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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

Conference Paper · January 2010

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Krčum M., Gudelj A., Žižić L.
MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

Krčum Maja
Gudelj Anita
Žižić Leo
University of Split
Faculty of Maritime Studies
Zrinsko-Frankopanska 38, 21000 – Split, Croatia
mkrcum@pfst.hr, anita@pfst.hr,leo.zizic@pfst.hr

ABSTRACT

The majority of ships running in the world’s oceans and waterways today are powered
by diesel engines. Oil is a limited resource, the use of which is not environmentally friendly.
Fuel prices fluctuate daily with a general upward trend in the past few years. The accidental
leakage and dumping of oils overboard has caused terrible effects on marine environments
worldwide. On top of this, increasing amounts of fossil fuel combustion have been linked to
devastating global environmental effects through emissions of green house gases.
A fuel cell utilizes basic electrolytic properties of oxygen and hydrogen molecules to
produce electricity. The transfer of electrons between the molecules can be used to supply
direct current power. The supplied electrical power will be continuous as long as both oxygen
and hydrogen flows are maintained and constant. The only waste by-product produced by this
ideal system is pure water. Unlike batteries that also use this fundamental principle, this cell
will not degenerate over time. This hypothetically provides a permanent electrical power
supply needing minimal support, and requiring only the provision of a fuel and oxygen
supply.
Fuel cell power systems have attracted attention because of their potential for high
efficiency, low emissions, flexible use of fuels and quietness. Application of fuel cell
technology to the transportation field in general and marine transportation field in general and
to the marine transportation are particular is still in the early exploratory stage. A unique
problem related to transportation applications is the need for quick start up and rapid large
power variations during operations.
Despite potential benefits the marine market is not in itself large enough to drive fuel
cell technology developments. Hence, it cannot be expected that fuel cells will penetrate
marine markets before they become firmly established in the commercial utility sector. In
addition, cost advantages to onsite shore users due to large –scale production may not accrue
to the marine industry.
This paper will analyze the experience in the application of fuel cells in marine

Keywords: fuel cell, ship power system, energy efficiency

1 INTRODUCTION

Fuel Cells operate on the same principle as batteries. Whereas batteries consume their
reactants and must be recharged, fuel cells operate so long as there is fuel. They use the
hydrogen and oxygen to create electricity, heat, and water vapour. A fuel cell "stack" requires
fuel, oxidant and coolant in order to operate. The gases must be humidified, and the coolant

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

temperature must be controlled. To achieve this, the fuel cell stack must be surrounded by a
fuel system, fuel delivery system, air system, stack cooling system, and humidification
system.

a) b)
Figure 1: Electrode reactions and charge flow for an acid/alkaline electrolyte fuel cell 1
a) Note that although the negative electrons flow from anode, the ―conventional current‖ flows from
cathode to anode
b) Electrons flow from anode to cathode, but conventional positive current flows from cathode to anode

The trick to making them work is specialized materials called electrolytes in which
ionized atoms are soluble, but electrons are not. Fuel cells are more efficient than traditional
engines because there are no losses to mechanics. The chemical reaction converts directly to
energy:
 Traditional generator: Reaction » mechanical motion » electricity;
 Fuel Cell: Reaction » electricity.

The typical fuel cell involves the flow of hydrogen and air on either side of the
specialized material. With the help of a catalyst, the hydrogen is ionized and migrates through
the material to combine with the oxygen. The electrons that the hydrogen gives up are
collected in an external circuit --and electricity is made.
At anode, electrons are released: 2H24H++4e-
At cathode, electrons are absorbed: O2+4e-+4H+H2O
Proton –exchange membrane (PEM ) between electrodes around allows H+ to pass,
forcing the electrons around outside the battery –the load.
The power conditioner receives electrical power from the fuel cell stack and converts it
to match the require output. Fuel cells produce direct current and if the application uses direct
current, as may be the case for some marine application, the current may be used as it comes
from the fuel cell stack after providing for voltage and power monitors and controls, and
power cut off devices. If alternating current is required, an inverter is incorporated into the
power conditioner. In many cases the cost of AC motors and the inverter is less expensive
than the equivalent DC system, and it is therefore likely that the AC conditioner would be
incorporated

Impurities

Air
Fuel FUEL CELL DC INVERTER AND AC
REFORMER SECTION POWER
H2
(fuel processing) CONDITIONER
Power Power
(fuel processing)
output
Steam
Figure 2: Diagram of Major Components of a Fuel Cell

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

There are many different types of fuel cells 2, characterized by the type of the
electrolyte and/or catalyst used. The electrolyte used determines different operating conditions
required such as heat and pressure. The difference in electrolyte leads to some fuel cells being
more suited to distributed generation applications than the others. While there are many
variants, there are five different types of fuel cells considered as potential for DG
applications. Polymer electrolyte membrane (PEM), alkaline (AFC), and phosphoric acid fuel
cell (PAFC) technologies are considered low temperature fuel cells and operate at about 80
o
C. While low temperature fuel cells are suitable in some applications where heat is
undesirable, there is no option for co-generation. Co-generation requires high-grade heat that
molten carbonate (MCFC) and solid oxide fuel cell (SOFC). These different types of fuel
cells operate at a different temperature; each has different advantages and limitations (table 1.
and table 2.). There are other types of fuel cells that are relatively newer to the family of fuel
cells. The Direct Methanol Fuel Cell (DMFC) is very similar to the PEMFC, but it is able to
directly utilize liquid methanol at the anode. There is also a Regenerative Fuel Cell, which
contains a membrane that can both electrolyze water into hydrogen and oxygen and, with the
flick of a switch, recombine the two elements, producing electricity and water. In a Metal Air
Fuel Cell, zinc pellets and an alkaline electrolyte are circulated through the fuel cell stack and
are combined with oxygen from air to create electricity, heat and zinc oxide (in a solution of
potassium zincate). The zincate can be regenerated in a separate process into fresh zinc
pellets.

Table 1: Type of Fuel Cell

TYPE OF PEMFC AFC PAFC MCFC SOFC DMFC
FUEL CELL (Proton Excange (Alkaline Fuel (Phosphoric (Molten (Solid Oxide (Direct Methanol
membrane Fuel Cell) acid fuel Carbonate Fuel Fuel Cell) Fuel Cell)
Cell) cells) Cell)
ELECTROLYTE Polymer KOH H3PO4 (LiK)2CO3 nonporous Polymer
membrane metal oxide membrane
ZrO2
CHARGE H+ OH- H+ CO32- O2- H+
CARRIER
ANODE Pt/C Pt/C Pt/C Ni+10 wt%Cr Ni+(Zr,Y)O2 Pt-Ru/C
CATHODE Pt/C C C NiO (La,Sr)MnO3, Pt/C
LaCoO3
OPERATION 30-100 200 150-200 600-700 600-1000 20-80
TEMPERATURE
(0C)
SYSTEM OUTPUT 1-200 kW 10-100 kW 200 kW 500 kW 100 kW 0,1-10 W
USABLE FUELS H2; Pure hydrogen natural gas; natural gas; natural gas; Methanol
natural gas; methanol hydrogen; Coal
methanol naphtha carbon methanol
monoxide petroleum

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

Table 2: Advantages and application of Fuel Cell

TYPE OF PEMFC AFC PAFC MCFC SOFC DMFC
FUEL CELL (Proton Exchange (Alkaline Fuel (Phosphoric (Molten (Solid Oxide (Direct Methanol
membrane Fuel Cell) acid fuel cells) Carbonate Fuel Cell) Fuel Cell)
Cell) Fuel Cell)
ADVANTAGES  Long lifetime  Quick start-up  High efficiency  High  High  Easy to replenish
 Quick start-up  High  Can use impure efficiency stability  Small size/weight
 High power performance hydrogen as  Impure  Can use a  High power density
density fuel hydrogen as variety of
fuel catalysts
 Suitable for
CHP
DISADVANT-  Sensitive to fuel  Require pure  Low current  Slow start-up  Slow start-up  Crossover
AGES impurities  Hydrogen and and power  High  High  Requires expensive
 Requires oxygen  Large temperature temperature catalysts
expensive size/weight enhances enhances
catalysts breakdown breakdown
of cell of cell
components components
APLICATION  Transportation  Military and transportation  Electric  Electric  D productions and
 Small stationary space utility utility  Consumer
and portable  large  Large electronics
power distribution distributed
generation generation

Fuel cell technology is one of the most promising of the new electric power
technologies currently undergoing development. The electric utility industry hopes to be able
to use fuel cells for peak-shaving, load-following, and, eventually, base load power plants.
The gas industry, on the other hand, would like to employ fuel cells to generate onsite
electricity and heat for residential, commercial, and small industrial applications. It was
found that fuel cells may offer some advantages for marine uses, including applications that
require quiet operation, applications where the gas applications where throttle settings are
constantly changed, and for small submarines.
However, the marine market is not in itself large enough to drive fuel cell technology
developments. Fuel cells are not expected to penetrate marine markets until they become
firmly established in the commercial utility sector.

