Resultsfrom the

JOULES project

Joint Operation for Ultra Low Emission Shipping

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Dear Readers, During the last decade, beside the distortions followed by the financial crisis the development of a regulatory regime regarding emission reduction has been one of the most challenging trends in the maritime industry. This does not only include harmful emissions like SOx and NOx in emission controlled areas (so called ECAs) and particulate matters for inland waterways but also the future control of release of greenhouse gases by the introduction of the Energy Efficiency Design Index (EEDI). Although progress has been made by the International Maritime Organization (IMO), the challenge of reducing greenhouse gas emissions is further addressed by the EU policy with a 40 % reduction by 2030 and 80 % reduction by 2050 compared to 1990 levels. In addition, the Paris Agreement for the first time sets a universally agreed target to keep the temperature increase by the end of the century well below 2 degrees Celsius. Shipping is expected to make its fair contribution to achieve these targets. The JOULES project started on 1 June 2013 and has accepted these challenges for the European Maritime Industry. The simulation of the vessels energy grid in early design stage has been proven to be a key solution in this respect. The impact on ship design with respect to integration of existing and future innovative technologies in vessels energy grid has been assessed from an economic point of view. In addition, the environmental impacts taking into account the cradle to grave concepts have been evaluated in depth in particular

with respect to the use of fuels from renewable energy sources. With this holistic approach on ship design, future scenarios covering advanced and next generation designs of vessels have been investigated. Different pathways to reduce Greenhouse Gas (GHG) emissions from 11 application cases and three demonstrator cases will be presented after four years of research work. The results show that the European Maritime Industry will be able to significantly contribute to a more sustainable future.

Please enjoy reading the brochure.

Rolf NagelNaval Architect and MBA Sustainability ManagementJOULES Project Manager on behalf of Flensburger Schiffbau-Gesellschaft mbh & CO KG

Preface

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Peter Crawley, JOULES EU-Project Officer

“Although shipping is the most energy efficient transport mode for moving large quantities of cargo, due to its scale it accounts for around 2.5 % of global CO2 emissions. As other sectors reduce emissions and without action and depending on the world economy this has been predicted to increase to almost 40 % by 2050 according to some estimates. Reducing the environmental impact from maritime transport is a key aim of the European Maritime Policy and of the JOULES project. The European Union foresees three steps to reduce greenhouse gas emissions. Firstly, monitor, report and verify existing emissions - measures are now in place to achieve this. Secondly, establish targets and thirdly put in place further measures in the medium and long term. These final steps are yet to be taken. Developing green shipping technology and green shipping practices is an essential prerequisite to reducing the sector’s carbon footprint and this is the fundamental objective of JOULES.

JOULES shows what can be achieved when industries and academia from across Europe work closely together to develop a strategy and then target and demonstrate practical innovative solutions that will deliver a real impact. With the conclusion of JOULES, I very much look forward to reading about the exploitation of this work and to the acknowledgement of the EU’s support in this respect. Finally, I would like to congratulate everyone that has been engaged in the JOULES project and hope that the friends and new collaborations that you have made will last far into the future.”

The societal challenge resulting from the Paris Agreement

The historic Paris Agreement provides an opportunity for countries to strengthen the global response to the threat of climate change by keeping a global temperature rise this century well below 2 degrees Celsius and to pursue efforts to limit the temperature increase even further to 1.5 degrees Celsius. It entered into force on 4 November 2016. The UN continues to encourage all stakeholders to take action towards reducing the impacts of climate change.

In practice the Paris Agreement provides a clear ceiling of Greenhouse Gas (GHG) emissions which can be released into the atmosphere during this century and only cooperative action by all stakeholders in this century may ensure that this ceiling is not exceeded.

Societal aspects have been reflected in the course of the project by Prof. Hohmeyer from Europa-Universität Flensburg and have been highly appreciated by the consortium.

Expectations from the Advisory Group

An advisory group has been established to monitor the progress of the JOULES project. Representatives from four shipping companies and one stakeholder organisation have been invited to four meetings each covering important developments during the JOULES project. The feedback from the members of the advisory group has been greatly welcomed by the JOULES consortium including the below mentioned statement on the progress made.

“While moving away from fossil fuels and classic technologies to propel our ships, looking for a more sustainable solution, ship owners currently face a very broad spectrum of alternatives. The choices made can be with the ship for its entire life, so making the right decisions is highly important. The work undertaken in JOULES provides a comprehensive, yet appropriately filtered summation of the alternatives at hand – which will certainly help in making those future choices.”

Keynote addresses

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Table of contents Objectives and Technical Approach page 6

Life Cycle Performance Assessment page 7

Technologies Overview page 8/9

Application Case Urban Ferry page 11

Application Case Ocean Cruise Ship page 12

Application Case River Cruiser page 13

Application Case Mega Yacht page 14

Application Case Harbour Tug page 15

Application Case RoPax page 10

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Summary of Application Cases page 21/22

Validation Experiments page 23

Quality assurance, uncertainty of simulation and education page 24/25

Marine ORC Demonstrator page 26/27

Low Energy Cabin Demonstrator page 28/29

Operational Displacement Optimisation Tool Demonstrator page 30/31

Conclusions and Political Recommendations page 32

Application Case Dredger page 16

Application Case Wind Assisted Cargo Vessel page 20

Application Case Offshore Patrol Vessel page 17

Application Case Offshore Support Vessel page 18

Application Case Arctic Cargo Vessel page 19

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The main objective of the JOULES project was the reduction of Greenhouse Gas (GHG) emissions as outlined in the table by developing innovative design concepts. At the same time, oth-er harmful emissions should be reduced as far as practically possible. Using energy grid simulations the achievement of the objectives should be proven and the economic and environ-mental impact be demonstrated through a Life Cycle Perfor-mance Assessment (LCPA) study.

In order to be able to address the JOULES objectives, an approach combining Simulation Results with a Life Cycle Performance Assessment (LCPA)-Tool has been chosen. Several methodologies have been developed:

- Energy Grid Simulation to reflect the optimum use of energy on board a ship by quasi-static or dynamic simulation

- Screening LCA-Methodology to address the environmental impacts using high level Key Performance Indicators (KPIs)

- Financial Assessment Methodology with the Net Present Value (NPV) as KPI

- Integrated Environmental and Economic Assessment Methodology

The LCPA-Tool as a central software solution is supported by a Knowledge Base with tools and information like:

- Web-based Component Database with stored simulation component models using Functional Mock-up Interface (FMI) exchange standard. Component models have been developed by the technology providers according to requirements all set out by the end user, e. g. shipyards.

