5 Hydrogen FC for maritime applications
International Maritime Organization ( IMO ) expected that the cosmopolitan shipping emissions will be dramatically increased over the future 35 years because ball-shaped GDP enhances and nautical transportation escalates along with it. It has been pointed out that evening with maritime vessel ‘s efficiency improvement, GHG emission from shipping in 2050 will be 50 % –250 % higher than the level of the class 2012 ( IMO GHG Study, 2015 ). To obtain an absolute extenuation in the maritime sector GHG emissions of 50 % by 2050 ( coherent with a 2°C pathway ), zero discharge vessels should be developed ( Pfeifer et al., 2020 ). To generate electric world power in the ships, the diesel generators are wide used to convert chemical energy of the fuel to electricity through thermal and mechanical department of energy. however, chemical energy can be directly converted to electric power by HFC where burning systems are eliminated to increase the efficiency, reduce GHGs discharge, randomness, and vibration ( Singhal, 2000 ). In this context, application of HFC in boats, ferries, ships, and submarines has been investigated systematically by several researchers in late years. Compared to the conventional watercraft engines, HFC engines have offered significant GHGs emission decrease and quiet environment, and escalated the system efficiency ( McConnell, 2010b ). A theoretical comparison of a high-speed ferry emissions operating by a hydrogen PEMFC and traditional diesel engine confirmed that hydrogen PEMFC drastically decreases NOx and hydrocarbon ( HC ) emissions below the Tier 4 criteria pollutant emissions requirements ( Klebanoff et al., 2017a ). Although the necessity of emissions reduction in the maritime sector is intensely required, FC-driven maritime vessels are still in the prototyping phase and most FC systems are employed as APUs to supply energy demands beyond propulsion or the ship engines are being deployed as loanblend FC engines ( Zero-Emission Vessels 2030, n.d. ). cryogenic hydrogen repositing is needed for the ferries, which consume 2000 kilogram of hydrogen per sidereal day and hydrogen monetary value is more crucial than upfront das kapital, with fuel below $ 7 per kilogram required ( EastBayTimes, n.d. ). Ghenai et alabama. ( 2019 ) analyze the performance of a cruise ship powered by a hybrid renewables and diesel generator. The demand main and accessory electrical power of the embark was generated by the solar PV, PEMFC, and diesel generator and it was found that GHG discharge reduces 9.84 % compared to the diesel-powered engines.
Based on Wu and Bucknall ‘s ( 2020 ) numeral probe, using hybrid hydrogen PEMFC and Lithium–ion batteries in a coastal embark propulsion system can attain at least a 65 % lifecycle GHGs emission decrease. The risk assessment of HFC drive ferries illustrates that the gamble related to hydrogen systems is lower than the acceptable risk allowance level of 0.5–1.0 fatalities per 109 passenger kilometer ( Aarskog et al., 2020 ). In 2003, MTU Friedrichshafen GmbH unveiled the beginning PEMFC-powered yacht using nine lead-gel batteries generating 20 kilowatt office. Three hard-hitting hydrogen tanks with 6 kg of hydrogen were used in that 12-m-long yacht to achieve a maximum cruise compass of 225 km at a accelerate 14.8 kilometers per hour ( Anon, 2003b ). In 2007, a group of researchers in University of Birmingham ( United Kingdom ) introduced a zero emission canal gravy boat substituting a 5-kW PEMFC to the diesel engine for propulsion system using Ti-V-Mn-Fe alloy hydride to store hydrogen ( green Car Congress, n.d.-b ). In 2008, an HFC-powered embark was designed through the Zero Emission Ship ( Zemship ) undertaking to transport 100 passengers in the inland waterways of Hamburg at a speed of 14 km/h without emitting harmful pollutants. A PEMFC engine was applied as a might reservoir to immediately deliver electrical might to the propulsion motive or charge lead acid batteries. In 2009, a 60 kilowatt PEMFC boat integrated with a 70 kWh run acid battery used to operate in the canals of Amsterdam under the identify “ Nemo H2 ” boat at a utmost amphetamine of 16 kilometers per hour. Using six hydrogen tanks, 24 kilogram hydrogen at a pressure of 350 bar were available for 9 heat content operation without refueling ( Vogler et al., n.d. ). In 2012, an 8 kilowatt HFC boat was launched by Istanbul Technical University ( Turkey ) using Canadian-based Hydrogenics HFC module, which operated 10 planck’s constant on 5 kilogram of hydrogen with a utmost accelerate of 13 