Shipping is the primary means of transport worldwide. We, in Europe, rely on it for goods and travelling from one corner of our continent to the other. Today’s globalised world trade would not be able to function without ships, after all approxi- mately 70% of the earth’s surface is covered by water. Considering the staggering percentages of world trade vessels transport (80%), it is remarkable to note that shipping is already the most environmentally friendly mode of transport and that emissions emitted from ships are small (3%). Operational pollution has been reduced to a negligible amount. MARPOL 73/78 is the most important set of international rules dealing with the environment and the mitigation of ships pollution, it has dealt with certain issues. However, there have also been consider- able improvements in the effi ciency of engines, ship hull designs, propulsion, leading to a decrease of emissions and increase of fuel effi ciency. The environmental footprint of shipping has been signifi - cantly improved through inputs from the marine equipment industry, which adopts a holistic approach when looking at the maritime sector. The equipment suppliers are a valued contributor and innovator within the maritime cluster. The shipbuilding sector encompasses the shipyards and the marine equipment manufacturers including service and knowledge providers. The European marine equipment industry is the global leader in propulsion, cargo handling, communication, automation and environmental systems.
The marine equipment sector comprises of all products and services necessary for the operation, building, con- version and maintenance of ships (seagoing and inland waterways). This includes technical services in the fi eld of engineering, installation and commissioning, and lifecycle management of ships. The value of the products, services and systems on board a vessel can exceed 70% (85% for cruise ships) of the value of a ship. The production ranges from fabrication of steel and other basic materials to the development and supply of engines and propulsion systems, cargo handling systems, gen- eral machinery and associated equipment, environmental and safety systems, electronic equipment incorporating sophisticated control systems, advanced telecommuni- cations equipment and IT. Thus the marine equipment industry supports the whole marine value chain and stake- holders: from the port infrastructure and operation to the ship/shore interface, shipbuilding and ship maintenance.
A large part of the improvements in the environmental footprint of shipping is achieved through the efforts of the European marine equipment industry. A major challenge for the industry today is to ‘transfer technology’ from laboratories to ships, in order to reduce harmful emissions and obtain the benefi t to wider soci- ety. Investments in upgrading older ships are necessary to make them ‘greener’ and more effi cient also in view of setting a benchmark for future new-buildings. A short term objective for the marine equipment sector is to be able to improve energy effi ciency of ships by around 30%. In the medium to long term it has been estimated that a ship’s energy effi ciency can be improved by 60%. These ambitious targets can, however, only be achieved by a continuous innovation process and through increased co- operation between the actors within the maritime cluster.
Shipping has proved to be an effi cient mode of transport throughout history: cutting journey times, building larger vessels to carry more goods, and moving to the combustion engine from the age of steam. Ship-owners, in particular European ones, in cooperation with European shipbuilders (yards and marine equipment) have opted for effi cient and high tech products; this is why the European marine equipment sector is now globally one of the most advanced and innovative, although much more can be achieved. There is already technology existing to help mitigate the environmental impacts from ships. The equipment manufacturers have to maintain levels of investment for new tech- nologies, especially in the present economic climate. Future regulation for the ‘greening’ of shipping is likely to be adopted at inter- national level in the very near future. This could provide a benchmark for further innovation and ensures a high level of technical design resulting in better prod- ucts.
The aim of this book is to provide the reader with a look at currently existing green technology and the impact it has on the environment from a neutral stand- point. Further developed it could provide a benchmark for the current capabilities of technology and if integrated onboard vessels show what they could achieve above and beyond current regulatory requirements. If this technology could be integrated in today’s ships then they could become 15-20% greener and cleaner. If there is further demonstration of newly researched and developed technology then a 33%+ eco-friendliness could be achieved ultimately leading to the zero emissions ship in the not too distant future.
There are 7 issues that should be taken into consideration when talking about re- ducing the environmental impact of vessels1:
“Green ship” is a name given to any sea going vessel that contributes towards improving the present environmental condition in some way or the other. The word “green” in “Green Ship” signifies the green cover of the earth, which is unfortunately reducing as a result of the increase of human intervention in environmental activities.
Maritime industry is one of the greatest contributors of the green house effect, a phenomenon that has drastically affected the earth’s natural ecosystem. Thus, as an effort to reduce carbon emissions coming from the maritime industry and also to support the world movement towards eradicating the green house effect, many shipyards around the world have started inculcating special methods and equipments in their ships, which not only helps in minimizing the carbon foot prints but also in increasing the ships efficiency. These environmentally- friendly ships are known as “Green Ships.”
