The document discusses environmental regulations and rules as opportunities for businesses rather than threats. It provides an overview of new regulations like the Energy Efficiency Design Index (EEDI) being adopted by the International Maritime Organization to improve ship energy efficiency. The EEDI calculation formula considers factors like ship speed, capacity, and power consumption. Technical measures that can help reduce a ship's EEDI and improve efficiency are discussed, like optimizing hull and propeller designs, installing waste heat recovery systems, using alternative fuels like LNG, and applying green technologies. Examples of efficiency improvements through advanced propeller and rudder designs from a MAN Alpha retrofit project are also presented.
This document discusses MAN Diesel & Turbo's exhaust gas recirculation (EGR) technology for reducing nitrogen oxide (NOx) emissions from ships to meet upcoming Tier III standards. It provides an overview of EGR, including the system layout, key components, control system, and initial service experience on MAN engines equipped with EGR. EGR works by recirculating a portion of exhaust gas into the engine to reduce combustion temperatures and lower NOx production. MAN has conducted successful sea trials of EGR technology and found no adverse impacts to engine components after over 700 hours of operation.
This document defines and explains several key terms and measures related to ship energy efficiency and emissions:
- The EEDI is an index that quantifies a ship's carbon dioxide emissions based on the goods transported, and new ships must meet required EEDI limits.
- The IEEC is a new certificate issued to ships over 400 gross tonnage to document their attained EEDI and SEEMP.
- The SEEMP is a ship's energy efficiency management plan to improve operations and link to corporate policy.
- The EEOI is an efficiency indicator calculated based on a ship's fuel consumption, voyage distance, and cargo that allows comparison of emissions between ships.
The document discusses various renewable and non-renewable energy sources that can be used to power ships, including their advantages and disadvantages. It examines fossil fuels currently used like diesel, as well as alternative fuels like liquefied natural gas (LNG), biofuels, hydrogen, and renewable options such as wind, solar and nuclear energy. While renewable sources avoid pollution, they have limitations related to availability and technology. The best approach may be to use alternative fuels and renewable sources together to supplement fossil fuels and reduce environmental impacts from shipping.
The document discusses energy efficiency measures in the shipping industry and barriers to their adoption. It identifies key stakeholders in ship operation and their influence on implementing energy efficiency. A literature review found the most common barriers include lack of information, financial constraints, technical risks, and lack of crew awareness/training. A pilot survey was conducted to validate questionnaires on barriers. The main survey collected data from 91 stakeholders in Bangladesh and Malaysia on their influence level on 18 energy efficiency measures. The findings show measures with very high influence levels include improved voyage planning, speed optimization, hull cleaning, and propeller cleaning.
Brown Bag (Roy) - EEDI for LNG TankersBiswajoy Roy
This document summarizes a study on energy efficiency regulations for LNG carriers. It examines 493 LNG carriers using four main propulsion technologies: steam turbine, dual fuel diesel electric, slow speed diesel with reliquefaction, and main engine gas injection. The study calculates the Energy Efficiency Design Index (EEDI) for each technology both with and without considering methane slip. It finds that current EEDI regulations do not properly account for methane slip and may not incentivize reducing greenhouse gas emissions. The document proposes policy alternatives like setting more stringent EEDI reduction targets, updating the EEDI baseline, including methane slip in calculations, and using correction factors. The conclusions are that the EEDI needs revision to make
This document discusses electric hybrid propulsion systems for ships. It begins by explaining the global environmental regulations driving a reduction in ship emissions. It then discusses the benefits of electric hybrid systems for improving fuel efficiency and reducing emissions. The document covers various electric hybrid configurations and safety considerations for lithium-ion batteries. It presents case studies of Seaspan ferries that use hybrid systems with liquefied natural gas and batteries. Other ongoing hybrid projects involving ferries and tugs are also summarized. The document aims to provide an overview of why ships are adopting electric hybrid technologies and how these systems work.
The document lists Mohammud Hanif Dewan's activities giving technical seminars and talks on MARPOL Annex VI and ship energy efficiency management. It provides details of six separate seminars or talks he gave between July 2015 and May 2016 in Dhaka, Bangladesh and Kuala Lumpur, Malaysia. The seminars and talks were arranged by various marine organizations and covered topics around air pollution regulations, greenhouse gas emissions, and energy efficiency regulations for ships.
This document discusses MAN Diesel & Turbo's exhaust gas recirculation (EGR) technology for reducing nitrogen oxide (NOx) emissions from ships to meet upcoming Tier III standards. It provides an overview of EGR, including the system layout, key components, control system, and initial service experience on MAN engines equipped with EGR. EGR works by recirculating a portion of exhaust gas into the engine to reduce combustion temperatures and lower NOx production. MAN has conducted successful sea trials of EGR technology and found no adverse impacts to engine components after over 700 hours of operation.
This document defines and explains several key terms and measures related to ship energy efficiency and emissions:
- The EEDI is an index that quantifies a ship's carbon dioxide emissions based on the goods transported, and new ships must meet required EEDI limits.
- The IEEC is a new certificate issued to ships over 400 gross tonnage to document their attained EEDI and SEEMP.
- The SEEMP is a ship's energy efficiency management plan to improve operations and link to corporate policy.
- The EEOI is an efficiency indicator calculated based on a ship's fuel consumption, voyage distance, and cargo that allows comparison of emissions between ships.
The document discusses various renewable and non-renewable energy sources that can be used to power ships, including their advantages and disadvantages. It examines fossil fuels currently used like diesel, as well as alternative fuels like liquefied natural gas (LNG), biofuels, hydrogen, and renewable options such as wind, solar and nuclear energy. While renewable sources avoid pollution, they have limitations related to availability and technology. The best approach may be to use alternative fuels and renewable sources together to supplement fossil fuels and reduce environmental impacts from shipping.
The document discusses energy efficiency measures in the shipping industry and barriers to their adoption. It identifies key stakeholders in ship operation and their influence on implementing energy efficiency. A literature review found the most common barriers include lack of information, financial constraints, technical risks, and lack of crew awareness/training. A pilot survey was conducted to validate questionnaires on barriers. The main survey collected data from 91 stakeholders in Bangladesh and Malaysia on their influence level on 18 energy efficiency measures. The findings show measures with very high influence levels include improved voyage planning, speed optimization, hull cleaning, and propeller cleaning.
