SECTION ONE

1.0 INTRODUCTION

Shipping is the primary means of transport

worldwide. We, in Europe, rely on it for goods and

travelling from one corner of our continent to the

other. Today’s globalised world trade would not be able

to function without ships, after all approxi- mately

70% of the earth’s surface is covered by water.

Considering the staggering percentages of world trade

vessels transport (80%), it is remarkable to note that

shipping is already the most environmentally friendly

mode of transport and that emissions emitted from ships

are small (3%).

Operational pollution has been reduced to a

negligible amount. MARPOL 73/78 is the most important

set of international rules dealing with the environment

and the mitigation of ships pollution, it has dealt

with certain issues. However, there have also been

consider- able improvements in the efficiency of

engines, ship hull designs, propulsion, leading to a

decrease of emissions and increase of fuel efficiency.

The environmental footprint of shipping has been

significantly improved through inputs from the marine

equipment industry, which adopts a holistic approach

when looking at the maritime sector. The equipment

suppliers are a valued contributor and innovator within

the maritime cluster.

The shipbuilding sector encompasses the shipyards

and the marine equipment manufacturers including

service and knowledge providers. The European marine

equipment industry is the global leader in propulsion,

cargo handling, communication, automation and

environmental systems.

1.1 GREEN ENGINE

Green Engine has developed a product that can

revolutionize the emission control system for engines

Emission control $71 billion

Stricter emission standards

Current approaches rely on precious metal

Our solution costs substantially less

Revenue $400,000,000 in 5 years

More than just an environmental policy

a new paradigm of progress

changing people’s behavior and way of thinking

Green Growth is not an option, it is the only

choice.

Elements of Green Growth

Current Status of Green Technology

Level of Green Technology –50 ~ 70% of advanced

countries

World market occupancy –1.4 % of major green energy

market

Green Technology as a new

growth engineGreen

energy paradigm

Improvement in

quality of life

Contribution

To the global

community

Green competitiveness index –11thout of 15 major

countries (1st–Japan, 7th–U.S.A.)

Amount of investment –US $600 million (2007)

Goals

Level of Green Technology –80% (’12), 90% (’20) of

advanced countries

Creation of job positions –over 160,000 (’12)

World market occupancy –over 7% (’12), over 10%

(’20)

Environmental sustainability index –20th(’12),

10th(’20)

1.2 WHAT IS MARINE EQUIPMENT

The marine equipment sector comprises of all

products and services necessary for the operation,

building, con- version and maintenance of ships

(seagoing and inland waterways). This includes

technical services in the field of engineering,

installation and commissioning, and lifecycle

management of ships. The value of the products,

services and systems on board a vessel can exceed 70%

(85% for cruise ships) of the value of a ship. The

production ranges from fabrication of steel and other

basic materials to the development and supply of

engines and propulsion systems, cargo handling systems,

general machinery and associated equipment,

environmental and safety systems, electronic equipment

incorporating sophisticated control systems, advanced

telecommuni- cations equipment and IT. Thus the marine

equipment industry supports the whole marine value

chain and stake- holders: from the port infrastructure

and operation to the ship/shore interface, shipbuilding

and ship maintenance.

1.3 THE MARINE EQUIPMENT INDUSTRIES

ENVIRONMENTAL OBJECTIVES

A large part of the improvements in the

environmental footprint of shipping is achieved through

the efforts of the European marine equipment industry.

A major challenge for the industry today is to

‘transfer technology’ from laboratories to ships, in

order to reduce harmful emissions and obtain the

benefit to wider society. Investments in upgrading

older ships are necessary to make them ‘greener’ and

more efficient also in view of setting a benchmark for

future new-buildings.

A short term objective for the marine equipment

sector is to be able to improve energy efficiency of

ships by around 30%. In the medium to long term it has

been estimated that a ship’s energy efficiency can be

improved by 60%. These ambitious targets can, however,

only be achieved by a continuous innovation process and

through increased co- operation between the actors

within the maritime cluster.

1.4 DEVELOPMENT OF GREEN MARINE EQUIPMENT

Shipping has proved to be an efficient mode of

transport throughout history: cutting journey times,

building larger vessels to carry more goods, and moving

to the combustion engine from the age of steam. Ship-

owners, in particular European ones, in cooperation

with European shipbuilders (yards and marine equipment)

have opted for efficient and high tech products; this

is why the European marine equipment sector is now

globally one of the most advanced and innovative,

although much more can be achieved.

There is already technology existing to help

mitigate the environmental impacts from ships. The

equipment manufacturers have to maintain levels of

investment for new technologies, especially in the

present economic climate. Future regulation for the

‘greening’ of shipping is likely to be adopted at

inter- national level in the very near future. This

could provide a benchmark for further innovation and

ensures a high level of technical design resulting in

better products.