The greatest contributor of environmental pollution on a ship is the ship’s engine room. The diesel engines and other machinery present in the engine room utilize fuel for their working and release carbon dioxide and other poisonous gases in return. The key to reduce this poisonous emission is to improve the design of these machines and also of the ship. The ships should be designed in such a way that it poses least threat to the environment. Thus, better the design, greener is the ship.
A greener and efficiently designed ship can be achieved by
Minimizing the consumption of materials during ship building.
Reducing the usage of energy and toxic materials during ship manufacturing process.
Using efficient machinery
Improving the overall ship design
Reusing of ship’s parts and accessories during ship maintenance.
Hull design and the kind of materials used in making a ship play a very important role towards the overall efficiency of the ship. For e.g., optimization of hull lines of the ship increases the speed of the ship, saves fuel and also improves the economic efficiency.
Green ship technology means using methods that reduce emission and energy consumption during ship construction processes such as hull construction, painting and fitting. Moreover, a green ship should also abide by all the rules and regulations related to environmental protection and conservation. Thus, if it’s a green ship then special attention is provided during its manufacturing and service processes.
As mentioned earlier, improving the marine machinery is yet another method for making a ship green. The marine equipments chosen for a green ship should consume less energy, emit less pollution and have higher efficiency. This can be done by concentrating on technical aspects of machines such as boilers, main engine, generators, air conditioning system, air compressors etc.
A green ship also means using new technologies such as advanced hull and propeller systems, exhaust gas scrubber systems, waste recovery system, exhaust gas recirculation system etc. Apart from this, use of right grade of fuel for a particular engine also reduces carbon emission and fuel consumption. This also results in less routine maintenance, demanding reduced human labor and energy.
Moreover, there are many new technologies that have completely changed the way a ship works, apart from reducing the carbon emission. A few examples of such green technologies are – the electric propulsion system, which uses an electric management system to improve the overall efficiency of the ship while reducing the exhaust; advanced green diesel engines, which consume less fuel, reduce carbon emission and produce least vibration and noise etc.
Thus, there are many methods for making a green ship green. Also, with the continuous increase in global warming, shipyards around the world are making extra efforts, in their own ways, to contribute towards mitigating the rising environmental concern. Therefore, it can be said that until the conditions related to green house effect don’t improve, the concept of “green ships” is here to stay.
Scientists have agreed to the necessity to limit Global Warming to 2 deg. C. A temperature increase of 2-4 deg. C will lead to:
increased droughts in certain areas.
increased precipitation in other areas.
more frequent and violent hurricanes.
A temperature increase of more than 4 deg. C will most likely change the planet as we know it today.
Kyoto Annex I countries have agreed to reduce GHG by 5.2% by 2012 compared with 1990 levels EU has proposed a 20-20-20, i.e. 20% reduction (compared to 1990 levels) by 2020 Scientists suggest a 50% reduction in GHG emissions by 2050 in order to limit Global Warming
to 2 deg. C.
How much CO2 comes from shipping?
• Two recent studies:
• IMO Expert Group on Air Pollution
• 2009 IMO Greenhouse Gas update study.
• Both use 2007 as reference year.
How much CO2 comes from shipping?
Two recent studies:
2007: 1100 mill. t
2020: 1400 mill. t
Shipping accounts for 3-4% of the total anthropogenic* CO2.
(*produced by human activities)
According to BIMCO company/Organization
Shipping emissions Shipping is projected to increase its GHG (CO2) emissions by approx. 25% from 2007 – 2020.
What are the options for shipping to reduce
CO2 emissions?
1. Improve efficiency
2. Reduce trade (slow steaming, lay-up)
3. Market Based Instruments (MBI)
• It was estimated by the IMO Expert Group that fuel efficiency of new ships can be increased in the order of 30-40%.
• Existing ships can gain 10%.
• Slow-steaming is very efficient, but will limit trade.
• Given the predicted growth in shipping, fuel consumption is estimated to increase with 24% - 28% between 2007 and 2020.
• If shipping is required to reduce its emissions, it cannot be done by technical and operational measures alone without disrupting world trade
• Market Based Instruments (MBI) will need to be applied in the form of Emission Trading or Fuel Levy.
• ETS are part of the Kyoto Protocol and are utilized in several land-based industries.
