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Green Ship Magazine

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Learn more about how leading and innovative Danish maritime companies work together on reducing air emissions from shipping and shipbuilding.

Learn more about how leading and innovative Danish maritime companies work together on reducing air emissions from shipping and shipbuilding.


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  • 1. Green Ship Magazine Together we make a difference Including summary of ‘Low Emission Concept Ships’ study Learn more about how leading and innovative Danish maritime companies work together on reducing air emissions from shipping and shipbuilding.
  • 2. Danish Minister for economic and business affairs......3 The shipping industry needs ....................................4 Exhaust gas scrubbers .............................................7 Performance manitoring and trim optimization...........8 /RZHU VKLS VSHHGV ZLWKLQ FHUWL¿FDWLRQV......................9 $ ÀRDWLQJ FRROLQJ ODE .............................................11 Being in tune reduces fuel consumption ..................13 ABB turbocharging reduces fuel consumption ..........14 Emission reduction using exhaust gas recirculation .. 15 From complexity to opportunity ..............................16 Low emission ship concept studies .................... 17-24 Without a green consciousness ..............................25 System integration and waste heat utilisation ..........27 Machinery for high-speed LNG-ferries .....................29 Optimization of CO2 HPLVVLRQ DQG IXHO HI¿FLHQF ...... 30 NOX reduction on marine engines ...........................31 A collaboration to help international shipping ..........32 Optimization of pump ............................................33 Printing: Rosendahls, Exhaust gas waste heat recovery............................35 Esbjerg, Denmark (I¿FHQW URXWH SODQQLQJ...........................................36 Circulation: 10.000 Performance monitoring of new silicone antifouling.. 37 Layout: Adding water to the fuel ........................................38 Seapress ApS DK-8270 Hoejbjerg Organisations ........................................................39 Jeanette Løgstrup 2
  • 3. Green Shipping is the future In recent years, sustainability in a climate In Denmark we have learned that and an environmental perspective has successful innovation can only be achieved become an issue of highest priority. This through interplay of cooperation and is an agenda that cannot and should not rivalry. Therefore, it is necessary to bring be ignored. Therefore, I am pleased to together companies, research, innovation see how the Danish Maritime Cluster has and education. That is what the Green combined its forces to act constructively Ship of the Future project is about. and innovatively to make green shipping a reality. The Green Ship of the Future cooperation has embarked on the right course 7KH ¿QDQFLDO FULVLV KDV UHYHDOHG D with a strong focus on near-to-market vulnerable global society. Fortunately, the innovations addressing issues in relation latest developments have shown signs of to climate and the environment. As an recovery thanks to deliberate and well- open cooperation between companies and coordinated global political actions which knowledge institutions, an active platform KDYH FUHDWHG QHZ FRQ¿GHQFH DPRQJ for innovation of new technologies and companies and consumers. This political systems has been created. commitment can be seen as a recognition that global production and trade create The achievements of the Green Ship of wealth for all of us – with shipping and the Future cooperation are a showcase of associated maritime industries as the a vibrant Danish Maritime Cluster offering primary enablers. HQHUJ HI¿FLHQW DQG HQYLURQPHQWDOO friendly products and services. In order to keep focus on the important agenda of sustainable and green shipping With these words I welcome you to the  HYHQ LQ GLI¿FXOW WLPHV  ZH PXVW Green Ship of the Future. WXUQ WRZDUGV LQQRYDWLRQ DQG HI¿FLHQW regulation. Within a foreseeable future, shipping will still be dependent on fossil fuels. We must work hard to develop energy HI¿FLHQW DQG HQYLURQPHQWDOO IULHQGO technologies encompassing shipboard energy production and propulsion of the ship as well as ship operation. What we gain on propulsion and operation will be valid in a non-fossil future. Another important aspect is the work done by the International Maritime Organization, which is the key player in setting regulations applicable for all ships LUUHVSHFWLYH RI ÀDJ , DSSUHFLDWH WKH ZRUN Fotograf: Helle Moos done so far, recognizing that we still have an extensive workload in front of us. The regulations to be set for safe, secure and environmentally sustainable shipping must be goal-based instead of prescribing VSHFL¿F VROXWLRQV 6XFK UHJXODWLRQ FUHDWHV DPSOH URRP IRU LQQRYDWLRQ RI QHZ HI¿FLHQW Lene Espersen technologies and operational standards. Danish Minister for Economic and Business Affairs 3
  • 4. The shipping industry needs Green Ship of the future Almost 90 % of the world trade is carried by ship and for the Ships are the most environmentally friendly form of vast majority of this trade there is little or no alternative to transportation. Still, with 90 % of the world trade being transport by ship. It is estimated that 2.7 % of the global CO2 transported by ship, it is inevitable that shipping contributes emissions come from international shipping. to unwanted emissions from transportation. The Danish maritime cluster is very aware of this and has a strong focus The environmental policies of the Danish shipping companies on making waterborne trade even more environmentally should be seen as a long term strategy to reduce energy friendly than it already is. FRQVXPSWLRQ DQG LPSURYH HQHUJ HI¿FLHQF 7KH 'DQLVK PHUFKDQW ÀHHW LV DPRQJ WKH PRVW HQHUJ HI¿FLHQW LQ WKH ZRUOG Danish maritime manufacturers have been developing due to its young age and the focus Danish shipping companies WKHLU SURGXFWV LQ HQYLURQPHQWDOO EHQH¿FLDO GLUHFWLRQV have for many years had on investments in new technology. for many years. The main thrust is towards reducing the energy requirement of ships and the environmental impact The Danish Shipowners’ Association would like to see of the production process and of the vessels themselves. international regulation adopted by the International Maritime We continue to develop still more environmentally sound Organization, IMO. Only IMO can guarantee international solutions, and recent efforts have been focused on UXOHV WKDW DSSO WR DOO VKLSV UHJDUGOHVV RI ÀDJ DQG WKLV LV RI mitigating the climate effects paramount importance to avoid distortion of competition in a global industry. Members of Danish Maritime develop equipment of many types from main engines to lifesaving equipment or The Danish Shipowners’ Association believes that the merchant scrubber systems. Most are major producers and front ÀHHW ZLOO EH DEOH WR LQFUHDVH LWV HI¿FLHQF E DW OHDVW  E line developers. Their products are universally available 2020. Green Ship of the Future is a very important instrument DQG FRPSHWLWLYH DOO RYHU WKH ZRUOG ,W ZRXOG EH GLI¿FXOW because only by close cooperation within the industry can we WR ¿QG YHVVHOV WKDW GR QRW FDUU 'DQLVK HTXLSPHQW RU achieve this target. Green Ship of the Future is a vital platform engines. This implies that improving Danish products will for the entire maritime industry when testing and developing reduce emission from vessel all over the world. This brings new products, and the entire industry sends a strong signal on a very important responsibility to ensure that modern when working closely together in research and development – environmentally friendly equipment is available. DQG DW WKH HQG RI WKH GD WKH HQWLUH LQGXVWU ZLOO EHQH¿W IURP Green Ship of the Future. The Danish maritime cluster wishes to play an important role in designing and developing environmentally Danish shipping companies are doing their part and expect responsible products that minimize emissions. With Green especially transport buyers to also focus on climate friendly Ship of the Future the Blue Denmark is making an extra transport solutions. effort to protect the climate and environment. Jan Fritz Hansen, Executive Vice President, Michael Prehn The Danish Shipowners’ Association Deputy director 4
  • 5. Green Ship of the future Reducing emissions is not achieved simply by reducing the total transportation by ship. Growth in consumption and economy and a growing need for transport services with a greater share of transportation by sea brings about a need for more shipping. In recognition of the ecological responsibility nested in the maritime industry, a group of private Danish maritime companies – including market leaders such as Aalborg Industries, A.P. Moller-Maersk, MAN Diesel and Odense Steel Shipyard – has initiated Green Ship of the Future with the primary objective of developing and demonstrating green technologies within shipping and shipbuilding. Green Ship of the Future is a unique cooperation in which companies across the Danish maritime industry join forces in order to develop strategies to reduce CO2 by 30 %, SOX by 90 %, NOX by 90 % and particulate emissions from both existing ships and newbuildings. Participation is open for all Danish companies and organisations that meet the condition of being able to demonstrate a technology for reduction of air emissions within one of the four focus areas: machinery, propulsion, operation and logistics. Combining forces Many elements are coming together in Green Ship of the Future: research, development, demonstration, innovation, education, training and GLVVHPLQDWLRQ RI NQRZOHGJH 0DQ ¿HOGV RI NQRZOHGJH DUH LQYROYHG VXFK DV systems for recycling heat energy, optimization of the hull, propellers and rudders, optimization of the draft and speed for a given route and arrival time and monitoring the fouling of hulls and propellers. Engine technology is an HVVHQWLDO IDFWRU IRU DFKLHYLQJ WKH SODQQHG EHQH¿WV This unique initiative is met with great interest all over the world. In July 2009, Green Ship of the Future received the International Environmental Award from the Sustainable Shipping organisation for being the most environmentally friendly shipping initiative. Since its foundation, Green Ship of the Future has experienced great success. From the starting point with four project partners, the group of companies has expanded dramatically and today consists of 23 dedicated project partners. The typical partner has its main business within the maritime industry, but also universities, interest groups and national authorities support Green Ship of the Future – underlining the impression that together we really do make a difference. 5
