Zero fuel emission and Zero fuel cost

Deepak Sekar ( info@deepaksekar.com ) Dominic Klapwijk ( dominic.klapwijk@gmail.com )

Contents

Shipping Segment Innovation Trigger in Shipping Performance benchmarking and S curve limits Innovation Targets Generating Ideas Innovation case study List of references

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Shipping Segment

We have chosen renewable energy as our shipping segment topic, because this is one of the most challenging topics of this decade in the shipping industry. Marpol has imposed a regulation on sulphur oxide emission, limits of 0.50 % m/m outside ECA by 2020 and 0.1% m/m SOx inside ECA by 2015 . This regulation propelled research and development among ship owners and machinery manufacturers, imposing incentives for innovation and a cleaner environment in the near future. As the shipping industry faces stiff competition and with little capital reserves, investing in R&D is always challenging. But this kind of regulation by external organisation like the IMO will push the limits in terms of creativity and innovation.
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In this fairly new field of shipping we thought one step ahead by aiming for zero emission into the atmosphere by extracting energy from renewable energy sources in and around a vessel. When we searched for the renewable energy sources, we focused on even the smallest triggers and of adopting and crafting this to perfection. The sources we have found around the ships are wind, water, waves, currents, tides, solar heat, aqua marine live, moon light etc,

We focused on three main sources of energy sea water, wind, waves and swell. The extraction of energy from other sources is almost not viable when comparing to the huge energy requirement of vessels. Zero emissions and cost free fuel is the innovation target. Energy requirements are a major contemporary discussion in every field, not only in the shipping industry. The fuel constitutes a major portion of operation cost, around 37% for cape size vessels . The rising fuel prices are of major if not main concern for the shipping industry.
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The dependency on fossil fuels is advantageous for oil producing nations; zero operational fuel costs will reduce the overall running costs throughout the shipping industry. What triggered us in term of renewable energy is that it has a huge future business and innovation potential. It also creates the opportunity to contribute to creating cleaner seas and the world in general, which enables us to hand over the world with a better environment than before to future generation.

We utilized as much technology as possible in this assignment for the ship to run on approximately 100 % renewable energy. We adopted the concept of electrolysis, Hydrogen
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Fuel cell engines, Wind tunnels, and underwater wind turbines, for the project. The never ending love towards the shipping and energy industry made us more enthusiastic over the period of the project and made the assignment very interesting.

Innovation trigger in shipping

The innovation trigger in shipping is the focus on zero emissions, nil dependability on fossil fuels, and neglect fuel prices by sourcing alternative fuels around the atmosphere of the ship. We will concentrate on extracting energy from seawater, solar heat, wind energy, waves and swell. Hereinafter the extraction of energy from various renewable sources is detailed step by step.

Extracting energy from seawater as source: The most abundance source around a ship is seawater which can be used unlimited. The supply side of the source of fuel is also unlimited to extract energy. The ocean contributes around 70% of the earths surface and contains 97% of the planets water. The total volume of seawater is 310 million cubic miles . In this chapter the primary focus is the extraction of hydrogen from the seawater for the hydrogen fuel cell engine. Properties of sea water : First we will briefly analyse the physical properties of sea water. The salinity of sea water is approximately 3.5 % and it varies from 3.1 % to 3.8 % depending on the location of the sea. The density of the surface sea water is about 1024 kg per meter cube and its PH value ranges from 7.5 to 8.4. The main composition of seawater by mass is: Oxygen 85.84 % Hydrogen 10.82 % Chloride 1.94 % Sodium 1.08 % Magnesium 0.1292 % Sulphur 0.091 %
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Calcium 0.04% Potassium 0.04 % Bromine 0.0067 % Carbon 0.0028 % So in 100 % mass of seawater, there is 10.82 % of hydrogen in it. The extraction of hydrogen from the seawater creates the fuel source for hydrogen engines. The molecular disassociation of sea water can be done by electrolysis. Electrolysis : Electrolysis is a method of decomposing molecules by passing an electric current trough it. The process of electrolysis needs electrolytes to carry direct electric current into the solution. Electrolytes are the essence which contains free ions that carry the direct electric current in the solution. The seawater itself contains primary ions of electrolytes like chloride, sodium, magnesium and potassium. One of the stronger electrolytes in sea water is sodium chloride which completely disassociates in the solution. The main physics law which is associated with electrolysis is Faradays law of electrolysis. These laws are essential for establishing the relationship between the amount of current induced and the amount of hydrogen produced. Faradays first law of electrolysis : The amount of chemical decomposition by passing an electric current is proportional to the quantity of electric charge passed through the circuit. Faraday's Second Law of Electrolysis states that when the same quantity of electricity is passed through several electrolytes, the mass of the substances deposited are proportional to their respective chemical equivalent or equivalent weight. Electric conductivity of seawater : The ions in the sea water act as a conductor of electric current; this property determines whether further addition of strong electrolytes is required for electrolysis in sea water. Sea waters resistivity is 210
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(m) at 20 C, Conductivity is

4.8 (S/m) at 20 C. But the conductivity of sea water heavily depends upon ionized material in the solution, meaning that the conductivity can be increased by adding electrolytes to the solution. Further addition of strong electrolyte makes the sea water more conductive.

Extraction of hydrogen from seawater: The approximate fuel consumption is 63 Kg / Hr of hydrogen for producing 1 Megawatt of energy . Now ships like Emma Maersk require 80 MW of power, so the fuel consumption will be 5040 Kg/ Hr approx . Such a massive amount requires a large electrolysis machine to produce a large amount of hydrogen. But production of hydrogen also needs certain amount of energy. This is where the challenge lies.
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From the faradays law, we conclude that chemical decomposition is proportional to electric currents passed through. But conductivity depends upon electrolytes in the solution i.e. the number of free ions in the solution. So we can save energy by adding more electrolytes in solution to get a reaction nearer to perfection.

Hydrogen can be produced on board by a high pressured electrolysis process to increase efficiency. The internal pressurizing of hydrogen in the electrolyser eliminates the additional compressor so the high pressure electrolyser saves much energy. The efficiency of the process is 50 to 80 % .
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Alkaline electrolysis and PEM electrolysis were used mainly due to its efficiency. Alkaline electrolysis
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is a technology in which liquid electrolyte potassium hydroxide is mixed with

water to form strong electrolyte solution. When current is passed through the solution, hydrogen will evolve into cathode and oxygen will evolve into anode. The recombination of oxygen and hydrogen are prevented by a membrane.
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Polymer electrolyte membrane electrolysis

is electrolysis of a water process which uses solid conducting polymers in a cell which conducts ions. When a differential current is passed through electrodes, Hydrogen ions will get collected in a cathode. During this process two hydrogen ion forms hydrogen gas.

Figure 1 PEM Electrolysis

The electrolysis process needs purification and storage of hydrogen. The hydrogen can either be stored in a compressed form in a hydrogen tank or it can be stored as liquid hydrogen in a cryogenic tank. The compressed hydrogen is the gaseous state of hydrogen which is kept pressurized around 700 Bar. It is stored in type 4 tanks in a commercial fuel cell vehicle. The type 4 tanks are made from carbon fibre with a polymer liner. It can also be stored in a 200 bar steel tank .
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The hydrogen reaches its liquid state at -252 degree centigrade . Then it can be stored in cryogenic tanks. The cryogenic tanks are used LNG vessel applications. In this process, there is further need of energy for re-liquefaction of lost hydrogen. Moreover the liquid hydrogen used in the internal hydrogen combustion engines. The main factor to be considered is the input energy to decompose the electrolysis for producing hydrogen. The input energy for electrolysis can be obtained by fossil fuels, nuclear fuel and renewable energy. The efficiency is around 70 % for the production of hydrogen . So for the production of 5000 Kg/ hr for 80 MW, the input energy requires 34 Mega Watt. In turn we can say that the input of 30 MW will give 80 MW of power. The input of 30 MW of power will be a challenging task to extract from seawater.
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Comparison between hydrogen internal combustion engine and hydrogen fuel cell engine: Hydrogen internal combustion engine
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is similar to the traditional internal