- Fuel Table containing physical and chemical properties of various fuels together with well to tank data; fuel price projections and best practice approaches for external costs*

- Interface standard to import the results from the energy grid simulation into the LCPA-Tool

- A material database containing emission factors for LCP Assessment

- A database containing specific costs of components including maintenance etc.

Objectives and Technical Approach

* (those costs from damages of emissions to climate, human health, buildings and ecosystems taken over by the society as further described in Update of the Handbook on External Costs on Transport).

High level GHG-emission reduction targets

Illustration of

Technical Approach

Application Areas Application Cases 2025 2050

FerryRo-Pax 20 % 80 %

Urban Ferry 25 % 70 %

Passenger Ships

Ocean Cruiser 40 % 70 %

River Cruiser 15 % 80 %

Mega Yacht 15 % 30 %

Work BoatsTug 20 % 40 %

Dredger 25 % 40 %

OffshoreOPV 20 % 40 %

OSV 20 % 40 %

CargoArctic Cargo 20 % 40 %

Wind Assisted 35 % 50 %

JOULES Knowledge BaseSimulation models (FMUs) from technology providers

Energy Grid Simulation

Simulation Results Web-Based Component Database(FMUs and Fuel Table)

Fuel Table(Consistent use in Simulation

and LCPA-Tool)

External Costs and Climate Costs

Component Data (Weight and Cost)

Material Database

LCPA - calculation

LCPA - visualisation

LCPA Reference models

Joules 2025 LCPA models

Joules 2050 LCPA models

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The relevant environmental Key Performance Indicators (KPIs) as identified from the Screening-LCA Methodology are:

GWP Global Warming Potential addressing climate change

CED Cumulative Energy Demand addressing depletion of resources

EP Eutrophication Potential addressing the over-fertilization of sensitive sea areas

AP Acidification Potential addressing the damages from e. g. acid rain

AFP Aerosol Formation Potential addressing damages to human health resulting from fine particles

The Global Warming Potential (GWP) in the context of the JOULES project is defined as combined climate impact by CO2 Emissions and Methane Emissions taking into consideration contributions of emissions from Well to Tank (WTT) and Tank to Propeller (TTP). The climate impact refers to the 100 year horizon.

Finally the Integrated Environmental and Economic Assessment Methodology comprise the environmental KPIs together with the Net Present Value (NPV) as a well-known economic KPI. Both streams are handled by the LCPA -Tool and thus provide a holistic assessment methodology by minimizing the area of the spider graph.

All in all the LCPA-Tool has been proven to be a powerful tool to address the objectives and has been used to assess the 11 application cases and three demonstrator cases.

Life Cycle Performance Assessment

Integrated Assessment Methodology

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CEDAFP GWP EP AP

Environmental KPIs:

Economic KPIs:

Baseline design vs Advanced design vs Next generation design

Baseline design vs Advanced design vs Next generation design

Investment

Cash Flows

Fuel Costs (3 scenarios)

NPV

NPV+

Externalcosts

Paybacktime

EP AFP

NPV

CED AP

GWP

Total KPI Results

Tug 2050Tug 2025Tug baseline

Comparing KPIs for design alternatives

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Target on technological side

To reach the emission reduction goals of the JOULES project different technologies were looked at and simulation models were provided for:

- Technologies to reduce energy consumption- Technologies to reduce harmful emissions

A conventional calculation of potential savings is possible but time consuming and will show realistic results only for some points of operation. By implementing component models provided in the JOULES data base, the ship designer will get quick results and the calculation of a varying load profile as we see it in real life is possible.

Any component installed on board has to be built, operated and disposed when it’s lifetime is reached. Therefore the relevant data has been provided to the component database to consider the energy consumption and use of material resourses.

Reduction of overall energy consumption

In addition to the optimization of primary energy converters like Diesel engines, waste heat recovery and intelligent control of consumers like pumps help to save valuable fuel.

Steam systems use the heat content of exhaust gas to generate steam for heating. Surplus steam may be used to produce electric power by means of steam turbines.

Organic Rankine Cycle (ORC) units are operated by vaporized organic media instead of steam and may be driven by different heat sources like exhaust gas, engine cooling water or others.

Waste heat may also be used to run chiller systems to provide cold water e.g. for air conditioning.

Electric grids bear some saving potential, therefore simulation models for generators, different types of electric motors, batteries and switchboards were developed.

Electrical energy storage can not only help to facilitate the incorporation of renewable energy on board marine vessels but can also provide load smoothing capabilities which can improve significantly the efficiency of prime movers by enabling them to run at their most efficient operating points.

A lot of electric power is used to run electric motor driven pumps on board. In particular, cooling water pumps are designed for high heat loads that will only be reached under extreme conditions. Therefore we see a high saving potential in adapting the pump speed to the actual cooling load of the vessel.

Technologies Overview

Steam Turbine MAN MARC

Saft Marine System Seanergy 41MFe

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Wind assisted ship

The development of practical and commercially viable wind propulsion systems to partially or fully propel a ship is nowadays hampered by the difficulties of modelling the complex aerodynamic and hydrodynamic aspects involved. The Performance Prediction Programme, developed by the Delft University of Technology, is intended to be used by designers to explore the different power configuration alternatives offered by this green auxiliary propulsion.

Reduction of harmful emissions

In order to reduce harmful emissions to a minimum, an exhaust gas cleaning system has to be adapted to the primary energy converter (e.g. diesel engine). By means of simulation software it is possible to calculate realistic results and take the consumption of energy and operation supplies like urea into account. Sulphur oxides (SOx) are removed by scrubber systems operated e.g. with seawater as a reducing medium. Nitrogen oxides (NOx) are reduced by catalytic reactors to

meet the demands of IMO Tier III regulations. Furthermore, black carbon can be reduced from the exhaust gas with a diesel particulate filter (DPF) if certain boundary conditions are considered. In particular, fuel and lube oil quality is crucial for efficient and reliable operation.

Further optimization potential

To grasp the full potential of minimized emission systems an integrated approach must be followed. The combination of technologies together with a proper simulation approach allow for an optimized complete system, rather than just optimized single components. One example would be the combination of an efficiency optimized diesel engine and a smart exhaust gas after treatment system. The diesel engine could be optimized for lowest Greenhouse Gas (GHG) emissions and fuel consumption while the selective catalytic reduction (SCR) eliminates the increased NOx emissions. A reasonable combination of both technologies provides superior results compared to actual state of the art technologies, thus creating an integrated system solution which is greater than the sum of its parts.