Brown Bag (Roy) - EEDI for LNG TankersBiswajoy Roy
This document summarizes a study on energy efficiency regulations for LNG carriers. It examines 493 LNG carriers using four main propulsion technologies: steam turbine, dual fuel diesel electric, slow speed diesel with reliquefaction, and main engine gas injection. The study calculates the Energy Efficiency Design Index (EEDI) for each technology both with and without considering methane slip. It finds that current EEDI regulations do not properly account for methane slip and may not incentivize reducing greenhouse gas emissions. The document proposes policy alternatives like setting more stringent EEDI reduction targets, updating the EEDI baseline, including methane slip in calculations, and using correction factors. The conclusions are that the EEDI needs revision to make
This document discusses electric hybrid propulsion systems for ships. It begins by explaining the global environmental regulations driving a reduction in ship emissions. It then discusses the benefits of electric hybrid systems for improving fuel efficiency and reducing emissions. The document covers various electric hybrid configurations and safety considerations for lithium-ion batteries. It presents case studies of Seaspan ferries that use hybrid systems with liquefied natural gas and batteries. Other ongoing hybrid projects involving ferries and tugs are also summarized. The document aims to provide an overview of why ships are adopting electric hybrid technologies and how these systems work.
The document lists Mohammud Hanif Dewan's activities giving technical seminars and talks on MARPOL Annex VI and ship energy efficiency management. It provides details of six separate seminars or talks he gave between July 2015 and May 2016 in Dhaka, Bangladesh and Kuala Lumpur, Malaysia. The seminars and talks were arranged by various marine organizations and covered topics around air pollution regulations, greenhouse gas emissions, and energy efficiency regulations for ships.
The document discusses various energy efficiency measures for ships and potential barriers to their adoption. It provides definitions for key terms related to energy efficiency like the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), and Energy Efficiency Operational Indicator (EEOI). Technical measures to improve efficiency include hull design optimization, waste heat recovery, speed reduction, and the use of alternative fuels. However, barriers remain like split incentives between ship owners and operators and a lack of knowledge sharing across technical systems.
100913 enercon presentation september 2013 paper (4)www.thiiink.com
Enercon developed the E-Ship 1 as the first wind-hybrid cargo ship to transport wind turbine components in a more sustainable and efficient manner. Key features include a diesel-electric propulsion system, optimized hull design, and innovative Flettner rotor sails to harness wind power for additional thrust. Extensive testing and evaluation showed the rotor sail system can reduce shaft power by up to 25% in optimal wind conditions. Operational experience found the rotor sails have no negative impact on vessel handling and require minimal maintenance. Enercon aims to further optimize E-Ship 1 operations and develop new maritime innovations like advanced rotor sail technology.
This document discusses liquefied natural gas (LNG) as a fuel for ships and bunkering. It begins with an introduction and agenda that outlines the topics to be covered, including why LNG is being used as a fuel, innovative projects using LNG, technologies like fuel tanks and propulsion systems, and challenges around LNG bunkering. It then covers the economic advantages of LNG as a fuel compared to other options like using scrubbers or low-sulfur fuels. Finally, it discusses specific innovative projects using LNG as a fuel, technologies related to LNG fuel tanks and propulsion designs, and considerations around LNG bunkering.
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $1...www.thiiink.com
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $15 million per vessel for a 50% Retrofit emissions and cost reduction?
Shipyards 1 million employed 24/7?
Yearly cost reduction 100 billion US$?
2008 to 2014, nobody noticed 1 ship went from 50 million to 376 million cars per vessels?
Or 2018 just 4 ships equal all the worlds 1 billion cars" or 1.3 trillion cars worth of emissions on 70% of Earth our Oceans?
Or we are all driving 1300 cars each not just 1?
https://www.focus.de/wissen/natur/wissen-und-gesundheit-dicke-luft-auf-hoher-see_id_5247004.html
All shipping date wrong by a factor of 5?
300,000 to 500,000 will die a year + 3 to 5 million with cancer?
Why because nobody somehow noticed 10,000 die plus 100,000 with cancer in Scandinavia alone" in the Scandinavian CLEAN FUEL ZONE?
http://www.dailymail.co.uk/sciencetech/article-3327622/Why-sea-breeze-not-good-anymore-Particle-pollution-shipping-far-worse-thought.html
Or by 2020 we will be back to 15 ships equal all world cars like in 2008?
Why no Scrubber?
How is the Co2 50% reduction target by 2050 possible, when its mostly Biofuel and LNG worse than Coal in Actual Co2 emissions?
https://www.theguardian.com/environment/2017/nov/07/natural-gas-emissions-will-blow-europes-carbon-budget-at-current-levels
https://www.transportenvironment.org/what-we-do/what-science-says-0
How did BIMCO & ICS get away with it?
Why is nobody saying anything?
https://www.slideshare.net/jornw1/wartsila-shipping-energy-efficiency-presentation19-sep-2008
Portable Fuel Tank - The Application of a New Method of Bunkering for Small S...Kelvin Xu (MRINA)
This document presents a new method of bunkering for small scale LNG fuelled vessels using portable fuel tanks. It summarizes the design of a 32m harbour tugboat outfitted with two 20m3 portable LNG fuel tanks arranged on deck. The portable tanks allow for a simple bunkering process of replacing empty tanks with preloaded tanks delivered by truck, ship, or rail. This reduces bunkering duration compared to conventional shore-based or ship-to-ship methods. The document also discusses the vessel's fuel supply system and gas venting arrangement to safely utilize the portable fuel tanks.
DNV GL's long experience is now put on paper outlining the main issues as far as batteries use as fuel. Projects like the Viking Lady and the newly built NORLED vessels exhibit the vast experience we have in this field.
The document summarizes PT Nusantara Regas's LNG FSRU business model. Some key points:
- PT Nusantara Regas operates an FSRU in Jakarta Bay that receives LNG from carriers and regasifies it for delivery to power plants and other gas buyers.
- The business aims to meet Indonesia's growing gas demand and reduce reliance on fuel subsidies by accelerating domestic gas utilization.
- An FSRU was chosen as it allows rapid deployment and is economically feasible for 10 years, until a permanent onshore terminal can be built.
- The business model involves managing LNG supply from existing sources, gas sales to power company PLN and other buyers,
Remote Region LNG Supply Study - Makassar ProjectAchmad Agung P
The document provides a conceptual study for a remote region LNG supply project in Makassar, Indonesia. It analyzes potential supply locations, offtake locations, gas demand, transport modal options including small LNG carriers and barges, and regulatory requirements. The objective is to propose an optimized solution to supply 32 million standard cubic feet per day of natural gas to local power plants in Makassar starting in 2015. Key locations under consideration for the supply point are the Jakarta FSRU hub, Sengkang, Bontang, and Tangguh. For the offtake terminal, locations near Pertamina Depot 7, Paotere Port, and Untea Port are being evaluated.
