Mech_future

Air lubrication Technology

noreply@blogger.com (Gaurav Kumar) — Wed, 12 May 2021 03:20:00 +0530

This refers to a technique by which compressed air is pumped into a recess in the bottom of the ship’s hull over the length; the entrained air reduces the frictional resistance between the water and the hull and reduces the propulsion power demand. An injection system delivers air to the recessed area of the hull through a system of automated compressors and valves, while a control system monitors the volume and pressure of air and maintains the optimal air level in the air cavity.

Mitsubishi came out with their Air Lubrication System, it was just one of the several energy-saving techniques for ships. The Mitsubishi Air Lubrication System (MALS) was the first system of its kind which promised energy saving and emission reduction from ships using the innovative technology of Air Lubrication.

Abatement potential

10–15% for tankers and bulker carriers, 5–9% for container vessels.

Market barriers

Large capital investment requirements, and the split interest.

noreply@blogger.com (Gaurav Kumar) — Sat, 17 Oct 2020 01:11:00 +0530

UNCATEGORIZED

TOTAL AND GOOGLE CLOUD TO DEVELOP SOLAR MAPPER FOR ESTIMATING THE SOLAR ENERGY POTENTIAL OF HOUSES’ ROOFS

Oil and Gas giant Total and Google Cloud are going to jointly develop an innovative tool, Solar Mapper. A tool that can provide accurate and rapid estimates for the solar potential of homes using a brand-new AI algorithm.

Its aims to accelerate the deployment of solar panels for individuals by providing an accurate and rapid estimate of the solar energy potential of their homes, first in Europe and then worldwide.

Solar Mapper uses brand-new artificial intelligence algorithms that provide better results than current tools, especially by improving:

the quality of the data extracted from satellite images;
the sharpness of the estimation of the solar potential;
the relevance of the technology to be installed;
the global geographical coverage of the tool.

As of France Total Home country, Solar Mapper provides more than 90% geographical coverage, allowing many more people to assess the solar potential of their homes, with greater accuracy than before.

“Solar Mapper will enable Total to faster deploy solar panels on the houses’ roofs, in order to provide its customers with more affordable and more accessible solar energy,” explains Marie-Noëlle Séméria, Total’s Chief Technology Officer. “By combining Total’s expertise in solar energy with Google Cloud’s expertise in artificial intelligence and databases, we were able to develop an attractive and innovative offer together in just 6 months.”

In addition, Total plans to develop Solar Mapper dedicated to industrial and commercial buildings and installations.

Solar Mapper is contributing to the Group’s ambition to become a world leader in the production of renewable energies, toward getting to net-zero emissions by 2050 together with society. Google itself has been making decisive moves as an investor in renewable energy, not only for its own needs, but also purely as an investor.

Liquified Natural Gas(LNG) - An Altenative fuel for shipping

noreply@blogger.com (Gaurav Kumar) — Sun, 13 Sep 2020 05:06:00 +0530

Liquified Natural Gas(LNG)

The shipping industry has to comply with a number of regulations pertaining to the prevention of pollution and the emission of potentially harmful substances to the environment. IMO is the international agency responsible for issuing and adopting regulations applicable to international shipping. The IMO member states are responsible for implementing the regulations.

General

The main component of liquefied natural gas (LNG) is methane (CH4 ), the hydrocarbon fuel with the lowest carbon content, and therefore with the highest potential to reduce CO₂ emissions (maximum reduction: roughly 26 percent compared to HFO). LNG has more or less the same composition as natural gas used in households, for power generation and by the industry. The production process of LNG ensures that it is practically sulphur-free. Therefore using LNG as fuel does not produce any SOx emissions.

Since the boiling point of LNG is approximately –163°C at 1 bar of absolute pressure, LNG must be stored in insulated tanks. The energy density per mass (LHV in MJ/kg) is approximately 18 percent higher than that of HFO, but the volumetric density is only 43 percent of HFO (kg/m³). This results in roughly twice the volume compared to the same energy stored in the form of HFO. Factoring in the shape-related space requirements, cylindrical LNG tanks typically occupy three times the volume of an equivalent amount of energy stored in the form of fuel oil.

One of the major benefits of using natural gas as a fuel is that the emissions of SO_x and PM are negligible and NO_x emissions are reduced to below the IMO Tier III limits for Otto-cycle engines without the need for exhaust gas treatment system.

Advantages Disadvantages

Technology

The technology available for the usage of LNG as fuel onboard are listed below-

• steam turbines

• lean-burn spark-ignited (LBSI) engines, usually four-stroke, medium-speed

• low-pressure injection dual-fuel (LPDF) engines that are four-stroke, medium-speed

• LPDF engines that are two-stroke, slow-speed

• high-pressure injection dual-fuel (HPDF) engines that are two-stroke, slow-speed

(medium-speed is being introduced)

• gas turbines

The many years of experience with LNG carried as cargo on gas carriers where the boil off-gas is used as fuel, have also enabled the maritime industry to build competence and develop standards that have been used as guidelines for emerging use as LNG as a fuel for other vessel types.

LNG is becoming popular for several reasons.

First, it contains very little sulfur. Additionally, LNG engines are tuned to either emit low nitrogen oxide (NOx)emissions—at the cost of higher methane emissions in some cases—or to incorporate NOx reduction technologies such as exhaust gas recirculation (EGR) or selective catalytic reduction (SCR). These low sulfur oxide (SOx) and NOx emissions make LNG an attractive fuel for ships that operate in Emission Control Areas (ECAs), where ships must comply with more stringent air quality standards.

Second, LNG is, and has been, less expensive than MGO and is now in some regions cheaper than heavy fuel oil (HFO).Moreover, to comply with IMO’s 2020 global sulfur limit, ships must either switch from HFO to more expensive very low sulfur fuel oil (VLSFO) or use HFO with a scrubber.

Third, The IMO’s Energy Efficiency Design Index (EEDI) regulations require new ships to become less carbon intensive over time. The EEDI regulates the amount of CO2 that can be emitted to move goods or people a given distance. Because the EEDI currently only regulates CO2, ship owners who buy LNG-fueled ships have an easier time meeting the standards. This is because LNG emits approximately 25% less CO2 than conventional marine fuels in providing the same amount of propulsion power.

Bunkering

Just like the bunkering of traditional oil fuels, LNG bunkering may be performed in different ways. At present, most LNG bunkerings are made either from truck to ship or from small intermediate bunker terminals. During the development of the different supply chains as described in appendix 2 the following bunkering solutions were considered: truck to ship (TT S), intermediate tank via pipeline to ship (IT PS), ship to ship (STS), and container to ship (CTS).

Infrastructure

Today, there are 60 supply locations worldwide, including Singapore, the Middle East, the Caribbean as well as Europe, according to the latest data in DNV GL’s LNGi business intelligence portal. A further 28 facilities have been decided and at least 36 are under discussion.Shown on map.

Source- DNV-GL

Thanks for reading our article.

noreply@blogger.com (Gaurav Kumar) — Mon, 7 Sep 2020 03:07:00 +0530

Methane

Methane is a powerful greenhouse gas emitted by human activities such as leakage from natural gas systems and the raising of livestock, as well as by natural sources such as wetlands. Methane is a short-lived climate pollutant with an atmospheric lifetime of around 12 years. While its lifetime in the atmosphere is much shorter than carbon dioxide (CO₂), it is much more efficient at trapping radiation. Per unit of mass, the impact of methane on climate change over 20 years is 84 times greater than CO₂; over a 100-year period, it is 28 times greater.

As the major constituent of natural gas, methane is important for electricity generation by burning it as a fuel in a gas turbine or steam generator. Compared to other hydrocarbon fuels, methane produces less carbon dioxide for each unit of heat released. At about 891 kJ/mol, methane's heat of combustion is lower than that of any other hydrocarbon. However, it produces more heat per mass (55.7 kJ/g) than any other organic molecule due to its relatively large content of hydrogen, which accounts for 55% of the heat of combustion but contributes only 25% of the molecular mass of methane. In many cities, methane is piped into homes for domestic heating and cooking. In this context, it is usually known as natural gas, which is considered to have an energy content of 39 megajoules per cubic meter or 1,000 BTU per standard cubic foot. Liquefied natural gas (LNG) is predominantly methane (CH₄) converted into liquid form for ease of storage or transport.

Sources of Methane

Agricultural emissions come primarily from livestock such as cattle and sheep, which burp methane as a result of how they digest their food.

