Public Funding for Carnot Ltd

Shoreside Power from Optimised Hydrogen Lifecycle (SPOHL) is an ultra-efficient, zero-emission system for cold-ironing with long-duration, bulk energy storage to balance the seasonal variation in renewable energy systems. This enables it to be an entirely stand-alone system with no need for a grid-connection. It brings together novel technologies that cover the entire Hydrogen value chain from production to end use. A solar PV system (Cranfield) provides power for vessels to cold-iron when at berth. During long periods when supply exceeds demand, surplus electricity is fed through a high-efficiency (99%) DC-DC converter (Hywaves) to an electrolyser which produces hydrogen which is fed to low-cost, 2-stage, multi-organic-framework (MOF)-enabled storage (Rux). During long periods when demand exceeds supply hydrogen is supplied to a high-efficiency (70% brake thermal efficiency) internal combustion engine-based generator (Carnot) which provides the electricity for cold-ironing. A small-scale, high C-rating battery is also incorporated in the for managing sudden load changes / peak shaving. The project targets the specific themes of "shoreside storage and bunkering of low and zero carbon fuel" and "charging infrastructure and management for electric vessels", "shore power solutions, such as enabling docked vessels to turn off their conventional power supply for ancillary systems", "shoreside renewable energy generation at the port to supply vessels", and "low carbon fuel production, such as hydrogen, methanol, ammonia". This project will solve critical challenges of providing flexible, reliable, resilient, highly-varying electrical power supply to docked vessels, replacing power generation through operation of onboard auxiliary engines. The project aims to showcase the best possible end-to-end electrical and cost efficiency basis for the use of hydrogen as a medium to long-term energy flow pathway, in part through lab demonstration of best-in-class hydrogen production, storage and conversion technologies (as above) but also through analysis and optimisation of potential energy flow scenarios underpinned by data collection at a number of ports (including but not limited to Belfast, Felixstowe, Rochester). In order to support the commercial justification for SPOHL Swanbarton, Brunel, Carisbrooke and Freeport East (plus ports and port authorities) will collect & collate data, build a representative port model and optimise across energy vectors to achieve low carbon operation of shoreside assets, with SPOHL at core, harnessing on-site renewable generation from multiple sources (wind, solar, fuel cells). The modelled system will comprise storage facilities for electrical energy and hydrogen, and operation will be optimised alongside energy inputs from grid connections and external green hydrogen sources.

HEAT-HD is a game-changing high-temperature liquid-ammonia (LNH3) powered engine technology with 70% BTE. Targeting marine propulsion systems and Auxiliary Power Units (APUs) and shore-side power generation units up to 10MW. LNH3 has clear economic and operational benefits for maritime applications as it offers the energy storage density and true zero emission property of liquid hydrogen without the parasitic losses associated with storing cryogenic liquids. Ammonia technology is specifically targeting the heavy-duty marine sector. HPDI injector technology will enable a new generation of high-efficiency LNH3 engines that offer lower emissions than comparable port-fuelled engines. HEAT-HD will develop a novel LNH3 fuel system and engine concept combining four unique technologies together to tackle critical challenges of using LNH3 as a fuel, a clear step-change from current SOTA NH3 ICE technologies for marine applications. The four unique technologies included and their advantages are: 1. High-temperature (thermally insulated) Carnot engine with key components manufactured from high temperature resistant materials able to withstand fuel combustion temperatures, eliminating the third of fuel-energy wasted to cooling systems 2. HPDI fuel injection strategy for improved performance and reduce in-cylinder emission and knock 3. Active pre-chamber TJI concept with multi-point ignition for ultra-lean combustion and cold-start operation. 4. Cracking of ammonia in-situ to provide the hydrogen pilot for the ammonia engine to achieve efficient combustion. The pre-chamber Turbulent Jet Ignition (TJI) concept will optimise secondary combustion, with small hydrogen consumption, cracked from ammonia in-situ. The project is a feasibility and lab-based demonstration study to assess the technical, economic and regulatory feasibility of using Carnot's technology to reduce GHG emissions using LNH3 as the primary fuel source. The project will develop and demonstrate a dual-fuel hydrogen-piloted fuel system with only ammonia stored, a proportion cracked to hydrogen, via the Transformational Energy (TE) SOFC Ammonia cracking technology, and will identify the design elements required to convert to this fuel-system. It will employ comprehensive physics-based modelling expertise from University of Southampton to simulate LNH3 engine combustion covering the four unique technologies, complemented by Brunel University's optical chambers to validate combustion dynamics, before targeting a Carnot engine test at the end of the project. Carnot will also engage with Carisbrooke and OS Energy (OSE) as end users to explore technology commercialisation via duty cycle data collection on board vessels, data analysis and exploration of potential system integration opportunities. HEAT-HD aims to break down one of the main barriers to ammonia being adopted as a marine fuel.