Wet scrubber

SCR-reactor

Flexible diesel engine

Exhaust gas treatment plant for

marine applications

Wind energy harvesting for ship propulsion systems

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Ro-Pax ferries play an important role in frequently connecting e. g. mainland with islands as well as many different countries across Europe in short international voyages. The total share of Greenhouse Gas (GHG) emissions from Ro-Pax vessels is estimated to be 3,6 % of total GHG emissions from shipping (3rd IMO GHG study 2014).

Ro-Pax ferries typically operate on fixed operating schedules with time shared between sailing, estuary trading, manoeuvring in port and loading/unloading operations. The baseline concept uses a conventional diesel propulsion system using marine diesel oil (MDO).

For the 2025 design concept, an energy recovery system is provided using Organic Rankine Cycle (ORC)-units for exhaust

gas to reduce overall energy consumption during operation. To achieve the required reduction target, a blending of MDO with 20 % Biomass to Liquid (BtL) fuel (produced from farmed wood) has been considered and the total reduction of Global Warming Potential (GWP) is at 18 % for this configuration. Further reduction targets can be achieved by higher share of BtL, however overall energy demand from well to propeller is increased as a trade-off.

By 2050 high power fuel cells are expected to be available for marine applications. The combination of fuels cells with batteries is needed to cover peak loads and to improve the transient behaviour of the fuel cell. With hydrogen produced from renewable energy an overall reduction of GWP by 90 % can be achieved.

AC Leader: Flensburger Schiffbau-Gesellschaft

Application Case RoPax

Ro-Pax Reference Vessel

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• Societal Commitment to decarbonize the power sector• Renewable energy at low cost

• Hydrogen Electrolysis with improved efficiency and at reduced costs

• Liquefaction (central or local)• Distribution• Bunkering

Power GenerationHydrogen Production Infrastructure

On board Integration

Rule Development

• Reduce investment and maintenance for fuel cells and batteries• High space require- ments due to very low ratio of energy content/volume

• Safety of Hydrogen on board passenger ships• Decentralised energy production on board ships

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The inland waterways are getting busier; therefore it is important that an effective, economically friendly solution can be found to transport passengers. The ferries have a dynamic operational profile. The goal of the JOULES project was to gain insight and improve emission predictions using dynamic energy modelling and compare to the static methods, as well as to additionally look into possibilities to find solutions to reduce emissions by implementing advanced technologies.

For 2025, a Compressed Natural Gas (CNG) concept can be developed. This new technology allows the user to replace

the conventional diesel engines with natural gas engines, which can result in up to a 50 % reduction in CO2 emissions. However, this is highly dependent on the performance and development of high speed gas engines. A medium speed duel fuel engine is used as reference during this project in terms of fuel consumption.

In the future (2050) the use of fuel from natural resources would be replaced by a fully electric solution. There are numerous advantages such as increased part load condition performance, more flexibility in control and 100 % emission reduction on board.

AC Leader: Damen

Application Case Urban Ferry

Waterbus sailing on the Nieuwe Maas in Rotterdam

Artist impression of the next

generation waterbus

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Cruise ships are the most complex systems built by humans, autonomous cities on the seas, at state-of-art of both guest experience,

safety and machinery.

Ships will have more and more environment-friendly and energy

efficient technologies.

STX France has developed a tool to simulate the energy grid and air emissions of ships and their equipment: power plant, renewables, heat recovery, propulsion, air conditioning, lights, etc., connected together in a whole ship model, taking into ac-count weather and real cruise conditions so that engineers can select the best options for the ships, and forecast the potential of upcoming technologies.

The model showed an expected reduction of 70 % in Global Warming Potential (GWP) and 100 % of pollutants in 2050 (re-spectively 49 % and 90 % in 2025). All types of improvements are expected to be supported and developed: fuel cells, sails, energy recovery, efficiency, etc.

AC Leader: STX France

Application Case Ocean Cruise Ship

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reverse osmosis

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integration

various hydro

underwater cleaning

solar orc

absorption chillerenergy efficiency

odot

fuel cells

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A River Cruiser is a ship with long harbour times and a large hotel on board. It is designed for navigating in shallow and narrow waters.

The propulsion system of an inland vessel is dimensioned for sailing upstream. Sailing at very low speeds – especially down-stream – cause low engine load with low efficiency of diesel engines.

The strategic approach in JOULES was to develop a system that enables the operation of prime movers in efficient con-

ditions. The DC distribution system reduces the transmission losses.

For 2025, the hotel load will be supplied by fuel cells running on methanol. This will ensure efficient, silent operation in har-bour. The propulsion will be supplied by diesel engines. A DC distribution system enables low transmission losses. Global Warming Potential (GWP) will be reduced by 29 %.

For 2050, a ship system was developed that runs on methanol fuel cells only. A GWP reduction of 94 % could be achieved.

AC Leader: Meyer Werft

Application Case River Cruiser

River Cruiser leaving the shipyard

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2025 concept with fuel cells and Diesel. 2050 concept with fuel cells only.

M

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DC

DC

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PhotovoltaicsHotel

4x Propulsion

Bow Thruster

2050

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DC

DC

DC

DC

PhotovoltaicsHotel

4x Propulsion

4x Diesel Engine

Bow Thruster

2025

Fuel Cells Fuel Cells

Fuel Cells

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A Mega Yacht is one of the top icons of wealth and power. Built to offer the most enjoyable lifestyle and the best entertainment facilities to its guests, it has to provide high performance, though its operational profile calls for long periods of minimal activity.

Since most loads are not simultaneous, the usual choice for large displacement yachts is a diesel-electric configuration,

which allows operational flexibility and an increase in engine efficiency and load sharing. The main goal of JOULES is to study ways to further reduce the loads and to rethink the power generation plant in order to minimize engine emissions.

For 2025 a possible emissions reduction may be achieved by switching from a conventional diesel-electric layout to a DC-grid layout, where generators run at their optimal speed instead of a fixed speed even with low loads. Generators will also be provided with Selective Catalytic Reduction (SCR) units to reduce nitrogen oxide (NOx) emissions.

In 2050 a widespread land-based LNG infrastructure may allow for the installation of much cleaner dual fuel (diesel oil + natural gas) engines. In addition, power consumption by HVAC systems may be reduced by newly studied low solar absorption paints and external coatings.

