Fuel cells on board future RNLN Corvettes. Ship impact study

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EMU'

FUEL CELLS ON BOARD FUTURE RNLN CORVETTES

SHIP IMPACT STUDY

The Hague May 2005

Dorien van der Sangen

TU Delft section Marine Engineering and Royal

_{Netherlands Navy DMO}

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Summary

The automobile industry has to comply with severe emission reduction demands especially in urban areas. Therefore the development and investments in cleaner vehicles have been expanded in the last few decennia. One of these cleaner vehicles is the already commercial hybrid electric vehicle where the conventional combustion engine is combined with an electric motor. Another possibility is the fuel

cell powered car. The fuel cell powered car is still in the design stage, in which the occupied volume has to be reduced, the costs have to become compatible with the combustion engine driven vehicle, the system has to become more reliable and a hydrogen infrastructure must be developed.

Emission regulations also apply to ships. To reduce the exhaust emissions of future naval warships the all electric ship concept is being developed. In the all electric ship concept the energy supply for

propulsion, auxiliary power and SEWACO (combat) systems are integrated. Compared to the

traditionally separated systems this has advantages in vulnerability, reliability, flexibility in ship design, signature, through life costs, fuel consumption and emissions. In the all electric ship concept it is not only possible to use the conventional combustion engine for power generation, also the fuel cell could fit very well. The development of fuel cells for the generation of electric power has made significant progress in the last decades. This has made the PEMFC possibly suitable for use on board ships. The use of fuel cells for electric power generation could result in lower lifecycle costs, reduced noise and infrared signatures of the ship, less vulnerability and more flexibility in ship design. In comparison with diesel and gas turbine generators, fuel cells have several potential advantages:

Only a few moving parts resulting in a relatively silent and vibration less system. Lower infrared emissions and cleaner exhaust gasses.

More freedom in position on boa rA the ship, resulting in a high flexibility in ship design. Aighr_.eliability and availability.

High efg__der sj_Decially at part load. less maintenance.

Suitable for a variety of fuels in combination with a reformer process.

The navies of Germany, the Netherlands, Turkey and the United Kingdom have combined their

knowledge to investigate fuel cell systems. This has led to the Euclid project RTP 16.08 'Diesel fuel

processor for fuel cells'. This project ended in 2004. With this project and the above mentioned advantages of fuel cell systems in mind the Royal Netherlands Navy formulated this graduate

assignment. The main goal of this graduate assignment is:

To investigate the impact of a hybrid fuel cell system with respect to design

and operational performance of future RNLN corvettes.

To achieve this goal first the theory has been described starting with the fuel cell. The polymer

electrolyte membrane fuel cell is used. Compared to other fuel cell types, the polymer electrolyte membrane fuel cell is the most interesting fuel cell with respect to development status and application on board ships The advantages of the polymer electrolyte fuel cell are:

low temperature, reducing the start up time;

thinness of the membrane electrode assemble, increasing the power density; absence of corrosive fluid hazards;

the fuel cell can work in any orientation, making them suitable for use in portable applications; the fuel cell is simple to fabricate;

materiel corrosion problems are minimal due to high chemical stability of the polymer.

Hydrogen, the ideal fuel for fuel cells, is however not a logistic fuel yet. It is also questionable whether it is feasible to store large amounts of hydrogen on board, due to the low energy density of hydrogen storage. Also from a safety point of view the presence of large quantities of hydrogen on board is not

attractive, especially for warships. To this end diesel fuel, NATO F76, will be the fuel for the next

generation of warships, including the future corvettes. Therefore a diesel fuel reformer has to be used for the fuel cell system on board the corvettes. The reformer theory is still in its development stage and using a reformer system is not without disadvantages. The diesel reformer does not only raise the

RNLN/TUDelft I May 2005

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Ship Impact Study Fuel Cells on Board Future RNLN Corvettes

volume, weight and costs of the complete system, it also reduces the total efficiency, since the

reformer efficiency is only about 80%. Due to the response time of the diesel reformer in reaction to load changes, the fuel cell with reformer system is not load following. To this end the system will be expanded with an energy storage system for load levelling. The combination of a fuel cell (including reformer) and energy storage is called a hybrid system. In such a system the fuel cell and reformer can be run in a discrete number of operating points, while the battery absorbs the surplus of energy or delivers the additional needed energy. For energy storage the lead acid battery is chosen. During the operation the battery is charged or discharged. The fuel cell and battery are connected in parallel to the main grid. To make the battery voltage the same as the fuel cell voltage a two quadrant chopper is used. When the battery is discharged, so when the fuel cell power is less then the power demand, the

battery voltage is boosted to the fuel cell voltage. When the fuel cell power exceeds the power

demand the battery is charged and the fuel cell voltage is bucked to the battery voltage. The fuel cell and battery DC power must be inverted to the normally used AC power of the main grid. This is done with an inverter. Both inverter and converter are called power conditioner.

There are several ways to use the hybrid fuel cell system on board corvettes. Therefore a list of

possible energy supply concepts is made. An attempt has been made to list the functional and spatial redundancy needed on the basis of the availability, reliability and maintainability of the fuel cell and reformer system. Qualitative data on the availability, reliability and maintainability are however not

available yet. To complete the theory part of the assignment a list of safety and risk control

measurements is given.

The main part of the assignment is to model the hybrid fuel cell system in GES. GES is a simulation program developed by TNO and the Royal Netherlands Navy to simulate all kinds of energy systems.

GES is used in the pre-design stage of naval vessels, for comparisons of different systems for

propulsion and electricity generation. First a quasi-static model of the hybrid fuel cell system is being built in GES. Verification of the model is done by comparing the results of the model with the data of the 2500 kW model made in the Euclid project RTP 16.08 'Diesel fuel processor for fuel cells'. The

model compared rather well, however there is room for improvement. The battery model is compared to the manufacturer's data. Next the model of the hybrid fuel cell system is tested with an expected auxiliary load profile for the corvette. This load profile, including dynamic load variations, includes results of measurements on board Air Defence and Command Frigate (LCF) HNLMS Evertsen during, her sea trials in the West. The nominal auxiliary power for the hybrid system in the corvette is 150C kW, so the model of the hybrid fuel cell system is downsized. The model simulates the behaviour of a hybrid fuel cell system with a highly varying load. It is also possible to calculate amongst others the fuel consumption, exhaust gas emissions, the efficiency and the ratio of fuel cell and battery power needed. Since the GES model has only been verified with nominal load data from the Euclid project, it

can be expected that the model is not yet fully representative in part load operation. Due to the response time of the reformer the necessary battery capacity for the load profile is 300 batteries of 1500 Ah. The weight, size and cost of the 1500 kW hybrid fuel cell system are compared to a 1650 kW diesel generator set used on board the LCF. Comparing these results gave that the hybrid fuel cell system is more than 2.3 times heavier as the diesel generator set. The hybrid fuel cell system is more then 10% bigger in size and is almost 4 times more expensive. It was also possible to calculate the efficiency and the fuel consumption at-a nominal 1500 kW load. It follows that the efficiency of the hybrid fuel cell system was about 3.25.67 lower than the diesel generator set and the specific fuel consumption is about 13.5% igher.

The main goal is not yet achieved. The model made in GES has to be improved and there are a lot more calculations to be done. At this moment already some preliminary conclusions can be drawn.

However the number of recommendations for follow up of this investigation will be larger. To achieve the main goal recommendations are done in three different categories: recommendations to improve the model in GES, recommendations of tests to be done to achieve the goal and recommendations of

system changes to improve performance, weight, size and costs of the system. Following thee recommendations the performance of the model and the hybrid fuel cell system will significantly

improve and will have great influence on the conclusions drawn before. Therefore they aremaybe even more important than the conclusions.

The end result is a model of a hybrid fuel cell system, with a diesel fuel reformer in GES

ands re :rt

containing the used theory, a model description, a database of measurements on the auxiliary load of

a LCF and the modelling results.

RNLN/TUDelft May 2 05

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Preface

Finishing with success the pre-university education at secondary school the author joined the Royal Netherlands Navy. In August 1999 the author started her education to become a marine engineer at the Royal Netherlands Naval College in Den Helder. This education is a balanced mix of military skills, leadership courses, society orientation courses, engineering courses and an introduction to the life and work on board of navy ships. After four years the education ended at the Royal Netherlands Naval College and was continued at university in Delft. The Royal Netherlands Navy gave the author time to complete a masters programme at the University of Delft. This concerned the master programme of mechanical engineering, the variant transportation engineering and specialisation marine engineering. This specialisation not only fitted best to the education at the Royal Netherlands Naval College, but also fitted best to the interests of the author. After a year of participating in courses at the University of Delft the six year education ends with this graduate assignment.

This graduate assignment is set up by the Royal Netherlands Navy and is part of research into the design of a supercritical diesel reformer in hybrid fuel cell systems. This is a research project executed

by TNO-MEP in co-operation with the Royal Netherlands Navy, the University of Twente and

SPARQLE. The goal of this assignment is to investigate the impact of a hybrid fuel cell system with

respect to the design and operational performance of future RNLN corvettes. Some European

countries have shown interest in the development of hybrid fuel cell systems for use on board Navy ships. It is possible that a design and demonstration project is started within the Western European Armaments Group (WEAG). This graduate assignment attracted the author's attention because of the mix in ship design and new technologies. Also of interest was the fact of having a small part in the design of future corvettes, ships that may play a role in the future of the author when in the service of the Royal Netherlands Navy.

This report can be used by the Royal Netherlands Navy to decide whether or not a hybrid fuel cell system is a feasible and satisfying system to investigate more in the final design of future corvettes, Fellow student interested in new technologies like the fuel cell and reformer system can also use the report. The reader must however be critical, the conclusions drawn in this rapport are based on a simulation model in the design phase. Before the final conclusions can be drawn the investigation

must be finished first. The recommendation mentioned to improve the model could be a useful tool. Many people have been very helpful to the author in finalizing this graduate assignment. The author would like to take advantage of this situation to show her gratitude to all helpful people in general and to some in particular.

First II will name Professor Klein Woud of the University of Delft and Isaac Barendregt of the Royal

Netherlands Navy Defence Material Organisation. I would like to thank the professor and Isaac for their supervision, helpful advice and coaching in the last 8 months.

I would also like to thank Hans van Vugt working at TNO and author of the program GES. I thank Hans for his enthusiastic help in understanding the program GES and in helping to improve the fuel cell and reformer model made in GES by pointing out the possibilities of the program.

would like to thank Deborah Trimpe Burger, English teacher at the Royal Netherlands Naval College Deborah has helped with improving the report.

I am very grateful for the hospitality and help of the crew of HNLMS Tromp and HNLMS Evertsen _and the help of everyone participating in the LCF project.

Last but of course not least I will take this opportunity to thank my family and friends for their never ending support.

Donen van der Sangen LTZT3

The Hague, May 2005

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Symbols

Some symbols are used more then once. In the text it/s made clear what symbol is meant. Roman Symbols.

A Surface area [m21

Ain _{Tafel voltage loss coefficient on a In base}

{V]

a Constant in open voltage function battery model

_[-1

a; Activity of species I

Constant in open voltage function battery model

Battery capacity _{[Ah] or [Wh]}

Nominal battery capacity _{[Ah] or [14/7i]}

C't Momentaneous battery capacity _{[Ah] or [Wh]}

Constant in internal resistance function battery model

c,h Bulk concentration of species i _{[mole 1}_m3]

Specific heat at constant pressure _{[J 1 kgK]}

Surface concentration of species It [thole1 in31

Constant in internal resistance function battery model

Separation of the electrode materials _[m]

Reversible open circuit voltage

_[V]

E,eq Equilibrium potential of species i

_[V]

Open circuit voltage

_[V]

Standard potential of electrode 'ii

_[V]

Constant in open voltage function battery model

_[-1

Charge of one electron

_[Cl'

Effort

Induced electromotive force

_[N]

Faraday constant

_{[96485C/ mole]}

Force

_[N]

Factor

_[-1

Flow

_[-]

Frequency

_[Hz]

Used to denote a formula

Gibbs free energy

_[J]

G1 Gibbs free energy of formation

_[J]

gf

Gibbs free energy of formation of a molar basis _{[J 1 mole]}

Enthalpy

_[f]

HHV

Higher Heating value

_[J

_/

_kg]

Current _[A]

char Characteristic current

[A]

RNLN/TUDelft IX _{May 2005} C c

d

_[

d

E

El

e

F

f

G

H

I

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Al3' Exchange current at the electrode

IA]

ni Current [2111

ii Current density EA 1 m2]

i

i1 Limiting current density

[Ante]

in Internal equivalent current density . 1[24 /m2]

un'

1GB Gearbox ratio

1-1

io Exchange current density I[A I mil

i

Current amplitude

[A]

LHV

'Lower Heating value

[J I kg'

4

Leakage inductance

[H]

La, Magnetizing 'inductance

[H]

M

Torque [Nm]

M

!Molar mass [kg I mole]

m Number of exchanged electronic charges.

_[-li

IP Constant in mass transport function

[V]

ma Modulating signal 1-11

m.1 Frequency modulation, ratio. [-11

,.

nt _{'Mass flow} [kg I s]

Avogadro number [6.022

1021

Number of windings

_I-]

-A Constant in mass transport function [cm2 I mA]

n number of cells

I[]

A, Number of exchanged' electronic charges

[-]

ax Molar flow of component x

[mple/ s]

Number of cells paralleL

_I[-]

Pressure, 1RP al

Pr

Partial! pressure of component x TkPa]

P; Power of part or component x

[W]

Po Standard ambient pressure ..- a

[bar]

Amount of charge

[c]

Heat [J.]