  • 6. When it comes to the sea the sky’s the limit www.clipper-group.com Green Solutions Aalborg Industries is the market leading manufacturer of highly ef- ficient and environmentally friendly equipment for the maritime market. Our green solutions encompass: „ M.E. Exhaust gas scrubbers „ Ballast water treatment „ Waste Heat Recovery „ Superheater for aux. boilers „ Cooling System for LNG „ MGO burner modifications greentech@aalborg-industries.com „ Economizer after aux. engines www.aalborg-industries.com WE WOULD NEVER SOIL NATURE L T R EVEN THOUGH NATURE H U H OFTEN SOILS US. E IS 6
  • 7. Exhaust gas scrubbers The scrubbing process in the Aalborg Industries system consists of three stag- HV $W WKH ¿UVW VWDJH WKH H[KDXVW JDV o The future international regulations is cooled from approximately 350 C to o regarding sulphur emissions from 160-180 C in a conventional exhaust gas ships imply that low sulphur fuel economizer that uses the extra heat in should be used in the future; other parts of the system instead of just however, exhaust gas scrubbers wasting it. At the second stage, the ex- are allowed as an alternative to haust gas is treated with a special ejector. actually lowering the fuel sulphur Here the exhaust gas is further cooled by Olav Knudsen from Aalborg Industries content. injection of water removing the majority explains, ‘During the winter of 2008/09, of the soot particles. Finally, the exhaust a comprehensive range of tests was car- Scrubbers can be used for washing the gas is led through an absorption duct ried out together with MAN Diesel in their exhaust gas from the main engine and where the exhaust gas is sprayed with test facility in Holeby, Denmark. The test can, in principle, be compared to a large water and thus cleaned of the remain- proved that we are able to remove almost shower cabinet placed in the funnel of ing sulphur dioxide. To prevent visible 100% of the sulphur from the exhaust gas the ship. With Aalborg Industries’ newly condensation and corrosion, the exhaust and up to 80% of the particles. In June developed scrubbing system, it is pos- gas is subsequently reheated before be-  RXU ¿UVW VFUXEEHU LQVWDOODWLRQ ZDV sible to reduce the sulphur emissions to ing discharged through the funnel of the supplied and installed on a DFDS Ro-Ro a level as low as if low sulphur fuel oil ship. cargo vessel and in late 2009, we expect was used. But because low sulphur fuel to complete the installation and make the RLO KDV D VLJQL¿FDQWO KLJKHU FRVW SULFH LW Extensive testing commissioning on board the ship.’ PDNHV JRRG ¿QDQFLDO VHQVH WR XVH VFUXE- The scrubbing system has undergone bers to clean off the exhaust gas and extensive testing with good results. thereby continue using heavy fuel oil. The method 7KH PDMRU HQYLURQPHQWDO EHQH¿W IURP the scrubbing system developed by Aal- borg Industries is that both seawater and freshwater mixed with caustic soda can be used for the scrubbing. This makes the scrubbing process more environmen- tally safe than using chemicals to clean the exhaust gas of emissions. Project facts Category: Machinery Emission reductions: CO2 3 % (compared to converting +)2 WR 0*2 LQ UH¿QHULHV
  • 8. SOX 98 % PM 80 % Partners: Aalborg Industries A/S MAN Diesel DFDS 7
  • 9. Performance monitoring and trim optimization The ship resistance and the ship’s After building a scale model of the trim are closely connected to CLIPPER tanker, it was tested in FORCE Project facts each other. When the ship has the Technology’s towing tank. To obtain data right trim, the water resistance is for the trim matrix, a series of tests was at a minimum, and so is the fuel performed in the normal operation range Category: Operation consumption. A project by CLIPPER of the vessel. During the tests the vessel GROUP and FORCE Technology will speed, propulsive power, sinkage and Emission reductions: uncover the potential fuel reduction trim were measured. More than 100 test gained by sailing at optimum trim. points were evaluated in the operation CO2 3% range. NOX 3% The purpose of the project is to SOX 3% demonstrate the fuel reduction when the Full-scale validation ship is trimmed correctly and to validate In order to validate the test results, the Partners: SeaTrim as a tool to achieve this fuel SeaTrim application has been installed on CLIPPER GROUP reduction. The ship used in this project six of CLIPPER’s chemical tankers. In the is an L-Class chemical tanker owned and coming period, SeaTrim will be used to FORCE Technology operated by CLIPPER GROUP. optimize the tankers’ trim and measure their fuel consumption. How to trim correctly Before SeaTrim was implemented on SeaTrim is one of the advanced tools board the six CLIPPER vessels, a desktop in the SeaSuite portfolio from FORCE study of the saving potential was made. Technology. SeaTrim is based on a trim The study looked at the history of one of matrix where the optimum trim can be the six vessels regarding the trim and the read as a function of displacement and ship’s speed. The desktop study showed ship speed. The SeaTrim application that there was a potential for fuel oil gives the ship operator a graphical saving in approximately 80% of the sea SUHVHQWDWLRQ RI WKH LQÀXHQFH RQ WKH IXHO voyages. consumption as a result of a change to trim and draught. Kaj Pilemand from CLIPPER Group In order to uncover the full potential says, ‘Even though we have very skilled of SeaTrim, FORCE Technology´s Starting in model scale crew on board our vessels, there is performance validation tool SeaTrend ‘The most accurate and controlled way to always room for improvement’, and he is installed on board the six ships. This obtain information about the propulsive continues, ‘With fuel oil consumption program will monitor and validate the power requirement for a ship is to build of 2.800 tons per year/ship, even small performance of SeaTrim. The results of a scale model and test the model in our savings percentwise are welcome – This the project will be known in approximately towing tank,’ says Rasmus Carstens, is healthy both for the environment and one year when the full scale data have project manager on the project at FORCE for business’. been analysed. Technology. 8
  • 10. Lower ship speeds ZLWKLQ FHUWL¿FDWLRQV Ships are designed for certain are reduced. the main engine power will decrease speeds. For a large range of ships, The second solution is cutting out the approximately from 77% to 56% load. the required ship speed is declining turbocharger which is possible on ships The lower ship speed will cut emissions due to increased focus on fuel oil with multiple turbocharger engines. by 25% per sailed nautical mile. The consumption and CO2 emissions. This solution has a wider scope as it is additional decrease of CO2 emissions Also, the present slow-down in possible to gain larger reductions of fuel due to the optimized engine operation the world economy has further consumption than by using low-load with turbocharger cut out will reduce CO2 increased the demand for lowering mode on electrically controlled engines. emissions by another 3%. ship speeds. Furthermore, turbocharger cut out can be used on both electronically controlled A large part of the main propulsion engines and mechanical engines. This Project facts engines installed on large ocean-going increases the possible reduction of ships are low-speed two-stroke diesel exhaust gas emissions as most ships Category: Machinery engines. These engines are designed for today are propelled by mechanical a certain power output corresponding engines. to the ship’s speed. As the propulsion Emission reductions: power demand decreases, changes to The method of turbocharger cut out works CO2 engine components and adjustments are by turning off one of the turbochargers NOX EHQH¿FLDO IRU WKH LPSURYHPHQW RI IXHO RLO and closing one of the throttles. This SOX consumption, lowering of CO2 emissions FDXVHV WKH HQJLQH WR UXQ PRUH HI¿FLHQWO and for improvement of the overall and in combination with reduction of the Partners: performance of the engine. This will lead ship’s speed, fuel oil consumption and A.P. Moller-Maersk to optimized low-load operation of the CO2 emissions are reduced. MAN Diesel engine. However, the changes affect the Turbocharger cut out is already HQYLURQPHQWDO FHUWL¿FDWLRQ RI WKH HQJLQH implemented within the current especially with regards to NOX emissions. FHUWL¿FDWLRQ RQ WKH $3 0ROOHU  0DHUVN 8.000 TEU container ship Maersk Salalah When a ship engine is manufactured, it with a MAN B&W 12K98ME main engine. XQGHUJRHV D FHUWL¿FDWLRQ WHVW LQ RUGHU WR Tests on the ship shows that by lowering assure that emissions are within the IMO the ship speed from 24 knots to 22 knots, regulation limits. When making changes on an original engine, it is necessary to UHQHZ WKH FHUWL¿FDWLRQV ZKLFK LV D WLPH consuming and costly affair. 7KHUHIRUH WKLV SURMHFW WULHV WR ¿QG solutions for low-load optimization of the H[LVWLQJ YHVVHO ÀHHW ZLWKLQ WKH FXUUHQW FHUWL¿FDWLRQV Low-load sailing and turbocharger cut out Many different possibilities have been investigated, and the two solutions with the greatest potential have been further GHYHORSHG 7KH ¿UVW VROXWLRQ LV VDLOLQJ WKH ship at low-load mode which is possible for electronically controlled engines. Ship engines are constructed to have optimal fuel consumption at a certain speed. By sailing at low-load mode with electronically controlled engines, this optimum is reached at far lower speeds than normally. By doing so, the consumption of fuel and air emissions 9
