Hydrogen carriers are attractive alternative fuels for the shipping sector. They are zero-emission, have high energy densities, and are safe, available, and easy to handle. Sodium borohydride, potassium borohydride, dibenzyltoluene, n-ethylcarbazole, and ammoniaborane are hydrogen carriers with high theoretical energy densities. The energy density is paramount to implementing hydrogen carriers as a high energy density enables compact and lightweight storage. The effective energy density depends on integrating heat and masses with energy converters. This combination defines the energy efficiency and, thus, the energy density of the system. This paper addresses the effective energy density of the hydrogen carriers, including the dehydrogenation process. Using a 0D model, we combined the five carriers with two types of fuel cells, namely proton exchange membrane (PEM) and solid oxide fuel cells (SOFC), an internal combustion engine and a gas turbine. N-ethylcarbazole and dibenzyltoluene offer medium energy densities, reaching almost 4 MJ/kg. However, the effective energy density of sodium borohydride and ammoniaborane is very high, up to 15 MJ/kg, including the energy converter. This is similar to the energy density of marine diesel oil combined with an internal combustion engine. Thus, we conclude hydrogen carriers are alternative fuels that deserve more attention because of their strong potential to make shipping zero-emission.

Solid oxide fuel cell systems are considered for the power plant of ships, because of their high efficiency, low pollutant emissions, and fuel flexibility. This research compares the volume, mass, fuel consumption, and emissions of different hybrid power plants for cruise ships using solid oxide fuel cells, fuelled with marine gas oil and liquefied natural gas. A component sizing model allocates the installed power over the selected power plant components and determines their size and weight. The components and energy management strategy are simulated with a cruise ship for five years of operation. A simple method is implemented to estimate the degradation and its effect on component operation. The combined component sizing and time-domain model highlights the importance of dynamic simulation for battery sizing. The results show that using solid oxide fuel cells for the auxiliary consumers can reduce greenhouse gas emissions by 21% and pollutants by 38% to 46% with only 17.5% installed power, which has limited consequences for the cost and size of the power plant. With 31% installed power, the ship can operate in low-emission zones while reducing greenhouse gas emissions by 33% and pollutants by 60% to 70%. Performing all cruise operations requires 51% installed fuel cell power and reduces greenhouse gas emissions by 49% and pollutants by 94% to 96%. In conclusion, the study affirms that solid oxide fuel cell systems, with proper sizing and energy management, can be used to reduce shipping emissions and reach IMO's 30% GHG emission reduction target for 2030.

The inland waterway transport sector is facing increasingly stringent legislation to reduce emissions and improve energy efficiency. Speed planning has the potential to provide logistically compliant, energy-efficient, and emission-reducing voyages for inland vessels. However, current speed planning methods do not consider PM and NO_x emissions, nor do they consider alternative power systems to internal combustion engines (ICE) and full electric systems. These omissions have led to a lack of clarity on the impact of speed planning on the emission profile of inland vessels and the impact of alternative power systems on energy consumption. In this paper we propose a validated speed planning method that considers the emission profile (CO₂, PM₁₀, and NO_x) and different engine types for inland vessels in an leg-based speed planning approach while taking into account varying fairway water depth and speed. Through a use case we show that the vessel can achieve a 7.26% energy, 5.37% CO₂ and fuel, 3.85% NO_x, and 6.77% PM₁₀ reduction while maintaining the same arrival time; showing a distinct difference of this method compared to slow steaming. We also find that CO₂, NO_x, PM₁₀, and energy are not directly proportional when making speed adjustments. Finally, we analyze the adverse effects of emission control areas and emission limits on the energy consumption and arrival times of vessels with non-zero emissions propulsion.