Heat rate' Trig

Volume flow rate [nil

Is]

R Molar universal gas constant. [8.31114//mo7eK1

R Resistance

_[0]'

Ra Core reluctance

[0]

-ier

Real effective internal' resSarioe

[0]

Re'

ff

Pseudo, internal resistance

PI,

'RN1LN/TUDelft X May 2005

-

FE

1-

ill 1 wrir

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Area specific resistance

_[n/m2]

Entropy

_{[J I}

_IC]

Entropy flow [W I K]

Number of cells in series

[]

sfc Specific Fuel Consumption [kg I kWh]

Temperature

_[K]

Critical temperature

_[K]

Tref Reference temperature

[K

TJ Switching period [s] Time _[s] Voltage

_[V]

U

c Cell voltage

[V]

,1 Cell voltage

[V]

A Voltage amplitude

_[v]

Voltage _[V] Voltage amplitude

[V]

Velocity

_[m/s]

State of charge

[]

Specific volume [m3/cg] Work flow _[W] State of discharge

[]

Pseudo state of discharge

[]

Mole fraction of component i

_[-1

Greek Symbols.

a

Charge transfer coefficient

Constant in specific heat approach function

a

Partial concentration

Ratio between the capacity at infinite small discharge time and infinite long discharge time in battery model

if

Constant in specific heat approach function

fl

Ration between the capacity at nominal discharge time and infinite lone discharge time in battery model

Constant in specific heat approach function Ratio of the specific heat capacities of a gas Constant in specific heat approach function Duty cycle

Thickness of Helmholtz layer

[]

[-1

RNLN/TUDelft XI _{May 2005} S s

T

x

a

I-1

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A Change in ...

[]

A gf° Change in Gibbs free energy on a molar basis [J I mole]

Ahf° Change in enthalpy of formation at 298 K on a molar basis

[J I mole]

S Constant in specific heat approach function'

electrical permittivity

[F I

m]

71, Isentropic compressor efficiency

[]

rict

Overpotential

[V]

qcompr lsentropic compressor efficiency

[-1

Converter efficiency

[-1

d

77 Overpotential due to mass transport phenomena [V]

77F Fuel efficiency

[]

17Fe Fuel Cell efficiency

[]

77 Inverter Inverter efficiency [--]

k

77 Overpotential due to kinetic effects

[V]

77m Mechanical efficiency

[]

q motor Motor efficiency [-1

t /cooler Fuel cell cooling efficiency

[]

11R Reformer efficiency

Voltage efficiency

[]

77f Isentropic turbine efficiency

[]

rhotal Total efficiency

[]

2 Excess ratio,

Core permeability [H I m]

Pr

Fuel utilization coefficient'

Jr Pressure ratio

[]

a

Stochiometric air fuel ;ratio

Time constant

[s]

93 Flux [Wb]

0 Relative humidity

[-1

co Angle between the voltage and the current in the phasor diagram 11

cos Electrode potential

[V]

Col Electrolyte potential

[V]

CO Angular velocity

[rad I s]

co Humidity ratio, absolute humidity or specific humidity

[]

RNLN/TUDelft XI), May 2C)5

qconverter

[-1

[]

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Abbreviations

AC Alternating Current

AES All Electric Ship

AFC _{Alkaline Fuel cell}

AIRC Air Compressor

AFAR Active Phased Array Radar

APECS Advanced Programmable Electronic Countermeasures System

ASW Anti Submarine Warfare

CCM _{Continuous Conducting Mode}

CCOI Critical Contacts of Interest

CHP _{Combined Heat and Power}

CNAP Cathode Negative Anode Positive

CODAG Combined Diesel and Gas

COMB Combustor

COMR Combustion Reactor

CON/COND Condenser

CPP _{Controllable Pitch Propeller}

CWPM Cooling Water Pump

DC Direct Current

DCM _{Discontinuous Conducting Mode}

DG Diesel Generator Set

DMFC _{Direct Methanol Fuel Cell}

DMO Defence Material Organisation

COD Depth Of Depletion

ECN Energy Research Centre of the Netherlands

EM _{Electro Motor}

EMF _{Electromotive Force}

EXTU _{Exhaust Gas Turbine}

FC Fuel Cell

FUPM Fuel Pump

FVVPM Feed Water Pump

GB Gear Box

GES _{Integrated Energy Systems (Geintegreerde Energie Systemen)}

H2C0 _{Hydrogen Compressor}

H2ST Hydrogen Storage Tank

HDS _{Hydrodesulphurisation}

HEV _{Hybrid Electric Vehicle}

HEX _{Heat Exchanger}

HF _{High Frequency}

HHV _{Higher Heating Value}

HNLMS _{Her Netherlands Majesty's Ships}

HTS _{High Temperature Shift}

HUMID Humidifier

IGBT _{Insulated Gate Bipolar Transistor}

IMCS Integrated Management and Control System

IR _Infra-Red

IRF _{Immediate Reaction Force}

ISR _{Intelligence Surveillance and Reconnaissance}

LCF _{Air Defence and Command Frigate (Luchtverdedigings- en}

Commando Fregat)

LCS Littoral Combat Ship

Low Frequency Lower Heating Value Landing Platform Dock Low Temperature Shift Molten Carbonate Fuel Cell] Membrane Electrode Assembly Manifold

RNLNITTUDelft XIII _{May 2005}

LF LHV LPD LT& MCFC M EA MF

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MF Medium Frequency

MF Multipurpose-frigate

M-frigate Multipurpose-frigate

MOSFET Metal Oxide Semiconductor Field Effect Transistor

MS Motor Ship

MTBF Mean Time Between Failure

MTBR Mean Time Between Replacement

NATO North Atlantic Treaty Organization

NBC Nuclear, Biological and Chemical

NSFS Naval Surface Fire Support

NSS Naval Surface Strike

OCV Open Cell Voltage

Ox Oxidation reaction

PAFC Phosphoric Acid Fuel Cell

PEFC Polymer Electrolyte Fuel Cell

PEMFC Polymer Electrolyte Membrane Fuel Cell

PR/PRE Pre-Reformer

PROX Preferential Oxidation

PTFE Polytetrafuorethylene

PWM Pulse Width Modulation

Red Reduction reaction

Redox Reduction and Oxidation

RNLN Royal Netherlands Navy

SATCOM Satellite Communication

SELOX Selective Oxidation

SEWACO Combat systems: Sensors, Weapons and Command systems

SHF Super High Frequency

SMART Signals Multibeam Acquisition Radar for Targeting

SOC State Of Charge

SOFC Solid Oxide Fuel Cell

SPEFC Solid Polymer Electrolyte Fuel Cell

SPFC Solid Polymer Fuel Cell

SR Steam Reformer

STANAG NATO Standardization Agreements

STANAVFORLANT Standing Naval Force Atlantic

STANAVFORMED Standing Naval Force Mediterranean

STAN FLEX Standard Flex Vessels

SWPM Sea Water Pump

TNO Dutch organization of Applied Scientific Research (Toegepas.

