■ Chapter 5: Energy & transport

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Summary

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What’s next?

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Contribution to the Energy Transition

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5.

Energy & Transport

AE IDE

Flying V – an energy efficient aircraft design

Dr. ir. Roelof Vos TRL

prof. dr. ir Peter Vink, prof. dr. ir. Leo Veldhuis, dr. ir. René Alderliesten, dr. Feijia Yin, dr. ing. Saullo Castro, dr. ir. Coen de Visser, dr. ir. Erik-Jan van Kampen, Daniel Atherstone, ir. Olaf Stroosma, ir. Nando van Arnhem, ir. Malcom Brown, ir. Alberto Ruiz García, dr. Xuerui Wang, ir. Pieter-Jan Proesmans, ing. Eddy J. van den Bos, prof. dr. ir. Mirjam Snellen, Carmine Varriale MSc

Summary

Energy neutral flying is a huge challenge. There are many aspects of the aircraft that can be altered or changed in order to make flying more energy. The idea of the project was to design an aircraft that is as energy efficient as possible while being able to fulfill the same function as our conventional aircrafts. This has resulted in the flying V, a highly energy-efficient aircraft design for long distance flights. A completely new type of aircraft with a completely different plane configuration; this aircraft no longer has a tail, the passenger cabin is located in the wing, the aircraft is more aerodynamic and lower structural weight. However, it can still fulfill the same functions of carrying people and freight. A scale model prototype has been built to demonstrate the flying abilities and measure the flight dynamics and control of the aircraft.

What’s next?

The next step is to build an ecosystem Flying V. An ecosystem in which as many stakeholders as possible are engaged to further mature the design of the Flying V. With more industrial support we hope to be able to make some steps towards building a full-scale prototype

Contribution to the Energy Transition

With this radically different aircraft configuration an efficiency of 20% compared with flying a conventional plane can be achieved without compromising in functionality. This is achieved by its improved aerodynamic shape and reduced weight.

TRL

EEMCS

Smart Trolley Grid/Trolley 2.0

ir. Ibrahim Diab

dr. ir. Gautham Ram Chandra Mouli and prof. dr. ir. Pavol Bauer

Summary

The infrastructure of trolleybus grids is already part of our urban environment. The researcher is looking at how this grid can become an active part of the city’s electricity network. The into sections divided trolley grid has no single point of origin that electrifies this network. Each section is only being used when a trolleybus passes under it, and is overdesigned to handle the improbable worst-traffic case scenarios. Consequently, the trolley grid is both underutilized and oversized. The researcher is working on creating a smart and more sustainable trolleybus network for the future Through modelling, simulations, and a cluster of measured trolleybus and trolley grid data, the researcher is exploring various functionalities that could be added or linked to this transportation network such as storage, charging of electric vehicles and integrating solar panels and wind turbines.

What’s next?

It would be interesting to look at how In-Motion-Charging buses can fit into this grid as well. IMC buses are buses with a battery on-board that can be charged while the bus is moving, and then operate on batterymode when the bus leaves from under the catenary. They offer the advantages of both trolleybuses and electric buses. Also interesting would be to see if non smart-grid, city loads can be integrated into the trolleybus grid, such as street lighting. In larger cities, research can also be done on the combination of multiple transportation grids such as trams, buses, and metro’s.

Contribution to the Energy Transition

Electric transportation networks, solar energy, and electric vehicle chargers are all important elements of the sustainable electrical grid of the future. However, these systems are not always technically and/or financially feasible in every urban environment. Combining these systems together, counter-intuitively, actually makes them more feasible and less costly, and offers cities a more sustainable grid with multiple functionalities.

AE

Advanced Propulsion & Power Unit

Dr. A. Arvind Gangoli Rao TRL

prof. dr. ir. Leo Veldhuis, dr. Ferry Schrijer, prof. dr. -ing. Georg Eitelberg, dr. Ivan Langella, dr. ir. Maurice Hoogreef, dr. ir. Roelof Vos, dr.ir. Tomas Sinnige, dr. Feijia Yin, dr. Anexander Heidebrech, ir. Kaushal Dave, Martijn van Sluijs MSc, ir. Sarah Link

Summary

Current aircraft use kerosene for propulsion, which is stored in the wings. When you would want to fly on hydrogen, storage in liquid form within the wings is impossible. In order to store hydrogen onboard, you would need to find space in the fuselage of the aircraft, thereby changing the shape, drag and other specifics of the aircraft. The researchers try to design an aircraft that can carry and fly on both, hydrogen and kerosene as not every airport would have hydrogen available at the same time. In the new design, the aircraft has a fuselage tail mounted propeller with a third engine that can burn the different types of fuels in its dual-fuel combustion chamber. This new type of engine and propeller configuration enhances the efficiency of the aircraft and also allows for steeper take offs and descends.

What’s next?

The current configuration can store approximately 15 to 20% of the total energy in form of hydrogen, thereby reducing the aircraft emissions by around 25%. So for the next configuration, the researchers hope to bring increase the hydrogen percentage gradually to around 50 %, using the multi fuel combustor technology.

