Monaco, September 22, 2020
In the presence of HSH the Sovereign Prince Albert II, President of the YCM, five speakers presented the different opportunities of hydrogen solutions to provide shipowners with an alternative to the use of diesel, in order to propel their units and / or provide the necessary energy. to life on board, without emissions and without noise.
Jérémie Lagarrigue, CEO of EODev, began the conference with a few explanations on the current environmental situation, the level of greenhouse gas emissions and global warming, in order to understand the importance and the urgency of the energy transition. After recalling the operation of a fuel cell and unveiling its installation on board Energy Observer in collaboration with Toyota, he highlighted the advantages of hydrogen over diesel but also in comparison to "all electric" systems. using only batteries. He also explained how hydrogen is a vector that makes it possible to store and transport energy, to release it in the form of electricity, and how hydrogen is part of a strategy of ENR combinations,
For the maritime sector, Jérémie Lagarrigue demonstrated the potential and the technological, environmental and economic validity of hydrogen solutions, taking among others the example of the first electro-hydrogen tender presented by HYNOVA , a unique 12-meter boat whose propulsion has was designed by EODev, and whose prototype was exhibited on the YCM terrace
The energy transition in the yachting sector therefore involves various possible combinations, including diesel-hydrogen-electric hybridizations. Finally, he explained the issues related to the storage and delivery of hydrogen, insisting on the need to develop infrastructure and set up stations without being too constrained by long administrative delays. To meet these short-term challenges, EODev is also proposing the installation of STSH 2 (Station SHip H 2 ), a floating hydrogen production and distribution platform.
Highlighting the maturity of these technologies, Jostein Bogen, Director of the Hydrogen Program at ABB, explained how hydrogen should ultimately be an essential link in the decarbonisation of maritime freight, for medium to high powers which can also apply to super yachts. He nevertheless insisted on the possible variants of its use, and on a gradual transition via a combination of hydrogen with other fuels such as bio-fuels or ammonia.
Cyril Dufaut-Senso, CEO of HY2GEN, a company specializing in the production of carbon-free fuels, continued by explaining the methods of manufacturing hydrogen, and the differences between gray hydrogen, produced from fossil fuels, and “green” hydrogen produced from renewable energies - the very one towards which everyone wants to strive, but which today only represents less than 5% of total hydrogen production. He also presented the SUNRHYSE green hydrogen production plant from a solar panel farm in the Var, which will be able to supply the entire PACA region to Monaco, with zero emissions truck distribution, for a total capacity of 12 tonnes of green hydrogen per day by 2024.
Finally, Dirk de Jong from Oceanco and Simon Brealey from Lateral Engineering have shown by example how solutions are already possible on mega-yachts with the use of liquid hydrogen, cryogenized at -253 ° C. The comparison between the technical data of the Aqua project and a yacht of similar gauge and size like Lady Eugenia (109 m) thus showed that the space devoted to the fittings was reduced by about a third, and that the yacht could lose a few knots at top speed or cruising.
For all of these experts, the primary issue remains the management of storage volumes. While hydrogen for automotive use is stored at 700 bar, it is only allowed at 350 bar today in the maritime industry, which is not enough to make it practical. While other storage solutions at ambient temperature and pressure already exist, such as LOHC (Liquid Organic Hydrogen Carrier) or LIHC (Liquid Inorganic Hydrogen Carrier), these technologies are not yet sufficiently mature or economically valid to be deployed on a large scale. ladder. This is the whole problem also encountered on large cargo ships or container ships such as those operated by CMA-CGM. Using a demonstration by the absurd, Erwan Jacquin explained how, today,
Nevertheless, all agree that some solutions are already viable, and that the remaining technical limitations for a wider deployment will be quickly resolved, over a horizon of 3 to 10 years depending on the storage processes envisaged - which may be the case. time of building a large yacht from the first stroke of the pencil. At the same time, they insist on the need for distribution networks to be rapidly increased; and highlight the future economic profitability of investments, in particular for marine use that consumes a lot of energy. In summary, as Jérémie Lagarrigue underlined at the conclusion of his presentation, “ it's time to shift ” - which we could develop in: “ it's time to take action and switch to hydrogen ”. A formula that echoes the words of Bernard d'Alessandri earlier in the day during the presentation of the SEA Index, and the promise of a responsible future in the world of large yachting.
Source:Yacht Club de Monaco