Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship
In this study, real voyage data and ship specifications of a general cargo ship are employed, and it is assumed that diesel generators are replaced with hydrogen proton exchange membrane fuel cells. The effect of the replacement on CO<sub>2</sub>, NO<sub>X</sub>, SO<sub>...
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| Format: | Article |
| Language: | English |
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MDPI AG
2024-02-01
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| Series: | Journal of Marine Science and Engineering |
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| Online Access: | https://www.mdpi.com/2077-1312/12/3/432 |
| _version_ | 1797240425669459968 |
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| author | Omer Berkehan Inal Burak Zincir Caglar Dere Jean-Frédéric Charpentier |
| author_facet | Omer Berkehan Inal Burak Zincir Caglar Dere Jean-Frédéric Charpentier |
| author_sort | Omer Berkehan Inal |
| collection | DOAJ |
| description | In this study, real voyage data and ship specifications of a general cargo ship are employed, and it is assumed that diesel generators are replaced with hydrogen proton exchange membrane fuel cells. The effect of the replacement on CO<sub>2</sub>, NO<sub>X</sub>, SO<sub>X</sub>, and PM emissions and the CII value is calculated. Emission calculations show that there is a significant reduction in emissions when hydrogen fuel cells are used instead of diesel generators on the case ship. By using hydrogen fuel cells, there is a 37.4% reduction in CO<sub>2</sub> emissions, 32.5% in NO<sub>X</sub> emissions, 37.3% in SO<sub>X</sub> emissions, and 37.4% in PM emissions. If hydrogen fuel cells are not used instead of diesel generators, the ship will receive an A rating between 2023 and 2026, a B rating in 2027, a C rating in 2028–2029, and an E rating in 2030. On the other hand, if hydrogen fuel cells are used, the ship will always remain at an A rating between 2023 and 2030. The capital expenditure (CAPEX) and operational expenditure (OPEX) of the fuel cell system are USD 1,305,720 and USD 2,470,320, respectively, for a 15-year lifetime, and the hydrogen fuel expenses are competitive at USD 260,981, while marine diesel oil (MDO) fuel expenses are USD 206,435. |
| first_indexed | 2024-04-24T18:07:14Z |
| format | Article |
| id | doaj.art-99e576e2fcdf456fbb52770f2b971593 |
| institution | Directory Open Access Journal |
| issn | 2077-1312 |
| language | English |
| last_indexed | 2024-04-24T18:07:14Z |
| publishDate | 2024-02-01 |
| publisher | MDPI AG |
| record_format | Article |
| series | Journal of Marine Science and Engineering |
| spelling | doaj.art-99e576e2fcdf456fbb52770f2b9715932024-03-27T13:49:15ZengMDPI AGJournal of Marine Science and Engineering2077-13122024-02-0112343210.3390/jmse12030432Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo ShipOmer Berkehan Inal0Burak Zincir1Caglar Dere2Jean-Frédéric Charpentier3Department of Marine Engineering, Maritime Faculty, Istanbul Technical University, Tuzla, 34940 Istanbul, TurkeyDepartment of Marine Engineering, Maritime Faculty, Istanbul Technical University, Tuzla, 34940 Istanbul, TurkeyDepartment of Marine Engineering, Faculty of Naval Architecture and Maritime, Izmir Katip Celebi University, Cigli, 35620 Izmir, TurkeyNaval Academy Research Institute, Ecole Navale, Arts et Métiers Paris Tech, 29240 Cedex 9 Brest, FranceIn this study, real voyage data and ship specifications of a general cargo ship are employed, and it is assumed that diesel generators are replaced with hydrogen proton exchange membrane fuel cells. The effect of the replacement on CO<sub>2</sub>, NO<sub>X</sub>, SO<sub>X</sub>, and PM emissions and the CII value is calculated. Emission calculations show that there is a significant reduction in emissions when hydrogen fuel cells are used instead of diesel generators on the case ship. By using hydrogen fuel cells, there is a 37.4% reduction in CO<sub>2</sub> emissions, 32.5% in NO<sub>X</sub> emissions, 37.3% in SO<sub>X</sub> emissions, and 37.4% in PM emissions. If hydrogen fuel cells are not used instead of diesel generators, the ship will receive an A rating between 2023 and 2026, a B rating in 2027, a C rating in 2028–2029, and an E rating in 2030. On the other hand, if hydrogen fuel cells are used, the ship will always remain at an A rating between 2023 and 2030. The capital expenditure (CAPEX) and operational expenditure (OPEX) of the fuel cell system are USD 1,305,720 and USD 2,470,320, respectively, for a 15-year lifetime, and the hydrogen fuel expenses are competitive at USD 260,981, while marine diesel oil (MDO) fuel expenses are USD 206,435.https://www.mdpi.com/2077-1312/12/3/432hydrogenfuel cellshipboard emissionsCII regulationmaritime transport |
| spellingShingle | Omer Berkehan Inal Burak Zincir Caglar Dere Jean-Frédéric Charpentier Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship Journal of Marine Science and Engineering hydrogen fuel cell shipboard emissions CII regulation maritime transport |
| title | Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship |
| title_full | Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship |
| title_fullStr | Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship |
| title_full_unstemmed | Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship |
| title_short | Hydrogen Fuel Cell as an Electric Generator: A Case Study for a General Cargo Ship |
| title_sort | hydrogen fuel cell as an electric generator a case study for a general cargo ship |
| topic | hydrogen fuel cell shipboard emissions CII regulation maritime transport |
| url | https://www.mdpi.com/2077-1312/12/3/432 |
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