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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…


Merchants meeting in Edward Lloyd’s coffee house -

London 1763

-

Lloyd’s of London Insurance

-

Lloyd’s List -

Lloyd’s Register of Shipping


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


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


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”


Agenda

Introduction to fuel cell power generation

Challenges for marine fuel cell power generation

Marine fuel cell developments

Look to the future


Introduction to fuel cell power generation


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


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



Several types of fuel cells have been developed characterised by

the type of electrolyte they use and the temperature at which they operate


Solid electrolytes, generally considered to offer greatest potential benefits in longer term



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


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


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)


• Low noise

• Reduced thermal signature

Esta

blis

hed

tech

nolo

gy

http://www.thyssenkrupp.com/


A closer look at efficiency…


Diesel genset

Turbo genset

Fuel Cell gensetFuel Cell genset

Difference

Big difference !


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


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


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


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


• Low noise

Pre

-

com

mer

cial

isat

ion


Current status –

Marine (surface ships)

? ?


• 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



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





• 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



Energy density…For sustainable fuels, storage efficiency not as good as fossil fuels



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



Marine fuel cell developments


FellowShip

project

Two major marine projects…

What is the marine industry doing

METHAPU project


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


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


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


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


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


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


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


Solid Oxide Fuel Cell (SOFC) high temperature technology

Technology


TechnologyAdvantages of Solid Oxide Fuel Cell (SOFC) technology

• Low cost materials –

no precious metal catalysts• Solid electrolyte –

no management issues• More tolerant of impurities



• Simple solid state construction –

similar to batteries• Replication of components –

low part count



• Low cost manufacturing techniques• Suitable for volume production


TechnologyPressurised Solid Oxide Fuel Cell (SOFC) system (Rolls Royce) 1 MW


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


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


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


Shore testing of the WFC20 fuel cell inside the dedicated fuel cell enclosure in Finland

Installation


The WFC20 fuel cell unit inside the dedicated fuel cell enclosure

Installation


Lifting the fuel cell enclosure aboard the Pure Car and Truck Carrier (PCTC) Undine in Germany

Installation


Methanol tank installed on Undine’s weather deck

with hazardous zone marked

Installation


Fuel cell enclosure, start-up gas locker and CO2

flooding cabinet installed aft of the funnel on Undine’s weather deck

Installation


Fuel cell enclosure located starboard and aft of the funnel on Undine’s weather deck

Installation


First bunkering of methanol in Bremerhaven, Germany

Installation


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


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.


Look to the future


Relative maturity of fuel cell technology

Future development

SOFCMCFC

PEMFCAFC

Low performance High cost Large size

High performance Low cost

Small size

ICE


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


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


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

Services are provided by members of the Lloyd's Register Group. For further information visit www.lr.org/entities

Thankyou for your attention

For more information, please contact:

Edward FortLloyd’s Register 71 Fenchurch StreetLondon, EC3M 4BS

T +44 (0)20 7709 1696E [email protected] The Lloyd’s Register Group

works to enhance safety and approve assets and systems at sea, on land and in the air because - life matters.

lloyd’s register: energy institute 2011 sustainable marine ... · pdf filelloyd’s...

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