Supplementing both designs with double-glazed glasses and with a recovery system for condensate water generated by HVAC, the 2025 configuration can achieve a reduction in Global Warming Potential (GWP) of about 3 % and in NOx of about 33 % (assuming a partial use of SCR system, active only while operating inside emission control areas (ECAs)), while the 2050 configuration can achieve a reduction in GWP of about 12 % and in NOx of about 52 %, compared to the most advanced baseline vessel (e.g. already including Marine Gas Oil (MGO) fuel, diesel-electrical, etc..).

AC Leader: Fincantieri

Application Case Mega Yacht

Delivered in 2011, M/Y Serene is considered one of the world’s top-tier mega yachts. Such category of vessels has been used as baseline

for this application case.

Dual fuel arrangement on concept

Mega Yacht X-Vintage

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Tugs are the workhorses of the harbour. They offer a high degree of manoeuvrability and huge amounts of power to assist even the largest seagoing vessels.

Due to the high required capacity, tugs operate a lot of time in part load conditions. This reduces the efficiency of the conventional diesel-direct installation. The main goal of JOULES was to prevent low load operation by the use of electrification.

For 2025 a new innovative hybrid propulsion system is developed. Hybrid propulsion prevents low loading of the main

engines. By utilizing shore connection a significant amount of power can be charged from shore, a big advantage for vessels operating close to shore. This altogether reduces the Global Warming Potential (GWP) emissions by around 30 %.

By 2050 high power fuel cells are expected to be available for marine applications. The combination of fuel cells with batteries results in a highly responsive power train. Due to the fuel cells, local emissions are prevented. CO2 emissions are minimal due to the use of biogas. Overall the GWP is reduced by 80 %.

AC Leader: Damen

Application Case Harbour Tug

Multiple tugs assisting a large container vessel

ASD Tug 2810 Hybrid propulsion drive-line

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Dredging vessels have high levels of installed power in order to meet the challenging power demands of some dredging work. Intense load peaks are characteristic of the dredging process, as the excavation and hydraulic transport of the soil are intrinsically variable. This requires a robust power supply that can cope with load variations and has a fast load response.

Further, dredgers often work near the coast and therefore emissions and noise can be an issue. So, there is a need to search for clean power supply technologies that produce low noise levels in order to ensure the ship owner can continue his operations even in the most environmentally sensitive areas.

The 2025 concept introduces a combination of liquefied natural gas (LNG) as fuel and a hybrid power supply. This ensures the peak load capabilities are met with the minimum

installed power and it leads also to fuel saving and the lowest emission levels with existing technology for this type of vessel. The installed power could be reduced by 20 % by integration of the dual fuel prime mover and a flywheel. Moreover, the Global Warming Potential (GWP) could be reduced by 26 %.

The 2050 concept is a hybrid fuel cell powered vessel, which is unmanned. The fuel choice is hydrogen, as it is expected that all technologic and economic challenges have been solved by then, and this clean energy carrier has become an important player in the future fuels portfolio. The choices of power supply and elimination of crew lead to an expected reduction in installed power by 40 %, compared to the baseline case, as well as 75 % reduction in GWP. The simulation results show that both the 2025 and the 2050 concepts have the potential to far exceed the Greenhouse Gas (GHG) emission reduction goals established at the start of the project.

AC Leader: IHC MTI

Application Case Dredger

Dredging vessel at work

CCM flywheel, which allows 20 % reduction in

installed power in a dredger, when combined

with a dual fuel engine.

Hygear fuel cell systems, one of the possibilities

for the maritime industry. The system was built

with funding from the FCH-JU under the project

PURE (GA303457).

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Each country around the world operates its own fleet of Offshore Patrol Vessels (OPVs) either under the Navy flag, the Coast Guard flag or any Governmental or Public Agency flag. In the maritime market, there is a growing demand for OPVs, because they are capable of performing a wide variety of missions (fishing vessels surveillance, environmental protection and duties, law enforcement, security missions and control including the protection of maritime traffic as well as some other applications). OPVs are usually operating near the coast, which are high sensitive areas with regard to environmental issues. Therefore the impact on the environment assessment needs special consideration and is highly recommended for this type of vessels.

Usually the OPV operating profile has a significantly high percentage of low speed operation. This operating profile makes the installation of a propulsion system to suit the varying loads to meet diverse operational requirements attractive e.g. hybrid drives combining two modes of propulsion, effective both at low and full speed. For low speeds, like electric propulsion, it may be easier to implement clean technologies and therefore an open field for Research and Development is foreseen.

A cost effective hybrid propulsion system with improved efficiency is developed for 2025. Innovative technologies such as electrical

storage systems, shore connections and waste heat recovery systems are implemented in ship model designs in combination with alternative fuels (LNG; CH4) for diesel engines as power generators. This ship model finally enables 20 % and more Global Warming Potential (GWP) reduction.

The 2050 hybrid propulsion system is enhanced with the foreseen development of high power density electric machines, electric storage systems and fuel cells. Additionally alternative fuels (LNG; CH4) and renewable energy complement the ship model to reach an overall GWP reduction of more than 65 %.

AC Leader: Navantia

Application Case Offshore Patrol Vessel

Benchmark Offshore Patrol Vessel

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CON

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Solar Cell

WHR

WHR

EES

PTO

PTI

Fuel Cell

Engine

PTO

Hyd

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POWER MANAGEMENT

SYSTEM

Power Take In

Electric Storage System

Power Take Off

Waste Heat Recovery

PTI

EES

hotel

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Number

Fuel

Con

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Diesel/Dual FuelEngine

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Seismic Vessels are highly specialized Offshore Vessels to support the exploration of oil and gas fields worldwide. These vessels typically have very high requirements on sea endurance and very specific operating profiles including various modes like transit, seismic at half or full load. The reference vessel is a complex vessel with a diesel-electric propulsion concept using Marine Diesel Oil (MDO) as fuel.

For 2025 an energy recovery system is provided using an Organic Rankle Cycle (ORC) unit for exhaust gas to reduce the overall energy consumption during operation. To achieve the required reduction target, a blending of Low Sulphur Marine Gas Oil (LSMGO) with 40 % Biomass to Liquid BtL-fuel (produced from farmed wood) has been considered and the

total reduction of Global Warming Potential (GWP) is expected to be 37 % for this configuration.