The mitigation and solution of man-made climate change has become a social necessity and an integral part of government and corporate policy. International Maritime Organization regulations stipulate that vessels must be 40% less carbon intensive by 2030 than those built in 2008\. In addition, 33 countries have legislated net zero targets by 2050 and more will follow. This corresponds to total 2030/2050 GHG emissions reductions of 380/950 MtCO2e respectively. Sea freight accounts for 90% of international trade and is the life blood of the global economy. It is therefore imperative that a technological solution is found that is not only zero-emission but also provides a cost-effective, low-impact route to decarbonising as rapidly as possible. Demand, infrastructure and production capacity must be in place for scaling to occur and the transition to take place. The maritime industry currently relies on internal combustion engines (ICEs). The problem with engines is that they are inefficient and they emit carbon dioxide and harmful pollutants when operated on fossil fuels. Engines typically waste a third of fuel energy to cooling systems which prevent metal components from failing. This experienced consortium, led by Carnot Ltd, is developing game-changing, ultra-efficient hydrogen-electric marinised powertrains consisting of ceramic engines as prime movers for generators. With key engine components manufactured from technical ceramics able to withstand fuel combustion temperatures, the third of fuel energy wasted to cooling systems is eliminated. Predicted brake thermal efficiency (BTE) is 70%, a step-change from current state-of-the-art ICEs. Carnot engines are fuel flexible, capable of operating on diesel, ammonia, hydrogen, methanol and eFuels. The demand, infrastructure and production capacity (of both fuel and engines) for Carnot engines within the maritime sector already exists. This project is to develop and run a hydrogen-fired Carnot auxiliary engine demonstrator for sea trials on board a Carisbrooke Shipping vessel over a 40-day period. It brings together a UK consortium consisting of technology developer, operator, RTO and University which, supported by a Class Society and the MCA, will be in prime position to commercialise the technology and maximise the benefits of the green industrial revolution. A shift to a hydrogen economy is underway with the UK Government committing to a significant investment of £240 million in a Net Zero Hydrogen Fund. For 130 years, ICEs have wasted a third of fuel energy to cooling systems. If the UK's 2050 net-zero emissions targets are to be met, this waste must end.

This consortium, let by Carnot Ltd, seeks to develop the world's first profitable rice-straw bioenergy demonstrator for a rural community in Lombok Island, Indonesia. Rice straw is separated from the grains during harvesting and either combusted (producing CO2) or left to decompose (producing methane with 25\* Global Warming Potential) due to challenges with harvesting it, particularly in flooded paddy fields (a common occurrence). Straw Innovations has created innovative technology that overcomes the barriers to harvesting it in all weathers, unlocking a potential 300Mt of rice straw generated in Asia every year. Rice straw has high ash content (around 20%), comprising about 75% silica. This, combined with other components in the straw (chlorine, potassium) causes melting and slagging / fouling in boilers when combusted. Hence, it is not an easy fuel to chop or combust. PyroGenesys have developed a lower-temperature pyrolysis process which can convert rice straw into Biochar, a carbon-sequestering fertiliser that can be used by the rice farmers, and biofuel. The carbon sequestered can be traded on carbon removal markets. Surplus biofuel not used to generate electricity can be sold. Electricity is a low-value commodity and renewable electricity projects will typically require very large scale to be profitable and attract funding required from investors. PyroGenesys' process solves this problem by opening up two very high-value revenue streams. Carnot is developing ceramic engine gensets with double the efficiency of state-of-the-art diesel gensets, capable of operating on all fuels. These will provide electricity to the rice mills as their base load as well as electricity to a rural community. Integrating Carnot's gensets enables revenues generated by biofuel sales to be maximised. Indonesia: * Is the world's 5th largest GHG emitter. * Is the largest producer of biofuels worldwide. * Has mandated to convert a significant portion of its palm oil into FAME biodiesel. There is a reluctance to move to renewable energy due to fossil fuel sunk costs/subsidies and no proven profitable off-grid low-carbon energy business model. This demonstrator project aims to be the catalyst to breaking the deadlock and unleashing investment into Indonesia's enormous renewable energy potential. Key project outputs: * Pilot-scale demonstration of business model feasibility * 200,000kg rice-straw feedstock; * 76,000kg value-added-biochar/53,200kg carbon sequestration/80,000kg biofuel; * 2.28MWh electricity provided to rice mill.

