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Table 3.42: Route information used for the Trearddur Bay. Refer to text for clarifications on the route. Departure Port Arrival Port Distance Total Voyage Time Average Speed (SOA) Average Shaft Power Energy Used Newhaven Newhaven 51 nm (10 nm out and back, 41 nm loiter) 7.7 hr (0.7 hr out and back, 7 hr loiter) 28 knots (out and back) | 5.9 knots (loiter) 1,460 kW (out and back) | 14 kW (loiter) 981 kWh (out and back) | 96 kWh (loiter) Table 3.43: Characteristics of zero emission power systems needed on the Trearddur Bay for a single trip on the route studied. Fuel cell with liquid hydrogen Fuel cell with 350 bar hydrogen gas Battery Battery Capacity (kWh) Fuel Cell Power (MW) 1.8 Mass (MT) (9 avail) 14.7 - 15.4 28.8 - 2,154 Hydrogen Fuel (kg) 72 - Volume (m3) (16 avail) Possible One-Way Trips 000 32.6 37.6 33.2 Table 3.43 shows the resulting characteristics of battery and fuel cell power systems (including hydrogen fuel) for a single trip, and how many one-way trips over the route could be accomplished with each solution. None of the zero emission systems can be accommodated within the available space and volume in the demihulls. Previous studies have shown hydrogen fuel cell systems implemented on high speed catamarans is possible if the components are located above deck or on the roof rather than in the demihulls.38,39 The inherent higher stability of a multi-hull vessel compared to a monohull allows this higher center of gravity without compromising performance. 3.3. Combined Results and Discussion 3.3.1. Power and Energy Limits The vessel case studies showed that the application limit of a battery system was reached before the gaseous hydrogen fuel cell system, and in turn the limit of the gaseous hydrogen system was reached before the liquid hydrogen fuel cell system. (The one exception being the Trondheimsfjord 2, which could be powered by a battery system but not by either hydrogen fuel cell option.) Figure 3.3 aggregates the results from all of the vessel case studies and illustrates 38 J. W. Pratt and L. E. Klebanoff, “Feasbility of the SF-BREEZE: a Zero-Emission, Hydrogen Fuel Cell, High- Speed Passenger Ferry,” Sandia National Laboratories report SAND2016-9719, October 2016, available through: maritime.sandia.gov 39 T. Stromgren, “The Norwegian Hydorgne Powered Speed Passenger Ferry,” August 2017, available: https://prosjekt.fylkesmannen.no/Documents/Klimaomstilling/Dokument/2017%20torsdag/5%20- %20STR%C3%98MGREN.pdf 57 Single TripPDF Image | Regenerative Fuel Cell
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