1.5 AIMS AND OBJECTIVE

The aim of this project is to provide the reader

with a look at currently existing green technology and

the impact it has on the environment from a neutral

stand- point. Further developed it could provide a

benchmark for the current capabilities of technology

and if integrated onboard vessels show what they could

achieve above and beyond current regulatory

requirements.

If this technology could be integrated in today’s

ships then they could become 15-20% greener and

cleaner. If there is further demonstration of newly

researched and developed technology then a 33%+ eco-

friendliness could be achieved ultimately leading to

the zero emissions ship in the not too distant future.

There are 7 issues that should be taken into

consideration when talking about reducing the

environmental impact of vessels1:

1. Reduction of Gas Emissions (NOx, CO2, SOx, Soot,

Smoke and Par- ticulate Matter);

2. Ship Waste Disposal;

3. Bilge Water Treatment;

4. Black Waste Water Treatment;

5. Grey Waste Water Treatment;

6. Ballast Water Treatment;

7. Underwater Coatings. Each topic will be dealt with

separately and broken down into subcategories:

Legal Basis; Problem Statement; Possible Solutions.

1.6 LIMITATION OF STUDY

Predicting the future is a risky business. However,

in this report we have done just that. Our objective

has been to share our views on technology uptake

towards 2020 and beyond, and to stimulate discussions

about likely options for the industry. We will address

questions such as how we think environmental

regulations will influence the use of NOx, SOx, Ballast

Water (BW) and Greenhouse Gas (GHG) related

technologies in the future.

Will scrubbers dominate, or will there be a

significant switch to Liquefied Natural Gas (LNG) as

fuel? What will the speed of implementation be?

1.7 STATEMENT OF PROBLEMS

The amount of resources required for high viscosity

(heavy) fuel oil treatment, with its deteriorating

quality, is of concern because of its environmental im-

pact, manpower and engine lifetime. At times expensive

measures are used to improve fuel handling, combustion

characteristics and emissions that negate the low cost

of heavy fuel oil. The quality of fuel is a problem.

When ships use the lowest grade of fuel in existence

and therefore it needs a lot of treatment before it can

be used in the engines. This is problematic because

fuel has a certain amount of water in it and some very

heavy fuel molecules. This is separated via

‘separators’ and the two components are removed. After

this process a mixture of water and oil re- mains,

called sludge. This ‘sludge’ cannot be used for

anything and depending on fuel quality an average ship

can produce from a few litres up to several tons of the

stuff a day. This ‘sludge’ can also not be burned in an

incinerator. Due to the fact that ship-owners have to

pay to discharge this ‘sludge’ at shore-based

facilities, they usually try to reduce it to a minimum.

One way of doing this is to put it in a settling tank

and pump out the water which settles under the layer of

oil. This water can then be pumped overboard via the 15

ppm bilge water treat- ment system. This is where the

process could go wrong and that part of the oil is

pumped overboard also, via this bilge water treatment

system.

SECTION TWO

2.0 LITERATURE REVIEW

2.1 MARINE EQUIPMENT AND FUTURE GREEN

TECHNOLOGY DEVELOPMENTS

The aforementioned issues all have solutions which

exist today and can positively influence the impact a

ship has on the environment. However, there are always

areas where innovation could still be promoted and

further research into more efficient, innovative and

eco-friendly products could be undertaken. Expensive

measures are currently required to improve fuel

handling, combustion characteristics and emissions that

negate the low cost of heavy fuel oil. Fuel processing,

supply and storage of alternative fuels such as RME,

LNG, Methanol and LPG, must be researched for cost

reduction and environmental benefits, especially for

coastal and short sea shipping.

Improved treatment of fuel by the fuel supply chain

would bring better utilisation of vessel design for

cargo space, reduced onboard workload, reduced

environmental impacts and improved engine life.

Research may lead to the reformation of diesel fuel for

future marine fuel cell applications. Expansion of

electric power options with increased efficiency and

environmental benefit will be achieved by the adoption

of high power fuel cells. Fuel cell technology derived

from land based power and heavy-duty land trans- port

applications needs to be demonstrated in a marine

application. Ship propulsion systems will continue to

be dominated by petroleum based fuels. If and when gas

infrastructures become available then gas could be a

credible alternative fuel to be more widely used. It is

predicted that sources of biofuel will not become

readily available to shipping and should not be counted

upon as a sustainable solution to petroleum.

Other methods of propulsion such as wind

technology, and solar power are not yet a viable

alternative to internal combustion, but do go a long

way to contribute to a reduction in emissions alongside

traditional engines. A holistic approach to energy and

waste management needs to be developed. We must explore

how one system’s waste can be used as an input to

another. Flue gas cleaning systems need to recover

waste heat and waste water might be used in diesel

engine injection systems. New approaches are required

for the management of ballast water. We need to develop

new materials and treatments; to improve ease of

recycling and reduce anti fouling contamination.