• EU has developed its own ETS.
• Aviation and Shipping were exempted from regulation by the Kyoto Protocol.
• In July 2008 the EU Parliament decided to include Aviation in the EU ETS.
• Several EU MEPs have expressed a need of also including Shipping in the EU ETS.
• IMO discussed a proposal for the establishment of a Global Shipping ETS at MEPC 59 in July 2009.
During 2009, the partners of Green Ship of the Future decided to work together on a concept study of so-called ‘low emission ships’. The purpose of the study was to investigate the possible overall emission reductions when the various available technologies from the Green Ship of the Future project were implemented already during the design phase of a new ship.
Studies were carried out for two different ship types, an 8,500 TEU container vessel and a 35,000 DWT handy size bulk carrier. The basis for the container vessel was a A-Type vessel from Odense Steel Shipyard, while the basis for the bulk carrier was a Seahorse 35 bulk carrier from Grontmij|CarlBro with a capacity of 35,000 TDW.
In the concept studies, only available and proven ‘green’ technologies were used, which meant that it was possible to build the ships as specified and documented by the two task-leading companies of the concept studies, Odense Steel Shipyard and Grontmij | Carl Bro.
The concept studies were carried out to benchmark the new technologies in relation to the goal of Green Ship of the Future (reduction of exhaust gas emissions) and in relation to the coming international regulations on NOX and SOX emissions and most probably also CO2 emissions by introduction of the Energy Efficiency Design Index (EEDI) for new ships.
Designing a ship is a very complex process because many aspects and constraints have to be taken into account simultaneously. Very often demands interfere with each other in a negative way so that by fulfilling one demand, another demand cannot be fulfilled or is even counteracted.
This interference means that it is not always possible just to accumulate the savings from each individual technology to get the total possible saving or reduction. In the present summary, focus has been on the following technologies:
Sulphur scrubber system
Liquefied natural gas as fuel
Advanced hull paint
Waste heat recovery (WHR)
Water in fuel system (WIF)
Exhaust gas recirculation (EGR)
Other main engine technologies
Optimization of pump and cooling water systems
Advanced rudder and propeller designs
Speed nozzle
To ensure that the two concept ships fulfil the relevant Class regulations, all calculations and drawings have been approved by Lloyds Register, and each ship has thus been given a Class Notation.
A well-designed propeller and rudder system can save up to approximately 4% of the fuel oil consumption. Such a system could be a modern propeller combined with an asymmetric rudder and a so-called Costa Bulb.
With new propeller design methods modern propellers becomes more and more efficient. The Costa Bulb creates a smoother slipstream from the propeller to the rudder. With an asymmetric rudder, the rotational energy from the propeller is utilised more efficient compared to a conventional rudder.
Normally, nozzles are used to improve the bollard pull on tugs, supply vessels, fishing boats and many other vessels which need high pulling power at low speed.
This new kind of nozzle, called a speed nozzle, is developed to improve the propulsion power at service speed. Using the new speed nozzle concept has a saving potential of approximately 5%.
One way to fulfil the future regulations on sulphur emissions is to install an exhaust gas scrubber. This scrubber system use water to wash the sulphur out of the exhaust gas. Measurements have shown that SOx emissions are reduced with up to 98%. It is not only the sulphur which is reduced, also the content of harmful particles are reduced by approximately 80%.
Normally, the electrical power in harbour condition is supplied by using auxiliary engines running on heavy fuel or marine diesel. By using auxiliary engines running on LNG (liquefied natural gas) instead of conventional fuel, significant emission reductions can be achieved.
Emission reductions in the magnitude of approximately 20% on CO2, approximately 35% on NOx and 100% on SOx are the potential of switching from diesel to LNG.
The choice of the right hull paint is essential to keep the resistance at a minimum. Modern anti-fouling hull paint with a low water friction has a fuel saving potential in the region of 3 to 8%.
The reduction of emissions is proportional to the fuel savings.
The waste heat recovery system utilises the heat in the exhaust gas from the main engine. The exhaust gas contains a lot of heat energy which can be transformed into steam. The steam can then be used for heating of the accommodation, cargo areas and fuel oil. The steam can also be used for power generation in a turbo generator. Depending on the configuration, a waste heat recovery system can reduce the fuel consumption by 7 – 14 %.