Natuurkundig Onderzoek)

UHF Ultra High Frequency

VLF Very Low Frequency

VLS Vertical Launch System

VVGS Water Gas Shift

ZEBRA ZEolite Battery Research Africa or sodium nickel chloride battery

RNLN/TUDelft XIV May 2005

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-List of Figures

Figure 1.1 The Hydrogen 3 ₁

Figure 1.2 HDW 212A class submarine. ₂

Figure 2.1 Overview of deployment states (yellow), roles (grey), missions (orange) and tasks (blue) of

the corvettes. ₆

Figure 2.2 Artist's impression of RNLN corvette ₉

Figure 2.3 Danish SF300 multi role vessel ₁₀

Figure 2.4 Example container for Danish multi role vessel. ₁₀

Figure 2.5 Schematic view of SF300 multi role vessel and containerised equipment with the number of

units ₁₁

Figure 2.6 Schematic overview fuel cell ₁₇

Figure 2.7 Number of fuel cell systems build world wide. ₁₉

Figure 2.8 Market percentage of fuel cell type ₁₉

Figure 2.9 Schematic overview of the total system ₂₀

Figure 3.1 Schematic overview PEM cell ₂₂

Figure 3.2 Voltage for a typical low temperature, air pressure, fuel cel ₂₄

Figure 3.3 Stack design ₃₄

Figure 3.4 Example stack with bipolar plates with cooling channels. ₃₅

Figure 3.5 Complete reformer/fuel cell system ₄₃

Figure 3.6 Fresh and seawater system ₄₅

Figure 4.1 Load sketch ₄₇

Figure 4.2 Comparison of batteries, supercapacitors and flywheels. ₄₈

Figure 4.3 Electrochemical operation of a cell ₅₁

Figure 4.4 Current voltage relation during charging. ₅₅

Figure 4.5 Electrical double layer ₅₆

Figure 4.6 Battery voltage during charging. ₅₇

Figure 4.7 Capacity as function of load of two batteries having thesame volume 69

Figure 4.8 Discharge characteristic for a three our discharge ₆₉

Figure 4.9 The sodium-sulphur cell ₇₀

Figure 4.10 Schematic explanation of the transport of ions and electronsduring discharge 70

Figure 4.11 Cell voltage as function of state of discharge. ₇₁

Figure 4.12 Block diagram of sodium-sulphur battery. ₇₂

Figure 4.13 Schematic diagram of a Zebra cell ₇₄

Figure 5.1 Schematic overview of hybrid fuel cell system ₇₇

Figure 5.2 Electronic switches and there symbol. ₇₈

Figure 5.3 Buck switching regulator ₇₉

Figure 5.4 Boost switching regulator ₈₀

Figure 5.5 Single switch boost converter with closed loop pulse width _{modulation control.} ₈₀

Figure 5.6 Voltage gain as a function of duty cycle. ₈₂

Figure 5.7 Electrochemical operation of a cell ₈₃

Figure 5.8 Two quadrants ₈₃

Figure 5 9 Two quadrant chopper

Figure 5 10 Three phase inverter ₈₅

Figure 5.12 Wave forms of the three phase inverter ₈₅

Figure 5.11 Switching pattern of the three phase inverter. ₈₆

Figure 5.13 Three phase PWM wave forms _sa

Figure 5.14 Modes of operation ₈₉

Figure 5.15 Transformer circuit

Figure 5.16 Transformer used in the model. ₉₁

Figure 5.17 Block diagram of typical power conditioner

.Figure 5.18 Block diagram and circuit of power conditioner with line_{frequency transformer.} ₉₂

Figure 6.1 Zonal spatial redundancy ₉₄

Figure 6.2 The straight forward concept. ₉₅

Figure 6.3 Functional redundancy in the fuel cell system. ₉₆

Figure 6.4 Functional redundancy in the reformer ₉₇

Figure 6.5 Combination of functional redundancy in the fuel cell and reformer. 97

Figure 6.6 The double concept.

98

Figure 6.7 Combination of Hybrid PC and battery system with Diesel or Gas generator. 99

Figuur 6.8 Example energy supply concept. ₁₀₁

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Figure 7.1 HNLMS Van Nes. 103

Figure 7.2 The HNLMS Zeven Provincien 105

Figure 7.3 Load balance LCF. 107

Figure 7.4 Division in load LCF 108

Figure 7.5 Load balance M-frigate. 108

Figure 7.6 Division in load M-frigate. 109

Figure 7.7 Expected load balance of the corvette. 112

Figure 7.8 Expected division in load Corvette. 113

Figure 7.9 Small photograph compilation of the trip. 114

Figure 8.1 Hybrid fuel cell and battery module. 117

Figure 8.2 Simple ship propulsion model. 119

Figure 8.3 Simplified overview of hybrid fuel cell and battery model in GES. 120

Figure 8.4 Balanced three phase voltages 121

Figure 8.5 Scheme of star connection. 122

Figure 8.6 Power component in GES 123

Figure 8.7 Sub model control. 124

Figure 8.8 Feed forward fuel cell power control by battery pseudo state of discharge and charge

voltage. 125

Figure 8.9 Relation between cell voltage and cell current and the relation between cell power and cell

Figure 9.7 State of charge versus pseudo state of charge, when controlling battery control by pseudo

state of charge. 17)

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current. 127

Figure 8.10 The power conditioner. 128

Figure 8.11 Battery model.

Figure 8.12 Battery 132

Figure 8.13 Cell capacity versus current after using the solver in Excel 133

Figure 8.14 Cell voltage versus pseudo discharge state, at 10 hr discharge 134

Figure 8.15 Cell voltage versus pseudo discharge state, for four different discharge times 134

Figure 8.16 Cell voltage versus state of discharge, at four different discharge times. 135

Figure 8.17 Cell capacity versus current. 136

Figure 8.18 Cell voltage versus pseudo state of discharge 136

Figure 8.19 Pseudo internal resistance at charge and discharge with 150A. 137

Figure 8.20 Fuel cell and reformer system 138

Figure 8.21 PEMCF 141

Figure 8.22 Fuel pump, 143

Figure 8.23 Cooling water pump (inclusive heat exchanger 11). 144

Figure 8.24 Sea water pump. 144

Figure 8.25 Feed water pump 144

Figure 8.26 Heat exchanger. 144

Figure 8.27 Manifold 1 146

Figure 8.28 Manifold 4 147

Figure 8.29 Hydro-desulphurisation and zinc-oxide bed 147

Figure 8.30 Pre-reformer 14E

Figure 8.31 Steam reformer. 14.c.

