11　　

Innovating for the FutureInnovating for the Future

Dr Abdul Rahim FIMarEST FRINA Dr Abdul Rahim FIMarEST FRINA 9-10 March 2011 9-10 March 2011

Marine Propulsion Conference 2011Marine Propulsion Conference 2011

Japan’s National InitiativeJapan’s National Initiativeto Meet the Global Emission Challengeto Meet the Global Emission Challenge

22　　

Improvement of ship safety

Growth of the maritime industry

Practical R&D Promotion Divisionfor further promotion of R&D activities

(Established on 1 April 2009)

Policy of ClassNK’s R&D Activities

Joint R&D Projects with industry

(Japan’s 22 National Projects)Self-coordinated R&D Projects

33　　3

Japan’s 22 National Projects

Project Period: 2009 ~ 2012 Target: Development of greenship technologies

with 30% reduction in CO2 emission compared to existing ships

Ministry of Land, Infrastructure, Transport and Tourism initiated 22 National R&D Projectsfor Reduction of CO2 from Ships

ClassNK participates in 19 projects as part of R&D activities contributing 2.2 billion Yen (Approx. $25 million) $1.00=Yen90$1.00=Yen90

44　　4

　　　 　　 Maritime GHG Reduction Projects Japanese Government / Industry / NPO Joint

Research Program

55　　5

Project Categories

Category No. of Projects

# of NK Projects

① Development of Optimum Hull Form 4 2

② Reduction of Hull Friction 3 3

③ Improvement of Propulsive Efficiency 3 3

④ Improvement of Engine Efficiency & Waste Heat Recovery

4 4

⑤ Improvement of Operational　　 Efficiency

5 5

⑥ Hybrid Electric Power / Use of Natural　　 Energy

3 2

Total 22 19

66　　

1. Micro-bubble Lubrication System 1. Micro-bubble Lubrication System

2. Low Resistance Coating2. Low Resistance Coating

3. Improving Propulsive Efficiency3. Improving Propulsive Efficiency

4. Waste Heat Recovery4. Waste Heat Recovery

5. Hybrid Turbo Charger5. Hybrid Turbo Charger

6. Renewable Energy (Solar, Wind)6. Renewable Energy (Solar, Wind)

7. Large Capacity Battery /7. Large Capacity Battery /

Solar Panel Hybrid SystemSolar Panel Hybrid System

8. Operational Measures8. Operational Measures

Today’s Highlights

77　　

Reduction of Hull Friction

Air lubrication systemBubbles generated by blower reduce the frictional resistance Bubbles generated by blower reduce the frictional resistance between the vessel’s bottom and the sea water.between the vessel’s bottom and the sea water.Estimated CO2 Reduction : 10%

Already installed on heavy Already installed on heavy lift vessels YAMATAI built lift vessels YAMATAI built by Mitsubishi Heavy by Mitsubishi Heavy Industries. Industries.

Will also undergo Will also undergo verification tests on a bulk verification tests on a bulk carrier. carrier.

C/O MHI

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

7

88　　8

Hull Friction (Extremely Low Resistance Paint)

99　　9

Improving Propulsive efficiency

MT-FAST

MTI / Tsuneishi Holdings

Hub Vortex Free Cap (HVFC)

MHI

PBCF (Propeller Boss Cap Fins)

Mitsui OSK Techno-Trade

Contra Rotating Propeller

Surf-Bulb (Rudder Bulb System)

1010　　10

Hyd. Pump Reduction

Gear

Hyd. MotorTHS イメージ

Hyd. Pump fitted on T/C

Hyd. Motor fitted on crank shaft

Hyd. Control System

Reduction Gear

Waste Heat Recovery

M/E

T/CHyd. Pump

Crankshaft

Hyd. Pump (diverted from

aircraft hyd. Pump)

Compact

Turbo Hydraulic System (THS) by MES

1111　　

High Revolution Hyd. Pump (diverted from aircraft hyd. Pump)

Reduction Gear

Hyd. Motor

T/C

単体性能： 90% 以上

単体性能： 90% 以上

Waste Heat Recovery

Compact Design MES has made test models successfully and Verification Test is ongoing.

Control Panel

Turbo Hydraulic System (THS)by MES

1212　　12

Generator

Compressor Turbine

Coupling

Source : MHI Giho VOL.44 NO.1: 2007

blade

M/E

Hybrid Turbo Charger

Compact high revolution permanent magnet generator

(T/C with built-in Generator) MHI / MET83MAG

1313　　13

Hybrid Turbocharger MET83MAGG

G

MSB

←AC450V60Hz

G

Engine Efficiency & Waste Heat Recovery

can supply electric power on Capesize Bulk Carrier without running diesel generators during normal sea-going

Onboard test slated for 2011

Generator

Converter

Inverter

←DC700V

←AC

1414　　

PCC “AURIGA LEADER”- 328 PV (Photo Voltaic) cell panels (40kW)