In the fossil fuel sector, methane is released by coal mining and leaks from oil and gas wells, pipelines as well as gas stoves in peoples’ homes.

The increases in emissions were sharpest in Africa and the Middle East; China; and South Asia and Oceania, which had each added 10 to 15 million tons of methane emissions per year by 2017, according to the report. China’s increasing methane emissions were largely due to an uptick in coal use, per the Times, while agriculture drove the rise in South Asia and Oceania as well as, to a lesser extent, Africa, according to Science News.

other sources include the release of methane from seas and soils in permafrost regions of the Arctic.

Arctic methane concentrations up to October 2019. A monthly peak of 2000 ppb was reached in October 2019

Loss of Permafrost

The water trapped in the soil doesn't freeze completely even below 32 degrees Fahrenheit (0 degrees Celsius). The top layer of the ground, known as the active layer, thaws in the summer and refreezes in the winter, and it experiences a kind of sandwiching effect as it freezes. When temperatures are right around 32 degrees Fahrenheit – the so-called "zero curtain" – the top and bottom of the active layer begin to freeze, while the middle remains insulated. Microorganisms in this unfrozen middle layer continue to break down organic matter and emit methane many months into the Arctic's cold period each year.

clathrate breakdown

Sea ice, and the cold conditions it sustains, serves to stabilize methane deposits on and near the shoreline, preventing the clathrate breaking down and outgassing methane into the atmosphere, causing further warming. Melting of this ice may release large quantities of methane, a powerful greenhouse gas into the atmosphere, causing further warming in a strong positive feedback cycle

METHANE IMPACTS

CLIMATE IMPACTS

Methane is generally considered second to carbon dioxide in its importance to climate change. The presence of methane in the atmosphere can also affect the abundance of other greenhouse gases, such as tropospheric ozone, water vapor and carbon dioxide.

Recent research suggests that the contribution of methane emissions to global warming is 25% higher than previous estimates.

HEALTH IMPACTS

Methane is a key precursor gas of the harmful air pollutant, tropospheric ozone. Globally, increased methane emissions are responsible for half of the observed rise in tropospheric ozone levels.

While methane does not cause direct harm to human health or crop production, ozone is responsible for about 1 million premature respiratory deaths globally.

The story of MV Rhosus

noreply@blogger.com (Gaurav Kumar) — Tue, 11 Aug 2020 04:22:00 +0530

The story of MV Rhosus

On 23 September 2013, the Moldovan flagged cargo ship MV Rhosus, owned by Russian businessman Igor Grechushkin, set sail from Batumi, Georgia, to Beira, Mozambique, carrying 2,750 tonnes of ammonium nitrate fertilizer. In October, it was forced to port in Beirut with engine problems. After inspection by port state control, the Rhosus was found unseaworthy, and it was forbidden to set sail. The owner of the Rhosus, the Cyprus-based Russian businessman Igor Grechushkin went bankrupt, and after the charterers lost interest in the cargo, the owner abandoned the ship. By order of the judge, the dangerous cargo was brought ashore in 2014 and placed in Hangar 12 at the port in unsuitable climatic conditions, where it remained for the next six years.

Damage to shipping by Beruit explosions

noreply@blogger.com (Gaurav Kumar) — Tue, 11 Aug 2020 04:18:00 +0530

Damage to shipping by Beruit explosions

On 4 August 2020, a series of explosions occurred in the city of Beirut, the capital of Lebanon. The extremely powerful main blast, at the Port of Beirut, which was preceded by fire, left at least 157 people dead, 80 more missing, and more than 5,000 injured. We will discuss the cause of damage and other aspects. The explosions have caused high damage to the entire port infrastructure. To get more information about the Beruit explosion go to our Beruit port explosions 2020 blog.

The cruise ship Orient Queen, berthed nearby, suffered extensive damage. Two members of the crew were killed and seven crew members were injured., and several on board were injured. The ship capsized overnight and sank in the port after receiving massive damage.

The Bangladesh Navy corvette BNS Bijoy, which participated in the United Nations Interim Force in Lebanon, was also damaged. The ship was very close to the site of the explosion.

The livestock carrier Jouri was close to the site of the explosion; its AIS stopped broadcasting at the time of the explosion. The cargo ship Mero Star was severely damaged. The cargo ship Raouf H was closest to the site of the explosion. AIS from these ships stopped broadcasting at the time of the explosion.