  • 11. Mols-Linien – The Floating Kattegatbridge introducing The High-Speed Ferry of the Future 2 2 Mols-Linien A/S supports development of new and better 0HPEHU / :- -6 ;0 1 8 technology in cooperation with Green Ship of the Future. RI 7 . <0 - .=<= :- www.mols-linien.dk · Phone +45 89 52 52 00 Your short cut through Denmark ABB Turbocharging. Setting a new standard. ABB Turbocharging introduces the all-new A100 turbocharger generation as a significant step in the devel- opment of single-stage, high-efficiency, high-pressure turbocharging. Three A100 series set a new standard with highest compressor pressure ratios for the high-speed and medium-speed diesel and gas engine segments as well as highest efficiency at high pressure ratios for low-speed diesel engines. For further infor- mation please contact ABB Turbo Systems Ltd, Baden /Switzerland. www.abb.com/turbocharging DANSK TEKNOLOGI Produktionsaktieselskab 24 Østre Teglværksvej, DK3450 Allerød Phone: +45 48135000 ˜ www.dansk-teknologi.dk WORLD CLASS INNOVATION x Product development x 800+ successful projects x Cleantech innovation x From idea to detailed implementation x Manufacturing systems x Outstanding track record x Development and x Clients are top 2 world leaders e.g. installation of SCR-systems Airbus, A.P. Møller-Mærsk, Grundfos 10
  • 12. $ ÀRDWLQJ cooling lab Large amounts of electric energy On the 7,000 TEU container ship Gudrun Long-term gains are consumed when cooling water is Maersk, this should generate 980,000 The long-term goal of the project is to pumped to cool components in the kwh/year energy savings which equal provide a decision package that scopes engine room. A.P. Moller - Maersk 235 tons fuel oil and 731 tons CO2 a out different possible improvements and targets the potential savings with a year. The energy savings are estimated in their impact on ship economy as well as project set to scope out best prac- a master’s thesis from Aalborg University, the environment. The calculated savings WLFHV IRU UHWUR¿W DQG EXLOGLQJ RI QHZ ZKLFK KDV EHHQ FRQ¿UPHG E FRROLQJ VV- are based on the simple constant pres- ships. Therefore, a 3 year industrial tem simulations based on data collected sure system which will be used in the Ph.D. at Aalborg University will turn by the A.P. Moller – Maersk Ship Perfor- beginning as it is a safe and predictable *XGUXQ 0 UVN LQWR D ÀRDWLQJ FRRO- mance System, MSPS. In addition to the option. The project partners expect to in- ing lab in pursuit of the perfect cool- HQYLURQPHQWDO EHQH¿WV WKH SDEDFN WLPH crease savings with more advanced and ing solution for the 21st century. for the shipowner will be less than 2 years. VHOIWXQLQJ FRQWURO DOJRULWKPV 7KH ÀHHW roll-out decision package is expected to The cooling system is a key component in Keeping cool and stable evolve over time as more knowledge and the ship’s safety, and the main challenge In order to obtain these savings, vari- experience is gathered. is to keep the low temperature cooling DEOH IUHTXHQF GULYHV 9)'
  • 13.  YDOYHV DQG system stable. Today, a cooling system is smart control algorithms need to be driven by a constant speed pump which implemented. VFD’s and valves are al- ensures a stable temperature when used ready off-the-shelf items but safe and WRJHWKHU ZLWK PL[LQJ FLUFXLWV DQG ¿[HG energy-optimal control algorithms for ÀRZ UHVWULFWLRQV 8QIRUWXQDWHO E XV- ships have not been developed yet. ing a constant speed pump, the cooling The cooling system is a key component system is running at an overall higher in the ship’s safety, and the main chal- capacity than needed. By changing from lenge is to keep the low temperature constant speed pumps to variable speed cooling system stable. Therefore, an in- pumps, the energy consumption will be dustrial Ph.D. at Aalborg University will reduced, and at the same time the need focus on combining fault tolerance and for mixing circuits will be removed. Fur- robust control with self optimization. thermore, the use of valves on subsys- WHPV ZLOO UHSODFH WKH QHHG IRU ¿[HG ÀRZ restrictions. Project facts 200 180 Category: Machinery 160 Power savings [kw] Emission reductions: 140 15C Seawater CO2 120 20C Seawater NOX 100 24C Seawater SOX 28C Seawater 80 Partners: 32C Seawater 60 A.P. Moller-Maersk 40 Odense Steel Shipyard 20 - 0 20 40 60 80 100 Main engine power [%MCR] 11
  • 14. APV Global Marine Water Desalination Unit Plate Heat Exchanger Up to 60 T/24 Hours Multitude of plate designs Single stage plate type Patented corner lock Stainless steel vessel Patented easy-clip gaskets Steam injection In-line filter UV & re-hardening filters Platinvej 8 6000 Kolding - Denmark Phone: +45 70 278 444 E-mail: marine.kolding@apv.com www.apv.com 6 9 ( 1 ' % 2 5 * , 1 7 ( 5 1 $ 7 , 2 1 $ / 0 $ 5 , 7 , 0 ( $ & $ ' ( 0 < - a mil ahead... mile SIMAC offers maritime education programmes that meet the standards of Quality Shipping We provide our students with a solid foundation for becoming future leaders in the maritime world through a modern, value based, quality assured and internationally recognized education at B.Sc. level. 6,0$& ‡ *UDDHVYHM  6, ,0$& * M '. 6YHQGERUJ 3KRQH    ‡ PDLO#VLPDFGN 3KRQH   Read more on simac.dk – or call us for further information DTU creates climate change solutions We need climate change technology and solutions that international universities and companies. We have 6,000 can transform the society into a low-carbon economy. dedicated students, who are preparing themselves for As a top-level university, DTU is committed to finding the future and 4,500 staff members, who share the these solutions. Our unique know-how of the technical common goal of providing education, research, public and natural sciences is in high demand through-out the sector consultancy and innovation in order to increased world. We also collaborate with leading national and growth and welfare. Read more on www.dtu.dk 12
  • 15. Being in tune reduces fuel consumption Auto-tuning ensures that the com- years of engine running. In comparison, ed 2 million tons. This is equivalent to bustion process of a MAN Diesel a standard car engine will, in its lifetime, 5 million tons of CO2, or about 10% of engine is always optimized. This al- not run much more than a total of one the total annual Danish emission of CO2. lows for continuous adaptation to year. wear, changed fuel properties and The developed engine control system 5HWUR¿WWLQJ ZLWKRXW GRFNLQJ operating conditions. The result is a constantly monitors and compares the The Auto-tuning system is simple to install, reduction of fuel consumption, CO2 measured combustion pressures to the DOVR DV UHWUR¿W RQ YHVVHOV DOUHDG LQ VHU- emissions and particulates. reference value. Hereafter, the control vice. Installation does not require docking system will automatically adjust the ti- but can be done while in normal service. Today, tuning of the engine performance ming of the fuel injection in accordance is a process done manually by the ma- with the deviation between the measured Pay-back time is estimated to 5 - 20 rine engineer. Typically, it takes some value and the reference value. This is months of operation, depending on en- hours once a month or whenever re- done in order to reach the optimal com- gine size and operation schedule. Thus, quired, e.g. after engine overhaul. The EXVWLRQ SUHVVXUHV GXULQJ WKH QH[W ¿ULQJV with the MAN Diesel Auto-tuning concept, tuning will make the engine run safely shipowners are being offered an easy within recommended load limits but still Being in tune redusces fuel con- way to reduce vessel operating costs and leaves a margin for performance opti- sumption DW WKH VDPH WLPH FRQWULEXWH VLJQL¿FDQWO mization as operating conditions and The constant and automatic tuning to best to the reduction of CO2 emissions. fuel oil properties change over time. engine performance allows for continu- ous adaptation to wear, changed fuel oil With Auto-tuning, this margin can be properties and operating conditions, e.g. harvested by continuously and au- sailing in cold or warm climate. This offers Project facts tomatically tuning the engine for D ZLGH UDQJH RI EHQH¿WV QDPHO UHGXF- best performance, a task that is tion in fuel consumption, CO2 emission Category: Machinery not feasible to be done manually. and carbon particles, as well as reduced maintenance costs and risk of damage. Emission reductions: Constant measuring and tuning The Auto-tuning concept is based on The reduction in fuel consumption for the CO2 1-3 % online measurements of the combustion average vessel is expected to be above NOX 1-3 % pressures in the cylinder chambers. This 1%, whereas some vessels will have a SOX 1-3 % is an extremely harsh environment for potential of more than a 3% reduction. a sensor to function in as the exhaust Partners: gas passes with high temperature and If Auto-tuning is installed on the more A.P. Moller-Maersk at high pressure. However, sensor tech- than 10,000 MAN Diesel two-stroke en- nology has reached a point that allows gines in service world-wide, the total fuel MAN Diesel for constant measuring for more than 4 consumption will be reduced by estimat- Environment is our business, too Greenhouse gas emissions are global challenges that call for global measures. Our efforts have resulted in a 2.4% CO2 reduction in solutions. NORDEN welcomes any demands that support environ- 2008 and a further 3.3% reduction year to date. We see an mental improvements and ensure equal competition for shipping additional 4.5% reduction potential through better trimming of companies around the world, but we also believe that quality ship- our ships and up to 26% reductions through just-in-time transports ping companies should make a contribution themselves and make in the future. environment part of their business. We do so at NORDEN. All of this not only benefits the environment, our customers and our We work to further reduce fuel consumption and emissions from employees – it’s also sound business. We see sustainable our ships through higher efficiency of our engines, trimming of solutions in all these areas as key. the ships, careful route planning, slow steaming and a list of other Visit us at: www.ds-norden.com 13
  • 16. ABB turbocharging reduces fuel consumption, CO2 and NOX $%% 7XUERFKDUJLQJ KDV UHWUR¿WWHG control the light entering a room through the ship is fully or partially loaded, on MV Alexander Maersk with a new, a window; instead of controlling the the high seas or entering port, or has a KLJK HI¿FLHQF WXUERFKDUJHU $V light, VTG employs adjustable vanes tail wind or a head wind, for example. ZHOO DV GLUHFW EHQH¿WV LQ IRUP RI UH- ahead of the turbocharger turbine to duced fuel consumption and emis- vary the amount of exhaust gas reaching Thirdly, the Alexander Maersk has one of sions, the turbocharger’s variable WKH WXUELQH ¿JXUH 