Additionally the use of renewable materials and re-

cycling needs to be investigated.

Energy efficient power management and propulsion

monitoring system designs are required for multiple

engine/drive installations. System modelling tools are

required to analyse the performance of a range of

propulsion options for different ship designs,

operating characteristics and whole product cycle

environmental impact and cost in order to optimise the

design at system level. The range of ship types and

their applications is constantly expanding, and opera-

tors require machinery systems with higher power

density, efficiency and greater flexibility in design

and operation. Whilst improvements to existing

technologies will meet some of these requirements,

radical changes in the powering and propulsion plants

will be necessary to meet the current and future

environmental legislation. This is because some

development results are inversely proportional to each

other e.g. an increase in plant efficiency results in

increased specifi c NOx levels but lower CO2 levels.

Hence, there is a need to minimise energy

consumption as well as primary emission levels of all

pollutants. New cost effective ship designs, optimised

for European (coastal) routes, are required to provide

alternatives to road transport to reduce pollution and

congestion. These designs require Propulsion System

Design and Integration Optimisation through whole ship

and operating cycle power management. Expansion of

electric propulsion options or hybrids (conventional

plus electric) with increased efficiency and

environmental benefit may be achieved by the adoption

of high power fuel cells.

Alternative energy sources may be developed through

photovoltaic and wind/wave energy conversion technology

for hybrid electricity generation on board. The

European marine equipment industry is constantly

focusing on developing parts, materials and services

which can perform outstandingly today and in the future

for both transport and the environment.

2.2 CLEANER, GREENER ENGINE DESIGN

The phrase “environmentally responsible” doesn’t

seem to fit into a sentence with the terms 18-wheel

tractor trailer and heavy-duty truck. As a world-

leading manufacturer of commercial engines and related

systems, Cummins Inc. is working to change that

perception one design at a time, developing next-

generation technologies that are revolutionizing the

international trucking industry. Using software from

ANSYS, Cummins is developing and testing radical

improvements in engine design, including the use of

alternative materials and smaller engine footprints

that reduce weight, improve fuel economy and reduce

emissions — while also boosting performance.

The work of the corporate research and technology

organization focuses on developing new, environmentally

responsible technologies for the company’s core engine

business. Cummins’ recent product development efforts

target a great deal of attention on fuel economy and

emissions — and with good reason. Government

environmental standards grow more challenging every

year.

Because commercial trucking is a low-margin

business, every improvement that Cummins makes in fuel

economy adds to its customers’ successes. Beyond these

practical considerations, Cummins invests in

environmentally responsible engine technologies because

it is the right thing to do.

2.3 FURTHER DEVELOPMENT OF WASTE HEAT RECOVERY

(WHR) SYSTEMS

Optimisation of WHR system in close cooperation

with partners

Determination of vessel operation profile and

optimisation of engine for improved exhaust gas

data.

Installation of new exhaust gas fired boiler, turbo

generator (steam/gas turbine and generator)

Optimisation of WHR system given the available

space constraints

Potential: 20% reduction in CO2 combined with other

mission reduction methods

2.4 DEVELOPMENT OF AN EXHAUST GAS RECIRCULATION

(EGR) SYSTEM

Specification and design of an EGR system,

including system integration with engine room and

other auxiliary systems

Installation and verification test on vessel,

including EGR system optimization

EGR scrubber

Selection and specification

Potential: NOx by 50%

Alexander Maersk identified as ship for the first

EGR installation

EGR Installation planned to be ready for

testingearly2010

A prototype EGR system has been set up on the test

engine in Copenhagen, with very positive results

2.5 DEVELOPMENT & INSTALLATION OF SCAVENGING

AIR MOISTENING SYSTEM (SAM) AND A

FUEL/WATER EMULSION SYSTEM (WIF)

Find the maximum NOx reduction achievable from

these ’wet methods’, without jeopardizing engine

reliability

Potential: NOx reduction in excess of 60% is

expected when SAM & WIF are used together

Minimise increase in fuel consumption resulting

from ’wet methods’

Quantify potential of waste heat generated from SAM

system

A WIF system is already installed on a large

container vessel(APL)

The first test is expected to be finished early

September

Maersk and MAN Diesel will evaluate expantion of

the test on Sovereign Maersk

2.6 OPTIMISATION OF PUMP AND AUXILIARY SYSTEMS

Re-design systems with a focus on power consumption

Introduce automated systems that continuously

control the power demand

Potential: 1% CO2 reduction for a large container

ship

2.7 APPLICATION OF A LARGE HYBRID TURBOCHARGER FOR

MARINE ELECTRIC-POWER GENERATION

A turbocharger consists of a single-stage turbine

and a compressor on a shaft. The compressor is driven

by engine exhaust gas directed to the turbine, and it

supplies pressurized air for combustion to the engine.

