According to the independent Norwegian organisation Det Norske Veritas (DNV), one of the five project partners, the world’s fleet of ships is the source of two percent of global carbon dioxide emissions, ten percent to 15 percent of nitrous oxides (NOx) and four percent to six percent of sulphur oxides. DNV specialises in risk management in various areas and operates internationally. ‘Fuel cells represent an interesting possible solution to the problem of reducing local and regional emissions,’ the DNV comments in its report on ‘Fuel cells in ships: safety & reliability’. ‘The technology is, however, still fairly unproven.’

This is what the EUR 2 million METHAPU project, to which the EU contributes EUR 1 million, is set to change: The one-year trial will help to assess the maturity of methanol-based technology and its suitability for daily use in the shipping sector. At the same time, the test will make it possible to quantify the short-term and long-term environmental impact of such a system in comparison with conventional systems. These systems still tend to rely on battery power or generators to provide power independent of the ship’s propulsion source or main electric system.

While the prototype unit will only produce 20 kilowatt (kW), it could, for example, be comprised of four 250 kW modules and hence provide about 1 megawatt (MW) of auxiliary power, explains application engineer Carl-Erik Sandström from Wärtsilä, the Finnish engine manufacturer which is responsible for coordinating the project.

And yet, before the system can be incorporated into commercial vessels, there are still some hurdles that have to be overcome, mainly regarding fuel cell technology itself. ‘The SOFC type fuel cell has not reached the same stage as, for instance, PEM [proton exchange membrane] fuel cells,’ Mr Sandström says. According to him, challenges include high temperatures, as SOFCs generally operate in the temperature area between 600 and 900 0C. As a result, the challenge is ‘getting the components and the materials to meet these environmental demands,’ Mr Sandström adds. ‘And then of course the life time of the fuel cells and the stacks. That’s the relevant component in the whole system.’

Operational safety, however, should not give rise to concern, Mr Sandström thinks. Although the toxicity of methanol and its transformation into hydrogen might create safety issues, he is confident that the ventilation system and gas detectors in the fuel cell room along with other systems will help to detect and prevent gas leakage. And despite safety concerns, methanol is simply ‘very appropriate for this kind of technology,’ he says. ‘It’s available almost everywhere and it’s possible as a renewable fuel. In addition, it’s a liquid.’

Mr Sandström believes in the project’s success and that the fuel cells will be applied in the future not only in auxiliary power systems on ships, but also in onshore installations and power plants. And at some point, ‘it might be used for propulsion power [in the marine sector] as well,’ Mr Sandström predicts. ‘It’s feasible if we try.’