  • 17.  WKH ¿UVW ODUJH PDULQH HQJLQHV WR EH ¿WWHG turbine geometry is an ‘enabling ZLWK ([KDXVW *DV 5HFLUFXODWLRQ (*5
  • 18. IRU technology’ of the ship’s exhaust This controls turbine speed and allows NOX emissions reduction. EGR recircu- gas recirculation system. variations in the amount of air com- lates the engine exhaust gases back into pressed by the compressor. Under elec- WKH FRPEXVWLRQ FKDPEHU WR LQÀXHQFH WKH A turbocharger is a small radial fan pump tronic control, the quantity of air entering burning of the fuel in the air and thus driven by the energy of the exhaust gas- the engine cylinder is closely matched to the formation of NOX. Close control of es of an engine. The purpose of a tur- the amount of fuel injected into the com- the quantity of air entering the engine bocharger is to increase the density of bustion chamber. As stated above, the LV WKXV HVVHQWLDO IRU HI¿FLHQW (*5 $%% air entering the engine to create more right amount of air + the right amount of Turbocharging’s VTG system is the ideal power. By increasing the amount of air IXHO HI¿FLHQW FOHDQ FRPEXVWLRQ technology to achieve this control. reaching the combustion chamber, the engine can burn fuel more completely. 7ULSOH %HQH¿WV This offers some obvious advantages The installation of the ABB type A175- 2 as more complete combustion results in L turbocharger with VTG technology on increased power, producing fewer emis- the engines of the Alexander Maersk has 1 sions. WKUHH PDMRU EHQH¿WV The overall effect is more power for a )LUVWO WKH RYHUDOO HI¿FLHQF RI RQH RI given engine size, lower fuel consump- the most modern and advanced tur- 3 tion for the work done by the engine and bochargers in the world results in 4 reduced noxious emissions. Since marine VLJQL¿FDQW LPSURYHPHQWV LQ WKH HQ- Figure 3 engines burn hydrocarbon fuels, lower gine’s fuel consumption and the for- fuel consumption automatically means mation of oxides of nitrogen (NOX
  • 19.  lower emissions of the greenhouse gas carbon dioxide for the amount of freight Secondly, close matching of the amounts transported. of combustion air and fuel means very HI¿FLHQW FRPEXVWLRQ DQG YHU FORVH DOLJQ- 5HWUR¿WWLQJ ment of the power the engine produces Alexander Maersk to the power needed to propel the ship. On the Alexander Maersk, ABB Turbo- The latter varies according to whether FKDUJLQJ ¿WWHG WKH DGYDQFHG $/ WXUERFKDUJHU )LJXUH 
  • 20. IHDWXULQJ WKH YDULDEOH WXUELQH JHRPHWU VVWHP 97*
  • 21.  HOW DO TURBO- The functions of VTG can be compared CHARGERS WORK? to the principles of Venetian blinds that Figure 2 As shown in Figure 3, turbochar- gers use the energy in an engine’s H[KDXVW 
  • 22. WR GULYH D WXUELQH 
  • 23. Project facts located on the same shaft as a com- SUHVVRU ZKHHO 
  • 24.  7KH WXUELQH WKXV Category: Machinery drives the compressor which forces Emission reductions: DLU 
  • 25. LQWR WKH HQJLQH FOLQGHUV CO2 where it is further compressed. By NOX increasing the amount of air reach- ing the combustion chamber, the engine can burn more fuel more Partners: completely. A.P. Moller-Maersk ABB Figure 1 14
  • 26. Emission reduction using exhaust gas recirculation MAN Diesel has developed an Ex- ces the oxygen content of the air in the the International Maritime Organisation’s haust Gas Recirculation (EGR) sys- combustion chamber, thereby reducing ,02
  • 27. IRUWKFRPLQJ UHTXLUHPHQWV IRU 12[ tem for low-speed two-stroke en- the combustion temperature. The lower emissions with EGR alone. gines, which can reduce harmful combustion temperature results in a re- NOX emissions from ships by 80%. duced formation of NOX. In addition to EGR process tests in Co- Tests carried out on MAN Diesel’s test penhagen, it is necessary to assess the The newly developed EGR system re- engine in Copenhagen have shown very effect of EGR on the engine over a pe- duces harmful NOx emissions by direct- promising results with EGR techno- riod of time, particularly with the use of ing part of the exhaust gas back into the logy on a two-stroke engine. The results Heavy Fuel Oil which contains sulphur scavenge air of the engine. This redu- show that it is possible to comply with and is the most common form of fuel on low-speed two-stroke marine engines. A. P. Moller - Maersk is participating in a development partnership by providing a ship for a service test of the prototype EGR system. The prototype EGR system is being installed on the container ship Alexander Maersk from July 2009 to Ja- nuary 2010, and once the installation is complete, the EGR system will be put into service until the end of 2010. There are great expectations towards the EGR system. Especially in light of the new emission rules set by IMO, coming into force in 2016, whereby NOX emis- sions must be reduced by 80%. MAN Diesel has led the initiative in develop- ing emission reduction technologies. The (*5 VVWHP LV WKH ¿UVW RI LWV NLQG WR EH installed on a ship. Project facts Category: Machinery Emission reductions: NOX 80% SOX 19% Partners: A.P. Moller-Maersk Aalborg Industries MAN Diesel Odense Steel Shipyard 15
  • 28. From complexity to opportunity 0DQ GLIIHUHQW IDFWRUV LQÀXHQFH WKH When a 200 meter long ship is propelled GreenSteam achieves this through fuel economy of a large ship, and in through the sea by a 10.000 kW engine, advanced mathematical modelling of combination these factors create a it is not an easy task to calculate the the complex realm of ship fuel economy. very complex system. GreenSteam resulting speed. The direction and All of the involved factors are measured is a new solution made to handle speed of winds and waves, the loading and recorded over a long period this complexity in order to achieve of the ship and the angle of the rudder of time. for some of these factors, the best possible fuel economy for are some of the factors that affect the specially adapted sensors are used to large ships amount of resistance that the ship must capture the necessary information. overcome. Some factors, such as the This comprehensive data collection is propeller settings – typically revolutions then ‘fed’ to the GreenSteam software per minute – and the ship’s trim, can be which is able to observe and correlate controlled by the crew, but many factors the interplay and patterns that exist in relate to systems only manageable the data. This means that instead of through complex calculations. calculating your fuel economy based on D ORQJ UDQJH RI VLPSOL¿HG DVVXPSWLRQV Yet, all these factors interact. For you use the actual data from the instance, if the ship is fully loaded, a individual vessel. greater part will be submerged than when the ship is partly loaded. The optimal controls are dynamically calculated by GreenSteam and displayed Adjusting the controllable factors on the bridge through a carefully so that the fuel economy of the designed user interface that allows the ship is optimized is therefore a very captain to quickly and easily determine complicated problem, and even more any needed adjustments. so when adding non-constant factors such as wind direction and speed. GreenSteam is currently being operated on board one of Damskibsselskabet An exciting opportunity NORDEN A/S’s tanker vessels. Current At the same time this presents a great estimates indicate that this vessel opportunity. If the controllable factors can improve fuel economy by around can be adjusted correctly to the ship’s 4 percent. Such an improvement changing conditions, it will be possible to corresponds to a reduction in annual LPSURYH WKH IXHO HFRQRP VLJQL¿FDQWO CO2 emissions of roughly 1,200 metric tons and reduces annual fuel costs by Project facts around €100,000. Category: Operation Emission reductions: CO2 4% NOX 4% SOX 4% Partners: GreenSteam Norden 16
  • 29. Without a green consciousness there can be no Green Ship - and no quality shipping At SIMAC, we educate and train natural focus on optimization and energy This combination of theory and practice PDULWLPH RI¿FHUV FDSDEOH RI VDLOLQJ HI¿FLHQF $Q XQGHUOLQJ FRQVFLRXVQHVV RI puts SIMAC students in the borderland and operating ships with a constant our climate ensures that the environment between maritime research and the focus on optimization and energy is automatically taken into consideration maritime industry. Their systems of HI¿FLHQF EXW RI HTXDO LPSRUWDQFH whenever a routine, process or operation terminology cover both areas, and we educate future maritime is carried out on board a ship or planned WKLV PDNHV WKHP SDUWLFXODUO TXDOL¿HG leaders capable of handling and supervised ashore. as the connecting link between the management issues ashore. two entities. Not only do they possess Covering both theory and practice the theoretical insight necessary to When SIMAC students pass their understand the research, they are also Green Ship of the Future is the vision ¿QDO H[DP WKH SRVVHVV WKLV YHU capable of operating the technological of a shipping industry that is green in consciousness of green shipping. It has solutions resulting from the research. the sense of being sustainable. The grown from the polytechnic learning And continuously they contribute to the primary purpose of the project is to environment they have been trained in. further development of the very same. develop green ships that – by virtue Graduating with a professional bachelor RI HQYLURQPHQWDO DQG HQHUJHI¿FLHQW degree, each and every one of our To illustrate the fruitful collaboration, one technology – contribute to reducing the students has learned to adopt a critical- can imagine a group of cadets performing harmful emissions caused by shipping. UHÀHFWLYH SHUVSHFWLYH RQ WKH YHU SUDFWLFH experiments and measurements for they participate in. They are trained to use in a research project initiated by a However, sustainability is not achieved by challenge what others might take for university or a shipping company. The HQHUJHI¿FLHQW WHFKQRORJ DORQH *UHHQ granted. And to do so systematically. UHVHDUFKHUV SUR¿W E WKH HPSLULFDO GDWD WHFKQRORJ LV GH¿QLWHO D QHFHVVDU EXW produced by the students. In return, QRW QHFHVVDULO D VXI¿FLHQW FRQGLWLRQ But at the same time – and not less the students gain an insight into the for cleaner shipping. Only when the importantly – SIMAC students graduate methods of research, and at the same technology is operated by a person with with a massive amount of practical time they collect data that can be used a green consciousness does it come up to experience. During their training as the empirical foundation for their own its full potential, because only then it will as cadets on board ships, they are theoretical projects. In the long run, the be operated in accordance with its design. continuously working with environmental collaboration helps qualify the students DQG HQHUJHI¿FLHQW WHFKQRORJ ± IRU to become the world’s best maritime Green consciousness instance when collecting relevant data leaders. Due to their education, the next generation for use in research, product development of maritime leaders has developed a or the like. Project facts Category: Operation Emission reductions: CO2 NOX SOX Partners: DCMT SIMAC 25
