green ship design & technology - university of … ship design & technology 2 3 pollution...

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Green Ship Design & Technology

by

Professor Yonghwan Kim

The LRET Research CollegiumSouthampton, 11 July – 2 September 2011

1

Yonghwan Kim

Seoul National UniversitySeoul, Korea

Green Ship Design & Technology

3

Pollution from Ships

Tokyo Protocol (1997)MEPC(2008)

Ship Design: EEDI(Energy Efficiency Design Index)

Ship Operation: SEEMP(Ship Energy Efficiency Management Plan) EEOI(Energy Efficiency Operational Indicator)

Ship Market: MBM(Market-Based Measure, Market-Based Mechanism)

Regulations by IMO & MARPOL

Key Actions by IMO

4


*GHG (Green House Gas; CO2)*PM (Particulate Matter)*VOC (Volatile Organic Compound)

Air pollutionon voyage

Water pollution

on voyage

Ground pollution

on voyage

Pollution on ship

recycling

SOx

NOx

GHG*

PM*

VOC*

Waterproof oil

Bilge water

Cooling water

Grey water

Antifouling materials

Ballast water

Noise

Precipitates

Wastes

Chemical residues

Oil residues

Paint

Plastic

Electrical product

Sealed gas

Chemical product

www.celsias.co.nz

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Environmental Aspects and Impacts

Source : APL (MTEC 2011)

6

Ship is the most efficient transportation in view of CO2 emission

6666


7

* Source ; Second IMO GHG Study 2009.

Ship is the most efficient transportation in view of CO2 emission

Crude

LNG

General Cargo

Chemical

Bulk

Container

LPG

Product

Ro-Ro/Vehicle

Rail

Road

CO2 efficiency = CO2 / (tonne * kilometre) ≈ Fuel consumption

CO2 = total CO2 emitted from the vehicle within the period

tonne*kilometre = total actual number of tonne-kilometres of work done within the same period

0 50 100 150 200 250 [%]0 50 100 150 200 250 0 50 100 150 200 250 0 50 100 150 200 250 CO2 efficiency

7777


8

1 Billion ton

2 -3 Billion ton

[million tons/year]Expected Scenario


GHG emissions from ships are predicted to be at least doubled by 2050

* Source ; Second IMO GHG Study 2009.

Year

CO

2em

issi

ons

from

shi

ps

4000

3500

3000

2500

2000

1500

1000

500

02007 2010 2020 2030 2040 2050

A1F1A1BA1T

Expected ScenarioA2B1B2

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MARPOL

MARPOL 73/78 Regulations for Prevention & Control of Pollution from Ships

MARPOL ANNEX Target

I Oil

II Noxious liquid substances in bulk

III Harmful substances in packaged form

IV Swages

V Garbage

VI Emissions

11

RPM Tier 1 (current) Tier Ⅱ(from 2011.1.1)

Tier Ⅲ(from 2016.1.1)

Under 130 17.0 g/kWh 14.4 g/kWh 3.4 g/kWh

130 ~ 2000 45.0×n(-0.2) g/kWh 44.0×n(-0.23) g/kWh 9×n(-0.2) g/kWh

Over 2000 9.8 g/kWh 7.7 g/kWh 2.0 g/kWh

IMO NOx Tier II : Adopted on MEPC 58 (2008.10)

- After 1 January 2011 (Keel Laying)

IMO NOx Tier III : Tentative Assent

- After 1 January 2016 (Keel Laying)

0 200 400 600 800 1000 1200 1400 1600

20

18

16

14

12

10

8

6

4

2

0

Engine speed [RPM]

NO

xem

issi

ons

[g/k

Wh]

IMO Tier I, 2000

IMO Tier II, 2011

IMO Tier III, 2016 in Emission Control Areas

RPM Tier 1 (current) Tier Ⅱ Tier Ⅲ

Emission Regulations - NOx

12

4.5

3.5

1.5

1.0

0.5

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Sulfu

r lim

it [%

]

0.50.1

IMO (global)

IMO (ECA)

USCGEU Port

Regulation or AreaSulfur Content

2010 2012 2015 2020

Global Limit 4.5 % 3.5 % 0.5 %

IMO ECA 1.5 % 1.0 % (after 2010.07) 0.1 %

EU Port 0.1 %

USCG (within 24NM) 0.5 % 0.1 %

Residual Fuel (IFO380 or LS380)