The mitigation and solution of man-made climate change has become a social necessity and an integral part of government and corporate policy. In 2019, the UK became the first major economy to legislate a net zero emissions target across all sectors by 2050\. Other major EU/NAFTA economies are following. This experienced consortium, led by Carnot Ltd, is developing game-changing, ultra-efficient hydrogen-electric marinised powertrains consisting of ceramic engines as prime movers for generators. With key engine components manufactured from technical ceramics able to withstand fuel combustion temperatures, the third of fuel energy wasted to cooling systems is eliminated. Predicted brake thermal efficiency (BTE) is 70%, a step-change from current state-of-the-art internal combustion engines. In this project it is a key consideration to develop a multi-cylinder pilot fuel free hydrogen combustion capability along with extension toward making a production ready marinized hydrogen-electric hybrid system configuration which incorporates the Carnot engine, (which has advantages toward auto-ignition of pure hydrogen over competing technologies), along with a comprehensive marinized system & product design and pathway to achieving regulatory compliance. With the predicted thermal efficiency Carnot engines will be both CAPEX and OPEX competitive with fuel cells (which achieve 40-60% BTE) and easily competitive with other hydrogen combustion engines currently in development (which achieve 30-50% BTE). Additionally Carnot engines can leverage existing (significant) manufacturing capacity and knowledge which is at risk both in the UK and abroad and hence production can scale more readily than competing hydrogen power alternatives. Given this perspective we are therefore primarily targeting the prioritised technology theme of "pilot fuel free hydrogen internal combustion engine technologies for maritime applications" while also contributing to the potential for "whole-ship energy efficiency design and integration" as our design will be modular and optimised to make the most of fuel feedstock on a given platform extending range and potential utilisation profile for a given ship configuration. A shift to a hydrogen economy is underway with the UK Government committing to a significant investment of £240 million in a Net Zero Hydrogen Fund, targeting 5GW of low carbon hydrogen by 2030\. Volume production of Carnot's clean & ultra-efficient powertrains will position the UK in a strong position to maximise the economic benefits of the green industrial revolution. For 130 years, ICEs have wasted a third of fuel energy to cooling systems. If the UK's 2050 net-zero emissions targets are to be met, this waste must end.

The mitigation and solution of man-made climate change has become a social necessity and an integral part of government and corporate policy. In 2019, the UK became the first major economy to legislate a net zero emissions target across all sectors by 2050\. Other major EU/NAFTA economies are following. This consortium, led by Carnot Ltd, is developing game-changing, ultra-efficient hydrogen-electric powertrains consisting of ceramic engines as prime movers for generators. With key engine components manufactured from technical ceramics able to withstand fuel combustion temperatures, the third of fuel energy wasted to cooling systems is eliminated. Predicted brake thermal efficiency is 70%, a step-change from current state-of-the-art internal combustion engines. This consortium is targeting 100kW-10MW applications in the hard-to-abate sectors, namely Marine Auxiliary Power Units/Propulsion, Off-Grid Energy and Long-haul Heavy Goods Vehicles. With near-double efficiency, fuel costs will be halved. This consortium's vision is to drive its target markets to net zero by operating its engines on low carbon fuels including hydrogen and ammonia. They will be a compelling alternative to fuel cells being more efficient, cheaper and lighter. To facilitate the transition to net zero, Carnot engines will also be able to operate on hydrocarbons, halving emissions. The reduced fuel consumption will increase the price point at which Hydrogen and Ammonia become commercially viable. Carnot power plants will be modular allowing units to be turned off and on to meet demand, eliminating part-load inefficiencies. A shift to a hydrogen economy is underway with the UK Government committing to a £240 million Net Zero Hydrogen Fund, targeting 5GW of low carbon hydrogen by 2030\. Volume production of Carnot's clean & ultra-efficient powertrains will position the UK in a strong position to maximise the economic benefits of the green industrial revolution. For 130 years, ICEs have wasted a third of fuel energy to cooling systems. If the UK's 2050 net-zero emissions targets are to be met, this waste must end.

Awaiting Public Project Summary