If maritime transport is highly effective by ton freighted, it remains one of most polluting transport. The International Maritime Organization (IMO), in that way, has setting up a programme of measures to reduce greenhouse gas emissions before 2050. IMO takes a first step in 2020 : sulphur contents in the fuel oil use by ships have been decrease. This news standards of IMO will impose new huge investments at the commercial marine to adapt : they should reach 60 billions euros by year.
In the same time, more coastal areas (fjords of Norway, Californians harbours, Calanques of Marseilles...) want zero emission sea zones. This means that, in the near future, the only way to adapt maritime transport is complete or partial electrification of boats.
According to the last IDtechEX survey, the electric ships market will represent, in the next 10 years, a volume of business of 22 billions dollars.
The world fleet is constantly expanding since the 1980s. Son augmentation a été de plus de 300% ces 20 dernières années.
As at 1 January 2015, 52.9% of vessels are over 20 years old. This fleet will have to either be replaced by new vessels in accordance with current and future regulatory standards ; or modernized by major work on hull and propulsion systems.
Turnover of European shipbuilding in 2014 are :
Norway : 10 billions euros
Germany : 5,5 billions euros
Great-Britain : 5 billions euros
France : 4 billions euros
Turnover of European Ship Repairs in 2014 :
Norway : 1,1 billions euros
Great-Britain : 1,05 billion euros
France : 1,05 billion euros
España : 950 millions euros
In France, the shipbuilding and marine equipment market in 2015 represents 8.5 billions euros.
It représents 22.000 directs jobs and more than 80.000 indirects jobs.
78% of french imports are ensure by the maritime transport, but 90% of french energy supply is provided by seas.
In the same time IMO takes measures to shut down the emission of ships worldwide, some states or local international organisations strengthen theirs own restrictions on nitrous oxyde, sulfur dioxyde or fine particles in the waters they rule. Thoses zones are named ECA for Emission Control Area.
Every North American coast will concerned for mexican coasts should become ECA in the near future. In Europe, Baltic and North sea are ECA yet. At the behest of France, Meditteranean sea is considered to become the next one. In the Pacific ocean, Japanese and Australian coasts are considered too.
Yet, if we compare with the maritime traffic map, it is obviouly than ECA are areas where maritime traffic is the most intense. Coasts of Europe, North America, China, Japan and Australia are the real core of global trade. So, this fact explain clearly the transformations needed in the marine commerce in the coming years.
Furthermore, some areas are most restrictives than others. Many harbour authorities enforce ships electrification when they remains at the dock and they set up facilities too. As gouvernements, local authorities, or cities do on the firm ground, some states has begun to cocoon the most sensitive maritime areas and the most protected : thoses areas are becoming zero emission zones.
Norway is the first one. In 2018, Parliament have adopted a resolution to stop as soon as possible emission from ships in UNESCO world heritage classified fjords. 2026 is the deadline.
Les Bateliers de la Côte d’Azur have thinking ahead some equivalent measures in Mediterranean sea. So they set up a partnership with Hyseas Energy to develop a traveler shuttle move by hydrogen. She will reach the protected areas of the Golden islands (Porquerolles, Port-cros...) and the Côte d’Azur.
To deal with the new standards of IMO and demands for zero emissions marine, Hyseas Energy design a fuel cell system, robuste and adaptable, compliant with embedded maritime applications. The perfect solution for maritime and waterways transports players.
Fuel cell technologies have demonstrated durability, robustness and flexibility in many applications for road or marine demonstrator. It resiste very well at the open sea conditions and requiment of shipping sector.
Our team goes further. Our Fuel cell is designed to be industrialize ; it will certified by an independant agency before launching on the market.
|Technology||Storage||Weight (tons)||Charging time/
|Battery||Li-ion (162 Wh/Kg)||28||1,5||Shore connection, 500 kw,
|Technology||Pollution generated||Reduction of pollution||Cost|
|Hybrid||CO2, SOx, NOx, PM||15% to 20%||€ 1 M|
|Battery||No solution for battery recycling||Zero emission at the point of use||€ 1,6 M|
|LNG||CO2, PM, NOx||SOx||No data|
|Zero emission at
the point of use
| Just chemically pure water !
|€ 1,44 M|
Two options :
- Installation as range extender
- Installation as Hybrid fuel cell/battery
The fuel cell system design by Hyseas Energy can remain standby ad infinitum or start within seconds. Meeting the most toughest requirements of this type of applications.
As part of wider hybridations, the fuel cell system can power a large part of needs on board, at the port or on navigation. So, it reduce the carbon footprint of the global activity.
|Caractéristiques de la navette à passager|
|Longueur totale :||26 mètres|
accessible aux fauteuils roulants
|Autonomie||10 heures à 12 noeuds|
|Vitesse de service
|Volume de H2 stocké||260 kg|
|Pression de stockage||35 MPa|
|Temps de ravitaillement||1 heure 30|
|Characteristics of the Bâteliers passengers shuttle|
|Overall length :||26 metres|
|Autonomy||10 hours at 12 knots|
|Maw service speed||14 knots|
|Quantity of H2 stored||260 kg|
|H2 storage pressure||35 MPa|
|Containment casing classification: IP56|
|Complies with standards: IEC ex / ATEX and the IGF code|
|Class approval and certification:DNV-GL|
We are the crew of Hyseas Energy