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TECHNICAL PROJECT
TECHNOLOGIES
WE
CAN
USE
IN
FUTURE
ECO
SHIP
INTRODUCTION
As the ship building industry’s desire to reduce fuel consumption and carbon emissions rises, companies are doing all they can to execute plans and strategies that accomplish this goal. For some marine engineers, this means exploring renewable resources and alternative sources of energy.
The Ecoship is a transformational programme to construct the planet’s most environmentally sustainable ship.
Ecoship will run on fuel cell technology along with solar cells and wind sails.
Image Credits: nyk.com
Needs to introduce new technology
· The marine industry is still not especially eco-friendly, with large amounts of polluting fuels being pumped into the seas by ships.
· Fuel account for between 30 -40 % of the cost of running a cruise ship and between 50-60 % for most merchant vessel.
· Reducing fuel consumption by just 1% can mean an annual saving of $50,000 for a mid size bulk carrier and $300,000 a year for a large container ship.
· If fuel consumption by ship gets reduced , it also enhance the environment by reducing the pollution during voyage and help to make an ultimate green ship.
· It is necessary to find a eco-friendly ways to meet stringet environmental regulations.
GRAPH SHOWING PRESENT FUEL CONSUMPTION RATE
http://www.cruisemapper.com/images/scold/2013/12/cruise-ship-fuel-consumption-chart1.jpg
FOLLOWINGS ARE THE METHOD WE CAN USE IN FUTURE SHIP
ü Wind and Solar Power
ü Hydrogen Fuel Cell
ü Air Lubrication
ü Liquified Natural Gas (LNG) as Fuel
ü Fuel Saving Propeller Attachment
ü Nose Job – Modifying Ship’s Bulbous Bow
ü Fuel Oil Emulsion (FOE) technology
ü Others Innovations
. WIND AND SOLAR Power
INTRODUCTION
· At sea, the shift towards the widespread adoption of alternative energy is only now beginning to take shape, as the maritime industry marches through the era of stringent environmental regulations and increasing fuel costs.
· These ships will use wind and solar power together as a source of energy and propulsion (along with the ship's main engines) in order to reduce harmful emissions and lower fuel consumption.
Image credit: marine insight
ECO MARINE POWER (EMP)
AQUARIUS MRE (MARINE RENEWABLE ENERGY)
· There is a combined wind & solar power solution for shipping on the horizon - the Eco Marine Power (EMP) Aquarius MRE (Marine Renewable Energy).
· This patented wind and solar solution is designed so that the practical limitations of using rigid sails and solar panels on ships are overcome.
· A ship fitted with Aquarius MRE such as a passenger ferry, cruise ship, bulk carrier, survey vessel or tanker will be able to tap into the limitless power of the wind and sun.
ADVANTAGE WIND AND SOLAR POWER
· On a large ship, 1000 tonnes or more of bunker fuel could be saved annually and CO2 emissions reduced by approximately 3000 tonnes.
· Limitless power of the wind and sun.
· The solar panel array(s) will in turn charge batteries or the power will be fed into the DC or AC power distribution system. The energy stored in the batteries could also be a useful source of emergency or back-up power.
LiquIfied Natural Gas (LNG) as Fuel for The Shipping Industry
INTRODUCTION
· It took century when shipping had transformed from “coal fuelled” to “oil fuelled”. A another hundred years later, transformation to a newer fuel source is making waves, only this time, it is to “gas”.
· The demand for alternative fuel source, is driven by tougher international and environmental standards, (Liquified Natural Gas) LNG is being termed as the fuel of the future.
· It is stored at below cryogenic temperature (-163 degree temperature).
http://www.pacmar.com/
IMO EMISSION CONTROL AREA
· Maximum level of sulphur in fuel, new and sailing ships:
ü 1,0% by 1st July 2010
ü 0,10% by 1st January 2015
(or equivalent measure) .
· Nitrogen emission for new buildings:
ü 80% reduction in NOx emissions from 1st January 2016.
