Introduction to a Liquefied Hydrogen Carrier for a Pilot Hydrogen Energy Supply Chain (HESC) project in Japan

Transcription

1 Introduction to a Liquefied Hydrogen Carrier for a Pilot Hydrogen Energy Supply Chain (HESC) project in Japan Yukichi Takaoka, Senior Manager, Technical Division, Ship & Offshore Structure Company, Kawasaki Heavy Industries, Ltd., Hiroaki Kagaya, Manager, Hydrogen Project Development Center, Corporate Technology Division, Kawasaki Heavy Industries, Ltd., Ahmer Saeed, Project Manager Pilot LH2 Ship, Shell, and Motohiko Nishimura, Associate Officer, Deputy General Manager, Hydrogen Project Development Center, Corporate Technology Division, Kawasaki Heavy Industries, Ltd. ABSTRACT Hydrogen energy consuming society became reality with the advent of fuel cell-powered vehicles. Liquefied Hydrogen (LH2) Carriers will sail soon in and world-wide routes. This will pave the way for follow-on large scale hydrogen power generations and the consumption of large quantities of hydrogen in Japan. Kawasaki Heavy Industries, Ltd. has developed and is designing a liquefied hydrogen carrier in collaboration with Shell for a pilot HESC project conducted by HySTRA (CO2-free Hydrogen Energy Supply-Chain Technology Research Association) and promoted by NEDO (New Energy and Industrial Technology Development Organization) in Japan. HySTRA was established in 2016 among Kawasaki Heavy Industries, Ltd., Iwatani Corporation, Shell, and J-Power (Electric Power Development Co., Ltd). HySTRA aims to conduct a series of technical demonstrations in order to identify issues facing commercialization of the supply chain. For the LH2 Carrier, HySTRA will demonstrate a series of operational stages ranging from initial cool down/ loading/unloading of liquefied hydrogen to sea going operations using a newly built pilot LH2 terminal in Kobe, Japan. For this purpose, the LH2 Carrier will debut and be demonstrated in 2020 through the FID stage in In this paper, the newly developed design concept of the LH2 Carrier is introduced and discussed focusing on a view of safety considerations of design and operation, and its rule making process based on the IGC code and additional interim recommendations as adopted in MSC97 in A series of experimental and theoretical investigation results mainly on the gap analysis between hydrogen and LNG (methane) carried out in the process of R&D are also introduced. INTRODUCTION Japanese Government released the Strategic Energy Plan [1] in 2014 showing hydrogen is expected to play a central role in the future energy system. The plan encourages the industry to introduce Fuel Cells (FCs) for residential use and vehicles. In addition, the introduction of hydrogen power generation instead of atomic energy is also encouraged, to help meet the growing demand in Japan. Such an amount of hydrogen is anticipated to be beyond what can be generated or reformed in the domestic industry. For example, a 1Gw type power generation, 20-billion-normal-cubicmeter of hydrogen is needed in a year. In this respect, the government also encourages the industry to introduce and grow the large scale production, transportation and storage capabilities of hydrogen generated from resources around the world. A three-phase road-map has been developed for hydrogen and FCs. In Phase 1, hydrogen infrastructure will be completed in around 2025 by introduction of low-cost Fuel Cell Vehicles (FCVs). In Phase 2, hydrogen power generation becomes available in around 2030 inviting import of large amounts of hydrogen from abroad. Finally, in Phase 3, CO2 Free hydrogen will be introduced commonly. The government also predicts that the domestic market scale for hydrogen-related business will reach around one trillion yen in 2030 and eight trillion yen in 2050[2]. The Hydrogen revolution appears to have started!! Hydrogen is a carbon-free clean and powerful energy. It has a high power density and a high calorific value in terms of weight. Hydrogen is also used as a fuel for ships mainly in the shape of a FC, currently under development in a

