Hydrogen-Fueled Vessels: Technology, Industry Status, and Outlook

Shipping accounts for roughly 3% of global greenhouse gas emissions, spurring a search for zero-emission fuels. Hydrogen has emerged as a promising solution for cleaner maritime transport. When used in propulsion, hydrogen produces no CO₂ or sulfur emissions – only water vapor if used in fuel cells – and can be generated renewably. This article explores the technology behind hydrogen-fueled vessels, current examples of hydrogen-powered ships, the state of the industry in 2025, and forecasts for adoption, market growth, and regulations. The aim is to provide a technical overview of how hydrogen is charting a course in maritime decarbonization.

Hydrogen Fuel Technologies for Ships

Hydrogen can power vessels either by electrochemical conversion in fuel cells or by combustion in engines, each with distinct considerations. Fuel cells are the most mature technology for hydrogen in shipping: they generate electricity through an electrochemical reaction of hydrogen and oxygen, achieving efficiencies up to ~60%. Fuel cell systems produce electricity to drive electric propulsion motors with minimal noise and vibration, offering a smooth and low-maintenance alternative to diesel engines. Proton-exchange membrane (PEM) fuel cells are commonly used, as in the automotive sector, and have been marinized for vessels in the multi-hundred-kilowatt scale. Notably, maritime fuel cells are proven and available – such units have been deployed in submarines and passenger vessels for decades, and multi-megawatt stationary fuel cells have operated in port environments for years. This means the core technology is well-established, leveraging lessons from automotive and industrial applications to ensure reliability at sea.

Combustion engines and turbines can also use hydrogen as a fuel, either in pure form or as a dual-fuel blend. Engine makers are testing modified internal combustion engines (ICEs) that burn hydrogen in cylinders, often with a pilot fuel for ignition. For example, the Hydrotug in Antwerp is fitted with dual-fuel medium-speed engines (BeHydro V12) that can run on hydrogen or diesel. Gas turbines can similarly be adapted to burn hydrogen-rich fuel. The appeal of hydrogen combustion is the ability to leverage existing engine designs; however, burning hydrogen can produce nitrogen oxides (NOₓ) unless carefully controlled. Due to hydrogen’s flame speed and properties, engine modifications and safety systems are needed. In practice, early hydrogen-fueled vessels favor fuel cells for efficiency and zero combustion emissions, while dual-fuel engines are emerging for high-power workboats where fuel cells alone might not yet meet peak power demands.

On-board hydrogen storage is a critical technical challenge. Hydrogen has a low volumetric energy density, requiring about 6–10 times more space than conventional marine fuel for the same energy. There are two primary storage methods in use: compressed gaseous hydrogen and liquefied hydrogen. Compressed hydrogen gas is stored in high-pressure cylinders (typically 250–500 bar) made of steel or carbon-composite; this method is relatively simple and has been deployed on smaller vessels. For instance, the Sea Change ferry in California carries 246 kg of hydrogen at 250 bar in cylinders on deck, and the Hydrotug 1 stores about 415 kg in 54 cylinders at 300 bar. Compressed gas is suitable for shorter-range or lower-energy vessels due to volume limits. Liquefied hydrogen (LH₂) offers higher energy density by cooling H₂ to –253 °C, shrinking its volume to 1/800 of the gas. LH₂ requires cryogenic tanks with sophisticated insulation and vapor handling systems, but enables longer endurance. Norway’s MF Hydra ferry, for example, uses two 400-liter cryogenic tanks of liquid hydrogen to achieve sufficient range on its route. Other storage concepts under development include metal hydride tanks (which chemically bind hydrogen at lower pressure) and liquid organic hydrogen carriers (LOHCs) that carry hydrogen embedded in a liquid hydrocarbon for release on demand – though these add complexity and are not yet in commercial use on ships. In all cases, naval architects must allocate significant space and weight for hydrogen storage; design studies show hydrogen is most viable for shorter voyages or vessels that can refuel frequently. This is why early hydrogen ships are often ferries, tugs, or inland vessels with access to local hydrogen supply, rather than deep-sea cargo ships.

