Fuel cells technology

POWER DENSITY IMPROVES, BUT CAN NEVER MATCH DIESEL

When fuel storage volumes are included, lower power density is an inevitable trade-off , Paul Gunton hears

Achieving a zero- or even low-carbon ship “is not business as usual”, Ed Fort, global head of engineering systems at Lloyd’s Register, told The Motorship. Even though fuel cell power density has improved, largely led by the automotive industry’s use of low temperature polymer-electrolyte membrane (PEM) technology, “compromises will need to be made if ambitious decarbonisation targets are to be realised”, he said.

Although fuel cell generators proposed for marine applications “are beginning to ‘compete’ with conventional diesel gensets,” they will have an increased footprint once both the fuel cell and its fuel storage are considered. An alternative solution would be to increase bunkering frequency, but otherwise a corresponding reduction in cargo or passenger carrying capacity may have to be considered, he said.

An alternative technology, the solid oxide fuel cell (SOFC), is less mature than PEM, he said, and its power density is currently significantly lower than that of conventional diesel gensets “but with development, it could offer significant advantages which potentially include extremely high electrical and thermal efficiencies and, recognising a large number of ships are likely to be operating on natural gas for many years to come, a potential solution for the methane slip issue”.

Lloyd’s Register classed the world’s first SOFC installed on a deep sea vessel in 2010. The 20kW, EU funded demonstration unit was developed by Wärtsilä and installed on the Wallenius-owned PCTC Undine and operated successfully connected to the ship’s main power network.

We are convinced that in a few years, you will be able to obtain 500kW out of ‘‘ a 20ft container

That was a year after the 92m platform supply vessel Viking Lady was fitted with the first large scale marine fuel cell system and fuel cells’ power density has come a long way since then. It used LNG as fuel and generated 330kW, but took up a lot of space. The fuel cells themselves were housed in a purpose-built container measuring 13m x 5m x 4.4m while other components occupied a standard 20ft container. The whole installation weighed 110 tonnes.

That trial formed part of a DNV-led project called the FellowSHIP project (Fuel Cells for Low Emissions Ships). Now, 12 years later, DNV gave approval in principle in October to the Norwegian company TECO 2030 for a hydrogen fuel cell system and to three versions of its FCM400 fuel cell module, which it has developed in conjunction with AVL of Austria.

Each module can generate 400kW and they can be joined together to provide higher outputs, TECO 2030 reports on its website. An assembly fitted into a standard 40ft container would provide 6.4MW of electrical power, which approaches the power density of a typical diesel engine of similar output, based on a review by The Motorship of data from engine manufacturers.

Jostein Bogan, product manager for energy storage and fuel cells at ABB, confirmed that some fuel cells are now comparable in size to equivalent diesel gensets, with improvements especially coming from the development of PEM fuel cells, which have found applications in land transport.

But, like Fort, he noted that when fuel storage volumes are considered for hydrogen and conventional fuel, the comparison changes, since hydrogen has a much lower volumetric energy density. But other aspects of a vessel’s design can make up for this, he suggested. With no exhaust treatment systems needed, for example, space becomes available above the machinery room. Fuel cells are also more efficient than engines in recovering energy from fuel, he pointed out.

Power density will continue to improve, believes Philippe Gorse, director for fuel cell solutions at Rolls-Royce Power Systems. As mentioned elsewhere in this feature, the company has built a 250kW demonstration installation, which is housed in a 20ft container, along with batteries and other equipment. “We are convinced that in a few years, you will be able to obtain 500kW out of a 20ft container”, he said.

But he also said that the power density of an entire propulsion system is as important as that of the fuel cell itself. “You have to consider the hydrogen or methanol storage volume as well” and noted that, because they are more efficient than combustion engines, a fuel cell system will need a smaller tank than a hydrogen-fuelled combustion engine.

Compared with conventional diesel engines, however, “you will never get to the to the same power density as you will not able to compress hydrogen enough”. But “if you want to go to zero carbon, you have to accept that”.

