Funding Scheme: CP-Collaborative Project
Call identifier: FP7-SST-2010-RTD-1
REPORT ON THE STATE OF THE ART SHIP DOCKED IN PORT SCENARIO
Project Number: SCP0-GA-2010-266126
Project Title: Technologies and Scenarios For Low Emissions Shipping
Document ID: JP-WP7-D71-V04-01/2012
Date: 31/01/2012
Dissemination level
PU Public
PP Restricted to other program participants (including the Commission Services)
RE Restricted to a group specified by the consortium (including the Com. Services)
CO Confidential, only for members of the consortium (including the Com. Services)
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Document Change Log
Revision Edition date Author Modified sections
Comments
01 28.10.11 JPP, AJ 4 Tefles port scenarios
02 22.12.11 Aitor Juandó 3 Case ships data included
03 25.01.12 Juan Pérez Prat
all Reviewed document
04 30.01.12 JPP, AJ all Reviewed document
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REPORT
D.7.1 State of the Art (ship-docked in port scenario)
Responsible Consultores Investigación Tecnológica S.L. (CIT)
Author(s) / Editor(s) Juan Pérez Prat (CIT), Aitor Juandó (VICUS)
Description State of the Art, end user and port specifications, ship docked in port emission reduction models, best available technologies, regulations, emissions base lines, and best practices. TEFLES MOS Vigo-St Nazaire case scenario, infrastructure and operational characteristics resulting from WP3on board measurements.
WP 7 Ship docked in port scenario and model
Lead beneficiary CIT S.L. Type of activity RTD
Start Month 6 End Month 36
Objectives
Ship emissions in ports may approach zero if all the power needed for services once moored can be supplied from shore. The aim of this work package is to develop models for the loads and power supply systems for various types of ships and different port power supply infrastructures to assess and optimise the potential benefits that “cold ironing” can bring in terms of emissions reductions and improved energy efficiency. The work will: • Identify the state of the art for shore energy supply systems, including current research and analysis of the effectiveness of cold ironing. • Identify the requirements for retrofitting a number of ship types and size with cold ironing capability. • Develop models for ship and port loads and generation resources for power supply. • Assess the potential impact and cost efficiency of cold ironing and capacity for emission reductions. • Identify the optimal combination of ship/port resources to deliver the required low emission targets at the lowest cost and allowing for all system constraints. The models will be developed through the following steps: - Definition of the ship type and port scenarios, scope and end user specifications. - Methodology, data sources, model architecture. - Model development. - Constraints and risk assessment.
- Model refinement, testing and validation.
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Description of work and role partners
High power consuming ships, such as cruise and large container ships, have started to use port supplied electric power on the west coast of North America where the term cold ironing was coined.
The retrofitting and infrastructure costs for connection and supply of shore power impair this technology being extended to a wide range of ship types and sizes. With every port providing efficient, fast and safe connection and clear cost/benefit for the investment then this may displace electricity generation onboard ship. To complete the scenario, thermal energy must be considered. Electricity generation onboard ship produces waste heat at almost no cost or additional emissions and this is used by essential services on the vessel whilst in port. Therefore, part of the electricity that the port may supply will be required to provide this heating requirement. The electricity supplied to the port will be distributed from a range of land based power plants (for example, nuclear, wind turbine or coal powered generation), so a holistic assessment of the cost and emissions taking this in to account is needed.
Ports may utilize solar energy and produce and store electrical power at a site close to the docks. Therefore, current “cold ironing” technology may be extended to include storage and a mixed –source shore supply in the most efficient way case by case (ship needs and port utilities)
Cold ironing does not represent a technology problem today but when considering electrical power generation, storage and emissions minimization as a whole, further research will be needed to obtain the maximum performance and positive long term cost benefit.
The task will cover the following sub tasks:
7.1.1 Shore power State of the Art and status of implementation worldwide
The maturity of technologies used for cold ironing and the status of implementation worldwide at the time of the project start will be reviewed.
The technologies used for alternative shore power supply and efficient site storage and the status of
implementation worldwide at the time of the project start will be reviewed.
7.1.2 Definition of the ship types and port scenarios and scope for the models
The characteristics of the ships (MoS) and port used as first scenario (Vigo) will be defined together with the scope of the models. Ships with high, medium and low power demands whilst in dock will be examined.
7.1.3 End users specification
The models will address ship-owners and ports as end users and the specification will be made after
consultations with partners and organizations that have already shown interest in the project (see letters in Annex from Ports of St Nazaire and Barcelona, Trasmediterranea ACCIONA and the Spanish SSS Association).
List of deliverables
Number Title Lead beneficiary Date (Month)
D7.1 REPORT ON THE STATE OF THE ART CIT 12
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Milestones
Number Name Lead beneficiary Date (Month)
MS7.1. END USER SPECIFICATION AND METHODOLOGY CIT 8
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Table of content
1. Introduction ........................................................................................................................ 12
2 General scope of WP7 and ship docked in port scenario. ....................................................... 12
2.1 Introduction .................................................................................................................... 12
2.2 Vessel operating profiles ................................................................................................. 13
2.3 Regulations. Marpol AnnexVI and ports ......................................................................... 15
2.4 Total emissions control by port estimations and measurement .................................. 16
3 SoA emissions reductions technologies for ships -docked- at port scenario. .......................... 18
3.1 Port facilities for treatment of ship emissions ................................................................ 18
3.1.1 Vessel interface-Exhaust emission capture strategy ........................................... 19
3.1.2 Port berth and discharge infrastructure requirements ...................................... 19
3.1.3 Washwater residue ............................................................................................. 19
3.1.4 Reduction potential ............................................................................................. 19
3.1.5 Cost estimates ..................................................................................................... 20
3.2 Cold ironing background and general arrangements...................................................... 21
3.2.1 Directive EC recommendations ........................................................................... 24
3.2.2 Cold Ironing shore-ship existing connection types ............................................. 25
3.2.3 Port and ship connection options ...................................................................... 27
3.3 Alternative low S fueling solutions and LNG ................................................................... 36
3.3.1 Wärtsila ............................................................................................................... 38
3.3.2 Caterpillar ............................................................................................................ 38
3.3.3 MAN, Mitsubishi, others ..................................................................................... 38
3.4 Port energy supply .......................................................................................................... 39
3.5 Port heat supply .............................................................................................................. 39
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3.5.1 Economizers ........................................................................................................ 40
3.5.2 Phase change materials ....................................................................................... 40
3.5.3 Solar thermal ....................................................................................................... 40
3.5.4 Onshore heat supply ........................................................................................... 40
3.6 Solar photovoltaic energy ............................................................................................... 44
3.7 Standards and guidelines ................................................................................................ 45
3.8 Best practices. North Europe and USA ............................................................................ 46
4. TEFLES SCENARIOS: Ship types ............................................................................................ 51
4.1 RoRo vessels .................................................................................................................... 51
4.2 Ferries .............................................................................................................................. 57
4.3 Tugs ................................................................................................................................. 58
5. TEFLES port scenarios .......................................................................................................... 61
5.1 Vigo description, traffic and share of ferry and roro APV ............................................... 61
5.1.1 Renewable installations and sources in Port of Vigo .......................................... 66
5.2 St. Nazaire description, traffic and share of ferry and RoRo .......................................... 66
6. Scope of TEFLES solutions and models for ship docked ...................................................... 70
6.1 Solutions selected ........................................................................................................... 70
6.2 Models used for emissions calculation when docked ..................................................... 70
6.2.1 Emissions ............................................................................................................. 72
7 End users specifications emissions reduction when docked. .................................................. 73
7.1 Ships (RoRo and ferries) .................................................................................................. 73
7.2 Ports (Vigo and St Nazaire) .............................................................................................. 74
8. Annex I ................................................................................................................................. 75
8.1 Port workshops ............................................................................................................... 75
8.1.1 Input values ......................................................................................................... 75
8.2 Car park ........................................................................................................................... 76
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8.2.1 Technical characteristics ..................................................................................... 76
8.3 Fisheries........................................................................................................................... 76
8.3.1 Technical characteristics ..................................................................................... 77
9. Acronyms ............................................................................................................................. 78
10. Further references .......................................................................................................... 81
11. Bibliography .................................................................................................................... 82
12. Links ................................................................................................................................. 83
List of figures
Fig. 1 Operational profile for different ship types ...................................................................... 14
Fig. 2 Operating profile measured in the RoRo MOS Vigo- St Nazaire ....................................... 15
Fig. 3 Vigo tug operating profile .................................................................................................. 15
Fig. 4 Deadlines for new regulations ........................................................................................... 16
Fig. 5 mobile station to be used on the project by the APV ....................................................... 17
Fig. 6 CS proposed dock-based Dry exhaust Cleaning scheme ................................................... 18
Fig. 7 IEC 60092-510 shore connection scheme .............................................................................. 22
Fig. 8 EU directive port grid recommendation ............................................................................ 24
Fig. 9 System for constant frequency output. Solution I............................................................. 25
Fig. 10 System for variable frequency output. Solution II ........................................................... 26
Fig. 11 DC network. solution III ................................................................................................... 27
Fig. 12 CAVOTEC system .............................................................................................................. 28
Fig. 13 Container AMP system from CAVOTEC ........................................................................... 29
Fig. 14 Connection at Pier ........................................................................................................... 30
Fig. 15 CAVOTEC connectors ....................................................................................................... 31
Fig. 16 SIEMENS system .............................................................................................................. 32
Fig. 17 ABB connection switch board .......................................................................................... 33
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Fig. 18 Cold Ironing port Installation from COCHRAN ................................................................ 35
Fig. 19 TEMCO Cold Ironing in Maersk Vessel ............................................................................. 35
Fig. 20 TEMCO system ................................................................................................................. 35
Fig. 21 Cable connections ............................................................................................................ 36
Fig. 22 Fuel prices comparison .................................................................................................... 37
Fig. 23 DF engine ......................................................................................................................... 38
Fig. 24 Port energy Sources ......................................................................................................... 39
Fig. 25 Oil fired boiler .................................................................................................................. 41
Fig. 26 Properties for high temperature Salt based PCMs .......................................................... 43
Fig. 27 Selection chart Enthalpy vs T .......................................................................................... 43
Fig. 28 NYK lines RoRo with Solar Pane ....................................................................................... 47
Fig. 29 Sox emissions in Europe .................................................................................................. 47
Fig. 30 Port infrastructure ........................................................................................................... 50
Fig. 31 Power plant layout ........................................................................................................... 50
Fig. 32 Vessel Loading in Vigo Port .............................................................................................. 53
Fig. 33 RoRo route ...................................................................................................................... 54
Fig. 34 Auxiliary engine SFC ......................................................................................................... 54
Fig. 35 Ferries Images .................................................................................................................. 57
Fig. 36 Tug route ......................................................................................................................... 59
Fig. 37 Selected vessel ................................................................................................................. 59
Fig. 38 Vigo port electric Network............................................................................................... 65
Fig. 39 Port locations ................................................................................................................... 67
Fig. 40 Routes from St Nazaire port ............................................................................................ 68
Fig. 41 Model diagram ................................................................................................................. 71
Fig. 41 Generator set model ........................................................................................................ 72
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List of tables
Table 1 Port fees ......................................................................................................................... 21
Table 2 Items in Siemens system ................................................................................................ 37
Table 3 Typical mission factors for a medium speed 4T engine MDO vs LNG ............................ 37
Table 4 Boiler typical emissions .................................................................................................. 40
Table 5 RoRo main particulars .................................................................................................... 52
Table 6 RoRo Auxiliary engines energy generation figures (per group) ..................................... 54
Table 7 Auxiliary engine consumption figures ............................................................................ 55
Table 8 Auxiliary engine costs ..................................................................................................... 55
Table 9 Total amount of RoRo calls in Vigo port ......................................................................... 55
Table 10 Annual kWh figures for all RoRo docked ...................................................................... 55
Table 11 Typical emissions ratios for a 4T medium speed Diesel Engines .................................. 55
Table 12 Emissions for RoRo auxiliary plant ............................................................................... 55
Table 13 Emission ratios for each kWh generated from Country network vs Gensets .............. 56
Table 14 Potential savings with shore connection vs aux. Genset running ................................ 56
Table 15 Annual emissions in Vigo port ...................................................................................... 57
Table 16 Tug main particulars ..................................................................................................... 58
Table 17 Energy consumption ..................................................................................................... 60
Table 18 RoRo calls for Vigo port ................................................................................................ 64
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1. Introduction
The document is available for public dissemination. It has been created with information
provided by manufacturers, public data and consortium partners (COUPLE SYSTEMS,
NEWCASTLE UNIVERSITY, VICUSdt, and CIT).
