The first quarter of this year has been a significant period for ACV and SES with the completion of the Oita hover ferry delivery and training period, and just recently the partnership agreement between ESNA and Strategic Marine.
Right now, Griffon Hoverwork and ESNA are busy with engineering and design work which will stretch through this year and more on new projects. UMOE also have the next stage of their hydrogen fuel cell SES to complete following approval in principle from DNV.
The ‘energy transition’ is providing major challenges, for the designs as such, and rising costs, while the demand side of the market pushes for the transition.
Hopefully later this year we will see clearer progress with the programme for zero emission fast SES ferries along the coast in Norway. This programme is an important pathfinder for zero emission technology SES.
I wonder just now about an alternative more widely in Europe and beyond for green methanol and green diesel. Shell and its partners are now completing the first green hydrogen electrolysis plant close to Rotterdam, Holland Hydrogen I, that will take electric power from an offshore wind farm. This has potential for use in production of both such fuels once production is started in 2025. There are many more such projects in planning or development with other consortia in Europe at present so the supply side should mature in the next decade or so.
While one might argue that this route is not the most efficient way to use the hydrogen generated (alternatives being direct use for steelmaking, or blending into domestic gas supply), the convenience delivering a liquid fuel that can use current distribution, must be attractive.
These green fuels will not be an alternative to battery electric cars. For ferries and possibly trucks the fuel may be a useful ‘fast fix’ once the supply side builds. It is perhaps the industrial demand such as steelmaking that will build volume and control pricing, and transport can leverage that.
In the meantime, at the recreational end of the ACV market there is possibly an even more radical shift to be achieved. Racing hovercraft (and many light utility craft) still use 2-stroke engines due to their low weight. On the other hand, perhaps the same approach as taken in the 1970’s to utilising engines from Snowmobile machines could be applied again.
A quick check on the internet takes me to Taiga Electric Snowmobile. They claim a range of 100 km and have models with 67 or 90kW. In addition, they have an electric watercraft, the Orca with up to 120 kW and 2 hours duration. This is just one example, I am sure, but clearly packages are now available that might suit installation in personal hovercraft. Where separate lift is required, a successful approach has already been deployed in prototype craft.
I leave you with these thoughts for now.
Header Photo is an impression of the Aircat Windfarmer SES. We may see craft like this from Strategic Marine early next year.
Alan Bliault
Technical Secretary
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