Lloyd’s Register: Energy Institute 2011
Sustainable Marine Power – Fuel cell technology
Edward Fort Global Head of Engineering Systems (Marine)
Lloyd’s Register
Energy Institute
September 2011
Lloyd’s Register: Energy Institute 2011
Lloyd’s Register…
Lloyd’s Register: Energy Institute 2011
Merchants meeting in Edward Lloyd’s coffee house -
London 1763
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Lloyd’s of London Insurance
-
Lloyd’s List -
Lloyd’s Register of Shipping
Lloyd’s Register: Energy Institute 2011
Following the creation of Lloyd’s Register, its surveyors proactively record the condition of ships in the Register Book as a service to the London insurance market
Lloyd’s Register: Energy Institute 2011
Over 250 years on, Lloyd’s Register publishes Rules and Regulations for the design and construction of ships and verifies compliance with those Rules and Regulations as a service to society as a whole
Lloyd’s Register: Energy Institute 2011
The Lloyd’s Register Group comprises charities and non-charitable companies, with the latter supporting the charities in their main goal of enhancing the safety of life and property for the benefit of the public and, ultimately, the environment
“Through its constitution, Lloyd’s Register is directed to ‘secure for the benefit of the community high technical standards of design, manufacture, construction, maintenance, operation and performance, for the purpose of enhancing the safety of life and property at sea, on land, and in the air’, and to ‘advance public education within engineering and technological disciplines”
Lloyd’s Register: Energy Institute 2011
Agenda
Introduction to fuel cell power generation
Challenges for marine fuel cell power generation
Marine fuel cell developments
Look to the future
Lloyd’s Register: Energy Institute 2011
Introduction to fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Fuel cells exhibit characteristics of batteries (operating principles, materials, manufacturing) and of generators (continuous output)
Battery type components offers the potential for mass production
bringing with it high quality, high performance and low cost
Individual fuel cells are replicated in series and parallel to provide output suitable for an unrivalled range of applications
Why such widespread interest in fuel cell technology
residential heat and power Industrial heat and power
portable power
transportation power
watts ……………………
kilowatts …………………. megawatts
Lloyd’s Register: Energy Institute 2011
Fuel cell is not a heat engine, chemical energy converted to electrical energy without combustion
At cell level essentially one simple chemical reaction occurs…
2H2
+ O2
-> 2H2
O (water) + thermal energy + electrical energy
Delivering
• high electrical efficiency
• high energy density
• no emissions
• few moving parts
• silent
Why such widespread interest in fuel cell technology
Lloyd’s Register: Energy Institute 2011
Several types of fuel cells have been developed characterised by
the type of electrolyte they use and the temperature at which they operate
Why such widespread interest in fuel cell technology
Solid electrolytes, generally considered to offer greatest potential benefits in longer term
Lloyd’s Register: Energy Institute 2011
Why such widespread interest in fuel cell technology
Improved reliability and availability
•
Few components. Few moving parts
•
Mass production provides for excellent quality control
•
Replication of cells provides opportunity for fault tolerant architectures
•
Modularity provides for change-out without interruption of supply
Reduced OPEX and CAPEX
•
Potentially high simple-cycle efficiency
•
Few components. Simple manufacturing techniques. Mass production
•
Potential to use cheap ceramic type materials and minimal exotic
materials
Increased sustainability
•
Negligible harmful emissions including noise
•
Operation on sustainable fuels
Lloyd’s Register: Energy Institute 2011
Current status -
Aerospace
Low temperature hydrogen fuelled fuel cell generators currently offer
•
Very high full load electrical mefficiency (upto
60% LHV)
•
Very high part load electrical mefficiency (up to 70% LHV)
• High power density (77 kW/m3)
• Few moving parts
• Product water for consumption
Esta
blis
hed
tech
nolo
gy
Lloyd’s Register: Energy Institute 2011
Current status –
Sub-sea
Low temperature hydrogen fuelled fuel cell generators currently offer
•
Very high full load electrical efficiency m(upto
58% LHV)
•
Very high part load electrical efficiency m(up
to 68% LHV)
• Very high power density (257 kW/m3)
• Few moving parts
• Low noise
• Reduced thermal signature
Esta
blis
hed
tech
nolo
gy
Lloyd’s Register: Energy Institute 2011
A closer look at efficiency…
Why such widespread interest in fuel cell technology
Diesel genset
Turbo genset
Fuel Cell gensetFuel Cell genset
Difference
Big difference !
