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Infrastructure and charging requirements for hybrid, electric and fuel cell vessels24 June 2021 • 13:30-14:15 BST
Part of
22-24 June 2021
Sponsored by
Maritime Hybrid,Electric & Fuel Cells
Webinar WeekPanellist documentsPage 2: Ingve Sorfonn, WärtsiläPage 9: Thomas Andersson, Ports of StockholmPage 15: Olav Roald Hansen, HYEX SafetyPage 23: Danny Terlip, Zero Emission Industries
© Wärtsilä INTERNAL
THE FUTURE IS DIGITAL, GREEN AND ELECTRIC
EPMS 2021
INGVE SØRFONN
Riviera Infrastructure and charging
© Wärtsilä INTERNAL
NEW GREEN FUELS
Riviera Infrastructure and charging
• Uptake and cost of new green fuels are uncertain and
it takes time to build capacities
• Either produced from renewables or from carbon fuels
with CCS
• ETS and other political instruments/decisions
influence the industry responses and the speed of
transition
• Ships can re-fuel or swop energy storages from ports
• Safe and efficient energy storage re-fueling/swopping
systems will be key issues
• WTW efficiency should be considered when selecting
fuels as the efficiency is very low for some new e-
fuels (could be lower than 20%)
ETS - Emission Trading Scheme
WTW- well to wake
CCS – carbon capture and storage
© Wärtsilä INTERNAL
NEW RENEWABLE ELECTRICITY
Development of global electricity production in 1000 TWhs. Renewable is
expected to grow from 8100 TWh in 2020 to between 25-30000 TWhs in 2050
including hydroelectric. This means more than 1000TWhs new production
capacity every year !
Riviera Infrastructure and charging
• New renewable capacities need to be available in
ports for shore connection and charging
• Shore connection will develop in ports as this is an
efficient way of reducing emissions with minimum
need of energy and decisions are in place in many
areas
• Fast charging will develop as ESS develops in inland
waterways and within short sea shipping and offshore
infrastructures
• Increased use of electricity and especially within fast
charging, will challenge the grid stability and quality
and may require grid support investments
• WTW efficiency is high (>80%) when using electricity
directly for as main source of power in ships
WTW- well to wake
ESS – Energy Storage Systems
© Wärtsilä INTERNAL
INFRASTRUCTURE IN PORTS
Riviera Infrastructure and charging
• Access to renewable power and grid
infrastructure is important for development of
shore power and fast charging to ships
• Fast charging transfer systems need to be more
standardized and automated
• New business models will develop; “energy as a
service”
• Flexibilities in fuels – “all blends” available in
ports or priorities between ports
• The worlds largest bunkering ports could make
a huge impact being early birds (Singapore 50MT)
© Wärtsilä INTERNAL
CHARGE OR SWOP
Riviera Infrastructure and charging
• Swopping of ESS(or energy converters) will
develop further for dedicated segments
• Safe transfer procedures, fast re-connection
technology and start-up procedures will be key
issues
• New safe ESS with high energy density will
develop the market further
• Both charge and swop concepts will both exist
in dedicated market segments
• New business models will evolve
© Wärtsilä INTERNAL
CONCEPTS AND STANDARDIZATION
Riviera Infrastructure and charging
• For shore charging there exists international
standards or guidelines IEC 80005-3 (low-voltage)
and IEC 80005-1 (High voltage) for shore power
• For fast charging there are lack of standards. «One
ship-one charger» is not sustainable. Charging
devices should be able to interconnect between ships
• Standardization of interfaces and functions need to be
developed for connected and wireless concepts.
Especially important when entering more into
autonomous operations.
• LVAC, HVAC, LVDC ; all available !
