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Summary
Fuel cell technology has recently been proven successful in large maritime
demonstration projects. Although fuel cell technology is not new, this success
means that it has become relevant to discuss the potential for fuel cell
technology in on-board applications and the current status of the technology, as
done in the present paper. This paper also discusses certain safety aspects, and
highlights the development of mathematical models for assessing performance
and operational aspects of shipboard fuel cell systems via simulation.
The main drivers for developing maritime fuel cell technology are reduction
in fuel consumption and less local and global impacts of emissions to air from
ships. Additional benefits include insignificant noise and vibration levels,
and lower maintenance requirements compared with traditional combustion
engines. Key challenges include the demand for clean, low carbon fuel and the
need to decrease investment costs, improve service lifetime, and reduce the
current size and weight of fuel cell installations.
DNV Research and Innovation has taken a leading role in facilitating
the demonstration of safe and reliable fuel cell applications for ships. In
the FellowSHIP project, a 330 kW fuel cell was successfully installed, and
demonstrated smooth operation for more than 7000 hours on board the
offshore supply vessel Viking Lady. This is the first fuel cell unit to operate on
a merchant ship, and proves that fuel cells can be adapted for stable, highefficiency, low-emission on-board operation. When internal consumption was
taken into account, the electric efficiency was estimated to be 44.5 %, and no
NOX, SOX and PM emissions were detectable. When heat recovery was enabled,
the overall fuel efficiency was increased to 55 %. Nevertheless, there remains
potential for further increasing these performance levels.
Although operational experiences have shown that fuel cell technology
performs well in a maritime environment, further R&D is necessary before fuel
cells can be used to complement existing powering technologies for ships.
Introduction
Rising fuel prices and impending environmental
regulations have created a pressure for ships to operate
more efficiently and in an environmentally friendly
manner. Fuel cell power production is a technology that
can eliminate NOX, SOX and particle (PM) emissions,
and reduce CO2 emissions compared with emissions from
diesel engines. Fuel cells powered by low carbon fuels
(e.g. natural gas) will have local and regional benefits as
both emissions and noise are reduced. In the longer term,
hydrogen fuel generated from renewables could lead to
ships with zero carbon emissions.
The use of the fuel cell as an electricity generator was
invented by William Grove in 1842 (Vielstich et al., 2001).
Due to the success and efficiency of combustion engines,
fuel cells have not been widely considered for general
use, and, until recently, fuel cells have been applied
only for special purposes, such as space exploration and
submarines. However, rising fuel prices and a strong focus
on reduction of global and local emissions have led to
an increasing focus on the development of fuel cells for
application in other areas as well. Recent market studies
(Fuel Cell Today, 2011) have revealed that fuel cells should
no longer be considered as a technology for the future;
they are already commercially available today for a diverse
range of applications (e.g. portable electronics, power
plants for residential use, and uninterruptible power
supply).
The FellowSHIP1 project designed, developed, built, and
tested a 330 kW marine fuel cell power pack installed on
board the Norwegian supply vessel Viking Lady (owner:
Eidesvik Offshore ASA). With this first large-scale fuel cell
www.vikinglady.no
2
3
4
www.mc-wap.cetena.it
www.methapu.eu
www.e4ships.de/e4ships-home.html
Figure 1: Viking Lady in Copenhagen during COP-15, 15-17 December 2009 (Photo: Sten Donsby).
Fuel cells
- advantages and challenges
A fuel cell power pack consists of a fuel and gas
processing system (the balance of plant), and a stack of
fuel cells that convert the chemical energy of the fuel to
electric power through electrochemical reactions. The
process can be described similar to that of a battery,
with electrochemical reactions occuring at the interface
between the anode or cathode and the electrolyte
membrane, but with continuous fuel and air supplies, see
Figure 2. Different fuel cell types are available, and can be
characterized by the materials used in the membrane. The
most relevant types of fuel cells for ship applications are
introduced in the next section. For further information on
fuel cell technology see e.g. Larimine (2003).
The main advantages and challenges related to introducing
fuel cell technology onto ships are presented below.
Advantages:
Improved efficiency
Figure 3 shows how the direct electrochemical conversion
of fuel energy to electricity in fuel cells provides fewer
sources of loss than in combustion engines. At optimal
load, the best fuel cell stacks have an electric efficiency
of 50-55 %, giving a fuel to electric efficiency of 45-50 %
when internal consumption is included. These values are
slightly higher than the typical values of fuel to electric
efficiency for state-of-the-art marine diesel generators,
which are just above 40 %. New gas engines claim to achieve
efficiencies greater than 45 %. For part load operation,
where combustion engines have lower efficiencies and
emissions of local pollutants are higher, fuel cell power
packs generally maintain or even increase their efficiency.
Specific
power
(kW/m3)
Power
density
(W/kg)
45-50
15
~45
30
60
Marine diesel
(4-stroke)
Marine gas
(4-stroke)
40
80
90
45
80
90
Electric power
generator
Fuel cell (MCFC)
Table 1: Characteristic properties of two fuel cell types and two types of
combustion engines. Numbers are roughly estimated based on available
product documentation for the fuel cells and DNV internal Report No
2010-0605 for the combustion engines.