This document discusses regulations from MARPOL Annex VI Chapter IV regarding greenhouse gas emissions and energy efficiency from ships. It provides details on the Energy Efficiency Design Index (EEDI) which sets mandatory reduction targets for carbon intensity from new ships. The EEDI must be calculated and verified according to IMO guidelines and reductions are implemented in phases, with more stringent targets starting in 2015 and becoming mandatory through 2025. Requirements include attaining the EEDI value and developing and implementing a Ship Energy Efficiency Management Plan.
Ce delft -_historical_trends_in_ship_design_efficiency[1]John Kokarakis
- The document analyzes historical trends in ship design efficiency from the 1960s to 2012 to inform a review of efficiency targets.
- It finds that design efficiency improved significantly in the 1980s and was best in the 1990s, up to 10% better than the 1999-2008 baseline period. Efficiency then deteriorated after the 1990s.
- Drivers for improved efficiency included reduced design speed, larger size, and advances in hull design and propulsion systems. Deterioration after the 1990s partly resulted from poorer designs.
This seminar discusses liquefied natural gas (LNG) as an alternative fuel for marine engines. LNG produces significantly lower emissions of CO2, NOx, particulate matter, and SOx compared to conventional marine fuels. It provides an option for ships to meet increasingly stringent environmental regulations. The seminar covers the properties, advantages, and risks of using LNG as a marine fuel. It finds that LNG from certain countries like Algeria have compositions that produce higher heating values and better combustion. Risks of LNG include fires, explosions, and asphyxiation if leaks occur. Proper safety regulations and infrastructure are needed for wider adoption of LNG as a marine fuel.
Real-World Activity and Fuel Use of Diesel and CNG Refuse TrucksGurdas Sandhu
See journal paper at http://dx.doi.org/10.1016/j.atmosenv.2014.04.036
According to a 2006 report, the waste collection industry in the U.S. operates over 136,000 refuse trucks, almost all diesels, that average 25,000 miles annually and with average fuel economy of less than 3 miles per gallon. There is an increasing adoption of Compressed Natural Gas (CNG) fuelled trucks in the waste collection industry due to the significantly lower cost of CNG per diesel gallon equivalent (dge). This presentation includes results of activity and fuel use from in-use real-world field measurements of eighteen diesel fuelled refuse trucks, with six each of side-load, front-load, and roll-off configurations and six CNG fuelled refuse trucks, with three each of side-load and front-load configurations. The study design included trucks from various manufacturers such as Mack, Autocar, and Freightliner and model years 2003 to 2012. Each truck was instrumented for one day of operation with a portable activity measurement system (PAMS) to log Engine Control Unit (ECU) data and Global Positioning System (GPS) receivers. Trucks were also instrumented with portable emissions measurement system (PEMS), however, emissions results are not included here.
The total quality assured data covers over 2,000 miles and 190 hours of in-use real-world driving. During the measurement period the trucks picked about 7,500 cans with a total of over 500 tons of trash. Measured 1 Hz activity data includes, but is not limited to, vehicle speed, engine speed, intake manifold pressure, intake air temperature, engine load, and elevation (leading to road grade). Duty cycles and fuel use rates are quantified in terms of operating mode bins defined by the U.S. Environmental Protection Agency for the MOVES emission factor model. Overall results are included here; detailed results by truck configuration and fuel type will be covered in the presentation. On average, 50 percent of time was spent at idle, 5 percent braking or decelerating, 28 percent at low speed (up to 25 mph), 12 percent at moderate speed (25 to 50 mph), and 5 percent at high speed (50 mph or higher). Diesel trucks spend more time in high speed mode compared to CNG. Estimated cycle average diesel fuel economy ranges were 2.0 to 3.4 mpg, 2.3 to 3.2 mpg, 3.9 to 6.0 mpg, and for side-loaders, front-loaders, and roll-offs, respectively. In comparison, CNG fuel economy ranges were 1.2 to 1.7 mpdge and 2.0 to 2.5 mpdge for side-loaders and front-loaders, respectively.
* We have a technology called the VIRTUAL PIPELINE TECHNOLOGY (VPT) - captures flared gas, stranded gas, associate gas (dry or wet - explained in the slide) at any given pressure, processes it, transport and supply the gas at the preferred discharge pressure. Our tubes carries a minimum of 550mscf (could carry more if the road is good and can take the weight). It can also pick up gas from existing pipelines and deliver gas to pipeline disconnected areas.
* Modular Power Plant (minimum of 1.5MW) and can be co-generated (power and steam/hot water).
INSIGHT: building a gigantic MW plants that will take 4 - 5 years to achieve also not considering where the source of feedstock is has been a major problem in West Africa.
Meanwhile, TEI can build modular plants (1.5MW each) 6MW plants + VPT within 6 - 9 months and could have 100 different locations (600MW) over a period of time serving numerous locations, and make the return on your investments within a year or 16 - 18 months as the case may be (depending on the distance from feedstock and discharge pressure) yet achieving the same purpose (or even more) in a significant less amount of time as any stand alone 500MW which will just be concluded in the 4th or 5th year talk less of when the breakeven point will be.
Also, if one station goes out, it does not affect the other 99 plants/stations hence providing light/electricity to a wider range. Another better advantage of our VPT and modular plants and why we are better than any product on earth as of today. So robust, you can deploy in the rural areas.
* Modular Gas Storage - For contingent supplies, we can build modular storage facility (such as a farm tanks) with storage capacity of 7.5mmscf/d and could increase in the same module. It is very scalable in that, other than the fact that we can move it from a location to another, we could also convert the modules to a gas transportation/supply cylinders attached to trucks.
* Modular Gas Separator - used to extract by-products of natural gas in small quantities. Methane to power turbines, Propane for cooking, Butane, LNG, etc. are other by-products we can help monitize...
These are reasons why we are a SOLUTION to the Gas, Power and Energy sectors and looking forward to providing a solution to the existing problems.....
PT Sankyu Indonesia International Project Logistics Works provides logistics and maintenance outsourcing services in Indonesia since 1974. It offers services including export packing, sea and air cargo, customs clearance, warehousing and distribution, plant engineering, installation, maintenance and facilities with heavy equipment. The company has experience in projects for chemical, steel, aluminum, oil and gas, energy, telecommunications and infrastructure industries. It aims to be a one stop service provider for logistics and plant maintenance in Indonesia.
This document discusses the unique challenges of docking and mooring floating storage and regasification units (FSRUs). It summarizes Trelleborg Marine Systems' comprehensive approach to designing integrated mooring systems for FSRUs. The presentation outlines considerations for mechanical elements, instrumentation, control, monitoring, and emergency release across FSRU, jetty, and liquefied natural gas carrier interfaces. It then discusses the evolution of the project designing the mooring system for the Golar Winter FSRU and Petrobras Bahia regasification terminal in Brazil, including load monitoring, remote release capabilities, and data sharing between vessels and shoreside systems.
