MARANDA – Marine application of a new fuel cell powertrain ...Deliverable 1.3 4 MARANDA, H2020 FCH JU project no. 735717 2. Work Progress and Achievements during the 1st year The

D1.3 MARANDA - Grantagreement no: 735717

MARANDA – Marine applicationof a new fuel cell powertrainvalidated in demanding arcticconditionsGrant agreement no: 735717D1.3 Annual report for the1st project year

Authors: VTT: Jari Ihonen, Antti Pohjoranta, Valtteri Pulkkinen, MinnaNissilä, Katri Behm, Kaj Nikiforow, Johan Tallgren, Sampo Saari

ABB: Mikko Kajava

SH: Uwe Hannesen, Nafissa Haimad

OMB: Mattia Franzoni, Giovanni Coombs Silvia Ferrara, KasiaKedzia

SYKE: Jukka Pajala.

PE: Paul Saint-Vanne, Laurence Grand-Clément

PCS: Henri Karimäki,

Confidentiality:Submission date:Revision:

Public6.3.2017-

MARANDA - Grant agreement no:735717 Deliverable 1.3

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Report’s title

D1.3 Annual report for the 1st project yearCustomer, contact person, address Order reference

Lionel Boillot, FCH JU Grant agreement no:735717

Project name Project number/Short name

Marine application of a new fuel cell powertrain validated indemanding arctic conditions

MARANDA

Author(s) Pages

VTT: Jari Ihonen, Antti Pohjoranta, Valtteri Pulkkinen, MinnaNissilä, Katri Behm, Kaj Nikiforow, Johan Tallgren, SampoSaari

ABB: Mikko Kajava

SH: Uwe Hannesen, Nafissa Haimad

OMB: Mattia Franzoni, Giovanni Coombs Silvia Ferrara, KasiaKedzia

SYKE: Jukka Pajala

PE: Paul Saint-Vanne, Laurence Grand-Clément

PCS: Henri Karimäki

16

Summary

In this annual report, the work progress of the first 12 months of MARANDA project issummarised.

The project is introduced with project objectives for the 1st project year. Work progress andachievements during the 1st year are reported. Deviations are the impact due to them arereported and corrective actions are proposed. In addition, project management during the 1st

year is described.

Confidentiality Public

MARANDA - Grant agreement no:735717 Deliverable 1.3

2 (16)

Deliverable 1.3 2MARANDA, H2020 FCH JU project no. 735717

Contents1. Introduction ...................................................................................................................... 3

2. Work Progress and Achievements during the 1st year...................................................... 4

2.1 Project objectives for the 1st year ............................................................................. 42.2 Summary of progress .............................................................................................. 4

2.2.1 WP2 Specification, safety and life cycle analysis ......................................... 42.2.2 WP3 FC stack and balance of plant component development ..................... 72.2.3 WP4 FC system development ................................................................... 122.2.4 WP5 Power electronics development for FC system and vessel interface . 122.2.5 WP6 Hydrogen storage solution development for marine applications ....... 132.2.6 WP7 FC system integration to containers with fuel storage ....................... 132.2.7 WP8 Validation of FC systems in the target vessel and in durability test

bench ........................................................................................................ 142.2.8 WP9 Dissemination, exploitation and business analysis ............................ 14

2.3 Deviations and impact ........................................................................................... 152.4 Corrective actions proposed .................................................................................. 16

3. Project management during the 1st year ........................................................................ 16

3.1 Consortium management tasks and achievements ............................................... 163.2 List of project meetings, dates and venues ............................................................ 163.3 Development of the Project website ...................................................................... 16


1. Introduction

The project work flow is illustrated in Figure 1. The overall strategy of the MARANDA projectis to work in three parallel technology development paths (WP3+WP4, WP5 and WP6) duringthe first half of the project and unite the achievements during the integration and validationphase (WP7 + WP8) mostly in the second half of the project.

Figure 1. Pert diagram for the MARANDA project

Concerning the integration and validation phase (WP7 + WP8), the validation will be startedon-shore using industrial hydrogen in Äetsä chemical factory. The design and validation ofdifferent generations of 100 kW scale PEMFC systems is illustrated in Figure 2.

Figure 2. Timeline for the system deliveries and validation in the project.


