Innovating for the future


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Innovating for the future

  1. 1. Marine Propulsion Conference 2011 Innovating for the Future Japan’s National Initiative to Meet the Global Emission ChallengeDr Abdul Rahim FIMarEST FRINA 9-10 March 2011 1
  2. 2. Policy of ClassNK’s R&D Activities Practical R&D Promotion Divisionfor further promotion of R&D activities (Established on 1 April 2009) Joint R&D Projects with industry (Japan’s 22 National Projects) Self-coordinated R&D Projects  Improvement of ship safety  Growth of the maritime industry 2
  3. 3. Japan’s 22 National Projects Ministry of Land, Infrastructure, Transport and Tourism initiated 22 National R&D Projects for Reduction of CO2 from ShipsProject Period: 2009 ~ 2012Target: Development of greenship technologies with 30% reduction in CO2 emission compared to existing shipsClassNK participates in 19 projectsas part of R&D activities contributing 2.2 billion Yen (Approx. $25 million) $1.00=Yen90 3 3
  4. 4. Maritime GHG Reduction ProjectsJapanese Government / Industry / NPO Joint Research Program 4 4
  5. 5. Project Categories Category No. of # of NK Projects Projects① Development of Optimum Hull Form 4 2② Reduction of Hull Friction 3 3③ Improvement of Propulsive Efficiency 3 3④ Improvement of Engine Efficiency & 4 4 Waste Heat Recovery⑤ Improvement of Operational 5 5 Efficiency⑥ Hybrid Electric Power / Use of Natural 3 2 Energy Total 22 19 5 5
  6. 6. Today’s Highlights1. Micro-bubble Lubrication System2. Low Resistance Coating3. Improving Propulsive Efficiency4. Waste Heat Recovery5. Hybrid Turbo Charger6. Renewable Energy (Solar, Wind)7. Large Capacity Battery / Solar Panel Hybrid System8. Operational Measures 6
  7. 7. Reduction of Hull FrictionAir lubrication systemBubbles generated by blower reduce the frictional resistancebetween the vessel’s bottom and the sea water.Estimated CO2 Reduction : 10% Already installed on heavy lift vessels YAMATAI built by Mitsubishi Heavy Industries. Will also undergo verification tests on a bulk carrier. M/V Yamatai, M/V Yamato Length overall: 162.0m Beam: 38.0m Max. draught: 6.34m Gross ton: 14,538GT Deadweight: 19,500 DWT C/O MHI 7 7
  8. 8. Hull Friction(Extremely Low Resistance Paint) 8 8
  9. 9. Improving Propulsive efficiencyPBCF (Propeller Hub Vortex Free MT-FASTBoss Cap Fins) Cap (HVFC) Mitsui OSK MTI / Tsuneishi Holdings MHI Techno-Trade Contra Rotating Propeller Surf-Bulb (Rudder Bulb System) 9 9
  10. 10. Waste Heat RecoveryTurbo Hydraulic System (THS) by MES Reduction Hyd. Gear Pump T/C Hyd. Pump (diverted from aircraft hyd. Pump) M/E Crankshaft Hyd. Pump Reduction Compact Gear Hyd. Pump fitted on T/C Hyd. Motor fitted on crank shaft Hyd. Motor Hyd. Control THSイメージ System 10 10
  11. 11. Waste Heat RecoveryTurbo Hydraulic System (THS) T/Cby MES Reduction Gear Control Panel Hyd. Motor High Revolution Hyd. Pump (diverted from aircraft hyd. Pump) 単体性能:90%以 単体性能:90%以上 上 Compact Design MES has made test models successfully and Verification Test is ongoing. 11
  12. 12. Hybrid Turbo Charger (T/C with built-in Generator) MHI / MET83MAGCompressor Turbine Compact high revolution blade permanent magnet generatorCouplingGenerator - System Output 550kW - Recovers 5% of the engine output M/E Source : MHI Giho VOL.44 NO.1: 2007 12 12
  13. 13. Engine Efficiency & Waste Heat Recovery MSB Hybrid Turbocharger MET83MAGGG GeneratorG Converter ←AC ←DC ←AC 700V can supply electric power on Capesize Bulk 450V Inverter Carrier without running diesel generators 60Hz during normal sea-going Onboard test slated for 2011 13 13
  14. 14. Renewable Energy - Solar PowerPCC “AURIGA LEADER”- 328 PV (Photo Voltaic) cell panels (40kW) Source: NYK Website G Engine DC/AC Switch board PV Cell Ship’s Load 14
