In an exclusive interview with Global Mass Transit, Jyrki Mikkola, Senior Scientist and Coordinator at VTT Technical Research Centre of Finland Ltd., discussed the organisation’s role in helping industries reduce emissions and optimise resources through cost-efficient decarbonisation solutions, including electrification and carbon-neutral energy carriers. Further, key challenges in hydrogen production, storage and utilisation, as well as balancing complexities in electricity and energy systems, were also addressed.
Mikkola also outlined VTT’s work in advancing next-generation solutions for zero-emission ferries, with a focus on electrification, hydrogen fuel cells and autonomous vessel operations aligned with International Maritime Organization 2050 decarbonisation targets. The interview covers key technical and operational challenges, safety considerations, infrastructure gaps, and the future outlook for enabling low-emission passenger mobility. Excerpts…
- What have been the most significant technical and operational challenges in deploying hydrogen and fuel cells in inland waterway shipping, and how are these being addressed?
From the technical side, there aren’t any huge obstacles which cannot be tackled with engineering work. But maybe the safety related aspects are the most challenging and for sure, the most important things to solve. From the operational side, there is still to learn on how to optimize the operation of modular fuel cell systems and thus, how to optimize the lifetime, maintenance schedule and efficiency of the systems.
- What key learnings from hydrogen deployment in cargo transport do you believe are most transferable to the ferry sector?
Most of the things I would say. Of course, with ferries, the safety aspects might play an even bigger role as there are more people onboard but on the other hand safety has been also a key factor in the cargo side as well.
- How does the hydrogen and fuel cell use case differ between inland waterway vessels and short-sea or coastal ferries, and what adaptations are needed?
Again, the difference isn’t that big. I would say that the biggest thing to consider when going from inland to short-sea is the fact that with inland vessels, the shore is always close-by. So with sea going vessels, having every part of the power system duplicated and having “take-me-home” back-up power always available is of utmost importance.
- How mature is the hydrogen supply and bunkering infrastructure for inland waterway shipping in Europe today, and what gaps still need to be bridged?
There is still a lot to be done in this sector. One of the biggest obstacles for large-scale adoption of these technologies at the moment is the OPEX price, i.e. price of clean hydrogen. Ramping up the hydrogen production on a European level, should bring the costs down. Also, so far, most of the vessels are using swappable compressed gaseous hydrogen storages, which is of course a very good solution in many cases, especially in the cargo side. But when moving towards bigger vessels and different segments, e.g. ferries, solutions for bunkering from shore-to-ship need to be developed.
- Based on VTT’s research, where do you see hydrogen and fuel cell technology heading for the broader waterway and ferry sector over the next decade?
Hydrogen and Fuel Cells are still very much valid and promising power sources for certain shipping segments. Medium-distance routes where batteries are not enough is the most attractive option for fuel cells. Global turbulence during the past 5 years has of course been hampering the investment willingness of industry and thus, delayed the uptake of emerging technologies. But the realities are still the same so we fully trust that the market will pick up in the near future.