Distillate Fuel (MGO)

Regulation or AreaSulfur Content

Emission Regulations - SOx

Year

13

Emission Regulations – CO2

EEDI (Energy Efficiency Design Index) – Technical Regulation

Design Specific

Goal of EEDI Mitigate CO2 emissions Increase cargo carrying capacity Enhance speed performance

Main engine Aux. engine Waste heat recovery systemShaft motor Energy saving device

& design

Transportation capacity & speed

Weather factor(wave, wind)Capacity factor

Correction factor (by ship type)

Main engine Aux. engine Shaft motor Waste heat Energy saving device

Weather factor(wave, wind)


Capacity factor

Correction factor

( )

2

( ) ( ) ( ) (1 1 11 1

( / ) [ / ]( )

*M MnME nPTI nWHR

j FMEi MEi MEi AE FAE AE j PTI i eff i AEeff i FAE AE effi i ij j

CO Emissions g hrEEDI g ton mileDWT Speed ton knot

f C SFC P P C SFC f P f P C SFC f= = == =

= = −× −

+ + − − =∑ ∑ ∑∏ ∏

( )) ( )

1

neff

i eff i FMEi MEii

ref W

P C SFC

fiCapacityV f=

∑

If using LNG as ship fuel, Reducing CO2 emission of

Main engine & Aux. engine Reducing EEDI

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EEOI (Energy Efficiency Operational Indicator) – Operational RegulationVoyage Specific

Fuel consumptionFuel consumption

2 ( ) [ / ]( )

CO Emissions gEEOI g ton mileDWT Miles ton knot

= = −× −

Distance of voyageDistance of voyage

Transportation capacityTransportation capacity

Carbon content of fuelCarbon content of fuel

1 1 11 2 3

arg ,1

...carbon carbon carboni i iFuelType FuelType FuelType

c o i ii

FC C FC C FC C

m D

= = =

=

× + × + × +

=

×

∑ ∑ ∑

∑

Effect of slow steamingSlow steaming as 70 % of design speed

Reducing fuel consumptions down to abt. 30 %

Reducing EEOI

Ship speed Engine power

100 % Service Speed 90% MCR



Service speed = guarantee speed at NCR with 15% sea margin

Ship speed Engine power

Emission Regulations – CO2

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Key Words in Current Green Ship Technology

EEDI

1. Technical Energy Saving and CO2 Reduction

2. Slow Steaming Operation

3. Increase Ship Capacity

• Hull optimization appendages• New propulsion system• Waste energy recovery and renewable energy utilization

• Lower ship speed

• Increase DWT

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CO2 Reduction Potential by Known Technology and Practices

* Source ; IMO 2nd GHG Study

EEDI

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EEDI

Main engine Aux. engine Waste heat recovery systemShaft motor Energy saving device

& design


Weather factor(wave, wind)Capacity factor

Correction factor (by ship type)

Main engine Aux. engine Shaft motor Waste heat Energy saving device

Weather factor(wave, wind)


Capacity factor

Correction factor

( ) ( ) ( ) ( ) (1 1 11 1

2 ( / ) [ / ](

*

)

M MnME nPTI nWHR

j FMEi MEi MEi AE FAE AE j PTI i eff i AEeff i FAE AE effi i ij j

CO Emissions g hrE

f C SFC P P C SFC f

EDI g ton mileDWT Speed ton

P f P C SFC

knot

f= = == =

+ + − −

= = −× −

=∑ ∑ ∑∏ ∏

( )) ( )

1

neff

i eff i FMEi MEii

ref W

P C SFC

fiCapacityV f=

∑

2 2CO from propulstion + CO from Auxiliaries - Efficient use of energy =(DWT) (ship

EEspe

DIed)t wf f⋅ ⋅ ⋅

EEDI

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2 2CO from propulstion + CO from Auxiliaries - Efficient use of energy =(DWT) (ship

EEspe

DIed)t wf f⋅ ⋅ ⋅

Reduction of aux power

Reduce hotel loadHVAC

LightingAux machinery efficiency

Fuels with less carbon

Clean energy and recovery

Waste Heat Recovery(WHR)Wind power, e.g. Sails,

Kite, Flettner rotorsSolar power

CO2 capturing

Increase capacityHigher speed with same power

Speed reductionReduce ship weight

Lighter materialLarger ship and/or payloadStructural optimization

Propulsion power reduction

Lower resistance mechanismsHull form optimizationCourse OptimizationPropulsion efficiency

