This LAP looks at the difference in the service and maintenance inspection (process and requirement) for a hydrogen vessel compared to vessels using other low flash-point fuels. It also lists the responsible authorities or independent bodies assigned to carry out technical inspections
The owner of a boat or ship using fuel cells and hydrogen as (primary or auxiliary) propulsion is required to
to ensure and document that operational procedures for the loading, storage, operation, maintenance, and inspection of systems for gas or low-flashpoint fuels minimize the risk to personnel, the ship and the environment and that are consistent with practices for a
conventional oil fuelled ship whilst taking into account the nature of the liquid or gaseous fuel. (By IMO resolution (MSC.391(95))
Boats, Ships
Fuel cells installed into a boat or ship, for use as a means of propulsion through chemical reaction between hydrogen and oxygen, with no emission except clean water. The three fuel cell technologies considered most promising for marine use are
o the Solid Oxide Fuel Cell
o the Proton Exchange Membrane Fuel Cell (PEMFC)
o and the high temperature PEMC
The exact distinction between boats, ships and other marine vessels varies across countries. The ships category usually includes vessels operating in oceanic areas and high seas, such as cruise vessels, naval ships, tankers, container ships, Roll-on/roll-off (RoRo) ships, and offshore vessels. Boats, in contrast, operate nearer to the coast and are operable in smaller/ restricted water areas. The European Marine Casualty Information Platform (EMCIP) classification of the European Maritime Safety Agency (EMSA) distinguishes between cargo ships, fishing vessels, passenger ships, service ships, inland waterway vessels, recreational crafts, navy ships, submersibles and other marine vessels.
There are no special requirements for ships using hydrogen as propulsion, except those of the IGF Code, so as per now there is no barrier specifically for hydrogen. However, the additional documentation requirements for alternative designs could perhaps be followed by specific operation and maintenance requirements in future
The HyLAW project has received funding from the Fuel Cells and Hydrogen 2 Joint Undertaking under grant agreement No 737977.