This document provides an overview of IMO regulations for improving ship energy efficiency, including:
- Chapter 4 of MARPOL Annex VI establishes mandatory energy efficiency standards for ships through the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.
- IMO resolutions provide guidelines for calculating the EEDI and developing SEEMPs.
- Ships must undergo surveys and be issued an International Energy Efficiency Certificate verifying compliance with Chapter 4 requirements.
The document discusses BMT TITRON's capabilities in compressed natural gas (CNG) and liquefied natural gas (LNG) management technologies. It describes several CNG and LNG vessel designs ranging from 20MMscf to 250MMscf CNG carriers and 3,750m3 to 13,000m3 and up to 40,000m3 LNG carriers. It also mentions experience in bulk carriers, oil and gas processing, pipelines, and consulting. BMT TITRON works with major technology partners on vessel designs and systems to transport CNG and LNG by sea.
Airport modelling: challenges and solutions - Katie PettyIES / IAQM
This document summarizes a report on air quality around ports and potential mitigation options. It examines trends in pollutants like NO2 and PM around three UK ports. Port activities like on-shore machinery and visiting ships contribute to local air quality issues. Identified mitigation options include using cleaner fuels for vessels, increasing hybrid and electric vessels, and providing shore-side power to turn off ship engines at berth. These options could significantly reduce emissions but also face challenges like high costs and technical limitations.
The IMO EEDI formula provides a method to calculate the Energy Efficiency Design Index (EEDI) of ships. The EEDI represents a ship's actual carbon dioxide emissions per unit of transport work, with transport work defined as the product of deadweight tonnage or gross tonnage and ship speed. The specific formula outlines factors to calculate CO2 emissions from main engines and auxiliary engines, including main engine power calculated as 75% of maximum continuous rating after deducting power from shaft generators. Transport work is also affected by capacity and speed correction factors. The formula and additional documents provide guidance on properly applying the various technical parameters to determine a ship's EEDI in a standardized way.
This document discusses ship energy efficiency and regulations to reduce greenhouse gas emissions from ships. It provides background on increasing carbon dioxide levels and the need to reduce emissions from the shipping industry. The document summarizes International Maritime Organization regulations including the Energy Efficiency Design Index, which sets mandatory energy efficiency standards for new ships, and the Ship Energy Efficiency Management Plan, which provides a mechanism for ships to improve their energy efficiency. It describes methods to calculate the EEDI and requirements for attaining the EEDI. Finally, it discusses technologies and operational measures that can help ships improve their energy efficiency and comply with regulations.
The document discusses various energy efficiency measures for ships and potential barriers to their adoption. It provides definitions for key terms related to energy efficiency like the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), and Energy Efficiency Operational Indicator (EEOI). Technical measures to improve efficiency include hull design optimization, waste heat recovery, speed reduction, and the use of alternative fuels. However, barriers remain like split incentives between ship owners and operators and a lack of knowledge sharing across technical systems.
100913 enercon presentation september 2013 paper (4)www.thiiink.com
Enercon developed the E-Ship 1 as the first wind-hybrid cargo ship to transport wind turbine components in a more sustainable and efficient manner. Key features include a diesel-electric propulsion system, optimized hull design, and innovative Flettner rotor sails to harness wind power for additional thrust. Extensive testing and evaluation showed the rotor sail system can reduce shaft power by up to 25% in optimal wind conditions. Operational experience found the rotor sails have no negative impact on vessel handling and require minimal maintenance. Enercon aims to further optimize E-Ship 1 operations and develop new maritime innovations like advanced rotor sail technology.
This document discusses liquefied natural gas (LNG) as a fuel for ships and bunkering. It begins with an introduction and agenda that outlines the topics to be covered, including why LNG is being used as a fuel, innovative projects using LNG, technologies like fuel tanks and propulsion systems, and challenges around LNG bunkering. It then covers the economic advantages of LNG as a fuel compared to other options like using scrubbers or low-sulfur fuels. Finally, it discusses specific innovative projects using LNG as a fuel, technologies related to LNG fuel tanks and propulsion designs, and considerations around LNG bunkering.
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $1...www.thiiink.com
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $15 million per vessel for a 50% Retrofit emissions and cost reduction?
Shipyards 1 million employed 24/7?
Yearly cost reduction 100 billion US$?
2008 to 2014, nobody noticed 1 ship went from 50 million to 376 million cars per vessels?
Or 2018 just 4 ships equal all the worlds 1 billion cars" or 1.3 trillion cars worth of emissions on 70% of Earth our Oceans?
Or we are all driving 1300 cars each not just 1?
https://www.focus.de/wissen/natur/wissen-und-gesundheit-dicke-luft-auf-hoher-see_id_5247004.html
All shipping date wrong by a factor of 5?
300,000 to 500,000 will die a year + 3 to 5 million with cancer?
Why because nobody somehow noticed 10,000 die plus 100,000 with cancer in Scandinavia alone" in the Scandinavian CLEAN FUEL ZONE?
http://www.dailymail.co.uk/sciencetech/article-3327622/Why-sea-breeze-not-good-anymore-Particle-pollution-shipping-far-worse-thought.html
Or by 2020 we will be back to 15 ships equal all world cars like in 2008?
Why no Scrubber?
How is the Co2 50% reduction target by 2050 possible, when its mostly Biofuel and LNG worse than Coal in Actual Co2 emissions?
https://www.theguardian.com/environment/2017/nov/07/natural-gas-emissions-will-blow-europes-carbon-budget-at-current-levels
https://www.transportenvironment.org/what-we-do/what-science-says-0
How did BIMCO & ICS get away with it?
Why is nobody saying anything?
https://www.slideshare.net/jornw1/wartsila-shipping-energy-efficiency-presentation19-sep-2008
Portable Fuel Tank - The Application of a New Method of Bunkering for Small S...Kelvin Xu (MRINA)
This document presents a new method of bunkering for small scale LNG fuelled vessels using portable fuel tanks. It summarizes the design of a 32m harbour tugboat outfitted with two 20m3 portable LNG fuel tanks arranged on deck. The portable tanks allow for a simple bunkering process of replacing empty tanks with preloaded tanks delivered by truck, ship, or rail. This reduces bunkering duration compared to conventional shore-based or ship-to-ship methods. The document also discusses the vessel's fuel supply system and gas venting arrangement to safely utilize the portable fuel tanks.
DNV GL's long experience is now put on paper outlining the main issues as far as batteries use as fuel. Projects like the Viking Lady and the newly built NORLED vessels exhibit the vast experience we have in this field.