Safety and fuel systems: Whether using fuel cells or combustion, hydrogen fuel systems must be designed with careful attention to ventilation, leak detection, and emergency measures. Hydrogen is the lightest gas and disperses quickly, but it is also flammable over a wide range of concentrations. Ships require double-walled piping, gas detection in machinery spaces, and deflagration/arrestor systems to manage the unique properties of H₂. The industry has been conducting extensive testing on hydrogen behavior in marine environments – for example, experiments with liquid hydrogen leaks and ignition were performed at DNV’s Spadeadam facility in the UK to inform the design of shipboard systems. These insights are helping to establish rules and best practices so that hydrogen can be handled as safely as LNG or other fuels. Classification societies like DNV and Lloyd’s Register have published technical guidelines to navigate the complex requirements for designing and constructing hydrogen-fueled vessels. Overall, the technology to use hydrogen as marine fuel exists and is maturing rapidly, but it must be implemented with rigorous engineering and safety standards given the novelty and hazards involved.

Hydrogen-Fueled Vessels in Operation Today

Despite hydrogen being in its early stages for shipping, a number of pioneering vessels are already demonstrating its viability around the world. These range from passenger ferries and workboats to the first hydrogen cargo ship. Below we highlight several notable hydrogen-fueled vessels and projects operating (or soon to operate) as of 2025:

• MF Hydra (Norway) – The world’s first liquid hydrogen-powered ferry, operated by Norled. Hydra is an 82-meter car and passenger ferry that launched in 2021 and began regular service in 2023. It carries up to 300 passengers and 80 cars on a 20-minute route in western Norway. The ferry is equipped with two 200 kW fuel cell modules from Ballard and twin 440 kW diesel-battery hybrid propulsion systems, using liquid hydrogen from onshore storage. Hydra’s successful entry into service proved that cryogenic hydrogen can be used in a commercial marine environment. As Norled’s CTO noted, apart from the space industry’s rockets, no other application was using liquid hydrogen as fuel until Hydra began operating. This project, backed by Norway’s government, marks a giant technology leap for maritime hydrogen and has paved the way for larger hydrogen ferries on more challenging routes.

Norled’s MF Hydra, the first ferry powered by liquid hydrogen, now in service on a Norwegian coastal route. The vessel uses cryogenic hydrogen fuel and PEM fuel cells to achieve zero emissions.

• MV Sea Change (USA) – The first commercial hydrogen fuel-cell ferry in the United States. Sea Change is a 21-meter (70 ft) aluminum catamaran that can carry 75 passengers, built by All American Marine for SWITCH Maritime. Launched in 2021 and after extensive trials, it entered passenger service in San Francisco Bay in July 2024. The ferry’s powertrain features 360 kW of PEM fuel cells (supplied by Cummins/Hydrogenics) and a 100 kWh battery, driving electric motors of 600 kW total. Sea Change stores about 246 kg of gaseous hydrogen at 250 bar in deck tanks, giving it a range of roughly 300 nautical miles and a service speed of 8–12 knots. During its pilot phase, Sea Change has been refueled using a mobile hydrogen truck once or twice a week. This project – supported by the California Air Resources Board – aims to demonstrate that fuel cell ferries can match the operational needs of diesel ferries while eliminating emissions. The Sea Change has indeed shown comparable range and performance to conventional harbor ferries, and a second, larger hydrogen ferry (150-passenger, 25-knot) is already being planned for the Bay Area by the same operators.

• Sogestran ZULU 06 (France) – The first hydrogen-powered inland cargo vessel in France, launched in late 2024. ZULU 06 is a 55 m barge operated by Sogestran/Compagnie Fluvial de Transport for urban freight on the Seine River in Paris. Designed as part of the EU-funded Flagships project, it is powered by two 200 kW Ballard fuel cells and carries 300 kg of gaseous hydrogen at 300 bar in onboard tanks. This gives the vessel about a 500 km range – sufficient for its distribution routes on the Seine. With a cargo capacity of 400 tonnes (equivalent to about 50 trucks worth of goods), ZULU 06 demonstrates that hydrogen fuel cells can handle intensive urban logistics tasks while eliminating tailpipe emissions. The project serves as a demonstrator for the energy transition in inland shipping, proving that even heavy cargo can be moved with hydrogen power. It also involved significant regulatory innovation, as France had to establish safety approvals for this first-of-a-kind vessel. Following the successful trials of ZULU 06, plans are underway to scale up hydrogen in river transport and replicate the concept on other European waterways.

