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3. VESSEL CASE STUDIES This chapter consists of three sections. The first section, Calculations, describes in detail the equations and assumptions used to determine characteristics of the vessels studies and the compatibility of the three zero emission powerplants (battery, fuel cell with gaseous hydrogen, fuel cell with liquid hydrogen). The second section, Vessel Assessments, gives the relevant characteristics of each vessel and the results of the calculations when applied to that vessel. The last section, Combined Results and Discussion, examines the data as a whole set to uncover broader conclusions with the goal of more general application across the entire maritime sector. 3.1. Calculations Calculations of the mass and volume of battery and fuel cell systems will estimate the possibility of whether a zero emission system can replace the conventional power plant onboard each ship. This method only examines the power and energy required for propulsion and does not include hotel power or bow/stern thruster power. Before splitting into the different calculations for FCs and batteries, the required energy for each one-way voyage was calculated using several pieces of information about the vessel and its voyage: the vesselβs installed engine power (noted as MCR in Equation 3.2), vesselβs max speed, voyage: distance, time duration of voyage, and average speed along the voyage.21 The average and maximum speeds are used to find the Load Factor on the engine, which indicates the fraction of power needed by the engine to travel the average speed.22 Equation 3.1: Step 1 πΏπΏππππππ πΉπΉππππππππππ (πΏπΏπΉπΉ) = οΏ½π΄π΄π΄π΄ππππππππππ ππππππππππ [ππππππ]οΏ½3 From here, the product of the LF and the installed engine power (MCR) provides the average shaft power over the course of the voyage. Equation 3.2: Step 2 π΄π΄π΄π΄ππππππππππ ππhππππππ ππππππππππ [ππππ] = πΏπΏπΉπΉ Γ πππΆπΆππ [ππππ] ππππππ ππππππππππ [ππππππ] 21 Average speed includes the total time from departure of to time of arrival, assuming it does not loiter or make any stops from departure to arrival. However, some average speeds (SOA-Speed of Advance) do include time stopped (i.e. Alfa Nero the mega yacht) so load factor as a function of average speed is not entirely accurate, it is a rough estimate. 22 The cubic relationship between speed and power, achieved by combining Equations 3.1 and 3.2, is a form of the propeller law and often used to as a first approximation of actual speed-power relationships as in, for example, the Puget Sound Maritime Air Emissions Inventory by Starcrest Consulting, Sept. 2012. Large ships have been shown to have a higher order relationship, as high as the power of 4 for high speed container ships, 3.5 for medium sized, medium speed ships such as feeder and RoRo ships, and 3.2 for low speed ships like tankers and bulkers [βBasic Principles of Ship Propulsion,β MAN Diesel & Turbo, Dec. 2011]. Assuming a factor of 3 in this study will give conservative results in those cases, that is, this study will show higher energy and power needs than actual. In the case of planing hulls, the opposite is true: the coefficient may be less than 3. In those cases the method presented here will under-predict the true power and energy requirements. 31PDF Image | Regenerative Fuel Cell
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