Figure 8.32 High temperature shift. 14c

Figure 8.33 Low temperature shift. 15C

Figure 8.34 Preferential oxidation. 150

Figure 8.35 Condenser 1 151

Figure 8.36 Condenser 2 +3 151

Figure 8.37 Combustor 152

Figure 8.38 Air delivery system. 153

Figure 8.39 Humidifier schematically given.

15-Figure 8.40 Component auxiliary power. 158

Figure 9.1 Model in GES. 159

Figure 9.2 Comparison of battery sub model in GES with excel and manufactures data 160

Figure 9.3 Relation between fuel cell voltage, current and power for 1500 kW model 167

Figure 9.4 Interaction between fuel cell and battery without control 16F

Figure 9.5 Interaction between fuel cell and battery with power control without battery control. 16

Figure 9.6 Power control, without battery control. 169

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Figure 9.8 State of charge versus pseudo state of charge, when controlling battery control by state of

charge ₁₇₀

Figure 9.9 Battery cell voltage, when controlling battery control by state of charge 171

Figure 9.10 Fuel cell and battery power, with full control option 1 171

Figure 9.11 Power control, full control option 1. 172

Figure 9.12 Battery control and pseudo state of charge of the battery. 172

Figure 9.13 Fuel cell and battery power, full control option 2 173

Figure 9.14 Power control, full control option 2. ₁₇₃

Figure 9.15 Change over from diesel engine generator on board the LCF 174

Figure 9.16 Change over from diesel engine generator to hybrid fuel cell and battery system without

control ₁₇₄

Figure 9.17 Changeover from diesel engine generator to hybrid fuel cell and battery system with full

control option 1. 175

Figure 9.18 Changeover from diesel engine generator to hybrid fuel cell and battery system with full

control option 2. 175

Figure 9.19 Measurement 3, departure of the harbour of St. Thomas, with the minimum required

number of batteries. ₁₇₆

Figure 9.20 Measurement 5 and 7, a night at sea and forced roll in the morning, with the minimum

required number of batteries 177

Figure 9.21 Measurement 9 and 10, departure of the harbour Punto Delgado, a day at sea and fire

practice, with the minimum required number of batteries. 177

Figure 9.22 Measurement 6, a day at sea, with the minimum required number of batteries. 178

Figure 9.23 Measurement 12, all radars on, with the minimum required number of batteries. 178

Figure 9.24 A night at sea in a colder area, with the minimum required number of batteries. 179 Figure 9.25 Measurement Sand 7, a night at sea with forced roll in the morning, with 700 batteries 180 Figure 9.26 Measurement 5 and 7, a night at sea with forced roll in the morning, with 300 batteries 180 Figure 9.27 Measurement 3, departure of the harbour of St. Thomas, with 300 batteries. 181

Figure 9.28 Measurement 6, a day at sea, with 300 batteries. 181

Figure 9.29 Measurement 12, all radars on, with 300 batteries. 182

_

RNLN/TUDelft XVII _{May 2005}

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List of Tables

Table 2.1 Examples of corvettes. 12

Table 2.2 Overview of differences between 5 different types of fuel cells. 18

Table 4.1 Overview of secondary batteries. 61

Table 4.2 Secondary battery data 63

Table 4.3 Energy dnsity data quoted by different manufacturers for rechargeable batteries. 64

Table 4.4 Extensive secondary battery data. 65

Table 4.5 Characteristics of the sodium-sulphur battery 68

Table 4.6 Typical battery specifications by Rolls-Royce. 73

Table 7.1 Operational profile M-frigate for peace and war time. 104

Table 7.2 Average stay in different areas: M-frigate. 104

Table 7.3 Operational profile LCF for peace and wartime. 106

Table 7.4 Electric load balance of the M-frigate and the LCF. 107

Table 7.5 Operational profile corvette for peace and wartime (equals table 7.3) 109

Table 7.6 Electric load balance of the LCF, M-frigate and the corvette. 113

Table 8.1 Effort and flow variable used in GES. 118

Table 8.2 List of abbreviations figure 8.20. 138

Table 9.1 Weight and volume battery. 160

Table 9.2 Battery capacity. 160

Table 9,3 Comparison Barnes versus model in GES (PEMFC) 161

Table 9.4 Comparison Barnes versus model in GES (HDS + PR + SR + HTS + LTS + PROX). 162

Table 9.5 Comparison Barnes versus model in GES (COMB + air delivery) 163

Table 9.6 Comparison Barnes versus model in GES (HEX). 164

Table 9.7 Comparison Barnes versus model in GES (PUMP). 164

Table 9.8 Comparison Barnes versus model in GES (COND + HUMID) 165

Table 9.9 Comparison Barnes versus model in GES (performance) 166

Table 9.10 Weight volume and costs 2500 kW system of Barnes. 166

Table 9.11 Minimum required number of batteries. 176

Table 9.12 Weight volume and costs 1500 kW hybrid fuel cell system (Barnes) 183

Table 9.13 Comparison of 2500 kW system with 1500 kW system concerning the performance 183

Table 9.14 Specification of diesel engine generator on board the LCF 184

RNLN/TUDelft XVIII May 2005

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-I -Introduction.

1.1 Background.

The automobile industry has to comply with severe emission reduction demands especially in urban areas. Therefore the development of cleaner vehicles has been expanded in the last few decennia. One of these cleaner vehicles is the already commercial hybrid electric vehicle where the conventional combustion engine is combined with an electric motor. Another possibility is the fuel cell powered car. The fuel cell powered passenger car is still in the design stage, where the occupied volume has to be reduced, the costs have to become compatible with the combustion engine vehicle, the system has to become more reliable and a hydrogen infrastructure must be developed. An example of such a fuel cell powered passenger car is the Hydrogen 3 from General Motors, figure 1.1. The vehicle is _based on the Opel Zafira. The fuel cell in this vehicle consists of 200 interconnected individual PEM cells. The top speed is about 160 km/h with an acceleration of 0 to 100 km/h in 16 seconds. Thevehicle weight is 1590 kg. Hydrogen is stored in tanks in liquid form at -253°C or as a compressed gas at a maximum pressure of 700 bar. With the hydrogen stored as a liquid the range is about 400 km, as a gas this is only 270 km. The fuel cell powered Opel Zafira is not commercial yet, but the vehicle is thoroughly being tested and developed.

Figure 1.1 The Hydrogen 3.