Lloyd’s Register: Energy Institute 2011
Low temperature hydrogen fuelled fuel cell generators promise outstanding performance in the near future (< 5 years)
~400 kW/m3 power density
~ 30 g
Current status -
Automotive
Pre
-
com
mer
cial
isat
ion
Lloyd’s Register: Energy Institute 2011
Current status –
Portable power
As an alternative to conventional portable power supplies methanol fuelled fuel cells should shortly (< 2 years) offer significantly greater energy density resulting in 4-5 times the operating hours between re-charge or more precisely re-fillP
re-
com
mer
cial
isat
ion
Lloyd’s Register: Energy Institute 2011
Current status –
Domestic heat and power
Natural gas fuelled fuel cells will offer combined heat and power in the home in the near future
(< 5 years)
Pre
-
com
mer
cial
isat
ion
Lloyd’s Register: Energy Institute 2011
Current status –
Industrial heat and power
High temperature gas fuelled fuel cells currently offer:
• High full load electrical efficiency (up to 45% LHV)
• High part load electrical efficiency (upto
50% LHV)
• Near zero NOx, SOx
and PM emissions
• Low CO2
emissions
• High grade thermal energy
• Few moving parts
• Low noise
Pre
-
com
mer
cial
isat
ion
Lloyd’s Register: Energy Institute 2011
Current status –
Marine (surface ships)
? ?
Lloyd’s Register: Energy Institute 2011
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
• Merchant ships are already relatively efficient-
Current fuel cell efficiency unlikely to offer significant improvement-Efficiency needs to be better than marine diesels
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
• Merchant ships are already relatively efficient-
Current fuel cell efficiency unlikely to offer significant improvement-Efficiency needs to be better than marine diesels
• Merchant ships have very high power demand-Limited space available for power generation
-Power density needs to be comparable to marine diesels
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Power densityFor high temperature fuel cell generators, power density not as good as heat engines
050
100150200250300350400
industrial FC
aerospace FC
automotive FC
marine duel fuel engine
submarine FC
marine gas turbine
kW/m3
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
• Merchant ships are already relatively efficient-
Current fuel cell efficiency unlikely to offer significant improvement-Efficiency needs to be better than marine diesels
• Merchant ships have very high power demand-Limited space available for power generation
-Power density needs to be comparable to marine diesels
• Merchant ships have a very large fuel storage demands-
Limited space available for fuel storage-Storage efficiency needs to be comparable to marine fuels
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Energy density…For sustainable fuels, storage efficiency not as good as fossil fuels
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
For ships trading internationally…
In the near term, fuels cells are unlikely to provide propulsion
power
Best performance is achieved operating on hydrogen, however hydrogen storage is currently inefficient so until a breakthrough in storage technology is achieved (e.g. carbon nanofibres
or organohydrides), fuel cells are likely to use hydrocarbon fuels
Operation on residual fuels is unlikely and operation on marine distillates remains a challenge. Operation on emerging marine fuels such as methane, biogas and methanol more likely
Challenges for marine fuel cell power generation
Lloyd’s Register: Energy Institute 2011
Marine fuel cell developments
Lloyd’s Register: Energy Institute 2011
FellowShip
project
Two major marine projects…
What is the marine industry doing
METHAPU project
Lloyd’s Register: Energy Institute 2011
Aims
Evaluation of Molten Carbonate Fuel Cell (MCFC) technology operating on natural gas (LNG) onboard a merchant ship operating in North Sea conditions
Sponsored by Norwegian Research Council, Innovation Norway and German Federal Ministry of Economics and Technology
FellowShip
project
Partners
•
DNV
•
Eidesvik Offshore
•
MTU
•
Wärtsilä
Lloyd’s Register: Energy Institute 2011
MTU ‘HotModule’
high temperature Molten Carbonate Fuel Cell (MCFC) fuelled by natural gas (LNG) and air
• Operating temperature: 650 °C