– Hydrogen carriers, such as liquid organic hydrogen carriers (LOHCs) and borohydrides, are promising zero-emission alternative fuels for ships. Bringing these hydrogen carriers on board, however, creates new challenges. A major challenge is their spill behaviour. Knowing the spill behaviour is paramount to avoid large-scale environmental disasters. This paper investigates the spill behaviour of four hydrogen carriers (and their conjugates): sodium borohydride, ammonia borane, dibenzyltoluene, and n-ethylcarbazole. The hydrogen carriers were all dissolved in artificial seawater to test their behaviour. Sodium borohydride reacts with seawater, as it also reacts with pure water. However, contrary to expectations, it reacts faster with seawater than regular water. The reaction mechanism behind this is unknown. Ammonia borane does not visibly react with normal water or with seawater. Dibenzyltoluene sinks and forms tiny bubbles which are easily perturbed. Unfortunately, perhydro dibenzyltoluene could not be tested due to technical problems. N-ethylcarbazole breaks up into smaller pieces and predominantly stays afloat, likely due to the surface tension of water. Perhydro n-ethylcarbazole floats but is barely visible in seawater due to its transparency. Preventive measures must be established to avoid large-scale spills if these substances are utilised on ships, as they are likely challenging to clean up.

An increasing demand in the marine industry to reduce emissions led to investigations into more efficient power conversion using fuels with sustainable production pathways. Solid Oxide Fuel Cells (SOFCs) are under consideration for long-range shipping, because of its high efficiency, low pollutant emissions, and fuel flexibility. SOFC systems also have great potential to cater for the heat demand in ships, but the heat integration is not often considered when assessing its feasibility. This study evaluates the electrical and heat efficiency of a 100 kW SOFC system for marine applications fuelled with methane, methanol, diesel, ammonia, or hydrogen. In addition, cathode off-gas recirculation (COGR) is investigated to tackle low oxygen utilisation and thus improve heat regeneration. The software Cycle Tempo is used to simulate the power plant, which uses a 1D model for the SOFCs. At nominal conditions, the highest net electrical efficiency (LHV) was found for methane (58.1%), followed by diesel (57.6%), and ammonia (55.1%). The highest heat efficiency was found for ammonia (27.4%), followed by hydrogen (25.6%). COGR resulted in similar electrical efficiencies, but increased the heat efficiency by 11.9% to 105.0% for the different fuels. The model was verified with a sensitivity analysis and validated by comparison with similar studies. It is concluded that COGR is a promising method to increase the heat efficiency of marine SOFC systems.

Solid Oxide Fuel Cell (SOFC) systems have the potential to reduce emissions from seagoing vessels. However, it is unknown whether ship motions influence the system's operation. In this research, a 1.5 kW SOFC module is operated on an inclination platform that emulates ship motions, to evaluate the influence of static and dynamic inclinations on the system's safety, operation, and lifetime. The test campaign consists of a static inclination test, a dynamic test, a degradation test, and a high acceleration test. There were no interruptions in the power supply during the different tests, and no detectable gas leakages or safety hazards. Although the SOFC does not fail in any test condition, dynamic inclinations result in forced oscillations in the fuel regulation, which propagate through the system by different feedback loops in the control architecture, leading to significant deviations in the operational parameters of the system. Additionally, for motion periods from 16 to 26 s, reoccurring exceedance of the fuel utilisation results in a gradual reduction of the power supply. Several enhancements are recommended to improve the design of SOFCs and marine fuel cell regulations to ensure their safe operation on ships.

Green hydrogen combined with PEM fuel cell systems is a viable option to meet the demand for alternative maritime fuels. However, hydrogen storage faces challenges, including low volumetric density, fire and explosion risks and transport challenges. We assessed over fifteen hydrogen carriers based on their maritime performance characteristics to determine their suitability for shipboard use. Evaluation criteria included energy density, locally zero-emission, circularity of process, safety, dehydrogenation process, logistic availability and handling. Thus, excluding ammonia and methanol because of these constraints, we found that borohydrides, liquid organic hydrogen carriers and ammoniaborane are the most promising hydrogen carriers to use on ships with PEM fuel cells. Borohydrides, specifically sodium borohydride, have high energy densities but face regeneration issues. The liquid organic hydrogen carrier dibenzyltoluene has a lower energy density but exhibits easy hydrogenation and good handling. Given varying operational demands, we developed a framework to assess the suitability of hydrogen carriers for use in different ship categories. Evaluating the three types of hydrogen carriers, using our framework and considering current practices, shows that these are viable options for almost all ship types. Thus, we have identified three types of hydrogen carriers, which should be the focus of future research.