combustion diesel engine. The advantage of these engines is that the production cost is less compared to hydrogen fuel cell engines since it adopts the same principle. But the efficiency of internal combustion engine is much less than hydrogen fuel cell technology. The internal combustion engines are often only 15 % efficient.
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Fuel cell technology is a concept of converting chemical energy into electric energy. The efficiency for polymer electric fuel cell is around 60%. So with hydrogen as a chemical in a polymer electric fuel cell we increase that to more than 50%. But manufacturing a fuel cell engine compared to an internal combustion engine is expensive. In efficiency terms, it is better than internal combustion engines.

Researches and trigger in hydrogen fuel cell

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Xperiance NX hydrogen is a 12 meter boat which is powered by an electric motor which runs on electricity from fuel cells. It runs in Leeuwarder, The Netherlands.

MT Hydrogen Challenger

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is a tanker ship which is fitted with wind turbines and electrolysers to produce hydrogen on board the ship. The total storage

capacity is 1194 Cubic meter. It is located near Helgoland and docks in Bremerhaven Germany. It is located in the higher wind speed area to obtain more wind energy. The project concept has been provided by University of
Figure 2 Hydrogen Challenger

Bremerhaven.

Have blue llc

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has patented technology for onboard production and storage of hydrogen.

The electrolysis unit produces hydrogen for hydrogen fuel cells and hydrogen internal fuel engines. Hydrogen internal fuel engines are used for propulsion and fuel cells are used for lighting and other purposes. It also uses solar and sails as renewable energy source.

Currently companies

major are

car spending

heavily on hydrogen fuel cells for the future. Companies like Honda, Mercedes, have Toyota, General developed BMW, Motors cell fuel

powered vehicles and it has been quite a success. The

Figure 3 H2 Fuel cell bus in London

hydrogen fuel cell concept has

been applied from small bicycle to rockets launching spacecrafts. Many of the companies have predicted that it will be the fuel of the future. The European Union
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has a special interest towards hydrogen fuel cell technology. It

adopted various policies from 2003 onwards and has attracted joint venture programmes for research in hydrogen fuel cell technologies. The EU also has invested large sums in the research and development in the field of hydrogen fuel cell technologies. The fuel cell and hydrogen joint undertaking (FCH-JU), is a unique public and private partnership between the European commission and the fuel cell, hydrogen industry. Many developed countries adopted policies regarding hydrogen fuel cells. They Invest and encourage hydrogen fuel cell industries. The USA, Japan, EU and other developed countries have shown great interest towards fuel cell technology. The Japanese established projects to develop cutting edge renewable energy technologies. This project research focuses is the carrying of hydrogen in vessels. They adopted the concept of LNG tankers whom are made of cryogenic material with self supporting spherical or prismatic tanks. The greatest challenge for hydrogen as a fuel is that there are no proper rules and standards for production and utilising hydrogen as a fuel. Since it is in its inception stage and many innovations and technologies takes place day by day, establishing regulation and standards are often challenging. The German classification society Germanischer Lloyd Aktiengesellschaft has established regulations and standards for fuel cell machinery installation. It has ten sections; General, material, fuel system, fuel cell & associated components, Ventilation systems, Fire extinguishing systems, Explosion protection, control regulation monitoring & alarm device, protective device and protective system, Trail of system . Some boats running in Germany follow these guidelines. One of the pioneers in producing huge modules of fuel cells is Ballard . They have installed 150 Megawatt of fuel stacks for various customers around the world. Their customer base includes; Toyota, Volkswagen, first energy, Inala technologies and many others who have installed fuel cell concepts. The hydrogen from the effluent of factories is the source of energy for the fuel cell engines. They use proton exchanged fuel cell membranes and hydrogen as a chemical. The challenges the shipping industry will face lies in synchronizing the sequence safely and promptly, integrating the electrolyzing machines, hydrogen purifiers, hydrogen storage,
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transferring hydrogen to fuel cell engines. The main task is not only researching the technology but other challenges lie in identifying safety hazards. Thickness of the bulkheads, Bulk heads separation, Explosion proofs around the machinery, building fire fighting apparatus for the hydrogen fuel cells. The sizes of the engine rooms may become bigger due to more safety machinery that has to be put in place. Training and education from engineers to sea staff in this area is a very also important success factor. Next is a brief overview of the electrolysis machinery. Electrolysis Machinery :

One of the major and successful producers of hydrogen through electrolysis

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process

is

hydrogenics. HYDRO STAT 60 is the one of the largest

producers of hydrogen through an electrolysis process. It is in

Figure 4 Hydro stat 60 (Electrolysis machinery)

commercial use and successful. It is used by several customers in the industry.

A review of the hydrogenics electrolysis machinery; it works on 145 PSI of pressure with an hydrogen gas output of 99.9%. It has a safety shut down switch when the power is shut down and it monitors the purity of gas continuously. It has several safety features and safety alarms. The main technical specs for hydro stat machinery are below.

Parameters Delivery Pressure Type Hydrogen Production

Specification 145 PSI Alkaline Water Electrolyser 24 to 60 Nm / hr 912 to 2280 SCF / Hr 429 to 1074 SLPM
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Hydrogen purity Relative Humidity Approx. Weight Dimensions Power consumption Voltage Frequency Electrolyte

99.9% <95% 15.5 tons 6.0 m x 2.4 m x 2.9 m 5.2 KWh / Nm

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3 x 400 VAC 3% 50Hz 3% H2O + 30% wt. KOH (+-610L)

Below is the unit conversion data for hydrogen:

5. Source : http://www.uigi.com/h2_conv.html The hydrogen production of the electrolysis machinery is 24 to 60 Nm / Hr. From the conversion table above we can see that it can produce 5.4 Kg of hydrogen / hour. The power consumption is 1 Kwh / Nm . i.e., It consumes 1 Kilo watt per hour for every 0.08988 Kg of hydrogen. It requires 700 Kwh for the production of 63 kg of hydrogen. Note that 63 Kg of hydrogen is required for producing 1 Mega watt. In order to produce 80 Mega watt, 56 Mega watt of input power is required. Providing such a huge source of power through renewable energy source is challenge. Even though the
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efficiency factor is less but the positive externalities for society are increased significantly. 70% input of clean energy gives 100 % output of clean energy, social cost values outweigh the efficiency. When we consider the hydrogen economy, first we have to adjust the cost for pollution created by fossil fuels. Then we have to consider the cost of machinery, technology, investments and have to deduct the negative value costs to the economy. If the value exceed the total cost, then switching over to clean fuel will be viable. Even though it is a complicated procedure in terms of machinery arrangement in order to go from inputting power to extracting power, the result will be cleaner environment and cost reductions. Let us analyse the value of social costs and losses to the environment due to the fossil fuels.

Economic cost to global warming and effect of green house gas

One of the authors of research Prof. Gail Whiteman from Erasmus University Rotterdam has said That's an economic time bomb that at this stage has not been recognised on the world stage.
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According to researchers they estimate that the climate effects due to the

release of methane from thawing permafrost will have huge economic costs. They have estimated that the loss will be around 60 Trillion dollars roughly the size of the global economy now. They have estimated as well that due to the effect of draught because of the rise in sea levels with the respect to all the other effects. The estimation of 60 Trillion dollar loss will occur around 2030 to 2040. Now that we can put the social cost of pollution due to the fossil fuel over the years to 60 trillion dollars, Hydrogen is a good source of clean fuel. Hydrogen is in abundance around the globe. Even though LNG is a good fuel source in the short run, in the long run it also
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emits sulphur oxides and nitrous oxides in the atmosphere. Hydrogen fuel cells will play a main role in the future. Now we will analyse the hydrogen fuel cell engine and why the fuel cell engine success and operation is a main driving factor.

Hydrogen fuel cell engines On February 15 , 2013 an article in the economists magazine stated that hydrogen fuel cells have great potential in becoming the fuel of future . It has been successful due to its fuel efficiency compared to other clean energy sources and also successful in terms of R&D. Ballard is currently the pioneer in manufacturing outdoor large units of fuel cell engines. It is manufacturing 1 Mega watt units which is a technological leap in terms of engine size. They have a client base which includes Volkswagen, Toyota, Panther power..
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Ballard cleargens 1 MW machines runs on hydrogen fuel. This type of fuel cell utilizes a PEM (Proton Exchange Membrane). It is currently used in industries where they produce hydrogen as a bi-product during the manufacturing process. So the waste bi-product is further utilised as energy. Product specifications are given below: Parameter Fuel cell type Net power Efficiency Fuel cell module dimension Electric Module dimension Hydrogen Fuel Consumption Specifications Proton Exchange membrane 1 MW 40% 2.9 x 2.4 x 9 meter ( 40 Tons approx.) 2.9x 2.4 x 6.3 meter ( 15 on approx.) >98% 63 Kg/ Hr

So the fuel cell engine has 40 % efficiency with fuel consumption of 63 Kg/Hr. Building 80 MW Ship engines will be a challenge for now since the technology of the fuel cell is at its infant stage.

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Renewable energy for the input of electrolysis process The main renewable energies from the electrolysis process are Wind, waves and solar. Since it needs huge amount of the energy for electrolysis, extracting maximum energy from the renewable sources is the primary goal. Next is analysis of extracting maximum energy from each energy source Horizontal wind turbine

Figure 6 Horizontal Wind Turbines

The wind turbine converts kinetic energy in the wind to electrical energy. We have designed horizontal wind turbines with a lot of smaller modules on it. Horizontal wind turbines will be placed both port and starboard side. The reason we have decided to design horizontal wind turbine is due to the fact that vertical wind turbines will cause more frictional effect and will get damaged due to heavy winds. The horizontal wind turbine will come over the gearless ship with small modules. It comes over the hatch covers and other equipment. During loading and unloading operation the horizontal wind turbines will retract on ship side in port and starboard side. It will have controlled pitch blade for adjusting itself to wind direction. The horizontal wind turbine will have various modules and motors to get the least affected by air turbulence. The direction and strength of the wind will be a steady thirty feet above sea level. There will be more efficiency if the horizontal wind turbine is placed above the sea

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level as high as possible, if not the efficiency will be affected by the turbulence effect and building its quality up to withstand 9 beauforts is also of primary importance.

Extraction of renewable energy source from moving mass of water

Figure 7 Tidal Stream Generator

Tidal Stream generator

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is a machine that extracts energy from the moving mass of water.

It converts kinetic energy in the moving mass of water into electric energy. It works similar to wind turbine where the medium is air and here in the tidal stream generator is medium is filled with water. Some oil rigs have installed tidal stream generators successfully. It is fairly cheap to build and it has great value to the ecology. Forbes magazine has posted an article on 6
th

June, 2013 about tidal energy and has

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mentioned that it may have potential in the future . A present economical challenge is to maintain and repair the system, which is fairly more costly than the operational costs. They have also mentioned that transferring the energy it creates is an area of focus. But in shipping transferring energy internally is not as complicated as transferring it to shore.

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Companies like Ocean power technologies, Atlantic power, Verdant power, Kitl green, EMEC, Siemens have invested in tidal technologies and now they produce commercial energy. Siemens and Kitl green are researching and producing huge 1 Megawatt turbines. The European Union has set a target to obtain 20% of energy generation from renewable sources by 2020 . The EU has adopted various policies to support research and funding for renewable organisations. Siemens pioneered technological in tidal stream power plants, and has manufactured and installed a 1 megawatt Seagen power plant in northern Ireland. It is supplying electricity around 1500 households. Further the Welsh government has shown interest in tidal turbines after its success . Solar Energy
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Figure 8 Solar powered ship