2. Work Progress and Achievements during the 1st year

The progress in this report is described for those tasks, which have been active during the firstyear of the project.

2.1 Project objectives for the 1st year

The main objectives of the project for the first year has been to define technical specifications(Milestone 1) and develop stacks and systems so that 1st fuel cell system can be delivered forthe final integration and durability testing in industrial site test bench test (Milestone 2).Specification were delivered, while the system delivery has not been completed during the 1st

project year.

2.2 Summary of progress

2.2.1 WP2 Specification, safety and life cycle analysis

Task 2.1: Specifications

Task 2.1 has been completed and deliverable D2.1 (Specifications report) submitted on time30.6.2017.

This report sets the basis for the coordinated design of the MARANDA fuel cell power plantand its H2 storage system and, in particular, provides a common reference point for thediscussion between the project consortium and the related authorities, DNV-GL (classauthority) and TraFi (Finnish flag state authority), and the shipyard (Rauma MarineConstructions).

The report summarizes the main technical characteristics of the MARANDA FC+H2 systemand reviews its safety approaches. The report describes the baseline system which is submitto changes based on comments and requirements from the authorities and the capacities ofthe manufacturing consortium.

The report consists of a main descriptive part and three technical annexes:

1) The fuel cell power plant overview diagram

2) The H2 storage diagram

3) The fuel cell power module diagram


Task 2.2: Regulation codes and standards (RCS) review and plan of action

Task 2.2 has been completed and deliverable 2.3 (Review of RCS and communication plan)submitted on time 30 Jun 2017.

In MARANDA project an emission-free hydrogen fuelled PEMFC based hybrid powertrainsystem is developed for marine applications and validated on board the research vesselAranda, which is one of about 300 research vessels in Europe.

Four months after project start, this document maps Regulations, Codes and Standards(RCS), existing or under development, affecting the design and the future integration of thepowertrain system on board Aranda vessel. This mapping will support a gap analysis, whichwill help a more efficient project implementation. It will as well support an action plan toadvance FCH in marine activities.

As MARANDA hybrid powertrain comprises a 165 kW APU type fuel cell and a mobilehydrogen storage container, refillable in any 350 bar hydrogen refueling station, the herebyanalysis focuses on APU FC and mobile CHG.

As the project also aims to conduct general business cases for different actors in the marineand harbor, the review of RSC and the gap analysis is, to some extent, expanded to usecases, which show the greatest economic potential. The purpose is to indicate the economicimpact of RCS gaps.

RCS applicable directly or indirectly to FCH in marine applications are plentiful. Experience ofFCH is rapidly increasing due to the number of ongoing projects. In general maritime sector isshowing increasing interest in FCH applications, because they can meet the stringentenvironmental requirements.

The main code to be considered is the IGF Code from the UN Organization IMO (InternationalMaritime Organization), as it provides an international standard for ships operating with gasor low-flashpoint liquids as fuel, such as Hydrogen.

This code, promulgated in January, is planned to be amended in September 2017 with a fuelcell dedicated section (part E). At this stage of the analysis, the current and upcoming RCSshould allow reasonable level of guidance for the realization of MARANDA.

However, the utilization of fuel cells as prime power, the storage of hydrogen in greaterquantities and the bunkering of hydrogen are design issues, which present a lack of adequateRCS and would require a dedicated action plan.


Task 2.3: Integrated fuel cell system and hydrogen storage safety

Task 2.3 has been completed and deliverable D2.4 (Preliminary safety analysis for integratedfuel cell system and hydrogen storage) was submitted 3.11.2017, while the due date was31.10.2017.

In the MARANDA EU project, a 165 kW (AC) power scale proton exchange membrane (PEM)fuel cell (FC) system is installed on-board the Aranda naval research vessel. Attached to thefuel cell system there will be a hydrogen (H2) fuel storage (350 bar) and dispensing system.

The IGF Code entered into force in the beginning of 2017, and it is mandatory for ships fuelledby gases or other low-flashpoint fuels. The current version of the IGF Code includes detailedregulations to meet the functional requirements only for natural gas as fuel and internalcombustion engine as fuel consumer.

Until regulations for other low-flashpoint fuels will be added to the IGF Code, compliance withthe functional requirements of the IGF Code must be demonstrated through alternative design.