Energy saving appendagesPropulsion machinery efficiencyFuels with less carbon, e.g. LNG

EEDI Reduction

EEDI

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Key Strategy of EEDI Reduction

Speed reduction, Increased Capacity, Improved technology

Deadweight

EED

I

EEDI Reference Line (IMO)(Average, ordinary ship)

Modified Ship

Effic

ienc

yIm

prov

men

t

DWT increase (a)

Speed Reduction (b)

Technologies (c)

DWT increase (a)

Speed Reduction (b)

Technologies (c)

EEDI

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EEDI Reduction Requirement by IMO

EEDI

Ship Type DWT 2013-2014 2015-2019 2020-2024 2025-

BulkOver 20K 0 10 20 3010K-20K N/A 0-10 0-20 0-30

Gas TankerOver 10K 0 10 20 302K-10K N/A 0-10 0-20 0-30

TankerOver 20K 0 10 20 304K-20K N/A 0-10 0-20 0-30

ContainershipOver 15K 0 10 20 303K-15K N/A 0-10 0-20 0-30

General Cargo Ship

Over 15K 0 10 15 303K-15K N/A 0-10 0-15 0-30

Refrigerated Cargo Ship

Over 5K 0 10 15 303K-5K N/A 0-10 0-15 0-30

Combination Carrier

Over 20K 0 10 20 304L-20K N/A 0-10 0-20 0-30

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Estimated Time-Scale for Realization of Energy Efficiency Measures

Green Ship Design Based on EEDI Evaluation

We need quick action in ship operation. Technology development requires longer-term activity.

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LNG Fueled Propulsion 23%

Optimized Hull Form Design

High Efficiency Propeller Design

Bulbous Bow Optimization

Pre-Swirl Stator (PSS), Ducted PSS, Rudder Bulb Fin 3~6%

Waste Heat Recovery System (WHRS) 3~4%

NOx Reduction Device, SOx Reduction Device

Air Cavity System, Micro Bubble 7~10%

Shaft Generator 1%

Trim Optimization 3~4%

Optimum Weather Routing 4~5%

Advanced A/F Paint 2~5%Material

Operation

Energy

Device

Design 2~3%

Expected CO2 Reduction in Different Methods

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Resistance Components of Commercial Ships


Components % in calm water

Wave resistance 5~30%

Air (wind) drag 1~5%

Frictional drag 60~80%

Form drag 10~30%

Increases in actual sea condition: 10~50%

Effective, but hard to reduce

Hull design optimization

Strategy should be different for different ship types.

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Strategy Example: VLCC (15kt) and Containership (22.5 kt)

(N. Sasaki, NMRI)


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Hull form design to reduced added resistance


• Added resistance is a key parameter in power reduction in waves.• Optimum hull form design is needed in the viewpoint of added

resistance.

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Ship Design Procedure based on EEDI Concept


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Strategy of Operation (e.g. Lloyd’s Register)


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Effects of Slow Steaming

Source: N. Sasaki (NMRI)


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Containership case: H.O.H.Kristensen (2010)

N-1 SpeedEEDI ∝

Reduction of 3 knots will reduce about 20~30% of EEDI and 40~50% of FOC.

SpeedEEDI ∝ N-1 SpeedEEDI ∝Effects of Slow Steaming


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Generation of Containerships

Generation Length TEU Category

1(1956~1970) ~200m ~800

2(~1980) ~215m ~2,500

3(~1988) ~290m ~4,000 Panamax Class

4(~2000) ~305m ~5,000 Post Panamax Class

5(~2005) ~335m ~8,000 Post Panmax Plus Class

6(~2010) ~400m ~14,500 New Panamax

7(2011~) ~440m ? ~20,000? Ultra Large


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Trend of Ship Size

260

290

320

350

380

020406080

100120140160180

LOA (m)

Ships

Breadth (m)

Delivered in 2000~2008 (2003 is missed)


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Containership Orderbook

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

2006

/05/

10

2006

/07/

10

2006

/09/

10

2006

/11/

10

2007

/01/

10

2007

/03/

10

2007

/05/

10

2007

/07/

10

2007

/09/

10

2007

/11/

10

2008

/01/

10

2008

/03/

10

2008

/05/

10

2008

/07/

10

2008

/09/

10

2008

/11/

10

2009

/01/

10

2009

/03/

10

2009

/05/

10

2009

/07/

10

2009

/09/

10

2009

/11/

10

2010

/01/

10

2010

/03/

10

2010

/05/

10

2010

/07/

10

2010

/09/

10

2010

/11/

10

2011

/01/

10

2011

/03/

10

TEU

Contract Date

Capacity w.r.t. Contract Date?