The solar powered ship is not new to the shipping industry. Some gearless ships have already installed and run it successfully. We now focus on solar energy as an input for the electrolysis process. We try and extract as much as possible by installing it on the super structure, ship side above the water level.
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Since we want to maximize the square meters of panels, the solar panel will form a shelter like structure above the horizontal wind turbines and cargo holds in a gearless ship. It is also capable of retracting its structure safely during loading, unloading of cargo and it will also act as a structure from preventing the crew from falling overboard. The structural strength and retracting mechanism is a primary area to concentrate on. Performance benchmarking and S Curve limits

The Primary goal of this innovation assignment is have zero emission in future. Pollution not only causes global warming and economical loss but it also causes health problem. 28 According to WHO, pollution causes respiratory problem, cancer and other illnesses . The S-curve shift we are trying to achieve is zero pollution and it will be a big leap in ecological standards for society in the long run. The approximate Cost of fuel for the ship for its whole life is 278 Million dollars (Considering 600 dollar fuel price with 265 sailing days per year on average, Life of ship as 25 years). Note that this is the value keeping the bunker price constant and without accounting for inflation. Our main focus is to run the ship on zero fuel cost. The fuel accounts for approximately 37% of operational costs for a cape size ship. The zero fuel cost will greatly benefit the shipping industry. If the cost of installation, maintenance and repair of renewable energy machinery is less than the cost of installation, maintenance and repair of fossil energy then it will be a leap in the shipping industry.

Performance Zero emission & Fuel cost 17

In this curve the S- curve shift towards the higher level of fuel reduction cost. The other main innovation benchmark in this project is to reduce the fuel cost to zero. Zero fuel cost is one of the final goals in this project. The S- curve shifts higher in both terms of zero fuel costs and zero fuel emissions. The innovation project shifted the S curve to shift higher in terms of performance. Innovation Targets The innovation target is to find the source of energy in and around the atmosphere of the ship at all times. The goal in our innovation targets are zero pollution and emission. In order to achieve our goal, we separated our target as primary and secondary innovation targets. We have summarized our innovation targets briefly below. Primary Innovation Targets Zero pollution emission. Zero fuel cost.

Supporting Target for primary innovation Salt water as major fuel source for hydrogen fuel cell. Electrolysing salt water for disassociation of molecules to obtain hydrogen. Supporting electrolysis process with renewable energy. Designing Horizontal wind turbines on deck. Adoption of tidal stream generator in the hull below water. Covering the ship with solar panels. High Safety standards. Integrating all renewable energy units as single module in a vessel.

Zero pollution emission and zero fuel cost are the primary innovation targets. In this innovation the bi product as emission is water. Since this water is about 70 degree Celsius, the energy again obtained from boilers. Zero pollution is obtained by using hydrogen fuel cell engines. Hydrogen fuel engine is proved technology and has better efficiency. There is zero emission in hydrogen fuel cell engine. In order to adopt the above hydrogen fuel cell technology there is need to adopt other technology which is currently in the market. We adopted Tidal stream generator around the ship to produce energy from moving mass of water. We covered the ship maximum with solar panel and designed horizontal wind turbines in weather deck to get energy from wind. Zero fuel cost is the second primary innovation target in the projects. In order to obtain zero pollution emission we searched for fuel source in and around the ship. Salt water is present abundance around the ship and we decided to focus on extracting energy from salt water. Water is electrolysed to disassociate molecule of water in order obtain hydrogen as a fuel for engines. Efficiency of the machinery, Integrating machinery components and safety criteria of this new technology is the challenge in the technological leap.
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Imaginary Ship ( M.V. Green Phoenix )

1) Horizontal wind turbine 2) Tidal Stream generator 3) Hydrogen Fuel cell Engine 4) Electrolysis Machinery
5) Solar panel installed in red boundary

(Installed above weather deck, superstructure & hull)