The main principle of the alternative design is that design solution deviating from prescriptiveregulations/rules may be approved provided it is demonstrated to be at least as effective andsafe as that required by the regulations.

Risk assessment is an essential part of alternative design procedure and its approval. Thisdeliverable introduces the set requirements and existing guidelines for risk assessmentconcerning use of fuel cell and hydrogen systems in marine use. Plan for preliminary riskanalysis and risk assessment for research vessel Aranda’s fuel cell system is presented.

Task 2.4: Life cycle analysis

First part of the task 2.4 has been completed and deliverable D2.2 (Report on EnvironmentalAssessment for research vessel use) was submitted 11.12.2017, while the due date was31.10.2017.

This report summarises the first part of the environmental assessment of hydrogen-fuelled fuelcell powertrain system developed in the MARANDA project.

The carbon footprint of the fuel cell system with simplified hydrogen delivery chain wascompared to the use of diesel in electricity production in Aranda research vessel for 18 monthsfield testing period.

The calculation was based on LCA standards (ISO 14040 2006, ISO 14044 2006.) and FC-Hy guidelines. The calculation included the manufacturing of materials and components, theproduction of the fuel cell system and the operation stage, including the H2 production andtransportation. The end of life stage was left out from the study. The functional unit of the lifecycle was 40 MWh electricity.

The weight of the hydrogen fuel cell system was 2500 kg plus containers 3000 kg. The carbonfootprint was c. 80 t CO2 eq. / 40 MWh, i.e. 2 t CO2 eq. / MWh. Almost a half of the carbonfootprint was caused by the carbon fibre used in the hydrogen cylinders. The hydrogendelivery chain was economically allocated and the production and transportation of hydrogencreated c. 15 % of the carbon footprint.

The carbon footprint of 40 MWh diesel based electricity was c.38 t CO2 eq. / 40 MWh, i.e.0.96 t CO2 eq. / MWh. In addition to diesel-based electricity, it is possible to use batteries asan electricity source in research vessels as well. Comparison between batteries and hydrogenfuelled fuel cell systems should be made in the future.


2.2.2 WP3 FC stack and balance of plant component development

Task 3.1 Cathode air filter solution development

The work for the task 3.1 is ongoing. Work plan has been done and necessary materials andinstruments have been purchased and received. The work will be reported in detail indeliverable D3.2 (Salt particle filter and particle sensor characterisation and selection report).

The air filter solution employed in the fuel cell system should be suitable for marine conditionsand possible solutions will be characterized prior to installment in the ship. The chosen filtersolutions is composed of the following parts:

- Camfil CamVane-100 weather guard- Camfil Camcube HF filter housing- Camfil GT Aeropleat G4 preliminary purification filter- Camfil CamGT E12 gas turbine filter

First, the components are characterized separately, after which the whole filter assembly ischaracterized in realistic operation conditions. The studied parameters are pressure drop overthe filter with varying airflow and collection efficiency of the filter. The parameters to be variedare airflow, relative humidity and addition of dry or humid salt particles:

- Airflow: 380 and 1000 m3/h- Relative humidity: 40, 70 and 100%

Salt-water droplets/particles are added to the airflow to characterize the filter after a capacityloading. Dry salt particles and droplets are alternated to study the effect of a sudden increasein humidity after an amount of dry salt being gathered in the filter.

Figure 3: Salt-water droplets/particles test system for filters in high humid conditions.


The test system is shown in Figure 3. A humidifier is used to adjust relative humidity in flowduct. Salt-water droplets are sprayed to a mixing chamber to get homogenous mix before thefilter. In high humid conditions, the filter is exposed to liquid salt-water droplets. In low humidityconditions, salt-water droplets dry and the filter is exposed to dry salt particles. Pressure dropis measured continuously over the filter. Droplet/particle concentration from the upstream anddownstream of the filter is sampled alternately using automated valves and dryer. Particle sizedistribution and concentration of the upstream and downstream samples are measured usingan ELPI (Dekati Ltd.) particle instrument in the size range of 0.01 - 10 µm.

