As marine traffic is contributing to pollution, and most vessels have predictable routes with repetitive load profiles, to reduce their impact on environment, hybrid systems with proton exchange membrane fuel cells (PEMFC-s) and battery pack are a promising replacement. For this purpose, the new approach takes into consideration an alternative to diesel propulsion with the additional benefit of carbon neutrality and increase of system efficiency. Additionally, in the developed numerical model, control of the PEMFC–battery hybrid energy system with balance of plant is incorporated with repowering existing vessels that have two diesel engines with 300 kWe. The goal of this paper is to develop a numerical model that analyzes and determines an equivalent hybrid ship propulsion system for a known traveling route. The developed numerical model consists of an interconnected system with the PEMFC stack and a battery pack as power sources. The numerical model was developed and optimized to meet the minimal required power demand for a successful route, which has variable loads and sees ships sail daily six times along the same route—in total 54 nautical miles. The results showed that the equivalent hybrid power system consists of a 300 kWe PEMFC stack and battery pack with 424 kWh battery and state of charge varying between 20 and 87%. To power this new hybrid power system, a hydrogen tank of 7200 L holding 284.7 kg at pressure of 700 bar is required, compared to previous system that consumed 1524 kg of diesel and generated 4886 kg of CO₂.

Sorption is often carried out in stirred batch reactors without any consideration of how much mixing is sufficient to avoid the effect of diffusion without compromising yield and cost due to overmixing. Therefore, the focus of this work was to study how the maximum sorption capacity, removal efficiency, kinetics and power consumption (P) of the studied process are affected by different mixing speeds, i.e., impeller speed/minimum impeller speed for complete suspension (N/N_JS) ratio values and zeolite suspension mass concentrations. Experiments were conducted in a baffled reactor with the propeller at a standard off-bottom clearance. In addition to the experimental studies, numerical modelling approaches were carried out to investigate the sorption process using a transient multiphase computational fluid dynamics model and fitting selected kinetic models. The results show that an increase in zeolite mass leads to a slight increase in the N_JS and consequently P_JS. The impeller speed affects the velocities, power consumption, kinetics, final amount and removal efficiency of copper sorbed. The experimentally determined kinetic data fit Ritchie’s kinetic model well. However, for two experiments, performed at N/N_JS ratios of 0.8 and 0.6, Mixed kinetic model fits better, suggesting that the second-order reaction is suppressed by diffusion. Due to the influence of diffusion, the experimentally determined sorption efficiency decreased from 59.377% to 54.486% and 46.372% for N/N_JS ratios of 0.8 and 0.6, respectively.

As marine traffic is contributing to pollution and mostly have predictable route with repetitive load profiles, to reduce their impact on environment, hybrid system with proton exchange membrane fuel cells (PEMFC-s) and battery pack, is promising replacement. For this purpose, the numerical model of repowered existing vessel that have two diesel engines with 300 kWe is developed. The goal of this paper is to develop numerical model which analyzes and determine equivalent hybrid ship propulsion system for known traveling route. The developed numerical model consists of an interconnected system with PEMFC stack and battery pack as power sources. Numerical model is developed and optimized to meet minimal required power demand for successful route demand, which has variable loads and daily sails six-time same voyage- in total 54 nautical miles. The results have shown that equivalent hybrid power system consists of 300 kWe PEMFC stack and battery pack with 424 kWh battery and state of charge varying between 20 and 87%. To power this new hybrid power system, hydrogen tank of 7200 l holding 284.7 kg at pressure of 700 bar is needed, compared to previous system that spend 1524 kg of diesel and generate 4886 kg of CO2.