The document summarizes PT Nusantara Regas's LNG FSRU business model. Some key points:
- PT Nusantara Regas operates an FSRU in Jakarta Bay that receives LNG from carriers and regasifies it for delivery to power plants and other gas buyers.
- The business aims to meet Indonesia's growing gas demand and reduce reliance on fuel subsidies by accelerating domestic gas utilization.
- An FSRU was chosen as it allows rapid deployment and is economically feasible for 10 years, until a permanent onshore terminal can be built.
- The business model involves managing LNG supply from existing sources, gas sales to power company PLN and other buyers,
Remote Region LNG Supply Study - Makassar ProjectAchmad Agung P
The document provides a conceptual study for a remote region LNG supply project in Makassar, Indonesia. It analyzes potential supply locations, offtake locations, gas demand, transport modal options including small LNG carriers and barges, and regulatory requirements. The objective is to propose an optimized solution to supply 32 million standard cubic feet per day of natural gas to local power plants in Makassar starting in 2015. Key locations under consideration for the supply point are the Jakarta FSRU hub, Sengkang, Bontang, and Tangguh. For the offtake terminal, locations near Pertamina Depot 7, Paotere Port, and Untea Port are being evaluated.
This document discusses regulations from MARPOL Annex VI Chapter IV regarding greenhouse gas emissions and energy efficiency from ships. It provides details on the Energy Efficiency Design Index (EEDI) which sets mandatory reduction targets for carbon intensity from new ships. The EEDI must be calculated and verified according to IMO guidelines and reductions are implemented in phases, with more stringent targets starting in 2015 and becoming mandatory through 2025. Requirements include attaining the EEDI value and developing and implementing a Ship Energy Efficiency Management Plan.
Ce delft -_historical_trends_in_ship_design_efficiency[1]John Kokarakis
- The document analyzes historical trends in ship design efficiency from the 1960s to 2012 to inform a review of efficiency targets.
- It finds that design efficiency improved significantly in the 1980s and was best in the 1990s, up to 10% better than the 1999-2008 baseline period. Efficiency then deteriorated after the 1990s.
- Drivers for improved efficiency included reduced design speed, larger size, and advances in hull design and propulsion systems. Deterioration after the 1990s partly resulted from poorer designs.
This seminar discusses liquefied natural gas (LNG) as an alternative fuel for marine engines. LNG produces significantly lower emissions of CO2, NOx, particulate matter, and SOx compared to conventional marine fuels. It provides an option for ships to meet increasingly stringent environmental regulations. The seminar covers the properties, advantages, and risks of using LNG as a marine fuel. It finds that LNG from certain countries like Algeria have compositions that produce higher heating values and better combustion. Risks of LNG include fires, explosions, and asphyxiation if leaks occur. Proper safety regulations and infrastructure are needed for wider adoption of LNG as a marine fuel.
Real-World Activity and Fuel Use of Diesel and CNG Refuse TrucksGurdas Sandhu
See journal paper at http://dx.doi.org/10.1016/j.atmosenv.2014.04.036
According to a 2006 report, the waste collection industry in the U.S. operates over 136,000 refuse trucks, almost all diesels, that average 25,000 miles annually and with average fuel economy of less than 3 miles per gallon. There is an increasing adoption of Compressed Natural Gas (CNG) fuelled trucks in the waste collection industry due to the significantly lower cost of CNG per diesel gallon equivalent (dge). This presentation includes results of activity and fuel use from in-use real-world field measurements of eighteen diesel fuelled refuse trucks, with six each of side-load, front-load, and roll-off configurations and six CNG fuelled refuse trucks, with three each of side-load and front-load configurations. The study design included trucks from various manufacturers such as Mack, Autocar, and Freightliner and model years 2003 to 2012. Each truck was instrumented for one day of operation with a portable activity measurement system (PAMS) to log Engine Control Unit (ECU) data and Global Positioning System (GPS) receivers. Trucks were also instrumented with portable emissions measurement system (PEMS), however, emissions results are not included here.
The total quality assured data covers over 2,000 miles and 190 hours of in-use real-world driving. During the measurement period the trucks picked about 7,500 cans with a total of over 500 tons of trash. Measured 1 Hz activity data includes, but is not limited to, vehicle speed, engine speed, intake manifold pressure, intake air temperature, engine load, and elevation (leading to road grade). Duty cycles and fuel use rates are quantified in terms of operating mode bins defined by the U.S. Environmental Protection Agency for the MOVES emission factor model. Overall results are included here; detailed results by truck configuration and fuel type will be covered in the presentation. On average, 50 percent of time was spent at idle, 5 percent braking or decelerating, 28 percent at low speed (up to 25 mph), 12 percent at moderate speed (25 to 50 mph), and 5 percent at high speed (50 mph or higher). Diesel trucks spend more time in high speed mode compared to CNG. Estimated cycle average diesel fuel economy ranges were 2.0 to 3.4 mpg, 2.3 to 3.2 mpg, 3.9 to 6.0 mpg, and for side-loaders, front-loaders, and roll-offs, respectively. In comparison, CNG fuel economy ranges were 1.2 to 1.7 mpdge and 2.0 to 2.5 mpdge for side-loaders and front-loaders, respectively.
* We have a technology called the VIRTUAL PIPELINE TECHNOLOGY (VPT) - captures flared gas, stranded gas, associate gas (dry or wet - explained in the slide) at any given pressure, processes it, transport and supply the gas at the preferred discharge pressure. Our tubes carries a minimum of 550mscf (could carry more if the road is good and can take the weight). It can also pick up gas from existing pipelines and deliver gas to pipeline disconnected areas.
* Modular Power Plant (minimum of 1.5MW) and can be co-generated (power and steam/hot water).
INSIGHT: building a gigantic MW plants that will take 4 - 5 years to achieve also not considering where the source of feedstock is has been a major problem in West Africa.
Meanwhile, TEI can build modular plants (1.5MW each) 6MW plants + VPT within 6 - 9 months and could have 100 different locations (600MW) over a period of time serving numerous locations, and make the return on your investments within a year or 16 - 18 months as the case may be (depending on the distance from feedstock and discharge pressure) yet achieving the same purpose (or even more) in a significant less amount of time as any stand alone 500MW which will just be concluded in the 4th or 5th year talk less of when the breakeven point will be.
Also, if one station goes out, it does not affect the other 99 plants/stations hence providing light/electricity to a wider range. Another better advantage of our VPT and modular plants and why we are better than any product on earth as of today. So robust, you can deploy in the rural areas.