Contribution to the Energy Transition

Whereas small aircraft can be electrified, this solution is not scalable. So for bigger aircraftas used in civil aviation, an alternative has to be found. With the APPU project – introducing the possibility to fly on an energy mix - allows for a scalable, feasible, producible and economical aircraft that will use hydrogen in a synergistic way along with other innovative technologies and fuels. This will make the aircraft more efficient and will cut emissions significantly. 51

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3ME

Use of Fuel Cells in the Maritime Sector

Dr. ir. Lindert van Biert

dr. ir. Henk Polinder, ir. Klaas Visser, ir. Berend van Veldhuizen

Summary

Electrifying propulsion of huge ships can be done by using fuel cells on board. The researcher focusses on tailoring the system surrounding the fuel cell to the requirements of the maritime sector. The cell should be able to produce the needed power to move or maneuver a ship and be flexible enough to deal with variations in the power level. In this sector fuel cells are expected to run continuously, 24/7 for weeks on end. This raises questions on the wear or fatigue of such a cell. Fuel conversion to hydrogen and electrochemical oxidation of hydrogen take place simultaneously in the cell but how these process take place in in the cell, interact and affect the performance of fuel cells. The biggest challenge is to make these fuel cells smaller, cheaper, easier to operate and control, and more reliable and efficient.

What’s next?

The next step is to develop and validate models of individual components and integrate them to develop and test new system integration configurations and improved control algorithms.

Contribution to the Energy Transition

Fuel cells are the next step for sectors in which batteries are insufficient or the direct use of renewable energy is unavailable Shipping, especially the powering of large ships is such a sector. This research contributes to the transition that it makes fuel cells more equipped for the heavy duty that is needed to power a ship. And at the same time they become more flexible to operate increasing their efficiency.

3ME

Ammonia Drive for Ships

Dr.ir. Peter de Vos

ir. Klaas Visser, dr. ir. Lindert van Biert & prof. dr. ir. Rudy Negenborn

TRL

Summary

Sustainably produced ammonia is an interesting alternative to replace fossil fuel to power a ship. However, using ammonia raises a lot of questions related to the ship’s design and operation. The researcher is looking at what the impact of using ammonia will be on the ship. Various aspects are considered.

For the burning of ammonia a second fuel is needed. The researcher is looking into how this second fuel can be freed by coupling the engine with an ammonia fuel cell. The beauty of this coupling is that hydrogen is released from the ammonia in the fuel cell. Moreover the coupling can also be used for dealing with quick variation in power that is needed for maneuvering; an option that is not allowed by fuel cell only power options.

What’s next?

Once we have demonstrated that using ammonia for fueling ships is feasible the next step is to implement this system. For that we need ship designers and engineers that will build these ships and ship owners who are willing to use these ships.

Contribution to the Energy Transition

Ships also need to find alternatives for their use of fossil fuels. The energy demand to move a ship is enormous when sailing intercontinentally. This constant high energy demand excludes batteries as an option, resulting in the exploration of energy storage in chemicals that can easily be transported. Hydrogen, Methanol and Ammonia are possible options with their specific pro’s and con’s; ammonia seems to be the best option for large ocean-going vessels. Using these alternative fuels will also require different engines and power plant designs; AmmoniaDrive is one of the most promising candidates. 53

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3ME EEMCS

MAGPIE -sMArt Green Ports as Integrated Efficient multimodal hubs

dr. ir. Jeroen Pruyn & dr. ir. Dingena Schott

dr. Jovana Jovanova, dr. Yusong Pang, Prof. dr. ir. Rudy Negenborn, Pedro Vergara Barros, Simon Tindemans

Summary

The transport sector is also expected to make a transition becoming more green in the way it functions and operates. On the energy part the researchers are exploring the techno-economic competition between new fuels over time and the socio-technical impact of policy on the efficient transition to new fuels for green shipping including the conversion to different power trains and smart grids to support this. The project also looks at if most ships will be electrified what type of actions are then needed for balancing the electrical grid. Speeding up the implementation of sustainable energy and enhancing its roll-out on a larger scale is dependent on the development of new digital tools, new market mechanisms and non-technological frameworks. Another important aspect of the project is demonstrating autonomous barges and develop concepts for the autonomous loading and unloading of electrically powered autonomous barges.

What’s next?

The MAGPIE project aims to have zero emission transport in the port in 2050 It develops a master plan for ports to steer this implementation, that will not only be usable by the Port of Rotterdam, but in general by all Ports in Europa and to a large extend also outside of Europe and covers all transport sectors of rail, inland shipping, trucking and ocean shipping and all aspects including production, supply, bunkering and transshipment of cargo.

Contribution to the Energy Transition

The project will create demonstration and pilot projects in the living laboratory environment of the Port of Rotterdam. It aims to advance the technological, operational, digital and organisational aspects of energy use in ports.

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Summary

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What’s next?

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Contribution to the Energy Transition

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