• Reactants: methane + air
• Rated power: 320 kW
• Full load electrical efficiency: ~ 50%
• Output: 440 VAC, 3 phase
• Power density: ~12 kW/m3
FellowShip
project
Lloyd’s Register: Energy Institute 2011
Supply vessel Viking Lady constructed in May 2009 and fitted with dual fuel liquefied natural gas (LNG) diesel electric power plant
Project involved
• Modification of fuel cell
mfor
marine operation
• Interfacing fuel cell
msystem
to existing LNG
mfuel
system
• Interfacing fuel cell
mwith
ships existing
melectrical
system
• Modifications of hull to
msupport
extra weight
FellowShip
project
Lloyd’s Register: Energy Institute 2011
Project conclusions
•
Demonstrated ability of MCFC technology to withstand demands of the marine environment. More than 7000 hours operation without major problems or stack degradation
•
Full load (330 kW) electrical efficiency of 44% LHV measured
•
Exhaust gas measurements confirmed the predicted low emission levels of NOx, SOx
and CO2
FellowShip
project
Lloyd’s Register: Energy Institute 2011
METHAPU project
Methanol Auxiliary Power Unit (METHAPU) sponsored by EU 6th Framework Programme (FP6)
Aims
•
Evaluation of Solid Oxide Fuel Cell (SOFC) technology onboard a cargo vessel trading internationally
•
Evaluation of methanol as a fuel onboard a cargo vessel trading internationally
•
Development of a technical justification for the use of methanol as a fuel onboard cargo vessels trading internationally
Lloyd’s Register: Energy Institute 2011
Methanol fuel
•
Potentially sustainable
•
Low carbon content
•
Relatively high volumetric energy density
•
Liquid fuel
•
Worldwide availability
Primary hazards associated with the use of methanol onboard ships
•
Fire and explosion –
highly flammable (flash point 12.2 Deg.C)
•
Poisoning -
inhalation and contact with skin to be avoided
METHAPU project
Lloyd’s Register: Energy Institute 2011
International Convention for the Safety of Life At Sea (SOLAS) prohibits the use of low flash-point fuels on passenger ships although they maybe used exceptionally onboard cargo ships…
SOLAS II-2, Part B, Regulation 4.2.1 states…
4.2.1.1 except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C shall be used;
4.2.1.4 in cargo ships the use of fuel having a lower flashpoint than otherwise specified in paragraph 2.1, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Administration of the complete installation.
Safety assessment and approval
Lloyd’s Register: Energy Institute 2011
Solid Oxide Fuel Cell (SOFC) high temperature technology
Technology
Lloyd’s Register: Energy Institute 2011
TechnologyAdvantages of Solid Oxide Fuel Cell (SOFC) technology
• Low cost materials –
no precious metal catalysts• Solid electrolyte –
no management issues• More tolerant of impurities
Lloyd’s Register: Energy Institute 2011
TechnologyAdvantages of Solid Oxide Fuel Cell (SOFC) technology
• Simple solid state construction –
similar to batteries• Replication of components –
low part count
Lloyd’s Register: Energy Institute 2011
TechnologyAdvantages of Solid Oxide Fuel Cell (SOFC) technology
• Low cost manufacturing techniques• Suitable for volume production
Lloyd’s Register: Energy Institute 2011
TechnologyPressurised Solid Oxide Fuel Cell (SOFC) system (Rolls Royce) 1 MW
Lloyd’s Register: Energy Institute 2011
Non-pressurised Solid Oxide Fuel Cell (SOFC) system (Wartsila
WFC20)
•
High temperature Solid Oxide Fuel Cell (SOFC)
•
Operating temperature: 700-800 °C
•
Reactants: methanol + air
•
Rated power: 20 kW
•
Full load electrical efficiency: ~ 45%
•
Power density: ~2.5 kW/m3
•
Output: 400 VAC, 3 phase
Technology
Lloyd’s Register: Energy Institute 2011
Particular issues for METHAPU project were primarily related to use of methanol, a toxic, highly flammable low flash point fuel and the high operating temperature of the SOFC generator.
Design considerations included…
• Structural fire protection
• Continuous ventilation of piping and spaces
• Hazardous area classification around ventilation outlets
• Gas detection with Emergency Shut Down
• Fire detection and extinguishing
• Insulation
• Process monitoring with auto shut down
Installation
Lloyd’s Register: Energy Institute 2011
Ship’s crew have very limited understanding of the technology and the
use of methanol as a fuel.