• Hydrotug 1 (Belgium) – The world’s first hydrogen-powered harbor tug, now operating at the Port of Antwerp-Bruges. Delivered in late 2022 and commencing service in 2023–24, Hydrotug 1 is a 30 m, 65-ton bollard pull tug built by CMB.Tech and partners. Unlike the fuel-cell ferries, this tug employs dual-fuel internal combustion engines: two 12-cylinder BeHydro engines that burn hydrogen gas mixed with diesel. On board, the tug carries 415 kg of compressed hydrogen in 54 cylinders on its deckhouse. When operating on hydrogen (with diesel as pilot fuel), the Hydrotug significantly cuts emissions – it can eliminate the CO₂ output equivalent to 350 cars, according to the port authority. The Hydrotug’s successful commissioning shows that for high-power workboats, dual-fuel engines are a viable path to integrate hydrogen until larger fuel cells become available. Port of Antwerp-Bruges is using this tug as a stepping stone toward a zero-emission harbour fleet by 2050, and CMB.Tech (its developer) is marketing similar hydrogen engine solutions to other ports. The project underscores how retrofittable hydrogen engines can green existing vessel types with minimal operational change.

• “Suiso Frontier” (Japan/Australia) – While not itself powered by hydrogen, no discussion of hydrogen vessels is complete without the Suiso Frontier, the world’s first liquefied hydrogen carrier ship. This one-of-a-kind vessel, built by Kawasaki Heavy Industries, was launched in 2019–2020 as part of a Japan-Australia pilot project to transport hydrogen across the ocean. Measuring 116 m with a 1,250 m³ vacuum-insulated LH₂ tank, the Suiso Frontier completed its maiden voyage in early 2022, carrying liquefied hydrogen from a gasification plant in Hastings, Australia to Kobe, Japan. This historic journey demonstrated the feasibility of moving liquid hydrogen by sea – cooling hydrogen to –253 °C and maintaining it over several weeks of transit. The voyage was not without challenges: a minor mechanical issue (a valve flare incident) occurred on the first trip, prompting safety upgrades. Nevertheless, Kawasaki and project partners have deemed the pilot a success and are now planning a scaled-up, commercial-grade hydrogen carrier in the mid-2020s. The Suiso Frontier is thus a proof-of-concept hydrogen tanker, paving the way for a future fleet of H₂ carriers that could form an international hydrogen supply chain. (It’s worth noting that Suiso Frontier is powered by conventional fuels for now, not hydrogen – its significance lies in transporting hydrogen as cargo.)

The Suiso Frontier, a pioneering liquefied hydrogen carrier, arriving in Victoria, Australia in 2022. This vessel demonstrated the world’s first seaborne transport of liquid hydrogen, carrying LH₂ from Australia to Japan as part of the HySTRA project.

• Other Projects: In addition to the above, several smaller or experimental hydrogen vessels have launched in recent years. The Energy Observer (France) is a solar- and hydrogen-powered research catamaran that has been circumnavigating since 2017, producing hydrogen via onboard solar-powered electrolysis. The Fincantieri ZEUS (Italy) is a 25 m hybrid boat launched in 2021 that tests fuel cells with metal-hydride hydrogen storage. And in Japan, the HydroBingo ferry prototype and Techno Tug project have trialed hydrogen engines. Europe’s H₂Ports initiative and America’s MARAD have also funded hydrogen fuel cell tug and workboat prototypes for harbor use. While many of these are one-off demonstrators, they collectively build know-how and confidence. Crucially, larger commercial orders are now appearing: for example, Norwegian operator Torghatten Nord has ordered two 117 m ferries, each with 6.4 MW of fuel cells, to run on compressed hydrogen on Norway’s longest ferry route by 2026. These upcoming ships – able to carry 120 cars and 599 passengers each – will be the largest hydrogen-fueled vessels yet, signaling that hydrogen technology is scaling up from pilot to passenger-critical applications.