Electric
efficiency
(%)
Proton Exchange
Membrane (PEM)
30-100
35-40
160-200
~45
~650
45-50
500-1100
45-50
Molten Carbonate
(MCFC)
Solid Oxide (SOFC)
5
6
7
www.zemships.eu/en/index.php
www.lovers.nl/co2zero/factsheet/
www.tu.no/industri/article263210.ece (in Norwegian)
10
11
10 Partners of the FellowSHIP project, phase II, were the ship-owner Eidesvik
Offshore ASA, Wrtsil Ship Design AS, Wrtsil Norway AS, MTU Onsite
Energy, and DNV Research & Innovation, financially supported through the
Research Council of Norway, Innovation Norway, and the German Federal
Ministry of Economics and Technology.
12
Figure 5: Stord, Norway, September 2009: Installing containers on Viking Lady, the white for fuel cells and the blue for power electronics.
13
14
Dynamic modelling
of fuel cells
in the fellowship pRoJect, DNV developed a detailed
mathematical model describing the thermodynamic
behaviour and transport phenomena inside the marine
MCFC installed on Viking Lady. The main focus of the model
development was to analyse operation and performance of
the fuel cells under steady and dynamic conditions. The
model was calibrated by measurements on board Viking
Lady, and details of the implemented model and results
have been published in Ovrum and Dimopoulos (2011).
A similar modelling approach will be followed for the
HTPEM fuel cells in the on-going PaXell project.
Modelling and simulation have been used extensively
to analyse fuel cells and their potential in marine power
systems (Bruun, 2009; Bensaid et al., 2009; San et al.,
2010). Our modelling work follows the key concepts and
approach developed in the DNV COSSMOS (acronym
for Complex Ship Systems Modelling & Simulation)
framework (Dimopoulos and Kakalis, 2010). Within
this framework, DNV develops model-based methods
Figure 6: Calibration and validation of the MCFC (Ovrum and Dimopoulos, 2011).
15
Figure 8: Loss of fuel flow and the consequences for current density
(Ovrum and Dimopoulos, 2011).
16
Safe operation
Preliminary studies of marine fuel cells (FCSHIP, 2004)
focused on gaining a common understanding of basic
safety requirements. The studies concluded that safe fuel
cell systems are technically possible, but that there was
a lack of standard guidelines and rules to facilitate the
design and approval process. The first rules for fuel cells
were published by DNV in 2008 (DNV, 2008), and class
guidelines were issued by GL in 2003 (GL, 2003). In the
DNV rules, there are two different class notations for fuel
cells; FC-SAFETY is mandatory for all fuel cell installations,
and, if the fuel cell unit is used for main or auxiliary
power, the class notation FC-POWER is also mandatory
(Table 3). An important part of the FellowSHIP project
was to develop and implement these rules to allow for safe
installation on Viking Lady.
The main safety hazard to be handled with on-board fuel
cells is the introduction of new fuels with low flammability
limits such as LNG, methanol, or hydrogen. This sets
requirements for sufficient ventilation, alarm systems, and
fire protection, as well as introducing other measures to
limit the likelihood and consequences of a gas leakage.
LNG as a fuel is well-covered by rules, and there is
significant experience with such installations.
However, there is far less experience with ship-borne
hydrogen or methanol installations. The use of methanol
on board was demonstrated in the METHAPU project. In
the FellowSHIP project, in which LNG was used as main
fuel and hydrogen as auxiliary gas, safety measures were
implemented that resulted in a FC-SAFETY notation for
Viking Lady.
201 Ships where the fuel cell power is used for essential,
important or emergency services shall satisfy the
requirements in this rule chapter and will be given class
notation FC-POWER.
202 Ships where the fuel cell power is not used for essential,
important or emergency users shall satisfy the safety and
environmental requirements. Installations complying with the
requirements in this chapter, except Section 2 will be given
class notation FC-SAFETY.
Table 3: Extract from DNV Rules for classification of Ships, Pt.6 Ch.23:
Fuel cell installations
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Conclusions
The FellowSHIP demonstration project, led by DNV,
developed and installed a 330 kW fuel cell power pack
on board the offshore supply vessel Viking Lady. This
was the first large-scale fuel cell unit to be installed on a
commercial ship. The system delivered power to the ship
grid for over 7000 hours, demonstrating unequivocally
the applicability of fuel cells for ships. The fuel cell unit
on board Viking Lady had an overall efficiency of above
55 % when heat recovery was included. DNV rules for
introducing fuel cells were developed, and the DNV
class notation FC-SAFETY was obtained by Viking Lady.
This ensured safe integration of new fuels (LNG and
hydrogen), as well as safe integration of fuel cells into the
ships power system.
High fuel efficiency over a wide range of loads and
elimination of emissions of SOX, NOX, and PM, thereby
avoiding local consequences of air pollution from ships
on human health and the environment, are, together
with reductions in noise and vibrations, the main benefits
from introducing fuel cells to ships. CO2 emissions are
also reduced, or even completely eliminated if hydrogen
from renewables becomes available, thus lowering the
contribution from shipping to global warming.
The electrical efficiency of fuel cell stacks depends upon
the fuel cell technology, with values ranging from 35-50
%. This efficiency is only slightly higher than the values
claimed from generating electricity using state-of-theart combustion engines. Therefore, optimal system
integration, resulting in additional electric and thermal
power, is essential. Significant reduction in costs is also
required if the fuel cell technologies discussed in this
paper are to become competitive for ships. With the
recent commercialisation of certain land-based fuel cell
applications, there is reason to believe that costs will fall.
18
References
Alkaner, S. and Zhou, P. (2006). A comparative study on life cycle analysis
of molten carbon fuel cells and diesel engines for marine application.
Journal of Power Sources, 158 (1). pp. 188-199. ISSN 0378-7753.
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Design, layout and print production: Erik Tanche Nilssen AS, 06/2012
Printed on environmentally friendly paper.
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