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Study on the Use of Fuel Cells in Shipping DNV GL 1 Study on the use of fuel cells in shipping DNV GL 1 MARITIME STUDY ON THE USE OF FUEL CELLS IN SHIPPING EMSA European Maritime Safety Agency Tomas Tronstad Hanne Høgmoen Åstrand Gerd Petra Haugom Lars Langfeldt SAFER, SMARTER, GREENER Version 0.1 2 DNV GL Study on the use of fuel cells in shipping CONTENTS EXECUTIVE SUMMARY 04 A: FUEL CELLS IN SHIPPING B: STANDARDS/REGULATIONS/GUIDELINES FOR FUEL CELL INSTALLATION IN SHIPPING INTRODUCTION 09 INTRODUCTION 49 1. FUEL CELL PROJECTS IN SHIPPING 12 1. STANDARDS/REGULATIONS AND GUIDELINES APPLICABLE FOR FUEL CELLS 53 2. PROJECT DESCRIPTIONS OF SELECTED European Framework 53 PROJECTS 14 International Rules –IMO 54 FellowSHIP 14 Classification Rules applicable for Fuel Cell FCShip 17 installations 59 METHAPU 18 Standards for Fuel Cell applications 61 Nemo H2 19 Fuel specific Standards and Regulations 63 SF-BREEZE 20 Pa-X-ell 20 2. BUNKERING 68 US SSFC 22 Bunkering of Liquid Fuels 69 Felicitas 24 Bunkering of Gaseous Fuels 72 MC-WAP 26 ZemShips 27 3. REGULATORY GAPS 73 SchIBZ 30 Introduction 73 RiverCell 31 Summary of Identified Gaps 74 Project partners details for the selected projects 32 IGF Code – Main Gaps 75 Bunkering 76 3. FUEL CELL TECHNOLOGIES 34 On-board Storage 78 Alkaline fuel cell (AFC) 34 Fuel Cell System 79 Proton Exchange Membrane fuel cell (PEMFC) 36 Different Life Phases of a Ship (Legal, High Temperature PEM 37 Harmonization) 81 Direct methanol fuel cell (DMFC) 38 Safety issues for Fuel for Fuel Cells 82 Phosphoric acid fuel cell (PAFC) 39 Molten carbonate fuel cell (MCFC) 40 Solid oxide fuel cell (SOFC) 41 System efficiencies of fuel cells 42 4. PROMISING FUEL CELL TECHNOLOGIES FOR MARINE USE 43 Summary of fuel cell technologies 44 The 3 most promising fuel cell technologies 45 Study on the use of fuel cells in shipping DNV GL 3 C: SAFETY ASSESSMENT OF GENERIC FUEL CELL APPLICATIONS ON RO-PAX VESSELS AND GAS CARRIERS INTRODUCTION 86 Objective 86 Generic Fuel Cell Application 86 Limitations 88 1. METHODOLOGY APPLIED 89 Formal Safety Assessment 89 Failure Mode and Effect Analysis (FMEA) 89 Workshops 90 Risk Reducing Philosophy and Alarp Principle 91 2. ASSESSMENT FINDINGS 92 Findings separated by FC Types 93 Most critical FC related Findings 95 Most critical Vessel specific Findings 98 Other Vessel specific Findings 98 3. RECOMMENDATIONS 99 APPENDIX 100 Assessment Team 100 System structure for the risk assessment 101 Rating scales 102 ABBREVIATIONS 103 REFERENCES 104 FOOTNOTES 105 4 DNV GL Study on the use of fuel cells in shipping EXECUTIVE SUMMARY This study was initiated to provide the European Maritime Safety Agency (EMSA) with a technical assessment on the use of fuel cells in shipping that, being supported by a technology overview and risk-based analysis, will evaluate their potential and constraints as prime movers and energy sources in shipping. The study is essentially divided into three main blocks: A) Technology B) Regulations C) Safety Chapter A, corresponding to the first block, provides The ranking was weighted for importance, in each a description of the different fuel cell technologies of the parameters above, based on specific criteria and an overview of major maritime fuel cell projects used in the context of the present study. The three to date. Consecutively, Chapter B gives an overview technologies ranked by this exercise to be the most of current applicable standards, regulations and promising for marine use is the solid oxide fuel cell, guidelines for bunkering, on-board storage and the PEMFC and the high temperature PEMFC. Short distribution of fuel as well as use of on-board fuel descriptions of these technologies are given below. cell installations. Finally, Chapter C provides a safety assessment, with the analysis of the safety challenges for maritime fuel cell applications, exemplified by a Proton Exchange Membrane Fuel Cell (PEMFC) RoPax vessel and a Gas Carrier, based on the most promising fuel cell types identified in Chapter A of The PEM fuel cell is a mature technology that has the study, namely the PEM, HT-PEM and SOFC. been successfully used both in marine and other high energy applications. The technology is available for In Chapter A, twelve projects are selected and further a number of applications. The relative maturity of the described. This includes FellowSHIP, FCShip, META- technology also leads to a relatively low cost. The PHU, Nemo H2, FELICITAS, SF-BREEZE, Pa-X-ell, US operation requires pure hydrogen, and the operat- SSFC, MC-WAP, ZemShips, SchIBZ and RiverCell. Seven ing temperature is low. The main safety aspects are different fuel cell technologies have been evaluated; thus related to the use and storage of hydrogen on a the alkaline fuel cell (AFC), the proton exchange vessel. Energy conversion with a PEM fuel cell, from membrane fuel cell (PEMFC), high temperature PEMFC hydrogen to electricity, would essentially result in wa- (HT-PEMFC), direct