2 number of countries. [3] Hydrogen can be importedd from all over the world to Japan in the form of liquefied hydrogen generated by using many kinds of on-site natural resources such as hydro, oil & gas, renewal energies by solar and wind if the cost simulation that searched for the optimum energy combination remained inn the CIF price range of JPY/m 3. The range is a competitive price combined with other energies and is cost combined with energy output and the condition of the hydrogen. Hydrogen in the lowest cost (25 JPY/ m 3 will provide 40% of alll Japan s energy needs, whereas in the highest cost casee (45 JPY/m 3 ), it will be 20% of Japan s needs by 2050 [4]. Figure 1: CO2 free Hydrogen Energy Supply Chainn (HESC) project. Figure 2: Outline of thee pilot HESC project runn by HySTRA. In answer to these increasing demand of hydrogen supply in Japan, Kawasaki K Heavy Industries, Ltd. (KHI) established, as a first step, a pilot CO2 free Hydrogen Energy Supply Chain (HESC) project for demonstrating the technology necessary to develop, store, transport and deliver liquefied hydrogen from Australia to Japan with an eye toward the commercial project. As shown in Figure 1, gasification of brown coal mined in the Australian state of Victoria willl split the fuel into its component parts, carbon, which will be b captured and stored securely offshore underground, and hydrogen, which will be liquefiedd and stored at -253 C (20K) in on-sitee tanks designed by KHI, and transported to Japan by using LH2 Carriers also designed by KHI [4], [5]. This pilot HESC project kicked off in i 2016 by the newly established Technical Research Association, HySTRA (CO2-free Hydrogen energy Supply-chain Technology Research Association) promoted by New Energy and Industrial Technology Development Organization (NEDO) in Japan. HySTRA composed of four companies: KHI, Shell, Iwatani Corporation, and J-Power (Electric Power Development Co., Ltd) L will run this demonstration project in

3 2020 by using a pilot LH2 Carrier and a pilot LH2 loading/unloading terminal provided in Kobe port, Japan in addition to the pilot gasification plant in Victoria, Australia, by J-Power. KHI has developed and is designing this pilot LH2 Carrier in collaboration with Shell, which is currently responsible for the planned international ship operation between Japan and Australia after In this paper, the design concept of the newly developed LH2 Carrier is introduced and discussed focusing on a view of safety measures of design and operation, and its rule making process based on the IGC code. A series of experimental and theoretical investigation results mainly on the gap analysis between LH2 and LNG (methane) carried out in the process of R&D, are also introduced. PILOT LH2 CARRIER The bibliographic survey shows, as the past principal projects, the first liquefied hydrogen storage river barges debuted for fuel supply in NASA space program [6]. Barges with approximately 900m 3 capacity LH2 storage vessels were used during NASA Apollo project, while the European Ariane Project was supplied with LH2 by overseas transportation from New Orleans, Louisiana to Kourou, French Guiana in about 20m 3 storage capacity LH2 containers on ships until the beginning of the on-site liquefaction plant operation in 1990 [6],[7]. For the concept of carrying LH2 in bulk at sea, LH2 carriers were planned in the Euro-Quebec project to overseas transport LH2 to Europe from Canada in [8] LH2 was planned to be produced in Canada by water electrolysis using a lot of surplus electricity before de-regulation of electric utilities. A unique concept design shows 180-m-length ship carries five barges to contain a total of 15,000m 3 of LH2. Each barge would have a cargo tank volume of about 3,000m 3. The ship was planned to be powered by 10MW diesel engines and reach a speed of 18knots. Two follow-on ship designs, the Small Water-plane Area Twin Hull (SWATH) and mono-hull ship have been developed by German companies and GL in those days. Both ships have a load capacity of 125,000m 3, and hydrogenfueled steam turbine of 41MW was proposed as the propulsion system. The SWATH ship is superior to the mono-hull ship in terms of lower weight and lower energy consumption. In the Japanese World Energy Network (WE-NET) project in , two conceptual ships having either spherical or prismatic independent tank systems, with 200,000m 3 total capacity each, were proposed based on the assumption of fueling a 1,000MW power plant, which would need 1,200ton of LH2 per day. The boil-off losses were estimated at %/day and designed to be utilized for the H2 propulsion system, two 30MW engines for each twin hull ship reaching approximately 20-25knots.[9],[10] The pilot LH2 Carrier has been developed by combining our ready-made technologies ranging from LNG Carriers for shipbuilding [11], the LH2 storage tanks and transport LH2 containers using vacuum insulation technology, to the LH2 and LNG plant engineering established by KHI [12]. The pilot LH2 Carrier has been developed by the, above mentioned, ready-made technologies. Table 1 shows the principal particulars of the pilot LH2 Carrier designed for 40 days round voyage between Australia and Japan based on the IGC code, and the Interim Recommendations for carriage of Liquefied Hydrogen in bulk [13], referring to these hydrogen-related standards and guidelines as provided by AIAA standards[14]. A series of safety risk assessments for hydrogen systems onboard have also been investigated [15], [16]. The main characteristics of CCSs are: - Two Cargo Containment Systems (CCSs) are provided in line. The total capacity is 2,500 m 3. KHI got the Approval in Principle for the CCS (Cargo Containment System), in advance of this project, from ClassNK based on the results of collaboration work between ClassNK and KHI in The IGC Type-C independent tank, horizontal cylindrical pressure vessel, is selected to the inner vessel in order to accumulate boil-off gaseous hydrogen inside during the voyages by the basic plan that the Boil-Off Gas (BOG) is not used for a propulsion fuel, and the outer shell is jacketed on the inner vessel to form a vacuum multi-layer insulation system. - By the above selection, discharging of LH2 by pressure is also possible instead of normal discharging by using submerged pumps.

