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Sustainability 2021, 13, 1213 23 of 34 5.2. Marine PEMFC Power Systems The early applications of PEMFC power systems in the maritime sector include: A 12- m-long yacht with a maximum cruising range of 225 km at a speed of 8 knots, which utilized 6 kg of hydrogen stored in three storage tanks at a pressure of 300 bar, and was powered by four 1.2 kW PEMFC modules combined with nine lead-gel batteries, generating a total power output of up to 20 kW [93]; a canal boat using the hydrogen stored in a five- cylinder metal hydride storage system, powered by a 5 kW PEMFC module together with a lead-acid battery [94]; and a small boat with a maximum operating time of 10 h at a maximum speed of 7 knots, which utilized 5 kg of hydrogen onboard and was powered by an 8 kW PEMFC module [95,96]. However, the installed power of these applications is usually less than 10 kW [9,26]. 5.2.1. FCS Alsterwasser FCS Alsterwasser was the first passenger ship powered by hydrogen fuel cells with a maximum power up to 100 kW. Based on the Zemships project, a PEMFC power system was developed for FCS Alsterwasser, which was about 25 m long and designed to accommodate up to 100 passengers at a maximum speed of 8 knots [97]. The power system consisted of twelve storage tanks with 50 kg of hydrogen at a pressure of 350 bar, two 48 kW PEMFC modules, 7 lead-gel battery packs with total capacities of 234 kWh and total voltage of 560 V, a 100 kW propulsion electric motor and a 20 kW bow thruster. The PEMFC power system was used to power the propulsion motor directly or charge the lead-gel battery packs. The battery packs, used as a back-up option if the fuel cells failed, not only delivered power to the propulsion motor at peak load but also lightened the load on the fuel cells during docking and casting-off procedures, which prolonged the life cycle of the fuel cells. The operation of the battery packs was determined by an energy management system. The hydrogen stored onboard allowed the ship to operate for 2–3 days without refueling, while it took only 12 min to fill up the hydrogen storage tanks. 5.2.2. Nemo H2 A PEMFC power system was developed for Nemo H2, which was about 22 m long and designed to accommodate about 88 passengers at a maximum speed of 8.6 knots [98]. The power system consisted of six storage tanks with 24 kg of hydrogen at a pressure of 350 bar, two 30 kW PEMFC modules, 55 lead-acid battery packs with total capacities of 70 kWh, a 75 kW propulsion electric motor and a 11 kW bow thruster. The PEMFC power system was used to power the propulsion motor directly or charge the lead-acid battery packs. The battery packs were used as a back-up option and to improve the performance of the fuel cells as well. An energy management system was used to determine the operation of the battery packs. The refueling process happened once a day. 5.2.3. SF-BREEZE SF-BREEZE was a concept hydrogen-powered passenger ferry, which was developed to accommodate 150 passengers at a maximum speed of 35 knots [99]. The power system consisted of a single Type C (pressurized vessel) storage tank on the top deck with 1200 kg of LH2, 41 120 kW PEMFC modules containing four 30 kW PEMFC stacks each, DC-DC converters, DC-AC inverters and two waterjet propulsion systems driven by AC motors with a power of 2000 kW each. In addition, 120 kW of power was used for auxiliary systems such as HVAC and 400 kW was retained for a working margin. No additional battery packs were installed and the endurance was up to 100 nautical miles before refueling. The shoreside refueling facility needed to be able to provide fuel to the vessel twice a day. 5.2.4. A Tourist Boat A PEMFC power system was developed for a 20-m-long tourist boat, which had a light weight of 20 tons and accommodated a maximum of 50 passengers [26]. Fuel storage consisted of fourteen storage tanks with 74 L hydrogen each at 350 bar, resulting in aPDF Image | Fuel Cell Power Systems for Maritime Applications
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