OPTIONS FOR SOx REMOVAL
ü LNG as fuel
ü Scrubbers for exhaust gas purification
ü Low sulphur fuel
COMPARISION FOR SOx AND NOx REMOVAL
ADVANTAGE
· LNG allows ships to meet MARPOL Annex VI requirements for both worldwide trades and operation in ECAs as its sulfur content that is well below the Annex VI requirements for ECAs. Moreover, LNG reduces NOx emissions to levels that will meet MARPOL Annex VI without need for after treatment.
· In some markets, natural gas and LNG are lower priced than high sulfur marine fuel oils on a heating value basis.
· A lower carbon content of LNG compared to traditional ship fuels enables a 20-25% reduction of carbon dioxide (CO2 ) emissions. Any slip of methane during bunkering or usage needs to be avoided to maintain this advantage.
· LNG is expected to be less costly than marine gas oil (MGO) which will be required to be used within the ECAs if no other technical measures are implemented to reduce the SOx emissions.
MANUFACTURERS OFFERING LNG FUELED ENGINES:-
· Wartsila
· Rolls-Royce
· MAN Diesel
· Mitsubishi
HYDROGEN FUEL CELLS
INTRODUCTION
The rise in bunker fuel prices in this era and the harm caused by the burning of contaminated fuel, the maritime industry is beginning to explore alternative fuel avenues spanning from relatively risk free solutions such as Low Sulphur Fuel Oil (LSFO) to solutions with a higher risk profile, such as hydrogen fuel.
HYDROGEN FUEL
The globalization of hydrogen fuel is growing rapidly. In recent years, hydrogen fuel has been attracting more attentions.
Historically, while much of the fuels use in the transportation realm has been focused on road transportation, hydrogen fuel has caught the attention of the maritime industry in recent years and has been gaining attraction as a viable option in the decades to come.
PRESENT SCENARIO
Indeed of expenses and potential risk in adopting such an unsecure and unproven technology, a number of projects have evolved to support the industries toward sustainable sources of energy beyond concept-based work.
· The world's first hydrogen-powered ship was launched in 2009, developed by German company Alster-Touristik GmbH. The ship, called the FCS Alsterwasser, runs on hydrogen fuel cells that generate 100 kW. It holds 100 passengers and has been operating on inner-city waterways in Hamburg, Germany for more than 1,900 hours.
· Meanwhile Sener, the Spanish engineering group, has worked on submarines with Howaldtswerke-Deutsche Weft (HDW), to develop a fuel cell-based propulsion system equipped with methanol reformer technology in which the methanol is converted into hydrogen. It is to be completed by the end of this year.
· DNV Research and Innovation in partnership with FellowSHIP has installed a 330 kW fuel cell on Viking Lady, an offshore supply vessel operational for more than 7000 hour.
THE HYDROGEN FUTURE: MARKET AND BARRIERS TO UPTAKE
While the technology is now available for small vessels with regular refueling ability, it has been asserted that wider commercialisation of the technology will take a couple of decades due to a number of market barriers related to the demands of marine transport vessels.
· The main challenges are the storage of large quantities of the Hydrogen fuel on board. Although new metal hydride and chemical storage processes are being developed to overcome some of the challenges.
· Also, a main issue to be aware of is that hydrogen is the smallest molecule in the world, which means a specialised logistics chain and storage is required. Currently, storage consists of heavy metal cylinders, which add extra burden on to the vessel's energy generation requirements.
HYDROGEN ENERGY
A fuel cell combines hydrogen and oxygen to produce electricity, heat, and water. Fuel cells are often compared to batteries. Both convert the energy produced by a chemical reaction into usable electric power. However, the fuel cell will produce electricity as long as fuel (hydrogen) is supplied.
Fuel cells are a promising technology for use as a source of heat and electricity for buildings, and as an electrical power source for electric motors propelling vehicles. Fuel cells operate which are based on pure hydrogen. But fuels like natural gas, methanol, or even gasoline can be reformed to produce the hydrogen required for fuel cells. Some fuel cells even can be fueled directly with methanol, without using a reformer.