4 3 2

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Generating Ideas

Source around ship

Salt water

wind energy

solar energy

moving mass of water

Osmotic power

Ocean thermal power

Hydrogen Extraction

Wind Turbine

Solar panels

Tidal Stream generator

Electrolysis

Hydrogen fuel cell engine

Figure 9 Flow chart for ideas

Source of energy around ship and Possibility of extraction The first major source of energy is salt water. From the salt water energy can be extracted by moving mass of water, osmotic power, ocean thermal power and hydrogen extraction. Let us look at each process briefly. Osmosis power or salinity gradient power
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is a process of obtaining renewable energy

from the difference in salinity gradients. The efficiency of the power is less and technology is at its inception. So the practical extraction of energy through salinity gradient is not viable. Ocean thermal energy conversion
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uses temperature difference between cooler deep water

and warmer surface water to produce electricity. The efficiency depends upon temperature differences so in turn depends on the depth of sea water. Since the draft of vessel is less than for OTEC, it is not possible to adopt the technology of OTEC. Japan announced that it will test its OTEC plant around the year 2013.
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The two sources of energy we focused on utilising salt water is moving mass of water and electrolysis. As we discussed earlier the tidal stream generator generates energy from moving mass of water and electrolysis machinery converts water into hydrogen. Hydrogen fuel cell engine utilises the energy from hydrogen from electrolysis. Wind, solar and tidal energy (Tidal stream generators) were the renewable energy utilised to input energy into electrolysis process. The tidal stream generator fixed around the hull of the ship is contra rotating or the pitch of the blades can be changed depending upon the efficiency. The relative moving mass of the water changes upon the speed, course of the ship, direction of waves etc. Therefore it is necessary to build a system to obtain maximum efficiency. Strong mounting is required for tidal turbines and the frictional effect due to tidal turbines can be reduced by modifying the size and shape of the vessel. The horizontal wind turbines on deck are also fitted with pitch changing blades according to the direction of the wind. It is programmed such that if there is wind turbulence, it changes the pitch to its efficient wind direction and speed. It also revolves around it axis depending upon the maximum strength of wind direction and speed. So software to monitor the wind turbines and tidal turbines are essential. Ideas generated through the process Integration of electrolysis and hydrogen fuel cell engine Tidal stream generator on both sides of the ship Solar panels covering the weather deck , super structure and hull Designed horizontal wind turbines above the weather deck

Ideas are generated through reasoning with knowledge. Through reasoning we framed the following question before we started our project. What are the fuel sources around ship? How can you obtain zero pollution emissions? How can you achieve zero fuel cost? What are the space requirements for the machinery to be utilised? How can renewable energy be utilized to a maximum extend?

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Innovation Case study In the innovation case study we are going to discuss the following topics briefly: Economic viability. Safety of the technology. Integration of the components.

Currently building huge hydrogen engines with electrolysis will be very costly. As well as building tidal stream engines, horizontal turbines and tidal stream generators outweigh the cost of current diesel engines. The elimination of fossil fuel should be a collective group target as an industry. The global transportation industry uses only 20% of energy . It is possible only if the GDP spend on various new technology sectors is economically viable and also the externalities value for society due to the technology should have an significant impact. The technologies we have adopted and adjusted in this innovation project is at its infant stage and currently only small modules of this equipment are available. Building the huge module necessary for shipping takes time since it should be trialled and tested with small module for a long period of time. Initially proto types should be built and tested for a considerable period of time. Errors in the machinery and technology should be non-existing for ship applications, especially for trans-ocean sailing, it is a very tedious process to make repair onboard. Efficiency is another challenge for these innovations. We have seen in the innovation trigger that 70 % of the total output energy is required for electrolysis process. I.e., if the engine capacity is 80 MW, 56 MW is required for input for electrolysis. This is often tedious process to provide 70% of total energy for the input for electrolysis process. This process has heavy dependency upon renewable energy. But often we cannot depend upon renewably energy source for full requirements. It depends upon various criteria like geographical location, period of the year, Size and type of the vessel etc. The technology has to improve for electrolysis to be more efficiency. The research to establish an optimum percentage of dependency on renewable energy; should be undertaken around the world for various period of months with respect to the type and size of the vessel. There is a need for building cryogenic hydrogen fuel tanks as an alternative to dependency on renewable energy.
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Integrating the components is often a challenging task if there are many components and technologies simultaneously involved. The first module of the components to be integrated is the electrolysis machinery, Hydrogen purifier, hydrogen storage, pumps, Fuel cell engine. The second components to be integrated are the solar panels, wind turbines, tidal turbines, and the energy station has to be integrated with the electrolysis process. The safety hazards to be identified on integration of machinery and risk assessment to be carried out have to be closely aligned with the integration processes. Summary of the case study analysis are below: Adopting these technologies at this moment is very costly so economic viability is currently not present. Some of these technologies are in its infant stage so building and monitoring proto types are necessary. There is too much dependency on renewable energy for running hydrogen fuel cell engine so building cryogenic hydrogen fuel tanks are a necessary alternative. The percentage of dependency on renewable energy sources should be analysed around different parts of the world, period of time and various ship designs. The efficiency of the electrolysis machinery should be increased. The vessel shape should be analysed for fitting tidal stream generators around the hull and horizontal wind turbines on the weather deck. Identification of safety hazards should be carried out before and during the integration of technologies.

