Multi-fuel SOFC powertrain for maritime transport

Expected Outcome

Maritime transport is a vital component of society worldwide and faces environmental challenges due to its contribution to global greenhouse gas (GHG) emissions. The International Maritime Organisation’s (IMO) revised GHG Strategy includes an enhanced common ambition to reach net-zero GHG emissions from international shipping by or around 2050, with a commitment to ensure an uptake of alternative zero and near-zero GHG fuels by 2030, as well as indicative checkpoints for 2030 and 2040 considering different national circumstances.

This creates an urgent need for innovative solutions not only to reduce local pollutant emissions (SOx, NOx and PM) but also to decarbonise maritime transport. Current technologies based on hydrogen, ammonia and sustainable fuels have become important alternatives and have attracted the interest of port authorities, ship builders’ propulsion systems manufacturers as well as end-users (ship owners).

From the users’ side, Internal Combustion Engines (ICEs) are currently being developed to use the above-mentioned alternative fuels. Nevertheless, PEMFCs are gaining momentum with increasing sizes, making it possible to use FCs in propulsion of waterborne vessels. Although ICEs can already be operated with alternative fuels and in multi-fuel arrangement, challenged remain to match the very low emissions achievable by FCs, especially under dynamic and idling operation. Moreover, ICEs may reach efficiencies in the 50 % range, inferior to most FC technologies.

PEMFCs require high-purity hydrogen but storing hydrogen onboard as a gas is bulky and less suitable for long-duration missions or high-power demands. Although liquid hydrogen offers higher energy density, it introduces energy penalties and operational complexities—such as cryogenic storage—which makes it a less preferred option for many types of vessels. Besides, given the limited availability of hydrogen as a fuel, there is a strong desire for FC technologies which can be operated with either higher energy dense decarbonised or green fuels in multi-fuel mode. Such technology is represented by Solid Oxide Fuel Cells (SOFCs), exhibiting higher tolerance to hydrogen impurities, to the presence of carbon in the fuel formulation, and the capability of converting hydrogen derived fuels directly. Currently, the most limiting characteristics of SOFCs are the stack size (typically < 10kW) and the cost, which so far have prevented the use of SOFCs in maritime transport at MW size.

SOFC development for maritime applications can contribute to significant reductions in GHG emissions and increase the maritime sector's energy fuel efficiency. This will be possible if state-of-the-art SOFC stack/systems are addressed in a more focused way for maritime applications. Nevertheless, the adaptation of SOFCs to harsh maritime environments presents unresolved challenges including durability, availability, maintenance, potentially more frequent starts and stops and changes of load, more frequent off-design and transient operation, system integration and availability of components for the Balance of Plant (BoP), reduced footprint and increased safety issues, onboard integration and space requirements, and fuel flexibility[1].

Project results are expected to contribute to all the following expected outcomes:

• Further development of SOFC technologies capable of converting the carbon-neutral fuels directly and efficiently to power for reduced operational costs for maritime operators;
• Strengthen the European industry’s competitiveness and market share in an emerging global market for low and zero emission maritime power conversion technologies;
• Speed up the implementation of zero emission maritime propulsion systems in Europe by paving the way for using available fuels in an early phase of the green energy transition;
• Establishment of regulations codes and standards for the use of alternative fuels in maritime applications.
• Develop and demonstrate solutions for the use of climate-neutral, sustainable alternative fuels applicable to ships with energy demand (20 solutions by 2030);
• Develop and demonstrate solutions to be able to reduce the fuel consumption of waterborne transport, including by the use of non-fuel based propulsion (such as wind), by at least 55% before 2030, compared to 2008.

Project results are expected to contribute to the following objectives and KPIs of the Clean Hydrogen JU SRIA:

• FC power rating: 10 MW as a sum of smaller building blocks
• Maritime FCS lifetime: 80.000 h
• CAPEX: 2000 €/kW
• Efficiency (%LHV H2): electrical: 60%, with heat recovery :95%
• Availability (%): 99
• Warm startup time (min): 2

Scope

The proposal should be based on further developing the results of previous projects that have laid a foundation in SOFC development for stationary applications and correctly consider the challenges met from a holistic perspective. Projects such as Helenus[2] ,Fuelsome[3] and ShipFC[4] are currently active, and proposals should consider the publicly available results and the problems faced by those projects and activate possible interactions and collaborations to produce technological advancements and novel solutions.

The scope of this topic is to address remaining technological challenges beyond TRL4, specifically focusing on the development, design, and demonstration in a real environment of a robust SOFC system. Proposals should focus on innovations in components, system engineering, and integration techniques which enhance the durability and efficiency of SOFCs, the installation and operation onboard of waterborne vessels. The intention is to develop a SOFC based building block for future higher power and long-lasting SOFC modules eventually leading to multi-MW SOFC systems for maritime applications in multi-fuel operational mode. Furthermore, the project will tackle the regulatory landscape, supporting policymakers through the development of standards and guidelines that facilitate the integration of SOFCs into maritime vessels.

