Bachelor of Science in

Marine Transportation
Module
in

ELECTIVE 4
Course Code ELECTIVE 4

Descriptive Title Emerging Technologies in the Maritime Industry

Units 3

Pre-Requisite NONE

Academic Year S.Y. 2020-2021

Semester/Summe 2ND SEMESTER

r
Course This course Emerging Technologies in the Maritime
Description Industry (ELECTIVE 4) will thoroughly familiarize
students which aims to meet the mandatory minimum
requirements for knowledge, understanding and
proficiency in Table A-II/1 and III/1 of STCW 2010 Code
for the function for both Officers in Navigational watch
and Marine Engineering on ships 500 gross tonnage or
more and propelled by main propulsion engine of 750
kW or more by providing the detailed knowledge to
support the Navigational and Marine Engineering
practice at the Operational Level.
Course Learning At the end of the course, students must be able to
Outcomes understand the current Global new emerging
technologies in the Maritime Industry most specifically.

The total green ship, the shipboard applicable

operational technologies and the hybrid -electric ferry in
maritime industry, STCW Regulation VIII/2 and STCW
Code Chapter VIII.

Instructor 2M AMANCIO, EDDIE T.

Email Address Oicmana86@gmail.com

Facebook EDDIE TEVES AMANCIO

Contact Number 09517922580

Module Topics Coverage

1 THE ULTIMATE GREEN SHIP OF THE FUTURE 1st Prelim
2 TECHNOLOGIES THAT WILL TRANSFORM THE SHIPPING 2nd Prelim
INDUSTRY BY 2030
3 TECHNOLOGIES THAT CAN CHANGE THE FUTURE OF Midterm
SHIP BUILDING
4 ELECTRIC BOATS AND SHIPS 2017 -2027 Semi-Final
5 TOP TEN GREEN TRENDS AND TECHNOLOGIES IN
MARINE SHIPPING INDUSTRY AND SPACE TECHNOLOGY Final
TO DRIVE AUTONOMOUS SHIPS
 Grading System
Grade Equivalent Interpretation

1.0 95-100%
1.1 94% Excellent
1.2 93%
1.3 92%
1.4 91% Very Good
1.5 90%
1.6 89% Good
1.7 88%
1.8 87%
1.9 86%
2.0 85%
2.1 84% Fair
2.2 83%
2.3 82%
2.4 81%
2.5 80%
2.6 79% Fair
2.7 78%
2.8 77%
2.9 76%
3.0 75% Passed
5.0 below 75% Failed
Dr Dropped Dropped

This course shall adopt this grade distribution guide as follows:

Quizzes, Assignment – 30%
Oral Recitation, Portfolio, – 30%
Examination/Major Quiz – 40%
100%

MODULE 1
Topic: THE ULTIMATE GREEN SHIP OF THE FUTURE

After this lesson, students must be able to:

1. Distinguish the ultimate green ship of the future;

1.1 Describes the following technologies; - no ballast system; - LNG fuel for propulsion
engines;
- LNG fuel for auxiliary engines; - sulphur scrubber system on board ship; - advance
rudder and propeller system: - speed nozzle; - hull paint; - waste heat recovery
system; - exhaust gas recirculation;
- water in fuel; - improved pump and cooling water system; - sail and kite propulsion
system; - fuel and solar cell propulsion; - sandwich plate system

Overview
The industry will become more environmentally friendly by regulation. The International
Maritime Organization has proposed a 2020 Sulfur limit on the exhaust from the stacks of
ocean-going ships. The IMO has called for ships to
produce about 85 percent less sulfur by the end of
next year, and to halve their total greenhouse-gas
emissions by 2050.  

The shipping industry is dynamic, and the growing

demand for tank containers and the urgency to take
measures for reducing the carbon footprint is
substantial. The increasing standards made by the
IMO have triggered research and development of
"green" technology for the shipping industry. The
shipping industry has to create and apply innovative
measures in order to comply with the new regulations.
As an industry leader in marine cargo tank coatings, and filling the increased demand for
high-performance tank linings, APC sees first-hand the evolution the industry is
experiencing and the critical role we play in the maritime value chain. In this article, we
have incorporated a number of industry developments and discussions from various
sources about the value of a green ship and potential strategies to increase energy
efficiency and decrease sulfur oxide (SOx).

The environment must be considered in all the details of shipping, from a build of a new
vessel through its decommissioning. The International Maritime Organization (IMO) is
helping to reduce the impact on the marine industry by regulating exhaust emissions, anti-
fouling, ballast water, and more. 