  15. 15. Large Capacity Battery / Solar Panel Hybrid System Photo Voltaic Cell (Solar Battery) and Large Capacity Battery G Engine DC/AC Switch boardPV Cell Ship’s Load Battery MOL : Lithium Ion Battery NYK : Nickel Hydrogen Battery (Gigacell / KHI) 15
  16. 16. Hybrid Electric Power / Natural Energy200kW PV Cell Panel MOL 200kW Power Ship’s Main Switchboard converter Service Load Charge controller Diesel Generators 640kW/800kVA DC-DC DC-AC converter inverterLi-IonBattery Power3000kWHr Optimize diesel management generator operation 16 Charge/discharge control 16
  17. 17. Hybrid Electric Power / Natural Energy MOL : Hybrid Ship’s Power Supply System with P-V cell / Li-Ion battery• Development of power management control • Charging and discharging control of Li-Ion battery • Diesel generator loading control to reduce fuel consumption• Targets for zero emission during port operation • Li-Ion battery to supply ship’s service loads • Without running diesel generator 17 17
  18. 18. Hybrid Electric Power / Natural Energy NYK : Hybrid Ship’s Power Supply System with P-V cell / Gigacell (Nickel Hydrogen) battery- High Charge/Discharge Gigacell Battery(KHI) Former Nickel-metal hydride battery Efficiency Negative Negative electrode- Maintenance-Free Sealed Separator electrode Positive Single cell electrode Structure Positive electrode- 50% smaller & 30% lighter Partition than lead or cadmium Separator Bipolar-3D battery Structure Stack Single cell MV Auriga Leader 18 18
  19. 19. Operational Measures Efficiency Improvement by Operational Efforts Optimization of Operating plan for each ship or fleet Speed Reduction Weather Info. Weather Routing Just in Time arrival in Port Maintenance of Hull Weather Info. provider Search Optimum Route Maintenance of Engine etc. Weather Routing Operational Measures are feasible to existing ships 19
  20. 20. Optimum Weather Routing SystemPlanning of optimum route and speed considering: - Weather forecast / Weather monitoring - Ship’s individual propulsion characteristics / Performance monitoring (slamming, propeller lacing, etc.Shortening of optimum route searching time Fastest Shore EconomySource : site of Voyage support system “Sea-Navi” Universal Shipbuilding Corporation site of FujiSankei Business i. 20
  21. 21. Development of Energy Saving Ship Japanese shipyards are developing new ship designs for reducing fuel oil consumption/CO2 emission Container Ship Tanker Bulk Carrier MHI IHI MU Mitsui “MALS14000 - CS” “efuture 310 T” “NeoSupramax 66BC” (completed the conceptual design) (completed the conceptual design) (launched onto the market)Reduce fuel oil consumption by 30% Reduce fuel oil consumption by 30% Reduce fuel oil consumption by 30%200Ton/day → 130Ton/day 35Ton/day → 25Ton/day • Development of Optimum Hull Form • Improvement of Propulsive Efficiency • Reduction of Hull Friction • Improvement of Engine efficiency and waste heat recovery system Aims to reduce fuel oil consumption/CO2 emissions by 40~50% in the future 21 21
  22. 22. Advanced Energy Efficient Designs eFuture 13000C Concept Energy Saving & Environmental friendly 13,000TEU Container56,000 DWT Bulk Carrier 22 310,000 DWT Tanker 22
  23. 23. eFuture 13000C : 13,000TEU Container Carrier30% reduction of GHG by integratingthe following technologies. 1. 21% reduction by Improvement on Propulsive Performance Twin-skeg hull form (rudder fin and bulb), Forward bridge, Front bonnet, Rudder bulb, Low friction coating and Tip rake propeller 2. 10% reduction by Improvement on propulsion plant efficiency Electronically controlled diesel engine, Variable nozzle area turbo charger and Waste heat recovery system 3. 1% reduction by application of natural energy Photovoltaic panel 23 23