Performance of low-cost particle sensors are also studied in the test system. The sensors areinstalled parallel with the ELPI that act as a reference instrument. Particle concentrationresponse and lower limit of detection will be studied. Also loading of the sensors in harshenvironment are analyzed. Three different sensors are tested:

• Shinyei PPD60PV-T2

• Sharp GP2Y1010AU0F

• Vaisala AQT420

Task 3.2 Humidifier solution development and characterisation

The work for the task 3.2 is ongoing. Work plan has been done. Necessary materials andinstruments have been purchased and experimental set-up is building phase. The work willbe reported in detail in deliverable D3.1 (Humidifier characterisation report).

The humidifier solution to be employed in the final fuel cell system will be characterized ex-situ prior to system integration. Factors to be studied are the outlet humidity from themembrane humidifier compared to specifications given by the manufacturer, humidifierperformance with high inlet air temperature (dry airflow), and the effect of salt particles in inletair on humidifier performance.

Figure 4 presents the test setup for humidifier characterization. The fuel cell stack is replicatedby an in-house bubble humidifier, which humidifies the air fed to the wet side of thecharacterized membrane humidifier (FumaTech H20). The humidity can be controlled bycontrolling the water temperature in bubble humidifier. Inlet dry air is fed with a blower (OguraTX12) to the membrane humidifier and the humidified air is circulated to the wet side of themembrane humidifier in order to decrease the heat need to the bubble humidifier. The inletdry air temperature can be controlled by a heater (Leister) downstream of the blower andupstream of the membrane humidifier.


TI

Heating

Bubblehumidifier

Waterlevel

Exhaust

Air IN

HumTI PI

Hum

TI

PI

Hum

TI

PI

PIHEX

Tap water

HumidifierFumaTech

Line for feedingoptional impurities

Water sprayoption

TI

TI

3 x TI

TI

TI

Gasmeasurements

Trace heatertemp

Trace heatertemp

Heater ~2 kW

TI

TITrace heatertemp

~300 mbar

~75 mbar

PICBack pressure

controller

Fil ter

Heater~3 kW

TI

MOgura TX12ABB motor +

frequency converter

HumTI

DI water

Figure 4: Schematic overview of the test setup to be used for humidifier characterizationtests.

Temperature, pressure and humidity is monitored in both the dry and wet inlets and outlets ofthe membrane humidifier with K-type thermocouples, Sick/Aplisens pressure gauges andVaisala HMT330 humidity sensors. Salt particles can be fed to the membrane humidifier byspraying salt water to the inlet dry air. The pressure is controlled with a proportional valvecoupled to a pressure sensor. Control, data logging and emergency shutdowns areimplemented with an industrial PLC.

Varied parameters in the characterization test is the inlet dry air temperature (40 – 85 °C) andthe airflow and pressure is kept constant (1500 nL/min and 2 bar(a) at the membranehumidifier). Humidity at the bubble humidifier outlet is kept at a level corresponding to theoutlet of a fuel cell stack operating with air stoichiometry 1.8.

Construction of the setup will take place during March and measurements are scheduled forApril – May 2018.

Task 3.3 Hydrogen ejector development

The work for the task 3.3 is ongoing. Work plan has been prepared. Experimental set-up isvalidated for the measurements with humid air using commercial ejector. The measurementswith humid hydrogen are possible before project month M18. The work will be reported indetail in deliverable D3.3 (Hydrogen ejector development report). In Figure 5 and below is ashort description of test bench, control and data acquisition (SCADA) system as well as resultswith a commercial ejector, which confirm the functionalities of the measurement system.


Test bench

A simplified schematic of the ejector test bench is shown in Figure 5.

Figure 5. Test-bench schematic. MFC: mass flow controller, MH: membrane humidifier,BPR: backpressure regulator (s: small, l: large), TT: temperature transmitter, PT: pressuretransmitter, HT: humidity transmitter, CT: H2 concentration transmitter, SV: safety valve.

The primary and secondary gas flows are both controlled with three separate mass flowcontrollers (MFC), in contrast to what is shown in Figure 5. The use of several differently sizedflow controllers placed in parallel allows accurate flow control at wide range.

The secondary inlet N2 mole fraction is controlled with a mass flow controller feeding N2 to thesecondary inlet stream.

The secondary inlet humidity is controlled by passing the secondary inlet gas through amembrane humidifier with hot liquid water flowing on the shell side. The humidity can becontrolled by varying the water flow rate (either manually or with the throttle shown in Error!Reference source not found.) or the water temperature that can be remotely controlled.