With recent increases in the efficiency of diesel

engine turbochargers, sufficient air can be fed to the

engine with partial exhaust-gas capture for electricity

generation. A practical use of this technology is for a

waste heat-recovery system, feeding approximately 10%

of the exhaust gas to a power turbine to drive the

generator.

An electric power-recovery system with a generator

directly connected to a turbocharger was developed in

2009 by Mitsui Engineering & Ship Building Co., Ltd.,

using a large turbocharger. Our hybrid turbocharger

comprises a generator in the turbocharger body, but it

only needs a space as wide as a conventional

turbocharger and requires only small changes to a

conventional diesel engine. The turbocharger can be

used as a generator and also as a motor through the

application of bidirectional frequency converters. We

reduced the size of the generator and designed it to

fit inside the turbocharger structure to realize these

functions.

The turbocharger was installed onboard a ship, and

operations were started after successful completion of

a turbocharger engine-matching test and sea trials.

This report describes the electric power generation

effect on the engine performance when the turbocharger

is coupled to the engine as well as the results of

official trials.

2.8 ADVANTAGES OF OUR HYBRID TURBOCHARGER

A hybrid turbocharger integrated with a generator

uses exhaust-gas energy at the turbocharger inlet port

to generate electricity, just as a conventional gas

power turbine does. However, compared with a

conventional power turbine, our hybrid turbocharger has

the following

Advantages:

(1) Only a few modifications to the engine are

required to install the turbocharger, and

retrofitting is relatively easy, resulting in only

a slight increase in the external dimensions

because exhaust-gas piping and valve controls are

not required.

(2) The system is free from thermal and piping

losses, and the turbocharger turbine provides high

efficiency.

(3) The turbocharger can be accelerated by

utilizing the generator as a motor.

The power output of the resulting three-phase

alternating current (AC) electricity cannot be directly

utilized on a ship, as the frequency depends on the

turbocharger rotation speed. The AC from the generator

is rectified to a direct current (DC) and transferred

to the ship electricity voltage and frequency through

an inverter. The type of our converter is an active

rectifier based on an insulated-gate bipolar transistor

(IGBT). These power converters are bi-directional.

The electric power supply from the ship allows the

use of a generator as a motor to accelerate the

turbocharger. A two-cycle low-speed diesel engine is

usually assisted by an electric blower to enhance the

combustion airflow rate from the turbocharger during

low-load operations. The motoring function of our

turbocharger can be used as an assisting blower, and

the high-efficiency compressor in the turbocharger can

be used to reduce the required electric power.

SECTION THREE

3.0 14 TECHNOLOGIES TO MAKE THE ULTIMATE GREEN SHIP

The Shipping Industry is leaving no stones unturned

in order to contribute towards a greener marine

environment. At both manufacturing and administrative

levels, the maritime industry is taking advantage of

the latest technologies to ensure that new ships

contribute as low as possible to the global pollution.

Designing a Ship in present times has become a

challenging task for now a ship has to be fully

complied with new environmental rules and regulations.

A few benchmark technologies have already been

developed to reach the ultimate goal of building a

“Green ship” which would not only comply with the new

environmental rules and regulations but would also

leave least possible carbon foot-prints.

We have compiled a list of thirteen new

technologies which if used together would result in the

ultimate Green Ship of the Future. They are as follows:

1.No Ballast System: Ballast water convention by IMO

focuses on reducing the transit of sediments and

micro organisms of one territory to another through

the ballast of ships. In order to prevent this

condition, plans of making a “No Ballast Ships” is

under progress. A no ballast ship or similar system

can drastically reduce this problem.

2.LNG Fuel for Propulsion: It is said that LNG fuel

is the future of the Shipping industry. LNG fuel

helps in reduction of air pollution from ships, and

a combination of LNG fuel with diesel oil will lead

to efficient engine performance, resulting in fuel

saving.

3.LNG Fuel for Auxiliary engine: Auxiliary engines on

ships are main sources of power. Moreover they are

one of those machines that are continuous running

onboard vessels. LNG fuel for such engines can

drastically reduce air pollution from ships.

4.Sulphur Scrubber System: It’s not practically

possible to phase-out usage of conventional fuels

in ships and hence reducing sulphur or SOx emission

from the exhaust is a solution that would be used

extensively in the future. This can be achieved by

installing an exhaust gas scrubber system wherein

the sulphur is washed out from the exhaust gas of

the engine resulting in reduction of SOx up to 98 %

along with other harmful particles.

