New DOE Project: SF Waterfront Maritime Hydrogen Demonstration Project (H2 Barge).
Abstract not provided.
Klebanoff, Leonard↗
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Hydrogen for Maritime Applications
The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.
08 HYDROGEN↗
Developing Science-based fueling protocols for 250-bar hydrogen tanks onboard hydrogen ferries: Experiments and modeling
Combined modeling and experimental studies are reported of the fueling of a large (28 kg capacity) 250-bar Type IV hydrogen tank of the type being deployed on early hydrogen ferries, such as the MV Sea Change. The primary goal was to determine how such tanks can be successfully fueled with hydrogen (state of charge greater than 97%) within 45 minutes without exceeding the 82 °C temperature limit for such tanks. The modeling studies show that a gas injector is needed to avoid thermal stratification during hydrogen fueling which can result in potential hot spots. Empirically, precooling of the hydrogen to 0 °C was found to be needed in some of the cases examined, as ambient conditions greatly affected the need for a precooling to achieve the 45-minute fill time desired by end users. The experimental results afforded a calibration of the engineering model SOFIL for these large 250-bar tanks, which now enables using SOFIL to predict volume-averaged hydrogen fueling temperatures to an accuracy of ±2.7°C for these tanks. The model can therefore be used to evaluate potential scenarios for development of a standardized fueling methodology for ferries utilizing large Type-IV tanks.
08 HYDROGEN↗
Hydrogen technology for maritime applications: A review of challenges, opportunities, and lessons from the port authority of New York and New Jersey
The maritime industry faces increasing demand for energy security, operational efficiency, and environmental performance improvements. Hydrogen technology, considered a potential energy carrier, is being explored for port operations, including cargo-handling equipment, heavy-duty vehicles, and stationary power systems. This review evaluates the feasibility, challenges, and potential benefits of hydrogen integration within port infrastructure, using the Port Authority of New York and New Jersey as a representative case study. Drawing on case studies, technical reports, and policy analyses, this study examines the infrastructural, regulatory, and operational factors influencing large-scale deployment, emphasizing supply chain development, storage requirements, and refueling infrastructure. By situating hydrogen within broader maritime energy transition efforts, this review provides an evidence-based assessment of its role in port operations and energy diversification strategies. In conclusion, the findings outline key barriers to adoption and emphasize the need for coordinated efforts among stakeholders to determine hydrogen's role alongside other emerging energy technologies.
08 HYDROGEN↗
Hydrogen Fuel Cell Maritime Work at Sandia National Laboratories.
Abstract not provided.
Klebanoff, Leonard↗
Thermal Performance of Common Bulk-Fill Cryogenic Insulation Materials in Helium and Hydrogen Background Gases
Maritime shipping of vast quantities of liquid hydrogen (LH 2 ) will be necessary to facilitate a global hydrogen ecosystem; with some studies estimating volumes up to 172,000 m 3 for individual tanker ships, and requiring stationary storage tanks at terminals of 50,000 m 3 to 100,000 m 3 —ten to fifteen times larger than the current largest tank, located at launch pad B at NASA Kennedy Space Center (KSC). Such a radical scale-up will push the boundary of traditional, vacuum-insulated tank designs. Hence, a potential need exists for non-vacuum solutions, which necessitates exploring the thermal performance of insulation materials in non-condensable background gasses at LH 2 temperatures, namely helium and hydrogen. Testing of two bulk-fill insulation materials common to large LH 2 storage tanks, perlite and glass bubbles, in helium and hydrogen was recently conducted by the Cryogenics Test Laboratory at KSC using the Cryostat-100 liquid nitrogen boiloff calorimeter per the ASTM C1774 standard methodology. Effective thermal conductivity (k e ) and heat flux (q) results for each insulation/gas combination are presented across the full vacuum range, as well as thermal profiles through the insulation thickness between 78 K and 293 K.
A M Swanger↗
Design and permitting considerations of a floating hydrogen production and dispensing Barge for the Port of San Francisco
This paper reports on the design of a Floating Hydrogen Production and Dispensing Barge destined for the Port of San Francisco (SF). The H 2 Barge is designed to produce renewable H 2 at the rate of ∼530 kg/day, storing 512 kg of hydrogen at 517-bar, allowing fast refueling of hydrogen fuel cell vessels and land-side hydrogen delivery trailers for distribution into the nascent SF hydrogen ecosystem. The broader considerations that impacted H 2 Barge design are also described. An account is given of a new review process formulated by the United States Coast Guard (USCG) to review this first-of-its-kind maritime implementation of hydrogen technology. Furthermore, the immediate goals of the H 2 Barge Project are to 1) demonstrate the feasibility, viability and methods of hydrogen production, storage and fueling in a maritime context, 2) help shape (where needed) and navigate the required local, state and federal regulatory gauntlet and 3) catalyze a “green hydrogen ecosystem” (both marine and landside) with locally produced renewable hydrogen at the San Francisco waterfront.
