The Opportunity

• Elimination of diesel noise, odor, vibration and pollution
• Independence from shore resources
• Increased maneuverability and acceleration
• Demand for idling reduction technologies is soaring on land and at sea
• Increased Safety
• Longer lasting and lower maintenance
• Aspirations for "Carbon-Free" or "Zero-Footprint" Experience
• Navy Requirements for "Stealth" Patrol Vessels with Long Range and Negligible Heat/Noise Signatures
• Regulatory Changes

Elimination of diesel noise, odor, vibration and pollution
Every sailor knows that traditional marine engines are extremely loud, emit noxious odors and, of course, emit chemicals harmful to both, the passengers and the environment. Powerboats, also known as “stinkpots” and sailboats, also known as “stinkpots on a stick” have developed a nasty reputation based on their diesel engine systems. While owners are willing to pay for the finest interiors and premium performance products, they have been offered no performance competitive solution to rid themselves of diesel sound and fumes. Owners put up with noxious odors, 90+ dB of engine sound, stinky bilge water, and even stored food that ends up tasting like diesel. Now, imagine a perfectly clean engine room, a clean and quiet interior, and only the sound of water and smell of nature as you motor to your exotic destination. Sound like a better fit for the luxury boating market?

Independence from shore resources
HB Marine systems are designed with ample renewable sources that generate energy and water onboard the vessel, reserving trips to shore for pleasure stops in most cases. The days of relying on ports of call for fuel, fuel filters, portable fuel containers and clean water are over. In the case of sailboats, what is normally a three-fuel vessel (typically using diesel, gasoline, and LPG) becomes a one-fuel ship that can regenerate its reserves at sea. The same is true for powerboats in the case of non-propulsion, or auxiliary power. In the near term, long distance prime propulsion for powerboats will remain diesel driven, but auxiliary loads and “tenders” are well suited to be freed from their existing fossil fuel infrastructure.

Increased maneuverability and acceleration
Another benefit that arises from the use of electric drives, rather than mechanical combustion engines for propulsion, is increased maneuverability and acceleration. The high-power, flat torque curve of an electric drive motor allows for a power unit that is 30-40% of a diesel unit with equivalent performance. Electric drives also operate without a transmission, which means that operators can quickly change from forward to reverse and that reverse is just as powerful as forward drive.

Demand for idling reduction technologies is soaring on land and at sea
The need to reduce fuel consumption exists not only during driving or propulsion but also while vehicles/vessels are stopped. Long-haul trucks with sleeper cabs must idle at truck stops to provide the drivers with heating or cooling, but the cost of idling is significant: on average, trucks idle for 28 hours a week, or 1,456 hours a year, which translates to annual fuel cost of $3,494[1], and this cost shows no sign of abating because of the rise in gasoline prices. Similarly, at marinas and harbors many luxury yachts run auxiliary diesel or propane generators to generate power for electrical appliances. The growing desire to reduce such costs is creating a demand for non fossil fuel based auxiliary power units to provide drivers/yachters with comfortable environment without the necessity of idling and consuming costly fuel.

Increased Safety
Hydrogen systems are also inherently safer than diesel and gasoline powered systems, and given the performance record of these traditional fuels, an improvement is welcome. In marine applications, engine rooms must be ventilated to prevent the build-up of heavier than air, explosive and toxic fossil fuel fumes. Gasoline is responsible for numerous boat explosions, which is one of the primary reasons that it is not used in many vessels. Diesel and gasoline exhaust, which contain high levels of carbon monoxide (CO), have also killed boaters. Diesel soot, which makes the exhaust so visible, also contains high levels of carcinogens. Use of hydrogen as a fuel carrier eliminates these hazards and provides a much cleaner environment.

Longer lasting and lower maintenance
There are durability advantages due to the electrochemical nature of hydrogen systems as compared to traditional mechanical systems employed by diesel engines. They entail fewer moving parts and require less regular maintenance than diesel engines (i.e., manual refueling, changing oil, removal of bacteria and tank cleaning). Traditional engine systems are re-powered, primarily due to corrosion, at a rate of approximately 15% per year. While durability data for some of the hydrogen equipment, the fuel cell in particular, is still in its early stages of development, the current state and rate of improvement for hydrogen technologies suggest that these systems should outlast and outperform traditional engine systems. These benefits (longer life and lower maintenance) ultimately reduce the life-cycle cost of hydrogen systems.

Aspirations for "Carbon-Free" or "Zero-Footprint" Experience
Fuel cells have the potential to intrinsically eliminate all environmental impacts caused by gaseous emissions at the same time. Therefore, from an environmental perspective, the development of fuel cell technology for marine applications is particularly advantageous. Dedicated developments of marine fuel cells will showcase and exploit the full potential of the technology. Important synergies with stationary applications (large ships) and automotive applications (small ships and boats) should be used. Once deployed, significant life cycle benefits will be underscored, including but not limited to operating cost savings.

Navy Requirements for "Stealth" Patrol Vessels with Long Range and Negligible Heat/Noise Signatures
Fuel cell systems operate at much lower temperatures and noise levels than diesel engines, thereby offering the solutions for silent patrols. With the ability to create hydrogen while at sea using renewable energy such as wind and solar, patrols can be extended indefinitely through the creation, storage and use of hydrogen.

Regulatory Changes
The federal government sets standards for new diesel engines. However, the responsibility currently rests with states for cleaning up existing diesels. This summary describes major source categories of diesels and the state of current regulatory requirements controlling emissions from these sources. The marine diesel emissions of greatest concern are released from large commercial ships because they represent the largest source of marine emissions. Efforts to control marine diesels have until recently focused on NOX, although these engines also emit substantial quantities of PM and SO2.

• Marine diesel engines burning distillate and residual fuel in the U.S. produced over one million tons of NOX in 2002.
• EPA classifies marine diesel engines in three categories according to size from category 1 (smallest) to category 3 (large international ocean-going vessels).
• In 1999, EPA promulgated regulations limiting emissions of NOX, HC, PM and CO from category 1 and 2 diesel marine engines; the standards are effective between 2004 and 2007 and vary depending on engine size.
• EPA’s Tier 4 Nonroad Rule requires a reduction of sulfur content of marine distillate fuel (used by most category 1 and 2 marine engines) to 500 ppm in 2007 and 15 ppm in 2012.
• EPA has indicated that it is considering proposing tight after-treatment based emission standards for category 1 and 2 marine engines, in order to take advantage of highly-effective after-treatment technologies that use of ULSD will facilitate.

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