* Modular Gas Storage - For contingent supplies, we can build modular storage facility (such as a farm tanks) with storage capacity of 7.5mmscf/d and could increase in the same module. It is very scalable in that, other than the fact that we can move it from a location to another, we could also convert the modules to a gas transportation/supply cylinders attached to trucks.
* Modular Gas Separator - used to extract by-products of natural gas in small quantities. Methane to power turbines, Propane for cooking, Butane, LNG, etc. are other by-products we can help monitize...
These are reasons why we are a SOLUTION to the Gas, Power and Energy sectors and looking forward to providing a solution to the existing problems.....
PT Sankyu Indonesia International Project Logistics Works provides logistics and maintenance outsourcing services in Indonesia since 1974. It offers services including export packing, sea and air cargo, customs clearance, warehousing and distribution, plant engineering, installation, maintenance and facilities with heavy equipment. The company has experience in projects for chemical, steel, aluminum, oil and gas, energy, telecommunications and infrastructure industries. It aims to be a one stop service provider for logistics and plant maintenance in Indonesia.
This document discusses the unique challenges of docking and mooring floating storage and regasification units (FSRUs). It summarizes Trelleborg Marine Systems' comprehensive approach to designing integrated mooring systems for FSRUs. The presentation outlines considerations for mechanical elements, instrumentation, control, monitoring, and emergency release across FSRU, jetty, and liquefied natural gas carrier interfaces. It then discusses the evolution of the project designing the mooring system for the Golar Winter FSRU and Petrobras Bahia regasification terminal in Brazil, including load monitoring, remote release capabilities, and data sharing between vessels and shoreside systems.
This document provides an overview of IMO regulations for improving ship energy efficiency, including:
- Chapter 4 of MARPOL Annex VI establishes mandatory energy efficiency standards for ships through the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.
- IMO resolutions provide guidelines for calculating the EEDI and developing SEEMPs.
- Ships must undergo surveys and be issued an International Energy Efficiency Certificate verifying compliance with Chapter 4 requirements.
The document discusses BMT TITRON's capabilities in compressed natural gas (CNG) and liquefied natural gas (LNG) management technologies. It describes several CNG and LNG vessel designs ranging from 20MMscf to 250MMscf CNG carriers and 3,750m3 to 13,000m3 and up to 40,000m3 LNG carriers. It also mentions experience in bulk carriers, oil and gas processing, pipelines, and consulting. BMT TITRON works with major technology partners on vessel designs and systems to transport CNG and LNG by sea.
Airport modelling: challenges and solutions - Katie PettyIES / IAQM
This document summarizes a report on air quality around ports and potential mitigation options. It examines trends in pollutants like NO2 and PM around three UK ports. Port activities like on-shore machinery and visiting ships contribute to local air quality issues. Identified mitigation options include using cleaner fuels for vessels, increasing hybrid and electric vessels, and providing shore-side power to turn off ship engines at berth. These options could significantly reduce emissions but also face challenges like high costs and technical limitations.
The IMO EEDI formula provides a method to calculate the Energy Efficiency Design Index (EEDI) of ships. The EEDI represents a ship's actual carbon dioxide emissions per unit of transport work, with transport work defined as the product of deadweight tonnage or gross tonnage and ship speed. The specific formula outlines factors to calculate CO2 emissions from main engines and auxiliary engines, including main engine power calculated as 75% of maximum continuous rating after deducting power from shaft generators. Transport work is also affected by capacity and speed correction factors. The formula and additional documents provide guidance on properly applying the various technical parameters to determine a ship's EEDI in a standardized way.
This document discusses ship energy efficiency and regulations to reduce greenhouse gas emissions from ships. It provides background on increasing carbon dioxide levels and the need to reduce emissions from the shipping industry. The document summarizes International Maritime Organization regulations including the Energy Efficiency Design Index, which sets mandatory energy efficiency standards for new ships, and the Ship Energy Efficiency Management Plan, which provides a mechanism for ships to improve their energy efficiency. It describes methods to calculate the EEDI and requirements for attaining the EEDI. Finally, it discusses technologies and operational measures that can help ships improve their energy efficiency and comply with regulations.
Oil Calculator apps for iPhone, iPad and AndroidRon Mooring
This document introduces oil calculator apps for smartphones that contain ASTM tables for crude oil, products, LPG, and NGL calculations. The apps include 9 tools for conversions, blending calculations, and density/temperature calculations using industry standard tables. They allow oil and gas professionals to perform their work on a smartphone instead of paper tables. The apps are available for iPhone, iPad, and Android and contain features like customizable units and precision, database export, and conversion calculators for densities, blending, LPG, and more. A settings page allows selection of metric or imperial units and table versions.
Thesis Defence: Methods to Enhance the Safe and Green Ship Recycling Capacity...prasant behera
The document discusses methods to enhance safe and green ship recycling capacity in India. It analyzes the ship recycling industry and identifies hypotheses to increase capacity, including recycling more ships per yard, increasing the number of yards, and constructing new green docking facilities. A multi-criteria analysis is proposed to evaluate the hypotheses. Cost estimations indicate constructing new green docks is costly but provides more benefits. A case study of India's first green shipyard shows why it failed and recommendations include upgrading existing yards, improving working conditions, and mandating pre-cleaning of ships. International support is needed to incentivize green recycling facilities.
Masterclass Our Oceans Challenge / Thursday 23 February 2017Maurice Jansen
The theme of the Masterclass of Thursday 23 February centered around Our Oceans Challenge, a crowdsourcing initiative of a number of leading Dutch maritime and offshore companies and knowledge partners. The aim is to generate as much as feasible ideas towards five major challenges. In two sequential masterclasses, approximately 100 students and young professionals of Rotterdam Mainport University, Netherlands Maritime University and YoungShip Rotterdam engaged in brainstorm sessions leading to concrete ideas. All of these activities were then posted on the online crowdsourcing platform.
World oceans cover roughly 70% of planet and provide thè source of live on Earth. Following the United Nations Convention on the Law of the Sea (UNCLOS) the seabed area and its mineral resources are declared as the heritage of mankind. Despite or maybe because of the common right of access to the sea and its resources, our oceans are under pressure. Ecosystems are slow to recover because of exploitation from activities onshore, offshore or from relentless fishery. And yet, it provides for millions and millions of people’s quality of life, employment and existence. Our Oceans Challenge (OOC) believes that despite the challenges, there are opportunities to balance ocean protection with the responsible use and exploitation of ocean space and resources. OOC calls upon the industry to show its responsibility and time to generate breakthrough ideas. The aim is to accelerate innovative and sustainable ideas into viable business.