The ejector outlet pressure is controlled with two differently sized proportional valves. The useof two valves in parallel allows more accurate control of the outlet pressure on a wide range.

Control and data acquisition (SCADA) system

The ejector testbench control and data acquisition (SCADA) system is implemented using aSchneider PLC and Cromi software by THT control. The SCADA features remote access anddata storage in a SQL database. Figure 6 shows the graphical user interface of controlsoftware.


Figure 6. The graphical user interface of control software.

Ejector characterizationFigure 7 shows the entrainment ratio maps of two ejectors purchased from SMC (ZH05S-X267and ZH05L-X267) and intended for vacuum generation. Both have a 0.5 mm diameter nozzlebut the S-version generation more vacuum while the L-version achieves higher secondary flowrate. The L-version ejector with the current ejector test bench while the S-version wascharacterized with a previous non-automated test bench.

Figure 7. Entrainment ratio maps of two ejectors (left: SMC ZH05S-X267, right: SMC ZH05L-X267) characterized with dry air at room temperature and with 0.5 barg ejector outletpressure.

Task 3.4 and task 3.5 Development of fuel cell system housing encapsulation for saltymarine environment

The work for these tasks is ongoing and proceeding as planned.


2.2.3 WP4 FC system development

In work package 4 (FC system development) the work has progressed more slowly thanplanned. The deliverable (D4.1) was submitted on time while deliverable D4.2 was delayed by4 ½ months. This delays has caused delay for the submission of D4.5 and D4.6, which weredue in 30.11.2017. The estimated submission of these deliverables is now April 2018.

D4.1 Selection and characterisation of all BoP-components

The BoP components (fuel cell system components excluding stack) have been selected andcharacterized. The result of this characterization is the BOM (Bill of Material) which is anexhaustive list of all the components with their functional properties which are required to buildthe fuel cell system.

D4.2 Delivery of first 455-cell stack

The first 455-cell S3 stack has been delivered by PowerCell Sweden (PCS) to project partnerSwiss Hydrogen (SH) on 2018-01-09. For every stack produced at PCS, a Factory AcceptanceTest (FAT) is conducted after stack conditioning, prior to delivery. The stack successfullypassed all the tests. Deliverable 4.2 describes the tests done and the main results.

D4.5 Installation, operation and maintenance guidelines and D4.6 Delivery of first FCS

Work for preparing the deliverable 4.5 in ongoing. The work is progressing in parallel withdeliverable 4.6, both of which were due 30.11.2017. The current estimate for the submissionof these deliverables is 30.4.2018.

2.2.4 WP5 Power electronics development for FC system and vessel interface

Task 5.1: Target vessel electrical concept design

Task 5.1 has been completed and deliverable D5.1 (Concept design for fuel cell hybrid basedpowertrain system in Aranda) was submitted 3.11.2017, while the due date was 31.8.2017.

D5.1 document presents different powertrain system solutions for connecting a fuel cellsystem in the vessel electrical network in research vessel M/S Aranda.

There are four different scenarios analysed. Each system has its pros and cons in the sensethat all of them would be technically possible but in the light of project work very different. Theselected system structure integrates the fuel cell powertrain with the vessel ac-distributionswitchboard. A lot of emphasis is given in the project work and the risks of integration work.

The conclusion is that the traditional ac connection is a low risk system in which the systemcomponents are the most standard. It is also seen the safest version for the vessel operationsince the fuel cell are not mixed with the main propulsion system components.

Task 5.2: Automation and control design

Task 5.1 has been completed and deliverable D5.2 (The automation and control system forthe pilot ship with fuel cells and energy storage systems) was submitted on time 28.2.2018.while the due date was 31.8.2017.

Deliverable 5.2 presents the automation and control system for the pilot vessel M/S Arandawith fuel cells and energy storage systems in MARANDA project


The basic control system and the connections towards the vessel power management andautomation systems are presented. Basic functionality in normal operation as well as startingand stopping of the system are explained. Some safety aspects are also considered foremergency shutdown procedures.

2.2.5 WP6 Hydrogen storage solution development for marine applications

Task 6.1. Selection of the hydrogen storage system components

Task 6.1 has been completed and deliverable D6.1 (Storage system layout and design) wassubmitted 4.10.2017, while the due date was 31.8.2017.