2 WHY FUEL CELLS FOR MARINE APPLICATION?

The energy policy of the European Commission advocates securing energy supply while
at the same time reducing emissions that are associated with climate change. This calls for
immediate actions to promote greenhouse gas emissions-free energy sources such as
renewable energy sources, alternative fuels for transport and to increase energy efficiency.
Fuel Cells are seen by many as key solutions for 21st century, enabling clean efficient product
of power and heat from range of primary energy sources. Generation of electricity by fuel
cells promises numerous benefits. General advantage of fuel cells include: high efficiency;
low emission; quiet; ease of sitting; opportunities for congeration; modularity; short
construction lead time; flexible fuel usage; efficient part load application, easy to operate and
maintain. Assuming fuel cells function as desired, there would still be several positional
drawbacks to their widespread use. These include: capital cost; reduction of carbon dioxide;
possible material vulnerability; some public exposure to fuels; fuel supply; fuel cell life.
As with land-based applications, economic factors drive the search for improved
commercial marine power generation. These factors include capital and operating costs of
propulsion and auxiliary power systems, cost and availability of fuel, and power plant
efficiency and reliability. Each of these factors has a strong influence on the design of ships
and other equipment and power plants. Fuel cells have been considered as one of several
alternative propulsion systems for the ships of the future.

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

There are some barriers relating to the commercialization of fuel cells for transportation
and the most bear directly on cost and include:
 high cost of platinum and other catalysts;
 thermal control problems;
 difficult fuel processing requirements;
 system complexity;
 start-up time, especially in PAFCs;
 high reformer cost, especially in small systems;
 low volumetric power density;
 carbon monoxide intolerance of electrodes;
 high cost of membranes (for solid polymer electrolyte fuel cells);
 low efficiency of the oxygen electrode;
 deterioration of the cost/performance ration small systems; and need to replace cells
periodically.

Fuel cells must be competitively priced, reliable, and durable if they are to be accepted
by the maritime industry. They will be competing with other types of power plants, especially
with well-established diesel-electric plants, for a share of the marine market. Current low-
speed diesels operating on residual fuel are very nearly as efficient as present PAFC power
plants, and the efficiency of the conventional power plants of the future is expected to
improve. The major factor inhibiting fuel cell usage for commercial marine applications is
high cost.
Other important factors to consider in selecting a fuel cell or other unconventional
power plant include compatibility with salty air and water; system and fuel safety; ability to
withstand the shocks, vibrations, and ship motions commonly encountered at sea; ability to
withstand and/or control transient thermal shocks due to rapid changes in load; training and
manning requirements; and constraints on weight and volume of the power plant, auxiliary
systems, and fuel. The questions of fuel storage and possible additional en route refuelling
time, as well as other elements related to fuelling along the transportation route, have not been
considered in most studies. The volume of fuel required to travel between two points may be
much greater for certain types of fuel (e.g., methanol). This may either place additional space
and therefore size requirements on the vessel or necessitate additional refuelling stops.
One of the most logical potential applications for fuel cells is for propulsion and/or
auxiliary power for ships that require or could benefit from quiet operations. Fuel cells
appear to offer a distinct advantage over other power plants for this purpose. Moreover, cost
considerations are not as severe a constraint if quiet operation significantly improves the
ability to accomplish the vessel’s mission. This is particularly true for the Navy’s Anti-
Submarine Warfare vessels, where the mission requirement, and not cost, is the main factor
controlling selection of the power plant. It may also be true, but perhaps to a lesser degree, for
commercial seismic vessels and for oceanographic acoustic research ships, both of which
would be able to collect better quality data if then powerplant made less noise. In addition to
propulsion, the fuel cell system could be used for the auxiliary power and hotel load
requirements on such vessels.