2. General scope of WP7 and scenario
2.1 Introduction
The aim of WP7 is the reduction of the vessel docked in port scenario (hotelling) emissions.
In this scenario, the ship emissions may be regulated by national and local authorities and the
ports may provide incentives for emissions reduction. The port access may be denied to non
compliant ships. In the North America West Coast, emissions are regulated by an association of
five state´s ports from USA and Canada.
RoRo and mid range ferries docked times are around 4 to 6 hours, so this condition is not the
one with higher percentage in the operating profile, although is higher than the emissions on
maneuvering in port and both are always generated in the proximity of populated areas.
In addition to the ships and service vessels emissions, trucks, trains, and cargo-handling
equipment, using diesel engines contribute to the emissions in the port area. More than 30
human epidemiological studies have found that diesel exhaust increases cancer risks, and a
2000 California study found that diesel exhaust is responsible for 70 percent of the cancer risk
from air pollution. More recent studies have linked diesel exhaust with asthma. Major air
pollutants from diesel engines at ports that can affect human health include particulate matter
(PM), volatile organic compounds (VOCs), nitrogen oxides (NOx), and sulfur oxides (SOx).
The health effects of pollution from ports may include asthma, other respiratory diseases,
cardiovascular disease, lung cancer, and premature death. In children, these pollutants have
been linked with asthma and bronchitis, and high levels of the pollutants have been associated
with increases in school absenteeism and emergency room visits.
A European study of nearly 850 seven-year-old children living in nonurban communities found
that where the nitrogen dioxide levels are consistently high, such as near major roads or ports,
children were up to eight times as likely to be diagnosed with asthma.
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Therefore ports are the scenario where emissions may have the highest short term impact on
human health.
The TEFLES port scenario will aim to reduce emissions at port, taking into account best
technologies to be applied, being able to model solutions chosen and simulate their behavior
and performance to reduce emissions, considering also energy distribution and cost/benefits.
The ship cases considered in TEFLES are RoRos, Ferries and Tugs and the study case focus in
the MOS connecting the port of Vigo with St Nazaire.
There are some models taking into account emissions dispersion, and models and simulations
of traffic growth and alternative fuels impact on emissions, but in no case the authors could
find specific models for emissions from the ship auxiliary plant of the vessels when docked,
although statistics from existing port studies are used as reference. Moreover the ship
emissions on port mix with trucks rail and cargo handling equipment emissions, but only the
ship emissions are considered in TEFLES.
2.2 Vessels operating profiles
The emissions in port measured or calculated in the project may be validated and
compared with ship-owners records or other reports with average ship hotelling by ship
categories.
Trucks, railway and cargo handling equipment largely contribute to port emissions. TEFLES
project and model in port address only the emissions from the ship. Trucks and port
equipment are reducing emissions in parallel mainly by substituting diesel movers by hybrid or
totally electrically driven movers and by energy recovery systems.
The average times on port can be assessed from the ENTEC report on emissions in ports made
through a questionnaire to 100+ port operators.
Furthermore, TEFLES consortium has obtained its own operating profiles of case ships, by
measuring.
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Fig. 1 Operating profiles for different ship types at port [ENTEC]
Fig. 2 Operating profile measured in the RoRo MOS Vigo- St Nazaire
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
MANOEUVRING LOADING/UNLOADING HOTELLING
RoRo
Ropax
Ferry
Tug
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0,0%
20,0%
40,0%
60,0%
80,0%
100,0%
port assisting free sailing manoeuvring
Condition
TUG OPERATING PROFILE
Fig. 3 Vigo tug operating profile
2.3 Regulations. Marpol AnnexVI
The directives are focused towards the addressing of the sulfur content in the fuel. More
strict regulations are coming into force over the years. The EU directive 2005/33/EC that
entered into force last year limits the sulfur content to 0,1% for marine fuels while docked.
Limits and regulations in Annex VI were set at very modest levels in order to be accepted. It
applies to new engines only so manufacturers had no problems to meet the limits. New
regulations set limits also on existing ships on a progressive scale. Annex VI is ratified by flag
states representing 97.5% of the world fleet, and requires ship’s certification following
MARPOL agreements.
IMO address general shipping, and ships calling ports must comply also with the emissions
regulations applicable to each port.
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Fig. 4 Deadlines for new regulations
Other former directives and regulations are:
Kyoto protocol
2001/81/EC on National emissions ceilings for certain atmospheric pollutants
1992/32 Reduction in sulphur content of certain liquid fuels
2037/2000 Substances depleting ozone layer, being banned
CAFE (Clean Air For Europe) program
6th Environment action program
2.4 Total emissions control by port estimations and measurement
Ports real emissions measurements depends on the number and position of the
measuring stations and as the ports have not only ship emissions but also the trucks, loading
and unloading equipment and also the emissions by local industries.
In the case of Vigo, the port contour is almost linear and close to the city and hosts shipyards,
ship repair yards and industries. The City and the regional agency MeteoGalicia have emissions
measurement stations and after having the positions and emission data statistics we will be
able to assess the feasibility of having some relationship of total of emissions with ships.
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A mobile station will be located in the RoRo terminal area, within different operating times to
record data as much as possible on changes in NOx, SOx, CO2 and PM emissions measured on
shore due to the vessels docking periods.
Fig. 5 mobile station to be used on the project by the APV
(Courtesy of MeteoGalicia)
Data from St Nazaire will be also collected to completing the MoS model and scenario.
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3. SoA emissions reductions technologies for ships at port scenario
3.1 Port equipment for after treatment of ship emissions
Couple systems, a partner in this project, has developed dry exhaust absorbers that can be
used in port and collect and treat the emissions from the auxiliary engines at berth.
This technology is part of the scope of TEFLES project. Main engines are the ones that currently
can be retrofitted with this technology. It must be reminded that the ship docked in port
scenario does not include the main engines that are stopped . This application (Dry-EGCS) has
been already tendered for installation on an USA port .
The proposed technology is based in a two-stage construction, what composes the exhaust gas
cleaning device. Granulates, of the first stage, are a sacrificial layer. It removes the rough sooty
particles and other residues from the exhaust gas and acts quasi as a PM filter. Within the
second stage the process of chemisorption takes place and the sulphur oxide molecules react
with the calcium hydroxide.
The exhaust gas is discharged into the reactor and packed-bed from granulate.
Fig. 6 CS proposed dock-based Dry exhaust Cleaning scheme [Couple Systems]
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3.1.1 Vessel interface-Exhaust emission capture strategy
The stationary exhaust gas cleaning system is connected with an appropriate ductwork
and suction. The hood is meant to be put over the exhaust gas funnel of the OGV. Controllable
plates are going to adjust the diameter of the suction hood to the diameter of the funnel in
order to avoid exhaust gas losses during operation. This allows to suck off all gaseous and
particulate emissions from the OGV by a fan and to feed them in to the exhaust gas cleaning
system. The semi mobile ductwork as well as the suction hood is moved by a hydraulic system.
3.1.2 Port berth and discharge infrastructure requirements
The DryEGCS requires a certain amount of space and a concrete fundament. Also the
system must be accessible for a truck. The absorption material will be delivered by a silo truck .
The used material can be reused i.e. in a coal-fired boiler. Power supply is below 200 kW for
the exhaust gas cleaning system itself. This value does not include the energy for the hydraulic
system of the semi-mobile ductwork.
3.1.3 Washwater residue
Residues generated by the EGC unit should be delivered ashore to adequate reception
facilities. Such residues should not be discharged to the sea or incinerated on board.
Each ship fitted with an EGC unit should record the storage and disposal of washwater residues
in an EGC log, including the date, time and location of such storage and disposal. The EGC log
may form a part of an existing log book or electronic recording system as approved by the
Administration.
3.1.4 Reduction potential
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The achievable emission values are quite independent from the type of vessel. That
means that the DryEGCS is capable to reduce the emissions as follows:
PM 80%
NOx 95%
SOx 95%
VOC 85%
These values are taken form current EGCSs applied to main engines, but similar ones are
expected in the auxiliary engines units.
3.1.5 Cost estimate
The investment of the costs for a main engine system are approximetaly 4.3 Million $
and include:
DryEGCS desulphurization plant
Electronic control system including control cabinet
Insulation
Assembly
Supply and disposal system
Documentation
SCR plant
Urea tank
Urea dosing system
Hydraulically moving ductwork
The operating costs for 6000 operating hours and 100000 Nm3/h per year estimated at:
1200 T of Ca(OH)2 granulate at 350 $/ton= 420000/pa
2400 T if Urea solution (40%) at 350 $/ton= 840000/pa
1.2 Mill kWh at 0,2 $/kWh= 240000/pa
Costs for an auxiliary engine device are not still available at this stage. It is expected to make
real tests in an auxiliary engine of a case ship. Details will be provided in following deliverables.