4 - For this double-shell structure in CCSs, the inner vessel is supported by newly developed Glass Fiber Reinforced Plastic (GFRP) cylindrical pillars arranged circumferentially on the lower cylinders at the fore and aft saddle positions. In Figure 6, the actual ones attached in circumferential direction on the inner vessel of mock-up tank can be observed. This GFRP cylindrical pillar is suitable for minimizing heat ingress and keeping adequate compressive strength simultaneously. - Austenitic stainless steel is applied to tank material, which is suitable for liquefied hydrogen storage. - On the outer surface of the outer shell, existing outer insulation system known as the Kawasaki Panel insulation System (KPS) [11] is provided as a supplemental insulation systems for vacuum insulation. - A dome composed of double-shell structure is provided for access to the inside of the inner vessel through a manhole, and to arrange all the penetrating pipes on the upper part of dome having an isolated small and cancelable vacuum space from the main vacuum space on the CCS, for maintenance and inspection at every dry dock. - The inner vessel shrinks freely designating the center of thermal shrinkage as the center line of the dome to avoid excess thermal load by LH2 loading. In addition, KHI has introduced a concept of monitoring degrees of vacuum pressure as a safeguard for loss of vacuum. KHI has named this monitoring system as VIPDM (Vacuum Insulation Performance Deterioration Monitoring) system. For vacuum insulation, vacuum pressure must always be monitored by using vacuum pressure gauges. By the monitoring data, crews onboard can recognize a sign of vacuum deterioration beforehand. In VIPDM system, continuous monitoring of vacuum pressures and deterioration rates in chronological order is planed onboard. By these threshold values of the vacuum deterioration rates, an alarm is triggered onboard resulting in sequential measures such as stop ship operation for maintenance and emergency operation for risk avoidance. These threshold values of vacuum deterioration rates can be decided so as to keep effective vacuum pressures for cryogenic LH2 storage with the planned boil-off rate during a certain interval, such as docking. The validity has been checked through the actual vacuum test results by using the mock-up tank. Table 1: Principal Particulars of Pilot LH2 Carrier Ship Principal Dimensions : L X B X D (ab. 110m x ab.20m x ab.11m) Gross Tonnage: ab. 8,000 Propulsion System: Diesel - electric Speed: ab. 13.0knots Flag State/Class: Japan / Nippon Kaiji Kyokai (ClassNK) Cargo Containment System Total Capacity: ab. 2,500m3 (No.1 & No.2 Tank: ab. 1,250m 3 each) Tank Type: IMO Independent Tank Type C Max. Design Pressure: 0.4MPaG Min. Design Temperature: -253 degree C (20K) Insulation System: Vacuum Multi-layer Insulation + Supplementary Kawasaki Panel insulation System BOG Management: Pressure Accumulation in Tanks in principle (BOG is not used for propulsion fuel) A conceptual drawing of the pilot LH2 Carrier that will debut in 2020 is shown in Figure 3. One cylindrical doublewalled vacuum insulated CCS is provided in each cargo hold protected by steel tank covers. A manifold is located in way of the midship, and the cargo machinery and motor rooms are provided in way of the forward end of the ship. For the hydrogen system, loading and unloading of LH2 are carried out by using cargo lines connected to one cargo filling and two pump discharge lines leading to each submerged cargo pump in the inner vessel of the CCS. The spray line is used for cooling down of the inner vessel before loading. In this process, vaporizing gaseous hydrogen will be returned to the shore terminal through the vent line by using the onboard compressor. The spray pump is also used for cargo stirring operations in laden voyage to keep the inner vessel pressure below design limit. Although the boil off