Operational considerations included…
• Remote monitoring
• Surveillance instructions
• Bunkering instructions
• Emergency instructions (shutdown, fire, leakage and flooding)
Installation
Lloyd’s Register: Energy Institute 2011
Shore testing of the WFC20 fuel cell inside the dedicated fuel cell enclosure in Finland
Installation
Lloyd’s Register: Energy Institute 2011
The WFC20 fuel cell unit inside the dedicated fuel cell enclosure
Installation
Lloyd’s Register: Energy Institute 2011
The WFC20 fuel cell unit inside the dedicated fuel cell enclosure
Installation
Lloyd’s Register: Energy Institute 2011
Lifting the fuel cell enclosure aboard the Pure Car and Truck Carrier (PCTC) Undine in Germany
Installation
Lloyd’s Register: Energy Institute 2011
Methanol tank installed on Undine’s weather deck
with hazardous zone marked
Installation
Lloyd’s Register: Energy Institute 2011
Fuel cell enclosure, start-up gas locker and CO2
flooding cabinet installed aft of the funnel on Undine’s weather deck
Installation
Lloyd’s Register: Energy Institute 2011
Fuel cell enclosure located starboard and aft of the funnel on Undine’s weather deck
Installation
Lloyd’s Register: Energy Institute 2011
First bunkering of methanol in Bremerhaven, Germany
Installation
Lloyd’s Register: Energy Institute 2011
Service feedback
• Data still being analysed by Wartsila
• Frequent power interruptions (partial shutdowns) due to false alarms
• Full shutdown triggered automatically on 4 separate occasions
• System efficiency of ~45% measured
• Power quality good –
minimal harmonic distortion
• Negligable
NOx, SOx
and PM emissions measured
Results
Lloyd’s Register: Energy Institute 2011
Results
Project conclusions
•
Demonstrated SOFC technology able to withstand the demands of the marine environment. Over 1250 hours operation without significant stack degradation
•
Demonstrated methanol can be safely used without major deviations from standard operating procedures or standard ship construction techniques, though fuel storage not fully evaluated.
•
Demonstrated that risks associated with fuel cell technology can be readily controlled so that they are no greater than conventional marine machinery and equipment thus facilitating the wider use of fuel cell technology on board ships.
Lloyd’s Register: Energy Institute 2011
Look to the future
Lloyd’s Register: Energy Institute 2011
Relative maturity of fuel cell technology
Future development
SOFCMCFC
PEMFCAFC
Low performance High cost Large size
High performance Low cost
Small size
ICE
Lloyd’s Register: Energy Institute 2011
Hydrocarbon fuel
Hydrogen fuel
Marine (automotive) units < 500 kW
Fellowship projectMETHAPU project
2010
Marine (industrial) units methane, biogas, methanol < 1 MW
Commercial automotive units low temperature, < 100 kW
Commercial industrial units high temperature, < 1 MW2015
2020
2025
Industrial HYBRID units methane, biogas, methanol < 2 MW
2030
Future development
Lloyd’s Register: Energy Institute 2011
Future development
Very high performance hydrocarbon fuelled fuel cell generators developed for distributed power applications in the 100’s kW to multi-MW range
•
High temperature pressurised fuel cell and gas turbines (hybrid systems)
•
Very high electrical efficiencies (approaching 70% for multi-MW systems)
•
Gas fuelled (no NOx, SOx
or PM and very low CO2)
• Very high energy density
Lloyd’s Register: Energy Institute 2011
Marine (automotive) units < 500 kW
Fellowship projectMETHAPU project
2010
Marine (industrial) units methane, biogas, methanol < 1 MW
Commercial automotive units low temperature, < 100 kW
Commercial industrial units high temperature, < 1 MW2015
2020Industrial HYBRID units methane, biogas, methanol < 2 MW
Advanced hydrogen storage technology
Green hydrogen
X
Marine HYBRID units hydrogen fuelled, low and high temperature units
100 kW -10 MW
2025
2030
Hydrocarbon fuel
Hydrogen fuel
Future development
Marine (industrial) HYBRID units methane, biogas, methanol < 2 MW
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Edward FortLloyd’s Register 71 Fenchurch StreetLondon, EC3M 4BS
T +44 (0)20 7709 1696E [email protected] The Lloyd’s Register Group
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