  • 30. GET A DAY LIKE NO OTHER When was the last time you could simply lean back and relax with a spectacular view in front of you? Knowing that a superb gourmet would be waiting for you later on Copenhagen - Oslo and that even later, you’d be dancing the night away… The possibilities onboard Amsterdam - Newcastle the DFDS Seaways ships are as inviting and boundless as the magnificent seascape. Esbjerg - Harwich Whether you’re sailing from Denmark, Holland, England or Norway, your course is set for a day like no other. WWW.DFDSSEAWAYS.COM Experts in green ships We link European shipowners to Chinese and Asian shipbuilding. With more than 100 new buildings, we offer you expertise in bulk carriers, gas carriers, multipurpose, ferries and general cargo. Design office in Copenhagen and Shanghai. Naval architects & marine engineers. www.grontmij-carlbro.dk Driving sustainability for a safer world. Today with questions of sustainability being asked of all industries in the face of the climate change challenge, shipping is urgently considering how to reduce its CO2 emissions. NanoNord A/S, J.Lauritzen and Lloyd’s Register are working together to pilot the Lab-On-A-Ship™ concept in a collaboration to help international shipping better manage its fuel resources and reduce emissions. Learn more about Lab-On-A-Ship™ – go to www.nanonord.com 26
  • 31. System integration and waste heat utilization A group of Danish and Swedish driven boiler while sailing but only when two years. The installation is a onetime companies has discovered a new the ship is not using the main engines. expense, whereas the savings can be felt way of saving 8 tons of oil per day Calculations show that 8 tons of oil is immediately and will last through the 20- by utilizing existing components in saved each day from a ship with a normal 30 years the ship is expected to last. 8 75,000 tdw tankers. use of 42 tons of oil per day. This means PHWULF WRQV RI RLO SHU GD LV D VLJQL¿FDQW that a lot of oil and money can be saved amount of money saved per year. On top Modern diesel engines have high energy each year.’ of this, the ship becomes less vulnerable HI¿FLHQF EXW WKHUH LV VWLOO D ORW RI ZDVWH to any new environmentally related heat to be utilized. In this project, Can be installed in two weeks WD[HV GXH WR WKH VLJQL¿FDQW DPRXQW RI the possibility of using the waste heat LR Marine is a company specialized in oil saved.’ from the main engine to heat up the constructing and installing the piping cargo areas aboard the ship has been on the top decks, mainly on large By stopping the waste of energy, the investigated. The initial analysis shows tankers. They are currently cooperating environment is helped as well. The oil that it is possible to save up to 20% of with the specialized pump producing saved means that the CO2 emission the yearly fuel consumption, and thereby company DESMI and the producers of LV UHGXFHG E D VLJQL¿FDQW DPRXQW saving both money and CO2 emissions. heat exchangers, APV. The cooperating Calculations show that the 8 tons of oil is companies are mainly focusing on ideas the equivalent of 24 tons of CO2 emission John Nielsen, Global Sales Manager at from the technical manager of the per day, meaning that the new system LR Marine, explains, ‘We’ve taken the Swedish ship owning company Marinvest, will help the global environment. existing system and changed the outlet Roger Karlsson, who brought several for the cooling water. This happens by issues to the companies’ attention. If Talk and brainstorming LQVHUWLQJ D PRGL¿HG KHDW H[FKDQJHU Marinvest accepts and implements the The basic idea for all this came from a between the existing components, system in its modern ships, new piping, quite common conversation at a marine channelling the heat from the water into heat exchanger and pumps will have to convention, which quickly turned into a the supporting systems on the ship. This be installed. Also all pipes have to be creative brainstorming process resulting provides heat for the cargo tanks, bunker insulated to minimize the loss of heat. in a way to stop a tanker from using the tanks, accommodation and such systems, boiler while the ship was sailing, while still and furthermore provides the heat and John Nielsen explains, ‘For a 75,000 tdw maintaining all systems. The participants energy for all the supporting elements tanker, the new system can be installed quickly realized that this system could of a ship while under way.’ John Nielsen in two weeks. The current calculations be implemented directly on new tankers continues, ‘This basically means that show that the investment by a shipowner without any changes to the basic design. a ship of this size does not need an oil in this system will have a payback time of Project facts Category: Machinery Emission reductions: CO2 20 % NOX 20 % SOX 20 % Partners: APV DESMI LR Marine 27
  • 32. Advanced fuel saving made Simple www.decision3.com/greensteam Emma Mærsk e world’s largest container ship Emma Mærsk belongs to one of Hong Kong the industry’s youngest and most fuel-efficient fleets. anks to our shipping history and global reach, we know this planet like few others. at is why we not only believe in the business and environmental advantages of sustainabili - we act on them. www.maersk.com Headquartered in Copenhagen, the A.P. Moller - Maersk Group includes Maersk Line, Maersk Oil and a number of other companies within shipping, oil, logistics and retail, employing 120,000 people in 130 countries. DESMI pumps integrate knowledge & technology DESMI Marine Pumps - The Naturel Choice for high quality Looking for a pump that meets future requirements?? DESMI rises to the environmental challenge of the future. ‡ We are a teamplayer in the global fairplay ‡ Our pumps make a difference, saving energy and CO2 ‡ One supplier - We offer complete pump packages Tagholm 1 - 9400 Nørresundby - Denmark - Phone: +45 9632 8111 - Fax: +45 9817 5499 - E-mail: marine@desmi.com - web: www.desmi.com 28
  • 33. Machinery for high-speed LNG-ferries Scope and objectives Another option considered is to use a The aim of this project is to design combined cycle. That is, use the exhaust KLJKO HI¿FLHQW PDFKLQHU VXLWDEOH IRU gases from the gas turbine to generate LNG-fuelled ferries. By application of vapour which is expanded in a turbine. mathematical models developed within Due to the additional power from the In this project, Mols-Linien A/S and '&07 GLIIHUHQW SRVVLEOH FRQ¿JXUDWLRQV YDSRXU WXUELQH WKH HI¿FLHQF RI WKH PD- DTU Mechanical Engineering co- are investigated by performing numeri- chinery is increased. The most frequently operate on studying the machinery cal simulations. The ferry under consi- XVHG ZRUNLQJ ÀXLG LQ FRPELQHG FFOHV LV for future gas-powered high-speed deration is a 112 m Incat catamaran ves- water/steam. However, for small-size ferries. Computational tools devel- sel. Normally these ferries are powered plants, where minimum weight and vol- oped within the Danish Center for either by diesel engines or gas turbines, ume of the equipment is paramount, a Maritime Technology (DCMT) are of which there is one in each hull. Each VRFDOOHG 2UJDQLF 5DQNLQH &FOH 25&
  • 34. LV used for the modelling work. The of the engines is connected to waterjets VXLWDEOH ,Q VXFK SODQWV DQ RUJDQLF ÀXLG use of gas will reduce the pollutant which propels the vessel. In this project, is used instead of water/steam. HPLVVLRQV VLJQL¿FDQWO WKHUHE advanced designs of machinery based lowering ferries’ contribution to on gas turbines are considered. Using Results global warming and pollution in machinery with more components will 7KH ¿UVW SUHOLPLQDU UHVXOWV VXJJHVW coastal regions. increase the weight and volume require- that if the recuperated gas turbine is ment of the engine, which, to some ex- FRPELQHG ZLWK DQ 25& DQ HI¿FLHQF RI One way to reduce pollutant emissions tent, will increase the propulsion power about 48% would be achievable which from ferries is to change to liquid natural demand of the vessel. Therefore, the im- is about 30-35% higher than in existing JDV /1*
  • 35. DV IXHO &RQVLGHULQJ D SURSXO- provement in vessel performance is ex- machinery. It is expected that these im- VLRQ VVWHP ZLWK WKH VDPH HI¿FLHQF pected to be less than the performance provements can be increased by further using LNG instead of diesel reduces the improvement of the machinery. optimizations of the processes. One of carbon dioxide emissions (CO2
  • 36. E DERXW the tasks for future work is to evaluate 25%, the nitrogen oxide (NOX
  • 37. HPLV- Machinery designs the machineries with respect also to the sions by about 35%, and eliminates the A promising option, which is considered vessel performance, taking into account sulphur oxide emissions (SOX
  • 38.  ,Q DGGL- in this study, is to introduce recupera- their increased weight and volume. tion, further emission reductions can be tion in the gas turbine. This implies that attained by advanced design of the ma- the compressed air is heated prior to the chinery. combustion chamber using the exhaust gases, resulting in less fuel input. Project facts Category: Machinery Emission reductions: CO2 25% NOX 35% SOX 100% Partners: DTU Mols-Linien 5HFXSHUDWHG JDV WXUELQH FRPELQHG ZLWK 2UJDQLF 5DQNLQH &FOH 25&
  • 39.  29
  • 40. pre-determined engine load. 6)2&
