Feature 1 | DANISH MARINE INDUSTRIES
A separate project foresees the
development and demonstration of an exhaust gas recirculation (EGR) system. The task is to achieve an EGR system installation that reduces NOx emissions from a big two-stroke main engine installed on a commercial vessel to half its current IMO Tier 1 level - the maximum NOx level permissible for engines built aſter year 2000. Te project includes system integration within the scope of current engineroom design and current engine auxiliary systems. A suitable scrubber specification and design is to be selected for cleaning of sulphur and particles, an environmentally friendly cooling water system is to be developed, and an energy efficient exhaust gas turbine is to be developed as well as a cooler and a water separator. Te project aims at a complete installation on the vessel Alexander Maersk in 2010. Te first part of the work is being done using a stationary test engine. Te full scale installation of the EGR will be supported by EU’s Hercules-B project. Te project is coordinated by MAN Diesel. Also under development is the ‘wet
methods’ project. This focuses on the further development of fuel/water emulsion system technology, and involves the re-design of the auxiliary system for increased fresh water generation, and the re-design of the fuel system. An already initiated project from MAN Diesel involves the development and demonstration of a scavenging air moistening (SAM) technology, or a fuel/ water emulsion system (WIF). Te project includes further development, design and installation of a SAM system, eventually in combination with WIF, in order to reduce NOx emissions. Te goal is to find and verify the maximum potential for these methods to reduce NOx on big two-stroke
DK Group’s patented ‘air lubrication system’.
diesel engines, without compromising engine reliability. A NOx reduction of more than 60% is expected with limited negative effects on fuel consumption, which can efficiently be compensated by efficiently recovering the extra amount of heat produced. The main activities related to the
SAM-system are the re-design of the turbocharger and cooling air-/cooler arrangement, design of components for the salt water air moistening system, and the design of auxiliary system for the scavenging air moistening system. MAN Diesel is coordinating this project. A separate unit of the project looks
at the redesign of pump and auxiliary systems with a view to reducing energy consumption on big vessels. Here, traditionally, the crew starts and stops a number of systems onboard. By using automation and continuous adjustments, some 10% in auxiliary power savings should realistically be achieved. The project is coordinated by A.P. Moller- Maersk and looks to optimise the pump and cooling water systems on a 34,000dwt bulk carrier design, with a view to cutting CO2
emission by 1.5%, corresponding
to 20% of the daily auxiliary generated power. The marine department at Grontmij
Carl Bro is coordinating the project ‘automated engine monitoring’, which looks to optimise engine settings using automated monitoring and information systems. Te goal is to see that the engine is always set for optimal fuel consumption, by monitoring vital parameters resulting in either automatic adjustment of the engine or through information output for manual actions. Te technology offers the potential to cut equivalent costs by between one and two per cent of total
energy consumption. Full scale tests are to be concluded before December 2009. Also part of the Green Ship project is the
development of gas scrubber systems to remove up to 90% of SOx and at least a 90% of particulate matter from fuel emissions. Te goal is for a vessel using heavy fuel oil and the scrubber system to be as clean as or cleaner than a vessel using MDO as fuel. Aalborg Industries has developed a number of exhaust gas scrubbers in the form of scrubbers for inert gas systems for big tankers. Te project includes further developing of these scrubbers for use aſter the main engine. Te project includes the entire design and pricing of the system, including evaluation of its efficiency in cleaning SOx and particulates. In June 2009, a scrubber will be installed and tested on a DFDS ro-pax ferry. Te coordinator of the project is Aalborg Industries A/S. An alternative, or at least parallel,
project looks at the further potential to use liquefied natural gas (LNG) as fuel, on the basis of technical feasibility and economic viability in a retrofit scenario. The wide-ranging development
• development of an innovative tandem propeller, coordinated by Injector A/S,
• development and verification of the ‘air lubrication system’, where up to 15%
and fuel and CO2 savings may be achieved
by a stand alone design. In this case, sea trials using the 83m tanker ASC Demonstrator, owned by DK-Group, have already been accomplished (see The Naval Architect, January 2009, pp26-27). DK Group has patented this technology, and a service test is underway. Pay-back time is estimated as two to four years. NA
22 The Naval Architect April 2009
programme also includes two projects looking to optimise control for ship cooling systems’ energy consumption. Optimised control algorithms for reefer systems and for general high temperature and low temperature onboard refrigeration systems are being developed by Aalborg University in cooperation with Lodam A/S. Te latter project is still at an early stage, but preliminary results indicate significant energy savings, possibly up to 45%. Other projects falling under the Green Ship initiative include:
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