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Green Ship Technologies

Kazuyoshi HIROTAUniversal Shipbuilding Corporation

A member of The Shipbuilder’s Association of Japan (SAJ)

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• Attained EEDIEfficiency that is expected for a ship to achieve based on specificationCO2 Emission per ton-mile

• Reference LineStatus quo of EEDI analyzed by regression equation of estimated index valueExponential function of capacity

• Required EEDIReduction rate X from the reference line to be fixed for each vessel type in difference phase

(ex.) Dry Cargo (DWT≧20,000)Phase1 : X=10 Phase2 : X=20 Phase3 : X=30

(Ref. MEPC61/WP.10)

EEDI (Energy Efficiency Design Index)

SpeedDWTCapacityCSFCPowerEngine

EEDI F

cCapacityaLineferenceRe

LineferenceReX/100-1EEDIquiredReEEDIAttained ＝≦

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EEDI reduction measures

• Size Up : Enlarged DWT is effective for reduction of absolute EEDI , but in regulation, because required EEDI is an exponential function of DWT

• Speed Down : Speed reduction is effective , but not in service. It should be kept as a reserved option.

• New Technology : Shipbuilders have been investigating a new energy saving technology.

Required EEDI

Speed Down

Improvement by New Technology

Size U

p

4EEDI reduction measures by technologies

• MEPC 60/4/36 Submitted by Japan

Component of resistance and propulsion Reduction measures by technologies

Reduction of air and wind resistance Optimization of superstructureReduction of wavemaking resistance by shape of stern Optimization of stern shape

Low friction coatingAir lubrication methodStern ductStern finCRPPre-swirl finSplit sternHybrid podStern ductPre-swirl finSplit sternPost-swirl system

Waste heat recovery T/G, P/T

Reduction of friction resistance

Improvement of propeller efficiency

Improvement of propulsion efficiency by shape of stern

5Reduction of air and wind resistance

Optimization of superstructure : TANKER

0 30 60 90 120 150 180- 1.0

- 0.5

0.0

0.5

1.0

CF

x

Wind Direction (deg.)

Conventional Square Cut

Vortices generated at first edge interfered at second edge

Square corner cut applied accommodation bridge to reduce the wind resistance

about 10% reduction of wind resistance

6Reduction of air and wind resistance

Optimization of superstructure : PCC

Slant bow and square corner cut gunwale part of PCC can reduce the wind force and yaw moment acting as wind resistance and added resistance due to drifting.

Improved PCC

Square Corner Cut

Slant Bow

abt. 0.5knot≒abt.10% reduction of power

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Optimization of stern shape

• Optimization of stern shape has been applied on container ships and vehicle carriers.

• The technology reduces stern wave making resistance and the reduction in propulsive power by 3% ～ 7% was observed.

SEW (Stern End Wedge)

Kawasaki Heavy Industries, Ltd.

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Low friction coating

• Silicon Coating

• Law Friction Coating : LF-Sea (Nippon Paint Marine Coating Co.)

– Viscous & Slippery surface like Tuna or Dolphin skin

← PCTC, 2008　　 Hull, Propeller&Rudder　　 International Paint

LNGC, 2006 →　　 Propeller & Rudder　　 International Paint

3 ～ 5% power saving

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Air lubrication method

Adopted for Module Carrier “YAMATAI” 20,000DWT, 162m L x 38m B x 6.4m draftDelivered April 2010

System Configuration Openings for air bubbles

Actual Operation measurement is now ongoing.

Sea Trial was carried out → Max. 12% power saving is observed(include air blower power)

Image of the ALS

10Pre & Post-Swirl devices (Duct or Fin etc.)

Technically and Operationally Valid and Simple

Friend-Fin

NCF

SURFBLB

SSD

Stator-Fin

Thrust Fin

Already applied to many ships

Energy saving effect•Pre-Swirl type : 3 ～ 8% •Post-swirl type : 3 ～ 6% •Combined type : 5 ～ 12 %

Confirmed by tank tests and sea trials

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Propulsion system

CRP (Coaxial contra-rotating propellers )

Already applied to ・ Handy-size bulk carrier (retrofit) ・ Pure Car Carrier ・ VLCC

All have long-time operational recordsThe sea trials showed around 10% power saving.

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Propulsion system

Hybrid CRP Pod Propulsion SystemWorld first hybrid CRP propulsion system combined with direct engine drive propeller and pod unit. Excellent fuel saving and good maneuverability

-> 13% reduction of Fuel & CO2 at design-> Over 20% reduction in 5 years operation

“Hamanasu”&“Akashia” Delivered : June 2004 34,000 GRT ROPAX

12V46C Ｇ

12V46C Ｇ

12V46C

12V46C

2,760ｋＷ Ｇ

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Conclusion

• Technologies presented in Japanese proposal in MEPC are valid and their performance are confirmed by tank test and sea trial, although some of them are still in progress.

• The effects of these technologies strongly depend on ship type and interfere mutually. The best solution can be obtained by taking mutual interaction into account.

• Shipowners and shipbuilders should strongly cooperate to adopt an optimum solution of current abatement technology or innovative technology into a Green Ship design. Not only these technologies but also enlarged capacity or speed reduction is one of solution to reduce GHG.