Renewable Energy - Solar Power

Source ： NYK Website

DC/ACDC/AC

EngineEngine

Ship’s LoadShip’s Load

SwitchSwitch

boardboardPV CellPV Cell

GG

1515　　

Large Capacity Battery / Solar Panel Hybrid System

Photo Voltaic Cell (Solar Battery) and Photo Voltaic Cell (Solar Battery) and Large Capacity Battery Large Capacity Battery

DC/ACDC/AC

EngineEngine

Ship’s LoadShip’s Load

SwitchSwitch

boardboardPV CellPV Cell

BatteryBattery

GG

MOL : Lithium Ion BatteryNYK : Nickel Hydrogen Battery (Gigacell / KHI)

1616　　16

MOL

Hybrid Electric Power / Natural Energy

Mai

n S

witc

hboa

rdM

ain

Sw

itchb

oard

200kW PV Cell Panel

PowerPowerconverterconverter

200kW200kW

ChargeChargecontrollercontroller

Li-IonBattery3000kWHr

DC-DCconverter

DC-ACinverter

Diesel Generators

Ship’sServiceLoad

640kW/800kVA

Power management

Optimize diesel Optimize diesel generator operationgenerator operation

Charge/discharge controlCharge/discharge control

1717　　17

MOL : Hybrid Ship’s Power Supply Systemwith P-V cell / Li-Ion battery

Hybrid Electric Power / Natural Energy

• 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

1818　　18

Hybrid Electric Power / Natural Energy

- High Charge/Discharge Efficiency- Maintenance-Free Sealed Structure- 50 ％ smaller & 30% lighter than lead or cadmium battery

MV Auriga Leader MV Auriga Leader

NYK : Hybrid Ship’s Power Supply System with P-V cell / Gigacell (Nickel Hydrogen) battery

Stack

Single cell

Partition

SeparatorSingle cell

Bipolar-3D Structure

Former Nickel-metal hydride batteryGigacell Battery(KHI)

Separator

Positive electrode

Negative electrode Negative electrode

Positive electrode

1919　　

Efficiency Improvement by Operational Efforts

Optimization of Operating plan for each ship or fleet Speed Reduction Weather Routing Just in Time arrival in Port Maintenance of Hull Maintenance of Engine

etc.

Operational Measures are feasible to existing ships

Weather Info. provider

Weather Info.

Search Optimum Route

Weather Routing

Operational MeasuresOperational Measures

2020　　

Optimum Weather Routing System

Source : site of Voyage support system “Sea-Navi” Universal Shipbuilding CorporationSource : site of Voyage support system “Sea-Navi” Universal Shipbuilding Corporation

site of FujiSankei Business i.site of FujiSankei Business i.

Shore Shore

FastestFastest

EconomyEconomy

Planning 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

2121　　

Development of Energy Saving Ship

• Development of Optimum Hull Form• Reduction of Hull Friction

Aims to reduce fuel oil consumption/CO2 emissions by 40~50% in the future

Japanese shipyards are developing new ship designsfor reducing fuel oil consumption/CO2 emissionContainer Ship

MHI 　“MALS14000 - CS”

Reduce fuel oil consumption by 30% 200Ton/day → 130Ton/day

(completed the conceptual design)

• Improvement of Propulsive Efficiency• Improvement of Engine efficiency and waste heat recovery system

IHI MU 　“efuture 310 T”

Reduce fuel oil consumption by 30%

(completed the conceptual design)

Tanker Bulk CarrierMitsui

　“ NeoSupramax 66BC”(launched onto the market)

Reduce fuel oil consumption by 30% 35Ton/day → 25Ton/day

21

2222　　

Advanced Energy Efficient Designs

Energy Saving & Energy Saving & Environmental Environmental friendlyfriendly

eFuture 13000CeFuture 13000C

ConceptConcept

13,000TEU Container13,000TEU Container

56,000 DWT Bulk Carrier56,000 DWT Bulk Carrier 310,000 DWT Tanker310,000 DWT Tanker22

2323　　

30% reduction of GHG by integrating the following technologies.

1. 21% reduction by Improvement on Propulsive Performance

Twin-skeg hull form (rudder fin and bulb), Forward bridge, Front Twin-skeg hull form (rudder fin and bulb), Forward bridge, Front bonnet, Rudder bulb, Low friction coating and Tip rake propellerbonnet, Rudder bulb, Low friction coating and Tip rake propeller

2. 10% reduction by Improvement on propulsion plant efficiencyElectronically controlled diesel engine,Electronically controlled diesel engine,

Variable nozzle area turbo charger and Waste heat recovery systemVariable nozzle area turbo charger and Waste heat recovery system

3. 1% reduction by application of natural energyPhotovoltaic panelPhotovoltaic panel

eFuture 13000C : 13,000TEU Container eFuture 13000C : 13,000TEU Container CarrierCarrier

23

2424　　

30% reduction of GHG by integrating the following technologies.