5.Advanced Rudder and Propeller System: A well

designed Propeller and streamlined rudder system

can reduce the fuel consumption up to 4 % resulting

in less emission. Advanced designs of propeller and

rudder systems have been developed to not only

reduce the fuel consumption but also improve the

speed of the vessel.

6.Speed Nozzle: Speed Nozzles are generally used in

small supply vessels and tugs to provide power to

the ships. Along with new design features of

merchant vessels, they can improve the propulsion

efficiency of the ship by saving power up to approx

5 %.

7.Hull Paint: Another important factor that can

increase the fuel consumption of a ship and hence

emissions is improving hull properties. Applying

correct paint at correct hull area can reduce the

frictional resistance of the ship resulting in 3-8%

of fuel savings.

8.Waste Heat Recovery System: This system is already

in use for quite some time now, but making it more

efficient can reduce the fuel consumption of the

ship drastically up to 14% of the total

consumption. The waste heat from the exhaust gases

can be utilised to heat and generate steam which in

turn can be used for heating cargo area,

accommodation, fuel oil etc.

9.Exhaust Gas Recirculation: In this system, NOx

emissions from the engine is reduced by

recirculation of exhaust gas from engine cylinder

with scavenge air which lowers the temperature of

the combustion chamber. Some part of the exhaust

air is re-circulated and added to scavenge air of

the engine which reduces the oxygen content of the

scavenge air along with temperature of combustion

cylinder. With this method NOx reduction of up to

80% can be achieved.

10. Water in Fuel: The addition of water in fuel

just before its injection into the combustion

chamber can reduce the temperature inside the

cylinder liner. An efficient system for this can

result in NOx reduction of up to 30-35%.

11. Improved Pump and Cooling Water System: An

optimized cooling water system of pipes, coolers

and pumps can result in decreased resistance to the

flow. This will lead to savings of up to 20% of

electric power of the ship and fuel consumption up

to 1.5 %.

12. Sail and Kite Propulsion System: Sail and Kite

propulsion system when used along with the

conventional propulsion system can reduce the fuel

as well as NOx, SOx and CO2 emissions by 35%.

13. Fuel and Solar Cell Propulsion: The fuel cell

propulsion utilizes power from a combination of

fuel cells, solar cells and battery systems. This

helps in reduction of GHG emission to a great

extent.

14. Sandwich Plate System (SPS): It is a process of

composting two metals plates by bonding it

with polyurethane elastomer core.  This avoids

usage of steel which requires additional stiffening

hence makes the structure light weight and less

prone to corrosion. This technology can definitely

play a good role in green ship recycling process as

SPS feature includes superior in service

performance and reduced through life maintenance.

3.1 GREEN SHIP PROJECT TIMELINE

1999 – Diesel exhaust filter test and after-treatment

test on the R/V Shenehon. (The 67-foot vessel, built in

1953, served GLERL for several decades and was retired

in 2010.)

2000 – R/V Shenehon converted to B100 and showed

immediate reductions in visible emissions, smoke, and

offensive odor with unchanged performance in main

engine or generator. This was the first federal vessel

in the nation to operate on 100% biodiesel.

2001 – R/V Shenehon and R/V Laurentian started on bio-based

hydraulic oil.

2002 - Green Ship Working Group formed to help convert

vessels in many sectors to biofuel.

2005 – R/V Huron Explorer converted to the first petroleum-

free vessel through use of B100 and bio- motor,

hydraulic, steering, and transmission oils.

2006 – April Dept. of Energy Award in recognition of

GLERL leadership in Green Ship Initiative. In May, all

three GLERL vessels transitioned to total petroleum-

free operation.

2008-2010 - GLERL added seven more vessels operating on

100% biofuels and bio-products to its fleet.

2010 - Federal Green Fleet Working Group formed to help

other federal agencies convert vessels to petroleum-

free operation.

2011 – Through the Federal Green Fleet Working Group,

the U.S. Army Corps of Engineers conducted a test

successfully transferring GLERL’s Green Ship principles

to its vessel fleet.

3.2 TECHNOLOGIES IMPLEMENTED IN THE LOW

EMISSION CONCEPT STUDIES OF THE 8,500 TEU

CONTAINER VESSEL AND THE 35,000 DWT BULK

CARRIER

 

1

.

A

d

v

a

n

c

e

d

r

u

d

d

e

r

a

n

d

p

r

o

p

e

l

l

e

r

s

y

s

t

e

m

A

w

e

l

l

-

d

e

s

i

g

n

e

d

p

r

o

p

e

l

l

e

r

a

n

d

r

u

d

d

e

r

s

y

s

t

e

m

c

a

n

s

a

v

e

u

p

t

o

a

p

p

r

o

x

i

m

a

t

e

l

y

4

%

o

f

t

h

e

f

u

e

l

o

i

l

c

o

n

s

u

m

p

t

i

o

n

.