Two large abandoned livestock carrier ships, Abou Karim I and Abou Karim III, were heavily damaged or destroyed in the explosions. They were laid up at the end of Berth 09, very close to Warehouse 12 which was the epicenter of the explosions. In a photo of the aftermath, one of the ships, Abou Karim I, is unstable and keeling over onto the other ship, Abou Karim III. Shortly afterwards the Abou Karim I capsized.

The edible oil tanker ship Amadeo II was completely destroyed in the explosions. The charred remains of the ship could be seen lying on land.

The container ship CMA CGM Lyra was 1.5 kilometers from the site of the explosion and was undamaged.

Hapag-Lloyd's offices in Beirut were destroyed. CMA CGM's offices, located a few hundred meters away from the site of the explosion, were severely damaged. One employee died and two were severely injured.

2020 Beruit Port Explosion

noreply@blogger.com (Gaurav Kumar) — Fri, 7 Aug 2020 03:53:00 +0530

WHAT WAS THAT..?

(2020 Beruit Port Explosion)

On 4 August 2020, a series of explosions occurred in the city of Beirut, the capital of Lebanon. The extremely powerful main blast, at the Port of Beirut, which was preceded by a fire, left at least 157 people dead, 80 more missing, and more than 5,000 injured. We will discuss the cause of damage and other aspects.

Despite inefficient transmission of the shock waves into the ground, the United States Geological Survey measured the blast as a 3.3 local magnitude earthquake, while the Jordan Seismological Observatory reported that it was equivalent to a 4.5 local magnitude earthquake. It is considered as the third most powerful explosion after Hiroshima and Nagasaki.

Lebanon is the country in western Asia with Beirut as its capital and largest city.

The Port of Beirut is the main port in Lebanon on the eastern part of the Saint George Bay on Beirut's northern Mediterranean coast, west of the Beirut River. It is one of the largest and busiest ports in the Eastern Mediterranean.

Explosion

on 4th August 2020 after 8:30PM(IST) a series of explosions took place at the port of Beirut. Shortly after 8:30 firefighters were dispatched to extinguish a warehouse fire at the port.

The first smaller explosion sends a cloud of smoke above the fires and created flashes of light said at resemble fireworks.
the second explosion was much more substantial and occurred at about8:38PM rocked central Beirut and sent a red-orange cloud into the air, briefly surrounded by a white condensation cloud. Nitrogen oxide causes the orange-red color in the ammonium nitrate explosion. The main explosion was linked to approximately 2750tons of ammonium nitrate that had been taken with authority by the govt from the abandoned ship and stored in the port without proper safety measures for the six years. The second blast was felt in Northern Israel and Cyprus (240Kms away).

What is Ammonium Nitrate that exploded?

Ammonium Nitrate is a Chemical compound with Chemical formulae NH₃NO₃. It is predominantly used in agriculture as a high nitrogen fertilizer. (Global production 21.6 million tons in 2017)

Its major use as a component of explosive mixtures in mining, quarrying and civil construction.It is the major component of explosives like ANFO and IEDs.Ammonium nitrate is not the explosive in the form it is commonly sold. However, it readily forms explosive mixtures with varying properties when combined with varying properties .when combined with primary explosives like azides and fuel oils.

Many countries are phasing out its use in consumer applications due to concerns over its potential for misuse.

Damage

Damage estimates are in the billions of dollars, some estimates reaching $15 billion.
witnesses said that homes as far as 10 km away were damaged by the blast and up to 3,00,000 people were left homeless by the explosion.
The grain elevator, the city second largest was destroyed exacerbating food shortages caused by the COVID19 pandemic and a severe financial crisis. About 15,000 tonnes of grain were destroyed, representing 85% of the city's grain reserves, and leaving the country with less than a month's worth of grain in reserve.
Some Embassies sustained heavy damage. The embassies of Argentina, Australia, Finland, Cyprus, and the Netherlands, which were close to the blast, sustained heavy damage. The South Korean embassy, 7.3 kilometers (4 ¹⁄₂ miles) from the blast site, reported minor damage to two windows within the embassy building. The Kazakh, Russian, Hungarian, Romanian, and Turkish embassies also reported minor damage.