The higher 2050 reduction target has been achieved using a higher blending ratio (60 %) between Synthetic Diesel based on BtL production process and LSMGO. With this concept, approximately 55 % reduction in GWP could be achieved. However it must be guaranteed that the fuel production based on biomass does not conflict with other concurrent land use like food production or forestation which can be achieved on a larger scale.

Another solution could be the use of Synthetic Diesel on Power to Liquid (PtL) basis as drop-in fuel instead.

AC Leader: Flensburger Schiffbau-Gesellschaft

Application Case Offshore Support Vessel

Reference Vessel for Offshore Support Vessel

No interference accepted with use of cropland, other gras and for food production or deforestation.

Gasification andFischer Tropsch-Synthesis with improved efficiency and at reduced costs.

Existing infrastructurecan be used withoutany limitations.

Development of new diesel engines to cope with any ratio of drop-in synthetic diesel into the supply chain.

Feedstock from renewables

Production of BtL Diesel Infrastructure

On board Integration

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Arctic cargo vessels ensure the reliable seaway connections for business even in winter. They are designed to cope with harsh ice conditions and have more machinery power available than other non-ice classed cargo vessels.

The main goal of JOULES was to design novel arctic cargo vessel concepts, which can reduce the emissions, measured in the Global Warming Potential (GWP) Index (CO2 (Eq.)/ annual TEU*km), compared to baseline design by at least 20 % by 2025 and by more than 40 % by 2050.

For 2025 an upgrade to the baseline design was regarded as practical. The main features of this upgrade were open water bow, WHR system and increased cargo capacity. In addition a number of minor energy efficiency initiatives such as energy

efficient reefers, LED lighting, and VSD controlled sea water cooling pumps were included in the design. These altogether reduced the GWP Index by 21 %.

For 2050 a completely new ship concept with dual fuel machinery was developed. The main features of this design for reducing emissions and energy consumption are open water bow, waste heat recovery (WHR) system, liquefied natural gas (LNG) as a fuel, and increased cargo capacity. In addition energy efficient reefers and LED lighting were included in the design. This design reduced the GWP Index by 56 %.

AC Leader: : Meyer Turku

Application Case Arctic Cargo Vessel

Baseline Design - MS Norilskiy Nickel - 648 TEU Arctic Container/Cargo Vessel

The Next Generation Design - 1970 TEU

Arctic Container Vessel

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Cargo vessels in the liner trade are ships with a very well-known and predictable operational profile. Knowing this and the fact that these vessels often sail in open seas, leads to a perfect match with the implementation of wind assistors. The benefits are obvious when looking at the degree of assistance from wind assistors, but the other benefit which is valuable in this research is the degree of fidelity due to a constant sailing and environmental pattern.

The obvious advantage in these cases of a wind assisted cargo vessel has been investigated through the JOULES project. An early stage selection criteria procedure made it possible to analyze several technologies (such as Dyna-rig sails, Kites, Windmill, Turbo sails,..) together with analytical tools from the Delft University of Technology, and the results are promising looking at the validity and the ability to implement.

For the 2025 design, a conventional cargo vessel has been used to implement a so-called Flettner rotor in order to see the benefits of the wind propulsor only. This technology had a result of 28 % less Global Warming Potential (GWP). This great amount of reduction was the main drive for further research.

For the 2050 design, the Flettner rotor was explored in greater detail, such as the possibility to combine specific wind assistors such as a windmill to the rotor, together with an autonomous, hydro- and aerodynamically optimized hull. The results from the implementation of these technologies lead to a GWP reduction of 82 %.

AC Leader: Damen

Application Case Wind Assisted Cargo Vessel

Artist impression of the advanced design.

Artist impression of the

next generation design.

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Summary of Application CasesWithin JOULES, 11 application cases have been developed and assessed in a joint effort between component and system suppliers, research and knowledge institutes, system integrators and shipyards. Information on components was transferred digitally in the form of simulation models. This innovative way of working through digital data sharing has enabled the involved shipyards to make holistic simulation models of the entire ship’s energy grids which gained them novel insight and enabled them to optimize the overall energy usage and therefore the produced emissions. Moreover, this joined effort resulted in drastic improvements in the capabilities of European shipyards and maritime suppliers to co-develop and design energy efficient ships and ship systems. This new way of working is future-proof and flexible to adapt to technologies that will emerge in the future.

All next generation concepts are based on electrical power distribution on board ships in various configurations. In some cases, where the operating profile allows for charging batteries from renewable shore based energy, the Battery Electric Ship

is the preferred option. Most other options are Fuel Cell Electric Ships or hybrid ships with conventional internal combustion engines as the primary energy converter combined with fuel cells. Only two applications will rely on conventional fossil fuel, classified as ICE-ES. Sail Assisted Electric Ships complement the various investigated design concepts.

Near term reductions of Global Warming Potential (GWP) can mainly be achieved by applying energy grid simulation, various energy recovery systems as appropriate and increasing efficiency of primary energy converters. In some cases gradual improvements will also significantly contribute to the reduction of energy consumption and related reduction of GWP. Long term massive reductions of GWP needs the uptake of sustainable fuels produced from renewable electrical energy at the trade-off for higher costs and additional energy required to produce these sustainable fuels compared to fossil fuels. In some cases gradual improvements will also significantly contribute to the reduction of energy consumption and related reductions in GWP.

High Level Results Advanced (2025) Design and High Level Results Next Generation (2050) Design

Rene

wab

les

Prim

ary

Conv

erte

rs

Seco

ndar

y

Conv

erte

rs

Ener

gy

Stor

age

Syst

ems

Syst

em In

tegr

atio

n

Alt

erna

tive

Fue

ls

Oth

er m

easu

res G

WP

Redu

ctio

n

Win

d

Sola

r

Die

sel E

ngin

e

Gas

Eng

ine

Gas

Tur

bine

Fuel

Cel

l

WH

R Sy

stem

s

Batt

ery

Flyw

heel

Proj

ect

goal

Resu

lt

achi

eved

2025

ROPAX 20 % 18 %

Urban Ferry 25 % 50 %

Ocean Cruiser 40 % 47 %

River Cruiser 15 % 29 %

Mega Yacht 15 % 6 %

Tug 20 % 28 %

Dredger 25 % 26 %

OPV 20 % 20 %

OSV 20 % 37 %

Arctic Cargo 20 % 21 %

Wind assisted 35 % 28 %

2050

ROPAX 80 % 90 %

Urban Ferry 70 % 100 %

Ocean Cruiser 70 % 70 %

River Cruiser 80 % 94 %

Mega Yacht 30 % 17 %

Tug 40 % 87 %

Dredger 40 % 80 %

OPV 40 % 59 %

OSV 40 % 55 %

Arctic Cargo 40 % 56 %

Wind assisted 50 % 82 %

Colour Code

n/a

1-24 %

25-49 %

50-74 %

75-100 %

22

Summary of Application CasesEconomic Assessment

Besides the validation of different design concepts for ultra-low emission shipping and their technical feasibility, the Joules project also examines the profitability of the design concept to evaluate the market introduction potential. Therefore, in addition to the environmental assessment the life cycle performance assessment also comprises the analyses of the lifecycle costs and revenues.