S

u

c

h

a

s

y

s

t

e

m

c

o

u

l

d

b

e

a

m

o

d

e

r

n

p

r

o

p

e

l

l

e

r

c

o

m

b

i

n

e

d

w

i

t

h

a

n

a

s

y

m

m

e

t

r

i

c

r

u

d

d

e

r

a

n

d

a

s

o

-

c

a

l

l

e

d

C

o

s

t

a

B

u

l

b

.

W

i

t

h

n

e

w

p

r

o

p

e

l

l

e

r

d

e

s

i

g

n

m

e

t

h

o

d

s

m

o

d

e

r

n

p

r

o

p

e

l

l

e

r

s

b

e

c

o

m

e

s

m

o

r

e

a

n

d

m

o

r

e

e

f

f

i

c

i

e

n

t

.

T

h

e

C

o

s

t

a

B

u

l

b

c

r

e

a

t

e

s

a

s

m

o

o

t

h

e

r

s

l

i

p

s

t

r

e

a

m

f

r

o

m

t

h

e

p

r

o

p

e

l

l

e

r

t

o

t

h

e

r

u

d

d

e

r

.

W

i

t

h

a

n

a

s

y

m

m

e

t

r

i

c

r

u

d

d

e

r

,

t

h

e

r

o

t

a

t

i

o

n

a

l

e

n

e

r

g

y

f

r

o

m

t

h

e

p

r

o

p

e

l

l

e

r

i

s

u

t

i

l

i

s

e

d

m

o

r

e

e

f

f

i

c

i

e

n

t

c

o

m

p

a

r

e

d

t

o

a

c

o

n

v

e

n

t

i

o

n

a

l

r

u

d

d

e

r

.

2. Speed nozzle

Normally, nozzles are used to improve

the bollard pull on tugs, supply

vessels, fishing boats and many other

vessels which need high pulling power

 

at low speed.

This new kind of nozzle, called a

speed nozzle, is developed to improve

the propulsion power at service speed.

Using the new speed nozzle concept has

a saving potential of approximately

5%.

 

3.Exhaust gas scrubber system

One way to fulfil the future

regulations on sulphur emissions is to

install an exhaust gas scrubber. This

scrubber system use water to wash the

sulphur out of the exhaust gas.

Measurements have shown that SOx

emissions are reduced with up to 98%.

It is not only the sulphur which is

reduced, also the content of harmful

particles are reduced by approximately

80%.

4.LNG auxiliary engines  

Normally, the electrical power in

harbour condition is supplied by using

auxiliary engines running on heavy

fuel or marine diesel. By using

auxiliary engines running on LNG

(liquefied natural gas) instead of

conventional fuel, significant

emission reductions can be achieved.

Emission reductions in the magnitude

of approximately 20% on CO2,

approximately 35% on NOx and 100% on

SOx are the potential of switching

from diesel to LNG.

 

5.Hull Paint

The choice of the right hull paint is

essential to keep the resistance at a

minimum. Modern anti-fouling hull

paint with a low water friction has a

fuel saving potential in the region of

3 to 8%.

The reduction of emissions is

proportional to the fuel savings.

6.Waste Heat Recovery system (WHR)

The waste heat recovery system

utilises the heat in the exhaust gas

from the main engine. The exhaust gas

contains a lot of heat energy which

can be transformed into steam. The

steam can then be used for heating of

the accommodation, cargo areas and

fuel oil. The steam can also be used

for power generation in a turbo

generator. Depending on the

configuration, a waste heat recovery

system can reduce the fuel consumption

by 7 – 14 %.

 

 

7.Water In Fuel system (WIF)

The formation of NOx is dependent of

the temperature in the cylinder liner.

By lowering the temperature the NOx

emissions are also lowered. By adding

water to the fuel before injection,

the temperature in the cylinder will

be lowered. This will result in a

reduction of NOX by 30-35%.

8.Exhaust Gas Recirculation system (EGR)

The formation of NOX emissions can be

reduced by lowering the temperature in

the cylinder liner of the main engine.

One way of lowering the temperature is

to recirculate some of the exhaust

gas. Some of the exhaust gas is mixed

with the scavenge air so that the

oxygen content is reduced together

with a lower temperature in the

combustion chamber. Measurements have

shown that this technology have a

potential of NOX reductions of

approximately 80%.

 

 

9.Pump and cooling water optimisation

By using an optimised cooling water

system it is possible to save up to

20% of the electrical generated power,

corresponding to approximately 1.5%

reduction of the total fuel

consumption. Studies show that the

resistance in the cooling water system

often can be reduced. When the

resistance is reduced smaller pumps

can be used and thereby saving up to

approximately 90% of the power needed

for pumps.