3 CRITERIA FOR SELECTION OF FUL CELL SYSTEM

The following criteria for the selection of a fuel cell (FC) system are listed below:
 Safety - The current stringent regulations for all marine systems should not by any
means be compromised. The safety should be ensured through regulations and

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

products that are subject to approval from authorities. The inherent level of safety for
each FC-type should be considered.
 System efficiency - Reduction in emissions is the. System efficiency is the key to
reduced emission and pollution. Efficient fuel utilization is linked to the
environmental effect, especially through CO2-emissions. It should also be
remembered that fuel cells eliminate the NOx emissions.
 System costs - The cost of the system is crucial for the realisation of a demonstration
project. The total operation cost including operation (fuel) and maintenance (labour
and spare-parts) should be considered. In cases where there is a trend towards
substantial system cost reductions this should be taken into account upon FC-type
selection. High complexity of the system will increase the installation costs and also
influence the maintenance cost of the system. In addition, increased fuel utilisation
will reduce operation cost.
 Future technology improvement potential - Future technological breakthroughs
are hard to predict. Still these are important for a correct choice of FC system. Due to
the characteristic features of the respective fuel cell types, they have different
potentials for improvements with respect to e.g., cost reduction, efficiency
improvements etc. Each technology’s potential for improvements should therefore be
identified and considered.
 Start up / transient response - A short start up time is favourable. The transient
response time upon load changes for a power system is closely linked to operation
safety of the whole ship. Delays in response may be problematic in critical situations.
An adequate system should therefore be able to react without delays that compromise
safety or reduces the comfort.
 Power supply reliability - The reliability of a FC-system may be revealed through
extensive testing or through warranties from the suppliers. Reliability is closely
linked to safety, and safety requirements might dictate a certain degree of reliability.
 Power density - High Power density may be the key to reduced FC stack cost
because it reduces the amount of materials needed.
 Technology availability - Different FC types have reached different levels of
development. The availability (and delivery time) of FC stacks and auxiliary
components needed to assemble a system may dictate the selection of a FC
technology that in the long term perspective may be inferior to others.

As indicated many of the criteria listed above are highly interrelated. It is considered
inadequate and unfeasible to give each criterion a certain weight and based on that; provide a
total score for each technology and supplier. Therefore, it is important to hold each FC type
and supplier against each criterion, and make an overall evaluation as to which types are
viable and which suppliers are found capable of delivery.

4 POTENTIONAL APPLICATIONS OF FUEL CELL

The marine industry may have a wide variety of applications for fuel cells of various
power outputs. To date, however, virtually all of the fuel cell development efforts undertaken
by manufacturers and funded by government agencies and industry have been associated with
advancing the state-of-the-art of fuel cell technology for land based gas and electrical utility
applications. Some of the possible marine uses for fuel cells may be broadly placed in these
categories 3 , 4:
1. Applications in which quiet operation is useful or desired:

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

 research ship propulsion and auxiliary power,

 seismic vessel propulsion and auxiliary power and
 anti-submarine warfare vessel propulsion and auxiliary power.
Scientific research vessels often by their very nature travel to areas of the globe
which are environmentally sensitive. For this reason alone, interest is high in
applying fuel cell technology to these ships, to reduce, or ameliorate, their eco-
footprint.
2. Applications in which power settings are constantly changing.
 tow boat propulsion,
 Coast Guard cutter propulsion,
 ferry propulsion and
 supply vessels for the offshore oil gas industry.
Some vessels are constantly changing speed and/or varying load requirements. -
Push= tow boats are a prime example. This type of application may deserve a close
look given the capability of fuel cells to maintain their efficiency over a broad range
(30 to 100 percent) of power fraction. This capability translates into significant
operational savings—in some instances—over diesel power plants, which lose
efficiency unless operated at full power. However, as noted above, sudden large
changes in power loads may have negative consequences for marine fuel cell
operation.
3. Submarines and submersibles:
 submersible propulsion (military or commercial),
 submarine tanker propulsion and
 remote underwater vehicles.
A major constraint faced by submerged vessels, whether submarines or submersibles,
is endurance. Fuel cells have been considered for submerged operations because they
enable undersea vessels to remain submerged for a greater length of time than the
batteries that typically propel small submersibles.
4. Commercial transport ship propulsion:
 tankers,
 bulk carries,
 containership and
 cruise ships.
The competition with alternative systems is likely to be even stiffer for that type of
transport ship. This is because these ships operate at constant speeds and currently
use high efficiency, low-rpm diesel engines. Use of fuel cells will be limited by
industry reluctance to change from a propulsion system that is reliable and efficient.
In general, commercial applications for fuel cells, unlike military applications, must
prove cost effective. Unless there are clear and significant economic advantages for
fuel cells, they are unlikely to be used.
5. Naval ship propulsion power
Cost is not necessarily the major concern in building naval surface ships. Fuel cells
will be used if they prove to be the best technology for a particular application. The
Navy has not yet determined that there are any missions for which fuel cells are
uniquely suited, although some analytical work has been done. Limited availability of
fuel cell fuel and the low power density are the biggest constraints in developing fuel
cells for naval ships. As presented above, it is no easy task for a fleet to switch to a
new fuel.
6. Commercial and naval ship auxiliary power.