LVAC – low voltage alternating current <1000
HVAC – high voltage alternating current >1000V
LVDC – low voltage direct current <1500V
Infrastructure and charging
requirements for hybrid, electric
and fuel cell vessels
Ports of StockholmThomas Andersson, CEO
OPS – experiences so far in Stockholm
• Ports play an important role in reducing
environmental impacts
• Ports of Stockholm take part in the
development
• Use of Onshore Power Supply (OPS) is at
present the most effective way to decrease
emissions
• Long and positive experience of OPS in
Stockholm:
• Further expansion of OPS is according to
an action plan on short and long term
• OPS are high cost investments for ports
and external funding is often necessary for
viability
Ongoing OPS-projects
Port of Kapellskär
Ferry traffic to Naantali
Port of Stadsgården,
Stockholm
Cruise ships
Port of Nynäshamn
Ferry traffic to the island
of Gotland
Funding:
The role of the port
• Based on existing OPS-infrastructure
ports can be nodes
• Charging vessels and smaller boats with
hybrid/battery propulsion
• Energy needs to be produced in a
sustainable way
• OPS-installations may need modification
• Potential lack of empowerment/electricity
to the port:
• Important to have a technology neutral
approach
The shipping customers
• Important with a collaborative work and
an active dialogue
• Increased demand from customers for
hybrid/battery propulsion
• Ports of Stockholm see a need for a
cohesive strategy
• Incentives are important tools for
promoting “greener shipping”.
• Reduced rate of taxation on electricity
provided to vessels at berth in Sweden is
an advantage
• So far a low demand of hydrogen from
the shipping sector
www.stockholmshamnar.se
Thank you!
Safety related to bunkering of hydrogen fuels
Maritime, Electric and Fuel Cells Webinar WeekInfrastructure and charging requirements for hybrid,
electric and fuel cell vessels
Olav Roald HansenJune 24, 2021
Green/blue H2 production in NorwayAmmonia production – 3 sites planned▪ Green Ammonia Berlevåg – phase 1: 300 tpd green▪ Yara Porsgrunn - phase 1: 100 tpd, goal 1500 tpd green)▪ Horisont Energy near Hammerfest (goal 3000 tpd blue)
LH2 production▪ Planned facility at Mongstad near Bergen (Equinor) green▪ Expected LH2 facility near Bodø (H2 ferry tender) green▪ With higher demand blue LH2 production expected
Compressed H2 production▪ Several initiatives green
Bunkering vessels one important motivation for projects
Yara Porsgrunn - photo Ernst Vikne/Wikipedia
Berlevåg 71° North
Mongstad
▪ LH2 bunkering▪ Compressed refuelling or container swap▪ Ammonia▪ LOHC ++
Hydrogen and ammonia vessel initiatives in Norway
Havila.no
Many hydrogen vessel initiatives – several being built
Ulvan-rederi.noNorwegianshipdesign.no
Havyard.no
Norled.no
HyREX.no
ESNA.no
braa.nonorled.no
Current LNG ferry on Bodø-Moskenes (Torghatten.no)
Wilhelmsen.com
HyexSafety.comhttps://www.viridisbulkcarriers.no/
NH3-combustionEidesvik.noNH3 -SOFC
WITH ORCA
Bunkering assessments ISO 20519
ISO 20519 is a bunkering standard for LNG Port authorities will have jurisdiction.
Zones to be establishedHazardous Zone (IEC 60079-10-1) –limited zone around the bunkering connection points in which only explosion certified equipment (IIc for hydrogen) should be installed.Safety Zone (ISO 20519) –high-risk zone where normally only people essential for the bunkering operation will have access.
▪ Credible approach: LFL-distance from leak scenarios identified during HAZID▪ Risk-based approach: Risk contour with frequency 1E-5/year
Monitoring and Security Area (ISO 20519) – this is an area which shall be monitored to prevent people from approaching and entering the Safety Zone.