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3.2 Cold ironing
“Cold ironing” is the term used for ship to shore connection that allows to use the
electricity supplied by the port and shut down the ship auxiliary generators when docked. The
term “Cold ironing” is used also for steam, water and waste ship-shore connections.
Running diesel engines produces not only SOx, NOx and particle discharges, but noise and
vibration – a problem for those living and working onboard and in the surrounding area that is
also solved with Cold Ironing.
The cold ironing solution has been widely used on cruise and containership terminals and
ferries in North European ports, and TEFLES includes the Cold ironing option in the scenario
and model “Ship docked in port” developed on WP7.
Cold ironing is used on a variety of connections low voltage (LV) 440 V, 380 V, 690 V, to High
Voltage (HV), up to 11kV. This becomes somehow a problem because shore connections are
not standardized. This is being addressed in late years as demand is increasing.
Currently, it is a fact that 100% of vessels docked in Vigo port are working with their on board
auxiliary plant while in port. This is because of the cost (around 0,15 Eur/kWh for MDO vs
figures shown below for port connection) and also because vessels avoid port dependence and
side fees to be paid, which Increase the cost per kWh.
As it can be seen from port fees, the only case where cold ironing may be cheaper is when
operating at high voltage, something that, for the time being, is not possible. Port connections
are designed for feeding small machinery on board.
CONCEPT Euros
kWh for lighting 0.2855
kWh for MV 0.2466
kWh HV 0.1428
Connection and disconnection out of working hours 20.7502
kWh for bar, restaurant and mess rooms 0.1687
kWh for electric vehicles 0.2855
Table 1 Port fees [APV]
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Main cold ironing issues are the shore and ship installation costs and the delay on
standardization of the shore and ship (fast and safe) connections.
On 2007 ISO started working on the standardization for “cold ironing” (electrical, steam, water,
waste connected to shore). IEC, the International Electrotechnical Commission continued with
the electrical work and ISO with the mechanical
Besides, Low Voltage standard is already available up to 125A 415V known as CEE form. This
LV solution represents the most probable plant for vessels calling Vigo.
Over 125A LV high power there is no ISO/IEC standard available, although de facto standards
like Maréchal up to 250A and 690 V are used.
In the case of USA, they started with High Voltage port standards containerships (6.6 kV) and -
cruise ships (6.6&11kV), because of the needs of newer buildings.
A German draft was proposed for “one-size-fits-all solution”, based on existing practice 6.6 or
11 kV.
In 2008 the European delegates changed proposal to general draft with annexes for specific
demands for USA and/or Europe (joint PT60092-510 IEC/ISO(IEEE)) producing 2 drafts in 2009
accepted as P(ublic) A(vailable) S(pecification) .
IEC 60092-510 worldwide standard in 2011, Intended for 1 –20 MVA and 6.6kV or 11kV, 50 or
60 Hz (IEC60038 supports ranges for 6-6.6 and 10-11kV).
Fig. 7 IEC 60092-510 shore connection scheme
Some aspects are still missing such as Power Quality based on shipboard rules, galvanic
separation between shore grid and ship, grounding philosophy, etc
The authors found some available documents where cold ironing arrangement for ship types
was agreed as follows:
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Cruise ships Multiple cables 6,6 and 11kV /60Hz (4x 500 A, 11kV)
Tankers (large LNG)Multiple cables, connection boom, IEC60079,6,6kV/60Hz
Large Container vessels Double cable, plugs, cable and reel defined 6,6kV /60Hz
RoRo (including ferries)Based on European situation with LV-ship, 11 kV (discussed
Standard plugs and sockets will be available for HV)
HV cold ironing is available mainly to cruise and container terminals on USA West Coast ports,
and to some ferries and small ships on North and Inland Europe. Cold ironing is extending to
ports and ship types in Europe, and therefore it is eligible as option on the TEFLES ship docked
in port scenario and model. From the point of view of our scenario, it is clear that port
infrastructure neither vessels are prepared for the COLD IRONING implantation at this stage.
Vigo, the TEFLES Port of reference has a Low Voltage (LV) grid on its docks that could be
upgraded to HV without changes on the civil work infrastructure. See Fig. 38. This is a reality in
most of the ports, LV grid, so it limits the development somehow, because more investments
are required.
From the studies performed in TEFLES it has been found the large uncertainties arise in the
design, use and exploitation of cold ironing from Port and Ship owner side.
Following, a short description of the tasks to be performed for the implantation of Cold Ironing
use are described, in terms of working fields.
Engineering
Requirements for Shipside facilities
Requirements for Shore side facilities
Requirements for a ship to connect to a shore facility
Cost comparison
Verification and testing
Initial (certification of 1,2 and 3)
Periodic and for maintenance
Responsibilities
Currently there are some class societies with general guidelines for ship cold ironing
installations providing requirements for design, installation and use, thus giving class notation
for complying vessels (for instance ABS notation is HVSC)
When the ship has a battery storage system, the batteries may be charged when in navigation
or charged on the cold ironing situation. The batteries may be discharged also in port. The
balance of energy using these systems does not allow to differentiate between at sea, port
approach and ship at port scenarios
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Cold ironing may be the most expensive solution. An Environ USA report compared the up to
15.000 $ per ton of CO2 by cold ironing to the 2.500$ of other CO2 reduction solutions
although cold ironing is the only one complete zero emissions solution on the port.
The shore portion of the cold ironing infrastructure cost was estimated on the same report
from 1 to 14M$ per berth. The ship must also has to be retroffited for cold ironing, with a cost
between 0,8 and 2M$ by ship, and the cost of shore-side kW is most cases greater than the
cost of kW produced by the ship.
To sum up, main drawbacks found in this case, are the diversity of ship networks (50 Hz/60
Hz), the standardization of the connections (that is overcome) and port infrastructure including
investment and electricity fees.
3.2.1 EU Comission recommendations
As commented before, directive 2006/339/EC takes care of main guidelines for cold
ironing.
Fig. 8 EU directive port grid recommendation
This Diagram represents the recommended shore connection. Elements are:
1. Cable carrying 20-100 kV from the national grid.
2. Cables to deliver 6-20 kV
3. Power conversion, when necessary.(i.e. freq. converters)
4. Cables to distribute electricity to the terminal
5. A cable reel to manage heavy cables for ship connection
6. Socket on board
7. Transformer on board to convert voltage to 400 V
8. Aux. power switched off.
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3.2.2 Cold Ironing shore-ship existing connection types
There are some approaches that manufacturers are working with. These solutions, in
rough, can be divided into:
Solution I. HV transformation to station. (Shipyard, repair docks, berths, etc)
Solution II. HV transformation with frequency converter for variable frequency output.
Solution III. Same as above but DC link for frequency independency
3.2.2.1 Solution I
This solution is the most widely used in older installations. It means that current form
HV grid is transformed to 380 V 50 Hz (or the selected Voltage) in each station at berth.
Conversion stages are minimal but there is no frequency flexibility.
Fig. 9 System for constant frequency output. Solution I
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3.2.2.2 Solution II
In this case, there are two stages more to consider which are rectifier and inverter.
With this solution the system gives as output variable frequency (50 Hz and 60 Hz) depending
on the ship grid. Furthermore, voltage transformation efficiencies must be considered. But in
general terms, efficiency in converters and transformers efficiencies are very high. It means
that selection of this solution with a single conversion stage or individual responds to
distribution and logistics instead of overall efficiencies.
Fig. 10 System for variable frequency output. Solution II
3.2.2.3 Solution III
In last years, huge investments in DC grids have been performed. Better efficiencies
against AC grids are typical. This is the main reason why some manufacturers take advantage
of this solution as it will be described in next chapter.
After HV transformation, a conversion stage (rectifier) is located. A DC bus link is connecting
the station where the converter is placed via DC with inverters located at each berth station.
These stations supply AC at required voltage, directly onboard.
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Fig. 11 DC network. solution III
3.2.3 Port and ship connection options available
3.2.3.1 CAVOTEC
Cavotec holds a group of companies serving several industries such as mining, ports
and maritime, steel and aluminium, energy and offshore, airports, general industry and
automation.
Cavotec has two different alternatives.
The first alternative is to mount the cable management system on the ship or shore. The
connection to shore is made via special high voltage cables to an integrated technical pit fitted
into the quay. Thanks to its design, this technical pit occupies a minimum of space. The ship
based cable management system consists of the following components: electrical connectors
(up to 12 kV), flexible cables, optical fiber accumulator, motor reducer, cable drum, electrical
control panel and a retractable hydraulic cable guide.
The second alternative is to have a similar system fitted inside a standard size container. This
allows a higher flexibility in some cases.
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Fig. 12 CAVOTEC system
This AMP unit is relatively small size. The fixed AMP system consists of:
Heavy-duty drums
Special flexible cables
Electrical control panel
Cavotec Connectors (up to 12kV)
Special slipring assembly
Motor-reducer
Telescopic lifting arm (optional)
The mobile AMP system consists of:
Self-propelled Cavotec Power Caddy
Special flexible rubber cables
Cavotec Connectors (up to 12kV)
Motor-reducer
Electrical control panel
Special slipring assembly
Twin heavy-duty drums
Telescopic lifting arm (optional)
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The All in One Concept consists of one 40ft container which can be placed on the port or
starboard side of the ship. Cable management system and electrical components are fitted
into the container. As with the other system the customer has the possibility to change the
position of the container or to move the system from one ship to the other depending on the
shipping routes
Fig. 13 Container AMP system from CAVOTEC [CAVOTEC Spain]
A third alternative in the shore-based AMP systems range is to install the cable management
system and other electrical equipment on a barge. This solution has been specifically designed
to accommodate AMP supply to ships that cannot approach the quay. This type of system is
operating successfully at the Port of Los Angeles, USA.
The barge-mounted AMP system consists of:
Specially designed cable drums
Cavotec electrical connectors (< 12kV)
Slipring assemblies
Motor-reducer
Optical fibre accumulator
Step-down transformer
Electrical control panel
To be able to supply power to each individual cable management system an integrated
technical pit must be install on the quay. This technical pit serves as the main connection point
for all the cables leading from the main quay power supply up to the cable management
system.
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The Integrated Technical Pit consists of:
Stainless steel housing (IP66).
Electrical sockets up to 12kV, fitted with safety features such as pilots and interlocks.
Optical fiber connectors
Fig. 14 Connection at Pier [CAVOTEC]
3.2.3.1.1 CAVOTEC standard AMP connectors
The Cavotec AMP high voltage power connectors are fitted with either the Push & Pull
or Screw Ring. The cams are made from marine grade bronze while the mating ears in the
plugs are from stainless steel. The connector is rated IP66 when connected.