  • 41. LQ FRQMXQFWLRQ ZLWK 12X emissions. Optimization of CO2 Application of a VTA turbocharger is An improvement in SFOC is to be emission and fuel of particular relevance in the current expected at part loads where the VTA can situation, with many vessels operating be optimized. Based on an average load H HI¿FLHQF continuously at part load. In this case, SUR¿OH IRU WKH YHVVHO WKLV UHVXOWV LQ DQ D 97$ WXUERFKDUJHU RIIHUV VLJQL¿FDQW annual saving in fuel oil of 95 tons, and LPSURYHPHQWV LQ IXHO HI¿FLHQF ZKHQ reduced CO2 emissions of 300 tons. FRPSDUHG WR D ¿[HG WXUELQH WXUERFKDUJHU due to the possibility of part load optimization. Use of the VTA will also MAN Diesel is constantly looking typically lead to a reduction of soot and into technological developments smoke at part load, and an improved WKDW FDQ LPSURYH IXHO HI¿FLHQF dynamic response of the engine. and thereby reduce CO2 emissions. This project combines two MAN B&W ME-B main engine recent developments and aims to The MAN B&W ME-B main engine combines implement them on a tanker owned electronic control of fuel injection with by TORM, to demonstrate the mechanical control of exhaust valve LPSURYHPHQWV LQ IXHO HI¿FLHQF WKDW timing. Electronic control of fuel injection are possible today. facilitates easy adjustment of the fuel injection parameters, depending on the The MAN B&W low speed marine requirements of the operator, whilst engine is the prime mover for over half retaining the simplicity, and reliability, of of all transported goods world-wide, a light camshaft for opening and closing and MAN Diesel offers a wide range of of the exhaust valves. The ME-B engine engines to meet vessel propulsion power SURYLGHV DQ H[WUHPHO ÀH[LEOH VROXWLRQ requirements. The combination of two with regards to fuel optimization and recent innovations will further improve meeting emission limits according to IXHO HI¿FLHQF DQG UHGXFH &22 emissions: regulations. 1. MAN Diesel’s Variable Turbine Area Integration of two technologies turbocharger MAN Diesel developed a control strategy for a VTA turbocharger on an electronically Project facts 2. The MAN B&W ME-B main engine with controlled engine and integrated the VTA electronically controlled fuel injection Category: Machinery control system into the engine control system, thereby allowing the combination Variable Turbine Area turbocharger of these two technologies. Emission reductions: The advantage of the Variable Turbine 7KH ¿UVW LQVWDOODWLRQ RI D 0$1 % : CO2 $UHD 97$
  • 42. WXUERFKDUJHU LV WKDW WKH WXUELQH 6S50ME-B8, combined with a MAN Diesel NOX area can be continuously controlled, VTA turbocharger, TCA66, will take place SOX via the control system, to increase the in partnership with TORM. The initial scavenging air pressure at part load. engine performance test was carried This is not possible with a conventional out in July 2009, including performance Partners: WXUERFKDUJHU ZLWK D ¿[HG WXUELQH DUHD and emission measurements, whilst MAN Diesel and thus a static optimization point at a RSWLPL]LQJ 6SHFL¿F )XHO 2LO &RQVXPSWLRQ TORM Green and cost saving engineering know-how SeaTrend SeaPlanner SeaTrim Performance Monitoring Voyage planning Trim optimization )XHO HI¿FLHQF 5HGXFWLRQ RI HPLVVLRQV 5HGXFWLRQ RI ZDWHU UHVLVWDQFH www.SimFlex.dk/SeaSuite 30
  • 43. NOX reduction on marine engines Danish Defence Acquisition and Logistics Organization Ships are one of the biggest Danish Defence Acquisition and Logistics gases. The heat in the exhaust system sources of NOx emission in the 2UJDQLVDWLRQ '$/2
  • 44.  6LQFH WKHQ WKH transforms urea into ammonia which world. NOx emissions from ships technology has been extensively tested reacts with the nitrogen oxides in a cause pollution over land and by leading truck engine manufacturers. catalytic converter, converting them into cause eutrophication of the seas. harmless nitrogen and water vapour. DANSK TEKNOLOGI has developed The heart of the system is derived from The multipoint, airless technology an SCR (Selective Catalytic the innovative Digital Dosing pump reduces NOX considerably with no need Reduction) system with multipoint, technology that DANSK TEKNOLOGI has for a mixer or compressed air, and it has airless urea injection that reduces developed for GRUNDFOS. Based on a very compact size. This again means NOx emission from marine engines. this unique knowledge, an SCR system that the complete SCR system takes suited especially for marine engines has up the same space as the traditional During the last two years, DANSK been developed. During the development silencer which it substitutes. TEKNOLOGI has developed a unique period, DANSK TEKNOLOGI has been SCR system for NOX reduction on cooperating closely with DALO, and The developed SCR system is based on marine engines. The system, which a full-size prototype system has been a modular concept and can be adapted is developed to be installed in one of successfully tested at the naval base in to any engine running on marine diesel. the Danish Navy’s Diana class patrol Korsør. vessels, is based on airless, multipoint The system is fully developed and is injection of urea. The NOX reduction is expected to be above ready for production and installation on 80 %, meaning that the patrol vessel is a wide variety of vessels, e.g. generator Trucks and busses H[SHFWHG WR IXO¿O WKH ,02 UHTXLUHPHQWV sets or other auxiliary engines on drilling Originally, the airless technology was from 2016 and on. rigs, container ships, bulk carriers and developed for use in heavy trucks and main engines on ferries, tug boats etc. busses, where DANSK TEKNOLOGI How airless SCR technology works started testing four years ago by The SCR technology functions by UHWUR¿WWLQJ D FRPSOHWH 6&5 VVWHP spraying a mixture of urea and deionized on four MAN-trucks owned by the water known as AdBlue into the exhaust INSTALLATION ON DANISH NAVY PATROL VESSELS ‡ 4 stroke MTU engine 2040 kW Project facts  HQJLQHV RQ HDFK VKLS
  • 45. ‡ From approximately 11,5 -> 2 g NOx / kWh -> more Category: Machinery than 80% reduction ‡ Catalyst volume 1744 l (16 Emission reductions: HOHPHQWV
  • 46. NOX 80 % ‡ Urea consumption max 42 l/h ‡ Dosing temperature 315-520°C Partners: Fuel: Marine Gasoil S<0,035- Royal Danish Navy The picture above show the prototype  SSP
  • 47. DANSK TEKNOLOGI installation at the naval base in Korsør DQG WKH SDWURO YHVVHO FKRVHQ IRU WKH ¿UVW installation. 31
  • 48. A collaboration to help Bulker. In parallel, Lloyds Register’s Fuel RLO DQG EXQNHU DQDOVLV VHUYLFH )2%$6
  • 49. international shipping better service was commissioned to provide in- depth fuel oil management training of manage its fuel resources the ships’ engineers, superintendents and technical management. All parts of the industry need to Lauritzen Bulkers AS is positive that Lab- drive this development: shipowners, On-A-Ship will enable them to optimize charterers, shipbuilders, engine builders, their ships’ operations, thus reducing both FODVVL¿FDWLRQ VRFLHWLHV DQG VR RQ ± HDFK their environmental impact and operating contributing with their unique expertise costs. Lauritzen’s Technical Manager, Poul NanoNord in order to reduce the total emission Martin Kondrup, is clear on this point: ¿JXUH Understanding and measuring the ‘Our goal is to extend the on board composition of the fuel oil is vital. Lab-On-A-Ship measurement capability to encompass NanoNord A/S and the leading Fuel management is a very important the highly variable fuels and lubricant PDULQH FODVVL¿FDWLRQ VRFLHW /ORG¶V discipline on board a ship, both in relation quality issues encountered by shipping. Register, are working on ensuring to fuel economy and CO2 emissions, This will represent a substantial step that fuel oils are adequately pre- which makes it necessary to know the forward in making the correct machinery treated and then burned in the most fuel composition. Marine fuel oil needs management decisions which enable HI¿FLHQW PDQQHU particular care and attention as the targeted action, the minimization of composition is of variable standards. waste and impact on the environment.’ World trade is enabled by shipping. Because of this variation, analysing the The maritime industry has successfully fuel oil for e.g. sulphur is necessary in The Lab-On-A-Ship project is being provided increased productivity to better RUGHU WR JHW WKH KLJKHVW IXHO HI¿FLHQF SLORWHG RQ RWKHU VKLSV ,QLWLDO ¿QGLQJV DUH support world trade, and as global trade expected by early 2010. volumes have grown, shipping capacity Normally, it is a time-consuming and has grown in response. complex assignment to perform these tests, and therefore they are rarely Project facts Reduction of CO2 emissions is a global performed. Lab-On-A-Ship is an concern, and like all other industries the innovative approach to solving this task. Category: Operation shipping industry is working on reducing By monitoring fuel oil, lubricating oil its overall emission of greenhouse gases. and exhaust emission automatically on Emission reductions: board the ship, Lab-On-A-Ship provides CO2 0-5 % Over the last ten years, considerable the ship’s engineer with the needed NOX 0-5 % progress has been made in reducing information to optimize the treatment SOX 0-5 % shipping’s emissions to the atmosphere. and use of the fuel oil, thus making the Today, shipping emits approximately 3% fuel consumption more effective. Partners: of the world’s anthropogenic CO2. But Lauritzen Bulkers A/S the task of reducing shipping’s overall Practical tests Lloyd’s Register CO2 emissions is far from easy, and it is $V D ¿UVW VWHS WKH /DE2Q$6KLS likely to require some radical rethinking systems were installed on Lauritzen NanoNord as to how the industry operates. %XONHUV $6¶V 6R¿H %XONHU DQG $PLQH LR Marine A/S is a total supplier of solutions for marine and off shore businesses. LR Marine A/S comprises a team of high- Our core business are within the fields of: ly qualified and dedicated professionals · Pipe systems Visit our and offering a unique combination of tech- · Pre-insulated Pipe Systems website our ut · LNG Bunker Pipe Systems read abo lution nical insight, know how, project mana- · Machinery units / Skids spec ial so - and gement skills and years of experience · Emergency shower-/ for Tank iers Gas Ca rr within the field of marine and off shore Eyewash-systems (IMO II and IMO III) operations. · Spare parts for marine purpose · Repair of Tank insulation for Gas Carriers LEARN MORE ABOUT US ON: WWW.LRMARINE.DK OR CALL US: Phone: (+45) 7734 1550 32
