In the ever-evolving landscape of maritime transport, the quest for sustainable and low-carbon fuels has led researchers to explore the potential of liquefied hydrogen (LH2) as a viable alternative to liquefied natural gas (LNG). A recent study published in the *Journal of Marine Science and Engineering* (translated from Italian as “Journal of Marine Science and Engineering”) delves into the operational requirements, challenges, and safety considerations of adopting LH2 in maritime propulsion, using LNG as a benchmark. The lead author, Matteo Passalacqua from the Thermochemical Power Group at the University of Genoa, provides valuable insights into this transition.
The maritime industry has long relied on LNG to reduce greenhouse gas (GHG), nitrogen oxides (NOx), and sulfur oxides (SOx) emissions. However, LH2, though relatively new to the maritime sector, brings with it a wealth of experience from the aerospace industry. Passalacqua and his team have conducted a comprehensive review of the technology, materials, and safety challenges associated with LH2 cryogenic handling systems, drawing parallels with established LNG practices.
One of the key findings of the study is that most maritime-approved materials are suitable for cryogenic use, which is a significant advantage for the adoption of LH2. Additionally, the risk of hydrogen embrittlement, a phenomenon where hydrogen atoms make metals brittle, is less critical at cryogenic temperatures due to reduced atomic mobility. This is a crucial point, as it addresses one of the primary concerns related to the use of hydrogen in maritime applications.
Passalacqua emphasizes, “The safety record of LH2 stems from limited operational data rather than superior inherent safety.” This underscores the need for rigorous risk assessments and adherence to safety standards to ensure the safe and compliant integration of LH2 in the maritime industry.
The study also highlights the commercial impacts and opportunities for the maritime sector. As the industry moves towards decarbonization, the adoption of LH2 could open up new markets and business opportunities. Shipowners and operators investing in LH2 technology early on could gain a competitive edge, positioning themselves as leaders in sustainable maritime transport.
Moreover, the development of LH2 supply systems could stimulate innovation in related industries, such as energy production, storage, and distribution. This could lead to the creation of new jobs and the growth of ancillary services, further boosting the maritime economy.
In conclusion, the transition from LNG to LH2 in maritime transport presents both challenges and opportunities. While the operational and safety considerations are complex, the potential benefits for the environment and the industry are substantial. As Passalacqua and his team have shown, a thorough understanding of the technology and strict adherence to safety standards are crucial for the successful integration of LH2 in the maritime sector. With the right investments and policies, the maritime industry can harness the power of LH2 to drive sustainable growth and innovation.