Carbon emissions and other gases are caused by the burning of fuels in the environment. A
green ship would leave the least amount of carbon emissions. "Green ship" is a name given
to any seagoing vessel that contributes towards improving the present environmental
condition in some way. Green ship technology adopts procedures to decrease emissions,
consume less energy, and be more efficient.
Green Shipping Technology Changing the Industry (adv-polymer.com)
Green Marine, a voluntary environmental certification program for the North American
marine industry, addresses key environmental issues in regard to air, land, and water
pollution. They offer a plan for maritime companies to reduce their overall environmental
footprint.

Cutting Sulfur Oxide Emissions to Improve Air Quality

The International Maritime Organization is taking action to clean up shipping emissions by
reducing the sulfur content in ships' fuel oil. In response, the shipping industry started
considering several solutions, including low Sulfur fuel oil (LSFO), marine gas oil (MGO),
liquid natural gas (LNG) and even burning the current fuel and having scrubbers on the
exhaust stacks.

The IMO will require that all fuels used in ships contain no more than 0.50 percent sulfur.

"Public health experts estimate that once the 2020 sulfur cap takes effect, cleaner marine
fuels will reduce ship-related premature mortality and morbidity by 34 and 54%,
respectively, representing a ~ 2.6% global reduction in particulate matter 2.5
/PM2.5  cardiovascular and lung cancer deaths and a ~3.6% global reduction in childhood
asthma." [source: Cleaner fuels for ships provide public health benefits with climate
tradeoffs]

As the infographic by the International Maritime Organization illustrates below, new

emission regulations taking effect in 2020 will have a significant impact on health and the
environment.
Green Shipping Technology Changing the Industry (adv-polymer.com)

1. THE ULTIMATE GREEN SHIP

The Shipping Industry is leaving no stones unturned in order to

contribute towards a greener marine environment. At both
manufacturing and administrative levels, the maritime industry is taking advantage of the
latest technologies to ensure that new ships contribute as low as possible to the global
pollution.

Designing a Ship in present times has become a challenging task for now a ship has to be
fully complied with new environmental rules and regulations. A few benchmark
technologies have already been developed to reach the ultimate goal of building a “Green
ship” which would not only comply with the new environmental rules and regulations but
would also leave least possible carbon footprints.

Green Ship of the Future (GSF)

Green Ship of the Future (GSF) is a partnership, a joint initiative in
which companies across the Danish Maritime Cluster join forces to
develop and test environmentally and climate friendly technologies
that increase energy efficiency and reduce operational costs. The
private and public partners have cooperated on GSF since its
conception in 2008. The public partners do not finance or direct the
project but remains involved. The private companies pool knowledge
but each bears its own costs. The unique initiative combines public
and private interests and encompasses maritime companies of all kinds, creating a cutting
edge of maritime technology and green industry.

Concept Studies
The GSF partners have worked together on concept studies. In these, various available
technologies from the GSF projects were implemented on specific ships in order to show the
possible overall emission reductions when the technologies are implemented already in the
design phase of new ships. The concept studies have been carried out for two different ship
types, an 8,500 teu container vessel and a 35,000 dwt handy size bulk carrier. Without
reducing speed, significant emission reductions were achieved for the two concept ships as
illustrated in the graph Achieved Reductions.

Green Projects
The overall target of GSF is to reduce total CO2 emissions by 30 %, total SOx emissions by
90 % and total NOx emissions by 90 %. Individual GSF projects have come close or even
surpassed these targets by achieving individual reductions of up to 25 % for CO2, up to 98
% for SOx and up to 80 % for NOx. Products developed within GSF projects have been
introduced on 40 ships from Danish shipowners. In some cases, these green ship
technologies have already become standard products, especially with respect to machinery
equipment and onboard systems.

Making an Effort
The Danish Maritime Cluster wants to play an important role in designing and developing
environmentally responsible products that minimize emissions. With Green Ship of the
Future the Danish Maritime Cluster is making an extra effort to protect the climate and
environment.

GREEN TECHNOLOGIES
1. Engines
Several GSF projects focus on optimizing engine efficiency in order to reduce emissions. More precise and
flexible technology promises significant energy savings. Auto-tuned engines and
optimized low speed marine engines replace infrequent, manual adjustments
with ongoing electronic ones. They potentially reduce fuel consumption by up to
3 % by constantly adjusting to factors like engine load and operating conditions.
This kind of innovation in GSF has also adapted Selective Catalytic Reduction
(SCR) systems to marine engines. The SCR prototypes achieved an 80 %
reduction of NOx emissions over the same engine without SCR.

2. Fuel
GSF members seek both immediate and long-term solutions to reducing fuel consumption. Frequent, onboard
fuel composition analysis on existing ships can help to reduce especially SOx emissions. At the same time, GSF
members are exploring liquid natural gas (LNG) as a future alternative fuel. For instance, it has been shown
that a high-speed ferry by moving from diesel to LNG can cut CO2 emissions by 25 %, NOx by 35 % and
eliminate SOx emissions completely. When moving from heavy fuel oil to LNG the reduction of NOx emissions
can naturally be significantly higher, possibly 85-90 %.