5 gas is accumulated in the inner vessel in i both ladenn and ballast voyages, a GCU (Gas Combustion Unit) is providedd in way of the forward end of the ship for one of the safeguards in order to burn the boil off gas pulled in vent line and heated by the heater resulting in keeping the inner vessel pressures below design limit. For the equipment for hydrogen use, almost all has been developed and commercialized for onshore hydrogen plants, while for offshore use, alll the equipment has already been commercialized for LNG use. For offshore hydrogen use, both technologies are jointed using thee gap analysiss results between LNG andd LH2, and between onshore and offshore use. Explosion-proof equipment is also required. For the liquefied and gaseous hydrogen pipes and valves, double wall piping and valve system made of austenitic stainless steel will be mostlyy applied withh weld connections in order to provide mechanical joints as minimum as possible. For cargo handling operation, loading starts after initial cool down and the increased innerr vessel pressure during laden voyage will be dropped before unloading at the unloading terminal. During D ballast voyage, thee inner vessel pressure also increases by heating of hydrogen gas and residual liquid resulting in drop off the pressure at the loading terminal. In order to avoid generation of LIN (Liquefied Nitrogen) by cryogenic hydrogen, as in the previous step, replacement from nitrogenn gas to hot hydrogen gas must be carried out before initial cooling down. Figure 3: A conceptual drawing off the Pilot LH2 Carrier ( by courtesy of HySTRA) ). SAFETY MEASURES IN DESIGN For safety measures in design, various risk assessments were conducted during the FEED D (Front End Engineering Design) stage. A gap analysis is to identify the issues to be considered and the general features found to t be best practice by reviewing codes and standards, hydrogen specific guidelines. Thee consequence analysis is to quantify the consequencee of hazards by using physical effects modelling. The verificationn of the physical effects modelling is conducted against various experimentss [17]. HAZIDD and HAZOP are design review techniques with aim to identify potential hazards and evaluate existing measures and whether or not, additional measures are needed during the FEED stage. Novel technology evaluation ranging from technology qualification and testing requirements, HAZID [16], HAZOP was carried out for newly developed equipment for hydrogen use such as CCSs, double-walled vacuum insulated piping systems, cargo compressors, and cargo pumps which have not been used previously in the marine industry. For these pieces of newly developed equipment, the qualification and testing plans have been discussed and developed among KHI, Shell, the manufacturers, and ClassNK during the FEED stage. Figure 4 shows one of the results of thee consequence analysis for the jet formation scenario obtained by comparative review of consequence of LH2 hazardss while assuming the same accidental scenario s of LNG by using physical effect modelling software, DNV Phast [18] providing discharge, dispersion and flammable calculations for consequence c modelling of accidental releases of flammable or toxic chemicals to the atmosphere. The scenario is a jet j release of LH2 or LNG with a flow rate of 400m 3 /hr through a 150mm hose based on the planed operation for loading/unloading to the Pilot LH2 Carrier. After a liquid jet is introduced in atmosphere,, it tends to evaporate and the vapour tends to mix with air. The safety distance for LH2 is lesss than half of LNG because LH2 is a lighter molecular

6 which tends to mix rapidly with air when comparedd to LNG. Once vapour released from a jet is ignited, jet fire established, the safety distance based on thermal radiation for LH2 is smallerr than LNG. The comparisons are indicative, however it willl vary as the details of thee scenarios change and depend on the evolving models. Figure 5 shows one example of a Bowtie diagramm summarizing the safety measures m resulting from HAZID and HAZOP during the FEED stage. A Bowtie is a risk assessment tool to help the understanding of a hazardous event and existing safeguards. Top event, as shown on thee center is an incident thatt occurs whenn a hazard is realized. In this bowtie, hydrogen leakagee from pipes or CCS is considered as a top event. A Threat, as shown on thee left hand side is the cause or action that could result in i loss of control of the hazard. Consequence, as shown on thee right hand side is the potential hazardous outcome(s) arising a from the top event. Safeguards prevent the e threats from releasing a hazard and limit the extent of, or provide immediatee recovery from the consequences. Thee green safeguards represent hydrogen specific safeguards, and the yellow safeguards represent equivalentt to LNG carrier safeguards. The validity of each safeguard, for example numberr of barriers, effectiveness, and independence were confirmed by the HAZID and HAZOP workshops. Figure 4: An example of consequence analysis for LH2/LNG release leadingg to jet formation. Figure 5: An example of Bowtie diagram for safety measures on hydrogen leakage.