  • 50. Optimization of pump and cooling water systems 10% of the total generated electrical power on board or more than 160 tons of CO2 per year per pump. Lubricating oil circulation system The main engine lubricating oil system is a circulation system where the pumps take the lubrication oil from the main engine bottom tank and discharge it through an oil cooler. Then the lubrication oil is pumped through a thermostatic YDOYH DQ DXWRPDWLF EDFNÀXVKLQJ ¿OWHU and back into the main engine which by gravity discharges oil back to the engine bottom tank. The parameters of the optimisation is the needed oil pressure, oil temperature and RLO ÀRZ DW WKH PDLQ HQJLQH LQOHW )URP WKHVH ¿JXUHV WKH FRROHU ¿OWHU DQG RLO SXPS LV RSWLPLVHG WR ¿W WKH FLUFXODWLRQ Cooling systems are one of the Sea water cooling system system of the vessel. largest energy consumers on board The sea water cooling system is most a vessel, and optimized design of commonly designed according to The lubricating oil circulation system has WKH VVWHPV OHDGV WR VLJQL¿FDQW preliminary demands stated in the been calculated with three different pump savings. For a bulk carrier, the main EXLOGLQJ VSHFL¿FDWLRQV IRU WKH YHVVHO ZLWK types, a three-stage submersible deep- sea water cooling system and the QR VSHFL¿F NQRZOHGJH RI ÀRZ UHVLVWDQFH well centrifugal pump, a vertical inline main engine lubrication oil system IRU FRROHUV ¿OWHUV DQG YHUWLFDO ORFDWLRQ RI centrifugal pump and a screw pump. consume the majority of the energy the equipment. used for cooling. 7KH SLSH ÀXLG VWXGLHV LQ FRQMXQFWLRQ ZLWK 7KH SUDFWLFH RI XVLQJ WKH µ¿UVW TXDOL¿HG data given by the co-operating partners, JXHVV¶ DV WKH ¿QDO VSHFL¿FDWLRQ IRU which are suppliers of main engines, purchasing the pump has, been seen FRROHUV SXPSV DQG ¿OWHUV KDYH VKRZQ Project background especially at the yards in the ‘young’ that savings up to 5% electrical power shipbuilding nations where the yards are achievable corresponding to more In the project, the focus has been on have less technical experience. than 110 tons of CO2 per year. the sea water cooling system and the main engine lubrication oil Reduction of pressure circulation system for a MAN B&W Our studies show that the pressure drop diesel engine installed on board a of the cooler is essential. The cooler is 35,000 DWT bulk carrier. the component in the sea water cooling system causing the highest resistance, The case studies for the project have DQG FRQVHTXHQWO LW KDV D VLJQL¿FDQW been calculated and evaluated in a impact on the overall system pressure. By Project facts ÀXLG FDOFXODWLRQ SURJUDP QDPHG choosing a bigger cooler, the resistance Fluid Flow, which is a design and is reduced and in that way it facilitates Category: Machinery simulation tool for pipe systems. The the installation of smaller pumps. Emission reductions: Fluid Flow designing tool facilitates quick and effective evaluations such Therefore, the chosen cooler pressure CO2 1,5 % DV 3UHVVXUH ORVV FDOFXODWLRQV IRU ÀXLG GURS VKRXOG EH VSHFL¿HG YHU FOHDUO NOX 1,5 % gas and slurry systems, selection of when the coolers are selected. Studies SOX 1,5 % optimal pumps, cavitation control of show that it is possible to save up to Partners: pumps and calculation of air pipes approx. 90% of the energy required to connected to tanks for pressurized run the pumps in this system by installing APV systems. the correct combination of pump and DESMI coolers. 90% of the pump energy equals Gronmij | Carl Bro 33
  • 51. Shaping the Future Founded in 1884, J. Lauritzen A/S (JL) is one of Den- mark’s leading shipping companies. We combine tradi- tion with innovation and create value for our business partners worldwide through the constant emphasis on customer service, safety at sea and environmental protection. As a leader in international ocean trans- port, JL owns and operates a diversified and modern fleet of bulk carriers, gas carriers, product tankers, dynamically positioned shuttle tankers and offshore support vessels. For further information please visit www.j-lauritzen.com Oceans of know-how w w w. m a n d i e s e l.c o m HEMPASIL X3 Triple award-winning fuel-saving technology Guaranteed to save ship-owners money on fuel, HEMPASIL X3 is the world’s most advanced fouling release system. It uses HEMPEL’s unique hydrogel technology for unparalleled antifouling capability. Recognised as a major fuel-saving breakthrough for the maritime industry, Hempasil X3 is the proud winner of three industry awards. Find out more, and see what you could save at hempel.com Hempasil X3 is the proud winner of the Seatrade award for “Protection of the Marine and Atmospheric Environment”, Ingeniorens PRODUKTPRISEN 2009 and “European Antifouling Coatings Product Differentiation Innovation of the Year” Award. 34
  • 52. Exhaust gas waste heat recovery Even though a two-stroke engine KDV YHU KLJK HQHUJ HI¿FLHQF LW can be optimized. One of the ways this can be done is by utilizing a waste heat recovery system in order to change the engine’s waste heat into valuable electric power, thus reducing the CO2 emissions from the ship. When the exhaust gas leaves the engine, coordinated optimization of the engine, it has a very high heat potential. By WKH H[KDXVW JDV ¿UHG ERLOHU DQG WKH utilizing this potential in an exhaust gas WXUELQHV ZDV IRXQG EHQH¿FLDO $Q H[DPSOH boiler, it is possible to recover a large part is that the temperature of the steam can of the heat from the exhaust gas and to EH KHDWHG VLJQL¿FDQWO LQ D VXSHU KHDWHU use it to generate steam. situated on the pressure side of the gas turbine or the turbo charger. The position 7KH ZDVWH KHDW UHFRYHU VVWHP :+5
  • 53. RI WKH VXSHU KHDWHU LQÀXHQFHV WKH GHVLJQ consists of an exhaust gas boiler of the engine, boiler and turbines. supplying steam to a steam turbine. The steam turbine is connected to a Obtainable electric power output generator, and thereby the waste heat is Single steam pressure WHR systems are recovered as electrical energy. relatively simple, and the total power production in percentage of the main To obtain the highest electrical engine shaft power is limited; however production, the optimal solution is to adequate for some kinds of vessels – use a dual steam pressure system or bulk carriers and crude oil tankers. For even a triple steam pressure system if these systems, the available electric the engine is equipped with a system for power production without a gas turbine exhaust gas recirculation. is approximately 5 %, and when a gas turbine is added, the electrical power If the multi steam pressure system is of output can be as high as 9 - 10 % of the a more complex nature, it is necessary main engine shaft power. with further supplementary waste heat recovery to heat the feed water. For these Further possible developments systems, the available heat in the jacket When it comes to systems where NOx Project facts water and scavenge air is utilized to pre- is reduced by means of exhaust gas heat the feed water up to just below the recirculation, there is an opportunity for Category: Machinery saturation temperature. increasing the power output due to the very high exhaust gas temperature in the Emission reductions: To further boost the electrical output, EGR string of the WHR system. For these CO2 7 - 14 % depending on the system can be extended with a gas systems, a triple steam pressure system installation turbine utilizing the energy in the exhaust KDV EHHQ IRXQG EHQH¿FLDO ,QYHVWLJDWLRQV NOX 7 - 14 % depending on gas not used by the turbo charger. have shown that a power production installation of up to 14 % of the engine power is SOX 7 - 14 % depending on For dual steam pressure WHR systems, available at 85 % MCR for a large slow installation the available electrical power output can speed diesel engine. be increased to 11 – 12 % of the shaft Partners: power when a gas turbine is included The WHR systems have been found to Aalborg Industries A/S and approximately 7 % without the gas EH D EHQH¿FLDO FRQWULEXWLRQ WR UHGXFLQJ turbine. the CO2 emissions from ships as well as AP Møller Maersk lowering the fuel costs for the owners. MAN Diesel When designing the systems, a Odense Steel Ship Yard 35
  • 54. (I¿FLHQW URXWH SODQQLQJ DQG execution saves fuel application is the up-to-date weather to a nominal route, which allows DFDS forecasts from the Danish Meteorological to establish an unbiased benchmark for ,QVWLWXWH '0,
  • 55.  )RU WKH DUHDV LQ TXHVWLRQ their ships. – the North Sea and the Baltic Sea – a Choosing the optimal route, special model has been developed to In the development of SeaPlanner, the adjusting the speed and avoiding cater for the rapidly changing conditions; focus has been on providing an intuitive hard weather reduces the fuel in particular the currents which are and easy-to-use application. Before FRQVXPSWLRQ VLJQL¿FDQWO )25&( primarily determined by the tide and departure, SeaPlanner receives updated Technology and DFDS agreed on overlaid by wind-driven currents. The weather forecasts, and the navigator installing a newly developed and geographical resolution of the model simulates and evaluates a number of advanced route planning tool, is about 0.1° in steps of 1 hour up to SUHGH¿QHG DOWHUQDWLYHV LQ WHUPV RI IXHO SeaPlanner, on six of DFDS’ ships 54 hours which is unique for a route consumption and safe navigation. Finally, operating in the North Sea and planning tool. the chosen route is selected for tracking. the Baltic Sea. The initial tests FRQ¿UP WKDW LW LV SRVVLEOH WR VDYH D The effect of shallow water is considerable The entire process of retrieving updated considerable amount of fuel. in many areas of the DFDS route network, weather data and selecting the optimal and a detailed bathymetry model for route is done within a few minutes. Every year, DFDS sails 2.1 million nautical the areas has been established with a miles in the North Sea and the Baltic resolution of 1/180°, which is required The application has been thoroughly Sea, so even a small reduction of fuel to simulate crossing of e.g. Dogger Bank. tested on two DFDS vessels in the North consumption per voyage will result in Sea for usability and precision in route a considerable fuel reduction per