The formation of NOx is dependent of the temperature in the cylinder liner. By lowering the temperature the NOx emissions are also lowered. By adding water to the fuel before injection, the temperature in the cylinder will be lowered. This will result in a reduction of NOX by 30-35%.
The formation of NOX emissions can be reduced by lowering the temperature in the cylinder liner of the main engine. One way of lowering the temperature is to recirculate some of the exhaust gas. Some of the exhaust gas is mixed with the scavenge air so that the oxygen content is reduced together with a lower temperature in the combustion chamber. Measurements have shown that this technology have a potential of NOX reductions of approximately 80%.
By using an optimised cooling water system it is possible to save up to 20% of the electrical generated power, corresponding to approximately 1.5% reduction of the total fuel consumption. Studies show that the resistance in the cooling water system often can be reduced. When the resistance is reduced smaller pumps can be used and thereby saving up to approximately 90% of the power needed for pumps.
’Green Ship of the Future’ is a Danish joint industry project for innovation and demonstration of technologies and methods that makes shipping more environmental friendly.
With respect to airborne emission the aim of the project is
to provide the necessary technologies and operational
means to reduce emissions as follows for new buildings:
30 % reduction of CO2 emissions
90 % reduction of NOx emissions
90 % reduction of SOx emissions
Turbo charging with variable nozzle rings results in high efficiency in a wider load range compared to traditional turbo chargers, especially at low engine loads, i.e. low speeds. Together with Maersk ABB has installed the new A100 VTG turbo charger with variable nozzle onboard Alexander Maersk. The system are currently undergoing tests but initial conclusions are very positive. Next stage for turbocharging is with two-stage turbo charging, which is currently being developed by ABB.
Optimisation of WHR system in close cooperation with partners. Determination of vessel operation profile and optimisation of engine for improved exhaust gas data. Installation of new exhaust gas fired boiler, turbo generator (steam/gas turbine and generator). Optimisation of WHR system given the available space constraints. Maersk is currently installing WHR on a wide range of vessels based upon the GSF project.
Re-design pump & auxiliary systems with a focus on power consumption. Introduce automated systems that continuously control the power demand.
In two projects, optimised control algorithms for Reefer systems (joint project with Lodam A/S) and for general High Temperature (HT) and low
temperature (LT) onboard refrigeration systems are being developed by Aalborg University. The latter system is designed for a Maersk newbuilding, and the effect is documented by means of advanced simulations. Potential: The project is still at an early stage, but preliminary results indicate significant energy savings, possibly as much as 45% (rough estimate)
GreenSteam is a new energy saving system for ships, providing reduction in energy consumption by adjusting ship trim and power. Based on readings from multiple sensors over a period of time, the relations between
the dynamically changing conditions and the energy requirements are mapped and analysed into a mathematical model. This model is used for onboard guidance to the crew as regards optimum trim and power. Fuel savings of at least 2.5% have been demonstrated onboard a product tanker owned by DS NORDEN A/S. The system will
be installed on 4 or more new NORDEN vessels during 2010.
The air resistance of a Bulk Carrier is approximately 5-8 percent of the total resistance. By advanced wind tunnel studies and optimization of the superstructure the air resistance will be lowered to a minimum. The following steps is included in the project:
• Wind Tunnel test of existing design.
• Superstructure optimization (eg. Crane, forecastle, accommodation –
Rounded shapes, elimination of recirculation zones etc.)
• The future bulk carrier where all traditions are reconsidered…
Based upon the results investigations might continue on other vessel types.
SeaTrim is a trim optimisation application based on model test results of a large matrix of different combinations of draught, trim and speed. SeaTrend is a system for performance monitoring, using operational data from the ship. With SeaTrim & SeaTrend installed onboard the six L-Class chemical tankers owned operated by Nordic tankers, it is the aim of the project to demonstrate the effect of the tools in terms of:
Ability to determine hull and propeller fouling and trends.
Ability to guide the crew as regards to optimum trim.
MAN Diesel’s propulsion division in Frederikshavn has developed a new nozzle, which can enhance the performance for many types of vessels. Where existing nozzles designs have primarily been applied to ships that requires high thrust at low ship speeds, the new product is intended for vessels with a higher service speed i.e. tankers, bulkers, PSVs etc. The new nozzle will be tested in model scale on a tanker that is operated by Nordic Tankers. The test will be carried out in the towing tank at FORCE Technology.