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List of reference 1. N.Wijnolst and T.Wergeland (2009), Shipping Innovation, IOS press, Amsterdam. 2. Sulphur dioxide, Regulation -14, International Maritime Organisation,
at : http://www.imo.org/OurWork/Environment/PollutionPrevention/AirPollution/Pages/Sulp hur-oxides-%28SOx%29-%E2%80%93-Regulation-14.aspx

3. M.Stopford (1997), Cost revenue and financial performance, chapter 5, Maritime Economics, Routledge publication, London 4.Ocean at , : http://en.wikipedia.org/wiki/Ocean , Retrieved, 29th October, 2013, from http://en.wikipedia.org 5. Wikipedia, http://en.wikipedia.org/wiki/Seawater , Retrieved, 29th October, 2013, from http://en.wikipedia.org 6. K.F.Kuhn (1979), Basic Physics, John wiley & sons Inc., Canada. 7. Wikipedia, http://en.wikipedia.org/wiki/Electrical_resistivity_and_conductivity, Retrieved, 29th October, 2013, from http://en.wikipedia.org 8. Ballard , Cleargen at : http://www.ballard.com/fuel-cell-products/cleargen-multimw-systems.aspx 9. Emma Maersk, Ship Particular at: http://www.emma-maersk.com/specification/ 10. High pressure electrolysis at: http://en.wikipedia.org/wiki/High-pressure_electrolysis , Retrieved, 29th October, 2013, from http://en.wikipedia.org 11. PEM Electrolysis, Alkaline Electrolysis at: http://www.hydrogenics.com/technologyresources/hydrogen-technology/electrolysis/ 12. Hydrogen Tank at: http://en.wikipedia.org/wiki/Hydrogen_tank, Retrieved, 29th October, 2013, from http://en.wikipedia.org 13. Liquid Hydrogen at: http://en.wikipedia.org/wiki/Liquid_hydrogen, Retrieved, 29th October, 2013, from http://en.wikipedia.org 14. Hydrogen Internal combustion engine at : http://en.wikipedia.org/wiki/Hydrogen_internal_combustion_engine_vehicle, Retrieved, 29th October, 2013, from http://en.wikipedia.org 15. Xperiance NX Hydrogen at: http://en.wikipedia.org/wiki/Xperiance_NX_hydrogen, Retrieved, 29th October, 2013, from http://en.wikipedia.org 16. Hydrogen challenger at: http://en.wikipedia.org/wiki/Hydrogen_Challenger, Retrieved, 29th October, 2013, from http://en.wikipedia.org 17. Have blue at: http://havebluepower.com/
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18.FCH-JU, European Union at : http://www.fchju.eu/sites/default/files/111026%20FCH%20technologies%20in%20Europe% 20%20Financial%20and%20technology%20outlook%202014%20-%202020.pdf

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