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This study makes many assumptions and uses many estimates and averages, so should be considered just a first approximation of defining applicability of zero emission powertrains on maritime vessels today. This study also did not consider alternative designs – it only looked at existing vessels as opposed to new builds. Because none of the zero emission powertrains connect directly to the shaft, there is an opportunity to locate the energy storage and power systems around the vessel in non-traditional locations, which can potentially have more available volume than the traditional engine room location. The next step for a vessel designer is to consider the actual available mass and volume of the powertrain, the actual mission profile, and the actual hydrogen, fuel cell, and/or battery system to be employed. Technology in this industry continues to improve yearly, and improvements in hydrogen, fuel cell, and battery systems will enable more capabilities in the future. 4.2. Recommendations and Questions for Future Studies Future studies can be made more accurate in the following ways: • To make the current assessment more accurate, pieces of information that would aid with this study are actual values for: displacement, installed engine power, submerged volume (Block Coefficient), fuel capacity, type of fuel used, engine fuel consumption, engine system mass and volume. Information that would help extensions of this study including the size of engine rooms (Volume), amount of space used up for maintenance for fuel cell racks, and possible sizes of 10+ MW fuel cell systems. • To find the exact limit of each power plant, more than one route for the studied vessels should be analyzed. Differences in routes should include different speeds and distances. • Additional case studies would create a more detailed map of the limits of batteries and fuel cells. Particularly, look in more detail at the types of vessels that the powertrains have difficulty meeting to further define the limits, and explore the power/endurance tradeoff between the two types of powertrains. • More study on the tradeoff of fuel mass and cargo mass, i.e., quantifying whether and how a low-weight fuel such as hydrogen can increase cargo carrying capacity. This study can serve as a starting point for examining related topics such as: • This study did not examine economics. Future studies should be done to compare the prices of different zero emission power plants and weigh out the differences in the cost of fuels, infrastructure for refueling, and cost of power plants. • This study did not examine emissions. Although both types of powerplants are zero emission on the ship, the energy used to recharge the batteries or make the hydrogen may not be zero emission. Full “well-to-waves” emissions analysis with comparison to conventional diesel technology is needed to understand the true global impact of converting vessels to zero emission. • Further studies should also be made into how this type of power plant system changes job demand. Shipyards will need less conventional engine specialists and more information technology or “IT” professionals. The demand for a specialty in fuel cells and batteries is going to increase significantly. How will widespread deployment of zero emission technologies affect jobs, employment, education, families, industries, and regulations? 66PDF Image | Regenerative Fuel Cell
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