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

Auxiliary power units provide electricity to all systems aboard a ship except main
propulsion. These systems include hotel services (lighting, plumbing, and pumps for
water); bilge and ballast pumps; fuel transfer systems; cargo-handling systems;
navigation systems; etc. Fuel cells could provide electricity for these auxiliary
systems. Less capital investment, and hence, less risk would be required than would
be the case for investment in main propulsion systems. Hence, the outlook for near-
term testing of fuel cells for auxiliary purposes may be better than the outlook for the
use of fuel cells as main propulsion units. However, there are some potential
drawbacks to be considered. One would not want to have one fuel for the main
power units and another fuel for auxiliary power units. Generally, the simpler the
fuel logistic system, the better.
7. Other applications:
 offshore platform auxiliary power,
 power for remote navigation, radar or oceanographic acquisition an
transmission system and
 power of refrigerated containers.
Several other potential marine applications have been considered. Fuel cells could be
used as a power source on offshore oil platforms. Commercial diesel engines and gas
turbines provide power at present. Fuel cells could also be used to power remote
navigation, radar, or oceanographic data acquisition and transmission systems. As
with other marine uses, the long-term reliability of fuel cells used for these purposes
has never been tested. Another possibility is to use fuel cells as an auxiliary power
source for refrigerated containers. Such containers are transferred from shore to ship
and must be kept refrigerated at all times.

The first civil marine applications are estimated to be private yachts where silent and
emission-free power generation is needed during slow manoeuvres and in harbour operation.
This niche market is also capable of bearing the higher investment cost.
A more commercial application is expected to be founded in small passenger and cargo
vessels that operate in coastal areas where a low emission level is important and where the
availability of high-quality fuel can be assured.
Fuel cell will also be used as auxiliary power units to supply power for cruise vessels
especially during harbour operation. The use of fuel cells would be motivated both by low
emissions and by the owner's improved public image through environmental friendly power
generation.
These niche markets are estimated to be the first commercial applications. Development
of fuel cells will take some time before it is often used as a propulsion unit for larger
commercial vessels, where the demand forces tens of megawatts.

5 CONCLUSION

Fuel cells will be used in a wide range of products, ranging from very small fuel cells in
portable devices such as mobile phones and laptops, through mobile applications like cars,
delivery vehicles, buses and ships, to heat and power generators in stationary applications in
the domestic and industrial sector. Future energy systems will also include improved
conventional energy converters running on hydrogen (e.g. internal combustion engines,
Stirling engines, and turbines) as well as other energy carriers (e.g. direct heat and electricity
from renewable energy, and bio-fuels for transport).

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MARINE APPLICATIONS FOR FUEL CELL TECHNOLOGY

However, fuels cells are not yet fully commercial. Considerable investment is still
needed in research, development and manufacturing to reduce current high costs and improve
functional performance and long-term reliability.
Many parameters must be considered when designing a fuel cell. Some of the most
basic design considerations include power required, size, weight, volume, cost, transient
response, and operating conditions. From these initial requirements, the more detailed design
requirements such as the number of cells, material,and component selection, flow field design
etc., can be chosen. That is the reason why usually use model. Fuel cell modeling is helpful
for fuel cell developers because it can lead to fuel cell design improvements, as well as
cheaper, better, and more effi cient fuel cells. The model must be robust and accurate and be
able to provide solutions to fuel cell problems quickly. A good model 5 should predict fuel
cell performance under a wide range of fuel cell operating conditions. Even a modest fuel cell
model will have large predictive power. A few important parameters to include in a fuel cell
model are the cell, fuel and oxidant temperatures, the fuel or oxidant pressures, the cell
potential, and the weight fraction of each reactant.

ACKNOWLEDGMENT

The results in the paper have been derived from the scientific research project ―New
Technologies in Diagnosis and Control of Marine Propulsion Systems―, No. 250-2502209-
2364, supported by the Ministry of Science, Education and Sports of the Republic of Croatia.

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http://www.dti.gov.uk/energy/renewables/publications

4. FCSHIP, Life Cycle Analysis result of Fuel C ell Ship. Avaiable at:
http://www.hyweb.de/Wissen/

5. C. Spiegel, PEM Fuel Cell Modeling and Simulation Using MATLAB®

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