8 TECO 2030’s

400kW fuel cell secured approval in principle from DNV in October

EU PROJECTS AND COMMERCIAL INTEREST FOR KONGSBERG

An EU-funded project, HyShip, will result in a ro-ro demonstration ship powered by fuel cells and operated by Wilhelmsen to distribute liquid green hydrogen (LH2) to hydrogen hubs along the south western Norwegian coast while carrying cargo to coastal communities. The project began in January of this year and the ship is due to be operational in 2024

Among the 14 partners involved in the project are Ballard Power Systems Europe, of Denmark, which will provide the fuel cells themselves, and Norway’s Kongsberg Maritime, which is the vessel’s systems integrator.

Speaking to The Motorship, Kongsberg Maritime’s head of external funding and partnerships Ketil Paulsen explained that the scheme followed the third phase of a project, HySeas, that was to develop a zero-emissions ship to operate in Scottish waters, in which Kongsberg was also involved as systems integrator.

That project will finish in March 2022, Paulsen said, and HyShip will benefit from work that Kongsberg and Ballard have already done for HySeas which has resulted in a complete full size drive train that is due to be officially declared operational on 1 December. In fact it has been running in test conditions for some time during its commissioning phase, Paulsen said.

It includes six 100kW fuel cells and load banks, so that it can be run at full speed and will be used to model a complete trip as it would have been performed by the vessel planned in the HySeas programme, including manoeuvring at each end of its trip. The yard that was to have built the ship for HySeas has since closed, and that project’s website says that “it is hoped to move on to build that knowledge and knowhow into a ferry” to operate in the Orkney Islands.

Designing a control system around a fuel cell energy source is very different from that needed for a diesel generator, Paulsen explained, since a generator provides high-volage AC current while a fuel cell delivers lower voltage DC. There are no regulations yet available to refer to when designing such a system “so we have been working closely with classification societies to have approval in principle” he said.

Safety is critical, he explained, not only because of the hydrogen but also because the fuel cells need to be kept cool. And although the fuel cells and batteries are provided with their own safety systems, Kongsberg has integrated them into a complete safety system for the whole vessel, including taking into account the presence of passengers on board.

For the HySeas and HyShip projects, one particular design feature had to be considered carefully. For most fuel cell installations on ships, their hydrogen tanks aren mounted on deck but for these vessel concepts, both the fuel cells and their fuel tanks are intended to be below deck, “and that brings quite another challenge with regard to safety”, Paulsen said, because the design has to ensure that if any hydrogen should leak from the system it will not become trapped in any pockets in the ceiling.

Commercial interest

Aside from its EU projects, Kongsberg has seen increasing commercial interest in fuel cell systems, especially for short sea vessels using hybrid solutions involving fuel cells, batteries and dual-fuel diesel generators burning LNG and marine diesel.

A typical request is for about 3MW of fuel cells that will allow a ship to operate in a zero emission mode when entering a port and while at the berth if no shore power is available. “Some owners are looking one step further”, he said, and are planning to use fuel cells for their main power source once hydrogen bunkering becomes available, with the engines as back-up.

None of these proposals has yet come to fruition because of the lack of hydrogen bunkering facilities, he said. And energy companies want to see some demand before investing in infrastructure, so the EU or national governments must provide funding or some financial instruments to solve this dilemma, he said.

Kongsberg is continuing to develop its fuel cell technology. One area of research is exploring how to optimise batteries and fuel cells in a peak-shaving arrangement and another is exploring ways to prolong the cells’ lifetime. If batteries are operated with small duty cycles, they will last longer than if they are subjected to large duty cycles, Paulsen said “The same is true for fuel cells so if you run them in an optimal way, you are able to prolong their lifetime.”

Given their high cost, if their useful life could be extended by, say, 10%, “it’s a rather large saving in the owner’s investment”, he said.

Image: HyShip 8 HyShip is

planning to bring a combined ro-ro and hydrogen carrier into service in 2024

MORE DEMAND AND DEMAND FOR MORE, SAYS ABB

Collaboration is key to ABB Marine & Ports’ fuel cell ambitions and it allows Jostein Bogan, its product manager for energy storage and fuel cells, to take a broad view of the sector as well as at its own involvement

Early fuel cell projects were small demonstrators on small vessels, he said. But now, “we see more and more projects being announced that are reaching megawatt scale,” he told The Motorship.

Back in April 2020 he was quoted in an ABB statement in which he foresaw “fuel cells being scaled up from a few hundred kilowatts to megawatts by 2022 to 2023” and he stands by that prediction.