Cavotec Power Connectors comply to the following standards: NFC 20 040, VDE 0110, NFC
63300 IEC 309-1, CEE 17, BS 4343 IEC 529, DIN 40050, NFC 20010
Connectors are electrically interlocked by the pilot contacts. In the right figure below there is a
typical circuit for the pilot contacts where the pins are loop connected and the female pilot
contacts are connected to the operating coil terminals of the switching device. For safety
reasons, the pilots are last to connect and first to disconnect. Mechanical interlocking and fibre
optic connections can be provided on request for all two plug types.
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Fig. 15 CAVOTEC connectors [CAVOTEC]
3.2.3.2 SIEMENS-SIPLINK
Siemens Energy and the Lübeck utility commissioned Germany’s first shore side power
supply system for merchant shipping on August 21, 2008. This is a typical reference when
talking about cold ironing. The shore side power supply has been built for the Swedish-Finnish
paper packaging and forest products company Stora Enso. The first customer of the shore side
power supply is the Swedish shipping line Transatlantic, which includes its paper-carrying
ferries Transpaper, Transpulp and Transtimber.
The Transatlantic ships with their 400-V/50-Hz on-board systems have already been retrofitted
for shore side power supply systems at the port of Kemi in Finland and at the port of
Gothenburg, Sweden. The ships have a cable drum with plug-in connector, a control system for
the coupling process and a transformer on board. In Lübeck, Siemens installed the connecting
point on the dock.
The core element of this shore side power supply system is the Siplink system developed by
Siemens (Siemens Multifunctional Powerlink), in which two converters are connected together
by a DC link and are each connected to one power supply network. Siplink can not only feed a
separate network from a distribution network but can connect power supply systems with
different parameters and interconnect them. What makes it a suitable solution.
In order to use the Siemens solution, both the harbour and the ship must be specially
equipped for the shore side power supply, among other things with a plug-in connection
system. After connecting the plug-in connector of the ship, the automation system installed on
shore can automatically initiate the start up of the shore side power supply system. The user
dialog for this is conducted from the ship. The ship’s power supply is not interrupted. Siplink is
self-synchronizing and takes over the power supply within a few minutes.
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Fig. 16 SIEMENS system. [SIEMENS]
1 Port network HV
2 Port grid
3 SIPLINK
4 Shore side connection
5 On board
Table 2 Items in Siemens system
3.2.3.3 ABB
ABB’s shore-to-ship power solution represents other possible solution in terms of cold
Ironing.
This includes system components such as frequency converters, high- and medium-voltage
switchgear, transformers, control and protection systems.
Onshore, this requires the appropriate supply of power, including adapting the voltage level
and frequency from the local grid to match that of the vessel. As the deployment of a shore-to-
ship power solution can have a significant impact on the local grid, ABB offers system studies
to assess the overall effect. this is something that is being addressed in TEFLES, too.
Solutions with single or multiple frequencies, regardless of power rating, are available for
single and multiple berth applications, container terminals and city ports.
Onboard the ship, the power solution must be fully integrated with the vessel’s electrical and
automation system, to enable seamless power switching between the ship’s own generation
and the shore power supply.
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Fig. 17 ABB connection switch board [ABB]
3.2.3.3.1 Reaching wide accepting Standards
The technology has been installed in ports along the Pacific coast of North America
as well as in Finland, Germany, the Netherlands and Sweden. To date, ABB has retrofitted
more than 20 vessels for shore-to-ship power, including container ships, fuel carriers and
cruise liners.
A very important issue to shore-to-ship power systems success is addressing the needs to be
an internationally-agreed standard, as the rest of the manufacturers claim.
A standard for shore-to-ship solutions is about to be finalized, based on a jointly published
draft from the IEC, IEEE and ISO. With that standard in place, port operators and ship owners
alike will have a far greater level of confidence in making investments in shore-to-ship power
solutions. Otherwise it is the most expensive solution.
3.2.3.4 TERASAKI
This Japanese company has developed Cold ironing systems that is being installed in
several American ports. No more information could be provided.
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3.2.3.5 COCHRAN MARINE
Cochran Marine Is another company mainly focused in USA market, providing Cold
Ironing solutions too.
Fig. 18 Cold Ironing port Installation from COCHRAN [COCHRAN]
Cochran’s Freight Shore Power system is able to easily monitor and self-adjusting to ensure
that the voltage being delivered to the ship is consistent, reducing wear on equipment.
Cochran’s automation system is also able to monitor power consumption while the ship is
plugged in, creating an easy tracking system for ports that have more than one shipping
company connecting to the same shore power station. Tracking consumption also provides a
tool for Ports to understand the impact that shore power is having on their carbon footprint.
3.2.3.6 TEMCO
TEMCo Cold Ironing Electric Power Converter is the last supplier presented in this
document and an important one involved in the USA market. TEMCo Cold Ironing Electric
Power Converter can change frequencies, voltage, and phase and also give you line isolation,
harmonic cancellation, and other power correction.
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Fig. 19 TEMCO Cold Ironing in Maersk Vessel [TEMCo]
Fig. 20 TEMCO system [TEMCo]
A TEMCo Cold Ironing Electrical Power Converter can be suited for the different voltages and
frequencies that can be used while vessels are at port. A Cold Ironing Electrical Power
Converter converts frequency, voltage and phase. These power converters can convert 50Hz,
60Hz, or 400Hz to run the vessels equipment while docking. A TEMCo Cold Ironing Electrical
Power Converter can also convert voltages, the most common being 240, 400 and 460 (USA).
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Fig. 21 Cable connections [TEMCo]
3.2.3.7 SAM ELECTRONICS
This company, not widely known in European markets has delivered more than twenty
shore-side power supply systems to ports and ships. Anyway they have been contracted by
Antwerp port to make their installation.
3.2.3.8 PATTON & COOKE
This company has installed cold ironing infrastructure equipment of the Alaskan
Juneau port.
3.3 Alternative low S fuelling solutions and LNG
Low sulphur fuels will be considered a parameter on the model while biofuels, and fuel
mixes are already being in engine manufacturers and pilot tests. LNG is the most attempted
and already accepted and regulated by the Classification Societies fuelling alternative.
LNG is more and more accepted as reduced emissions fuel. In port, where incoming
regulations are more and more strict, new solutions are arising from main manufacturers to
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overcome this problem. CNG has started being tested also because its low equipment
infrastructure requirements (no gasification unit)
LNG is starting to be usual for main engines fuelling, but no that usual for auxiliary engines.
Emissions levels running at LNG, make this fuel of major importance to overcome future
regulations.
Main manufacturers can adequate their most popular engines used for gensets to run in LNG.
The main drawback is the storage system required on board and the availability in ports and
reduced LHV compared to MDO. There is also some uncertainty because of the political
situation of main suppliers.
CO2 [g/kWh] NOx [g/kWh]
MDO 700 17
LNG 430 1.4
Table 3 Typical mission factors for a medium speed 4T engine MDO vs LNG. [Aalto Univ.2009]
Fig. 22 Fuel prices comparison
0
2
4
6
8
10
12
14
16
Shore power MGO MDO LNG
eu
r/kW
h
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3.3.1 Wärtsila
This is one of the leading manufacturers working with LNG for auxiliary engines in the
so called tri fuel marine engine concept.
Auxiliary engines can run with HFO, MDO and LNG, when coming into port for low emissions
level in SOx, NOx, PM and CO2.
With this solution depending on the scenario where the vessel is, HFO, MDO or LNG can be
selected as fuel. It means that LNG mode will only be switched in port, what requires small
LNG storage.
One of the reasons that Wärtsila claims is that there are not too much ports with shore power
connections and this solution allows total independency of Shore systems, They also claim that
shore power cost per kWh is more expensive than the LNG fuel. Which is the case of Vigo port.
One of the engines that can be selected from Wärtsila range is the 20DF.
Fig. 23 DF engine [Wärtsila]
3.3.2 Caterpillar
Caterpillar offers in their range of products, LNG fuelled engines for auxiliary supply
purposes.
3.3.3 MAN, Mitsubishi, others
These manufacturers also offering some products fuelled with LNG.
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3.4 Port energy supply
Cold ironing is mainly addressing the electrical connection but the term is extended to
other shore to ship supplies such heat for accommodation, and hot water and steam for fuel
tanks and also ballast water and waste reception.
Heat supply can complement and reduce the electricity supply and can be provided from ports
renewable energies capacities (wind, solar, cogeneration, etc) as port surface space allows
installing solar and wind units.
Fig. 24 Port energy Sources
3.5 Port heat supply
All sea going vessels considered for the TEFLES scenario are IFO fuelled, it means that tanks
need to be heated. Whilst in port, the fired gas boiler must be used to obtain heat. This means
pollutants emissions from the boiler as it is running with fuel. Boilers together with Auxiliary
engines are the energy sources available in port.
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In vessels, to take full advantage and reduce the use of the latter, this must be supported by
buffer heat storage systems, such the molten salt heat storage systems.
It is not a minor thing. Power required depends on the Daily, Settling and storage tanks
arrangement, but in case ship, heat required is as much as 1 MW.
3.5.1 Economizers
Auxiliary gensets power range is much lower than the main power plant but there is, in
some cases, enough amount for heat recovery.
Nevertheless, Waste heat recovery (WHR) for auxiliary engines is limited because of the
payback of the side installation (Rankine, etc) that is taking care of the energy transformation.
It becomes an interesting solution in vessel with huge amount of electrical demand, such as
cruise liners, ferries, etc. It must be kept in mind that almost 50% of the power output is
released as heat by the exhaust (with 185 ºC as lower limit) but not for case ships in TEFLES.
When ship auxiliary engine are working on dock there is also the possibility of using the heat
extracted from the auxiliary systems and currently, in the market, there are manufacturers
that have developed systems suited for auxiliary engines. While in port, if no cold ironing can
be used this represents an intermediate solution. Normally this product will belong to the
small boiler range of the catalogues.
This can also be used with LNG fuelled auxiliary engines but taking into account that the
output would lower because of the lower exhaust temperatures of LNG.
A major problem is space in exhaust funnel for these systems. Most of manufacturers work
developing tailored systems for every case. So it is quite complex to obtain available data.
CO2 [%] NOx [kg/T] CO [kg/T] SO2 [kg/T] PM25 [kg/T]
9 12.3 4.6 54 1.04
Table 4 Boiler typical emissions [several sources]
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Fig. 25 Oil fired boiler [Heatmaster]
3.5.1.1 Alfa Laval-Aalborg
Aalborg XS-7S is a waste heat recovery (WHR) economizer after the auxiliary engine.
Above 100 ºC drop can be obtained downstream auxiliary engine exhaust, as it has been
shown in several sea trials performed. These systems can be retrofitted or used in new
buildings.