Industry Snapshot in 2025: Adoption, Players, and Infrastructure

The hydrogen vessel industry in 2025 is in its nascent but accelerating phase. Adoption rates are still low in absolute terms, yet growth is picking up as decarbonization pressures mount. According to Lloyd’s Register, a total of 12 new hydrogen-fueled vessels were ordered globally in 2024 alone. This is a small fraction compared to the hundreds of orders for other alternative fuels like LNG or methanol, but it represents a notable uptick – hydrogen is finally making it onto ship orderbooks after years of R&D. The current in-service hydrogen-fueled fleet is on the order of only a dozen vessels (mostly the demonstrators and first-of-kind ships mentioned earlier). In percentage terms, hydrogen ships still account for far less than 1% of the world fleet. But the pipeline is growing: by combining vessels in operation and on order, the hydrogen-propelled fleet will rise substantially in the next few years. Industry forecasts project the hydrogen maritime market to reach multi-billion dollar scale by the end of the decade; one analysis predicts the hydrogen ship market value will swell from about $0.6 billion in 2024 to over $45 billion by 2034 – a staggering ~75× growth, albeit from a small base.

Several leading companies and shipbuilders are driving this early adoption. On the operator side, Scandinavian ferry lines have been pioneers – Norled (Norway) and Torghatten Nord have invested heavily in hydrogen ferries, leveraging public funding for green shipping. In the U.S., SWITCH Maritime and public ferry agencies in California operate the first H₂ ferries. Belgium’s CMB.Tech has converted its experimental know-how (from the small Hydroville ferry in 2017 to the Hydrotug now) into a business selling hydrogen solutions. Japanese heavy industry firms like Kawasaki Heavy Industries and Mitsui O.S.K. Lines are deeply involved, focusing on hydrogen supply chain ships and future fuel infrastructure. We also see large cruise and shipping companies starting to explore hydrogen: for instance, cruise operator Viking Line is working with Fincantieri on designs for a hydrogen fuel cell cruise ship, and some cargo ship orders have options to retrofit to hydrogen-derived fuels.

On the technology supply chain, key players include fuel cell manufacturers such as Ballard Power Systems, Cummins (via Hydrogenics), and PowerCell Sweden, all of whom have marine-grade fuel cell modules deployed or in development. Engine makers like Wärtsilä, MAN Energy Solutions, and ABC (BeHydro) are developing hydrogen-capable engines and have prototypes running (BeHydro’s engines are already in the Hydrotug). Ship design firms and integrators – LMG Marin (designer of Hydra), Incat Crowther (designer of Sea Change), and class societies’ consulting arms – have built up expertise to help new projects. Classification societies themselves are crucial enablers: DNV has a “Fuel Ready” notation and published a Handbook for Hydrogen-fuelled Vessels to guide builders through the alternative design process. Lloyd’s Register issued the world’s first comprehensive class rules for hydrogen as fuel in mid-2023, filling the gap before IMO regulations take effect. This LR hydrogen rule (Appendix LR3 to the Gas Fuelled Ships Rules) provides requirements for both liquefied and gaseous hydrogen systems on ships, giving designers a framework to achieve safety compliance. Bureau Veritas, ABS, ClassNK, and others have likewise developed guidelines or granted approvals-in-principle for hydrogen fuel systems and vessels. Such technical standards efforts by class societies and regulators are a key part of scaling hydrogen adoption safely.

Major ports and infrastructure initiatives are also emerging to support hydrogen vessels. In northern Europe, several ports are positioning to become hydrogen bunkering hubs. The Port of Rotterdam (Netherlands) is constructing a large import terminal for green hydrogen and anticipates distributing up to 4.6 million tonnes of hydrogen annually by 2030 – about 13% of total projected EU demand. Rotterdam and partners envision dedicated facilities to bunker hydrogen or hydrogen-based fuels for vessels as part of this plan. The Port of Antwerp-Bruges (Belgium) has integrated hydrogen into its operations (for example, fueling the Hydrotug) and is developing a local hydrogen supply chain for port equipment. In Norway, thanks to government and industry collaboration (e.g. the Ocean Hyway Cluster’s “HyInfra” project), five hydrogen refueling stations for maritime vessels are already operational or under construction along the coast. These stations will cater to ferries and high-speed craft, creating the world’s first hydrogen “marine refueling network” in practice. Elsewhere, Japan built a liquid hydrogen loading terminal in Kobe to serve the Suiso Frontier and future imports, while also planning hydrogen fueling for fuel-cell harbor craft in the 2020s. California’s ports are studying hydrogen for servicing zero-emission tugboats and workboats to meet upcoming clean air regulations. Additionally, green corridor initiatives are springing up: for example, agreements have been signed to develop the world’s first green hydrogen shipping corridor between ports in the Middle East and Europe, aiming to carry hydrogen or ammonia via vessel by the late 2020s. All these efforts indicate that port authorities and energy providers are aligning to ensure that as hydrogen-fueled vessels launch, the necessary fueling infrastructure will not be far behind.