He cited a number of projects currently out for tender that will require fuel cells of that size, including a bulk carrier for HeidelbergCement – a concept that won Norway’s biennial Heyerdahl Award for environmental maritime innovations in March this year – and a tender announced in November last year to provide a fuel-cell-powered ferry to link Bodø and Moskenes on Norway’s west coast, for which batteries are not an option because of the distance involved.

For its own part, ABB has linked up with US-based fuel cell manufacturer Ballard. Bogan said this collaboration brought together Ballard’s fuel-cell expertise with ABB’s knowledge of marine applications, “so I think we have a good match in knowhow and competence”.

Ballard has a ‘Marine Centre of Excellence’ in Denmark and acknowledges on its website to being “actively involved in a number of marine projects, including megawatt-scale marine power solutions with ABB”.

One of those projects – announced in November 2020 and reported by The Motorship at the time – is to develop a hydrogen fuel cell powered ferry for Danish operator DFDS that is planned to enter service between Copenhagen and Oslo in 2027.

The 2,300-pax, 2,300 lane-m, vessel will require 23MW of power from its fuel cells, a step change from current technology that DFDS CEO Torben Carlsen described at the time as “a monumental task”. The cells will use hydrogen produced using green electricity from offshore wind turbines.

ABB does not make fuel cells but that will change. The company signed a memorandum of understanding with hydrogen specialist Hydrogène de France (HDF) in April 2020 to jointly manufacture megawatt-scale fuel cell systems based on the hardware it has developed for the marine sector with Ballard.

Construction work on the factory has started, Bogan said in late October, and he expects fuel cell production of the ABB/Ballard units to start during 2022, alongside HDF’s own manufacturing programme, which is focused on land-based fuel cell applications. “We are looking to produce our megawatt fuel cells there in the future”, he said.

ABB is involved in a number of fuel cell projects for which it provides the control system, including the DFDS project. Another – announced in July – involves EDGE Navigation and Ulstein, which are working on a container ship concept that will use Ballard fuel cells.

Meanwhile, it is working with the Norwegian research organisation SINTEF, which has a research lab in Trondheim where the two organisations have installed a complete power plant including diesel engines, batteries and fuel cells to allow tests to verify control strategies for different equipment configurations. One outcome of this has been understandings relating to both CAPEX and OPEX in relation to optimising the lifetime and efficiency of fuel cells, Bogan said.

Image: ABB 8 A concept

drawing of a large vessel powered by fuel cells

PEM FUEL CELL DEMONSTRATES MARITIME AND LAND POTENTIAL

A 250kW fuel cell demonstrator has been operational since mid-September at Rolls-Royce Power Systems’ Friedrichshafen plant, just 18 months after the idea of such an installation was fi rst conceived, said Philippe Gorse, the company’s director for fuel cell solutions

Speaking to The Motorship, he described that achievement as “a great story of success” and said that the system was now being tested as part of its commissioning.

When the installation was announced in June, it was described as being a demonstrator to ensure electricity supplies, and a valuable part of the investment has already been realised: hydrogen infrastructure had to be put in place, requiring construction permits to allow fuel cells to be operated in urban environment. “That’s an effort all our customer will face in the future,” he said.

It uses four automotive polymer electrolyte membrane (PEM) fuel cell modules and a battery has been included in the set-up to simulate an uninterruptible power supply for a data centre, which Gorse said was “the most challenging application for a for battery/fuel cell system since it takes all the load in a millisecond”.

The demonstrator’s cell/battery arrangement is applicable to marine applications because it is comparable to an onboard requirement for both propulsion and hotel loads. He acknowledged that the demonstrator’s output is quite low, but its design is modular, he said, “so we can upscale it to several megawatts if needed”.

“Without changing the architecture, we will be able to double the power [and] combine more to get a megawatt installation”, he said. In addition, he believes that fuel cell technology will advance over the next five years, allowing them to offer fuel cell combinations “in the power range of 1-5MW easily.”

Another valuable learning point from the work so far “is how to partner with someone”, he said. “We are convinced the market will take up in this decade and if we do not hurry up, the market will take up without us.” So it is collaborating with Cellcentric, which is a joint venture of Daimler Trucks and Volvo Trucks which is exploring a fuel cell solution for the trucking industry. “We can use their experience, product quality and volumes in our in our markets to get a cost competitive and good quality product,” he explained. “Now it’s operational experience we want to get.”!

