Up until the late 18th century, the main power for ship propulsion was wind in the sails. This review aims to inform on the different aspects of hydrogen use as a maritime fuel and to give an objective outlook of the advantages and disadvantages and the major hurdles that come with the storage of hydrogen on board of seagoing ships.ġ Introduction For millennia, humans have depended on the use of seas and waterways for the transportation of goods. Ships for seagoing transport usually have a lifetime of around 20 years, so if a ship adopts a new technology to reduce its environmental impact, the decision has to be well considered to make sure that it will benefit the environment during the entire operation lifetime of the ship.

New technologies must be adopted to reduce the pollution from the maritime industry. Broader context The shipping industry is crucial for today's global economy and is becoming an increasingly more polluting factor in the transport sector. The most likely challenges will be the development of a new bunkering infrastructure and suitable monitoring of the safety to ensure safe operation of these hydrogen carriers on board the ship. In the final section the major challenges and hurdles for the development of hydrogen storage for the maritime industry are discussed. In this work a theoretical introduction to different hydrogen storage methods precedes an analysis of the energy-efficiency and practical storage density of the carriers. The focus of this review is different storage methods, and in this work we discuss the storage of hydrogen at high pressure, in liquefied form at cryogenic temperatures and bound to liquid or solid-state carriers. Key processes in the use of hydrogen are discussed, starting with the production of hydrogen from fossil and renewable sources. Due to the low volumetric energy density of hydrogen under standard conditions, the need for efficient storage of this fuel is high. In this work the usefulness of hydrogen and hydrogen carriers is being investigated as a fuel for sea going ships. In order to reduce the emissions of harmful greenhouse gasses, the search is on for alternative fuels for the maritime shipping industry. A qualitative inverse relation between the first 12 months of production and curvature lineaments was documented.Maritime shipping is a key factor that enables the global economy, however the pressure it exerts on the environment is increasing rapidly. Statistical relations were established between P-wave velocity and porosity measured from cores, between P-wave impedance and producing zones, and between initial production rates and seismic “fracture lineaments.” The strong quantitative correlation between thick-bedded chert lithofacies and seismic impedance was used to map the reservoir. Volumetric calculations of reflector curvature and seismic inversion of acoustic impedance were combined to infer distribution of lithofacies and fractures and to predict porosity. Also, laboratry measurements show excellent linear correlation between P-wave impedance and porosity. Laboratory core data show that Gassmann's fluid-substitution equation works well for microporous tripolitic chert.

The relations among porosity, velocity, and impedance were explored and also reactions among production, impedance, and lineaments observed in 3D attribute volumes. In this case study the objective was to use cores, petrophysical logs, rock physics, and seismic attributes to characterize porosity and field-scale fractures. These reservoirs are characterized by microporosity they are heterogeneous and compartmented, which results in recovery of less than 30% of the oil in place. About the same amount of mobile petroleum remains in place. In west Texas, fractured-chert reservoirs of Devonian age have produced more than 700 million barrels of oil.

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