The smallest in the range, which is the size for small auxiliary engines, is the Alfa Laval Aalborg
XS-7S WHR economizer, which is specially designed for installation after the auxiliary engine.
The reductions translate into fast return on investment. Investing in the Aalborg XS-7S WHR
economizer generally pays for itself within 1 or 2 years. Payback time will vary, depending on
the number of days the produced steam can be utilized (offset against the steam requirement
from the oil-fired boiler) and on redundancy requirements.
Typical requirements to take into account are the engine type, uptake backpressure, and other
critical factors
3.5.1.2 Heatmaster
This Leading manufacturer of Heating systems in marine business has wide product
catalogue with exhaust boiler that can be adapted to this application.
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3.5.2 Phase change materials
PCM are materials that take advantage of their latent heat to store external heat and
release it according to user requirements. They are commonly used in Solar energy field
among others.
PCM depending on their components can be divided in:
Organics. Fatty acids
Inorganic. Salt hydrates
Eutectics
Hygroscopic materials
Selection of PCM depends in several factors:
Thermodynamic properties
Melting temperature for a given operating range
High latent heat of fusion per unit volume
High specific heat, high density and high thermal conductivity
Small volume changes on phase transformation and small vapor pressure at operating
temperatures to reduce the containment problem
Kinetic properties
High nucleation rate to avoid supercooling of the liquid phase
High rate of crystal growth, so that the system can meet demands of heat recovery
from the storage system
Chemical properties
Chemical stability
Complete reversible freeze/melt cycle
No degradation after a large number of freeze/melt cycle
Non-corrosiveness, non-toxic, non-flammable and non-explosive materials
Low cost
High temperature applications are the ones to take into account. As everybody knows exhaust
temperatures in marine Diesel engines are ranging from 250 ºC to 350 ºC or somewhat above.
Most suitable marine applications are bases in inorganic salt hydrates, but most widely used in
cold storage field for ships. High temperature applications are being implemented currently.
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Fig. 26 Properties for high temperature Salt based PCMs [PCMproducts]
Fig. 27 Selection chart Enthalpy vs T [Climatetechwiki]
One of the major problems of this technology is the solidification of the container at a certain
temperature ranges, what makes heat exchange inefficient. It appears as a very serious
problem that has been sorted out by means of nucleators.
Another problem is segregation, but this can be solved with the addition of another material,
normally, a polymer gel.
In terms of the case ships, it is obvious that the tug falls out of the applicability ranges due to
the intermittent operation.
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In the RoRo case, it becomes interesting to perform a more in depth study that will arise from
work package 2. For vessels where low electric load is required at port, PCM can help to avoid
useless Heat recovery devices in this range, such as economizers.
3.5.3 Solar thermal energy
New developments in thermal energy storage technology provide opportunity to re-
introduce steam/thermal oil power to ships. Solar energy is being addressed in some projects,
but current power installed on board is not that high. Space requirement and cost are high.
But some efforts are being done towards the solar energy fully integrated on board. Some
thermal storage systems involve groups of well-insulated accumulators capable of holding
saturated water at high-pressure, even within the super-critical range. Other systems store
thermal energy in the latent heat of fusion of mixtures of molten salts.
The solar thermal power industry has found it is necessary to develop some form of grid-scale
energy storage that can allow solar thermal power stations to continue to provide electric
power after sunset, or during short periods of cloud cover. This is addressed by PCM.
Up to date, not many installations on board have been performed as thermal energy storage.
3.5.4 Onshore heat supply
Last solution considered for heat supply is the port supplying steam or high temperature
oil (from sized heaters) for ship tank heating. A future work in terms of feasibility could be
addressed. Important constraints are heat losses and efficiency and emissions from the port
source and ship connections and costs.
3.6 Solar Photovoltaic energy
A photovoltaic installation is using a regulation and control system to adequate the DC
quality and a battery set is the one in charge to store the obtained energy.
The advantage of the DC grid is the avoidance of the AC conversion when working inside a DC
network.
Solar panels installation for electricity supply in similar vessels have already verified a supply
around 10% of the auxiliary network in NYK LINES project. Something that represents very
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little in the whole amount of energy demanded onboard. CO2 savings are expected to be
around 1.2%.
Although usual solar panels are made from Silicon, CIS (Copper, Indium, Selenium) solar
panels, a new generation technology, was the one chosen for this application by NIPPON Oil.
Fig. 28 NYK lines RoRo with Solar Panels [NYKLINES]
Another case is the installation on board a vessel of Japanese ship owner Mitsui O.S.K., where
a 3% of energy recovered by sun is claimed by means of a set of batteries. The RD project
joined MITSUI O.S.K. and SANYO to develop the system.
There are several manufacturers working in this technology applied to ship industry.
3.7 Standards and guidelines
In all different technologies reviewed in this document, not all of them have reached a
clear regulation frame.
Heat recovery technologies are under Class society regulations since long time ago. It is only
when it comes to solar energy or PCMs where there is some uncertainty due to the new
application on board.
In the case of cold Ironing, an agreement in terms of connection has come into force, and
some guidelines are stated by EU and class societies as shown before.
New buildings are being designed with High Voltage networks, since last years. It is usual to
find 690 V, and even 1, 6.6 and 11 kV (but this is typical in cruise liners).
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So ship requirements are not the same in each case, what makes more difficult to get a
common solution. But flexibility in berth stations, will make or it is making this possible.
Main standards and guidelines have been found:
ISO standard On shore power supply, Cold Ironing
IEC standard Ellectrical installations in ships, special features- HVSCS
IEE standard IEEE P713- Electrical shore to ship connections
Class societies Cold ironing guidelines (HVSC notation)
3.8 Best practices. North Europe and USA
This task intends to use as example the best technologies that are currently used in ports.
Cold Ironing, if ports and vessels are suited for its use, stands as the first option to consider.
Normally, shipyards, when working in a new building, they use in a certain way, cold ironing.
The problem is they are usually limited to 380 V 50 Hz. For instance, Flensburger shipyard has
started to use Siemens cold ironing systems, what allows to provide different voltages and
frequency. The shipyard has been approached to know if new Ferries building are being
delivered with cold ironing installation.
North Europe has been traditionally pioneering in the Emissions regulations and
environmental policies, because of the high number of areas where shipping industry meets
Populated areas.
One of the biggest measures taken is the ECAs and SECAs (Emissions Controlled areas) in North
and Baltic Seas. Other more permissible rule is the Low Sulfur limit for the rest of European
ports.
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Fig. 29 Sox emissions in Europe
Most pollutant ports in the continent are:
Rotterdam
Antwerpen
Milford Haven
Augusta
Gothemburg
Piraeus
European and neighbor countries policies towards more environmentally friendly ports, give us
result some Cold Ironing installations in some ports:
Pitea
Stockholm
Helsingborg
Kemi
Oulu
Koltka
Antwerp
Lübeck
Zeebrugge
Other good example of it is the Venice port which has several policies towards emissions
reductions. Following, undertaken measures from Venice Port:
LED lighting Saving more than 70% energy compared to usual installation
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Photovoltaic Panels. Supplying the Terminal power needs and peak when cruise liners
are alongside. In low consumption periods it gives the power back to the network.
With 18000 square meters installed
Energy from Algae. A biomass power plant will be installed to be independent
Electric vehicles. ENEL is performing a study for the suitability of using electric vehicles
only in the port
Cold Ironing. A system has been installed to supply electric power from port to vessel
when alongside
When it comes to the source of the electricity supplied by the port a very special case is
Barcelona port, a self supplier of electricity thanks to a huge cogeneration plant. This plant has
two generators, each 425 MW with efficiencies around 57%. The plant is operated by one of
the biggest electric companies in Spain. This way, they have the capability of supplying
electricity to the network.
Several ports in USA have adopted cold ironing as a measure for emissions reduction. Port of
Los Angeles has invested millions of dollars in berth electrification.
When talking about emissions reduction in port there is one which is at the forefront in terms
of innovation, Port of Los Angeles (with the AMP program). California predicts that by 2010
that 20% of their ships will be using shore power, and by 2020 it will gradually go up to 80%.
Cruise ships are setting up all their vessels for shore power. Ports all over the world are
offering terminals with cold-ironing. The Navy has been using cold-ironing for years.
United States Ports, over the last few years, has been under great pressure to clean up the
emission caused by diesel gas and other contaminates that pollute the air. In the past, there
has been very little regulation on ocean-going vessels. Most of these ocean-going vessels have
been using the least expensive and dirtiest fuel available. In 2004 the EPA put new
requirement that decrease the allowable levels of sulfur in fuel used in marine vessels by 99 %.
The federal government has put most of the responsible for air pollution with each state.
States and Federal agencies are offering incentives to ports and vessels to help
implement United States Cold Ironing. Ships and vessels can receive state and federal aid to
retrofit their vessels so they can plugged into shore power. Also they are helping the ports
with incentive plans to update their power systems to use cold ironing.
The U.S. EPA is working on reducing emissions from propulsion engines on oceangoing vessels.
In 2003, the agency adopted emission standards for new Category Three Marine Diesel Engines
installed on vessels registered in the U.S. from January 1, 2004 onward. The EPA also intends
to set standards for fuels used by marine engines. Because issues such as engine emissions are
an international issue, the IMO is also framing rules for cutting down shipping emissions. The
rules include a global cap of 4.5 % by mass, on sulphur content of fuel oil and recommend the
monitoring of sulphur content globally. The IMO is also encouraging countries to declare their
coastlines as “S Emission Control Areas,” where sulphur content in fuel must not exceed 1.5%.
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Nearly 20% of the ships visiting California ports will use shore-based power by 2010. This
number would gradually go up to 80 per cent by 2020 according to CARB. The main drawback
is that this process may not be economically viable for infrequent port visitors. Ports all over
the world are starting to offer terminals with shore-port-to-ship power, and cruise ships are
now setting up all their vessels for shore power. China has set up their large container ships to
use shore power, and the Navy has used this method for years. Shore-port-to-Ship power will
be the wave of the future as nations around the world realize the need to protect our
environment for future generations.
In 2005, Los Angeles Ports have initiated a "No Net Increase Policy," which is to roll back and
maintain air emissions to the October 2001 levels. The way they are doing this is called the
Alternative Maritime Power Program. Under this program, a shipping company agrees to
utilize shore power at the port for at least five years as part of its lease agreement. The port is
adding an incentive program and will provide up to $810,000 to defray the cost of adding
shore-power to a ship.
The NNI recommends the implementation of a NNI Measure Number OGV16, which would
require all passenger ships and other ships calling at a port five or more times a year to be
cold-ironed. Also, this program would require all terminals to utilize shore power on 70
percent of ship calls within two years of entering a new lease or renewing an existing lease
with the port.