7 DESIGN TOPICS Interesting design topics for the Pilot LH2 Carrier are introduced: - KHI have been evaluating and demonstrating manufacturability and vacuum insulation performance of a large scale vacuum insulated tank since 2014, and started fabricating a nearly full-scale mock-up tank to confirm manufacturability ranging from bending b and welding a large stainless steel to vacuuming, as a shown in Figure 6. This mock-up tank has been jacketed by the outer shell, and vacuum pumping performance was verified using this mock-up tank to confirm the VIPDM concept in A hazardous areaa classification assessmentt in accordance with IEC standard s and dispersion analysis study was conducted by using DNV Phast 6.7 in order to determine the extent of the hazardous distance of gas dangerous zone taking account the difference in releasee characteristic of hydrogen and confirm the gas dangerouss zone defined by the IGCC code was also applicable. In addition, the safety location off vent mast was also considered through these studies. - The feasibility of emergency jettison j of LH2 by dispersion analysis and a CFD simulation study weree investigated. After conducting the model validation using LNGG jettison test data, the results show that LH2 can be jettisoned without LH2 contacting the ship andd causing cryogenic damage or the vapor plume engulfing the t ship. - Discussion on installation of wide range flame detectors in all areas where w leaks or spills may occur onboard is ongoing. As the hydrogenn flames are nearly colorless, use of a hydrogen specific flame detector available to use outdoors, whichh can detect ultraviolet radiation and cancel ultraviolett radiation from sunlight iss being discussed. - The loading arm system is thee key technology of the LH2 terminal site. A loadingg arm system for liquefied hydrogen, which achieves opposing high thermal insulationn performance and flexiblee joint sealing performance, hass been developed through risk assessment based on LNG swivel joints and emergency release coupler. c Figure 6: The 1,000m 3 mock-up tank testing facility and GFRP supportt structure attached in circumferential direction on the inner vessel beforee jacketing the outer shell. (Commissioned by NEDO)

8 SAFETY MEASURES IN OPERATION The collaboration partners in HySTRA, KHI, Shell, and Iwatani Corporation already have operational history of LH2 cargo handling. KHI has experiences in the storage and ground transport of LH2 such as the storage tanks used to hold LH2 rocket fuel at JAXA (the Japan Aerospace Center) Tanegashima Space Center, as well as the specialized containers used to transport the hydrogen to the center. KHI is also already operating a hydrogen liquefaction pilot plant and has seen successful results since Shell and Iwatani both have LH2 handling experiences and have retail hydrogen gas stations to serve the increasing number of FCVs. In addition, Iwatani is producing and transporting liquefied and gaseous hydrogen at its own facilities, as Japan s largest LH2 manufacturer. And when it comes to shipping of liquefied gases, Shell has a long standing operational history for liquefied gases and LNG carriers. From an operational viewpoint for the pilot LH2 Carrier, health hazards, such as asphyxiation, cryogenic burns resulting from contact with cold LH2 surfaces, hypothermia resulting from exposure to large LH2 spills, and burns from fire are some consideration to personnel safety. For major hazards of fires and explosions, LIN and LOX (Liquefied Oxygen) formation by extreme low temperatures, mixing, and wider flammability and explosive limits with low ignition energy and high flame speed are mainly considered for process safety. The phenomena such as Deflagration to Detonation Transition (DDT), Boiling Liquid Expanding Vapor Explosion (BLEVE), Rapid Phase Transition (RPT), Pooling, and Jet Fires will also be discussed accordingly to the actual operational situations. As part of HySTRA, Shell and KHI will demonstrate a series of verification test for LH2 loading/unloading at the LH2 terminal and marine transportation in waters close to Japan in 2020 focusing on the safety operation of novel technologies such as CCS and cargo equipment. Crew training suitable for LH2 cargo handling will also be carried out by using LH2 cargo handling operations and cargo properties manuals duly paying attention to conceivable risks and emergency scenarios. To ensure safe operations, we are utilizing a risk based approach. It is not necessary that traditional barriers which are considered adequate for the LNG Carrier industry will remain applicable or adequate for an LH2 Carriers as well. For example, for loading/unloading of an LH2 Carrier, the following additional, non-exhaustive measures (in comparison to LNG Carrier s) will be taken into account: - No purging/draining and/or testing open to atmosphere around manifolds; this will be achieved by leading all hydrogen gas to vent mast with closed gas sampling arrangement. - Introduction of additional barriers for cargo tank overfill protection - Introduction of double wall design along with appropriate monitoring of annular spaces to prevent loss of containment (to atmosphere) in case of single failure. - Means for monitoring rate of change of temperature in cargo piping onboard the ship. SAFETY REQUIRMENTS Safety requirements for the pilot LH2 Carrier, which have been submitted by KHI to MLIT (Ministry of Land, Infrastructure, Transport and Tourism), Japan in 2013 for initial assessment in the form of The draft minimum requirements for carriage of Liquefied Hydrogen in Bulk at Sea, have been already revised through the assessment by MLIT and discussed with AMSA, the flag State exercising jurisdiction over a new loading port in Australia for the Tripartite Agreement stipulated by the IGC Code. KHI proposed the original requirements by discussion results of gap analysis for existing related rules to LNG and LH2 discussing the different properties in addition to surveillance studies on related accidents and initial risk assessments. The requirements have been submitted to IMO in 2015 for discussion by Japan and Australia [19], revised, and approved by the MSC in IMO [13] as the Interim Recommendations through group discussions at the CCC (Sub- Committee on Carriage of Cargoes and Containers) in IMO. The recommendations are composed of the general requirements stipulating such as Ship type and the special requirements for LH2. The 29 special requirements are stipulated for related major hazards. (Refer to the Explanatory Notes in [13]) In response to the adoption of the recommendations in IMO, MLIT and AMSA exchanged the Minutes of Meeting concerning requirements to be applied to a ship carrying in bulk on 11 th January 2017 for the tripartite agreement [20]. The MSC in IMO acknowledged that the interim recommendations were intended to facilitate establishment of a tripartite agreement for the pilot LH2 Carrier, and urged the related Governments and HySTRA to submit information,

