Periodic Reporting for period 2 - ShipFC (Piloting Multi MW Ammonia Ship Fuel Cells)
Reporting period: 2021-07-01 to 2022-12-31
In a broad perspective, zero emission waterborne transport is one of several key factors for reaching the Paris agreements challenge of reducing CO2 emissions by 80-95% (compared to 1990 levels) by the same year (2050).
Roughly 90% of the world’s cargo is transported by sea and the emission from the maritime transport industry is estimated to account for 3,5% to 4% of all climate change emissions, primarily carbon dioxide. These facts underline the importance of developing new technologies for zero emission sea transport to enable continued international trade between continents.
ShipFC’s main objective is to show that it is possible to do long-range, high-power zero emission sea transport, and show how this can be supported by a larger fuel infrastructure supporting the global maritime industry.
To meet the objectives the project will develop a 2MW solid oxide fuel cell (SOFC) and do a retrofit of both the fuel cell, and required bunkering, tank, and gas treatment systems, onboard the offshore supply vessel “Viking Energy”.
Roughly 90% of the world’s cargo is transported by sea and the emission from the maritime transport industry is estimated to account for 3,5% to 4% of all climate change emissions, primarily carbon dioxide. These facts underline the importance of developing new technologies for zero emission sea transport to enable continued international trade between continents.
ShipFC’s main objective is to show that it is possible to do long-range, high-power zero emission sea transport, and show how this can be supported by a larger fuel infrastructure supporting the global maritime industry.
To meet the objectives the project will develop a 2MW solid oxide fuel cell (SOFC) and do a retrofit of both the fuel cell, and required bunkering, tank, and gas treatment systems, onboard the offshore supply vessel “Viking Energy”.
During the first 18 months work consisted of fuel cell modeling followed by lab scale testing to verify the models used in the further scale-up. Although COVID 19 restricted the lab work, progress was good, and the preliminary results were promising.
Study and testing of afterburner designs showed a trade-off between the formation of N2O and NOX. Lower operational temperatures efficiently reduce NOX formation, whilst higher temperatures are required to eliminate the N2O formation. The NOX formation in the lab tests are significantly lower than TIER III requirements for a diesel engine of similar size. Further reduction of NOX emission can be achieved by further advancements in catalyst development or by cleaning of the afterburner exhaust gas.
Preliminary designs for the power electronics have been produced. In parallel we have been working on the designs of the ammonia fuel system including storage tank, gas treatment, and bunkering solution. The preliminary designs are being used in the vessel approval process.
University of Strathclyde facilitated several HAZID workshops to identify safety matters related to the design of the new systems. A functional-based model of the baseline design was developed and approved by the relevant partners. In addition, the system's operability was assessed, and the baseline functional model was used to examine the behaviour of the system and the system failure propagation when subjected to various critical hazards.
Modification and expansion of the center in Norway was completed, and the installation of ammonia gas pipes and the ammonia fuel storage tank started.
A project website and a LinkedIn page were set up. The latter attracted over 750 followers in the first eighteen project months.
During the second reporting period, the selected design concepts for the Fuel Supply System were developed to a detailed level, and studies addressing ammonia distribution to support large-scale shipping have continued.
Green Ammonia infrastructure for Shipping was further analysed. Yara, together with Maritime Cleantech, published a report examining how the use of ammonia can be scaled up in the marine sector. Yara continued developing the certification system for Green Ammonia.
The development of the ship bunkering system and ammonia fuel gas system designs have matured from conceptual to detailed level. Layouts for the systems onboard were established. The feasibility of an underwater emergency ammonia vent has been studied through CFD simulations..
The Safety analysis has contributed to developing the ammonia bunkering and fuel gas system by evaluating various configurations and concepts. High-level HAZIDs, FMECA and FBD analyses were conducted and provided input to concept selection. Various leak scenarios in the bunkering system were examined and the effect of leak size, substrate, humidity, and height on ammonia dispersion was investigated.
Work on the FC model and testing of FC stacks on NH3 has continued. Combustion catalysts were further investigated by IMM regarding long-term stability. Results showed an initial aging of the fresh catalysts at an operation temperature of 800 °C. Concerning the off-gas burner, a design of the air heater, mixer, and reactor was proposed. This proposal is the starting point for a detailed discussion with ALMA on specifications and potential operating states.
Strathclyde developed a risk assessment and safety analysis of the developed FC. The risk assessment involved the semi-quantitative risk assessment of the fuel cell, via the identification and ranking, via expert input, of possible faults and relevant consequences for the developed fuel cell.
Alma has done a redesign of the fuel cell power module based on the change the of fuel cell stack supplier. This also includes fluidic and thermal analysis. Redesign implemented on a system level including updated container layout including Balance of Plant components.
The approval process of the vessel has been initiated and is well underway. The FC system is considered a "black box" in the approval process, meaning that design changes inside the FC container don't impact the vessel approval.
The design of the electrical system, including electrical and battery containers is ready, and the safety system design specification document is almost finalized.