In general, the application of new technologies leads to higher investment costs, which should be compensated by lower operating costs, mainly energy costs. The financial assessment is based on cost forecasts following the main trends in literature and project internal research. These costs comprise fuel, labour, investments and damage costs from harmful emissions. A common modelling approach was followed to make the assessment comparable, e.g. the start of our innovative ship design is in 2025 and considered to be for 25 years in operation.

Under these common boundary conditions all application cases have been assessed, most of them provide a positive Net Present Value (NPV). While we see already now few of the technologies we analysed being implemented in some ship-types today our

assessment shows that many of these technologies will further wait before being implemented into next generation ships. The reason is that the uncertainties in future fuel price development, the investment cost for new technologies, the reliability and robustness of these new technologies leave the investor with a high risk of failure. Only if these risks can be controlled the green technologies will find their way into the market.

The graph illustrates the different parameters and the related sensitivity of the Net Present Value for an innovative ship design. The steeper the graphs the stronger the influence. In this example NPV reacts most sensitive on investment costs and revenues. If e.g. the anticipated costs for the innovation increase by 50 % the NPV will drop by 33 %. Or if the revenues drop by 25 % due to failure of the new technology the NPV will drop by 58 %. Other examples show that the variation of the fuel cost prediction has the biggest impact. It is therefore necessary to validate the results against the actual developments and related forecasts. Probable changes in legislation need to be considered as an additional uncertainty. It is recommended that a sensitivity analysis be performed for each particular case to ensure that the decisions are robust against a certain bandwidth of changes in future cost schemes.

125 %

100 %

-50 %

25 %

-125 %

75 %

-75 %

0 %

-150 %

50 %

-100 %

-25 %

-175 %

-200 %-100 % 25 %-75 % 50 %-50 % 75 %-25 % 100 %0 % 125 % 150 % 175 % 200 % 225 %

NPV - Tug 2025

Discount Rate

Operating Costs

Investment Costs

Fuel Cost

Operating Revenues

23

Within the JOULES project a range of validation experiments were performed. The purpose of these experiments was to gather data which could be used to validate the simulation models as developed within the project.

The table below gives an overview of the validation experiments that were carried out. They range from component level experiments (flywheel experiment) to ship level experiments involving many different components (hybrid tug experiment). The validation experiments did help with understanding how “well” the JOULES component models reflect reality. They did also help to calibrate unknown model parameters, and in some cases even revealed where to improve the product.

Validation Experiments

Flywheel validation experiment

Hybrid tug validation experiment

Validation experiment Partners Validated component models

Hybrid tug DAMEN - High Speed Diesel Engine- Electric Machines- Frequency drive- Propulsion generator

On-board measurements “Cabin energy consumption” MWTUHH

- CABIN model

Cruise ship electrical consumers STX-Fr - Electrical power consumption trends

Methanol Powered HTPEM Fuel Cell System TUHH, MW - Methanol powered High Temperature fuel cell

Validation experiments for flywheel simulation model test program

CCM - Flywheel

Hybrid drive test setup MTI - Electric motor

© C

CM

© D

amen

24

The modelling process was crucial for the JOULES project and required a close work-ing relationship between modelling specialists from universities and the marine industry. In the first stage of the project, the requirements from the shipyards were es-tablished. The high number of components that needed to be modelled and the com-plicated interactions between them required an inter-face matrix to be creat-ed. This matrix collated the different groups of variables provided by the shipyards to be used as inputs for the models, showing at the same time the outputs from some models that could be used as inputs for other models.

Once the required component models were defined, as well as their inputs and outputs, a group of model suppliers composed of people leading the knowledge in each one of the required fields, developed a set of models matching the requirements of the project.

Since many different partners are involved in providing and using models in a large joint research project like JOULES, the implementation of a quality assurance (QA) process was para-

mount. Within this QA process (see picture below), verification and validation of

component models is carried out, as well as checks on robustness,

ease of use, documentation, exchangeability and system integration capability. From an academic point of view the modelling cycle is visu-alized in the figure on the left [Schlesinger, 1979].

The challenge for the model evaluators within JOULES was to ensure that the verifi-cation and validation

was carried out systematically, while ensuring traceability of simula-

tion models throughout the QA process.

Traceability was ensured by implementing a dedicat-ed JOULES component database, including a traffic light system, which gives a visual impression of model status. The end result is a well filled net-based database of verified and partly vali-dated models including documentation on component model background and usage. In conclusion, the JOULES component database provides a joint European R&D library of component models and tools for students and researchers to examine the capabilities of hybrid marine engineering configurations and assess their environmental footprints.

Quality assurance, uncertainty of simulation models and education

MODEL VERIFICATION

MO

DEL

VAL

IDAT

ION MODEL QUALIFICATIO

N

REALITY

COMPUTERIZED MODEL CONCEPTUAL MODEL

Com

pute

r Sim

ulat

ion

Analysis

Programming

Schlesinger, S. (1979). Terminology for model credibility. Simulation, 32(3):103–104.

Model usage causes problems in the AC

Model fails quality checkRequested model cannot be provided

Pre-processing

Modelling requirementsare not fulfilled

Model development

FMU creation fails

FMU creation & uploaded

QA process Application cases

25

The strong participation from industrial members from the ship industry in the JOULES project is very well complemented by academic partners from universities. This has been used as an opportunity to present the JOULES approach and philosophy to students and members of the academic community that are directly related to the naval field. During the course of the project, the annual meetings from the European ERASMUS MUNDUS Master in advanced ship and offshore design (EMSHIP) have been used to present the JOULES project to the public with an academic interest in marine engineering. To present the project, workshops were organized. The audience was mainly composed of students, academics and industrials participating at the event. The main objectives of the activity were to inform the marine community about the activities performed in the frame of the JOULES project as well as presenting the project philosophy and the need to develop more efficient and cleaner vessels, discussing at the same time different manners to achieve those goals. The workshops were led by partners of the project and started with a general presentation of the project. In this presentation, the holistic approach from the JOULES project was presented, explaining at the same time the concepts of ship energy grid and life cycle performance assessment.