The deliverable 6.1 reports the current layout and design of the H2 storage system, includingall its components. The system features, functions and components are described, along witheventual possible modifications and existing alternative solutions.

The layout is preliminary and for the time being may not be considered definitive, as severalon-going discussions are taking place, regarding alternative solutions and components of thesystem. OMB has selected the main components and the suppliers of the system parts,however, other options are also taken into account. The aim of the alternative pathways is toimprove the current layout, where possible, in terms of functionality, timing and cost; takinginto consideration the future replicability of the storage system.

Task 6.3 Adaptation of selected hydrogen supply components for the marineapplication

First part of the task 6.1 has been completed and deliverable D6.2 (Selection of hydrogensupply components for adaptation) was submitted 4.10.2017, while the due date was31.8.2017.

2.2.6 WP7 FC system integration to containers with fuel storage

Task 7.1 Designing and building a durability test bench

First part of the task 7.1 has been completed and deliverable D7.1 (Design and layout of fuelcell systems into 10 ft container for durability testing in Äetsä) was submitted 3.11.2017, whilethe due date was 31.8.2017.

This report represents the design and layout of the fuel cell system that will be used fordurability testing in MARANDA project. The site for durability testing will be Kemira Chemicalsplant in Äetsä, Sastamala, Finland.

The durability test system will be installed into two 10-ft freight containers and consists of threesub-systems: fuel cell power module (FCPM), power electronics (PE) and higher-level controlsystem (HLCS). The FCPM is manufactured by Swiss Hydrogen, the power electronics byABB and the integration of these two systems, together with safety features and higher-levelcontrol system, is implemented by VTT. The higher-level control system is based on industrialautomation and will allow data logging and remote monitoring of the test system.

A system overview, the sub-system specifications and interfacing of these sub-systemsmechanically and electronically are represented, and the system layout as well as necessarydrawings for full system installation with preliminary component list are given in the Annexes.


Task 7.3 Safety assessments of the fuel cell systems and hydrogen storage

Work for the task 7.3 is ongoing. Most part of the work concerning the fuel cell durability testsystem for installation in Äetsä has been done. However, the delay of submission for D4.5 andD4.6 has also delayed completion of deliverable D7.3 (Safety assessments of the fuel cellsystem for durability testing in Äetsä), which was due 30.11.2017. The current estimate for thesubmission of deliverable D7.3 is 30.4.2018.

Task 7.4 Initial testing of the fuel cell systems and hydrogen storage solution

Work for the task 7.4 has not been started, as it can be started only after submission of D7.3.Deliverable D7.4 (Initial testing of the fuel cell system for durability testing in Äetsä) which wasdue 28.2.2018 is expected to be completed by 31.5.2018. However, duration this initial testingcan be extended, see Chapter 2.3.

2.2.7 WP8 Validation of FC systems in the target vessel and in durability testbench

Task 8.2 Vessel dynamic load cycle and operational data gathering

Task 8.2 has been completed and deliverable D8.2 (Measured operation profile data from thepilot ship) was submitted on time 27.4.2017.

Deliverable 8.2 presents the measurement results of the M/S Aranda power consumptionduring the dynamic positioning operation of the vessel. The target of the study is the find outthe power requirement in real operating conditions for the fuel cell system to be validated inthe project MARANDA. Each measurement consists of one or more dynamic positionsituations during from some minutes to a few hours.

The results indicate that the power consumption of the M/S Aranda (before modernisation)exceeds the designed values for the fuel cell systems in the project demonstrator in most ofthe time. As a solution, in demonstration part of the MARANDA project, alternative powersources must be used in parallel with the fuel cell systems. Alternatively, the powerrequirement must be reduced by, for example, reducing the requirements for the vesseldynamics.

In a commercial operation the nominal power level of the fuel cell system size should be about400 kW. The operation profile would be then 30-240 minute constant power (40-100 %) pulsesseparated by a shutdown. This will be used as guidance for the durability testing load profilesin the MARANDA project.

2.2.8 WP9 Dissemination, exploitation and business analysis

Task 9.1 General dissemination

Work for the task 9.1 is ongoing. The project has been presented in IEA-HIA 39 meeting inDelft Netherlands 26.-27.9.2017 and in FCH JU event H2 and Fuel Cells in maritimeapplications – 15-16 June 2017 in Valencia. In addition, MARANDA project was presented inMarine energy conference in Florø, Norway 13–14 September 2017.