3. Waste Heat
GSF partners have developed ways to recover wasted heat either as electrical power or
use it to heat up cargo areas. Committed to practical, feasible solutions, members have
focused on how to install Waste Heat Recovery/Utilization systems while retaining the
ship’s basic design. Fuel accounts for a very large part of a ship’s operating costs.
Reusing the waste heat from engines to heat up cargo areas can save up to 20 % of a
ship’s total annual fuel consumption, thereby reducing CO2 emissions and saving fuel
costs. Also, studies show that recovering waste heat as electrical power can save up to 8
tons of fuel oil per day for a tanker that would normally use 42 tons per day. In tests,
emissions were reduced up to 14 % by recovering otherwise wasted heat as electrical
power

4. Scrubber Systems
Particulate matter (PM - mostly soot) pollutes the environment. Several GSF members together have
developed a scrubber system that reduces PM by up to 80 % and SOx emissions by up to 98 %. The system
makes it possible to reduce the sulphur emissions to a level as low as if low sulphur oil was used. Through the
GSF partnership, Danish companies have created a cost-effective alternative that not only meets international
requirements but uses environmentally friendly materials like seawater to achieve its results.

5. Exhaust Gas Recirculation

Through the GSF initiative, the first Exhaust Gas Recirculation (EGR) system for low-speed two-stroke engines
has been installed on a container ship. In tests, NOx emissions is decreased by up to 80 %. The new IMO
regulations on NOx emissions for 2016, Tier III, will require that ships reduce emissions by 80 %. Through
collaborative development, the EGR designed by GSF’s partners alone fulfils those requirements and
furthermore decreases SOx emissions by up to 19 %.

6. Trim Optimization
Optimizing trim can also reduce emissions. Optimal trim minimizes
water resistance and reduces fuel consumption. Using not
machinery but cutting-edge programming, GSF partner companies
have created a trim matrix that gives ship operators graphic
representation of the relation between fuel consumption, trim and
draft. Studies, now being validated, have shown that a specific
chemical tanker can save fuel in app. 80 % of its sea voyages by
optimizing trim.

7. Cooling Systems
Cooling systems are one of the larger energy consumers on board a vessel. Studies show that it is possible to
save up to 90 % of the energy required to run the pumps by optimizing the system and using frequency-
controlled pumps. GSF members have developed decision packages, which discuss possible improvements to
cooling systems efficiency, both for retrofitting and new ships. For example, installing a variable speed pump
with more advanced and self-tuning control algorithms on a 7,000 TEU container ship has been shown to save
up to 235 tons fuel per year, or 731 tons CO2.

8. Operations
To reduce emissions, operators require the right tools to monitor and attune the
machinery to maximize energy savings. New ship operation systems collect data from
sensors and use mathematical modelling which enables optimized performance and
energy efficiency. Along with effective route planning software that continuously
updates meteorological information and resistance calculations, GSF partners have
proved that effective operational tools alone can optimize fuel economy and reduce
CO2emissions by up to 4 %.

9. Turbochargers
Turbochargers radically affect the efficiency of fuel consumption. GSF partners are using turbochargers to
develop cost-saving ways to reduce emissions and improve fuel economy. Retrofitted high-efficiency
turbochargers improve energy efficiency by enabling more complete fuel combustion. This significantly
reduces NOx formation. Similarly, cutting out a turbocharger can allow ships to optimize fuel
efficiency at low engine loads within IMO certification limits. Low-load optimization decreases
emissions up to 25 % per nautical mile and cuts CO2 emissions, yet without necessitating expensive
recertification.

10. Biocide-free Paint

Toxic biocides in antifouling paint, like copper and tributyltin compounds, can harm aquatic
life. In addition, fouling of the hull leads to increased ship resistance and thus higher fuel
consumption and CO2 emissions. A GSF partnership showed that biocide-free paint with
hydrogel coating both keeps pollutants out of the sea and reduces CO2 emissions, as the paint
lessens resistance and saves fuel. A wide range of ships with different hull shapes achieved
fuel savings of up to 8 %.
https//www.oecd.org/sti/ind/48365833.pdf (oecd.org)

1.1 EMERGING TECHNOLOGIES ADOPTED IN THE GREEN SHIP, DESCRIBES THE FOLLOWING TECHNOLOGIES;
- NO BALLAST SYSTEM; - LNG FUEL FOR PROPULSION ENGINES; - LNG FUEL FOR AUXILIARY ENGINES; -
SULPHUR SCRUBBER SYSTEM ON BOARD SHIP; - ADVANCE RUDDER AND PROPELLER SYSTEM; - SPEED
NOZZLE; - HULL PAINT; - WASTE HEAT RECOVERY SYSTEM; - EXHAUST GAS RECIRCULATION; - WATER IN
FUEL; - IMPROVED PUMP AND COOLING WATER SYSTEM; - SAIL AND KITE PROPULSION SYSTEM