HEMPEL and FORCE Technology has made an official agreement to monitor all new applications of HEMPASIL X3 with the SeaTrend performance monitoring software. Currently a number of vessels have been applied with both X3 paint and SeaTrend
software. Based on the experience from the project the effect of the newest generation of silicone paints will be documented in real service.
The advanced version is specially suited for Short Sea Shipping and will allow the officers to plan their route taking into account ETA, weather (wind, waves and current), and shallow waters. With highly detailed weather prognoses of the North Sea and Baltic Sea (supplied by DMI) and with a GPS link, SeaPlanner continuously monitors and guides the Master on the optimum speed and heading. With this project DFDS and FORCE Technology will show the potential of the SeaPlanner based upon the experience gained through the initial operation. The system is currently installed on 7 vessels and will be installed on additional 15 vessels in spring 2010.
‘Lab on a ship’ (LOAS) is a new and innovative product by NanoNord. During bunkering LOAS provides online measurements of the elements of the bunker oil, lube oil, cylinder oil etc. In addition the system offers online measurements of exhaust gas emissions of NOx and SOx. With the LOAS system, the sulphur content of both the bunker oil and the exhaust emissions are measured and documented which is important for the verification of the MARPOL Annex IV regulations. LOAS is installed onboard two Bulk Carriers owned by Lauritzen Bulkers, and the project aims at demonstrating the applicability of the system.
The challenge was to take an existing modern design and evaluate the technologies suitable and to generate a picture of the improved performance of the vessel. We have evaluated two different vessel types. We have not changed the hull form, the DWT or other main parameters.
• Speed nozzle/optimized propeller
• Twisted spade rudder with Costa bulb
• Water in fuel (WIF)
• Exhaust gas recirculation (EGR)
• Waste Heat Recovery system (WHR)
• Exhaust Gas Scrubber
• Ducted/direct air intake for main engine
• Optimised coolers and cooling pumps
• Auxiliary engine operation on marine diesel oil (MDO)
• High capacity fresh water generator.
Extra costs 5 mill USD (Corresponds to approx 20% of newbuilding costs)
8500 TEU container vessel, optimised with:
Water in Fuel technology (WIF)
Exhaust gas recycling (EGR)
Waste heat recovery exhaust boilers
Power and Steam turbine technology
Exhaust gas Scrubber
Extra costs 10 mill Euro (Corresponds to approx 10% of newbuilding costs)
With respect to NOx and SOx it is possible to reach the goals.
Reducing NOx and SOx will in some cases cost increased CO2 emission.
With respect to CO2 the study shows that we still need to work with
technical solutions and operation to meet goal.
Further reduction in CO2 must be obtained through continued efforts to
reduce vessel resistance, optimised operation (slow steaming), more
effective propulsion systems, more fuel efficient engines, alternative
fuel (LNG, Biofuel etc.) and addition of alternative green means of
propulsion (fuel cells, wind, solar etc.) etc.
Further reductions in CO2 will also reduce NOx and SOx emissions.
Retrofit challenges.
The challenge and objective of “The Green Ship of the Future” initiative is to reduce CO2 emissions by around 30 per cent and nitric and sulphuric oxides by 90 per cent. This initiative is using both familiar and new technologies. Green Ship of the Future is primarily focusing on the large, two-stroke engines of the type that are used in large ocean-going container ships and tankers.
The project was launched in 2008 by MAN Diesel & Turbo in conjunction with the A.P. Møller-Mærsk Group Danish shipping firm, Odense Steel Shipyard and Aalborg Industries. The initiative’s primary objective is to highlight and develop new technologies aimed at achieving a significant reduction in marine emissions. The project now has some 15 partners, including shipping companies, their suppliers and several Danish universities.
In the summer of 2009, the initiative won the International Environmental Award from Sustainable Shipping for being the most environmentally friendly transport initiative. Sustainable Shipping is one of the leading organisations championing the sustainable use of our seas and oceans. Panel of judges member Dr. Simon Walmsley from the World Wide Fund For Nature (WWF) said: “If we want to safeguard the survival of our planet, we need to change our behaviour. No branch of industry can afford to neglect these essential changes.”
Shipping is an extremely eco-friendly form of transport, but with the Green Ship of the Future initiative, we are making even greater efforts to protect the climate and the environment. Together with our partners, we want to help contribute towards the development of products that are even more eco-friendly and will reduce emissions further.