The story of MV Rhosus

Damage in shipping

The cruise ship Orient Queen, berthed nearby, suffered extensive damage. Two members of the crew were killed, and several on board were injured. The ship capsized overnight and sank in the port after receiving massive damage

The Bangladesh Navy corvette BNS Bijoy, which participated in the United Nations Interim Force in Lebanon, was also damaged. The ship was very close to the site of the explosion.

Hapag-Lloyd's offices in Beirut were destroyed in the explosion. CMA CGM's offices were severely damaged. One of its employees was reported missing and two were severely injured. The container ship CMA CGM Lyra was 1.5 kilometers from the site of the explosion and was undamaged.

International Response

Representatives of multiple countries, and the UN, offered condolences. In addition to those countries which provided aid, others have offered to do so. Several countries expressed solidarity by lighting up landmarks and monuments in the colors of the Lebanese flag, including the Burj Khalifa in Dubai, the Azadi Tower in Tehran, the Great Pyramids of Giza. Some figures from the Israeli right-wing criticized the display of the flag of Lebanon, an "enemy state".

French President Emmanuel Macron visited Beirut personally on 6 August and pledged support. He was the first foreign head of state to visit the city following the disaster.

HYDROGEN

noreply@blogger.com (Gaurav Kumar) — Sat, 1 Aug 2020 03:29:00 +0530

HYDROGEN

Hydrogen is, by any standard, a truly unique element. It is the lightest atomic element, represents an estimated 75% of all mass in the universe, and has the highest chemical energy content by mass of all gaseous and liquid fuels, hydrogen is generally more energy-intensive to store and transport than other conventional fuels. Hydrogen and energy have a long shared history. The first demonstrations of water electrolysis
and fuel cells captured the imagination of engineers in the 1800s. Hydrogen was used to fuel the
first internal combustion engines over 200 years ago. Hydrogen provided a lift to balloons and
airships in the 18th and 19th centuries and propelled humanity to the moon in the 1960s.
Hydrogen in ammonia fertilizer (from fossil fuels and, earlier, from electricity and water) has
helped feed a growing global population. And hydrogen has been an integral part of the energy
industry since the mid-20th century, when its use became commonplace in oil refining.

HYDROGEN THE ENERGY OF FUTURE

noreply@blogger.com (Gaurav Kumar) — Sat, 1 Aug 2020 01:23:00 +0530

Hydrogen storage and transportation

noreply@blogger.com (Gaurav Kumar) — Wed, 29 Jul 2020 03:10:00 +0530

HYDROGEN STORAGE AND TRANSPORTATION

noreply@blogger.com (Gaurav Kumar) — Wed, 29 Jul 2020 03:04:00 +0530

HYDROGEN STORAGE AND TRANSPORTATION

our this video deals with the ways of hydrogen storage and transportation in various forms. In this video we discussed about the most conventional ways of hydrogen transportation and other through which it is possible.Hydrogen transportation in the form ammonia,liquid hydrogen form,compressed hydrogen form and liquid organic hydrogen carriers(LOHC) are discussed.We also discussed the graph representing the cost of conversion,storage and transportation of various types of modes. DO LIKE,SHARE AND SUBSCRIBE OUR VIDEO.

The international hydrogen market and related shipping can be considered similar to natural gas, and the hydrogen will likely need to be transported over long distances. Its low volumetric density, in addition to a relatively high energy content, means that it is lighter to transport, but it requires more space than fossil fuel alternatives. To overcome this characteristic, hydrogen can be either compressed or liquefied or embedded in energy carriers such as ammonia, methanol and other liquid organic hydrogen carriers at the expense of energy losses.

The hydrogen form to be chosen depends on the quantities and distance involved, typically gas cylinders gas trailers or in liquid rather than gaseous form .Whereas hydrogen transport by gas grids generally occurs by compressing it, the most promising and studied pathways for international shipping are liquid forms either through hydrogen liquefaction or its transformation into ammonia converted back to hydrogen at the local of destination if required. Now,we will Consider the main forms of hydrogen transportation

Like liquefied natural gas, hydrogen in liquid form can be shipped as a global commodity. Liquefaction has as the main drawback its high consumption of power, accounting for roughly 20-40% of the hydrogen energy content in the liquefaction process, in addition to eventual hydrogen loss due to boil-off. whereas Trade in the form of ammonia also consumes a large amount of energy in both synthesis and cracking, but it is expected to have a higher overall energy efficiency and thus lower costs.especially in the case where final cracking back to hydrogen is not needed, for instance for direct combustion for power generation. However, if pure hydrogen is required like fuel cells and thus ammonia cracking is needed ,liquefaction may be the most efficient route.