The Port of Long Beach has committed to providing shore-side power at new and
reconstructed container terminal berths. As of December of 2005, they have three berths with
cold-ironing.
Other ports in California using cold-ironing are the Ports of San Francisco and San Diego. A
partnership between the Port of Seattle and two cruise lines, the Princess and Holland
America, have implemented cold-ironing. Just these two participating vessels have cut annual
CO2 emissions by 29%. The Port of Seattle is expanding their option on providing cold-ironing
to other ships.
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Fig. 30 Port infrastructure [POLA]
Other ports such as Oackland, Tacoma, Seattle, Juneau, San Diego, San Francisco are working
in same line performing cold Ironing required infrastructures installation.
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4. TEFLES SCENARIOS: Ship types
4.1 RoRo vessels
Roro vessels are ships specially designed for car carrying and transport.
Vessels calling Vigo port rarely overcome 200m in length. These vessels are usually powered
with a single shaft line and controllable pitch propeller.
In terms of the power plant we should differentiate between propulsion and auxiliary plant.
When talking about Main engine, most common solution is a 4T Medium speed Diesel engine
fuelled with RO. Running in RO makes it necessary to heat FO tanks with thermal oil or even
steam to keep the viscosity in a suitable range for pumping and injecting.
A common arrangement is a reduction gear moving, when sailing, a shaft generator feeding
electric network on board.
Fig. 31 Power plant layout
MAIN
ENGINE
SHAFT GENERATOR
AUXILIARY
GENSET
MAIN
SWITCH
BOARD
CP
PROPELLER
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When talking about the auxiliary plant, these types of vessels have several auxiliary gensets
depending on the consumers to feed. These auxiliary gensets are moved by medium speed
Diesel engines but low powered.
These machines can run in HFO or even in MDO, which is quite usual.
They are connected to the electric network individually and, usually, with self synchronization
devices to avoid black outs when switching from shaft generator to auxiliary gensets in port.
In the Ferry case main propulsion is similar, but normally based in two shaft lines. New designs
are taking advantage of Diesel-Electric configuration but it is not that usual.
In terms of the auxiliary plant, although the power installed is higher because of the additional
hotelling consumers, the solution is the same as for a RoRo.
The Vessel considered for this case is the one measured one in Work Package 3, a Car carrier
from 1995, regularly routing from Vigo to St Nazaire, in the so called Motorway of the Sea.
Vessel particulars are as follows,
SHIP PARTICULARS
Lpp 128 m
B 22.65 m
T 6.7 m
Cb 0.6
Displacement 11576 T
Table 5 RoRo main particulars
Propulsion plant consists of a Wärtsila engine moving a 4.8 m Controllable pitch propeller in a
single shaft line.
Additional aids for manoeuvring are a forward and aft controllable pitch tunnel thrusters, with
720 and 495 kW respectively. Both of them are moved by asynchronous electric motors. The
vessel is fuelled with IFO 380 and has no exhaust cleaning system.
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Fig. 32 Vessel Loading in Vigo Port
Fig. 33 RoRo route
In the port scenario, what is relevant is the actual consumption and related emissions of the
vessel auxiliary generating sets, which are one of the sources of energy used onboard in this
scenario. None external energy source in port is used in all the ships docked in Vigo port. In
addition to this, it must be said that the port is not prepared for supplying energy for ship
hotelling and active systems in port.
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RoRo case ship stays in port, depending on the Schedule, 4 hours per day docked in average,
three times per week. From sea trials it was obtained, the actual measured ship operating
profile.
From data obtained from sea trials, specific fuel consumption curve of auxiliary generating sets
could be characterized. This SFC curve is given below. This information is available in
Deliverable 3.2.
These values are given in g/kWeh because of the impossibility of measuring mechanical power
before the generator, but it gives an actual measure of consumption.
With average power demand in 400 kW, supplied by a single generator (two installed onboard)
represents 66% of total generator power and 53% of Diesel load, which is somewhat low. From
the chart above, it is seen that with this load SFC value is over 250 g/kWeh.
To figure out the port scenario, in this section some ratios are obtained. For a single stay,
weekly and annual, the tables below show energy provided, consumption of MDO.
SFC (g/kWeh) Power
demand (kW)
Energy Per
day (kWh)
Energy Per
week (kWh)
Energy Per
month (kWh)
Annual energy
(kWh)
250 400 1600 9600 38400 1843200
Table 6 RoRo Auxiliary engines energy generation figures (per group)
SFC auxiliary engine Fig. 34 Auxiliary engine SFC
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SFC (g/kWeh) Power
demand (kW)
Consumption/
day (kg)
Consumption
week (kg)
Consumption
month (T)
Annual
consumption(T)
250 400 400 2400 9.6 460
Table 7 Auxiliary engine consumption figures
SFC (g/kWeh) Power
demand (kW)
Cost Per Ton
(euro/T)
Cost per
day(euros)
Cost Per kWh
(euro/kWeh)
250 400 450 302 0.18
Table 8 Auxiliary engine costs
A local fuel supplier, based in Vigo, gave the project partners accurate values for Marine Diesel
Oil costs. The actual cost (January 2012) per kWh is shown in the previous table.
Port of Vigo, main scenario for Port model, gave following figures in terms of annual RoRo
traffic. It is number of total RoRos, docked in Vigo port per year, separated in domestic and
abroad vessels.
Total RoRo Spanish Foreign
527 53 474
Table 9 Total amount of RoRo calls in Vigo port
All these vessels are similar to the case ship. Assuming an average similar consumption, this
represents more than 485 million kWh.
Annual kWh per vessel Total Annual kWh
921600 485683200
Table 10 Annual kWh figures for all RoRo docked
Besides, typical emissions for auxiliary gensets give a first estimate of emissions savings in case
cold ironing is applied. Next values are given in g/kWh.
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Pollutant CO2 NOx SOx HC CO PM25
g/kWh 700 14 - 0.4 - 0.3
Table 11 Typical emissions ratios for a 4T medium speed Diesel Engines
This means that emissions from auxiliary plant of the case ship, in port, for the typical demand
we are considering is:
Pollutant CO2 NOx HC PM
Per stay (kg) 1120 22.4 0.6 0.4
Per week (kg) 6720 134.4 3.6 2.4
Per month (T) 26.8 0.53 0.01 0.009
Annual (T) 321 6.3 0.12 0.1
Table 12 Emissions for RoRo auxiliary plant
NOx (g/kWh) SO (g/kWh) VOC (g/kWh) PM (g/kWh)
Average emissions factors in Europe 0.35 0.46 0.02 0.03
Emissions from aux. Engines with 0,1% S 13.9 0.46 0.4 0.25
Table 13 Emission ratios for each kWh generated from Country network vs Gensets
Pollutant CO2
(g/kWh)
NOx
(g/kWh)
SOx
(g/kWh)
HC
(g/kWh)
CO
(g/kWh)
PM
(g/kWh)
From electric network 330 0.35 0.46 0.01 0.0112 0.03
From vessel aux. gensets 700 13.9 0.46 1 0.6 0.25
Savings 370 16.65 - 0.99 0.58 0.24
Table 14 Potential savings with shore connection vs aux. Genset running
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Considering the Vigo port traffic stated before, for the annual figures of RoRo traffic, following
values for total emissions arise.
Pollutant CO2 NOx SOx HC PM
Annual (T) 169167 3320 111 63 52
Table 15 Annual emissions in Vigo port
It has been assumed that auxiliary engines are running with IFO not MDO, which is becoming
more and more common due to current regulations come into force. In this case, emissions
savings due to S would be dramatically decreased.
4.2 Ferries
Fig. 35 Ferries Images [HJ.Barreras & Wärtsila]
Ferries selected are vessels operating at 400 V 50 Hz also. Shore power requirements
are higher than the ones in RoRo case. Ferries in North Europe in short routes were pioneering
cold ironing solution. As ferry size, time in port, route length and power demands varies
largely, case studies must be focussed reduced to the ones with available information such the
Transmediterranea and Balearia services from Balearic Islands to Peninsula that may be
covered as far as TEFLES resources could be available after covering RoRo and MOS. Anyhow
ferry models and solutions can be easily extended from RoRo models and solutions, as the port
side of the model is the same and only ship energy needs and operational parameters are
different (but differences between ferries may be larger than between the TEFLES RoRo case
and the referred Peninsula-Island ferries
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Auxiliary power generation capacity is over 4 MW, so power demand and thus
emissions becomes more important in this case. They will not be studied in depth such as the
RoRo case.
4.3 Tugs
The tug ship is based in Vigo port performing ship assisting inside the bay.
Main particulars of the vessel are as follows,
SHIP PARTICULARS
Lpp 25.36 m
B 22 m
T 3.5 m
Cb 0.5
Displacement 460 T
Table 16 Tug main particulars
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Fig. 36 Tug route
Fig. 37 Selected vessel
The vessel operating profile was obtained in Work Package 3 too, where measurements were
performed.
The vessel when docked has a power demand below 20 kW. This is not a very high demand. It
must be highlighted that the vessel is not working on its own, the company providing towing
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services has 3 sister vessel prepared for the service during 24 hours a day. These three vessels
stay in port with energy being supplied by the port electric network.
Considering in average 10 kW, with two vessels each day, permanently docked, and the third
one, 20 h, it gives following figures.
Power
demand (kW)
Energy Per
day (kWh)
Energy Per
week (kWh)
Energy Per
month (kWh)
Annual energy
(kWh)
20 680 4760 19040 1737400
Table 17 Energy consumption
It must be reminded that this vessel is currently switched to port network while at berth, so
savings in this scenario for the tug case should not apply.
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5. TEFLES port scenarios
5.1 Vigo port description, traffic and share of ferry and roro APV
Vigo is a natural harbour, with 14,000 hectares of sheltered water inside Vigo bay. The port of is protected from storm by the Cies Islands and the peninsula of Morrazo, so it’s operational 365 days a year. The land Service Area (SA) of the Port of Vigo covers an area of 2,572,577 sqm. On the left side of the estuary, the SA extends along the municipalities of Vigo, Redondela and Vilaboa. On the north side, along the municipalities of Moaña and Cangas. Most of the infrastructure and port facilities for freight, passenger and fishing are located, however, in the municipality of Vigo (over a total of 2,048,854 sqm). In the remaining SA are located sections of lands of public port domain, that hold a number of concessions, mainly docks for fishing traffic with cold stores and warehouses, besides facilities for shipbuilding and repair, being interrupted by beaches, which are excluded from the service area.
Port of Vigo has 100 regular lines to major destinations in Northern Europe and America. Of these, highlight the lines of Ro-Ro traffic, at european level, developing a real short sea transport or short sea shipping - a total of six lines-, as well as at transoceanic level, with four lines of this kind in 2009. Some of these lines are and have been the prelude to the upcoming first motorway of the sea at the european level, officially recognized as such.