In the design of future ships fuel cells will probably also play _{an important role, amongst others}

because of their potential to reduce emissions. Furthermore the all electric ship _{concept for propulsion} and energy generation is in development for ships and fuel cells will fit very well in this concept. In the all electric ship the energy supply for propulsion, auxiliary power and SEWACO (combat) systems are integrated. Compared to the traditionally separated systems this has advantages with respect to vulnerability, reliability, flexibility in ship design, signature, through life costs, fuel consumption _and emissions.

Howaldtswerke-Deutsche Werft (HOW) is a major shipbuilding company in Germany. Since the 1970s HOW has done research into the use of fuel cells for submarines and the German _{shipbuilder began} production of fuel cell powered, air independent, submarines in 1998. With Siemens it has_developed a 300 kW PEMFC (Polymer Electrolyte Membrane Fuel Cell) system to be installed in its U212 class of submarines. The oxygen, which is necessary for the reaction, is stored as a liquid at -183 C. The hydrogen is stored as a metal hybrid. The benefits provided by the fuel cell propulsion in the case of submarines include low temperature and low noise, making the submarine difficult to_{detect via sonar,}

noise or infrared. Three submarines for the German Navy have been built and _{are undergoing}

extensive sea trials. Further orders have been received from the Greek and Korean Navy for seven Class 214 submarines. Four of these Class 214 submarines have been ordered by the Greek Navy, the other three by the Korean Navy. The Italian Navy has ordered two Class 212 A submarines, figure

1.2. The Portuguese Navy has signed a contract to have three of its Class 209 submarines

modernised with a fuel cell propulsion system. Eventually, the Greek Navy will also have three of its Class 209 submarines modernised with a fuel cell propulsion system. All submarines mentioned will have a dual propulsion system. The dual propulsion system consists of a diesel generator with battery system in normal conditions and an air-independent fuel cell system for silent cruising. The next step is the development of submarines completely powered by fuel cells and the fuel cell powered surface ships

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Figure 1.2 HOW 212A class submarine'.

Hydrogen, the ideal fuel for the fuel cell used in the fuel cell passenger car and on board the

submarines is however far from being a logistic NATO (North Atlantic Treaty Organization) fuel. And it is questionable whether the amount of hydrogen needed on board surface ships can be stored, due to the low energy density of hydrogen storage. Also from a safety point of view the presence of large quantities of hydrogen on board is not attractive, especially for warships. To this end diesel fuel, NATO F76, will be the fuel for the next generation of warships, including the future corvettes. This fuel is the starting point for the use of fuel cells on board. In a reformer system the diesel fuel can be converted to a hydrogen rich gas for a polymer electrolyte fuel cell. One disadvantage of a reformer system is the slow response of the reformer to load changes. Therefore an energy storage system, for example a battery, must be added to the system. The energy storage system takes care of the load variations and peak loads while the fuel cell and reformer system take care of the base load. A combination of a fuel cell with an energy storage systems is called a hybrid fuel cell system.

1.2 Objectives.

The development of fuel cells for electric power generation has made significant progress in thelast decade. This has made the PEMFC possibly suitable for use on board ships. In combinationwith the all electric ship concept the fuel cell could result in lower lifecycle costs, reduced noise andinfrared signatures of the ship, less vulnerability and more flexibility in ship design. In comparison with diese and gas turbine generators, fuel cells have several potential advantages:

Only a few moving parts resulting in a relatively silent and vibrationless system., Lower infrared emissions and cleaner exhaust gasses.

). More freedom in position on board the ship, resulting in a high flexibility in ship design. . High reliability and availability.

High efficiency, especially at part load, 'Less maintenance.

Suitable for a variety of fuels in combination with a reformer process.

These potential advantages have made the RNLN (Royal Netherlands Navy) interested in a fuel cell system with diesel reformer on board the future corvettes. This presumed fuel cell system must be completed with an energy storage system to make the system load following. The objective of this graduate assignment is:

To investigate the impact of a hybrid fuel cell system with respect to design

and operational performance of future RNLN corvettes.

I Source: HDW

RN LNTTUDelft 2 May 2005

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This is also called a ship impact study. The graduate assignment is given by the Royal Netherlands Navy and is part of the study 'design of a supercritical diesel reformer in a hybrid fuel cell system'. This

study is carried out by TNO-MEP in co-operation with the Royal Netherlands Navy, University of

Twente and SPARQLE. The Royal Netherlands Navy also participates in a project with the German and Swedish navies with as its goal the design of future corvettes. This graduate assignment can be

used as pre-investigation to the use of non conventional energy supply concepts. This graduate

assignment is however not intended to carry out the development of fuel cells or reformer systems. The complete assignment is given in appendix A.

1.3 Structure.

The goal of this graduate assignment is to investigate the impact of a hybrid fuel cell system with respect to design and operational performance of future RNLN corvettes. To achieve this goal a hybrid fuel cell system is modelled with a simulation tool called GES (Integrated Energy Systems). GES is developed by TNO and the Royal Netherlands Navy to simulate all kinds of energy systems, be it

electrical, mechanical, hydraulic. GES facilitates during the pre-design stage of a naval vessel,

comparisons of different systems for propulsion and electricity generation. To investigate the impact of a hybrid fuel cell system with respect to the design and operation performance of future corvettes first the hybrid fuel cell system has been simulated as auxiliary and SEVVACO power generator for the

corvette. So the influence or impact on the corvette when the hybrid fuel cell system is used for

propulsion power has not been investigated in this graduate assignment.

This assignment has been split up into seven parts. The first part described in Chapter 2, The Future

RNLN Corvettes, is a description of the future RNLN corvettes. The corvettes are still in the preliminary design phase so the description given here does not give any guaranties about the ultimate design. In the description is also stated why the RNLN needs corvettes in the future. A

provisional deployment and task description is given. A general description of the corvettes is made, with some examples of foreign corvettes. And a general description of the hybrid fuel cell system is

given, with the advantages of the system in relation with corvettes. This chapter is an extensive introduction to the assignment.

Since not everyone interested in this graduate assignment is familiar with fuel cell and reformer systems the theory behind these systems has been clarified in Chapter 3, The PEMFC with Diesel

Reformer. Chapter 3 starts with a description of the polymer electrolyte fuel cell (PEMFC). The

PEMFC is the most interesting fuel cell with respect to development states and application on board ships and will be used in this assignment. The reformer system used is described in the second part of Chapter 3. The type of reformer is a steam reformer also used in the EUCLID project 16.08 'Diesel fuel processor for fuel cells'. The complete fuel cell and reformer system is given in the last part of Chapter 3. In this chapter only the components used in the ultimate system are described, alternative or future developments on fuel cells or reformers will not be mentioned. The way of describing the theory is in line with how the fuel cell and reformer system are modelled in GES.