MAN Diesel & Turbo is heading or participating in the following sub-projects arising from the Green Ship of the Future initiative:
• Exhaust Gas Scrubbers
• Lower Ship Speeds within certifications
• Auto-tuning of MAN Diesel & Turbo engines
• Emission reduction using exhaust gas recirculation
• Waste heat recovery
Green Technology
Overview of green and cost-saving technology from Aalborg Industries.
As market leading manufacturer of highly efficient and environmentally friendly equipment for the maritime market such as marine boilers and heat exchangers, thermal fluid systems and inert gas systems, the Aalborg Industries Group develops new green solutions to support our customers in building and operating their commercial fleet to the highest standard for low environmental impact.
Waste Heat Recovery
New and more efficient exhaust gas Waste Heat Recovery systems utilizing the heat in the exhaust after diesel engines or gas turbines to further improve the total efficiency of the propulsion plant, thereby reducing fuel consumption.
M.E. Exhaust gas scrubbers
Exhaust gas scrubber system after diesel Main Engines significantly reducing the sulphur oxide (SOx) emission as well as emission of particles.
Economizer after aux. engines
For new installations or retrofit, an efficient exhaust gas economizer utilizing the heat in the exhaust gas from the auxiliary engines during port stays will significantly reduce the oil consumption for the oil-fired boiler.
Ballast water treatment
In a joint venture with Aquaworx, Germany, Aalborg Industries will develop ballast water treatment equipment meeting IMO regulations to prevent, minimize and ultimately eliminate the transfer of harmful aquaticorganisms and pathogens.
Superheater for aux. boilers
Installing a superheater on an auxiliary boiler will increase the efficiency of the cargo pump turbine substantially and reduce the fuel consumption and emissions during discharge operation on crude oil carriers.
MGO burner modification
Aalborg Industries is developing a solution to facilitate safe and easy switching between fuels from HFO to MGO or MDO and back as required in ports in Europe and USA. Firing with MGO in ports is required to limit emissions of sulphur oxides (SOx) as per IMO, US and EU regulations.
Cooling system for LNG
Aalborg Industries Inert Gas Systems has developed a new cooling system for LNG carriers using a mere 10% of the usual quantity of Freon (which is a known greenhouse gas) while also using the new, environmentally friendly Freon type.
Electrical Steam Generation
Connected to the auxiliary steam boiler, the VESTA™ EH-S heater is for certain ship types replacing or acting as a Donkey boiler and an alternative to conversion of boilers for MGO operation. The VESTA™ EH-S heater complies with European standards and is designed for easy approval by the classification societies.
Waste heat recovery economizer
after auxiliary engines
In the coming years, the marine industry and shipowners face big challenges as new environmental legislations have special focus on the reduction of emissions from fossil fuels. Therefore Aalborg Industries has developed an efficient exhaust gas economizer utilizing the heat in the exhaust gas from the auxiliary engines during port stays, which will significantly reduce the oil consumption for the oil-fired boiler.
For several decades, we have installed WHR systems after the ship’s main engines and these units are to a large extend able to meet the vessels steam requirement during seagoing operation and for some installations also able to assist with the generation of electrical power.
The waste heat from the auxiliary engines has not been considered in the past, but it actually contains a large energy amount which can be utilized to assist with the steam requirements mainly during port stays, but for some vessels also during seagoing operation.
The WHR concept has been specially developed as a customized solution with special focus on energy generation compared to return of investment and payback time can be reduced to 7 months for a complete WHR boiler system, accessories and installation onboard the ship. The normal payback time will be approximately 1 to 1½ year depending on the number of days, the produced steam can be utilized (offset against of the steam requirement from the oil fired boiler) and the redundancy requirements.
We offer a concept based on well-proven and innovative solutions to ensure the best operation conditions and optimal return of investment. The design of the heating surface of the WHR boiler is the result of an enhancement of our wellproven technologies with a small footprint and the lowest possible weight to output ration.
To ensure the most advantageous design, the WHR boiler concept will be specially tailored to the individual ship and engine design with due consideration of existing uptake back pressure etc. The concept comes in two designs;
One that requires a steam space in another boiler (e.g. in an existing auxiliary boiler) and
One that has its own steam space.
Able to supply or support the steam demand during port stay
Cost of steam production (energy) is nearly free
Financially sound investment with very short payback time
Adds a “green” profile to the ship
Lower emission tax when finally agreed
Less maintenance and lower operating costs for the oil-fired boiler
Exhaust Gas Scrubbers
Dimensions/weight are indicative figures only and subject to change.
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