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http://en.wikipedia.org/wiki/Container_ship#cite_note-unctad56-45

Maersk Line ordered a series of ten 18,000 TEU vessels to Daewoo Shipbuilding in February 2011.

A New Breakthrough of Capacity


36

Youtube:Maersk Line Triple-E Smarter design, with room for 18,000 containers


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EEDI evaluation

Green Ship EEDI Reduce Plan: Example of DSME

Deadweight

EED

I

EEDI Reference Line (IMO)Dimension ( Lbp x B x D x Td x Ts x Cb )320 x 60 x 30.5 x 21 x 22.5 x 0.82

DWT (Ts) : 319,600 MT

Vs (Serv.) : 16.2 15.9 Kts

DFOC : 101.6 94.9 MT/day

Case 3) LFS design to be developed further

Parameter Base Design Improved (Case 1) Improved (Case 2) Improved (Case 3)

Applied Econologies

7S80MC-C8.2 7S80ME-C8.2-GI

N/A(derated) 10 % derated 10 % derated 10 % Derated

PSS PSS PSS + WHRS(1200kW) PSS + LFS*

Prop Dia. 10.0 m

MCR (kW) x RPM 29,260 kW x 78.0 26,330 kW x 75.3

EEDI speed (knots) 15.9 15.5

SFOC at 75% MCR (g/kWh) 168.1 166.1 168.1 141.2

CO2 Emission (g/h) 12,075,373 10,757,969 10,166,380 8,182,817

EEDI (g/ton-mile) 2.515 2.241 2.115 1.646

EEDI/Reference line (%) 112 % 99.4 % 94.0 % 73.0 %

Base Design (112 %)

Case 1 (99.4 %)Case 2 (94.0 %)

Case 3 (73.0 %)

2.254

VLCC

Parameter Base Design Improved (Case 1) Improved (Case 2) Improved (Case 3)

* LFS ; LNG Fueled Ship


39

Energy Saving Devices

Pre-Swirl Stator (PSS)Ducted PSS 3~6%Rudder Bulb Fin

Waste Heat Recovery System (WHRS) 3~4%

Air Cavity System, Micro Bubble 7~10%

Shaft Generator 1% Choice is dependent on ship type, cost, available space, etc.

Performance is dependent on ship type, operation condition, device type, etc.

Higher FOC Performance, but Higher Ship Cost

40

Shaft Generator


Shaft generator and WHRS of Siemens

WHRS

41

Micro Bubble Injection


• Producing thin layer of bubbles• Drag reduction by air bubbles • The film of air generated by air

injection on ship surface covered with very water repellent layer

Reduction of viscous frictional drag

http://www.naiades.info/innovations/index.php5/File:Air_layer_1.JPG�

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Air Cavity System


Potential up to 15 % CO2 reduction • Pressured air injection on

ship bottom• Air pressure injection

requires some additional power (1~3%), but significant drag reduction is expected.

• Pay-back time 2-4 years

ACS by DK Group

43

Contra/Counter Rotating Propeller (CRP)


© KAMOME PROPELLER © Mitsubishi Heavy Industry

• Recovery of rotating energy loss originated by a propeller through the use of a contra rotating propeller

• Improves propulsion efficiency by10% to15%

• Reduces cavitation• Benefits mainly at

cruising speeds• Complicated design

and higher costs

44

Hull appendages


• Typical concepts to increase propulsion efficiency- Making uniform stern flow - Reducing rotating energy loss - Generating more thrust by appendage

• Improves propulsion efficiency by 3% to 5%

Pre-Swirl Stator (Daewoo Shipbuilding & Marine Engineering)

SAVER Fin (Samsung Heavy Industry)