As an introduction Dr Luc Cuyvers - with his passion for the sea and track record as a documentary maker, author and ocean and marine researcher – provided the audience with an anthology of the issues that he has witnessed in the past 35 to 40 years in his career. Subsequently to Cuyvers’ introduction presentation, Mattijs Bolk, one of the driving forces behind OOC explained how this crowdsourcing initiative started. The ambition is in line with the Sustainable Development Goals, especially Living Oceans. Heerema Contractors took this open innovation initiative last year and this year invited other offshore contractors, knowledge partners and launch partners to join. The biggest challenge for the industry is to develop sustainable business models.
With these challenges students and young maritime professionals went along and engaged in creative brainstorming process, facilitated by people from Our Oceans Challenge. The workshop outputs consisted of various rough ideas that were immediately posted on the OOC open innovation platform. Good ideas are taken further in this platform, enriched with the expertise, insights and thoughts of other industry specialists. From the current 111 ideas, the best ideas will be taken into the development phase, and accelerate into ready-to-use business solutions. All students who are active on the platform will be able to follow how these ideas find its ways to a sustainable offshore industry.
Recent Trends in Ship Design - 2013 discusses several trends in ship design over the past decade including waste heat recovery systems, scrubber systems, use of LNG as fuel, and ballast water management systems. The document also discusses new technologies like exhaust gas recirculation systems to reduce NOx emissions, X-bow hull designs for improved fuel efficiency, and the development of the world's first zero emission vessel powered by renewable energy. It concludes that while eco-friendly ship designs will be in increasing demand, investment in new technologies remains challenging due to tight financing in the current economic environment.
Ship breaking involves dismantling old ships for scrap recycling and allows recovered materials like steel to be reused. Most ship breaking now occurs in developing countries due to lower costs. Ships contain hazards like asbestos, heavy metals, and oils that can harm humans and the environment if not handled properly. The largest ship breaking yards are located in Pakistan, India, Bangladesh and Turkey. While ship breaking provides economic benefits, the work is dangerous and the dismantling process often causes pollution without proper environmental protections and waste disposal.
The document summarizes regulations for preventing pollution from harmful substances carried by sea. It discusses the revised MARPOL Annex III regulations which were adopted in 2006 to harmonize with UN transportation standards. The regulations aim to safely package and identify marine pollutants. They prohibit jettisoning harmful substances except for ship safety and allow washing leakages overboard only if it does not impair safety. The regulations apply to all ships carrying such substances and require packaging, labeling, and documentation standards. Implementation was initially hampered by a lack of definition but amendments to the IMDG Code remedied this by identifying marine pollutants.
NauticalCFD provides computational fluid dynamics (CFD) solutions and consultancy services for the marine industry. Their services include hull form and propulsion system optimization using CFD to improve efficiency, analysis of energy saving devices, trim optimization to reduce power requirements, and development of customized marine software. They have expertise in applications such as ship resistance, seakeeping, maneuvering, and propeller
Wartsila Hybrid Tug Economics & The Smart Marine Ecosystem - Kevin HumphreysKevin Humphreys
The business case for battery hybrid harbor tugs is outstanding. How do new technologies, reduced cost of existing hardware, and big data come together to create a new operating model for tug operators? Presentation of business case study for 75T BP hybrid tug by Kevin Humphreys at the Tug & Barges Conference & Expo, Philadelphia, PA, May 10-11, 2018.
This document contains diagrams and equations related to ship propulsion systems. It discusses topics like hull dimensions, load lines, propeller types, propeller efficiency, ship speed performance, relationships between power and speed, and engine layout considerations. The diagrams show curves and lines representing concepts like propeller curves, power curves, speed-power relationships, and engine load diagrams. The equations define variables and relationships for concepts like ship resistance, propeller slip, propulsive efficiency, and power requirements.
This document discusses trends and future directions in naval propulsion and power systems. It argues that future large surface combatants will likely feature integrated full electric propulsion (IFEP) to meet increasing electrical loads from sensors and weapons. IFEP allows for more efficient power generation by integrating generation when the ratio of electrical to propulsion power converges. Technologies like variable speed generation, energy storage integration, and medium voltage DC distribution could help IFEP systems meet performance and cost requirements for next-generation ships while facilitating new weapon technologies. The document advocates designing propulsion and power around modern arrangements with margins for technology insertion and system growth over a ship's lifespan.
The document discusses improving energy efficiency on ships through conducting ship energy audits. It provides an overview of ship energy audits, which include reviewing current fuel use, conducting onboard surveys to identify specific fuel and CO2 reduction opportunities, and measuring the performance of main engines and auxiliary engines to identify optimization potentials. The goal is to optimize auxiliary machinery and achieve sustainable fuel and cost savings through technical and managerial energy management practices.
This document is a feasibility study by Det Norske Veritas (DNV) assessing options for a shipping company to comply with stricter emission regulations in Emission Control Areas (ECAs). DNV evaluated converting the main engines of a case ship to run on liquefied natural gas (LNG), installing a scrubber system, or switching to low-sulfur fuel. Conversion to dual-fuel engines and installing LNG tanks was estimated to cost $6.5-8.3 million. Charts show the cumulative costs over time of each compliance option if the case ship spent 55% or 100% of its time operating in ECAs. LNG appears cost competitive compared to fuel switching or a
The document discusses the Royal Navy and Royal Fleet Auxiliary's participation in a vessel efficiency competition. It notes that fuel costs account for a significant portion of the UK defense budget, and these costs are projected to increase substantially. As a result, the RN/RFA has set a target to reduce fossil fuel usage by 18% by 2020. The document outlines key challenges to improving efficiency, such as integrating new technologies into existing ship classes and balancing efficiency gains with military capabilities. Areas of focus include thermal management, reducing emissions system impacts, energy management tools, weight savings, and hydrodynamics. The competition aims to transition technologies beyond the conceptual stage to enable exploitation in current RN/RFA vessels.
WinGD has launched its X-Act initiative to take a holistic, coordinated approach to developing sustainable shipping solutions. The initiative focuses on advancing technologies across several key areas, including engine development, green technologies, digitalization, and smart/autonomous systems. The goal is to structure WinGD's efforts to deliver high-quality, integrated solutions that help ship owners decarbonize their fleets as demanded by society and regulations.
Nidec asi capability overview for oil&gas applicationsNidec Corporation
Nidec ASI has over 40 years of experience serving the oil and gas industry. They provide custom engineered motors, generators, drives, and substations from 150kW to 45MW for applications throughout the extraction, transportation, processing and distribution chain. Their equipment is certified for use in hazardous and explosive environments. They also offer consulting, installation, and lifetime maintenance services.