Port authorities have published some guidelines for MARPOL appliance, because of the environmental concerning.
With regard to what is related to Vigo port scenario, the has an annual traffic figures shown in
following table per types of ships.
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NAME ROUTE FREQ SCALE SHIPS LOAD TYPE LOADED/UNLOADE
D TONNES
MOS
covered by
LME
(“LÍNEAS
MARÍTIMAS
ESPAÑOLAS
”)
Vigo-St. Nazarie-
Calais-Flushing-
Setúbal-Le Havre-
Southampton-
Livorno-Sheerness-
Zeebrugge-Pireo-
Vigo-Las Palmas-
Tenerife
weekly 300 AQUARIUS ACE Cars /trucks 3,286,597
ASTRAL ACE 807,352
BOUZAS 7,393,071
DIGNITY ACE 1,576,885
EXCELLENT ACE 615,309
FIRMAMENT
ACE
766,541
FREEDOM ACE 1,078,152
GALICIA 4,900,362
LA SURPRISE 1,505,784
MARTORELL 1,302,338
MOSEL ACE 3,354,446
Vigo-
Bremerhaven-
Emden-Flushing-
Setúbal-Le Havre-
Southampton-New
Castle- Livorno-
Montoir-
Sheerness-
Zeebrugge-Pireo-
Las Palmas-
Málaga-Tenerife-
Santander-Bilbao-
Barcelona-Fos
PALMA Cars/Machinery 946,639
PALMELA 652.49
PLANET ACE 2,986,099
PRECIOUS ACE 594,021
PROGRESS ACE 2,614,595
REPUBBLICA
ARGENTINA
2,529,254
SERENITY ACE 2,694,455
SUAR VIGO 8,079,621
SUNLIGHT ACE 205.77
TENERIFE CAR 7,234,664
K-LINE
EUROPA
SHS (KESHS)
Zeebrugge-Vigo-
Sheerness
weekly 170 AEGEAN
HIGHWAY
Cars 1,022,842
ARCADIA
HIGHWAY
1,309,193
BALTIC 797,403
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HIGHWAY
BOSPORUS
HIGHWAY
436,923
CHANG TAI
HONG
528,456
DANUBE
HIGHWAY
33,471,809
ELBE HIGHWAY 8327.68
GEORGIA
HIGHWAY
339,182
MICHIGAN
HIGHWAY
475,764
ROCKIES
HIGHWAY
4,715,108
SCHELDE
HIGHWAY
13,907,147
SEINE HIGHWAY 39,715,783
SHANGHAI
HIGHWAY
424,153
SUZUKA
EXPRESS
1,840,847
THAMES
HIGHWAY
10,660,126
VIKING ODESSA 69,613,229
WESTERN
HIGHWAY
1,698,049
UECC
(UNITED
EUROPEAN
CAR)
Zeebrugge-Vigo-
Sheerness-
Zeebrige-Setúbal-
Southampton-
Vigo-Liborno
AEGEAN BREEZE Cars 35,178,145
ASIAN BREEZE 19,618.50
AUTO BALTIC 339,036.22
AUTO BAY 38,235,404
AUTOBANK 56,572,668
AUTOPRIDE 19,873.56
AUTOPROGRESS 31,526,666
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AUTORUNNER 2,636,184
BALTIC ACE 1,968,567
BALTIC BREEZE 27,730,777
Vigo-St.Nazarie-Le
Havre-
Bremerhaven-
Livorno-Pireaus
CITY OF NORDIC 6,422.19
CORAL LEADER 41,141,921
GRANDE
ANVERSA
1,658,266
GRANDE
COLONIA
1,071,846
GRANDE
DETROIT
1,272,025
GRANDE ITALIA 1,537,648
GRANDE
PORTOGALLO
839,098
GRANDE SICILIA 764,938
OPAL LEADER 32,663,739
TRAVIATA 13,727,824
Table 18 RoRo calls for Vigo port
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Fig. 38 Vigo port electric Network
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5.1.1 Renewable energies installations and sources in Port of Vigo
Vigo port has done some efforts in implementing renewable energies as a source for
their demand. Some studies about wind energy feasibility resulted as a non profitable
investment.
On the other hand, solar energy is becoming more and more important in port network.
Currently port of Vigo has four areas with solar panels installed.
Port workshops (termal and electricity)
Car loading park (electricity)
Fisheries (thermal)
Stores (thermal)
Details about the infrastructure are given in Annex I.
5.2 St. Nazaireport description, traffic and share of ferry and RoRo
With over 30 million tonnes of traffic handled in 2010, Nantes – Saint Nazaire is the leading
port on France’s Atlantic Seaboard and the fourth port authority. Its port area extends over a
65-kilometre stretch along the Loire Estuary.
This port is the arrival port for the regular route for the RoRo case ship in this project.
Saint Nazaire is placed in a very technological area. In Saint Nazaire. STX shipyards are located
in the surroundings. These yards are specialized in cruise liners. Other key character is the
EADS facilities close to the area, for aeronautical assembly of most known aircrafts.
With nearly 300 hectares set aside for logistics, Montoir de Bretagne’s multimodal 2LE
platform has the advantage of a favourable location with a market area of 10 million
consumers. The Nantes - Saint Nazaire Port Authority adopts an environmental approach to
urban planning and development in partnership with the Agence de l'Environnement et de la
Maîtrise de l'Energie.
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Fig. 39 Port locations
The Nantes – Saint Nazaire Port Authority’s Donges workshops offer a broad range of services
for vessels.
With three dry docks and a sluice dock at Saint Nazaire, as well as a floating dock at Le Pellerin,
the Nantes - Saint Nazaire Port Authority makes available to firms and companies all the
infrastructures, plant and equipment required for shipbuilding and ship repair operations.
The Aloès pontoon is the only piece of equipment deployed on the River Loire that has a lifting
capacity of 90 tonnes. It is mainly used for on-water handling operations and the
transportation of heavy-lift consignments, with its 200 m² platform being able to receive a
maximum load of around 200 tonnes.
The Nantes – Saint Nazaire Port Authority’s technical team carries out specific studies and
matches the services to your requirements, so as to offer you a tailor-made service provision.
Being responsible not only for developing and managing the industrial and logistical activity
zones, but also for bringing added value to port property, the Nantes - Saint Nazaire Port
Authority gives careful consideration to plans for new business locations.
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Fig. 40 Routes from St Nazaire port
Inaugurated on 9th September 2010, the maritime motorway between Gijón and Montoir de
Bretagne is the first to come into being between Spain and France. The European Union
together with the French and Spanish Governments have given their strong backing to this
new type of maritime service, in which great hopes are vested at a logistics, economic and
environmental level.
The primary aim of this maritime motorway between Gijón and Montoir de Bretagne is to
relieve congestion on the trans-Pyrenean road links, notably the N 10 road, and to reduce the
environmental impact of freight transportation by "transferring" lorries from road to sea. The
project is in line with the objectives of the Grenelle de l’Environnement, France’s National
Environmental Forum, and is one of the 22 projects selected in 2010 by the European
Commission to form a part of the Marco Polo Programme, thereby receiving four million euros
in funding.
On 2nd July 2010, France’s Central Government ratified the decree relating to the selection,
commissioning and funding of maritime motorways between France and Spain on the Atlantic
/ Channel / North Sea Range. Two projects were chosen, thus confirming the strategic location
of the Port of Nantes – Saint Nazaire:
The maritime motorway between Nantes – Saint Nazaire and Gijón, which is operated by LD
Lines in partnership with the Ports or port operators concerned;
The maritime motorway between Nantes – Saint Nazaire and Vigo on one hand, and between
Algeciras -Vigo and Le Havre on the other hand.
RoRo transport meant, last year, 487235 T of load, more than 20% compared to 2009.
Last year the port also got the import consignment of Renault cars built in Turkey.
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Situated on the Loire Estuary, which forms an exceptionally rich natural environment, the
Nantes – Saint Nazaire Port Authority has laid down the major orientations of its
environmental policy for the coming years, above and beyond its actions to prevent pollution
and to comply with statutory requirements. Respecting the frame of reference of the ISO
14001 Standard, this policy notably aims both to step up the efforts to integrate the
environmental dimension within development projects and to study the effects of dredging
operations on the natural environment and to manage the natural spaces, among other
objectives.
For 2011, the Nantes – Saint Nazaire Port Authority is launching a 13-point programme of
action, covering among other points the improved understanding of the impact of dredging
operations, the quality and treatment of discharge water, the reduction of the risks of oil and
hydrocarbon leakage and efforts to raise the awareness of personnel regarding environmental
issues.
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6. Scope of TEFLES solutions and models for ship docked
6.1 Solutions selected
Technologies reviewed in previous sections represent all the existing technologies
available currently for ship emissions reduction while in port.
There are several factors that affect the final selection. Among them,
S, NOx and PM emissions reduction potential
CO2 and Energy saving potential
Installation requirements availability
Installation costs ships and port and exploitation cost increase or reduction on ships
Return of investment (ROI) retroffiting or new ships
Differential cost of fuels and electricity
Incentives to emission reduction and eligibility for high- standard regions (ECAs) or
port access
Initially, all of them are feasible in this scenario. But it will not be until next tasks when all pros
and contras will be analyzed.
6.2 Models used for emissions calculation when docked
The model is a combination of different tools provided by the project partners. From Port
scenarios and case ships the model will take into account auxiliary plant generation, network
and consumers. This is going to be considered both for the tug and RoRo case.
These plants are similar in every single vessel, all around the world. They are usually formed by
a Diesel generating set, composed by a Medium speed Marine Diesel engine coupled to an
alternator (synchronous machine) as explained earlier.
From now, the model will be explained in the basis of a RoRo power plant.
Depending on the size of the consumers, the vessel will have one or more auxiliary gensets.
The usual way of sizing the plant is to consider that all the power demanded can be supplied
by N-1 generating sets (being N, actual generating sets number).
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Over sizing, was a common error in shipbuilding, leading to a bad load sharing when the vessel
is sailing but this effect is being increased whilst in port, because load is not too high as it has
been demonstrated in measurements conducted (53% of total power).
This is why it is of major importance to assess the power consumed and from where it can be
obtained.
As said before, the model that will simulate the vessel when docked is formed by several
modules.
The capabilities of the model are:
Dynamic behaviour of generating sets, according to demand changes
Fuel consumption calculation for a given period
Consumer behaviour dynamic simulation
Energy monitoring
Emissions calculations (based in real measurements or accepted fuel types bunker
related formulas)
Efficiency calculation (current IMO EEOI efficiency indexes not applicable to auxiliaries)
Costs (investment, operation including maintenance and effect from energy efficiency
changes, and return of investment) per round trip (two MOS end ports) or year
The model is using electrical load profile as input
Fig. 41 Model diagram
The input is the electric power demand profile of the case vessel power plant whilst in port.