CONCLUSION
Fuel cells can have future within shipping. We know that the trend of the market has always been for ship owners and operators to turn to the cheapest fuel type or solution but this trend sometimes become unsettled as the cheapest and dirtiest fuel options become more regulated and relatively expensive.
However there is currently a number of viable alternatives competing against one another to create a cleaner fuel in the maritime industry which is itself in unprecedented diversity. One thing is clear: this is not the end of the story for hydrogen.
AIR LUBRICATION
· Air lubrication systems are gaining popularity within the maritime industry.
· Air lubrication, also known as “bubble technology,” relies on producing air beneath the ship to create a layer of bubbles. These bubbles will then reduce the friction between the hull and the seawater.
Image credit: marine insight
WORKING PRINCIPLE
“The principle to this method involves utilizing a blower or system that will create the air bubbles and pass them in a symmetrical fashion along the ship’s bottom. This air is blown constantly and the system replenishes the lost air continuously to produce the desired effect.”
What are the benefits of air lubrication?
· This method reduces the fuel that is used in the ship, which minimizes costs for companies. It also reduces CO2 emissions.
· With the right ship hull design, the air lubrication system is expected to achieve up to 10-15% reduction of CO2 emissions, along with significant savings of fuel.
· One specific company, Silverstream Technologies, has installed their own air lubrication system called Silverstream System. This system has been installed on the vessel of the Norwegian Cruise Line and improves both operational and environmental efficiencies including reducing emissions and fuel costs, and improving sustainability
COMPANY EMPLOYING AIR LUBRICATION TECHNOLOGY
· The Mitsubishi Air Lubrication System (MALS) was the first system of its kind which promised energy saving and emission reduction from ships using the innovative technology of Air Lubrication.
· The shipping industry soon realized the potential of the technology, and soon, big players such as NYK Group of Companies and Damen Shipyards Group introduced their own research and experiments on the same.
· Marineinsight.com details that The Silverstream System “produces a thin layer of micro bubbles that creates a single ‘air carpet’ along the hull of the vessel. This reduces the frictional resistance between the water and hull and improves the vessel’s operational efficiency, reducing fuel consumption and associated emissions.
· The technology can be added to a new build design, or retrofitted to an existing ship within just 14 days.”
CHALLENGES FACED WHILE EMPLOYING AIR LUBRICATION SYSTEM TECHNOLOGY
· Ships having V-shaped hulls, such as certain warships or recreational vessels might not be able to reap the benefits of the air lubrication system.
· To trap the layer of bubbles beneath the ship’s hull is a challenging task. Though solution such as protruding ridges at the edges of the hull can help in trapping the blanket of bubbles, the sucking effect of propeller on the bubbles is difficult to defy. Another solution is to design the ship’s stern or hull in such a way that it traps the air bubbles beneath the hull. However, this would substantially increase the building cost of the ship.
· Air bubble can influence the efficiency, noise, and vibration of the propeller.
· A change in air bubble diameter would drastically affect the air bubble distribution beneath the hull as air bubbles should be of uniform size and should be evenly distributed beneath the hull surface.
CONCLUSION
According to DNV, one of the world’s leading classification societies, Air Bubble Lubrication System is one of the promising technologies which will help ships to improve their efficiency and reduce energy losses.
FIGURE SHOWING AIR BUBBLE BENEATH SHIP HULL
Image credit: marine insight
Fuel Saving Propeller Attachment
INRODUCTON OF HI-FIN
· Hyundai Heavy Industries, the world’s largest shipbuilder, introduced its new fuel saving propeller attachment in the market.
· The attachment, which HHI calls Hi-FIN (Hyundai End-plated Cap Fin), is an energy-saving device attached at the hub of the propeller that generates countering swirls to offset the swirls generated by the propeller, leading to improved propulsion efficiency.