Whale Back BowWhale Back Bow Electronically controlled diesel engineElectronically controlled diesel engine Variable nozzle area turbo charger Variable nozzle area turbo charger Waste heat recovery systemWaste heat recovery system Single-screw, twin-engine propulsion systemSingle-screw, twin-engine propulsion system Contra-Rotating PropellerContra-Rotating Propeller

IHIMU estimates that the initial cost of these IHIMU estimates that the initial cost of these new systems will be recouped within 5 or 6 new systems will be recouped within 5 or 6

yearsyears

eFuture 310T Tanker & 56B Bulk carriereFuture 310T Tanker & 56B Bulk carrier

24

2525　　

Through effective Technical & Operational measures, it is not adream to achieve 50% fuel oil reduction / reduction in CO2 emissions

+OptimizedOperation

Energy Efficient Technologies can counter rising fuel oil costs and can reduce CO2 emissions

Possibility of reducing fuel oil consumption/CO2 emissions

High-performance hull form

Air Lubrication System

Electronically controlled main engine, heat recovery system

New twin-engine, twin-screw propulsion system

10090

68 65

Hull form &Propulsion system

Engine plant

Air Lubrication System

Overall CO2 reduction ratio 35%

25

2626　　26

Development of engine assisted sailing ship 1/3 fuel consumption compared with engine driven ship

Development of engine assisted sailing ship 1/3 fuel consumption compared with engine driven ship

　 Tokyo University, NYK, MTI, MOL, Oshima Shipyard, Teijin, ClassNK

　 Tokyo University, NYK, MTI, MOL, Oshima Shipyard, Teijin, ClassNK

Cape Size Bulk Carrier: 180,000DWTLxBxD: 300x50x16Service Speed: 14ktSail Area: 9,000m2 (1,0002 x 9)

Cape Size Bulk Carrier: 180,000DWTLxBxD: 300x50x16Service Speed: 14ktSail Area: 9,000m2 (1,0002 x 9)

Another Joint Industry Project Wind Challenger

OCT/2009 – MAR/2012 （ 2.5 years ） OCT/2009 – MAR/2012 （ 2.5 years ）

PurposePurpose

ParticipantsParticipants

Particular of ShipParticular of Ship

Duration Duration

2727　　27

Wind Challenger Project

Telescopic Reef Mechanism

Wind Driven Bulk Carrier on Voyage

Wind Driven Bulk Carrier in Port

9 CFRP hard wing sails 9 CFRP hard wing sails which can rotate 360 which can rotate 360 degrees to meet wind degrees to meet wind directiondirection

2828　　

Probability of CO2 reduction

2929　　

Probability of CO2 reduction

3030　　

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

3131　　

EEDI Verification on NewbuildingsEEDI Verification on Newbuildings

In 2009 ClassNK conducted EEDI verification trials for two actual ships in close coordination with Japanese shipping industry. (MEPC60/4/5)

“MUSANAH”

Kind of ship: LPG CarrierGross tonnage: 47,985 GTDeadweight: 55,028 tonsMCR of M/E: 13,700kW x 104rpm

“SHIN KORYU”

Kind of ship: Bulk CarrierGross tonnage:106,367 GTDeadweight: 207,991 tonsMCR of M/E ： 16,610kW x 81rpm

3232　　32

ClassNK EEOI SoftwareClassNK EEOI Software

ClassNK is now developingClassNK is now developing EEOI calculation and analysis EEOI calculation and analysis system “system “PrimeShip-GREEN/EEOIPrimeShip-GREEN/EEOI”.”.

Official release is scheduled for April 2011Official release is scheduled for April 2011

Data Transmission

ClassNK

User of Ship Company

EEOI Calculation Service

Data Storage

EEOI Onboard

EEOI Web

ClassNK will provide EEOI appraisal service using this system

3333　　33

PrimeShip-GREEN/EEOIPrimeShip-GREEN/EEOI

EEOI Calculation SystemPrimeShip-GREEN/EEOI

Basic Functions of System 　　

Trend Graph of EEOI, CO2 emission, etc.

EEOI Target Setting EEOI Comparison in Fleet Benchmarking

KAIJI MARU

NK MARU

Ship 3

Ship 4

Ship 5

Ship 6

Ship 7

Ship 8

Ship 9

Ship 10

Ship 11

M/V KAIJI MARU

KAIJI MARU

KAIJI MARU

NK MARU

Ship 3

Ship 4

Ship 5

Ship 6

Ship 7

Ship 8

Ship 9

Ship 10

Ship 11

KAIJI MARU

Ship 3

Ship 6

Ship 9

Ship 10

NK MARU

Ship 5

KAIJI MARU

NK MARU

Ship 3

Ship 4

Ship 5

Ship 6

Ship 7

Ship 8

Ship 9

Ship 10

Ship 11

KAIJI MARU NK MARU Ship 3 Ship 5 Ship 6 Ship 9 Ship 10

3434　　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 progressing30% 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

3535　　

35Thank you !