Environmental requirements for shipping and future solutions. Project Vindskip. Presentation Terje Lade

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1 Environmental requirements for shipping and future solutions Project Vindskip Presentation Terje Lade

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4 1969 M/S Høegh Merchant Engine Man Aspirant

5 BMV Laksevåg Mechanical Engineer 8000 hk vs vind

6 Troll B Aker Engineering Designer - dept. Piping & Lay Out

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8 under construction

9 World sailing speed record VS - 51,36 knots VT - 25 knots β = 27

10 CLARKSONS

11 CLARKSONS

12 CLARKSONS

13 International CO2 emissions and shipping's contribution

14 SOx pollution at sea close to shipping lanes

15 IMO Marpol

16 IMO Marpol Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003) In July 2011, IMO adopted the most recent amendments to MARPOL Annex IV which are expected to enter into force on 1 January The amendments introduce the Baltic Sea as a special area under Annex IV and add new discharge requirements for passenger ships while in a special area. After

17 IMO Marpol Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988) In July 2011, IMO adopted extensive amendments to Annex V which are expected to enter into force on 1 January The revised Annex V prohibits the discharge of all garbage into the sea, except as provided otherwise, under specific circumstances.

18 CLEAN and CLEAN DESIGN Voluntary Class Notations for Ships which are Designed, Built and Operated in a way that Gives Additional Protection to the Environment

19 IMO Marpol

20 IMO Marpol

21 IMO Marpol Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005) Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances; designated emission control areas set more stringent standards for SOx, NOx and particulate matter. Fortsatt vil det gjelde to særkrav i EU som ikke er en del av MARPOL vedlegg VI. -For skip mv. som ligger til kai eller ved anker i et havneområde gjelder en grense på 0,10 % -For passasjerskip i rutefart innad i - eller til eller fra EØS-området -gjelder en grense på 1,50 %

22 European Shortsea Network - Summary In the European SECA (Sulphur Emission Control Area) the highest permitted sulphur content of fuel will fall to 0.1 % from January 1st Therefore a ship owner must switch to LSMGO (Low Sulphur Marine Gas Oil), LNG, methanol or another fuel with the required sulphur level. Alternatively, the ship can be equipped so that it is capable of reducing the sulphur in the exhaust gas to an equivalent level. The exhaust gases can be abated by installing scrubbers to the ships

23 September 6th 2013 Scrubbers Retrofit Carnival to Install Scrubber Technology on 32 Cruise Ships that sail regularly within the North American Emission Control Area. Carnival says it will spend more than $180 million to install exhaust gas cleaning technology on 32 ships, making it the first company to use this scrubber technology in restricted spaces on existing ships. These include vessels from Carnival Cruise Lines, Holland America Line, Princess Cruises and Cunard that sail regularly within the North American Emission Control Area. Carnival has been a partner in the development of this technology and says it will take the lead in further refining both design and installation aspects on ships with a variety of engine configurations between now and mid The International Maritime Organization s MARPOL Annex VI places a cap on sulfur within ECAs at 1 percent, which took effect in North America in In 2015, the limit will be 0.1 percent. Carnival s design combines two established technologies, which have been successfully used in power plants, factories and vehicles to scrub the exhaust from high-sulfur fuel.

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25 NOx depends on the combustion technology SOx depends on the type of fuel

26 Fiat Balila 1934 mod cd 0, ltr/100 km

27 The Volkwagen XL1 plug-in diesel-electric hybrid all-electric range 50 km 0.9 l/100 km under the NEDC cycle emissions of 21 g/km of CO2.

28 Project Vindskip Hybrid Merchant Vessel powered by the wind and LNG Application Ro/Ro PCTC

29 Project Vindskip NorShipping 2013

30 NRK TV Schrødingers katt September

31 Project Vindskip

32 YouTube

33 World Wind energy

34 Average wind velocity at 10 meter a.m.

35 Reference ship M/S Høegh Trooper typical PCTC 6000 ceu Drag reference area S = 1200 m2 at Headwind

36 Drag due to Headwind vs. Generated pull Vindskip

37 Pressure distribution Vindskip Application RoRo Apparent Wind Angle of Attack β - 15 Apparent Wind Angle of Attack β - 40

38 CFD-testing Vindskip performance curves

39 So simple you don t even have to think about it - saving 687 mt in 23 days

40 Vindskip concept A hybrid vessel using the wind and LNG for propulsion, consisting of the following: Wind Power System A vessel with a hull shaped like a symmetrical air foil going in the relative wind, will generate an aerodynamic lift giving a pull in the ships direction, within an angular sector of the course. This is Vindskip s Wind Power System. With an LNG propulsion system in addition, starting the ship from zero up to the desired speed, the aerodynamic lift now generated can be exploited to generate pull and thus saving fuel: Forming a dynamic system that maintains a constant speed of the ship. Cruise Control The contribution of the ship's Wind Power System to the actual propulsion of the ship will vary over time. A Cruise Control will balance the LNG propulsion system making it work as a dynamic entity together with the Wind Power System, keeping a constant speed of the ship. By firstly adjusting the pitch on the propeller and then the rpm if necessary, it will make it possible to keep a constant speed and thus saving fuel. VVOS version Vindskip Using computerized weighting of meteorological data, a computer program calculates the best route. Specially developed navigation algorithms, will give the optimum wind angles for maximum effect of the design.

41 Vindskip Powered by the wind and LNG

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43 Appendix Det eg er spesielt oppteken av, er bruken av HFO (heavy fuel oil) om bord og dermed store SOx utslepp frå cruise trafikken. Eksisterande ECA-sone slutter på 62. breddegrad og opnar derfor opp for å kunne bruke HFO i verdsarvområdet. Forureining frå cruisetrafikken i Storfjorden Eg har gjort nokre estimat basert på statistikk om cruise trafikk til Geiranger. Basert på 214 skip i perioden mai til september i 2013 med totalt passasjerar, gir dette eit snitt på 1676 passasjerar pr. skip + mannskap på ca. 700 = 2376 personar totalt pr. skip. Strekninga Ålesund Geiranger er på ca. 100 km, dvs. med ca. 19 knop brukar dei ca. 3 timar ein veg, tur retur = ca. 6 timar. Dette tilsvara eit skip med ca. installert effekt på ca kw. Maskineri av denne storleiken går i all hovudsak på HFO (heavy fuel oil) utanfor dei såkalla ECA-sonene. Forbruk tur/retur Ålesund Geiranger vil såleis gi eit drivstoff forbruk med: kw 200 g/kwtime - 7 tonn/time HFO Tur/retur Ålesund Geiranger - 42 tonn HFO = 2100 kg SOx = 3700 kg NOx = 134,4 tonn CO2 Liggetid i Geiranger er ikkje med i denne berekninga. Av desse utsleppa er nok SOx den største trusselen mot miljøet: Totalt 214 skip i x 2100 kg SOx = kg SOx i 2013 Det må derfor arbeidast med å få innført ei ECA sone eller ei spesiell vernesone i Verdsarvområdet.