Proposals should address the following elements:

• Design and manufacturing of a minimum 100 kW SOFC system, specifically designed to operate with multiple fuels and at ambient aggressive conditions typical of a ship machinery space capable of operating when subject to vibrations, shock and tilting of +/- 22.5 degrees in all directions and work in an environment with marine aerosol and at temperature and humidity conditions typical of a waterborne vessel;
• Design the system as a building block for a MW scale power system, designed for propulsion, hotel load or both, aiming at a comparable installation footprint to a 1 MW PEMFC for the same application, and in any case optimising the spatial footprint considering safe and effective operation and ease of maintenance;
• Improved durability and efficiency of SOFC system in maritime conditions, addressing common challenges such as corrosion, vibration, aggressive environmental conditions (reduced temperature and increased humidity) and saltwater mist exposure;
• Improvement in the design of control system to follow the load in maritime applications and for increased numbers of start and stops. Modelling the SOFC system with special attention to energy efficiency, dynamic load, and heat balance, as well as emissions for various alternative fuels;
• Testing for validation the SOFC system under simulated maritime conditions (experimental lab validation and/or hardware in the loop modelling validation), including mechanical vibrations, tilting, salt mist exposure, and temperature/humidity variations, to ensure safe and reliable operation onboard;
• Testing of the SOFC system performance with each proposed fuel and over at least 1000 hours total with one or successively two fuels, in relevant environment, providing power, in a fuel cell/battery hybrid arrangement, following the load profile representative of a real maritime application;
• Developing, quantifying and validating degradation mitigation strategies for the >100 kW system.
• Feasibility study of a scalable, MW scale SOFC system for maritime use with design of BoP components, considering at least those related to heat management/balance and fuel processing (internal and/or external reforming or cracking), including improvement in design, maximise lifetime, reliability and availability and simplify the maintenance and repair;
• Carrying out Techno-economic and sustainability assessments by using LCA (Life Cycle Assessment) and LCC (Life Cycle Costing) documenting the environmental and economic viability of the selected fuels and their compatibility with SOFCs and considering the circularity of materials and end-of-life aspects.
• Define all the specifications and set out the process to achieve classification requirements, including reliability and operational safety in marine environments, and to develop specific training and skill developments models.

The consortium should include stakeholders from across the value chain, including FC manufacturers or integrators, shipbuilders and/or designers, maritime operators, research institutions, classification societies and regulatory bodies, to ensure comprehensive industry insights and facilitate market adoption.

Multi-fuel mode can be included but is not exclusively aimed at green hydrogen derived fuels containing carbon (such as e.g. methanol or methane). At least one fuel should be fully decarbonised, such as hydrogen or ammonia.

Applicants are expected to demonstrate how they will work in synergies with the relevant projects and initiatives supported by the Zero Emission Waterborne Partnership including but not only the Helenus[2] project. Applicants should also consider the experiences and learning of other relevant projects like Fuelsome[6] and ShipFC[4] projects (this last one supported by the Clean Hydrogen JU).

Proposals are expected to demonstrate the contribution to EU competitiveness and industrial leadership of the activities to be funded including but not limited to the origin of the equipment and components as well infrastructure purchased and built during the project. These aspects will be evaluated and monitored during the project implementation.

Furthermore, proposals are expected to explain the contribution of their objectives, results, IP management and exploitation strategy to the EU Maritime Industrial Strategy and the Net-Zero Industrial Act with a particular aim to enhance the EU’s R&I capacity, technological know-how capabilities and human capital, and resilience of the EU industrial and manufacturing base. In addition, proposals are encouraged to include synergies with EU and EEA[8] shipyards, equipment manufacturers and providers, including start-ups and SMEs as relevant.

For activities developing test protocols and procedures for the performance and durability assessment of fuel cell components proposals should foresee a collaboration mechanism with JRC[9] (see section 2.2.4.3 "Collaboration with JRC"), in order to support EU-wide harmonisation. Test activities should adopt the already published EU harmonised testing protocols[10] to benchmark performance and quantify progress at programme level.

For additional elements applicable to all topics please refer to section 2.2.3.2

Activities are expected to start at TRL 4 and achieve TRL 6 by the end of the project - see General Annex B.

The JU estimates that an EU contribution of maximum EUR 8.00 million would allow these outcomes to be addressed appropriately.

Technology Readiness Level - Technology readiness level expected from completed projects

Activities are expected to start at TRL 4 and achieve TRL 6 by the end of the project - see General Annex B.

[1] Horizon 2020 Project Reports, "Advancements in SOFC Technology for Maritime Applications"

[2] https://cordis.europa.eu/project/id/101056784

[3] https://cordis.europa.eu/project/id/101069828

[4] https://cordis.europa.eu/project/id/875156

[5] https://cordis.europa.eu/project/id/101056784

[6] https://cordis.europa.eu/project/id/101069828 (not flagged as a ZEWT topic, but still relevant to this topic)

[7] https://cordis.europa.eu/project/id/875156

[8] European Economic Area

[9] https://www.clean-hydrogen.europa.eu/knowledge-management/collaboration-jrc-0_en

[10] https://www.clean-hydrogen.europa.eu/knowledge-management/collaboration-jrc-0/clean-hydrogen-ju-jrc-deliverables_en