The theoretical background of the used energy storage system is given in the first part of Chapter 4,

Battery Theory and Selection. This chapter begins with an explanation of the use of an energy

storage system and the types of energy storage systems available. Available energy storage systems are the battery, the supercapacitor and the flywheel. Since the battery is chosen for the hybrid fuel cell system on board the corvette, a general description of and the theory behind the battery _{are given.} The description of the theory behind the battery is rounded off with a description of how batteries can be modelled. In this chapter also a list of available batteries is given and a choice is made what type of battery can be used in the presumed hybrid system on board the corvette.

The power of the hybrid fuel cell system is of the DC type. Before the power can be used on board the corvette it must be converted to a conventional AC power, namely the 440V 3 phase 60 Hz power. How this is done is explained in Chapter 5, The Power Conditioner. The power conditioner consists of a DC-DC converter and an DC-AC inverter. These systems are described in line with how these systems can be modelled in GES. With the fuel cell, reformer, battery and _{power conditioner explained} the hybrid fuel cell model can be build. But first some possible energy supply concept are mentioned

in Chapter 6, Energy Supply Concepts. When defining an energy supply concept functional and spatial redundancy have been taken into account, as well as zonal fight through power and the

combination of the hybrid fuel cell system with for example and diesel of gas turbine generator set. In

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this chapter also some possibilities of using a hybrid fuel cell system for propulsion power or in the all electric ship concept are given. It is not an objective to use a hybrid fuel cell system for the complete propulsion of the corvette, but it may be possible to use a hybrid fuel cell system in mine dangerous areas, when the speed is very low and it is important to be as quiet as possible. In Chapter 6 also a small safety and risk analyses concerning the use of a fuel cell and reformer system on board a ship

has been made.

To investigate the influence or impact of a hybrid fuel cell system to the corvette with the help of GES an electric load profile is needed. When GES is used static the electric load profile can be made using the electric load balance of the corvette. But when GES is used quasi static to investigate the impact of the time delay in the reformer system and therefore the ratio between fuel cell and battery power needed on board the corvette a dynamic electric load profile is needed. Such a load profile can be measured on board a corvette. But due to the fact that corvettes are not built yet the load profile was made on the basis of the LCF (Air Defence and Command Frigate). A dynamic load profile for the corvette will be composed with the help of the measurements on board the LCF and the electric load profiles of the LCF and the M-frigate (multipurpose frigate). The measurements done and the electric load profile are described in Chapter 7, Operational Profile and Load Balance Corvette.

In Chapter 8, Model Description, the model made in GES is described in 4 different parts, the power

conditioner sub model, the battery sub model, the power control sub model and the fuel cell and

reformer sub model. This description is preceded with a general description of the programme GES and a description is given of the power control sub model. This sub model is added to the system to

prevent the fuel cell from trying to follow the power demand of the grid, but to keep the fuel cell

operating at one of six chosen power output levels. This is done to stabilize the fuel cell and reformer system. In this chapter also the battery characteristics of the battery used in the model are shown and a summary and explanation of the assumptions made are given.

The results of the model are shown and discussed in Chapter 9, Results of the GES Model. The

model of the fuel cell and reformer is compared to results of a model made in the EUCLID project

16.08 'Diesel fuel processor for fuel cells'. After a comparison has been made the fuel cell and

reformer model is downsized to the energy supply concept for the corvette of about 1500 kW and battery and power conditioner sub models are coupled and discussed. Then the power control sub model is coupled and the results are shown. At the end of this chapter a comparison is made of the hybrid fuel cell system that can be used on board the corvette with a conventional diesel generator set

used on board the LCF. The assignment is finalized with a summary of the conclusions and

recommendations in Chapter 10, Conclusions and Recommendations.

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?'The Future RNLN Corvettes.

In this chapter the motives for starting this ship impact study will be explained. First of all the reasons for future RNLN corvettes and secondly the proposed use of fuel cells on board these corvettes will be clarified. In a later stage of this study it will become clear whether the fuel cell on board corvettes is a useful option or not.

2.1 Corvettes.

2.1.1 The Navy's need for corvettes.

The main tasks of the Dutch armed forces are to defend the Dutch and allied territory (including the Netherlands Antilles and Aruba), promotion and provision of stability of the international legal_system and support of civil authorities. These are in short the tasks described in the Defensienota _{2000. To} carry out these tasks the Royal Netherlands Navy has at its deposal frigates, supply vessels,a landing platform dock, mine hunters, submarines, hydrographical vessels, helicopters, aircrafts and marine battalions. The frigates form the backbone of the fleet. However due to economic recessions and

therefore cutbacks of the Dutch government, the Royal Netherlands Navy is not only losing the aircrafts but also four frigates. The Navy wants to replace these frigates in ten to fifteen years by ships that can do the littoral tasks better and have low exploitation costs. But what are the exact tasks of the current frigates and why do the government and Navy want to replace the frigates by ship that are

better in performing the littoral tasks?

First of all the Royal Netherlands Navy has a few permanent commitments like the two Immediate Reaction Forces (IRF's), Standing Naval Force Atlantic (STANAVFORLANT) and Standing _Naval Force Mediterranean (STANAVFORMED), of the North Atlantic Treaty Organisation (NATO), another

permanent tasks is Guard Ship in the Caribbean territories of the Kingdom. Secondly the Royal

Netherlands Navy participates in peace keeping operations like the Golf War, _{Sharp Guard and}

Enduring Freedom and last but not least the in Defensienota 2000 mentioned task group for peace enforcement operations. Each of these operations needs one frigate to be operational. This results in three frigates per operation that have to be available due to transits from and to the area of operation, ship maintenance, crew training and crew rest.

In the tasks mentioned a shift towards support of civil authorities is perceptible. This _{mainly means the} fight against international organised crime. The growth in international organised crime is best seen in the Caribbean where the illegal trade in drugs is getting more and more aggressive. It is recognised that modern piracy is becoming a bigger problem. Also the world wide use of the sea by international criminal or terrorist organisations calls for the permanent _{presence of the Navy. The shift in tasks} mentioned make the Navy operate in coastal areas for longer periods of time if not permanently and with more frigates.

The already existing tasks and increase in tasks results in a number of frigates that is surpassing the number of frigates in use by the Navy. Continuation of the tasks results in the_{need for six frigates, two} frigates in the fight against terrorism, two frigates in the Immediate Reaction Forces of the NATO, one as duty guard ship in the Caribbean and another in the Caribbean for backfill of American ships after 11 September 2001, and the needed relief of these frigates. This not only means a high pressure on the current frigates and their crew but it is also not possible anymore to participate in the Task Group mentioned in Defensienota 2000.