  24. 24. eFuture 310T Tanker & 56B Bulk carrier30% reduction of GHG by integratingthe following technologies.  Whale Back Bow  Electronically controlled diesel engine  Variable nozzle area turbo charger  Waste heat recovery system  Single-screw, twin-engine propulsion system  Contra-Rotating Propeller IHIMU estimates that the initial cost of these new systems will be recouped within 5 or 6 years 24 24
  25. 25. Possibility of reducing fuel oil consumption/CO2 emissionsNew twin-engine, twin-screw propulsion system Electronically High- Air Lubrication controlled main engine, performance System Hull form & heat recovery system hull form Propulsion system Air Lubrication System 100 Engine plant 90 68 65 Optimized + Operation Overall CO2 reduction ratio 35% Through effective Technical & Operational measures, it is not a dream to achieve 50% fuel oil reduction / reduction in CO2 emissions Energy Efficient Technologies can counter 25 rising fuel oil costs and can reduce CO2 emissions 25
  26. 26. Another Joint Industry Project Wind Challenger Purpose Development of engine assisted sailing ship 1/3 fuel consumption compared with engine driven ship Participants Tokyo University, NYK, MTI, MOL, Oshima Shipyard, Teijin, ClassNK Duration OCT/2009 – MAR/2012 (2.5 years)Particular of Ship Cape Size Bulk Carrier: 180,000DWT LxBxD: 300x50x16 Service Speed: 14kt 2 2 Sail Area: 9,000m (1,000 x 9) 26 26
  27. 27. Wind Challenger Project Wind Driven Bulk Carrier on Voyage 9 CFRP hard wing sails which can rotate 360 degrees to meet wind direction Telescopic Reef MechanismWind Driven Bulk Carrier in Port 27 27
  28. 28. Probability of CO2 reduction 28
  29. 29. Probability of CO2 reduction 29
  30. 30. What ClassNK does ClassNK actively contributes to the development of EEDI and EEOI- Verification of EEDI for new ships (In cooperation with Japanese Industry)- EEOI Calculation & Analysis Software for new and existing ships 30
  31. 31. EEDI Verification on NewbuildingsIn 2009 ClassNK conducted EEDI verificationtrials for two actual ships in close coordinationwith Japanese shipping industry. (MEPC60/4/5) “MUSANAH” “SHIN KORYU”Kind of ship: LPG Carrier Kind of ship: Bulk CarrierGross tonnage: 47,985 GT Gross tonnage:106,367 GTDeadweight: 55,028 tons Deadweight: 207,991 tonsMCR of M/E: 13,700kW x 104rpm MCR of M/E: 16,610kW x 81rpm 31
  32. 32. ClassNK EEOI SoftwareClassNK is now developing EEOI calculation and analysissystem “PrimeShip-GREEN/EEOI”.Official release is scheduled for April 2011 User of Ship Company Data Transmission EEOI Web EEOI Calculation Service ClassNK EEOI Onboard Data Storage ClassNK will provide EEOI appraisal service using this system 32 32
  33. 33. PrimeShip-GREEN/EEOI EEOI Calculation System KAIJI MARU M/V KAIJI MARU KAIJI MARU PrimeShip-GREEN/EEOI NK MARU Ship 3 Ship 4 Ship 5 Ship 6 Ship 7 Ship 8 Ship 9 Ship 10 Ship 11 Basic Functions of System KAIJI MARU NK MARU Ship 3 Ship 4 Ship 5 Ship 6 Ship 7 Ship 8 Ship 9 Ship 10 Ship 3 Ship 11 KAIJI MARU Trend Graph of EEOI, CO2 emission, etc. Ship 9 Ship 6 Ship 10 NK MARU Ship 5 EEOI Target Setting KAIJI MARU NK MARU Ship 3 Ship 4 Ship 5 EEOI Comparison in Fleet Ship 6 Ship 7 Ship 8 Ship 9 Ship 10 Ship 11 Benchmarking KAIJI MARU NK MARU Ship 3 Ship 5 Ship 6 Ship 9 Ship 10 33 33
  34. 34. Conclusion ClassNK actively participates in developing Green technologies to reduce GHG at IMO and elsewhere Japan’s 22 National Projects for reducing GHG emission from ships are surely and steadily progressing 30% reduction in CO2 emission Existing Ship ClassNK participates in 19 of the 22 projects offering approx. Yen 2.2 billion ($25 million) ClassNK provides clients with rational rules and guidelines on the new Green-Ship Technologies reflecting the outcomes of joint R&D 34 34
  35. 35. Thank you ! 35 35