year. Furthermore, by using a precise planning, and SeaPlanner will now be By using accurate information on sea mathematical model of the propulsion installed on four more ships due to a current, weather and shallow water in plants, SeaPlanner is able to estimate good experience. combination with accurate mathematical the resistance components of a ship in models of the ship’s propulsion plant, it a seaway, i.e. the still water resistance, is possible to determine the most fuel resistance from waves and wind and HI¿FLHQW URXWH DQG WKHUHE UHGXFH &22 the effect of shallow water. By means Project facts emissions. of the propeller characteristics, the required power of the main engines is Originally, SeaPlanner was an application calculated and eventually also the fuel oil Category: Operation used for deep sea shipping. In 2008, consumption. DFDS and FORCE Technology agreed to Emission reductions: further enhance SeaPlanner by making ,Q RUGHU WR H[HFXWH WKH PRVW IXHOHI¿FLHQW CO2 2% it feasible for short sea shipping as well. voyage, SeaPlanner continuously re- NOX 2 % Short sea shipping requires a route calculates the remaining part of the SOX 2% planning system with a very high level of voyage and provides the navigator with detail, when sailing in waters with rapidly instant guidance on speed. Partners: changing weather and sea conditions, LQFOXGLQJ WKH LQÀXHQFH RI VKDOORZ ZDWHU During the voyage, the actual route DFDS will be tracked by GPS, and at arrival, a FORCE Technology Intuitive fuel saving voyage evaluation report will be created. A key element in the SeaPlanner This report compares the actual route 36
  • 56. Performance monitoring of new silicone antifouling Fouling of the ship’s hull leads to The primary new technological feature actual value of HEMPASIL X3, a 7500 TEU added ship resistance and thus in HEMPASIL X3 is the hydrogel which container vessel and a fuel consumption increase fuel consumption and is a network of polymer chains that of 75 tons per day could save around 1.3 CO2 emissions. In 2008, Hempel are water-insoluble. The hydrogel is PLOOLRQ 86' GXULQJ D ¿YHHDU GRFNLQJ introduced the fouling release superabsorbent and possesses a high interval, given a fuel price of 220 USD coating system HEMPASIL X3 which GHJUHH RI ÀH[LELOLW GXH WR WKH VLJQL¿FDQW per tons. This corresponds to reduced is copper and biocide free paint water content. The hydrogel works by CO2 emissions of 18,500 tons. that reduces the water resistance. forming an invisible barrier between the solid silicone coating and the seawater. HEMPASIL X3 not only saves the As a consequence, fouling organisms operator money on the bottom line, it In order to determine the potential perceive the hydrogel as a liquid and will also dramatically reduces the carbon fuel savings from the new hydrogel not be able to attach to the hull. footprint, thus securing a healthier silicone coating, HEMPEL and FORCE environment. HEMPASIL X3 has been Technology have started a project in )XHO VDYLQJV RI DERYH  DUH FRQ¿UPHG developed to cater for both operational which both model test and full-scale from tests applying HEMPASIL X3 to a economy and global ecology, and by validation are key components. During number of different ship types with guaranteeing fuel savings, HEMPASIL the next 12 months, FORCE Technology’s VLJQL¿FDQW GLIIHUHQFHV LQ KXOO VKDSHV also guarantees a reduction in the CO2 performance monitoring application, wetted area and operation. Saving fuel emissions. A reduction in a vessel’s CO2 SeaTrend, is used to investigate the is a big issue in the shipping industry emissions is a valuable asset as many anti-fouling abilities of HEMPASIL X3 in as the cost of oil is 75-85 % of the VKLS RZQHUV VWULYH WR UHGXFH WKHLU ÀHHW¶V order to determine the fuel savings on daily running costs for a container ship carbon footprint. different ship types. operator. To give an example of the Project facts Category: Operation Emission reductions: CO2 3-8 % NOX 3-8 % SOX 3-8 % Partners: FORCE Technology HEMPEL 37
  • 57. Adding water to the fuel makes it possible to make large reductions in the NOX emissions Nitrogen oxides, NOX, are created in exceed an acceptable level; but the low- For newbuildings, the extra investment is the extremely high temperatures ered temperature gained by adding water limited, as many of the components differ reached through the combustion to the fuel oil eliminates this restriction. RQO D OLWWOH IURP WKHLU XVXDO VSHFL¿FDWLRQV process. By lowering the peak What does it take to introduce a WIF and placements in the systems. temperature in the combustion system In order to apply water in fuel process, the NOX formation will also systems aboard, it is necessary to make be lowered. However, reducing the some minor alterations to both the en- peak temperature might introduce gine and the auxiliary system. In this a drawback on the CO2 emissions. project, we have thoroughly investigated an A.P. Moller - Maersk vessel built at A way to lower the peak temperature is Odense Steel Shipyard. Our study shows by adding water to the fuel, as the water that, in general, the need for changes on will evaporate and increase the heat MAN Diesel electrically controlled ME/ capacity of the gas in the combustion ME-C and ME-B engines is very limited, chamber. This will lower the peak tem- whereas the mechanical camshaft engine perature and thereby reduce the NOX types MC and MC-C require more exten- formation. sive changes. Experiences already obtained show that Regarding the auxiliary system, it is nec- by adding water to fuel, the reduction of essary to heat the emulsion to a higher NOX can be as high as 30-35%. This re- temperature when adding water to the duction, however, comes with the price fuel oil, and the pressure in the system of an increase in CO2 emissions of 1-2%. has to be increased in order to avoid However, using water in fuel oil opens evaporation of the water. Project facts for additional possibilities, namely the Furthermore, fuel to the auxiliary engines advantage of using other settings of the will have to be supplied from a separate engine than the ones needed without fuel oil system as they will not be capa- Category: Machinery WIF to adapt the engine’s IMO Tier II ble of operating on the same amount of Emission reductions: FHUWL¿FDWLRQ DQG WKHUHE LPSURYLQJ IXHO water. NOX 30-35% consumption. Another advantage is the Therefore, a larger freshwater generator reduction of fuel consumption when used is needed. For existing vessels, this Partners: in combination with e.g. turbochargers means that the piping system and many with variable nozzle areas. Normally, the of the components need to be replaced A.P. Moller-Maersk maximum potential of using turbocharg- which will be relatively costly and very Aalborg Industries ers to reduce fuel consumption cannot time consuming unless it is done at a MAN Diesel be utilised as the NOX emissions would shipyard. 38
  • 58. Danish Marine Group Over the last decades, the Danish become the largest and strongest and Ho Chi Minh City in 2009, and maritime industry has overcome maritime network in Denmark, they will be followed by Singapore in large changes in the global market representing almost 150 companies of 2010 and possibly by other maritime conditions. From being a strong all sizes. centers around the world. shipbuilding nation in the 1980s, the industry has gradually changed Danish Marine Group is an active towards equipment and shipping. international partner in the ‘Green Ship of the Future’ arrangement. We To support this development, Danish act as partner and organizer of the Marine Group was established in the international promotion campaign 1970s with the objective of organizing for the ‘Green Ship of the Future’. international exhibitions, conferences Conferences and workshops have and other promotion activities. Today, been organized in Hamburg in 2008 Danish Marine Group has grown to followed by Shanghai, Athens, Hanoi Transportens Innovationsnetværk The Transport Innovation Network With The Transport Innovation Current activities and networks Background Network, the Danish transport A1 Electric Transport TINV was initiated by the Danish sector, has gained a broad national A2 Intermodality, Short Sea Ship- Technological Institute, FORCE Tech- network that works to strengthen ping and Port Design nology, Maritime Development Centre Denmark’s competitive position A3 Vehicle- and Ship Technology of Europe and the Society for Danish globally, and for sustainable, LQFO 6XVWDLQDEOH )XHOV
  • 59. Transport Economics. The secretariat green transport solutions through A4 ICT in Transport and Logistics is shared between these partners, and increased innovation. LQFO (EXVLQHVV
  • 60. backed by a consortium that further A5 City Logistics of Tomorrow includes University of Southern Den- The Transport Innovation Network A6 Corporate Social Responsibility mark and Technological University of 7,19
  • 61. LV D QDWLRQDO FURVV GLVFLSOLQDU $ 0RELOLW 7UDI¿F &RQJHVWLRQ DQG Denmark. network aimed at the Danish Transport Behavioral Management TINV is funded by the Danish Agency sector. The primary objectives of TINV A8 Integrated Product/Service Sys- for Science, Technology and Innova- are to create synergy, encourage tems tion and is planned to run for a period match-making and generate research of 4 years. and development projects between TINV and GSF stakeholders in the transport sector TINV is part of the GSF project as a Contact: and research- and educational network partner. Our primary role is TINV secretariat, institutions, as well as related sectors to convey and disseminate results. We Email: info@tinv.dk such as energy and infrastructure. also contribute with knowledge and www.tinv.dk Among the TINV focus areas are results from surface transport and lo- climate and environment, energy-, gistics. logistics- and transport optimization, matchmaking and safety. 39
  • 62. Green Ship Network Partners www.dma.dk www.shipowners.dk www.danskemaritime.dk www.dk-danishmarine.com Transportens Innovationsnetværk www.tinv.dk www.mim.dk Contact Green Ship of the Future: Visit our website: www.greenship.org Press responsible: Hans Otto Kristensen, e-mail: hohk@mek.dtu.dk +45 40 45 90 20 Coordinator: Christian Schack, e-mail: crs@force.dk Coordinator: Rasmus Carstens, e-mail: rac@force.dk