9 observations, comments and recommendations based on the practical experience gained by demonstrating operation of the pilot LH2 Carrier and submit safety analysis on LH2 Carriers [13]. Although the recommendations prohibit using gaseous hydrogen for fuel, a series of verification test results by using the pilot LH2 Carrier in 2020 will be of particular value and give proper suggestions for continues rule developments in IMO in the form of the amendment to the IGC and IGF codes, and for the next R& D projects related to commercial LH2 Carriers and LH2 Bunkering/Fueled ships. CONCLUSIONS In this pilot project, HySTRA will demonstrate a series of verification tests for the pilot LH2 Carrier by using the LH2 terminal in Kobe, Japan and surrounding waters in Japan in 2020 before going on maiden voyage to Australia. The following major tasks will have to be achieved in this project: - Demonstration of safe and sustainable carriage of LH2 in bulk via the pilot LH2 Carrier, during operational phase is the first priority task especially focusing on the hydrogen systems onboard. - Development of LH2 cargo handling operation manual based on HSE concept and building upon successful cargo handling experience for LNG Carriers during the design phase and successful demonstration during the operation phase. - Demonstration of the performance of vacuum insulation which is appropriate for LH2 storage CCS will be monitored by means of instrumentation and systems onboard, and the data will be obtained and collected in the verification tests. - Data collection and analysis available for the rule making process along with the present recommendations for the Pilot LH2 Carrier, future design and operation of LH2 Carriers targeting commercial transportation both for domestic and international routes, and R&D for newly required LH2 Bunker/Fueled Vessels. Going forward and to materialize 2030 targets for hydrogen in Japan, the following non exhaustive tasks are needed for R&D of commercial LH2 Carriers. - Appropriate CCS for carrying larger volumes will be selected. - Further development of VIP (Vacuum Insulation Technology) is needed. - Further LH2 related equipment and measuring instruments also suitable for LH2 bunkering/fueled vessels is needed. - Suitable propulsion systems mainly applicable to marine fuel cells will be discussed. - Ship types such as Catamaran/Trimaran/SWATH instead of displacement type vessels suitable for LH2 sea transportation business will be discussed. - Further rule making for the amendments of IGC/IGF codes is needed. We endeavor to design, deliver and operate a safe hydrogen carrier and look forward to demonstrating this through this project. ACKNOWLEDGMENTS The authors would like to acknowledge the continuous support provided by NEDO and HySTRA, which will make this Pilot HSEC project possible in Japan. The views expressed in the paper are those of the authors and do not necessarily represent the unanimous views of all the members. REFERENCES [1] Agency for Natural Resources and Energy, Japan: Strategic Energy Plan, April, 2014, ( [2] Ministry of Economy, Trade and Industry, Japan: Strategic Road Map for Hydrogen and Fuel Cells, 2014, (revised in 2016) (in Japanese), ( [3] T. Tronstas, H. H. Astrand, G. P. Haugom, L. Langfeldt: Study on the Use of Fuel Cells in Shipping, Ver. 0.1, European Maritime Safety Agency, DNV-GL, 2017, (

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