Ammonia has a higher energy density per volume than liquid hydrogen, and can be stored and transported as a liquid at low pressures or incryogenic tanks at around -33°C at 1 bar. Ammonia has been synthesised, handled and transported for decades and has an existent international supply chain in its favour. The cracking step is still a technical challenge currently under development but can be a game changer if technical andeconomic challenges are successfully solved.

Hydrogen can also be stored and transported embedded in other liquid organic hydrogen carriers that are potentially cheap, safe and easy to manage. Like other pathways, hydrogen is typically saturated with other compounds in an exothermic process at high temperature and pressure. It is then released in pure form by an endothermic dehydrogenation process at high temperature and atmospheric pressure.

Pipeline is onshore the cheapest mode of transport for large quantities of H2 (tens to hundreds of kilotonnes per year) .Pipeline transport of compressed gaseous hydrogen is in general the most cost-effective way of transporting large volumes of it over long distances. This can be done in pure form, or blended into natural gas in gas pipelines, up to limits prescribed by the relevant regulations or imposed by contract or other restrictions. Small volumes, such as those required today at hydrogen fuelling stations, would generally be most cost-effectively transported in bulk by truck.

This graph shows cost of energy penalty from four hydrogen chains including storage,transportation, and conversion.These results indicate that transport and storage of liquid hydrogen has a high cost, in part due to high energy losses from liquefaction and high cost of hydrogen ships. transport and storage of Compressed Gaseous Hydrogen and ammonia have similar costs. But the cost components are very different. For ammonia, the major cost components are the ammonia synthesis and reforming. For longer distances, or increased need for storage, ammonia may be the better option. The main cost components in the CGH value chain are the hydrogen pipelines and the storage in tanks. It should be noted that subsurface storage is another and less costly option for storage of CGH when suitable formations are available. The clearly cheapest option overall is the transport and storage of hydrogen as a hydrogenated LOHC.

However, liquification process for hydrogen transportation is considered as solution and first hydrogen vessel Suiso Frontier is made by kawasaki hevy industries,japan,to transport liquified hydrogen.the major challenges faced while transporting hydrogen in liquified form includes very low temperature (about –250 °C)requiring high energy for storage.additiona; to that Liquefaction consumes about 20-40% of the energy brought by Hydrogen. other includes risk of leakage,,long term storage.and boil-off control.

These considerations, along with those regarding selection of production method, show that the lowest cost or preferred value chain depends on the application and context. No single solution would be equally applicable in all circumstances.

By-Mech_Future

Hydrogen applications in Transportation

noreply@blogger.com (Gaurav Kumar) — Tue, 28 Jul 2020 03:03:00 +0530

Hydrogen application in Transportation

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Molecular hydrogen is used by transportation means directly without further conversion as an energy source.such hydrogen can be used both in internal combustion engines and in fuel cell systems.

Hydrogen was regarded as a promising alternative fuel for internal combustion engines.Advantage of using hydrogen as fuel lies in its carbon free combustion and its broad ignition range and high flame velocity allow for improved combustion efficiencies significantly reduction in comparison to hydrocarbon fuels.but the efficiency of hot hydrogen combustion is fundamentally no higher than that of conventionally operated petrol and diesel engines.

For that reason ,and also because of technical advances that have been made in mobile fuel cell technology.for all practical purposes only cold combustion is used in fuel cell systems in the mobility sector.Fuel cell generates electricity used to drive motor vehicles other means of transport.

Aviation

In civil aviation, hydrogen-powered fuel cells are regarded as potential energy providers for aircraft as they have been in space travel for some time now More recently, electric aviation has been boosted by a number of small demonstration aircraft of unmanned drones, motor gliders or small sports aircraft with a mass of up to 1.5 t . These miniature and small propeller aircraft were fitted with Proton exchange membrane fuel cells for the drive.