Task 9.2: Hydrogen delivery chain analysis for marine applications

Work for the task 9.2 is ongoing and deliverable D9.3 (Report on business analysis tool designand use) was submitted 6.3.2018, while the due date was 28.2.2012.

In this deliverable it is reported how a business analysis tool has been developed during thefirst year of the project to support dissemination activities. After a first attempt to develop anexcel based tool, it was decided to build a web based tool including a few algorithms and afleet database in order to emphasize the main advantages of FCH based vessels, e.g.reduction in emission, future cost reduction would the marine sector commit to the technology.The tool has been developed in an agile mode and was tested with a few marine stakeholders(ship owners, ship captain, FCH integrators) and is approaching its final version.

Task 9.3: Exploitation towards industry stakeholders, institutions and regulatorybodies

Work for the task 9.3 is ongoing. The organisation and exploitation of an advisory board hasbeen done by Pers-EE. Initial events were organised in Helsinki and Valencia in June 2017and deliverable D9.1 (Summary of initial event) was submitted 30.6.2017, while the due datewas 31.5.2017.

Initial events were held in Helsinki and Valencia to support the creation of a Marine AdvisoryBoard for the project. These events were held in conjunction with other workshops about FCHfor marine activities which contributed to the overall project objectives. They gathered overallmore than 30 people and proved successful in creating traction for the MAB. The confirmedparticipants offer the necessary functional and geographical coverage.

As a part of the work in task 9.3 MARANDA project will be presented in own booth in NaviGate2018, international fair for professionals, organised at the Turku Fair and Congress Center(Finland) from 16 to 17 May 2018.

Task 9.4: Exploitation towards general public

Work for the task 9.3 is ongoing. A public workshop was organised in Espoo and reported indeliverable D 9.2 (Summary of workshop 1), which was submitted 23.10.2017, while the duedate was 31.8.2017.

2.3 Deviations and impact

The most important deviation for the 1st project year is the late delivery of the first system dueto delay of some of it’s components. This, in turn, has delayed e.g. the final safety assessment(Deliverable: 7.3 Safety assessments of the fuel cell system for durability testing in Äetsä).This delay can further affect the start of the durability testing runs so that they may be startedonly after 2018 summer vacation season.


2.4 Corrective actions proposed

Overall, project progress is acceptable and the delays can be caught up in the second projectyear. As one mitigation action, initial part of the fuel cell system durability testing, planned inÄetsä, could be done either at VTT Espoo or at VTT Bioruukki pilot plant facility. This meansthat initial testing in Task 7.4 could be extended from a few tens of hours up to several hundredhours. This would enable system operation also during summer 2018 and smoothen thecommissioning work in factory site, as there would be more experience about systemoperation.

3. Project management during the 1st year

3.1 Consortium management tasks and achievements

The start date for the project was 1st of March 2017. The kick-off meeting was organized byVTT in Espoo in the 7th and 8th of March 2017. During the kick-off also the technical work ofWP2-WP7 were launched. Kick-off report has been submitted (Deliverable 1.1).

The first progress meeting was organised at ABB Marine and Ports (Helsinki, Finland) 20th ofSeptember 2017 and at VTT (Espoo, Finland) 21st of September 2017.

3.2 List of project meetings, dates and venues

List of project plenary meetings and web-based meeting

Date Place Title7.-8.3.2017 VTT, Espoo (Finland) Kick-off meeting20-21.9.2017 ABB, Helsinki (Finland) and VTT Espoo

(Finland)1st semi-annual projectprogress meeting

The initiation and progress of the project work packages has been monitored with monthly orbimonthly www-based meetings in which WP leaders have been participated.

3.3 Development of the Project website

The public web-site for the project has been opened and reported (Deliverable 1.2). Theaddress is http://www.vtt.fi/sites/maranda

In addition to public web-site, a restricted SharePoint work area has been created for theconsortium members.

Documents

MARANDA – Marine application of a new fuel cell powertrain ...Deliverable 1.3 4 MARANDA, H2020 FCH JU project no. 735717 2. Work Progress and Achievements during the 1st year The