Periodic Reporting for period 1 - sHYpS (sustainable HYdrogen powered Shipping)
Período documentado: 2022-06-01 hasta 2023-11-30
sHYpS project aims at supporting the decarbonisation of the shipping industry by developing a novel LH2 swappable storage solution, which can be adapted to multiple types of vessels and speed up the green transitioning.
sHYpS is developing:
• A novel hydrogen swappable intermodal storage 45’ ISO c-type container, that can be loaded and unloaded by on-board facilities.
• The complete detailed design of modular containerized powertrain based on optimized PEM Fuel Cells.
• The blueprint of a dedicated logistic network, based on swapping pre-filled containers.
The project contributes to the green transition of the marine industry, by sparking the hydrogen supply-chain development, generating demand, while tackling safety and handling requirements. On one hand the project will define a logistic based on swapping pre-filled containers, on the other hand it will define a perspective scale-up of the storage capacity and the supply applied to the Port of Bergen use-case. This will allow to kick start a supply-chain without waiting for the full infrastructure to be in place.
sHYpS will contribute to:
• Develop a preliminary design of a fully renewable ship by 2027 (passengers and freight), leaving no residual challenges to an up-scaled solution,
• Demonstrate that the IMO roadmap is realistic and achievable using state of the art technologies.
sHYpS is developing:
• A novel hydrogen swappable intermodal storage 45’ ISO c-type container, that can be loaded and unloaded by on-board facilities.
• The complete detailed design of modular containerized powertrain based on optimized PEM Fuel Cells.
• The blueprint of a dedicated logistic network, based on swapping pre-filled containers.
The project contributes to the green transition of the marine industry, by sparking the hydrogen supply-chain development, generating demand, while tackling safety and handling requirements. On one hand the project will define a logistic based on swapping pre-filled containers, on the other hand it will define a perspective scale-up of the storage capacity and the supply applied to the Port of Bergen use-case. This will allow to kick start a supply-chain without waiting for the full infrastructure to be in place.
sHYpS will contribute to:
• Develop a preliminary design of a fully renewable ship by 2027 (passengers and freight), leaving no residual challenges to an up-scaled solution,
• Demonstrate that the IMO roadmap is realistic and achievable using state of the art technologies.
The activities performed in the first 18 month of the project can be summarised as follows:
HYDROGEN HANDLING AND DISTRIBUTION SYSTEM
The hydrogen that is stored in liquid phase in the tank, flows through the evaporator, which allows to reach the users (fuel cell modules) in gaseous phase.
The layout of the plant has been studied by Navalprogetti in order to guarantee multiple layers of protection to the piping, and in order to be able to safely monitor and contain the hydrogen.
In addition to the main hydrogen fuel system, all the auxiliary systems (ventilation, inert gas, fire protection, gas detection, etc.) (see Figure 1) necessary for the operability of the hydrogen plant have been studied and defined in detail.
The auxiliary systems have been designed with the dual purpose of enabling the operation of the main plant and also providing additional protective measures in addition to the conventional means (water mist, etc.).
HYDROGEN TANK DESIGN
Chart, acting in this project via its Italian branch VRV and the Czech affiliated Chart Ferox is a leading manufacturer of highly engineered equipment for multiple markets. It has been identified as the best partner for the design and construction of the LH2 ISO container and gas vaporization system.
For the design of the liquid hydrogen tank that is a c-type 45’ container, several aspects have already been considered and evaluated, such as:
• the auxiliary equipment layout
• the TCS (Tank Connection Space) layout
• evaporator design
• piping layout and design (hydrogen, inert gas, ventilation)
• BOG management
• Safery aspects
• Preliminary definition of the procedures for the H2 system operations
The procedure for the tank certification by the Class is underway.
FUEL CELL DESIGN
Ricardo plc, a global strategic engineering consulting company is the WP3 leader. It is responsible for fuel cell integrated design and overall energy management of LH2 ISO storage containment.
Ricardo works on three main aspects:
• on the detailed design of the fuel cell sub-modules
• on the power plant architecture and auxiliary systems such as ventilation (including the leakage analysis), the inert gas system and the heat recovery system
• on overall ship and energy analysis and management
OVERALL ELECTRICAL SYSTEM DESIGN OF THE POWER PLANT OF THE SHIP
Jeumont Electric, developed an overall power electronic design and control automation system architecture with the main goal to allow every electrical ship energy generator to work efficiently and safely and feed the ship with the “on demand” power needed for electrical power propulsion and hotel load.
From the above architecture, in close collaboration with the ship owner Viking, Jeumont Electric defined the BESS (Battery Energy Storage System) basic design. BESS system will provide stable power and will be able to absorb a dynamic transient power on demand, for a limited time.
In close coordination with Ricardo, a global strategic engineering consulting company, that is the FC (Fuel Cells) container designer, Jeumont Electric performed the basic design of the FC converters (see Figure 2).
To allow the power supplied by the batteries and the FC modules to be injected on the network, Jeumont Electric also performed the basic design of the step-up transformers and overall control system (see Figure 3)
HYDROGEN HANDLING AND DISTRIBUTION SYSTEM
The hydrogen that is stored in liquid phase in the tank, flows through the evaporator, which allows to reach the users (fuel cell modules) in gaseous phase.
The layout of the plant has been studied by Navalprogetti in order to guarantee multiple layers of protection to the piping, and in order to be able to safely monitor and contain the hydrogen.
In addition to the main hydrogen fuel system, all the auxiliary systems (ventilation, inert gas, fire protection, gas detection, etc.) (see Figure 1) necessary for the operability of the hydrogen plant have been studied and defined in detail.
The auxiliary systems have been designed with the dual purpose of enabling the operation of the main plant and also providing additional protective measures in addition to the conventional means (water mist, etc.).
HYDROGEN TANK DESIGN
Chart, acting in this project via its Italian branch VRV and the Czech affiliated Chart Ferox is a leading manufacturer of highly engineered equipment for multiple markets. It has been identified as the best partner for the design and construction of the LH2 ISO container and gas vaporization system.
For the design of the liquid hydrogen tank that is a c-type 45’ container, several aspects have already been considered and evaluated, such as:
• the auxiliary equipment layout
• the TCS (Tank Connection Space) layout
• evaporator design
• piping layout and design (hydrogen, inert gas, ventilation)
• BOG management
• Safery aspects
• Preliminary definition of the procedures for the H2 system operations
The procedure for the tank certification by the Class is underway.
FUEL CELL DESIGN
Ricardo plc, a global strategic engineering consulting company is the WP3 leader. It is responsible for fuel cell integrated design and overall energy management of LH2 ISO storage containment.
Ricardo works on three main aspects:
• on the detailed design of the fuel cell sub-modules
• on the power plant architecture and auxiliary systems such as ventilation (including the leakage analysis), the inert gas system and the heat recovery system
• on overall ship and energy analysis and management
OVERALL ELECTRICAL SYSTEM DESIGN OF THE POWER PLANT OF THE SHIP
Jeumont Electric, developed an overall power electronic design and control automation system architecture with the main goal to allow every electrical ship energy generator to work efficiently and safely and feed the ship with the “on demand” power needed for electrical power propulsion and hotel load.
From the above architecture, in close collaboration with the ship owner Viking, Jeumont Electric defined the BESS (Battery Energy Storage System) basic design. BESS system will provide stable power and will be able to absorb a dynamic transient power on demand, for a limited time.
In close coordination with Ricardo, a global strategic engineering consulting company, that is the FC (Fuel Cells) container designer, Jeumont Electric performed the basic design of the FC converters (see Figure 2).
To allow the power supplied by the batteries and the FC modules to be injected on the network, Jeumont Electric also performed the basic design of the step-up transformers and overall control system (see Figure 3)
The tangible results at the conclusion of the first reporting period are related to the good level of completion achieved for the major systems by all the partners involved.
The partners succeeded to integrate within the already defined Viking ship design the foreseen systems: LH2 tanks, TCS and FPR, PEMFC modules (included in 40’ container) and all the auxiliary plants. The fruitful cooperation between partners and shipyard enabled the integration of ship structural modifications to accommodate the required machinery and items without significant impact on the ship development process flow.
Few partners encountered on the market a lack of compatible devices/technologies suitable for marine use, further phases of the project will require big efforts both by partners, suppliers and Class Society side to undertake the certification process, which involves considerable investment.
The partners succeeded to integrate within the already defined Viking ship design the foreseen systems: LH2 tanks, TCS and FPR, PEMFC modules (included in 40’ container) and all the auxiliary plants. The fruitful cooperation between partners and shipyard enabled the integration of ship structural modifications to accommodate the required machinery and items without significant impact on the ship development process flow.
Few partners encountered on the market a lack of compatible devices/technologies suitable for marine use, further phases of the project will require big efforts both by partners, suppliers and Class Society side to undertake the certification process, which involves considerable investment.