Several industry alliances and projects are propelling hydrogen vessel development. In Europe, the Horizon 2020 FLAGSHIPS consortium (with 9 partners including ABB, LMG Marin, Norled, and Sogestran) provided €5 million to build the hydrogen ferry and barge in Norway and France, effectively jump-starting those first movers. The European Clean Hydrogen Partnership (formerly FCH JU) continues to co-fund new builds and hydrogen bunkering pilots. In the private sector, the Hydrogen Council and Hydrogen Europe have working groups for maritime, and initiatives like ZESTAs (Zero Emission Ship Technology Association) promote fuel cell and hydrogen solutions to shipowners. One noteworthy development is the alignment of shipping industry and hydrogen producers on deployment targets: a coalition of shipping leaders and green hydrogen producers announced an ambition to get at least 5% of global shipping fuel as hydrogen or its derivatives by 2030. This kind of cross-sector commitment, along with billions in government incentives (such as the EU’s Innovation Fund grants and the US’s IRA hydrogen tax credits), is accelerating investment into hydrogen supply and vessel technology. The result is a virtuous cycle – as more hydrogen vessels prove themselves in service, confidence grows, costs gradually fall, and more projects are initiated.

In summary, by 2025 the hydrogen maritime sector has moved beyond theory into practice, albeit in niche segments. A small but growing fleet of hydrogen-fueled ferries, tugs, and inland ships is operational, led by innovative shipowners and regions committed to decarbonization. The ecosystem of technology suppliers, classification standards, and port infrastructure is quickly taking shape to support these vessels. Hydrogen is still at an early stage compared to LNG or even ammonia in shipping, but the progress in just the last two years – from zero to the first commercial routes – underscores the momentum. The industry now faces the task of scaling from a handful of prototypes to dozens, then hundreds, of hydrogen vessels over the coming decade, which brings us to the future outlook.

Future Outlook: Forecasts and Regulatory Framework

Looking ahead, hydrogen is poised to become an increasingly important part of the marine fuel mix, but its growth trajectory will depend on technology readiness, economics, and regulation. Forecasts for hydrogen-fueled vessel adoption generally show a slow start in the 2020s, ramping up in the 2030s as technology matures and green hydrogen supply scales. DNV’s modeling finds that hydrogen (as a direct fuel) will comprise only a small fraction of shipping’s energy by 2030, but potentially a significant share by 2050 under stringent decarbonization scenarios. In one scenario, hydrogen and hydrogen-derived fuels (like ammonia) could collectively account for over 30% of marine energy by mid-century, though hydrogen’s share by 2030 remains under 1% in most analyses. The consensus is that short-sea and coastal shipping will adopt hydrogen first, where its lower energy density is less problematic and refueling can be frequent. By 2030, we can expect fleets of hydrogen ferries on regional routes in Scandinavia, the UK, and perhaps the U.S. West Coast, as well as more hydrogen-fueled workboats in ports and inland waterways. Companies like Norled, DFDS, and MSC have indicated interest in commissioning more hydrogen vessels if initial projects succeed. A realistic near-term estimate by one industry group calls for 50–100 hydrogen vessels worldwide by 2030 (mostly small-medium vessels), scaling to thousands by 2040. Market analysts similarly predict robust growth: as noted, the hydrogen ship market could grow at over 50% annually in value during the 2025–2035 period. Even if these projections overshoot, it is clear that hydrogen has moved from experimental to early commercialization, and we will likely see the first hydrogen-powered large ships (e.g. cruise ships, large Ro-Pax ferries, or even a small tanker) delivered before 2030.