SECTION FOUR

4.0 MARINE GAS ENGINE

Marine exhaust gas regulations are being tightened;

SOx and NOx regulations of Tier Ⅲ or CO2 regulations of

EEDI. In accordance with this present situation, it is

required to improve environmental performance for

marine engines. Gas engine with premixed gas

combustion is one of the solutions, generally needing

on after-treatment for the exhaust gas.

Based on the technology of the world's best efficient

stationary "Green Gas Engine", development of marine

gas engine in KHI is on progress.

4.1.1 FEATURES

Minimum impact on cost

High efficiency with the same combustion system to

GGE

No after-treatment device needed

Minimum impact on environment

- CO2 emissions 20% less

than fuel oil use

- NOx emissions less than

1.0g/kWh

- Sulfur free

High flexicibility

- Mechanical propulsion applicable as well as electric

propulsion

Engine Lineup

Engine

model 

5L30K

G

6L30K

G

7L30K

G

8L30K

G

9L30K

G

12V30K

G

18V30K

G No. of

cylinder

s

5 6 7 8 9 12 18

 Bor

e

mm 300

 Str

oke

mm 480

 rat

ed

spee

d

rp

m

720 / 750

 rat

ed

outp

ut

kW 2,125

/

2,225

2,550

/

2,670

2,975

/

3,115

3,400

/

3,560

3,825

/

4,005

5,100/

5,340

7,650/

8,010

 minimum

idling

speed

400 rpm

 Ignitio

n

system 

Spark plug ignition

4.1.2 Engine Outline (6L30KG)

4.1.3 Typical Applications

  Features Control

led

Pitch

Propelle

r system

Simple

structu

re

High

efficie

ncy at

rated

operati

on

 Electri

cal

Propulus

ion

system

Flexibl

e

layout

Resista

nt to a

overloa

ding

and

overspe

ed

4.2 SOME MAJOR COMPONENTS IN GREEN VESSELS

4.2.1 TRIM OPTIMISATION & PERFORMANCE

MONITORING

SeaTrim is a trim optimisation application based on

model test results of a large matrix of different

combinations of draught, trim and speed. SeaTrend is a

system for performance monitoring, using operational

data from the ship. With SeaTrim & SeaTrend installed

onboard the six L-Class chemical tankers owned operated

by Nordic tankers, it is the aim of the project to

demonstrate the effect of the tools in terms of

Ability to determine hull and propeller fouling and

trends

Ability to guide the crew as regards to optimum

trim

4.2.2 NEW HIGH EFFICIENT NOZZLE FROM MAN

DIESEL.

MAN Diesel’s propulsion division in Frederikshavn

has developed a new nozzle, which can enhance the

performance for many types of vessels. Where existing

nozzles designs have primarily been applied to ships

that requires high thrust at low ship speeds, the new

product is intended for vessels with a higher service

speed i.e. tankers, bulkers, PSVs etc.

The new nozzle will be tested in model scale on a

tanker that is operated by Nordic Tankers. The test

will be carried out in the towing tank at FORCE

Technology.

4.2.3 DYNAMIC TRIM OPTIMIZATION WITH

GREENSTEAM

GreenSteam is a new energy saving system for ships,

providing reduction in energy consumption by adjusting

ship trim and power. Based on readings from multiple

sensors over a period of time, the relations between

the dynamically changing conditions and the energy

requirements are mapped and analysed into a

mathematical model. This model is used for onboard

guidance to the crew as regards optimum trim and power.

Fuel savings of at least 2.5% have been

demonstrated onboard a product tanker owned by DS

NORDEN A/S. The system will be installed on 4 or more

new NORDEN vessels during 2010.

4.2.4 FURTHER DEVELOPMENT OF WASTE HEAT

RECOVERY (WHR) SYSTEMS

Optimisation of WHR system in close cooperation

with partners. Determination of vessel operation

profile and optimisation of engine for improved exhaust

gas data. Installation of new exhaust gas fired boiler,

turbo generator (steam/gas turbine and generator).

Optimisation of WHR system given the available

space constraints. Maersk is currently installing WHR

on a wide range of vessels based upon the GSF project.

4.3 STATUS OF THE GREEN SHIP OF THE FUTURE

PROJECT

Green technologies developed under GSF have now

been introduced in more than 40 ships from

different Danish Shipowners.

Some of the ‘Green ship technologies’ have already

been implemented as ‘standard products’ especially

with respect to machinery equipment and onboard

systems.

An increased awareness for implementation of GSF

technologies is now observed amongst partners the

maritime business.

The GSF project has now moved into a more ‘mature’

status, but new projects are still needed to meet

our targets.

More focus in the future on service experience

(‘lessons learned’).

Hopefully scientific papers presenting the GSF

technologies will be an outcome in the future.