08 HYDROGEN↗
Marine Hydrogen Demonstration
This report summarizes Phase 1 of a project involving the design of a Floating Hydrogen Production and Dispensing Barge destined for the Port of San Francisco (SF). The H 2 Barge is designed to produce renewable H 2 at the rate of ~ 530 kg/day, storing 512 kg of hydrogen at 517-bar, allowing fast refueling of hydrogen fuel cell vessels and land-side hydrogen delivery trailers for distribution into the nascent SF hydrogen ecosystem. The broader considerations that impacted the H2 Barge design are also described. An account is given of a new review process formulated by the United States Coast Guard (USCG) to review this first-of-its-kind maritime implementation of hydrogen technology. The immediate goals of the H 2 Barge Project are to 1) demonstrate the feasibility, viability and methods of hydrogen production, storage and fueling in a maritime context, 2) help shape (where needed) and navigate the required local, state and federal regulatory gauntlet and 3) catalyze a “green hydrogen ecosystem” (both marine and landside) with locally produced renewable hydrogen at the San Francisco waterfront. A summary is also given of the modeling and experimental activity of Phase 1 directed to the development of science-based refueling protocols for large marine Type IV 250-bar hydrogen tanks. Combined modeling and experimental studies are reported of the filling of large (28 kg) 250-bar Type IV hydrogen tanks of the type being deployed on early hydrogen ferries, such as the MV Sea Change. The primary question was to determine how such tanks can be successfully filled (state of charge greater than 97%) within 45 minutes without exceeding the 82 °C temperature limit historically set for such tanks. The studies show that a gas injector is needed avoid thermal stratification during filling which can result in potential hot spots. Pre-cooling of the hydrogen was found to be essential in most cases, as ambient conditions greatly affect the need for a pre-cooling to achieve the 45-minute fill time. Pre-cooling cannot be supplied by nearby water, such as that found in nature (bays, lakes, rivers, etc.) because pre-cooling cooling below 0 °C was found to be necessary to avoid excessive compression heating. The experimental results afforded a calibration of the engineering model (SOFIL) for these large 250-bar tanks, which now enables using SOFIL to predict volume-averaged hydrogen filling temperatures to an accuracy of +/- 2.7°C for these tanks. The model can therefore be used to evaluate potential scenarios for development of a standardized fueling methodology for ferries utilizing large Type-IV tanks of the type examined here.
08 HYDROGEN↗
Hydrogen and Fuel Cells for Maritime Applications: From Sandia Feasibility Studies to First Demonstrations .
Abstract not provided.
Klebanoff, Leonard↗
Assessing safety requirements for hydrogen fuel cell use in maritime applications using computational fluid dynamics.
Abstract not provided.
Blaylock, Myra L.↗
Hydrogen and Fuel Cells for Maritime Applications: From Sandia Feasibility Studies to First Demonstrations .
Abstract not provided.
Klebanoff, Leonard↗
Maritime Fuel Cell Generator Project [FY2019]
The objective of this project is the demonstration, and validation of hydrogen fuel cells in the marine environment. The prototype generator can be used to guide commercial development of a fuel cell generator product. Work includes assessment and validation of the commercial value proposition of both the application and the hydrogen supply infrastructure through third-party hosted deployment as the next step towards widespread use of hydrogen fuel cells in the maritime environment.
08 HYDROGEN↗
Concise Guide on Hydrogen for Ports
This Concise Guide on Hydrogen for Ports provides port stakeholders with a comprehensive overview of hydrogen as an emerging energy solution for maritime and land-based operations. It explains hydrogen’s fundamental properties, production pathways, and emissions profiles, while highlighting its potential benefits and associated challenges. The document explores practical applications for hydrogen at ports alongside considerations for storage, delivery, and integration. It also outlines implementation frameworks, stakeholder engagement approaches, and risk assessment methodologies to support informed decision-making. The guide aims to provide a pathway forward for ports that choose to consider implementation of hydrogen technology at their facility.