In task groups frigates usually operate in coastal waters, taking care of the protection of other ships in the task group, ensuring the area is safe, taking care of constabulary tasks and support amphibious operations. With respect to the constabulary tasks the frigate has too much operational capacity. To this end a ship with less operational capabilities and therefore less exploitation costs could be an attractive solution for certain tasks. Adding a number of corvettes, with less operational capacity and less exploitation costs, could be a solution. A disadvantage of the corvette is the loss of flexibility so they can not operate in one of the Immediate Reaction Forces or in operations with a high level of

threat. The idea is to do the deployment with low threats

_{with corvettes and the high threat}

deployments with the frigates. So first of all the corvettes can serve as ready duty ship in the

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Caribbean and provide the backfill of American ships in the Caribbean, but they are also applicable to peace keeping operations like embargo operations and serve as ready duty ship on the North Sea.

2.1.2 Deployment and task description of corvettes.

In the Stafdoelstelling Korvetten 2003 a description of the expected deployment states and the

accompanying tasks is given. A general overview of these deployment states and tasks can be seen in figure 2.1.

2 stafdoelstelling Korvetten 2003

052 OPIFAT1011AL

Figure 2.1 Overview of deployment states (yellow), roles (grey), missions (orange) and tasks (blue) of the corvettes.

First of all two different deployment states can be distinguished, the transit state and operational state. The transit state can dependently from the location of operation take up to a couple of weeks and will

be switched to the operational state by entering the location of operation.

In the operational state the ship can be deployed in two different roles. In the civil-military role the ship will be deployed as RNLN Caribbean Guard ship or as RNLN Ready Duty ship. The accent in this role

lies in military support of civil authorities and coast guard tasks. In the expeditionary role the corvette will be deployed to support world wide expeditionary operations. In this role the corvette is part of e task group with the accent on sea control. In the design of the corvettes account has to be taken for 'the dual role concept. This means that there has to be a possibility to change equipment and crew

easily to change the role or mission of the corvette in a relatively short time, the mission aimed

modular equipment (section 2.1.3). Frigates can operate in both roles without changing crew and equipment.

Further it is possible to classify four different types of missions namely, constabulary, humanitarian, sea control and power projection missions. A mission is a cluster of different tasks. A description of the mentioned missions and tasks is given, these are quoted from the Stafdoelstelling Korvetten 2003. Constabulary: a mission existing of judicial orientated tasks associated with coast guard duties. These missions are done in the civil-military role on the Northern Sea and in the Caribbean. The missions can be executed individually or in task groups.

General policing tasks and counter drugs operations: "The corvette shall be able to conduct general policing tasks for a prolonged period of time (at least two weeks) and have adequate surface and air

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picture compilation capabilities that must be night capable as well. The corvette shall be capable of hot pursuit by sailing at high speeds for prolonged periods of time also in high sea states and have good endurance. The corvette shall be capable of executing boarding operations. The corvette shall be able to use low level of force against surface contacts both by its own weapons (small calibre gun) as well

as by the helicopter anti-surface weapons (small calibre gun). The corvette shall have standard

accommodation and facilities for law enforcement and/or other specialised personnel."

Border patrol: "The corvette shall be capable of patrolling a dedicated sea area or coastal area. The capability of the corvette to execute this mission shall be limited to peace time: e.g. surface ships with criminal elements and armed with small weapons at most. The corvette shall be capable to divert surface ships with minimal force."

Immigration patrol: "As under 'Border Patrol'. Additionally the corvette shall have organic means of transportation by sea and air to suspect vessels. Standard accommodation and facilities have to be available for an embarked detachment of Customs/immigration policy."

Conduct environmental and fishing policing operations: "The corvette shall be capable of patrolling large areas of sea and have adequate surface surveillance capabilities by own and organic airborne sensors. The corvette shall have organic means of transportation by sea and air to inspect fishing

vessels. Additionally the corvette shall have some capability to fight pollution. Standard

accommodation and facilities have to be available for an embarked detachment of fishery police." Maritime vessel control.

Humanitarian: a mission existing of humanitarian orientated tasks executed in the civil military role as well as in the expeditionary role, both individual as in task groups.

Provide disaster relief: "The corvette shall be able to provide disaster relief. The nature of the disaster varies from disasters caused by nature (geological/meteorological) to disasters caused by _{man. The} corvette shall have sufficient capability to transport and store materiel for disaster relief including tents, pumps, fire fighting equipment, food etc. (depending on the size of the ship). The storage shall be in

separate storerooms or containers lashed on deck. The corvette shall have organic air and sea transportation from ship to objective. Alongside the corvette shall have on loading and off loading facilities (as infrastructure might not be in place). The corvette shall have standard accommodation

plus facilities and store rooms for a platoon size humanitarian assistance unit and its equipment _or other specialised detachments. Also the corvette shall have sufficient medical facilities, -personnel and -stores."

Humanitarian aid: "This task is an extension of 'provide disaster relief'. In addition to the specific contribution of the corvette to this task light weapons and crowd and riot control equipment shall be available for personal security, crowd and riot control and protecting affected civilians. Furthermorethe corvette shall have Spartan overload capacity of maximum 250 pax available for a maximum of 24 hours to transport affected civilians outside the affected area. Special attention should be givento medical facilities, showers, toilets, accommodation, hotel facilities and supporting personnel."

Evacuation operations: "The corvette shall be capable of supporting NE0 operations. For personal

assistance to the operation a standard accommodation plus facilities of approximately 40 pax is required. Additionally Spartan overload capacity of maximum 250 pax available for a maximum of 24 hours for evacuees has to be provided. The corvette shall have organic air andsea transport from ship to objective. Special attention should be given to medical facilities, showers, toilets, accommodation,

hotel _{facilities and associated supporting personnel on board. With own crew only (without}

detachments) the disaster relief effort of the corvette is limited."

Search and rescue: "The corvette shall be capable of conducting search and rescue operations individually or as part of a greater effort. The corvette shall be able to search a dedicated sea area, under all meteorological circumstance, during night and day. The corvette shall be capable of

providing adequate assistance during the rescue effort. This includes rescuing personnel from thesea or from a platform in distress, Also the corvette must be able to act as on scene commander. The

corvette shall be capable of conducting surface search with both own and organic airborne_sensors

during night and day. To ensure quick reaction and to shorten transit time, the corvette shall be capable of sailing at high speeds for prolonged periods of time including in high sea states and have

good endurance. In addition the corvette shall be equipped with both _{sea- and air-transport. The} corvette shall have necessary facilities for treatment of the distressed. The corvette shall have adequate connectivity and equipment to be integrated in the search and rescue organisation and be able to co-ordinate the search and rescue effort herself."

Sea control: Sea control will be explained by listing the associated tasks of thismission.

RNLN/TUDelft 7 _{May 2005}

Fuel cells on board future RNLN Corvettes. Ship impact study