Companies such as Boeing, Lange Aviation, and the German Aerospace Center pursue hydrogen as fuel for manned and unmanned airplanes. In February 2008 Boeing tested a manned flight of a small aircraft powered by a hydrogen fuel cell.

In July 2010, Boeing unveiled its hydrogen-powered Phantom Eye UAV, powered by two Ford internal-combustion engines that have been converted to run on hydrogen.

The use of fuel cell technology as the sole or main drive and fuel for full-sized commercial aircraft in national and international air services is not yet in sight, however

Maritime

fuel cell ships are at the demonstration stage in various segments (ferries, shuttles, etc.) and regulatory push is creating the opportunity for more rapid development. Hydrogen fuel cells can also be used to replace on-board and onshore power supply, currently often based on diesel or fuel oil, to eliminate pollutants emissions (NOx, SOx and particulate matter) in harbors,while avoiding expensive installation costs for electrical connections at the harbor.

Energy Observer, launched in April 2017, is the first vessel in the world to both generate and be powered by hydrogen. Developed in collaboration with engineers from the CMA CGM and energy observer. the boat will test and prove the efficiency of a full production chain that relies on the coupling of different renewable energies.

Submarines are a niche application of fuel cells. For instance, electrolysers have been used in submarines for some time now to produce oxygen for breathing air. Submarines operated with fuel cells have been developed in the USA and Germany. The submarines developed in Germany use PEM fuel cells and metal hydride hydrogen stores. In terms of submarine applications, fuel cells are characterized by low noise emissions, low operating temperatures and air-independent operation. However, the “market” for submarines is very small, and even in the future it will not grow beyond a niche size.

Trucks

The high energy density of hydrogen makes it particularly suitable for trucks, which carry heavy goods over long distances.Heavy Duty Fuel Cell Vehicles are electric vehicles with range & fueling time equal to diesels today. Hydrogen has the same benefits of electric vehicles as they use the same electric motors which has more horsepower, instant torque, zero emissions while eliminating many issues derived from battery electric vehicles including long recharge times, limited range, cold start and added weight. Hyundai motors started production of first mass scale production heavy duty fuel cell truck powered by hydrogen fuel.Hyundai will roll out 50 trucks this year and total of 1600 truck by year 2025.

Cars

As of 2018, there are 3 hydrogen cars publicly available in select markets: the Toyota Mirai, the Hyundai Nexo, and the Honda Clarity.In 2013 the Hyundai Tucson FCEV was launched, it was a conversion of the Tucson and available in left-hand drive only..Toyota launched the world's first dedicated mass produced fuel cell vehicle (FCV), the Mirai, in Japan at the end of 2014 and began sales in California, mainly the Los Angeles area and also in selected markets in Europe, the UK, Germany and Denmark.

Train

In March 2015, China South Rail Corporation (CSR) demonstrated the world's first hydrogen fuel cell-powered tramcar at an assembly facility in Qingdao.In northern Germany in 2018 the first fuel-cell powered Coradia iLint trains were placed into service; excess power is stored in lithium-ion batteries.

LNG in shipping

noreply@blogger.com (Gaurav Kumar) — Fri, 24 Jul 2020 19:58:00 +0530

The burning of natural gas in internal

combustion engines is not a new concept.

Neither is its use associated with diesel-

electric propulsion or mechanical drive

systems for ships. A significant step in

the adoption of natural gas as a fuel

has been the Dual Fuel Diesel-Electric

systems on LNG carriers that are either

being built or already in service. However,

ship operating philosophies have varied

between companies. Some operators

prefer to use conventional heavy fuel oil

when its cost is lower than the commercial

value of boil-off gas from the LNG tanks; or

when the ship is running with limited LNG

on board in the ballast condition or during

lay-up. In this case the need for a shipboard

re-liquefaction is limited. However, it can

be installed so that on the occasions when

the boil-off cargo exceeds the ship’s fuel

requirements the additional boil-off fluid

can be returned to the cargo tanks. By

way of contrast, a large fleet of ships has

been built using the opposite philosophical

viewpoint. These ships operate on heavy

fuel oil and use a large liquefaction plant

to reliquefy all of the boil-off LNG: this

auxiliary plant also runs on heavy fuel oil.

Consequently, these latter ships deliver all

the cargo loaded and use heavy fuel oil for

the ships’ operational energy needs.