45

Hull appendages


Sumitomo’s Fin IHI’s Fin

Thrust fin (Hyundai Heavy Industry)

46

Duct Propeller


• Thrust gain by duct• Increase propeller efficiency by making

stern flow uniform• Many variations in application• Improves propulsion efficiency by 3% to

8%

SSD(Super Stream Duct)

SDS(Semi-circular Duct

System)

SILD (Sumitomo Integrated Lammeneren Duct)

Mewis duct

47

Typical Energy Saving Devices: Their Efficiency


Source :N. Sasaki (NMRI)

48


Ship with Skysails

Clean Energy Devices: Skysail

• Kite operated in 100~500m height• Expect 10~30% fuel reduction

49


NYK Ship with solar cell

Clean Energy Devices: Solar Power

Concept design of AquaSailor with solar sail

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Strategy: e.g. Lloyd’s Register

51

Alternative Fuel/Energy for Ships: LNG as fuel


• Strong candidate for future propulsion engine

• Duel fuel: Diesel + LNG (ME-GI)

• Relatively cheap cost• 15~25% Reduction of CO2• Dramatic reduction of Nox,

Sox, and air dust pollution• e.g. 14,000TEU containership

=> 14M$/year reduction of fuel cost (DSME)

52

Alternative Fuel/Energy for Ships: Electric & Nuclear


• Hybrid electric-diesel system, fuel cell, pod propulsion system

• Excellent performance for noise and vibration

• Good performance for constant thrust power and controllability

• Flexible arrangement• Heavy machinery system• Lower shaft transmission

efficiency (about 7~8% less than other system)

• No air pollution• 3-4 year operation with one supply• Low fuel cost

( 1g uranium = 2 ton crude oil)• No heavy duct system or large

space for fuel• Critical environmental problem in

failure case• Heavy safety system• Very high ship cost• Complicated system and many

operators

http://en.wikipedia.org/wiki/File:50_Let_Pobedy.jpg�

53

More Emerging Technology


• Hull Painting and Ultrasonic Hull-Surface Coating

• Bio-diesel

• FOC Reduction by Path Optimization

• Fuel Machinery System Optimization

• Structural Material

• Optimum Ship Structural Design

…… (many more)

55

Ship price Operation Cost

Which will be more ?

Future Issue

5656

Green Enhanced Design

Fuel(= CO2) Saving Max. (EEDI)

Efficient Operation (EEOI)

Emission Reduction

Less Maintenance

High Performance Ship Design

Optimum Dimensions

Excellent Speed Performance

Maximum Capacity (DWT, VOL)

Competitive FOC

Safety

Conventional Design GoalsNew Requirements of

Environmental Associations& Shipping Industry

Econology = Ecology + Economy + TechnologyHigh Performance Ship Design Green Enhanced Design

Hi-Performance & Environment Friendly ShipHi-Hi-Hi Performance & Environment Friendly Ship

DSME Econology Plan

57

APL’s Concept for Environmental Friendly Ship

APL’s Concept

Source :Poh (MTEC 2011)

58

Super Eco Ship by Japan

Super Eco Ship 2030 (NYK, Japan)

We need to consider all the aspects for green ship.

59

Global Maritime Activity for GHS Reduction

Source : Svensen (MTEC 2011)

60

Through Green Ship Technologies

Environment Friendly

Economical Operation

61

Daewoo Shipbuilding & Marine EngineeringKorean Ministry of Knowledge and Economy

Acknowledgment for presentation materials

References• S. Hirdaris, Lloyd’s Register Strategic Research in short and long term technologies, 2011• H.O.H. Kristensen, Model for Environmental Assessment of Container Ship Transport, 2010• O.Y. Kwon, DSME GreenShip 18,000TEU Container Carrier, 2011• N.B. Mortensen, Reduction of Green House Gas Emissions from Ships, Tripartite Meeting,2007• SIMENS, Solutions for Green Ship Operation, Asia Pacific Maritime, March 2010• G. T. Poh, Global Approach towards Green Shipping: Strategies and Perspectives of a Shipping Line,

MTEC 2011• N. Sasaki, An application of GHG emission reduction technologies in the future: The concept of GHG

technologies road map , 2009• C. Schack, Green Ship of the Future, 2009• T.E. Svensen, Trends of Green Issues and Impact on Shipping and Ports, MTEC 2011

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