Nuclear Power: Now is the time

Freezing in the dark because wind turbines and solar panels are frozen or not usable? The greenest of all power sources and one that works winter, summer, spring and fall. From the Hoover Institution and retired Admiral James Ellis:

Long-Endurance Electric Unmanned Aircraft and the Potential for Other Things

USNRL photo

The engineers and scientists at the Navy Research Laboratory have successfully tested a long-endurance unmanned aircraft using a special tank of liquid hydrogen to feed fuel cells. Read more at "NRL Shatters Endurance Record for Small Electric UAV::

Researchers at the U.S. Naval Research Laboratory (NRL) flew their fuel cell powered Ion Tiger UAV for 48 hours and 1 minute on April 16-18 by using liquid hydrogen fuel in a new, NRL-developed, cryogenic fuel storage tank and delivery system.
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Liquid hydrogen is three times denser than 5000-psi compressed hydrogen. The cryogenic liquid is stored in a lightweight tank, allowing more hydrogen to be carried onboard to increase flight endurance. Success in flight requires developing a high quality, lightweight insulated flight dewar for the cryogenic fuel, plus matching the boil off of the cryogenic hydrogen to the vehicle fuel consumption.
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To address the logistics of in-theater supply of liquid or gaseous hydrogen, NRL proposes in-situ manufacture of LH2 for use as fuel. An electrolyzer-based system would require only water for feedstock, and electricity, possibly from solar or wind, to electrolyze, compress, and refrigerate the fuel.

Much quieter and long-endurance, too. I wonder what its thermal signature looks like?

So, fuel from water to a special tank to power fuel cells to drive electric motors.

Potentially a game changer in the world of powering land vehicles, too,  I would think.

Makes me wonder a little about the future of fossil fuels.

On the Clean Marine Fuel Front: Clean Glycerine Fuel?

Interesting little teaser at Maritime Propulsion by Eric Haun about an upcoming conference Glycerine Engine Featured at Seawork 2014: Glycerine Fuel for Engines and Marine Sustainability:

The Cummins marine engine will be on display throughout the exhibition on the Alicat workboat on berth V28, courtesy of Gardline Marine Services, who are partners in the GLEAMS (Glycerine Fuel for Engines and Marine Sustainability) project, and Dalby Offshore, the vessel’s new owners. The Technology Strategy Board funded project is investigating the use of glycerine as a marine fuel to comply with the highest regulations for sulphur and nitrous oxide emissions, as well as slashing carbon emissions and potentially reducing costs.

More at The Royal Institution of Naval Architects website:

Simon Powell, MSE operations director, says: “There is a global over-supply of glycerol, a by-product of the expanding biofuel industry.” GLEAMS intends to analyse the advantages and drawbacks of using this substance ­ and, according to MSE, initial information makes it an attractive contender. He tells Ship & Boat International: “The combustion of glycerol is more thermally efficient than that of MDO / HFO and, therefore, the basic carbon reduction calculation is improved. Glycerol has no sulphur emissions, reduces particulates to practically zero and produces very low NOx emissions.

“Glycerol is also non-toxic, water soluble and requires no criteria for vapour risk or fire risk ­ it is nearly impossible to ignite accidentally.” Regarding carbon emissions, Powell says: “The EU Renewable Energy Directive quotes crude glycerol as resulting in 0% carbon; however, cleaned fuel grade glycerol would probably result in 2-3% of the carbon level of MDO or HFO.”

He adds that glycerol has a low energy density when compared directly to fuel oils, but that this can be compensated for by an increased level of efficiency. Similarly, users would need to carry a larger volume of glycerol to attain the operational results expected of fuel oils, but the low-hazard nature of glycerol means that it can be easily incorporated into vessel hull space.

Sure, fill those voids with glycerine.

Some more from the GLEAM Forum FAQs:

Is Glycerine compatible with most existing diesel engines?

The holders of the patents (Aquafuel) tell us the fuel could be used in all suitably modified diesel engines. This applies equally to four stroke high and medium speed engines and large two stroke engines. The technology should be applicable across the range of diesel engines employed in shipping.

What are the price and emission reduction comparisons with LNG-fuelled solutions?

It is too soon for us to answer this question fully, that is part of the GLEAMS Project’s work. However we can say:
o The combustion of Glycerine is more thermally efficient than MDO or HFO and therefore the basic carbon reduction calculation is improved.

o Glycerine has no sulphur emissions

o However, EU renewable Energy Directive quotes crude glycerol as ‘0’ % carbon – cleaned fuel grade Glycerine will be ~ 2 -3% (97-98% carbon free ‘OFGEM’) carbon level of MDO or HFO.

If you, like me, are a little sketchy in your chemistry background, here's some background on glycerine.

I also highly recommend Vaclav Smil's Prime Movers of Globalization: The History and Impact of Diesel Engines and Gas Turbines:

In Prime Movers of Globalization, Vaclav Smil offers a history of two key technical developments that have driven globalization: the high-compression non-sparking internal combustion engines invented by Rudolf Diesel in the 1890s and the gas turbines designed by Frank Whittle and Hans-Joachim Pabst von Ohain in the 1930s. The massive diesel engines that power cargo ships and the gas turbines that propel jet engines, Smil argues, are more important to the global economy than any corporate structure or international trade agreement.

Because this is all about energy to move goods and services around the world. Cleanly.

The rub, of course, is whether or not expanded production of glycerine is less damaging to the environment than continuing with the alternatives. Trying to avoid the "ethanol trap", you know.

Zero Emission Ships: The Power of Hydrogen

Image from GL Group

From Maritime Propulsion "The Future of the Fehmarn Link: ZERO EMISSION SHIPS":

The FutureShip engineers took a completely new course and approached the matter in a holistic way: from fuel-protection, through energy conversion and storage, and up to optimization of the ship design. For example, the surplus electricity generated by wind turbines in northern Germany and Denmark is to be used to produce hydrogen. This can be transformed back into electrical energy by the fuel cells on board the ship in order to supply the electrical pod drives. Any excess electricity is stored in batteries to cover peaks in demand. Modern hull lines, optimized propeller shapes and efficient procedures in port play a vital role in reducing the overall energy needs.

Read more at the GL website here:

Created by GL’s Strategic Research and Development unit, the Zero-Emission Container Feeder Vessel (“ZERO”) is a design concept for a completely emission- free vessel powered by liquid hydrogen (LH2). The fuel for the GL ZERO could be produced using surplus wind energy, and the vessel type would be ideally suited for operating in northern European waters.

One catch, though, the price of marine gas oil has to increase to make this venture cost competitive:

The hydrogen produced could be liquefied and stored in tanks. Intermediate storage of LH2 for up to ten days would require the installation of insulated tanks of up to 5,000 m3. With the wind farm operating approximately 4,000 hours per annum, the price of LH2 would be about US$7,500/t. These costs include production, liquefaction and on-site storage. GL estimates that liquid hydrogen produced by wind power could be commercially attractive sometime between 2020 and 2030, provided that the price of marine gas oil (MGO) increases to US$2,000/t.

According to BunkerWorld.com, current MGO price is about 1/2 of that $2000/t level.

Gl has a nice video, too, here. Or, from YouTube: