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A 37,000-kilometer inland waterway connecting 13 European countries.
Whether along the Rhine, the Danube or the Rhône, inland shipping is a key enabler of European trade and logistics.
The European Union also says transporting goods by ship is more CO₂ efficient per tonne than using road or rail, and it plans to move more cargo this way. However, while Europe’s inland waterway vessels have a relatively good environmental track record, work is still needed to decarbonise their propulsion.
Morten Brix, general manager of Mitsubishi Turbochargers and Engines Europe (MTEE), said inland shipping is moving away from diesel as the go-to fuel due to European and national regulators and customers looking to organize their supply chains. He says he is facing increasing pressure to do so. A group company of Mitsubishi Heavy Industries (MHI).
By switching to hydrogen, ships operating on inland waterways can minimize emissions and limit air and water pollution.
Standardized but fragmented market
“It is estimated that there are approximately 15,000 vessels in this river network at the moment. interconnection points,” explains Brix.
Brix said each ship has a lifespan of 30 to 50 years, with some lasting as long as 80 years. Usually these are equipped with heavy-duty diesel engines, which during the life of the ship will need to be replaced 2-3 times.
Blix added that shipowners need to future-proof their vessels. This is particularly important as inland navigation is dominated by single vessel owners (often families living on board) and small vessels.
Low carbon options for inland waterways
These shipowners are faced with big capital decisions, so there is a wide range of diesel alternatives to consider. Mainly fuel cells and internal combustion engines that use hydrogen or methanol instead of diesel.
As Brix explains, battery technology is not yet competitive on inland waterways. Although batteries can be used for short-distance journeys, they are not yet an option for long-distance inland waterway transport due to range limitations. And costs remain high, he added. The same applies to fuel cells, which can cover long distances but are not yet economically viable.
“We believe that within the next 5 to 15 years, internal combustion engines (ICEs) with the ability to transition from diesel to hydrogen have an increased chance of success.”
In the short term, MTEE expects methanol to be the transition fuel of choice for these engines prior to transitioning to hydrogen, Brix added. “Right now we’re in the diesel stage. And I think we’ll be in the methanol stage for the next seven to eight years. Then we’ll see hydrogen really start to move,” he says.
Smooth transition from diesel to hydrogen
The transition from diesel fuel ICE to methanol and later hydrogen engines is a relatively small move compared to other technology options. ICE technology has been used in inland navigation for many years, with a proven track record of more than 50 years and is easily scalable, Brix said.
“We took one of our proven diesel engines as a starting point and modified the fuel injection system to enable the engine to handle hydrogen. As we strive to make as few changes as possible to the current engine room setup, , the transition is smooth and efficient.”
However, ships will also need to be modified in other areas, such as fuel storage and piping. And hydrogen is still much more expensive than diesel, especially green hydrogen made entirely from renewable energy.
However, as the renewable energy industry expands, hydrogen prices are expected to fall. Stricter carbon taxes and penalties would also play a role, Brix added.
Shipowner support
With technology and regulatory roadmaps still pending and future costs difficult to predict, it is essential to support shipowners as they work to future-proof their fleets.
Blix pointed to the Dutch government’s ambitious mobility program, which will make €47 million ($52 million) available for the development of electrification and hydrogen applications, as part of which MTEE will add its first to ships in 2025. It is planned to install a hydrogen engine.
In addition to converting ships to low-carbon fuels, the Dutch Mobility Program will also consider aspects such as refueling along Europe’s rivers, to enable ships to refuel regularly along the way. ing. This is important for maximizing cargo carrying capacity, as hydrogen has a lower energy density compared to diesel and therefore takes up more physical storage space on board.
Regulation and classification
As with many energy transitions, the framework for governing alternative fuels such as hydrogen is still in its infancy.
Blix points out that the EU is working towards regulations to realize the vision of a carbon-free inland waterway transport system in Europe. Similarly, Bureau Veritas, which classifies and certifies ships for insurance purposes, has just recently published its first classification rules for hydrogen-fueled ships. These include safety requirements and special storage needs to manage the flammability of hydrogen.
Establishing such a regulatory framework is the basis for reassuring shipowners that they are making the right decisions for the future of their ships.
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