The document summarizes the opening of the Hydrogen On Site Trials at Stansted Airport on March 8, 2011. It provides an agenda for the event, which included presentations from representatives of ITM Power, Stansted Airport, a motor industry commentator, the Technology Strategy Board, ITM Power's agent in Germany, and the CEO of ITM Power. The event also included a hydrogen refueling demonstration and networking lunch. The trials aimed to test on-site hydrogen production and fueling for commercial applications across multiple sectors in the UK.
EXPERIMENTAL INVESTIGATION PERFORMANCE AND EMISSION ANALYSIS OF SINGLE CYLIND...IRJET Journal
1) The document describes an experimental investigation of the performance and emissions of a single cylinder diesel engine with a modified cylinder head.
2) Computational fluid dynamics (CFD) was used to model and simulate air flow in the modified combustion chamber. The modification aims to generate air swirl to improve combustion.
3) Experiments were conducted to test the performance and emissions of the engine with the modified head, and results were compared to the conventional head. Preliminary results showed reduced emissions but no change in performance.
Design of wind turbine controllers in simulation x jagath_ireshika_bernad_dim...Dimuthu Darshana
The document describes the design and simulation of wind turbine controllers in SimulationX. It includes an introduction, overview of control regions for wind power, design of controllers and gearbox, simulation results demonstrating controller performance under different wind conditions, and conclusions. Pitch and torque controllers were designed and tested to regulate turbine speed and power output as wind speed varies across different operating regions. Simulation results show the controllers effectively transition between regions and maintain rated power.
The performance of advanced fuels in end-use sectors – EUA toolIEA-ETSAP
The document summarizes research on the performance of alternative fuels in aviation, marine transportation, and on-road transportation. It finds that fuel properties significantly impact end-use performance. Models are developed to predict changes in fuel consumption and emissions based on properties like density, lower heating value, and cetane number. Recommendations for viable alternative fuels by 2040 include electricity, hydrogen, methane, methanol, ethanol, and renewable diesel in certain applications depending on technology readiness and infrastructure. Collaboration is proposed between research groups to share modeling methodologies and databases.
The document discusses Japan's national initiatives to reduce ship emissions and meet global emission challenges. It outlines 19 research projects led by ClassNK involving industry and government partners, aimed at developing technologies to reduce CO2 emissions from ships by 30%. Key areas of focus include optimizing hull design, reducing hull and propeller friction, improving engine and propulsion efficiencies, capturing waste heat, and utilizing hybrid and renewable energy systems. It provides examples of technologies under development and estimates their potential impacts on fuel consumption and emissions reductions.
General Motors is pursuing an electrification strategy for automobiles to reduce emissions and petroleum consumption. This includes improving internal combustion engines, developing battery electric vehicles, plug-in hybrid electric vehicles, and hydrogen fuel cell vehicles. The E-Rev plug-in hybrid concept meets consumer needs with an electric range of 60 km and hundreds more kilometers of extended range. Strategic policy support is needed to incentivize continued technology development, lower costs for consumers, and build out refueling infrastructure in order to accelerate the commercialization of these new propulsion technologies.
The document summarizes a presentation given by Lubrizol Corporation on industry trends related to efficiency and implications for lubricants. Key points include: regulations are driving improvements in efficiency to reduce emissions; testing methods need to evolve to measure efficiency gains from lubricants; lubricants must balance the demands of thinner viscosities to reduce friction while still protecting engines under more demanding conditions.
Nidec aims to achieve overwhelming growth in its automotive business by taking advantage of increasing electrification trends. It plans to target 1 trillion yen in annual sales and a double-digit operating income ratio by 2020 through both organic growth and acquisitions. Nidec will pursue this growth by leveraging its technological innovations in areas like electric power steering motors, next-generation braking systems, and electric water pump and oil pump modules. It also aims to enhance its global production network to improve profitability.
The document describes how collaboration between an end user, gas turbine OEM GE, and vibration monitoring company Bently Nevada helped balance a gas turbine experiencing high vibrations at a chemical plant. GE rotor dynamics experts determined unbalance was the likely cause and provided input on balancing based on a database of similar turbines. This "one-shot balancing" approach saved time and money versus traditional multi-run balancing and reduced vibrations to well below the plant's alert levels in a single run.
Similar to Presentation From The Blue Conference In Copenhagen 01 12 2011 (20)
Poul Knudsgaard, the director of MAN Energy Solutions, discusses the company's transition from a factory to a service and knowledge business. He highlights examples of sustainability initiatives including district heating from waste heat, retrofitting vessels for fuel efficiency, and partnerships for reducing emissions. The company's new mission is to enable the transition to a carbon-neutral world through pioneering solutions to decarbonization challenges.
Nordvækst kompetenceudvikling i akkc 4 maj 2016PoulKnudsgaard
Mit bud på hvilke kompetencer vi skal have i fremtidens MAN Diesel & Turbo i Frederikshavn samt lidt om udfordringen med at skaffe nok kvalificerede faglærte i fremtiden.
Indlæg på Fuld Skrue morgenmøde Aalborg maj 2015PoulKnudsgaard
"Fuld Skrue" er et Produktivitetskampagne der har undertitlen "Produktivitetstilvækst og in-/outsourcing i en foranderlig verden.
Denne præsentation handler om udviklingen af MAN Diesel & Turbo fra Fabrik til Service & Vidensvirksomhed fra 2008 til 2015
Poul Knudsgaard is the site manager of MAN Diesel & Turbo's Frederikshavn site in Denmark. He has over 30 years of experience in the marine engineering field, including various roles at MAN B&W Diesel and as the technical director of RAIS A/S. Under his leadership, the Frederikshavn site has transitioned from a factory to a service and knowledge-based business, establishing PrimeServ as its aftersales brand and developing an extensive network of service hubs worldwide. The site now employs over 500 people in propeller and gear production, as well as aftersales service, and has made continued investments in research, training facilities, and new product designs.
Poul Knudsgaard is the director of PrimeServ Four-Stroke Denmark and site manager of the Frederikshavn site. He discusses MAN Diesel & Turbo's future needs for skills and competencies. The Frederikshavn site has shifted from a factory to a service and knowledge-based business. The site focuses on propellers, gears, and after-sales service and employs around 500 people. Going forward the site will need engineers with expertise in many technical areas as well as craftspeople who continue their education. The company focuses on technological leadership through activities like PhD programs and patents.
Erhvervskonference 18 april 2012 i BrønderslevPoulKnudsgaard
Mit indlæg på konferencen "Danmark tilbage på vækstsporet - det kræver vilje og god ledelse".
Indlægget fortæller om udfordringen med at forandre MAN Diesel & Turbo i Frederikshavn fra en "Fabrik" til en "Videns- og Service virksomhed" i perioden 2009 til i dag.