Partnerships will also be key to bring it to the marine market, because regulations for marine applications are different from those applied to stationary purposes. “We will have to collaborate with class societies and customers who operate the ship to make it compliant”, he said.

He is currently looking for partners – both shipowners and fuel suppliers – for a proposed demonstrator ship with a target keel laying date of 2024. This will enable shipowners, crew and the fuel logistics sector to learn the practicalities of operating such a ship and for Rolls-Royce to learn how shipowners will use fuel cells.

At the moment, he said, some are anticipating using fuel cells to replace an auxiliary genset in a conventional machinery plant; others are considering the same, but in a diesel-electric system; and some are looking for a fuel cell propulsion system.

8 Rolls-Royce

Power Systems has started commissioning tests on its fuel cell demonstrator

GAME CHANGERS FOR DOVER/CALAIS RUN

Tailored to the shortest and busiest crossing on the English Channel, the new ro-pax generation taking shape for P&O Ferries promises to be a standard bearer for service dependability, cost effi ciency and environmental compatibility.

As well as being the biggest ships to sail the Dover/Calais route, and the world’s largest double-ended ferries, the two newbuilds in China have the distinction of marrying a diesel-electric power and propulsion system with one of most extensive battery installations ever specifi ed for seagoing use.

Every system and element nominated has been scrutinised over the course of the technical project with the aim of securing long-term viability and asset value not only as regards net earning power but also from the standpoint of legislative, commercial and societal environmental demands and expectations.

Competition in the eastern cross-Channel freight and passenger markets continues to intensify, calling for a studied approach to scale, productivity and energy efficiency so as to ensure eventual, realistic payback on the huge capital expenditure entailed. The pair of 230m P&O vessels commanded a total price of EUR260 million (currently equating to US$300m) when ordered from Guangzhou Shipyard International in September 2019. The ferries are scheduled to begin duty during 2023, and the owner has options on two further representatives of the class.

Danish consultancy OSK-ShipTech provided the concept design, and the final result, incorporating P&O’s experience of running ro-pax and freight ferries on the North Sea and Irish Sea as well as the Channel, is innovative in its blend of technologies, hydrodynamic form and configuration. The vessels will have the initial capability for near zero-emission

Source: P&O Ferries

operation when manoeuvring and berthed, with the scope for eventual adaptation to carbon-free passage-making.

Nordic technology is central to the P&O project, in the shape of the latest class of Wartsila medium-speed prime movers and Azipod azimuthing electric propulsion thrusters.

While on a par in beam than the company’s 2011-built Spiritclass, the new vessels will be substantial broader(by some 3m) than the ferries to be replaced, which will be about 30 years old come 2023. The width of the newbuilds facilitates the adoption of two azimuth main thrusters at each end of the hull, increasing manoeuvrability and transit directional stability.

Optimised hull lines

The underwater hull lines have been specifically drawn in keeping with the podded propulsor arrangement and to maximise hydrodynamic performance on the narrowest stretch of the English Channel, where the ships must constantly run across a strong tidal current. The power, maximised thrust and responsiveness of the system also takes into account the ability of the ship to work independently on and off the berth in very strong wind conditions without having to call on tug assistance.

The ferries have each been laid out to carry a maximum 1,500 passengers during peak periods, while the freight payload capacity corresponding to about 2,800 lane-metres can be expected to be well utilised throughout the year, given the vital seabridge role of the Dover/Calais run in trade flows between the British Isles and continental Europe. Commercial

8 Record-breaking

double-enders are due to ply the Strait of Dover in 2023

vehicles will be transported on main and upper ro-ro decks, augmented by dedicated provision for some 200 cars and vans on a separate deck. P&O Ferries’ sister company and logistics specialist P&O Ferrymasters undertakes throughtransport operations to and from European countries and also the onward movement of goods to Britain from Asia.

ABB Marine’s scope of supply encompasses the complete, integrated power and propulsion installation, including energy storage, the latter entailing batteries from the Freudenberg Group company XALT Energy. The power and energy management system (PEMS) supplied by ABB is closely integrated with the electrical network and makes optimal use of the vessel’s total power resources by improving information flow across shipboard systems. The digital package also embraces ABB Ability Marine Pilot Control, ‘intelligent’ manoeuvring and control software that automates some navigational tasks, giving support to the bridge officers.