08 HYDROGEN↗
Hydrogen Infrastructure Analysis for the Port Applications [Slides]
The International Maritime Organization has committed to 50% reduction in GHG emissions by 2050 worldwide as of 2023. This analysis includes performing an inventory and modeling efforts to understand the energy, equipment and cost requirements to support decarbonization of cargo handling and shore power at U.S. Ports, along with assessment of zero- and near- zero emission fuel supplies at or near U.S. ports focused upon Hydrogen technologies. Initial market assessment for ocean going vessels for harbor support and ocean-going vessels is explored. An energy analysis is performed on the port system using a holistic approach and considering the port as an entire ecosystem that functions as a transportation and energy node. Presently, a comprehensive view is lacking for future analysis efforts, this analysis seeks to address this gap in data by evaluating four representative port types and the potential for utilizing hydrogen for the maritime industry. Every port is different, but broadly they could be bracketed into reference cases with scaling factors for the relative size of the port operations. These reference ports are for future use, potentially as baselines for analysis and development of demonstration programs. An equipment inventory for each reference port type (container, bulk, breakbulk, and inland waterway) is presented. A comparative analysis of fuel cell electric and battery electric equipment is conducted based on the following criteria: technology readiness level, refueling/charging time, operational range, energy consumption, and fuel cost savings compared to baseline internal combustion engine equipment. The tradeoffs and synergies between two alternative powertrains is highlighted. Based on energy and infrastructure analysis, average and high equipment utilization profiles across different port types is identified and quantified baseline fuel and electricity demand for various decarbonization scenarios. Based on the portfolio of equipment converted to fuel cell electric, the estimates of initial capital investment are provided for hydrogen refueling stations across ports. An energy demand model is developed that predicts well the all-electric cargo handling equipment annual energy consumption for ports with annual tonnage under 2 million twenty-foot equivalent units (TEUs). The model is a good rubric to follow for further energy demand models that can create a scalable solution to understand the energy needs of cargo handling equipment, whether they are all-electric, hydrogen fuel cell, or powered by another fuel-type. Zero and near-zero emission fuel supply at ports is evaluated looking into the characteristics of hydrogen, ammonia, and methanol as an alternative fuel, as well as the bunkering status. The readiness of reference ports to produce ammonia or methanol and bunker the fuel is examined based on the framework developed by the Global Maritime Forum and Rocky Mountain Institute.
08 HYDROGEN↗
Hydrogen Applications for Energy Transition in Port and Airport Operations at the Port Authority of New York and New Jersey
The Port Authority of New York and New Jersey (PANYNJ) is focused on achieving meaningful reductions in emissions as part of its environmental sustainability efforts. To reach its 2030 target for reducing Scope 1 and Scope 2 carbon dioxide equivalent (CO2e) emissions and its goal of net-zero emissions by 2050, PANYNJ is exploring a range of energy solutions, including hydrogen technologies. This report evaluates the potential role of hydrogen in reducing emissions across key operational areas: vehicles, equipment, stationary power, aviation propulsion, and marine propulsion. It examines hydrogen's technical feasibility, infrastructure needs, and economic implications within PANYNJ's operational context. The findings aim to inform decisions as PANYNJ transitions to cleaner energy sources and reduces environmental impacts. Based on the existing literature and stakeholders' feedback, the report outlines both opportunities and challenges associated with hydrogen integration, providing insights to guide PANYNJ's future sustainability initiatives.
33 ADVANCED PROPULSION SYSTEMS↗
MV Sea Change: Fuel Cell, Emissions, and Hydrogen Fueling Performance
The Sea Change Project, managed and financed by SWITCH Maritime, produced the first zero-emission 100% hydrogen fuel-cell powered commercial ferry in the world. The MV Sea Change is a 70-foot catamaran equipped with a 360-kW fuel cell powertrain and a 250-bar 246 kg capacity hydrogen storage system. The 75-passenger vessel began public passenger service in July 2024 as part of the San Francisco Bay Ferry system. Summarized here are aspects of the design of the vessel, its construction, and vessel bunkering with high-pressure hydrogen. Results from a fuel cell performance analysis are also presented, along with estimates of the greenhouse gas (GHG) and criterial pollutant emissions assuming different sourcings of hydrogen. Lessons learned from the project will be briefly reviewed.
08 HYDROGEN↗
Maximizing Solar and Transportation Synergies
This report considers the technological and market pathways that will enable better use of photovoltaic (PV) electricity as fuel for future transportation demand. Most of the pathways identified will require collaborative research and development (R&D) efforts to improve the capabilities of multiple technologies, including PV, energy storage, vehicles, electrolyzers, electrofuels, and infrastructure. For plug-in electric vehicles (PEVs), technologies that enable wide-scale managed and coordinated charging are among the highest priorities for continued research, development, and deployment in the near term. Furthermore, managed and coordinated charging capabilities are foundational for future vehicle-to-grid (V2G) functionality in the long term. For hydrogen fuel cell electric vehicles (FCEVs), the use of PV electricity for electrolysis provides an opportunity to increase PV deployment. For rail, air, and maritime transportation, the feasibility of increased PV use varies in the near term; opportunities for synergies with solar include the electrification of rail, increased reliability from airport microgrids, and switching from heavy fuel oil to clean maritime electrofuels made from PV-based hydrogen. Over the longer term, battery swap stations for electric airplanes and the co-location of solar with hydrogen fueling stations at shipping ports may enable greater synergies between PV and transportation.
14 SOLAR ENERGY↗
Launch Alaska Transportation and Energy Accelerator (LATEA)
The Launch Alaska Transportation and Energy Accelerator (LATEA), funded through the U.S. Department of Energy Office of Technology Commercialization’s Energy Program for Innovation Clusters (EPIC),advanced deployment of innovative and efficient transportation and energy technology in Alaska from October 2021 through June 2025. The project was designed to leverage Launch Alaska’s accelerator model to identify, recruit, and support transportation technology companies with novel solutions to market needs while building the stakeholder networks, demonstration opportunities, and institutional capacity necessary to accelerate commercialization in one of the most challenging operating environments in the United States.
08 HYDROGEN↗