Additionally, a description of the different application cases and the emissions goals for the years 2025 and 2050 were presented. Afterwards, different presentations about the innovative technologies to be considered as part of the energy grid from the JOULES project vessels were delivered. The

technologies were presented as means to achieve higher ship efficiencies and emissions reductions. At the workshops, a complete presentation about the implementation of Organic Rankine Cycles for waste heat recovery in ships has been given and used as an example of a technology that could be implemented to achieve the emissions reduction goals. All the presentations were delivered in a successful way and were followed by very enriching and interesting discussions about low carbon shipping.

EMSHIP 2016 in Istanbul

© U

LG

26

Objective

The Marine ORC Demonstrator aimed to measure and quantify the energy efficiency performance of ORC technologies for marine applications.

Development beyond state of the art

A large amount of the fuel energy used on board ships is wasted as heat in the engine cooling network. One solution to reclaim part of this energy and convert it to useful work is via low-temperature heat recovery technologies like the Organic Rankine Cycle (ORC).

ORC systems have proven quite effective in on-shore applications, but their maritime potential is still to be assessed in practice. The JOULES Marine ORC Demonstrator evaluated the performance of a prototype ORC module for use in heat recovery applications from a ship’s main engine jacket water cooling circuit.

Continuous performance measurements at the experimental facility under realistic operating conditions were gathered and combined with advanced simulation tools to demonstrate the extent to which energy efficiency could be achieved with today’s ORC technology. Partners in this effort were DNV GL, FSG and Siem Car Carriers.

Front, back and side views of the

developed marine ORC unit.

© D

NV

GL

Demo Leader: DNV GL

Marine ORC Demonstrator

27

Technical Approach

An ORC unit prototype unit has been developed according to marine standards and consequently obtained an Approval in Principle (AiP). This included:

- Redesign of the ORC so as to meet stringent dimension constraints as in a ship’s Engine Room (2x1x1 m) and modulation of the unit into 3 distinct modules

- Use of materials according to Class requirements - Innovative approach has been developed, this included the

creation of a small power grid decoupled from the vessel’s power system

- Redesigned ORC control/automation system.

Measurements and results

Simulations have been performed in DNV GL COSSMOS with a mean modelling error of 2.5 %. The scope of the simulations included: the evaluation of the life cycle technology impact, the performance assessment at variant conditions, the estimation of its market penetration capabilities, and the suggestion of advancements.

Conclusions

Results* indicate that the fuel cost and cumulative energy demand reduction from the use of an ORC unit of a nominal power of 20 to 300kW would range from 0.2 to 3.3 %.

* At the time that the brochure is printed.

28

Objective

The objective of this demonstrator case was to reduce the en-ergy consumption due to the hotel load by introducing a cabin with very low energy consumption.

Development beyond state of the art

Nowadays cabins are supplied with energy by the ship’s sys-tems. A major part is necessary for air conditioning. Electrical energy is used to extract thermal energy. The supply of energy requires sufficient infrastructure on the ship.

The new approach is to use solar energy rather than expend ener-gy to extract the heat from the cabin. The cabin supplies itself by energy harvesting on the balcony. This reduces both energy loss-es due to transport and the required infrastructure on the ship.

Technical Approach

The cabin’s energy system consists of photovoltaic modules on the balcony, a battery system for the supply at night and a very

efficient air conditioning system. This reduces the amount of energy to be supplied by the ship’s systems. The new supply concept also reduces the required infrastructure on board. The installation of the cabin on board will be less expensive than now. The cabin was designed to be lightweight to compensate for the weight of the additional energy equipment. It is made of composite materials.

Demo Leader: Meyer Werft

Low Energy Cabin Demonstrator

LE Cab window view

© M

eyer

Wer

ft

Autarkic LE Cab

© M

eyer

Wer

ft

Conventional cabin

29

The necessary electrical equipment is located in a cupboard in the cabin. The equipment is designed to harvest and store enough energy during the day and supply it to the cabin over 24 hours. The battery is loaded by the solar cells during the day and ensures the supply during the night.

Measurements and results

• Reduction of electrical consumption in the cabin by 73 %• Reduction of electrical consumption of air conditioning by 74 %• Supply of the remaining electrical consumption by solar

energy with battery storage • Reduction of cabin weight to compensate for the additional

weight of new energy equipment

Conclusions

With the Low Energy Cabin design, the total energy consumption of the cabin could be reduced significantly. The remaining energy consumption can be generated by organic photovoltaic cells on the balcony and stored inside the cabin. The cabin is able to sup-ply itself with electrical energy. The electrical system based on DC

technology allows the direct use of the energy in the cabin without conversion losses. Due to a design that reduces pressure losses enormously, the new air conditioning system consumes a lot less electrical energy than a conventional system. Furthermore it has succeeded in more than compensating for the additional weight caused by the advanced energy technology by using lightweight materials for the cabin hull. It has been shown that there is fur-ther high saving potential in the area of lightweight constructions for cabins. There is still potential for further development.

Power consumption of conventional cabin (left) and LE Cab (right)

LE Cab power electronic

in wardrobe

100 %

90 %

80 %

70 %

60 %

50 %

40 %

30 %

20 %

10 %

0 %conventional LE Cab

fossil lighting

solar TV

AC

© M

eyer

Wer

ft

30

Demo Leader: STX France

Operational Displacement Optimisation Tool Demonstrator

Objective

Ships’ energy consumption mainly depends on the transported weight, its distribution within the ship and the weather condi-tions. Variations from design and optimum configuration are responsible for up to 5 % of hydro losses, sometimes more de-

pending on ships and operating conditions. In this context, Segula Engineering France, assisted by STX France, has developed the O.D.O.T. program (Operational Displacement Optimisation Tool). The objective is to conceive an application which will optimize the volumes of liquids aboard a ship in order to minimize the energy consumption while respecting the stability criteria.

Trim, draught, ballast can affect ship stability and/or efficiency. Is there another way?

