Periodic Reporting for period 3 - ShipFC (Piloting Multi MW Ammonia Ship Fuel Cells)
Berichtszeitraum: 2023-01-01 bis 2024-06-30
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”.
The project started with 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. Project partner Alma has during the third reporting period commissioned and started testing of a 100Kw ammonia powered SOFC unit. This is an important predecessor for the further scale up required in the ShipFC project.
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.
The project has been working on the designs of the ammonia fuel system including storage tank, gas treatment, and onboard bunkering solution. In June 2024 we recieved NMAs approval of the preliminary designs developed. The FC system is considered a "black box" in the preliminary approval process meaning that the FC system will require a seperate approval according to FC regulations.
The University of Strathclyde has 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 behavior of the system and the system failure propagation when subjected to various critical hazards.
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.
Modification and expansion of the test center in Norway have been completed, including the installation of an ammonia fuel tank and gas pipes. The test center in full operation with daily testing of ammonia engine and other power conversion technologies.
A project website and social media channels are used to share information regarding the project and we are attracting a lot of attention including 2k followers on LinkedIn.
During the third reporting period, studies addressing ammonia distribution to support large-scale shipping have been completed. The study describes different certification methods for green ammonia and it shows how the global ammonia trade can be used to enable the implementation of ammonia as a shipping fuel.
Work on the FC model and testing of FC stacks on NH3 has continued throughout the project. 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 design of the electrical system, including electrical and battery containers is ready, and the safety system design specification document is almost finalized.
For replicator vessels several design iterations have been completed. For the container vessel replicator, it has been decided to propose a new vessel design rather than a retrofit solution. The Bulk carrier vessel requires a different design methodology than the container vessel due to the requirement for large ammonia tanks. To enable a replicator design for the bulk carrier it has been proposed to reduce the cargo capacity to accommondate for more fuel. This will in turn potentially have an impact on the freight rates. Designs for the construction vessel are being developed.
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.
The project has been working on the designs of the ammonia fuel system including storage tank, gas treatment, and onboard bunkering solution. In June 2024 we recieved NMAs approval of the preliminary designs developed. The FC system is considered a "black box" in the preliminary approval process meaning that the FC system will require a seperate approval according to FC regulations.
The University of Strathclyde has 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 behavior of the system and the system failure propagation when subjected to various critical hazards.
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.
Modification and expansion of the test center in Norway have been completed, including the installation of an ammonia fuel tank and gas pipes. The test center in full operation with daily testing of ammonia engine and other power conversion technologies.
A project website and social media channels are used to share information regarding the project and we are attracting a lot of attention including 2k followers on LinkedIn.
During the third reporting period, studies addressing ammonia distribution to support large-scale shipping have been completed. The study describes different certification methods for green ammonia and it shows how the global ammonia trade can be used to enable the implementation of ammonia as a shipping fuel.
Work on the FC model and testing of FC stacks on NH3 has continued throughout the project. 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 design of the electrical system, including electrical and battery containers is ready, and the safety system design specification document is almost finalized.
For replicator vessels several design iterations have been completed. For the container vessel replicator, it has been decided to propose a new vessel design rather than a retrofit solution. The Bulk carrier vessel requires a different design methodology than the container vessel due to the requirement for large ammonia tanks. To enable a replicator design for the bulk carrier it has been proposed to reduce the cargo capacity to accommondate for more fuel. This will in turn potentially have an impact on the freight rates. Designs for the construction vessel are being developed.
During the project's first 54 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
- NMA approal of the preliminary design for ammonia fuel cell power and ammonia fuel system
- 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
- NMA approal of the preliminary design for ammonia fuel cell power and ammonia fuel system
- 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.