CMB.TECH plans hydrogen-fuelled newbuild investment

Hydrogen first

Hydrotug 1 was the world’s first hydrogen-powered tugboat when it was named and introduced in December 2023 in Antwerp, Belgium. This CMB.TECH-owned tug is operated by Port of Antwerp-Bruges and is not only compliant with IMO Tier III standards but also with European Union’s Stage V requirements.  

“Port of Antwerp-Bruges wanted EU Stage V. Hydrotug 1 is the first tractor tug with diesel particulate filters as well as an SCR,” says Mr Campe.

“We have had 1.5 years of operations with Hydrotug 1 after it was built in Spain and tested in Ostend; 18 months of operations with new fuel and technology in a busy port.” This experience includes using dual-fuel technology, repair, maintenance and bunkering compressed hydrogen.

Armon Shipyards built Hydrotug 1 in northern Spain and worked with CMB.TECH on its design and engineering, with changes happening to both during construction, such as moving the hydrogen storage tanks from below to above deck.

“Armon was co-operative and ready to try new things out,” says Mr Campe. “Its design and construction used a risk-based approach with Lloyd’s Register involved, so things were changing even in construction – such as the piping and hydrogen storage. Changes while building can create challenges and increases engineering costs. Incorporating hydrogen fuel for example came with a certain cost.”

But lessons from Hydrotug 1 are being integrated into the newbuild ASD tugs Damen will build for CMB.TECH; as is the Belgian company’s experience with the world’s first hydrogen-powered ferries, Hydroville in Antwerp and Hydrobingo in Japan, both with high-speed dual-fuel engines.

CMB.TECH also has a dual-fuel hydrogen-powered multifunctional port utility vessel on order. This 20-m vessel will have four Volvo Penta D8 engines and will be ready at the end of 2025.

Port bunkering

Experience has also been gained bunkering compressed hydrogen using dedicated facilities in ports, which Mr Campe says is very important for these effective projects.

“We need to standardise bunkering infrastructure,” he says. “We have found and proven the technology to distribute hydrogen. This is needed in ports where hydrogen-powered tugs will operate and should not block innovation”

Having dual-fuel capabilities will ensure these harbour tugs can operate even if fuel supplies are temporarily unavailable or too costly to have a guaranteed supply over the lifetime of these assets.

“These packages need to be workable and continue assisting ships for 30 years, so they need to be dual fuel,” says Mr Campe. “In the long term, diesel is not the right way, but operators need to get experience with hydrogen for decarbonising port operations. Tugs will still need to operate on diesel in the transition process. Dual fuel is feasible and affordable.”  

In the long term, more hydrogen dual-fuel tugs could be built for different markets, starting with the planned eight for CMB.TECH as there is interest from operators and ports.

“With Damen, we have the right proposal on the table, so ports and tug operators can make a choice,” says Mr Campe. “Tugs can still run on diesel as well as hydrogen, which could be produced from renewable energy.”  

Projects are underway to produce green hydrogen from renewable resources and there is growing interest in using these fuels in different industries. There is a future for zero-emissions fuels and the dual-fuel tugs able to use them for sustainable harbour towage and ship docking. 

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