As the use of fossil fuels becomes more and more restricted there is a need for alternative fuels also at sea. For short sea distance travel purposes, batteries may be a solution. However, for longer distances, when there is no possibility of recharging at sea, batteries do not have sufficient capacity yet. Several projects have demonstrated the use of compressed hydrogen (CH₂) as a fuel for road transport. The experience with hydrogen as a maritime fuel is very limited. In this paper, the similarities and differences between liquefied hydrogen (LH₂) and liquefied natural gas (LNG) as a maritime fuel will be discussed based on literature data of their properties and our system knowledge. The advantages and disadvantages of the two fuels will be examined with respect to use as a maritime fuel. Our objective is to discuss if and how hydrogen could replace fossil fuels on long distance sea voyages. Due to the low temperature of LH₂ and wide flammability range in air these systems have more challenges related to storage and processing onboard than LNG. These factors result in higher investment costs. All this may also imply challenges for the LH₂ supply chain.

Wellboats are specialised vessels designed for the transport and treatment of live fish in fish farms. These processes are highly energy demanding and hence a significant contributor to ${\mathrm{CO}}_2$ emissions. Norwegian fisheries and fish farming are targeting a 55% reduction by 2030 as compared to 1990 levels. This will require novel fuel concepts, based on zero-emission or low-carbon energy carriers, all of which have lower energy density and require more storage space than the traditional fossil energy carriers. To evaluate novel fuel concepts and measures to increase energy efficiency for these vessels, an operational profile including power and energy demand is needed. The purpose of this study was to identify the operational profile and to understand the individual energy consumption processes of a wellboat. A field study was conducted to collect operational data, and a manual log was made to describe the various operational phases and activities. The novelty of this study is the identification and definition of operational phases during a wellboat mission. The results show that the operational profile of a wellboat could be identified and divided into the following phases: Delousing, Transit, Loading, Unloading and Hotel load. The main findings show that Delousing and Transit are the phases that account for most of the energy consumption.

This paper presents new temperature data from a location on the northwest coast of Norway from the period 1880–1930. The data are based on diary notes of weekly temperature ranges. Maximum and minimum temperatures have been investigated, as well as weekly, monthly, and yearly average temperatures. The data indicate a decreasing yearly average temperature trend during the period from 1880 to 1930. Due to the origin of the data, the accuracy of the thermometer and readings are unknown.