The technology readiness level (TRL) for hydrogen vessels is climbing steadily. Fuel cell power modules in the 1–2 MW range have now received type approvals for marine use – for example, Yanmar and ABB have developed megawatt-scale marine fuel cell systems approved by class in 2022–2024. This paves the way for multi-MW fuel cell installations suitable for larger ships. By the late 2020s, we anticipate fuel cell systems of 5–10 MW becoming available (possibly by combining many smaller stacks), which is enough to propel a small tanker or a coastal cargo ship. Improvements in liquid hydrogen tank technology and bunkering methods are also expected: industrial gas companies (Linde, Air Liquide, etc.) are advancing designs for shipboard LH₂ tanks and transfer systems, building on LNG bunkering experience. On the combustion side, several engine makers aim to commercialize hydrogen-capable engines by mid-decade – for instance, Wärtsilä has tested a spark-ignited hydrogen engine, and MAN is exploring ammonia/hydrogen retrofit options for its two-stroke engines. These efforts suggest that by 2030, a shipowner may have multiple technical pathways to choose from: pure fuel cell-electric propulsion, hydrogen ICEs, or using hydrogen-based fuels like ammonia in conventional engines. Hydrogen carriers like ammonia and methanol are often seen as bridging fuels for long-range ships, but continued R&D may also improve hydrogen’s storage and handling such that even deep-sea vessels consider it, especially if coupled with onboard carbon capture for any pilot fuel used. In terms of costs, green hydrogen fuel today is expensive (several times the price of fuel oil per energy unit). However, costs are projected to fall significantly with expanded production – the EU and US initiatives aim to push green hydrogen below $2/kg by 2030 and eventually near $1/kg in the longer term. Such price drops, alongside carbon pricing or fuel mandates, will be critical for hydrogen to be economically viable for ship operators at scale.

Another major factor shaping the outlook is the regulatory environment. Regulators are actively crafting rules to support (and to some extent require) the transition to hydrogen and other clean fuels. The International Maritime Organization’s updated climate strategy (adopted in 2023) sets an ambition for net-zero GHG emissions from shipping “by or around mid-century”, with indicative checkpoints like at least 5% uptake of zero/near-zero carbon fuels by 2030. This global policy direction sends a clear signal that fuels like hydrogen will need to play a role. More concretely, the IMO is developing detailed safety guidelines and codes for hydrogen-fueled ships. The IGF Code (International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels) currently has specific chapters for LNG and methanol/ethanol, but not yet for hydrogen. In the interim, IMO’s Maritime Safety Committee has issued guidelines on the use of fuel cells (MSC.1/Circ.1647, 2021) and is finalizing interim guidelines for ships using hydrogen as fuel. At the IMO CCC subcommittee in September 2024, functional requirements and fundamental design principles for hydrogen-fueled ships were agreed upon, with the aim to complete the hydrogen safety guidelines in 2025. These guidelines (which will later be integrated into the IGF Code proper) cover aspects like arrangements for ventilation, bunker stations, fuel storage, and electrical safety for hydrogen on ships. Class societies and flag states have been closely involved, ensuring that early projects (like Hydra or Sea Change) proceed under “alternative design” approvals until the standardized rules catch up. By 2026–2028, we can expect the IGF Code to formally include hydrogen, greatly streamlining approval for new hydrogen ships. On the regional front, the European Union’s FuelEU Maritime regulation coming into force in 2025 will indirectly encourage hydrogen use by requiring ships to progressively reduce the carbon intensity of their energy by 2% in 2025, 6% in 2030, 13% in 2035, etc. These targets can be met by adopting low/zero-carbon fuels, so shipowners might turn to options like hydrogen, ammonia, or e-fuels to comply. The EU is also mandating that major ports be ready with alternative fuel bunkering: under the Alternative Fuels Infrastructure Regulation, core TEN-T ports must have refueling points for ammonia or hydrogen by 2030 if there is demand. Countries like Norway and Japan have their own roadmaps (Norway’s government, for example, stipulated that from 2025 onward, tenders for new ferries on longer routes must use hydrogen or other zero-emission solutions). In the U.S., California’s harbor craft regulations will require zero-emission propulsion in new harbor tugs and ferries by 2030, effectively nudging those vessels toward batteries or hydrogen fuel cells. All of these regulatory developments – global safety codes and local environmental mandates – are converging to support hydrogen’s entry into the maritime fuel mix. They reduce uncertainty for investors and ensure that early adopters are not penalized but rather facilitated.

