RORO Retro fit | Hydrogen
Renewable fuels are in many cases not just another kind of fuel, they represent a complete energy system
(Ecosystem). In consequence, the production, logistics, and application of renewable fuels must be considered as a whole to assess the viability of the solution.
H2 Energy and DFDS decided to investigate this topic together, resulting in the feasibility study
at hand. It covers the main aspects of a complete hydrogen ecosystem for the RoRo ferry “Magnolia
Seaways” on the Esbjerg-Immingham-Esbjerg route, including:
• Sourcing of renewable hydrogen (H2)
• On-shore supply and logistics, including bunkering
• Application of a hydrogen-fuelled powertrain
• Review of results and execution of an initial risk analysis with a classification society
Key results of the feasibility study are:
• The retrofit of Magnolia Seaways with a hydrogen fuelled propulsion system, operated on the
route Esbjerg-Immingham-Esbjerg and under a set of basic assumptions, is technically feasible
and commercially viable.
• In comparison with a diesel-fuelled ferry, a reduction of CO2-emissions of 40-50’000 t/a could be
achieved with hydrogen, representing the operation of more than 700 heavy-duty diesel trucks.
• Cost for hydrogen is of most significance for TCO. With H2 prices from production plant at present level, CO2 abatement cost in the range of 400 – 500 EUR/tCO2 are assumed. It is expected
that the costs for H2 will be lower in the future, significantly reducing cost for decarbonisation.
• The planned hydrogen production sites in Esbjerg by H2 Energy and CIP can provide the required
quantities of renewable hydrogen, delivered via low pressure pipeline over an approx. distance of
4 km.
• On-shore intermediate buffer storage with a capacity of 49 t of hydrogen is suggested in proximity
to the DFDS pier at Port of Esbjerg. It secures a back-up for operation of approx. 2 roundtrips (in
case hydrogen supply is interrupted).
• Bunkering is performed at a refuelling rate of 10 t/h, preferably simultaneous to unloading/loading
of cargo in order to keep the required time on dock minimal. It takes 2 h on average to refill the
on-ship tanks.
• On-ship safety concept envisages high pressure installations above deck and low pressure installations below deck. Approx. 27 t of hydrogen are stored in pressure vessels at 250 bar. This powers a fuel cell system delivering max. output of 15 MW.
• The concept and preliminary design of the hydrogen-electric propulsion system and the safety
system on the ship, as well as the intermediate buffer storage and bunkering system on-shore, are
in line with current regulations and an “Approval in Principle” was issued by Lloyd’s Register