Ship designers hardly ever receive feedback from the actual operation of their designs apart from sea acceptance trials. Similarly, crews operating the vessels do not receive a clear picture of the energy performance and environmental footprint of different options. This paper proposes a methodology based on operational data from continuous monitoring, and applies it to an ocean patrol vessel of the Royal Netherlands Navy in order to identify the impact of diverse operational conditions on energy performance over the whole operating range, but also to examine the decision to equip the vessel with hybrid propulsion. Specifically, it introduces mean energy effectiveness indicator and mean total energy efficiency over discretised vessel speed, as the main tool in quantifying the energy gains and losses to assist in making better-advised design and operational decisions. Moreover, it demonstrates a dataset enrichment procedure, using manufacturers' information, in case not all needed sensors are available. Results suggest that electrical propulsion was 15–25% less efficient than the best mechanical propulsion mode, and on the overall energy performance of the vessel, increasing speed by 1 knot caused a 7% and 14% increase over the minimum (Formula presented.) /mile emissions between 8 and 14, and above 14 knots respectively.

Current EEDI (Energy Efficiency Design Index) regulations striving to reduce the installed engine power on new ships for a low EEDI may lead to underpowered ships having insufficient power when operating in adverse sea conditions. In this paper, the operational safety of a low-powered ocean-going cargo ship operating in adverse sea conditions has been investigated using an integrated ship propulsion, manoeuvring and sea state model. The ship propulsion and manoeuvring performance, especially the dynamic engine behaviour, when the ship is sailing in heavy weather and turning into head sea, have been studied. According to the results, the dynamic engine behaviour should be considered when assessing the ship operational safety, as the static engine operating envelope is inadequate for the safety assessment. The impact of PTO/PTI (power-take-off/in) operation and changing propeller pitch on the ship thrust availability in adverse sea conditions have also been investigated. To protect the engine from mechanical and thermal overloading, compressor surge and over-speeding during dynamic ship operations and/or in high sea states, the engine and propeller should be carefully controlled. The paper shows that if in (heavy) adverse weather the propeller pitch can be reduced or if the shaft generator can work as a motor (PTI), more thrust can be developed which can significantly improve the operational safety of the ship.

We propose and analyse an optimization method that uses a machine learning approach to solve multi-objective, constrained propeller optimization problems. The method uses an online learning strategy where explainable supervised classifiers learn the location of the Pareto front and advise search strategies. The classifiers are trained with orthogonal features that capture geometric variation in radial distribution of pitch, skew, camber and chordlength. Based on orthogonal features, the classifiers predict whether or not a design lies on the Pareto front. If the design is predicted to lie on the Pareto front, the method verifies this with an evaluation. If the design is predicted to not lie on the Pareto front with a high confidence level, then the design is ignored. This skipped evaluation reduces the computational effort of optimization. The method is demonstrated on a cavitating, unsteady flow case of the Wageningen B-4 70 propeller with P/D = 1.0 operating in the Seiun-Maru wake. Compared to the classical Non-dominated Sorting Genetic Algorithm — III (NSGA-III) the optimization method is able to reduce 30% of evaluations per generation while reproducing a comparable Pareto front. Trade-offs between suction side, pressure side, tip-vortex cavitation and efficiency are identified from the Pareto front. The non-elitist NSGA-III search algorithm in conjunction with the explainable supervised classifiers also find very diverse solutions. Among the solutions, a design with no pressure side cavitation, low suction side cavitation and reasonable tip-vortex cavitation is found.