km/h ( Anon, 2012c ). An HFC-based ship was developed by Proton Motor Fuel Cell GmbH equipped with two 48 kW PEMFC along with a 234 kWh lead-acid battery to baron the bow thruster and main electrical motors. Twelve Luxfer Canada hydrogen tanks including up to 50 kg of hydrogen at a imperativeness of 350 bar were installed to allow the organization to run for 3 days without refueling ( Vogler et al., n.d. ). In 2017, two swedish companies ( PowerCell Sweden and Nimbus Boats Sweden ) collaborated to equip an electrify cabin cruiser with HFC ( Anon, 2017 ). A 100 kilowatt HFC drive gravy boat named Elektra is going to be employed to transport inner-city passengers in Berlin and transport goods between Berlin and Hamburg by the conclusion of 2020 ( Anon, 2019m ). The power demand for Elektra ‘s propulsion is provided by Ballard ‘s PEMFC modules loanblend with a 2.5 kWh of modular batteries ( Anon, 2019n ). Helion Hydrogen Power Company and french fuel cell are working with their partners to develop an HFC-driven vessel to navigate throughout the european inland water network ( Anon, 2019o ). Using fleeceable hydrogen ( hydrogen produced from renewables ) in Ballard PEMFC is the foremost earth ‘s zero-emission ferry which is projected to be unveiled by 2021 ( Anon, 2018g ). To manage the energy demand of a embark, Rivarolo et aluminum. ( 2020 ) analyzed a ferry with 200 people capacity by developing a thermo-economic software in time-dependent conditions to determine the best running strategy and minimize the running costs. Letafat et aluminum. ( 2020 ) simulated a zero-emission ferry embark including FCs as the main source of energy integrated with batteries and cold ironing to compensate the low dynamic issue of the FC and alleviate the overall daily operation cost. The authors claimed that the power produced by their proposed model is 2.4 % cheaper than the rule-based method. Choi et aluminum. ( 2016 ) reported the plan and exploitation of a 20-m-long PEMFC-based tourist gravy boat successfully launched in the coastal waters of Busan, Korea. The 50 kilowatt PEMFC was integrated with a 47 kWh Li–ion battery to supply electric exponent to the auxiliary equipment ampere well as the waterjet propulsion organization of the boat to obtain utmost speed of 14.45 kilometers per hour. Fig. 13 depicts a schematic of the loanblend HFC-battery system for the propulsion of this korean boat .
Read more: How Maritime Law Works
Fig. 13. Schematic of the hybrid HFC-battery system for the propulsion of the tourist boat . Fig. 14 shows the SF-BREEZE high-speed ferry using hydrogen PEMFC technology, designed for 150 passengers at top speed about 64 kilometers per hour. The ferry has a melted hydrogen ( LH2 ) double-walled cryogenic tank car with 1200 kilogram capacity which is adequate for 4 h continuous mathematical process. To obtain high speeds, the engine is contained 41 120 kilowatt hydrogen PEMFC racks each rack including four 30 kW HFC units located on the Main Deck, adjacent to the passenger compartment ( Klebanoff et al., 2017b ) .
Fig. 14. SF-BREEZE high-speed ferry using hydrogen PEMFC technology . van Biert et aluminum. ( 2016 ) pointed out that by using pure oxygen and hydrogen in PEMFCs in the nautical applications, the electric efficiencies can be enhanced up to 70 % ; however considering diesel reformers, the overall system efficiency does not exceed 40 %. Compared to HFCs, MCFC systems have higher efficiency when the system is fueled by diesel. Bensaid et alabama. ( 2009 ) investigated the operation of a maritime vessel using MCFC engine with an efficiency of 50.6 % as reported by the authors. According to Leites et aluminum. ( 2012 ), in diesel-fueled systems, using SOFC systems in the ships is even preferred over the other engine technologies because not lone poise of the plant is simplified but besides higher efficiencies are attainable. The efficiency of a diesel-fueled SOFC organization for a naval surface ship application is predicted to be 55 % by Ezgi et alabama. ( 2013 ). Using direct methanol fuel cell ( DMFC ) has been proposed in maritime applications. alike to the PEMFCs, the DMFCs have a polymer membrane with a unlike structure of the anode which enables the DMFCs to oxidize methanol to carbon dioxide and water in the cells. Since DMFCs eliminate the problem of fuel memory, as the fuel is a liquid, and manoeuver at the relatively humble temperatures ( about 80°C ), they have become attractive for prototype applications. The efficiency of DMFCs is about 40 % which is lower than the PEMFCs ( Markowski and Pielecha, 2019 ) .
