Feature 5 | AMERICAS


might be dubbed the ‘Hydrogen 1.0’ era. “Tis process requires large plates and big storage tanks, and sometimes caustic and toxic materials to work as catalysts. You also have to ensure that the water has been purified before you subject it to electrolysis.” This process can also necessitate the use of “exotic materials and precious metals,” Kennedy adds, including gold, iridium, palladium and platinum – none of which come cheap. “Platinum can also generate osmium during the process, which is bad for the environment,” he says.


Instant conversion As an alternative, the Hydrogen 2.0 system is intended to directly target water molecules and to extract hydrogen from them, for use as ‘real-time’ fuel. It has been designed as a modular system, Kennedy explains, featuring the onboard installation of a series of “black boxes” through which the water surrounding the boat is passed. Te technology itself remains a closely


guarded secret for now, with five patents having been issued– though, in basic terms, the system works as such. Each black box features an intake valve for the water. “Unlike the electrolysis process, Hydrogen 2.0 doesn’t require the water to be purified before it is treated to produce hydrogen,” Kennedy says. In this way, operators can utilise the water in a number of operational environments, including freshwater and seawater areas, and even areas where the water is brackish or dirty: a filter can be provided with the system to sieve out larger solids, he says, adding: “Tis is crucial, as the amount of salt in the water can vary widely, depending on location.” Once the water is in the box, the


hydrogen production process begins. Tis process does not rely on electrolysis, nor chemical treatment, and remains free of carbons and/or metals. Te hydrogen ‘fuel’ then exits the box via a gas outlet valve and can be used to directly power the vessel’s main engines and propulsive systems, and/ or its onboard machinery and facilities. Thus,


the system could grant boat


operators virtually uninterrupted range. However, the modular and scalable nature of Hydrogen 2.0 means it can be deployed in multiple ways. For instance, Kennedy says, a vessel could incorporate it into a hybrid set-up: perhaps using


52


MGO or battery power for transits and the converted hydrogen for onboard hotel needs, including refrigeration and lighting, thereby removing the need to install traditional generators. Alternatively, Hydrogen 2.0 could cover the vessel’s entire range of power needs: as long as the boat’s in the water, its ‘fuel’ remains on tap. “Another huge advantage is that the


operator isn’t reliant on lots of room for onboard hydrogen storage, as the black boxes are constantly being topped up with seawater and producing the gas,” Kennedy says. Tis could have a tremendous impact on overall vessel construction costs, he adds. For instance, weight savings can be made by removing gensets from the equation, and naval architects can bypass the restrictions of factoring in a dedicated hydrogen storage zone. “Also, in the event of a collision or the vessel sustaining damage, the after-effects are extremely limited – you could even do away with double-hulled bottoms for larger vessels if they’re not carrying fuel tanks or battery packs,” he comments. Te amount of onboard power available


would largely be determined by the number of boxes installed on board – the more boxes one adds, the more kick is available. Kennedy likens the Hydrogen 2.0 system’s scalability to the battery arrangements used in Tesla cars. “Those batteries are basically like the batteries used to power laptop computers – so it takes thousands to drive a Tesla that can outperform most supercars. It really depends on how large the vehicle is, and what sort of power you need – similar to the considerations you have based on ship size.” So, very small vessels, especially those


looking to engage in high-speed ops, might not be able to use the system to perform all of their duties on seawater alone – “vessels sized 30m and upwards are a good indicator of the market we’re looking at,” Kennedy confirms – but their operators can ‘mix and match’ a box (or a couple of boxes) with battery and/or diesel systems. Obviously, larger vessels (such as tankers, cargo ships, container vessels and so on) will have more room for these boxes, giving them a wider power band to play with – but even small yachts and workboats could potentially cut some energy-related costs with a single box installed.


Global applatons The concept has certainly caught


the


attention of Floridian boat dealership MarineMax, which has obtained the first license to market Joi Scientific’s Hydrogen 2.0 technology. Speaking in Q3, William McGill Jr, chairman and chief executive of MarineMax, commented: “[Hydrogen 2.0] uses seawater as the base fuel stock that is readily available; derives power from a safe and reliable conversion process that is sustainable; involves no combustion of hydrocarbons; emits no carbon; and, when used with fuel cells, produces no noise.” He also cited the solution’s versatility, in providing both “auxiliary power for boats at anchor” and “power [for] the main propulsion systems of pleasure and commercial yachts and ships” as key reasons for the group’s decision to become a licensee. Additionally, Joi Scientific is now


planning to unveil a prototype application of the system, starting off with a small vessel.


In the first half of 2019, the


company plans to work with various development partners on alternative gensets and propulsion products for both pleasure craft and commercial boats. Product development will then pick up pace over the next couple of years, Kennedy predicts. Having read this


far, you may be


thinking of umpteen other potential applications for this technology – all of which Kennedy is considering, and most of which could seriously transform the way we look at energy. He confirms that the technology could be used in a similar way to proposed tidal energy schemes, with fixed, black box-equipped, coastal installations converting hydrogen, rather than wave current, to power shore-based homes and offices. Ports could also perhaps use this


solution to keep their offices, warehouses and vehicles (such as forklifts) running on ‘natural’ energy, and there are low-cost implications for the powering of offshore fish farms and similar structures. It will certainly be worth keeping an eye on how this technology develops. Who knows – following successful sea trials and demos, could we see hydrogen reconsidered as one of the leading means of guaranteeing zero-emission, cost-efficient operations? SBI


Ship & Boat International November/December 2018


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