Effi cient four-strokes

Through the nomination of Wartsila 31-series engines as the main generator drives, P&O’s ro-pax newbuild project provides a further endorsement of a medium-speed design which has been independently recognised as the most efficient four-stroke in its class. While available in dual-fuel and also purely gas-fired variants, the selected, 16-cylinder engines are diesel-fuelled versions. These will be arranged in pairs at each end of the hull as diesel generator aggregates of 10,625kVA, feeding electrical energy to the motors integral with the Azipod propulsion units.

In its diesel version, the maximum continuous rating of the 16V31 is 610kW per cylinder at 750rpm, affording a nominal MCR output of 9,760kW, which would make for a total mechanical power concentration of 39,040kW, from 64 cylinders. Two-stage turbocharging, by way of ABB’s Power2 system, is an integral feature of the machinery. This aspect alone will make a significant contribution to overall performance, helping to reduce 60% of NOx emissions and achieving up to 5% in fuel savings.

The engines have been specified with Wartsila data communication units, which utilise artificial intelligence (AI) and are supported by the proprietary Expert Insight condition monitoring platform, an advanced tool of predictive maintenance.

Although tried-and-tested over three decades in a wide range of scenarios, including ro-pax ferry applications, Azipod technology has so far not been a feature of crossChannel fleets. The P&O ships will each be equipped with four 7.5MW-rated Azipod DO1600 units. The open-water DO design is a second-generation, compact size series, serving applications requiring speeds up to 22 knots, and which melds best features of the original Azipod C type and the high-power XO range. The hybrid cooling of the propulsion motor combines direct cooling to the surrounding sea water and an active air cooling system.

The energy storage system, comprising approximately 1,200 batteries installed in four battery rooms throughout the ship, will provide an output capacity of 8,816kW per vessel. The lithium-ion batteries, supplied by XALT Energy, will be encapsulated in multiple cabinets forming part of the proprietary XRS-2 configurable rack system. The racks meet the strictest regulatory criteria and have been designed to minimise weight and size and ensure the requisite protection against the corrosive marine environment.

Based in Midland, Michigan, XALT Energy was acquired in December 2018 by the German company Freudenberg Sealing Technologies.

All surplus energy generated by the main power plant will be stored in the batteries, imbuing a charging function, with discharge taking place when the ship requires peak power or battery-only manoeuvring power. Load-levelling has longterm technical as well as economic benefits, by allowing the generator engines to be consistently run at the optimum level. The combination of fuel and battery propulsion over the operating profile is expected to cut fuel usage by 40%.

The ships have been conceived to be carbon-neutral at some stage in the future, assuming the development of electric shore charging stations in ports and further investment in battery technology.

Heat recovery arrangements will help to further reduce fuel consumption and lessen the vessels’ carbon footprint. A steam system will render heating for the ultra-low sulphur fuel oil heaters, fuel tanks, purifiers and HVAC (heating, ventilation and air conditioning) system pre-heating, domestic hot water, machinery rooms and technical spaces.

In addition to optimising the use of engines, batteries and energy recovered from waste heat, the ‘intelligent’ power management system will be able to switch off lighting and ventilation in empty or temporarily unused passenger areas. The specific nature of the vessel’s interior layout and setup will allow as much as two-thirds of the public spaces to be closed during off-peak and out-of-season sailings on the 24/7 Dover/Calais timetable.

The double-ended configuration, symmetrical in side elevation, affording drive-through ro-ro access and egress, coupled with a navigation bridge at each end of the ship, will obviate the need for going about in port. This will save seven minutes on both the outbound and return voyages and, if operating on the engines rather than battery power when docking, will yield a one-ton saving in fuel, a sixth of the amount required for the entire 21-mile crossing.

To enhance the travel experience across the Strait of Dover, including viewing one of the most famous coastal landmarks, the White Cliffs of Dover, the ships will have 1,550m2 of outside deck space for passengers and doubleheight windows running around the entirety of the middle of each vessel on decks 8 and 9.

Innovative tradition

P&O’s previous stage of newbuild investment was realised in 2011, when the 49,000gt sisters Spirit of Britain and Spirit of France were introduced to the Dover/Calais conduit. Built at Rauma, in Finland, by the former STX Europe, the vessels ushered in a new scale, offering nearly twice the payload of their predecessors on the run but maintaining the same 45-minute port turnaround time.