The redesign, building, and commissioning of the onshore test center is completed, and ready to test the SOFC system.
For replicator vessels the focus has been on data collection, design iterations, and retrofitting options. A high-volume bunkering system and a Replicator Safety Assessment were initiated.
For bulk carrier replicators, various retrofitting options were explored, including elongating the ship and adding ammonia tanks. A final design was proposed, featuring an ammonia storage capacity of approximately 4,000m3, a space for SOFCs, an ammonia storage tank, batteries, and EMS placement.
Study and testing of afterburner designs showed a trade-off between the formation of N2O and NOX. Lower operational temperatures efficiently reduce NOX formation, whilst higher temperatures are required to eliminate the N2O formation. The NOX formation in the lab tests are significantly lower than TIER III requirements for a diesel engine of similar size. Further reduction of NOX emission can be achieved by further advancements in catalyst development or by cleaning of the afterburner exhaust gas.
Preliminary designs for the power electronics have been produced. In parallel we have been working on the designs of the ammonia fuel system including storage tank, gas treatment, and bunkering solution. The preliminary designs are being used in the vessel approval process.
University of Strathclyde facilitated several HAZID workshops to identify safety matters related to the design of the new systems. A functional-based model of the baseline design was developed and approved by the relevant partners. In addition, the system's operability was assessed, and the baseline functional model was used to examine the behaviour of the system and the system failure propagation when subjected to various critical hazards.
Modification and expansion of the center in Norway was completed, and the installation of ammonia gas pipes and the ammonia fuel storage tank started.
A project website and a LinkedIn page were set up. The latter attracted over 750 followers in the first eighteen project months.
During the second reporting period, the selected design concepts for the Fuel Supply System were developed to a detailed level, and studies addressing ammonia distribution to support large-scale shipping have continued.
Green Ammonia infrastructure for Shipping was further analysed. Yara, together with Maritime Cleantech, published a report examining how the use of ammonia can be scaled up in the marine sector. Yara continued developing the certification system for Green Ammonia.
The development of the ship bunkering system and ammonia fuel gas system designs have matured from conceptual to detailed level. Layouts for the systems onboard were established. The feasibility of an underwater emergency ammonia vent has been studied through CFD simulations..
The Safety analysis has contributed to developing the ammonia bunkering and fuel gas system by evaluating various configurations and concepts. High-level HAZIDs, FMECA and FBD analyses were conducted and provided input to concept selection. Various leak scenarios in the bunkering system were examined and the effect of leak size, substrate, humidity, and height on ammonia dispersion was investigated.
Work on the FC model and testing of FC stacks on NH3 has continued. Combustion catalysts were further investigated by IMM regarding long-term stability. Results showed an initial aging of the fresh catalysts at an operation temperature of 800 °C. Concerning the off-gas burner, a design of the air heater, mixer, and reactor was proposed. This proposal is the starting point for a detailed discussion with ALMA on specifications and potential operating states.
Strathclyde developed a risk assessment and safety analysis of the developed FC. The risk assessment involved the semi-quantitative risk assessment of the fuel cell, via the identification and ranking, via expert input, of possible faults and relevant consequences for the developed fuel cell.
Alma has done a redesign of the fuel cell power module based on the change the of fuel cell stack supplier. This also includes fluidic and thermal analysis. Redesign implemented on a system level including updated container layout including Balance of Plant components.
The approval process of the vessel has been initiated and is well underway. The FC system is considered a "black box" in the approval process, meaning that design changes inside the FC container don't impact the vessel approval.
The design of the electrical system, including electrical and battery containers is ready, and the safety system design specification document is almost finalized.
The redesign, building, and commissioning of the onshore test center is completed, and ready to test the SOFC system.
For replicator vessels the focus has been on data collection, design iterations, and retrofitting options. A high-volume bunkering system and a Replicator Safety Assessment were initiated.
For bulk carrier replicators, various retrofitting options were explored, including elongating the ship and adding ammonia tanks. A final design was proposed, featuring an ammonia storage capacity of approximately 4,000m3, a space for SOFCs, an ammonia storage tank, batteries, and EMS placement.
During the project's first 36 months, we have been pushing the boundaries of state-of-the-art technology. So far we have achieved the following:
- A signed agreement guaranteeing delivery of ammonia fuel for the pilot test
- Designing, building, and commissioning a full-scale onshore test center for alternative fuels including ammonia
- Design of an onboard tank and Fuel Gas System for the demonstration vessel
- Initial design of afterburner
Through the delivery of the ShipFC project, we expect to validate high-power ammonia-fueled fuel cells as a solution for zero-emission shipping.
- A signed agreement guaranteeing delivery of ammonia fuel for the pilot test
- Designing, building, and commissioning a full-scale onshore test center for alternative fuels including ammonia
- Design of an onboard tank and Fuel Gas System for the demonstration vessel
- Initial design of afterburner
Through the delivery of the ShipFC project, we expect to validate high-power ammonia-fueled fuel cells as a solution for zero-emission shipping.