SHIP EFFICIENCY: THE GUIDEAcomprehensiveguidetoship eco-efficiencytechnologies andmeasures

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THEGUIDE:SPONSORS

SUPPORTINGPARTNERS

efficiency.

Theshippingindustry facesanewchallenge

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marine|energy|environment

Content overviewShip Efficiency: The Guide Editors: Peter Lockley and Alison Jarabo-Martin Supporting editors: Kunal Sharma and Jenny Hill Review by: Flemming Sandstrom Contributors: Jos Mara Figueres, Andreas Chrysostomou, Tom Boardley, BIMCO and Johan De Jong Published by: Fathom Design: Matblack xvi. xiii. Foreword Jos Mara Figueres, Managing Partner, IJ Partners Chairman of the Carbon War Room President of the Republic of Costa Rica (94-98) IMOs work on ship efficiency Andreas Chrysostomou, Chairman, Marine Environmental Protection Committee Introduction to The Guide The Fathom Team Outlook for shipping Lloyds Register Ship emission regulation BIMCO A Framework for Energy Saving Device (ESD) decision making Propulsion and resistance related energy saving: Framework for Decision Making MARIN (Maritime Institute of Netherlands)

xviii. xxii. xxiv. xxx.

First published in 2011 by Fathom. Copyright 2011 Fathom Eco-Consultants Ltd. This book is copyright under the Berne Convention. All rights reserved. No part of this publication may be reproduced or stored or transmitted by any means or in any form, electronic or mechanical, including photocopying, recording, or any information storage and retrieval system, without written permission which should be sought from publishers. ISBN: 978-0-9568259-0-2 Images: Every effort has been made to trace and contact the copyright holders of the images reproduced in this book. However, the publishers would be pleased, if informed, to correct any errors or omissions in subsequent editions of this publication. 1 35 79 107 145 164

Technical chapters1 2 3 4 5 Ship design Propulsion Machinery Strategies Scrubbers The Directory

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THECONTENTS www.fathomshipping.com

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Detailed content Technical chapters1 2 4 6 10 12 1 1.1 1.1.1 1.1.2 1.2 1.2.1 Ship design Operations Larger ships Optimisation of ballast and trim Technology Optimisation of hull dimensions New hulls Aft waterline extension (retrofit) Skeg shape/trailing edge (retrofit) 13 13 14 14 21 25 28 1.2.2 1.2.3 1.2.4 1.2.5 1.2.6 1.2.7 1.2.8 Optimisation of hull openings Shaft line arrangement Bulbous bow Optimisation of propeller/hull interface Lightweight construction Air lubrication Design speed reduction Smaller engine (newbuild) Engine de-rating (newbuild or retrofit) 29 32 35 36 37 37 37 1.2.9 Liquefied Natural Gas (LNG) 1.2.10 Aerodynamics of superstructure 2 2.1 2.1.1 2.1.2 2.1.3 Propulsion Operations Propeller monitoring and maintenance Propeller coatings and paints Propulsion efficiency monitoring with condition-based maintenance 112 119 119 121 4.1.2 4.1.3 4.1.4 4.1.5 76 44 45 49 49 49 59 62 64 65 65 65 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8 2.2.9 Upgrades (retrofit) Propeller-rudder combinations Advanced propeller blade sections Nozzles Winglets/Kappel propellers Propeller ducts Propeller boss cap fins Propeller modification Newbuilds Wing thrusters Contra-rotating propellers Additional Propulsion Methods Wind Power 71 71 71 76 2.2.11 Towing kites 2.2.12 Fixed sails 2.2.13 Flettner rotors 2.2.14 Traditional sailing ships Additional Propulsion Methods Other 2.2.15 Batteries and fuel cells 96 96 101 104 107 108 109 3.1.3 3.1.4 3.1.5 3.1.6 4 4.1 4.1.1 89 3.1.2 79 80 81 3 3.1 3.1.1 Machinery Technology Main engine adjustments Common Rail Diesel-Electric Drive Combined Diesel/electric and Diesel/ mechanical Drive (CODED) Main Engine Tuning Advanced power management Low loss power distribution (newbuild) Variable speed electric power generation Speed control of pumps and fans (power management systems Enhanced power management Hybrid Auxiliary Power Waste Heat Recovery (WHR) Reducing on-board power demand Solar power Strategies Operational Voyage optimisation Slow steaming Port turn-around time Optimum berthing/virtual arrival Weather routing Increase cargo load factor Energy saving awareness Autopilot upgrade/adjustment 122 123 129 133 139 141 142 144 145 146 148 149 150 151 152 152 153 154 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.2.7 5 5.1 5.1.1 5.1.2 5.1.3 5.1.4 5.1.5 5.1.6 5.1.7 5.2 Technological Hull surface coating Hull cleaning (condition-based monitoring) Fuel additives Engine lubricants Water emulsion fuel Catalysts Biofuels Scrubbers Exhaust gas cleaning systems Introduction Regulatory background Types of exhaust gas cleaningsystems Selective Catalytic Reduction systems (SCR) CO2 removal Operating considerations Certification Systems providers

2.2.10 Pulling thrusters

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CHAPTERONE|1.1.1

Larger shipsAsafirstprinciple,increasingthesizeofthevessel improvestheefficiencyoftransportwork,souses lessfuelpertonne-kilometre. Designinglargerships,subjecttotheconstraints ofoperationssuchasportandcanaldimensions, willimproveefficiencysolongasthereissufficient transportdemandtoensuretheycanbeoperatedat ornearfullcapacity.Forexistingfleets,operatorswill derivegainsfromdeployingfewer,largershipsrather thanmore,smallershipswherethenatureofthe transportworkallows. Theuseoflargershipsalsoreducesoverheadcosts. Regressionanalysisofrecentlybuiltshipsshowthat a10%largershipwillgiveabout45%higher transportefficiency.

SHIPDESIGN:OPERATIONS www.fathomshipping.com

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CHAPTERONE|1.1.2

Optimisation of ballast and trim

FUEL SAVINGS

4%

UP TO

Ballast,cargoandbunkerdistributionandthe relationshipbetweenthesearefundamental togivingthemodernshipitsoptimalposition inthewateracrucialconsiderationin optimisingfuelefficiency.Optimal position in the water can translate to reduced resistance and bunker fuel savings are there to be gained. There are a myriad of factors that contribute towards the optimal positioning of a vessel; including vessel type and size, design and geometry, speed and weather conditions. In order to compute the effect of these complex variables a number of software packages are now available that can perform calculations that allow counter measures to be assessed and implemented should the optimised ballast and trim not be realised. Most recent software packages have real-time response to voyage conditions. Trim optimisation software packages can form part of a suite of vessel monitoring systems that are in place on-board a ship. The table below outlines some of the companies and their stages of software development and maturity. As ever, it important to note that the bunker fuel savings claims are based on information received from the company. Fathom recommends that all ship owners, operators and managers seek additional information to determine the accuracy of fuel savings technology. Abatement potential