The ships had the distinction of being the first passengercarrying ro-ros worldwide to comply with IMO’s Safe Return to Port (SRtP) requirements, and were fitted with four MAN 7L48/60CR, medium-speed main engines of common-rail type. At 213m in length overall, they were at the limit for using the facilities then existing at Dover and Calais, and were the first on the Channel able to manoeuvre under own power in 50-knot winds.

Spirit of Britain and Spirit of Calais superseded the 26,400gt Pride of Dover and Pride of Calais, which had also been regarded as trailblazers when brought into service during 1987 after delivery from the erstwhile, renowned ferry builder Schichau Unterweser at Bremerhaven.

The nascent tonnage from China again raises the bar for the company and for a link which plays such an important role in the short-sea business. The project is also further testament to Guangzhou Shipyard International’s growing role in ro-pax ferry construction, and to the Chinese shipbuilding industry’s dominant global position in the market sector.

IS ENGINEERING MOVING AHEAD TOO QUICKLY?

In what appeared to be a relatively quiet time for news, the November 1971 issue of The Motor Ship kicked off with a couple of thought-provoking opinion articles.

The first asked the question ‘is a step back needed in engineering progress?’. In other words, should the future continue to refine the Diesel engine with higher temperatures and pressures, smaller dimensions and lower fuel consumption, or is it better to make things simpler and more robust, cutting maintenance needs?

With hindsight, we can see that the industry followed the former course, certainly looking for better fuel economy, but driven by a factor not really considered five decades back – emissions. And, to some extent, the question was answered later in the book, with an article on a problem that had surfaced in numerous ships’ engines, namely cracked cylinder liners. That temperatures had a role to play was not disputed. But the conclusion was that it was not higher operating temperatures and pressures, rather the growth of automated control from the bridge, which failed to gradually warm up the machinery in the manner of traditional engineers, and often subjected the cylinders to excessive blasts of cold starting air.

The second article bemoaned the lack of qualified engineers in top management positions, at least in British shipping companies. The Institute of Marine Engineers had noted that those entrusted with anticipating and preventing costly defects were not considered for directorships. But our predecessors suggested that the British engineer himself (indeed, it was an all-male profession back then) was at fault. Maybe he got his satisfaction from practicalities, and had no desire to diversify? Or was it part of the engineer’s psyche that he was unwilling to delegate? Or did he just have no interest in disciplines like accountancy, operational strategy or sales, in which directors would be expected to partake? We suspect much of the latter rang, and still does ring, true.

The main ship report concerned one of the new breed of cellular container ships, designed for trans-ocean routes. At 18,290 dwt the Falstria, a 22-knot vessel owned by Denmark’s East Asiatic Co, was considered of good size – but her 920 TEU

8 LLoydsman, at 10,000hp and 150t bollard pull, still a

powerful tug

capacity is minute compared with today’s norm. The Danish-built ship was largely conventional, though one notable aspect was the choice of paint materials; with tar epoxy in the tanks and a chlorinated rubber pre-coating for exterior surfaces, maintenance was expected to be minimised. A B&W 10K84EF main engine produced an MCR of 26,200 bhp burning HFO. One cylinder of this engine was equipped with B&W’s newly-introduced hydraulic exhaust valve gear. This vessel, and her sisters, were being brought into service to introduce containerisation on the company’s traditional routes, brought about through rising port charges.

Coming down in size, but not in capability, was a rare detailed report of a small vessel, the Lloydsman, described as the most powerful UK-built and owned tug. At 80m long and with a 10,000 bhp dual Crossley-Pielstick power plant, and an estimated 150t-plus bollard pull, the vessel is certainly powerful even by today’s standards, though it was noted that there were higher power tugs afloat, and more on order. Her intended duties were mainly in the worldwide heavy towage and salvage sectors. One notable feature picked out was an enclosed aft control house, between the funnels, fitted with CCTV monitors to allow the master to view all winches simultaneously. All electrical supply came from main engine-mounted generators, with hydraulics playing a major part in winch and towing wire control.

8 Container ship Falstria was typical of the new breed

of vessel, with a comprehensively-equipped machinery control room

MOTORSHIPTHE

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