The 8,500 kilometers of navigable rivers that make up the French river network offer several environmental benefits. Indeed, a 4,500-ton river convoy is the equivalent of four freight trains or 220 vehicles.
Enough to clear our highways and cities. As a result, through its 2020-2029 objectives and performance contract, Voies navigable de France (VNF) aims to double river freight to 75 million tonnes (COP). The Seine, Rhône, and Rhine axes could absorb two to four times more traffic without the need for new infrastructure.
Hydroelectricity
Aside from the environmental benefits, river freight and passenger transit (15.6 million passenger days on average) are looking for their own solutions to reduce carbon emissions. Beginning with hydroelectricity on infrastructures such as dams and locks. Around 10 additional facilities are being built in the aftermath of the network’s 80 micro-hydroelectric power plants, which are largely run by private enterprises.
Furthermore, VNF has been home to the world’s first fluvial turbine park on the Rhône since the end of 2018! The COP 2020-2029 intends to spend about 3 billion euros on river infrastructure by 2030. If necessary, electrolysis of water might be employed to provide hydrogen.
Hydrogène de France (HDF), a Bordeaux-based SME that was founded in 2013, raised 115 million euros on Euronext Paris last year to construct dockside hydrogen generators with capacities ranging from 200 kW to 1.5 MW. The goal is to reduce fossil fuel usage by generators during stopovers.
“The hydrogen unit is installed on a barge and put immediately next to the boat to supply it with power for roughly ten hours,” explains Benoît Fournaud, vice-president of HDF, who is also working on the 1.5 MW Power Barge Elemanta H2 from Sofresid. HDF is also eyeing the market for conventional hydrogen stacks for ship electrical upgrades. In a similar vein, Genevos, a La Rochelle start-up, is introducing 15 and 40-kW hydrogen modules capable of combining up to 1 MW and aiming to position itself in the hydrogen refit of boats.
Definitely not competitive
However, for the time being, hydrogen is not cost-effective. ” Natural gas-derived grey hydrogen costs 2 to 3 euros per kilo. According to Jean-Pierre Husson, senior consultant at Naldeo, green hydrogen costs between 10 and 15 euros. Furthermore, a hydrogen engine takes roughly 20 to 25 m3 of space. This equates to a 20 to 30% loss in freight.
As a result, alternative biofuels such as B100 or bioNGV are being used in the short and medium-term. “Hydrogen production and distribution infrastructures, as well as the equipment suppliers and builders of hydrogen boats, must be developed,” says Jean-Pierre Husson.
As a result, the work supported by VNF is crucial. As seen by Cemex and Lafarge’s two barge pushers on the Seine axis, which should commence industrialization next year. For its part, the business L’Equippage phosphorus on HyBarge, a new generation self-propelled (30 meters long) specialized to in urban food distribution on the Canal des Deux-Mers between Bordeaux and Sète.
“We are working with the integrator Europe Technologies on the retrofit of a pleasure boat that will be equipped with a 3 kW engine and a 1.8 kg hydrogen tank” in the river yachting sector, says Alfred Carignant, CEO of the Les Canalous group, which operates 300 boats without a license for day trips or weekly living (15 meters). Hydrogen still appears futuristic as we approach the 2024 Paris Olympics. Biofuel or bioNGV boats, as well as battery-electric boats, are increasingly likely to be used to decarbonize the Seine.