In terms of numbers, by 2030 we could plausibly see on the order of a few hundred hydrogen-fueled vessels worldwide (predominantly smaller sizes). These would likely include dozens of ferries in Scandinavia, the North Sea, and maybe the Mediterranean; a fleet of inland vessels in Europe’s rivers; several tugs and offshore support vessels; and potentially the first hydrogen-powered short-sea cargo ships or cruise/ferry newbuilds. The market value of hydrogen maritime technology will grow correspondingly – as noted, into the billions of dollars – encompassing not just ship construction but also hydrogen production, bunkering infrastructure, and related services. By the mid-2030s, if hydrogen follows an S-curve of adoption, we might see it move beyond niche and start penetrating the long-haul shipping segment, likely via carriers like ammonia initially, and later possibly as liquid hydrogen once infrastructure and tank technologies mature. The ultimate vision for 2050 is a shipping industry where hydrogen-based fuels (including green ammonia, synthetic methane, etc.) dominate, enabling true zero-carbon shipping in line with climate goals. Hydrogen fuel cells, perhaps in combination with batteries, could become a standard option for ship propulsion in many segments, much as diesel engines are today.

Conclusion

Hydrogen-fueled vessels have transitioned from concept to reality over the past few years, marking a significant milestone in maritime decarbonization. Advances in fuel cell and hydrogen storage technology now allow ships to sail with zero exhaust emissions, as demonstrated by early adopters like MF Hydra and Sea Change. The current hydrogen vessel fleet remains small, but it is growing, supported by visionary shipowners, innovative engineering firms, and forward-looking regulators. Key industry players – from classification societies writing the rulebooks to port authorities building fueling stations – are laying the groundwork for hydrogen to scale up. In 2025, the hydrogen maritime sector stands at an inflection point: the technology works, the first commercial services are proving themselves, and the lessons learned are feeding into improved designs and regulations. Challenges certainly remain, including improving hydrogen’s volumetric efficiency, reducing fuel cost, and expanding production of green hydrogen to meet future demand. There is also competition from other alternative fuels (like ammonia, methanol, and batteries), which means hydrogen must find its optimal applications (likely where high energy density and truly zero emissions are both required).

Nonetheless, the momentum behind hydrogen-fueled vessels is undeniable. Global decarbonization targets and initiatives are increasingly aligning in hydrogen’s favor, offering both carrots (funding, incentives) and sticks (emission limits) to accelerate adoption. Industry collaboration is high, exemplified by joint projects and knowledge-sharing across sectors. As we look toward 2030 and beyond, hydrogen is expected to move from pilot projects to a regular feature of newbuilding orders, especially for short-sea shipping. By the 2030s, we anticipate hundreds of hydrogen ships in operation and a maturing support infrastructure across key ports. This will unlock further innovation and economies of scale, driving down costs. In the long run, hydrogen and its derivatives could enable shipping to meet strict climate goals, with a mix of fuel cell electric ships, hydrogen combustion in certain applications, and large-scale transport of hydrogen fuel between continents on specialized carriers. In sum, hydrogen-fueled vessels are charting a new course for sustainable shipping – one that is technically feasible today, scaling rapidly, and guided by a robust framework of industry experience and emerging regulation. The voyage to a zero-emission fleet will be a long one, but hydrogen has firmly set sail on that journey.

Sources: Major industry and classification society reports and news (DNV (Future fuels) (Five lessons to learn on hydrogen as ship fuel), Lloyd’s Register (LR: 600 alternative-fueled vessels ordered during 2024 - SAFETY4SEA) (LR issues world’s first rules for hydrogen fuel | LR), Hydrogen Europe (Hydrogen Europe), IMO (IMO CCC 10: interim guidelines for ammonia and hydrogen as fuel), .