4.4 MAIN CONCLUSIONS FROM CONCEPT STUDIES

With respect to NOx and SOx it is possible to reach

the goals.

Reducing NOx and SOx will in some cases cost

increased CO2 emission.

With respect to CO2 the study shows that we still

need to work with technical solutions and operation

to meet goal.

Further reduction in CO2 must be obtained through

continued efforts to reduce vessel resistance,

optimised operation (slow steaming), more effective

propulsion systems, more fuel efficient engines,

alternative fuel (LNG, Biofuel etc.) and addition

of alternative green means of propulsion (fuel

cells, wind, solar etc.) etc.

Further reductions in CO2 will also reduce NOx and

SOx emissions.

Retrofit challenges.

The challenge continues!

4.5 GREEN SHIP OF THE FUTURE

To meet the reduction targets, the following four

main areas are considered:

Machinery WHR, scrubbers, EGR, etc.

Propulsion Propellers, rudders, trim optimization,

etc.

Operations Route planning, performance monitoring,

etc.

Logistics Better interaction between transport

forms, development/modification of existing ship

types etc.

Green Ship of the Future

SECTION FIVE

5.0 RECOMMENDATION AND CONCLUSION

5.1 CONCLUSION

Data collected by GLERL since the conversion of its

vessel fleet to biofuels show significant environmental

benefits and cost savings. The table shows GLERL’s

average B100 (100%) soy biodiesel emissions reductions

as compared to #2 petroleum diesel.

In some cases, these observed reductions are better

than those predicted for B100 by the U.S. Environmental

Protection Agency. In addition to these environmental

benefits, GLERL has seen a 20-40% cost savings since

converting its vessels to biofuels.

5.2 RECOMMENDATION

Now that GLERL has met its goal of converting its

vessel fleet to 100% biofuel, the lab is sharing its

expertise to help others convert their vessels to

petroleum-free operation. In 2002, GLERL formed the

Green Ship Working Group, which has helped more than

150 small vessels from both the government and private

sectors convert to biofuel.

In 2010, GLERL began to focus its technology

transfer efforts on the federal government through the

Federal Green Fleet Working Group. Through this group,

GLERL shares its expertise and resources and

collaborates on projects with other federal agencies

interested in marine applications of biofuels. As a

leader in the field, GLERL developed a 5-Step

Conversion Process to help other agencies move towards

the use of biofuels in their large vessels. In 2011,

both the U.S. Army Corps of Engineers (USACE) and the

Maritime Administration (MARAD) conducted marine

biofuel tests. The USACE test successfully implemented

GLERL’s Green Ship principles on four vessels stationed

around the country.

MARAD conducted one of the first large-scale tests

of a biofuel consisting of 50% petroleum-based diesel

and 50% biodiesel made from algae, which many experts

believe is a promising source of biofuel. Both of these

successful tests benefited from the expertise of GLERL

and others in the Federal Green Fleet Working Group.

REFERENCES

1.Kondo, M. et. Al., Development of Large-Scale

Turbocharger Generator Unit，Mitsui Zosen Technical

Review No. 199 (2010-2)

2.Shiraishi, K. et al., Development of Large Marine

Hybrid Turbocharger for Generating Electric Power

with Exhaust Gas from the Main Engine, Mitsubishi

Heavy Industries Technical Review Vol. 47 No. 3

(2010)

3.AIS-data for Baltic and North Sea, 2010.

4.Bass, Frank M.:

http://www.bassbasement.org/BassModel/Default.aspx,

2012.

5.Buhaug, Ø., Corbett, J. J., Endresen, Ø., Eyring, V.,

Faber, J., Hanayama, S., Lee, D.S., Lee, D.,

Lindstad, H., Mjelde, A., Pålsson, C., Wanquing, W.,

Winebrake, J. J., Yoshida, K.: Updated Study on

Greenhouse Gas Emissions from Ships: Phase I Report;

International Maritime Organization (IMO) London,

September 2008.

6.DNV, Maritime Fuel Price and Uptake Projections to

2035: DNV Research & Innovation, 2012.

7.IEA/OECD, 2000: Experience curves for energy

technology policy, 2000.

8.IHS Fairplay, World Fleet Database, 2012.

9.North European LNG Infrastructure Project, 2011, A

feasibility study for an LNG filling station

infrastructure and test of recommendations.

10. OECD website: www.oecd.org, 2012.

11. Review of Maritime Transport 2010, United Nations

Conference on Trade and Development (UNCTA D), 2010.

12. Stopford, M., Maritime Economics, 3rd ed.,

Routhledge: London, UK, 2009.

13. The SAI Shipbuilding Markets Forecast, February

2012.

14. The SAI Global Shipping Market Report, February

2012.

15. World Bank, Global Economic Prospects,

Uncertainties and Vulnerabilities, January 2012.