▪ Credible approach: Buffer zone outside safety zone▪ Risk-based approach: Risk contour with frequency 1E-6/year
No standard for LH2 and other hydrogen-based fuels, studies so far according to ISO 20519
Stockholm NG-bus
LH2 bunkering assessment
ISO 20519 study currently considered best practice – site specific assessments▪ Credible approach – LFL-distances (8% horizontally) for scenarios identified in HAZID.▪ Risk based approach – Risk contours from flashfire, jet-fire and explosions.Current projects mostly consider transfer from LH2-trucks (3-4 tonnes)
Observations from recent assessments:▪ Solid/condensed air deposits – May detonate mixed with LH2. Measures to prevent such
deposits should be implemented (water systems one solution)▪ No pool– LH2 leaks at pressure would not be expected to form pools (unless very
confined), i.e. liquid collection systems may not be worthwhile.▪ Zone in all directions – LH2-vapour denser than air at rich concentrations but can rise
diluted or due to wind. Zones along vessel, towards land, and above bunker station.▪ Thermal effects– Cooling from LH2 sprays primarily near release (multiphase at < 90 K)
and generally expected of less concern than for LNG.▪ Explosion risk – should be considered, experiments have shown that cold hydrogen
(LH2-vapour) can be more reactive than hydrogen at ambient temperature
NPRA/DNV-experiments with 0.8 kg/s LH2-release
HYEX Safety LH2-release FLACS simulation
Compressed hydrogen bunkering assessment
Smaller vessels – ordinary car or truck dispensers may be appropriate▪ Car dispensers – Safety standards and rates from H2FC-car dispensing may limit
permitting challenges. ▪ Higher bunkering rates–With higher bunkering rates leak incidents may be more
severe, important to ensure a proper safety standard.Risk assessment of entire refuelling station, storage and supply may be required.
Container swap – efficient way of bunkering▪ ISO 20519 risk assessment– Should consider storage onshore, lifting operations
onto vessel. Major tank connection failures and tank burst.
Example project–Heidelberg/Felleskjøpet tender for zero emission cargo vessel Norway▪ Egil Ulvan Rederi and The Norwegian Ship Design Company won tender among 31
bidders with the vessel WITH ORCA▪ Statkraft and Skagerak Energi won tender among 11 providers to deliver hydrogen
to the vessel
HyREX.no
ESNA.no
Ulvan-rederi.noNorwegianshipdesign.no
From ISO 20519 container swap risk assessment
hyexsafety.com
WITH ORCA
Ammonia bunkering assessment
ISO 20519 considered appropriate for ammonia bunkering▪ Credible approach and LFL-distances not relevant for ammonia▪ Risk based approach should be the preferred optionToxicity and major discomfort should be considered
Observations from ammonia related risk assessments:Pressurised ammonia (~10 bar at ambient temperature)▪ Much larger release rates▪ Will «flash» at release (up to 100% airborne fog)▪ Ammonia fog is denser than air => stays at ground
Refrigerated ammonia (-33 °C and ambient pressure)▪ Will form pool with more limited release rate▪ Low evaporation depending on heat from ground▪ Evaporated gas buoyant => disperses better
LH2-bunkering
INERIS tests ~4 kg/s NH3 from pressurized release
Fueling Infrastructure for Hydrogen Fuel Cell Vessels
June 24, 2021
Previously known as:
Vehicle Refueling: Energy Flow
• EV Level 1: 1-2kW
• EV Level 2: 2-20kW
• EV DC Fast: 50-350kW
• LD Vehicle: 120-7128kW
• HD Vehicle: Under Development
• Marine: No standard
Time (min) to Refuel a 500kWh fuel tank EV Level 1 EV Level 2 EV DC Fast Hydrogen LD
20,000 1,560 85 4
Key Issues for Hydrogen Fueling
Challenges
Limited experience with hydrogen technology in the workforce
Hydrogen is only available to consumers in select locations
Components that enable hydrogen use are complex and expensive
Safety regulations are undergoing a steep learning curve
Advantages
Hydrogen is very light and not “spillable”
Hydrogen can be compressed or liquefied for high energy density
New technology incorporates modern intelligent and safe systems
Hydrogen is a zero emission fuel that can be produced from renewable source
Water-Go-Round (Sea Change)
Hose
Fuel Storage
Portable Fuel Box for Sea, Air and Land
The Worlds Most Affordable and Portable Hydrogen Fueler
Supported Pressure Range: 250-700Bar
Turnkey Simple Operation
Fuels Cars, Trucks, Boats, Planes, Drones
Fuel Directly from any source
Does not require installed infrastructure
CEC Funded Small Fast Harbor Craft
Small Fast Hydrogen Fuel Cell Passenger/Patrol Vessel
Emergency Fuel Tank
Pickup Truck Mounted Mobile Fueling Source
Interface Package
Vessel Specifications• 4 hour endurance• 700-bar compatible• Harbor and beach tours and patrols
Mobile Refueler Specifications• 10 min or less vessel refuel• Refuel at today’s hydrogen stations• DOT certification
