The intention was for the Condor H2 project to take the lead in this. Strictly speaking, this project has ended, but there are plans to establish a successor in the form of an independent entity named Condor Zero Emission. This project is still part of the RH₂INE network and aims to have fifty emission-free ships operational by 2030. Van Heiningen says: “From this project, participants can take on the role of promoting this to shippers. An individual skipper will really struggle to sell this to, for example, a Nike or Tata Steel.”


The RH₂INE network “We are supporting the RH₂INE network”, says Arends from the Smart Freight Centre. “This network aims to reduce CO₂ emissions using hydrogen. We provide part of that solution by distributing the additional costs of building these hydrogen ships. We say: these are the market rules. Furthermore, we have a large network of shippers, whom we can inform about RH₂INE. We see that those offering such solutions achieve better margins. Customers are also more loyal. There are not yet many parties able to offer this. Carriers who can offer this clearly have a better business. We are far along in the developments. Now it is crucial that as many parties as possible start offering this to accelerate the transition. I am very enthusiastic about how RH₂INE embraces this.”


It is therefore crucial that the shipper and the provider of the certificate (in this case, the inland shipping entrepreneur) find each other. According to Van Heiningen, Condor has a significant role to play in seeking contact with these shippers on behalf of Dutch inland shipping. “That is the task we now face. The first ships participating in the certification pilot are already operational.


These are two: a hydrogen ship from Future Proof Shipping and a battery-electric ship from Zero Emission Services (ZES). In six months, the first certificates will be created. Now we need to look at how we can make the deals.”


Worldwide In the context of RH₂INE, Van Heiningen says: “RH₂INE focuses on a specific infrastructure and it must, of course, be used. For that, there need to be ships, and if there are ships, there also need to be customers. We remove many obstacles. Today, quite a few hydrogen stations are still being closed because they cannot generate local volume. If that inland shipping entrepreneur now knows they can recover the additional costs of a hydrogen ship and doesn’t have to spend many years searching for a paying customer, they might choose such a sustainable ship more quickly. This method of carbon insetting can help with that. Many other countries lack the infrastructure. We can sell worldwide, even in countries that have no access to hydrogen at all. Let’s then say in the Netherlands: we have those ships available, we can achieve this sustainability. Let’s sell this worldwide. The world is your playground.”


RH2INE • 31


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