methanol fuel cell (DMFC), phos- ter as the only emission and low quality heat, with the phoric acid fuel cell (PAFC), molten carbonate fuel cell low temperature providing however high tolerance (MCFC) and the solid oxide fuel cell (SOFC). The choice for cycling operation. The efficiency is moderate, of these seven fuel cell types was essentially based on around 50-60%, and, with the low operating temper- their merits, their potential for commercial application, ature, heat recovery is considered not to be feasible. or a combination of both. The nominated technologies The modules currently have a size of up to 120kW, were ranked against 11 parameters: and the physical size is small, which is positive for applications in transport, remarkably for marine use. Relative cost Power levels (kW) The major drawback of the PEMFC technology is sen- Lifetime sitivity to impurities in the hydrogen as sulphur and Tolerance for cycling CO, a complex water management system (both gas Flexibility towards type of fuel and liquid) and a moderate lifetime. The PEMFC is, in Technological maturity the present study, the technology that has received Physical size the highest score in the ranking. Sensitivity for fuel impurities Emissions Safety aspects Efficiency (Electrical and total including heat recovery if applicable) Study on the use of fuel cells in shipping DNV GL 5 High temperature PEMFC combining SOFC, heat recovery and batteries, as it is planned for in the SchibZ project. This leads to the The HT-PEMFC is a technology that is less mature possibility of a more flexible operation of the system than conventional low temperature PEM, addressing and, with less cycling of the SOFC, the problems however some of the problems with the low temper- associated with short cycle life are reduced. ature of the PEM. The higher temperature reduces the sensitivity towards impurities and simplifies the Following the technology descriptions, Chapter B water management since water is only present in provides an overview of current applicable standards, gaseous phase. The efficiency is the same as for regulations and guidelines applicable to fuel cell traditional PEMFCs, possibly somewhat higher due installation in ships. Aspects of particular relevance to less parasitic losses, and the higher temperature for the present study, apart from the installation and leads to more excess heat that can be used for ship operation of the fuel, included also fuel-specific provi- internal heating purposes. The HT-PEM technology sions in the particular contexts of bunkering, on-board was demonstrated aboard the MS Mariella in Pa-X-ell storage, distribution and use. The fuels covered are project with 3 stacks of 30 kW, and in the project MF natural gas (LNG/CNG), ethyl-methyl alcohols, hydro- Vågen, Norway, including a 12kW HT-PEM for small gen, low flashpoint diesel and bio diesel. port commuter ferry. Maritime applications of fuel cell systems must satisfy The higher operating temperature allows eliminating (a) requirements for on-board energy generation sys- the need for a clean-up reactor after the reformer. tems and (b) fuel-specific requirements regarding the Such reactors lower the system efficiency, are expen- arrangement and design of the fuel handling compo- sive and space demanding and. Owing to the toler- nents, the piping, materials and the storage. In current ance for fuel impurities, simpler, lighter and cheaper regulations, these aspects are handled separately. reformers can be used to produce hydrogen from a broad range of energy-carriers such as LNG, metha- The International Code of Safety for Ships using nol, ethanol or even oil based fuels. The operational Gases or other Low-Flash-Point Fuels, better known temperature of up to 200˚C is assumed moderate as the IGF Code, provides specific requirements for enough so that tolerance for cycling is not significantly ships using such fuels. Having entered into force on 1 weakened. January 2017, the IGF Code is a mandatory instru- ment applicable to all ships using gases and other low flashpoint fuels, built or converted after the entry Solid oxide fuel cell into force of the Code. However, presently, it only contains detail requirements for natural gas (LNG or The SOFC is a highly efficient, moderately sized fuel CNG) as fuel, and only for use in internal combustion cell. The high operating temperatures means that engines, boilers and gas turbines. A phase 2 devel- with heat recovery the total fuel efficiency can reach opment of the IGF Code initiated by IMO and its about 85%, and possibly increasing with further CCC sub-committee is currently allowing the further development. There is some experience with use of development of technical provisions for ethyl/methyl this particular technology in vessels, including the MS alcohols as fuel and fuel cells. Requirements for fuel Forester in the SchIBZ project. With further develop- cells will constitute a new part E of the IGF Code.
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