1. MARINE FUEL CELL TECHNOLOGY
(APPLICATIONS)
PRESENTED BY:
CHARU RATNA

2. OUTLINE
• Concept of Fuel Cell
• Feasibility onboard - LMSR
- MV GLUTRA
• Technical innovations

3. CONCEPT OF FUEL CELL

4. TYPES OF FUEL CELL
FUEL CELL TYPE OPERATING
TEMPERATURE
ELECTRICAL
EFFICIENCY
SYSTEM
OUTPUT
POLYMER
ELECTROLYTE
MEMBRANE
(PEM)
50-100⁰C 53-58% <1KW-250KW
ALKALINE (AFC) 90-100⁰C 60% 10KW-100KW
PHOSPHORIC
ACID (PAFC)
150-200⁰C >40% 50KW-150MW
MOLTEN
CARBONATE
(MCFC)
600-700⁰C 45-47% <1KW-1MW
SOLID OXIDE
(SOFC)
600-1000⁰C 34-43% <1KW-3MW
LOW
TEMPERATURE
HIGH
TEMPERATURE

5. ADVANTAGES
• High efficiency
• Reduction in emissions
• Quiet operation
• Fuel Flexibility
DISADVANTAGES
• Power to weight ratio
• Investment cost
• Lifetime

6. FUEL CELL VS DIESEL

7. POSSIBLE FUELS
DIESEL
• HFO
• MDO
FUEL CELL
• Natural Gas
• Methane
• Naptha
• Hydrogen

8. COMPARATIVE FIGURES
OPTIONS FUEL CELL PLANT MARINE DIESEL
GENERATOR
EFFICIENCY 45-55% >40%
POWER DENSITY
(W/KG) 15 90
COST ANALYSIS
($/KW) 3000 1500

9. LMSR

10. MAJOR LOAD ON LMSR
PROPULSION 2X 24 MW UNDERWAY
(AT ALL TIMES)
BOW THRUSTER 2X 1 MW UNDERWAY/ IN
HARBOUR
CARGO HANDLING 5.2 MW AT PORT
AIR CONDITIONING 1.2 MW AT ALL TIMES

11. SOFC-GT HYBRID CYCLE

12. COMPARISON
Hybrid SOFC-GT
(proposed)
Diesel Mechanical
(existing)
Power Level(MW) 4X5 + 4=24 12X2=24
Efficiency 60 45
Volumetric Power
Density(W/L)
45 44
Gravimetric Power
Density(W/KG)
79 59
Specific Air Flow(KG/MW) 6.9 7.1

13. COMBINED POWER AND STEAM
GENERATION
SUMMER CONDITION WINTER CONDITION
UNDERWAY IN PORT ANCHOR UNDERWAY IN PORT ANCHOR
DIESEL
(Kg/hr)
3355 2252 3877 5382 4776 5876
FUEL CELL
(Kg/hr)
2946 1470 2946 4581 3073 4423

14. STEAM AND BOTTOMING PLANT

15. IPS POWER PLANT
• C-Compressor
T-Turbine
G-Generator
M-Motor
S-Steam Plant
PC-Power
Convertor
SB-Switch
Board

16. FUEL CONSUMPTION
(ORIGNAL V/S PROPOSED)
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
16 20 24
FUELCONSUMPTION(Kg/hr)
SPEED(Knots)
Fuel
cell
diesel

17. APPLICATION OF FUEL CELL ON
MERCHANT VESSELS

18. “GLUTRA”
•DIESEL POWERED, NATURAL GAS FUELLED FERRY.
•CAPACITY OF 100 CARS.
•MAIN ENGINES ABOVE MAIN DECK.

19. SYSTEM INSTALLATION
FUEL CELL ADDITIONAL
FUEL STORAGE EXISTING
FUEL TRANSFER EXISTING
FUEL PROCESSING ADDITIONAL
REFUELING EXISTING
ELECTRICAL STORAGE EXISTING
MAIN CONSIDERATIONS – FUEL CELL

20. CRITERIA FOR SELECTION
1.SAFETY
2.EFFICIENCY
3.COST
4.IMPROVEMENT POTENTIAL
5.STARTUP AND RESPONSE TIME
6.POWER SUPPLY RELIABILITY
7.POWER DENSITY
8.TECHNOLOGICAL AVAILABILITY

21. TYPES SUITABLE FOR MARINE USE
1. POLYMER EXCHANGE MEMBRANE FC
2. PHOSPHORIC ACID FUEL CELL
3. SOLID OXIDE FUEL CELL

22. GENERAL REQUIREMENTS OF FC SYSTEM
•INDEPENDENT OF EXISTING SYSTEMS.
• POWER OUTPUT TO MATCH NEEDS.
• BACKUP.
•WITHSTAND ALL WEATHERS.
•NOT IN PARALLEL WITH GENERATOR.
•SELF-SUFFICIENT.
•LIFE OF FUEL CELL CONSIDERED.

23. SYSTEM REQUIREMENTS FOR “GLUTRA”
•SIZE: 20Ft CONTAINER.
•INSTALLED ABOVE MAIN DECK.
•FUEL: NATURAL GAS.
•NOMINAL POWER: 50-100kW
•NORMAL POWER RANGE: 25-70kW.
•ELECTRICAL POWER: 230V AC, 50Hz.

24. INSTALLATION ON “GLUTRA”.
PEMFC INSTALLATION ON “GLUTRA”

25. CONCLUSION
• SOFC & MCFC MOST LIKELY OPTIONS.
• PEMFC ALSO COMPETING.
• MAJOR ADVANTAGE: REDUCTION IN EMISSION.
• A HYBRID GAS TURBINE/FC CYCLE.
• BOILERS TO HYBRID FC/STEAM BOTTOMING
CYCLE.
• IPS REDUCES TOTAL INSTALLED POWER USING FC.
• FUTURE INNOVATIONS TO INCREASE η.

26. THANK YOU
QUESTIONS?