DEFINITION
Hi fin is a fin which add the small fins (the quantity is the same with the propeller blades) on the conventional propeller cap, rotate with the propeller and twisted water flow after propeller is blocked and reduce the energy loss. It is the highly effective and fuel saving innovative device.
PERFORMANCE ADVANTAGE
· Simple structure, lower price.
· High-performance, Easy to installation.
· Reduce stern vibration and noise.
· Suitable for new and old ship, especially for the ship with heavy load propeller.
WORKING PRINCIPLE
The water flow is accelerated and rotate, especial the flow from the propeller boot of trailing edge to back and create the strong vortex at boss. By fitting the HI-FIN, vortex is straightening by fins and broke up, create push by fins, and reduce the shaft torque and energy loss.
Image credit: marine insight
TRIAL OF HI-FIN
After a year-long trial of the device installed on a 162,000 m3 LNG carrier ordered from Maran Gas, HHI found that Hi-FIN can save up to 2.5 % of fuel in comparison with the same type of vessels without Hi-FIN. If the fuel saving ratio is calculated on the basis of an 8,600 TEU containership, the owners or operators of the containership can save about $750,000 per year or $19 million over a ships 25 years estimated lifespan, according to HHI.
CONCLUSION
In present scenario, HHI says the Hi-FIN attachment is already drawing attention from ship owners across the globe, having won orders for over 30 ships today. The company says it expects more orders now that it can install the device on broader types of ships from LNG carriers to almost all types of ships including VLCC, LPG carriers and containerships.
MODIFYING BULBOUS BOW
INTRODUCTION
When a ship sails, it generates waves by imparting energy to the water particles around it. There are layers of fluid around the ship’s body and certain parts of the ship are responsible for this ‘system’ of waves generated as a result of the abrupt curvature at the ship’s stem, owing to the rise in pressure. THIS is because the ship is not stationary and the motion across the viscous fluid layers creates differences in pressure at various points – some regions of positive pressure and some negative, ultimately giving rise to two wave systems, broadly, the transverse and the divergent wave systems.
The phenomenon in action where the steep waves at the bow are cancelled is called destructive interference; a wave phenomenon involving the interference of waves in opposite phase. This is how the vessel with a bulbous bow running at optimal speed is able to keep the water at the fore end relatively calm as opposed to a normal clipper bow.
NEED FOR MODIFYING BULBOUS BOW
· Fuel cost is the major expenses on ship’s voyage. While during voyage, hull resistance also accounts on consumption of fuel. This hull resistance is due to formation of wave due to ships movement.
But the bulbous bow used conventionally was not able to cancel the wave created by movement of ship at its most. SO some modification was required to reduce the resistance at its maximum.
· The change is intended to improve the performance of the vessels significantly, with fuel costs reduced by approximately 8% in the current slow-steaming environment.
LEADING COMPANY USING THESE METHOD
· Initially one approach was to trim the ship so that the bulbous bow gets submerged since tests by Maersk Maritime Technology Hydrodynamics had shown that this can positively impact ships’ fuel efficiency .
· NYK group has made bulbous bow energy-saving adjustments to a containership resulting in a verified 23 percent reduction in carbon dioxide (CO2) emissions over half a year, whereas Maersk group was able to reduce fuel costs by approximately 8 percent in the current slow-steaming environment.
http://www.marineinsight.com/wp-content/uploads/2015/03/remodeling.jpg
Fuel Oil Emulsion (FOE) technology
OVERVIEW OF HEAVY FUEL OIL
Heavy Fuel Oil is a low-grade fuel primarily used in industrial boilers and other direct source heating applications. It is also used as a principal fuel in marine applications and large diesel engines.
https://www.altpetrol.com/images/clip2e3.jpg
· HFO typically requires heating before it can be moved through pipes or dispensed into a boiler or other heating vessel to be burned. Similarly, HFO must generally be stored in a heated state.
· HFO combustion temperatures are typically very high and produce noxious emissions, particularly NOx and PM.