Another possibility is to get the total power demand from each consumer case.(from data
available)
The auxiliary engine module will input the engine power that needs to be delivered by the
Diesel and will deliver as output the calculated consumption and emissions data.
Electrical load profile can be introduced on the average or for a specific conditions case.
Depending on how many generators are selected and the characteristics taken into account,
the model is able to calculate the actual load for every active Diesel engine at same times it
gives some important operational parameters such as:
ELECTRICAL LOAD PROFILE AUXILIARY ENGINE-
GENERATOR
CONSUMPTION
ENERGY DISTRIBUTION
EMISSIONS
COSTS/fueling options
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Fuel consumption
rpms (that must be kept constant)
Efficiency
Emissions
Heat recovered or lost
Energy requirements are going upstream from generator to Diesel engine.
Fig. 42 Generator set model
At this very point, economical aspects are assessed in the model.
6.2.1 Emissions
Emissions are calculated according to typical ratios obtained from several studies or
for a specific case ship, it would also be provided by expert partners with in-house calculation
methods.
Another possibility is to feed the model with vessel sea trials, for a more accurate result. The
methodology of inputs for the model is somewhat open, depending on the ship, owner,
information provided, etc.
Emissions dispersion models on air after exhaust not included in TEFLES project scope.
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7. End users specifications emissions reduction when docked
7.1 Ships (RoRo and ferries)
Conclusions obtained from the model would give the owner the chance to assess their
actual ratios in terms of efficiency and emissions.
The port model is intended to be a tool for the ship owner, once the operating profile of the
vessel is known, to ascertain which are current emissions and costs while in port for a certain
vessel, and the corresponding ones after technologies selection. It is aimed as a decision
support tool for new actuations to be taken.
Inputs for the vessel model required to the owner are:
Machinery characteristics specifications
Auxiliary power demand. Electrical profile various operating cases (docked in port)
Main ship consumers operational data and fuel consumption specification
Operating times
Operational and maintenance costs plus installation’s or retrofitting’s cost /years
The ship docked in port model should be able to give as output:
SOx Nox PM and CO2/energy reductions for the selected solutions and fuelling
options
Fuel consumption/reduction
Costs operation by trip, year. Option to include investments, maintenance, ship and
port )
Options using alternative fuelling or renewable energy sources
BAT best available solution (3 options ranked by type of emissions or cost) ship and
port sides
Each solution with emissions reduction % and total yearly reduction
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The solutions and emission reductions may allow achieving the progressive TIER emission
thresholds set by IMO or to comply with regional or port thresholds or incentives
7.2 Ports (Vigo and St Nazaire)
From contacts with ports it has been found that not a deep knowledge of the vessel needs
and chances to reduce emissions is held by port operators. The model stands as an initial
study for the ports interested in aligning their environmental policies towards reductions
measures.
The model will consider:
RoRo and ferry power requirements on dock
Best Available Technologies Technologies (BAT) to reduce or eliminate emissions
Estimated costs for infrastructure and ship retroffiting for the selected solutions
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8. Annex I
8.1 Port workshops
25 kWp (kilowatt peaks) installation with network connection. It is formed by 162 modules
of 155 Wp. With this, the actual peak is around 25110 Wp. Connection is base in 9 of them in
series, joined in a total of 18 groups in parallel. For the distribution an inverter it was placed
that allows connecting 2 series in paralel, with a total of 9 inverters, with following
characteristics
8.1.1 Input values
Maximum power (PpV): aprox. 3000 Wp
Max DC power (PCCmáx): 2700W
Max Voltage (UCCmáx):600V
Voltage range ((UFV): 224V – 600V
Max input current (IFV máx):12 A
THD < 10%
Max Lumber of Springs in paralel: 3
DC disconnection devices: sockets
Inversion current protection: Diodes
8.1.1.1 Output values
Max power 2.500 W
Nominal power 2.300 W
THD AC: <4%
Voltage range: 198V-260V
Freq. range: 49,8 Hz – 50,2 Hz
Cos φ : 1
Short circuit protection: current regulation
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Connection: AC socket
Efficiency: 94,1 %
Max efficiecny euro/eta: 93,2%
Each phase invertir provide 2300 W, with a total of 6900 W. Maximum working power is 20,7
kW. Annual energy produced in 2010 is 32,982 MW.
8.2 Car park
Installation is formed by 480 panels VIDURSOLAR with 197 Wp each.
8.2.1 Technical characteristics
Sizes: 2.126mm x 1.000mm
thickness: 11,9 mm +/- 0,2 mm
Weight: 58 kg
Cell: 55 células poli-cristalinas de 156 mm x 156 mm
Distance between cells: 30 mm
Diodes by-pass: 3 diodos
Connection boxes
8.2.1.1 Electrical characteristics
Nominal power: 197 Wp
Max. current: 7,51 A
Max. Power voltage: 26,3 V
*radiation conditions: 1000 W/m2, cell temperatures 25 ºC.
Nominal power: -0,32 %/K
Short circuit current: +2,4 mA/K
There is no data in working conditions due to the fact that this is the first year since they were
installed.
8.3 Fisheries
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The installation here is used for hot water supply
3 collectors for heat supply
water storage 500 l
heat exchanger
hydraulic circuit for flow circulation
auxiliary energy system
Monitoring system
8.3.1 Technical characteristics
hot water system volume: 295 liters
solar collectors area: 4,4 m2
Height: 1755 mm
Diámeter: 600 mm
Insulation: 50 mm rigd foam
Weight: 150 kg
Max working pressure: 6 bar
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9. Acronyms
AMP Alternative Maritime Power
BACT best achievable control technology
BAT best available technologies
BFO bunker fuel oil
BMP best management practice
CARB California Air Resources Board
CNG compressed natural gas
CO carbon monoxide
CO2 carbon dioxide
“Cold ironing”: ship-shore connections for electricity, steam, water
DOC diesel oxidation catalyst
DPF diesel particulate filter
ECA emissions controlled area
EGR exhaust gas recirculation
EMS environmental management system
EPA (U.S.) Environmental Protection Agency
EU European Union
FTF flow through filter
HFO heavy fuel oil
“Hotelling” Ship on dock, interfacing with the port
HV high voltage
HP horsepower
IMO International Maritime Organization
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ISO International Organization for Standardization
LNC lean NOx catalyst
LNG liquefied natural gas
LSD low-sulfur diesel
LV low voltage
MDO marine diesel oil
MECA Manufacturers of Emission Controls Association
MGO marine gas oil
MOU memorandum of understanding
MTO marine terminal operator
NO2 nitrogen dioxide
NOx nitrogen oxides
NOAA National Oceanic and Atmospheric Administration
PAHs polycyclic aromatic hydrocarbons
PM particulate matter
PM10 particulate matter less than or equal to 10nm
SCR selective catalytic reduction
SECA Sulfur Controlled Area
SO2 sulfur dioxide
SOx sulfur oxides
g/bhp-hr grams per brake horsepower-hour (a measure of the amount of a
pollutant per engine energy output)
g/kWh grams per kilowatt hour (a measure of the amount of a pollutant per
unit energy output)
lb/MW-hr pound per megawatt hour (a measure of the amount of a pollutant per
unit energy output)
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ppm parts per million
tpd tons per day
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10. Further references
DW Dockery, et al.: “Effects of inhalable particles on respiratory health of children,” Am Rev
Respir Dis 139: 587–594, 1989.
J Peters, et al. “A study of twelve southern California communities with differing levels and
types of air pollution. II. Effects on pulmonary function.” Am J. Respir, Crit Care Med 159: 768–
775, 1999.
JH Ware: “Effects of ambient sulfur oxides and suspended particles on respiratory health of
preadolescent children.” Am Rev Resp Dis 133:834–842, 1986.
JA Pope, Dockery DW: “Acute health effects of PM10 pollution on symptomatic and
asymptomatic children.” Am Rev Respir Dis 145:1123–1128, 1992.
KM Mortimer, et al.: “The effect of air pollution on inner-city children with asthma.” Eur Respir
J 19:699–705, 2002.
JF Gent, et al. “Association of low-level ozone and fine particles with respiratory symptoms in
children with asthma,”
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11. Bibliography
[1] Woodyard, D., Pounder´s Marine Diesel engines ad Gas Turbines, Butterworth-Heinemann,
Nineth Edition, 2009
[2] Service contract on Ships Emission: Assignment, Abatement and Market-based
Instruments, Entec UK, Final report, 2005
[3] Ship emissions and technical emissions reduction potential in the Northern Baltic Sea,
Reports of finnish Environment Institute, Wahlström J., karvosenoja N. And Porvari P., 2006
[4] Economic Instruments for reducing Ship Emissions in the European Union, NERA
[5] Traffic flows between the baltic Ports and other major Eurpoean Ports, Port Net,
Actiaforum
[6] Crist P., Greenhouse Gas Emissions for Reduction Potential from International Shipping,
Joint transport Research centre of the OECD and the International transport forum, 2009
[7] Ericsson P., Fazlagic I., Shore-side power supply, ABB. 2008
[8] Wärtsila technical journal 01.2008. Hans Petter Nesse
[9] Resolution on a world wide approach to reduce GHG emissions in ports adopted on 16 April
2008, in Dunkirk, France.
[10] Proposal for an Environmental shipping index-air pollutants and CO2, Delft. 2009
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12. Links
[1] www.apvigo.es
[2] www.nantes.port.fr
[3] www.portoflosangeles.org
[4] www.portgot.se
[5] www.imo.org
[6] www.couple-systems.com
[7] ABB www.abb.de
[8] CAVOTEC www.cavotec.com
[9] SIEMENS www.siemens.com
[10] TERASAKI www.terasaki.es
[11] COCHRAN MARINE www.cochraninc.com
[12] SAM ELECTRONICS www.sam-electronics.de
[13] TEMCO www.temco.com
[14] MITSUBISHI HEAVY INDUSTRIES www.mhi.co.jp
[15] NYK LINES www.nykline.com
[16] BALEARIA www.balearia.com
[17] ACCIONA www.acciona.com
[18] REMOLCANOSA www.remolcanosa.com
[19] ALFA LAVAL www.alfalaval.com
[20] WÄRTSILA www.wartsila.com
[21] PCM www.pcmproducts.net
[22] MITSUI OSK www.mol.co.jp
[23] SANYO us.sanyo.com/solar
[24] www.bunkerworld.com
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[25] www.transportenvironment.org
European Federation for Transport and Environment
[26] http://iaccsea.com
International association for then catalytic control of Ship emissions to Air
[28] www.shippingandco2.org
[29] www.susteinableshipping.com