© B

ritt

any

Ferr

ies

Deadweight aboard a typical car ferry

28 %

Carg

o (c

ars)

Balla

st

3 %

Swim

min

g po

ols

1 %

Flui

ds in

scr

ubbe

rs

2 %

Exha

ust g

as tr

eatm

ent

7 %

Tech

wat

er

2 %

Mis

c.

4 %

Lub

oil

2 %

Hee

ling

wat

er

8 %

Fres

h w

ater

9 %

Gre

y &

Bla

ck w

ater

1 %

HFO

21 %

MD

O

2 %

Crew

& s

tore

s

4 %

Pass

enge

rs

6 %

0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %

31

Program key features

Easy to learn, accessible with any popular platform on personal or on-board computer.

• Easier interaction with the user, visualization of loading / unloading operations, thanks to the graphical interface.

• Better distribution of the liquid volumes. During a voyage, the amounts of water and fuel in the ballast and tanks are sometimes superfluous or poorly distributed, leading to hydrodynamic drag due to unoptimized draught and trim.

• Proposition of changes to the mass and distribution of ship’s deadweight, to reach a lower fuel consumption, taking as inputs the user defined loading constraints, trip parameters, weather forecast and fuel prices at next ports.

• Ship’s energy consumption calculated from real fuel consumption curves or, if unavailable, from the hull geometry and propulsion, using the Holtrop-Mennen approximation.

• Ship’s intact and damaged stability calculated for each proposed loading scenario to ensure a safe voyage.

• Instant display of calculation results in terms of fuel and monetary gain for a specific trip and, given the ship’s operational profile, in terms of possible financial gains over the course of a year.

Key conclusions and outlook

ODOT was tested on the cruise ferry Armorique (Brittany Ferries), in real conditions. A reduction of propulsion power of 6.7 % was observed by following the program advice. This preliminary result indicates a promising future for this easy-to-retrofit tool, with consequent GHG reduction potential.

© S

egul

a Fr

ance

Illustration of a distribution

of main tanks on a ferry

initial loading

© S

egul

a Fr

ance

calculated required power

find smaller power sufficient for the given speed

define capacities to empty/fill

verify stability criteria

verify longitudinal strength

calculate fuel economy

32

In conclusion, the core results from the JOULES project have been identified as follows:

- Simulation of the energy grid using standardized simulation component models is a suitable way to optimize the overall energy efficiency of ships.

- Known technologies (state of the art and future expected uptake of disruptive technologies) facilitate the achievement of ambitious goals for near and long term reduction of Global Warming Potential (GWP) but further technical improvement is needed.

- Long term massive reduction of GWP needs the uptake of sustainable fuels from renewable electrical energy at the trade-off for higher costs and additional energy required to produce these fuels.

Economic viability of many energy saving technologies to reduce GWP is not achievable with today’s market conditions. It can be concluded that the JOULES project has offered possible future pathways for ultra-low emission in maritime transport which will need support for their implementation in order to safeguard the environment, contribute to averting climate change and to drastically reduce the depletion of natural resources.

As a result of the research work carried out in the JOULES project, the following political actions are recommended by the consortium with the sequence representing their respective urgency:

- Ensure certainty in timetables and requirements of future regulations.

- In case new regulations are needed, a level playing field should be ensured preferably on IMO level.

- Provide a support scheme / incentives for near term uptake of energy recovery systems.

- Sponsor R&D activities to improve efficiency, longevity, costs, weight and space requirements of disruptive technologies e.g. fuel cells, energy storage systems and new energy distribution concepts up to demonstrator level.

- Support cross-sector system analysis to identify the future optimum solution from a macro-economic point of view for future ultra-low emission concepts combining new on board technologies and sustainable fuels.

- Provide a financial support scheme for long term uptake of ultra-low emission sustainable fuels from renewable energy and integration of disruptive technologies in future built ships.

Conclusions and Political Recommendations

Framework for transition to a cost neutral ultra-low emission future

Tech

nica

l Dev

elop

men

t

Today’sbaseline design

2050 - design

Transition-2025 - design

requires

utilises

utilises

Fossil fuel use

After treatment,LNG,electrification,

energy recovery

Electricity from renewables

Energy harvesting

Synthetic fuels

Energy storage

Climate change

Saving the environment

External cost high

System cost low

System cost high

JOU

LES

et a

l.Te

chni

cal

Dev

elop

men

t

Polit

ical

Dev

elop

men

t

External cost low

33

The project has received funding from the European Union

under the 7th Framework Programme (FP7/2007-20013)

under Grant Agreement No. 605190. This brochure reflects

the views only of the author(s) and the European Union

cannot be held responsible for any use which may be made of

the information contained herein.

For more information on the JOULES project,

please visit the project website

(www.joules-project.eu) or contact:

Rolf Nagel

Naval Architect and MBA Sustainability Management

JOULES Project Manager on behalf

of Flensburger Schiffbau-Gesellschaft mbh & CO KG

rolf.nagel@fsg-ship.de

34

Flensburger Schiffbau-Gesellschaft mbH & Co. KG Germany

Damen Shipyards Gorinchem Netherlands

MEYER WERFT GmbH & Co. KG Germany

Navantia S.A. Spain

STX France France

Meyer Turku Finland

FINCANTIERI S.p.A Italy

MAN Diesel & Turbo SE Germany

Wärtsilä Netherlands B.V. Netherlands

Center of Maritime Technologies e.V. Germany

BALance Technology Consulting GmbH Germany

University of Liège Belgium

DNV GL Norway

SSPA Sweden AB Sweden

VTT Technical Research Centre of Finland LTD Finland

Institute for Energy and Environmental Research Germany

Hamburg University of Technology Germany

Delft University of Technology Netherlands

Netherlands Organisation for Applied Scientific Research – Netherlands

Bureau Veritas France

List of partners

35

Caledonian Maritime Assets Ltd United Kingdom

HyGear Fuel Cell Systems B.V. Netherlands

Stichting Maritime Research Institute Netherlands

CETENA S.p.A Italy

CCM Centre for Concepts in Mechatronics B.V. Netherlands

SAFT S.A. France

Aker Arctic Technology Finland

Baleària Eurolineas Maritimas Spain

Aalto University Finland

Compagnia Generale Trattori S.p.A. Italy

Nexans France S.A. France

University of Strathclyde United Kingdom

Technical University of Madrid Spain

MTI Holland B.V. Netherlands

Rolls-Royce Plc United Kingdom

Wärtsilä Finland Finland

Damen Shipyards Bergum Netherlands

RH Marine Netherlands

SEGULA Engineering France