· In addition, HFO does not burn cleanly, leaving significant quantities of carbon residue, which foul combustion chambers and reduce furnace and boiler efficiencies.
EMULSIFIED FUEL
http://www.hindujafuels.com/images/emulsion_tech_01.jpg
ADVANTAGES OF FUEL EMISSION TECHNOLOGY
A stable fuel oil emulsion (FOE), which has the following operational advantages:
· Offers efficiency improvements for large industrial boilers
· Simultaneously reduces NOx and PM emissions
· Better combustion and improved carbon efficiencies
· Reduces maintenance costs and downtime as a result of FOE’s “cleaner” combustion characteristics
· the focus is soot reduction (up to 90%) or nitrogen oxide reduction (up to 45%), fuel consumption is not increased – and can often even be reduced by a few percent (approx. 1% to 5%, significantly more in some operation points).
TYPES OF FUEL OIL EMULSIONS
Generally FOE can be categorized into 2 fuel types;
Ø Low Water Content FOE
Low water content FOE is an emulsion of HFO with water content ranging from 8% to 12%. It is an oil phase-emulsion, i.e. microscopic droplets of water are suspended in the HFO base. The secondary atomization of the HFO base resulting from the water content flashing into steam produces a far greater surface area, which improves combustion.
Ø High Water Content FOE
High water content FOE is an emulsion of HFO with relatively high water content (15% to 30%). Unlike FOE, it is an oil-in-water emulsion. The water improves combustion by creating secondary atomization of its oil content similar to FOE. However, its higher water content significantly reduces peak combustion temperatures, which result in dramatic reductions in NOx.
BENEFITS OF FOE
FOE’s primary benefits are reduced maintenance costs, with secondary environmental benefits.
ENVIRONMENTAL BENEFITS
Secondary benefits of lower water content FOE are related to the environment.
· More complete carbon burn-up reduces the opacity (smoke) and particulate matter emanating from the stack.
· In addition, the secondary atomization allows boilers to operate with less excess O2, which consequently reduces NOx emissions.
· FOE reduces the amount of particulate emissions and, by improving combustion efficiency, reduces opacity.
OTHER INNOVATION
u HULL PAINT –
Applying correct paint at correct hull area can reduce the frictional resistance of the ship resulting in 3-8% of fuel savings.
u WASTE HEAT RECOVERY SYSTEM
This system is already in use for quite some time now, but making it more efficient can reduce the fuel consumption of the ship drastically up to 14% of the total consumption.
u IMPROVED PUMP AND COOLING WATER SYSTEM
An optimized cooling water system of pipes, coolers and pumps can result in decreased resistance to the flow. This will lead to savings of up to 20% of electric power of the ship and fuel consumption up to 1.5 %.
u ADVANCED RUDDER AND PROPELLER SYSTEM –
A well designed Propeller and streamlined rudder system can reduce the fuel consumption up to 4 % resulting in less emission.
CONCLUSION
Eco ships focus on sustainable resource use and minimization of environmental impact from shipping and maritime activities.
Development of such ship include optimization of ships design and propulsion as well as energy efficiency and energy management at ship level and in the logistic chain.
An overall aim is to develop methodology and competence that can provide decision support regarding technology and organization with respect to environment impact and resource use.
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REMARKS
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I do thereby guided and found that tech project is original.
Dr K. MITRA
_________________________________________________ ______________________________
NAME OF PROFESSOR SIGNATURE
PRESENTED BY:
Ø ASHUTOSH KUMAR (13200051071)
Ø JITENDRA KUMAR (13200051104)
Ø KIRAN KUMAR PURTY (13200051108)
Ø KRISHNA DARSHAN BIMAL (13200051109)
Ø KUMAR RAHUL (13200051113)
Ø KUNDAN KUMAR (13200051115)
Ø MOKARRAM HUSSAIN (13200051128)
Ø PRAVEEN KUMAR BHARTI (13200051150)
Ø SPARSH UMRAO (13200051210)
Ø VIKASH KUMAR (13200051234)
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