BACKGROUND: Norway is facing the challenge of reducing transport emissions. High speed crafts (HSC) are the means of transport with highest emissions. Currently there is little literature or experience of using hydrogen systems for HSC. OBJECTIVE: Evaluate the economic feasibility of fuel cell (FC) powered HSC vs diesel and biodiesel today, and in a future scenario, based on real world operation profile. METHOD: Historical AIS position data from the route combined with the speed-power characteristics of a concept vessel was used to identify the energy and power demand. From the resulting data a suitable FC system was defined, and an economic comparison made based on annual costs including annualized investment and operational costs. RESULTS: HSC with a FC-system has an annual cost of 12.6 MNOK. It is 28% and 12% more expensive than diesel and biodiesel alternative, respectively. A sensitivity analysis with respect to 7 key design parameters indicates that highest impact is made by hull energy efficiency, FC system cost and hydrogen fuel cost. In a future scenario (2025-2030) with moderate technology improvements and cost development, the HSC with FC-systems can become competitive with diesel and cheaper than biodiesel. CONCLUSIONS: HSC with FC-systems may reach cost parity with conventional diesel in the period 2025-2030.
Electrification of the road transport sector likely includes both battery electric (BEV) and hydrogen fuel cell electric vehicles (FCEV). Integration of energy carriers is described as a route forward for efficient integration of renewable energy. The objective of this work is to determine cost‐efficiency improvements with co‐localization of BEV and FCEV stations, and how this impacts optimal sizing of the photovoltaic (PV) production and battery storage. Grid‐connected co‐localized charging/filling stations, situated north of Oslo, Norway, are modeled in HOMER Pro and HOMER Grid. PV production is modeled using PVsyst and a snow loss model to analyze the effect of snow shading on PV production. Demand data for BEV and FCEV are synthesized based on historical traffic data (year 2015–2019) to represent three different cases of BEV/FCEV distribution. Results indicate that co‐localization, i.e., the integration of energy carriers for BEV and FCEV, leads to a marginal cost‐efficiency improvement of 0.1–1.4%, depending on BEV/FCEV distribution and cost assumptions. Co‐localization shows greater benefits for the integration of locally produced renewable power. Due to co‐localization, the cost‐optimal PV capacity is either increased or PV power export is reduced. Stationary batteries are also observed to cost‐efficiently perform peak shaving in a future scenario.
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