據(jù)海事新聞5月11日消息稱，氫被認為是未來不可避免的綠色燃料。

　　在數(shù)十年來商船面臨的最大技術挑戰(zhàn)中，各公司正開始開發(fā)能向重工業(yè)輸送氫的新一代船舶，押注世界各地的工廠將轉(zhuǎn)向這種燃料，推動向低碳經(jīng)濟的轉(zhuǎn)型。

　　相關公司對路透表示，至少有三個項目正在開發(fā)試驗船，準備在未來三年內(nèi)在歐洲和亞洲進行燃料運輸測試。

　　主要的挑戰(zhàn)是將氫氣保持在零下253攝氏度(絕對零度以上20攝氏度，這是可能的最冷溫度)，這樣它就能保持液態(tài)，同時避免容器部分可能破裂的風險。

　　這比運輸液化天然氣所需的溫度低將近100攝氏度，而大約60年前，液化天然氣的運輸需要一場革命。

　　日本川崎重工已經(jīng)建造了世界上第一艘運輸氫氣的船Suiso Frontier。該公司告訴路透社，這艘原型船正在進行海上試驗，預計未來幾個月將從澳大利亞到日本進行約9000公里的示范首航。

　　川崎重工副總裁Motohiko Nishimura說：“該項目的下一個階段已經(jīng)開始運行，即在本世紀20年代中期建造一艘商業(yè)規(guī)模的氫運輸船，目標是在2030年商業(yè)化。”

　　這個1250立方米的儲氫罐是雙殼真空隔熱的，以幫助保持溫度。

　　Nishimura說，川崎重工的原型船長116米，總重8000噸，將在首航時使用柴油，但該公司的目標是使用氫氣為未來的大型商業(yè)船提供動力。

　　曹海斌 摘譯自 海事新聞

　　原文如下：

　　The Race is On to Pioneer Hydrogen Shipping

　　Hydrogen is touted as an inevitable green fuel of the future.

　　In the biggest technological challenge for merchant shipping in decades, companies are beginning to develop a new generation of vessels that can deliver hydrogen to heavy industry, betting plants worldwide will convert to the fuel and propel the transition to a lower-carbon economy.

　　There are at least three projects developing pilot ships that will be ready to test transporting the fuel in Europe and Asia within the next three years, the companies involved told Reuters.

　　The major challenge is to keep the hydrogen chilled at minus 253 degrees Celsius—only 20 degrees above absolute zero, the coldest possible temperature—so it stays in liquid form, while avoiding the risk that parts of a vessel could crack.

　　That's almost 100 degrees Celsius colder than temperatures needed to transport liquefied natural gas (LNG), which required its own shipping revolution about 60 years ago.

　　Japan's Kawasaki Heavy Industries has already built the world's first ship to transport hydrogen, Suiso Frontier. It told Reuters the prototype vessel was undergoing sea trials, with a demonstration maiden voyage of some 9,000 km from Australia to Japan expected in coming months.

　　"There is the next phase of the project already running to build a commercial-scale hydrogen carrier by the mid-2020s, with an aim to go commercial in 2030," said Motohiko Nishimura, Kawasaki's vice executive officer.

　　The 1,250-cubic-meter tank to hold the hydrogen is double-shelled and vacuum-insulated to help maintain the temperature.

　　Kawasaki's prototype, a relatively modest 116 meters long and 8,000 gross tonnes, will run on diesel on its maiden voyage but the company aims to use hydrogen to power future, larger commercial vessels, Nishimura said.

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