Advanced kind of cargo ship
Advanced kind of cargo ships
Author: David Judbarovski, systems engineering, principle inventor
Abstract
The cargo ship can be fueled by ammonia, if a service crew being at safe
distance on a separate vessel. The said
ammonia has to be free of carbon derivatives and sulfur ones,. If decomposed.
it is feeding H2-air fuel cells to power the ship’s electric engines. Such fleet is much more energy effective vs.
conventional fleet, and doesn’t use any moving parts at high temperature, and
its exhaust is clean, being the water steam and inert nitrogen.
My especial attention was dedicated for following problems of ammonia
fueling.
(1) The ammonia must be without contaminants, poisoning the said fuel
cells.
For that purpose, the ammonia can be produced “from water and air”. I
can underline that it can be extremely cheap ammonia, isn’t implying cryogenic
air separation.in nitrogen with oxygen as by-product.[1]. Hydrogen is another
component of ammonia -NH3.
The set of magnetrons emits a dense EM-energy. Being focused, it creates
a high temperature at tiny spot inside the water body and decomposing it in mix
of hydrogen and oxygen, being cooled by
ambient water body. The said magnetrons are very simple and cheap construction,
but extremely energy effective near to 100 %, so the hydrogen would be cheaper
than after the water electrolysis.
Such ammonia either can be synthetized by conventional Haber-Bosch process
from hydrogen of decomposed water and from nitrogen extracted from the air, or as
alternative by a metal hydride/nitride cycles, can be industrially scalable (reactions and their conditions were extracted from Wikipedia, 2012 yr.),
e.g.
3 Li + 1.5 H2 = (~ 750 C) = 3 LiH +
3 * 90.7 kJ/mol. It produces excess heat, much more than it needs for the said
process.
3 LiH + N2 = (400-500 C) = Li3N + NH3 - 71 kJ/mol.
Li3N = (400 C) = 3 Li + ½ N2 – 155 kJ/mol.
3 LiH + N2 = (400-500 C) = Li3N + NH3 - 71 kJ/mol.
Li3N = (400 C) = 3 Li + ½ N2 – 155 kJ/mol.
Or
3 Li +0.5 N2 = (200 C) = Li3N + 155
kJ
Li3N + 3 H2 = (300 C) = 3 LiH + NH3 + 163 kJ
3 LiH = (750 C) = 3 Li + 1.5 H2 - 90.65 * 3 kJ
Li3N + 3 H2 = (300 C) = 3 LiH + NH3 + 163 kJ
3 LiH = (750 C) = 3 Li + 1.5 H2 - 90.65 * 3 kJ
Or some other metals alternatives, e.g. Ca.
(2) Ammonia decomposition using catalysts
can be another problem of substitution the noble metal catalyst by something
more cheap and common. It is a hot engineering problem being not solved satisfactorily
[2] Nevertheless. the thermal direct decomposition of ammonia is not forbidden
thermodynamically, and I can offer an alternative too, being ammonia partly
oxidation at heating [3]: NH3 + 0.2 O2 (air) = 0.5 N2 + 0.4 H2O + 1.1 H2.
If supposing H2-air FC’s energy efficiency 67%, it is 10.5 kJ
electricity/gram NH3 vs.14.5 for oil in ICE, but without its harmful
exhaust.
(3) The important consideration is needed for possible accidents, e.g.
liquid ammonia leakage from storage tanks into sea waters and to ambient air, especially
if full-scaled application for total world cargo fleet. Even if suddenly all
such fleet hypothetically being sunk at wartime and its ammonia fuel is spread
in the world ocean, it would be absolutely negligible ammonia concentration in
the sea water being less than 0.00001ppm
Such world fleet would consume annually as a fuel not more than 1.0 milliard
ton of anhydrous ammonia equivalent [4]. Even if 0.1% as a total leakage, incl.
fatal accidents, it is less than 1,000,000 ton ammonia, in lion share spread into
atmosphere. Natural “nitrogen cycle” is bigger in some orders of magnitude and
naturally compensated by slightly more or less biomass productivity accompanied
by less or more dead biomass deposits and their rotting.
In total “nitrogen cycle” the ammonia naturally is reformed in nitrates
and nitrites consumed by microorganisms and plants and phytoplankton and followed
by ”eating chain”
Note: Extremely quick & cheap sea transport
of my design can save up to 90 % CAPEX per a ton-mile vs. at present ships speed. [5]
As idea it goes back to summer, 2018.
. Two key elements of my ship are:
(1) It is not a ground effect vehicle, but much better. Moving slightly lower than sea level, the ship’s nose is tilted back and forcing the upstream water to be thrown upward in the air, and it substitutes the big water resistance by the air resistance being in three orders of magnitude less one . It is new kind of sea ship, breaking all stereotypes.Such effect is inherent for very big velocity. If low velocity there is the energy dissipation in the water body
(1) It is not a ground effect vehicle, but much better. Moving slightly lower than sea level, the ship’s nose is tilted back and forcing the upstream water to be thrown upward in the air, and it substitutes the big water resistance by the air resistance being in three orders of magnitude less one . It is new kind of sea ship, breaking all stereotypes.Such effect is inherent for very big velocity. If low velocity there is the energy dissipation in the water body
(2) to add a thin pressed air cocoon created around
a hull of the ship.
References:
[1] Novel Way of Nitrogen Cost Reduction for Ammonia Industry, September
03, 2019, https://judbarovski.blogspot.com/2019/09
[2] Bell, T.E., Torrente-Murciano, L., H2 Production via
Ammonia Decomposition Using Non-Noble Metal Catalysts: A Review. Top
Catal 59, 1438–1457 (2016). https://doi.org/10.1007/s11244-016-0653-4 )
[4] Review of Maritime Transport 2019, by United Nations Conference on
Trade and Development, Table 1.3 and Fig. 1.2,
https://unctad.org/en/PublicationsLibrary/rmt2019_en.pdf
[5] Super high speed ship, May 19, 2019, https://judbarovski.blogspot.com/2019/05 and its earlier version, Super
high speed vehicle of big payload, as an
idea goes back to summer 2018, published by title of Extremely quick &
cheap transportation, October 30, 2018,
https://judbarovski.blogspot.com/2018/10 was previosly disclosed in ships building forum
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