Periodic Reporting for period 1 - SAFeCRAFT (Safe and Efficient Use of Sustainable Fuels in Maritime Transport Applications)
Período documentado: 2023-12-01 hasta 2025-05-31
The overall goal of SAFeCRAFT is to develop, demonstrate the safety and viability and accelerate the adoption of SAFs in waterborne transport, by examining four alternative SAFs and then physically implementing an H2 GenSet onboard a Capesize Bulk Carrier, partially covering the primary fuel source. In addition to the physical demonstration, the SAFeCRAFT project simulates and assesses H2, along two additional and high-promising sustainable fuel carriers, namely LOHC and NH3 on four different types of oceangoing vessels, typical in EU ports.
These SAF enabling power train systems will be analyzed in-depth, using specific KPIs for safety, energy efficiency, environmental impact and technoeconomic feasibility. For the demo vessel, the form of CGH2 was selected to be used as the primary fuel source for a Generator Set providing power to a shaft motor (Power-Take-In) in parallel with the M/E. For the desktop studies SAFs in combination with three powertrain options are considered for each vessel, 1) fuel cell stacks & marine-type battery packs, 2) internal combustion M/E (for newbuildings), 3) ICE Genset similar to the demo, in the early stages of the project. Following a holistic assessment of the proposed SAF power train solutions against their potential in meeting the FuelEU Maritime 2040 targets, together with the overall evaluation of their energy performance, environmental impact, operating procedures, maintenance and safety aspects throughout their operating profile.
SAFeCRAFT provides validated risk and safety assessments, mitigation measures, and demonstrations to support the development of safety provisions. This will add to regulation proposals both in the EU and potentially at IMO, ISO, and other regulatory frameworks that consider SAFs in various operational conditions and fuel handling
activities. The additional assessment of environmental, social, and economic impacts of implementing SAFs, will offer valuable insights and guidance for future policy and decision-making.
An innovative digital platform is being developed and will incorporate all core simulations and models through digital interfaces, offering an engineering assessment of sustainable climate-neutral fuels in waterborne transport. To further improve the efficiency of the conceptual design phase and reduce the time and effort required, open-source tools of Multi-Criteria Decision Making (MCDM) and Multi-objective optimization (MOO) are developed and will be integrated in this platform. Ultimately, the module will help make informal decisions based on the data provided, thus contributing to promoting the use of sustainable climate-neutral fuels in waterborne transport.
SAFeCRAFT A-Z approach in utilizing SAFs, including bunkering, storage, handling and fuel consumption onboard, and the issuance of Approval in Principle for the engineering and design processes, will accelerate their implementation. Three societal objectives will be served: 1) facilitating the creation of highly skilled jobs, 2) economic growth in the EU by development of new technologies and regulatory standards for waterborne transport, 3) reduction of the environmental footprint and acceleration of the transition to SAFs.
These SAF enabling power train systems will be analyzed in-depth, using specific KPIs for safety, energy efficiency, environmental impact and technoeconomic feasibility. For the demo vessel, the form of CGH2 was selected to be used as the primary fuel source for a Generator Set providing power to a shaft motor (Power-Take-In) in parallel with the M/E. For the desktop studies SAFs in combination with three powertrain options are considered for each vessel, 1) fuel cell stacks & marine-type battery packs, 2) internal combustion M/E (for newbuildings), 3) ICE Genset similar to the demo, in the early stages of the project. Following a holistic assessment of the proposed SAF power train solutions against their potential in meeting the FuelEU Maritime 2040 targets, together with the overall evaluation of their energy performance, environmental impact, operating procedures, maintenance and safety aspects throughout their operating profile.
SAFeCRAFT provides validated risk and safety assessments, mitigation measures, and demonstrations to support the development of safety provisions. This will add to regulation proposals both in the EU and potentially at IMO, ISO, and other regulatory frameworks that consider SAFs in various operational conditions and fuel handling
activities. The additional assessment of environmental, social, and economic impacts of implementing SAFs, will offer valuable insights and guidance for future policy and decision-making.
An innovative digital platform is being developed and will incorporate all core simulations and models through digital interfaces, offering an engineering assessment of sustainable climate-neutral fuels in waterborne transport. To further improve the efficiency of the conceptual design phase and reduce the time and effort required, open-source tools of Multi-Criteria Decision Making (MCDM) and Multi-objective optimization (MOO) are developed and will be integrated in this platform. Ultimately, the module will help make informal decisions based on the data provided, thus contributing to promoting the use of sustainable climate-neutral fuels in waterborne transport.
SAFeCRAFT A-Z approach in utilizing SAFs, including bunkering, storage, handling and fuel consumption onboard, and the issuance of Approval in Principle for the engineering and design processes, will accelerate their implementation. Three societal objectives will be served: 1) facilitating the creation of highly skilled jobs, 2) economic growth in the EU by development of new technologies and regulatory standards for waterborne transport, 3) reduction of the environmental footprint and acceleration of the transition to SAFs.
During the first reporting period and the work performed during the first 18 months of SAFeCRAFT project, the conceptual designs of H2, NH3 and LOHC based fuel system are currently under development and will become available in the next couple of months (M20). In addition, the technical requirements for the demonstrator have already been identified and the basic engineering process is currently under development for the implementation of the powertrain option that will provide the required energy for the Power Take In (PTI) partial propulsion coverage of demonstrator vessel’s needs.
In order to ensure compliance also with safety and environmental aspects, GAP analysis, risk assessment methods and the initial version of the preliminary risk evaluation have been completed whereas the final version of preliminary risk evaluation is currently being developed following the conducted HAZID workshop. All safety findings and identified actions were incorporated into the engineering design process and the updated drawings and documents were fed back in order for the next Workshop to be properly organized, mainly related to the provisional operational modes of this alternative fuel powertrain option.
A thorough review of SHIP’s Capesize fleet was performed, shortlisting three major candidate vessels and following a detailed assessment, the demonstrator vessel was selected. Significant considerations have already been taken into account to follow the strict timeline until vessel’s next Dry-dock date, to verify an efficient retrofit of existing shafting arrangement, for the installation of the PTI/PTO machine.
A decision gate methodology was utilized between all partners of this multidisciplinary Consortium to select the form of hydrogen fuel that could be installed onboard the demonstrator vessel. Specific criteria were set for the evaluation of the two available options (LH2 or CGH2), while a quantitative evaluation process was developed for the overall assessment per option, leading to the preferability of compressed gas hydrogen for this project's needs.
Various communication channels are already in place to define the required components for the powertrain option that will partially cover the propulsion needs currently served by the existing M/E and conventional fuel. Within the early stages of RP2, it is important to finetune the designation of the final equipment, considering the project’s assigned budget, the verification from supplier’s side for the leasing option and that the provided lead times are within the predefined timeline for the demonstration and performance assessment.
In order to ensure compliance also with safety and environmental aspects, GAP analysis, risk assessment methods and the initial version of the preliminary risk evaluation have been completed whereas the final version of preliminary risk evaluation is currently being developed following the conducted HAZID workshop. All safety findings and identified actions were incorporated into the engineering design process and the updated drawings and documents were fed back in order for the next Workshop to be properly organized, mainly related to the provisional operational modes of this alternative fuel powertrain option.
A thorough review of SHIP’s Capesize fleet was performed, shortlisting three major candidate vessels and following a detailed assessment, the demonstrator vessel was selected. Significant considerations have already been taken into account to follow the strict timeline until vessel’s next Dry-dock date, to verify an efficient retrofit of existing shafting arrangement, for the installation of the PTI/PTO machine.
A decision gate methodology was utilized between all partners of this multidisciplinary Consortium to select the form of hydrogen fuel that could be installed onboard the demonstrator vessel. Specific criteria were set for the evaluation of the two available options (LH2 or CGH2), while a quantitative evaluation process was developed for the overall assessment per option, leading to the preferability of compressed gas hydrogen for this project's needs.
Various communication channels are already in place to define the required components for the powertrain option that will partially cover the propulsion needs currently served by the existing M/E and conventional fuel. Within the early stages of RP2, it is important to finetune the designation of the final equipment, considering the project’s assigned budget, the verification from supplier’s side for the leasing option and that the provided lead times are within the predefined timeline for the demonstration and performance assessment.
Currently there is not any available implemented solution on the market of ocean going vessels that allows energy management of mainly propulsion and occasionally auxiliary power requirements in a typical round-trip (laden and ballast conditions), utilizing sustainable alternative fuels. In this respect, both the project idea of developing and demonstrating the safety and viability of powertrain option fueled by SAFs, that will provide the required energy for the Power Take In (PTI) partial propulsion coverage of demonstrator vessel’s needs, as well as the relevant risk & safety assessment approached developed for this new and demanding alternative fuel, reach well beyond the current state of the art in the waterborne sector.