 NO BALLAST SYSTEM 
Ballast water convention by IMO focuses on reducing the transit of sediments and microorganisms of one
territory to another through the ballast of ships. In order to prevent this condition, plans of making a “No
Ballast Ships” is under progress. A no ballast ship or similar system can drastically reduce this problem. Read
more about-“No Ballast ship” here.

What are Non-Ballast or Ballast Free Ships?

The non-ballast or ballast free ships are prototype of a greater paradigm, in accordance with the 1997
International Maritime Organization (IMO) ballast water management Guidelines A.868 (20) and the IMO
ballast water convention that approaches ballast operation as the reduction of buoyancy, rather than
summing up additional weight to help get the vessel to its required ballast drafts.

Issues with ballast water

Conventional Very large crude carrier (VLCC)’s utilize ballast tanks to obtain a fully submerged propeller and
enough forward draft in unloaded transit condition to avoid bottom slamming while  reducing bending
moments and compensating for trim and heel are also its utilities during cargo operations. But the dire
consequences include the coastal organisms that can cause damage when released to foreign ecosystems; and
additional fuel for transportation.

The IMO ballast water convention asserts performance criteria to reduce harmful aquatic organisms in ship
ballast water and sediments. Hence, it is important to eliminate its use while maintaining transverse stability,
bow and propeller submergence, and reducing wind age for adequate maneuverability.

Why ballast free ships?

This is one promising design to block hitchhiking organisms and terminate the entire requirements for
expensive sterilization equipment like costly filters, ultraviolet irradiation, chemical biocides and other
technologies. It creates a constant flow of local seawater through a network of trunks, running from the bow
to the stern, below the waterline,
thus, reducing the potential hauling of contaminated water across the ocean. Plus it could be one giant
economic winner by affirming a saving of net capital-cost of about $540,000 per ship.

Features of ballast free ships:

Ballast trunks: 
Ship ballast tanks are replaced with longitudinal structural
ballast trunks consisting of one center tank, two
intermediate tanks and two side tanks which surround the
cargo hold below the ballast draft and are connected to an
intake plenum and a discharge plenum near the bow and
the stern respectively. These ballast trunks are swamped in
the ballast circumstance to diminish the ship’s buoyancy.
Hull Shape:
 V-shaped hull minimises the resistance and optimizes the propeller conditions in fully loaded and unloaded
conditions by reducing the weighted sum of the wetted surface. In lightship condition it increases the draft
from the normal 3-4 meters (with the bow and propeller almost out of the water) of a conventional 300k DWT
VLCC.
CFD tools: Computational Fluid Dynamics (CFD) compare the syrupy resistance of the new design with that of
a more traditional design and assist in maximizing the pressure fields in the bow and stern area.

Propulsion:  The twin screw and optimum diameter propellers allow low draught aft in the unloaded condition
and ensure high propulsive efficiency by overlapping propeller arrangement. Propulsion power is estimated on
the basis of the resistance and propeller analyses.

Trim and heel: 

Longitudinal bulkheads provide with moment equilibrium around the longitudinal center line for all
segregation alternatives and prevent large trims to occur during the cargo operations.

Cargo segregations: Triality to be loaded in regard to this following segregation share: Segregation 1: 55%;
Segregation 2: 25%; Segregation 3: 20%

LNG FUEL FOR PROPULSION: 

It is said that LNG fuel is the future of the Shipping industry. LNG fuel helps in reduction of air pollution from
ships, and a combination of LNG fuel with diesel oil will lead to efficient engine performance, resulting in fuel
saving. Read more about LNG propulsion here.

Operational Advantages of Tri-Fuel Diesel Electric Propulsion (TFDE) Over Diesel Engine Propulsion. This article
throws light on LNG ships in general. The two most famous designs of Q-flex and TFDE LNG ships are being
compared. Readers can also easily compare the difference in operation on an electrically propelled ship and a
conventional diesel propelled ship.

Tri-Fuel diesel Electric Propulsion Ships (TFDE) Operations

TFDE stands for Tri-Fuel diesel electric propulsion ships specifically for LNG carriers. Let us now see the general
operational advantages from an Engineering point of view.

1. These ships have no Main propulsion diesel engine. They just have two small electrical motors. Thus less
space and weight which can be used for cargo carrying.
2. Almost “zero” maintenance on electrical motors when
compared to main diesel engines.

3. The bottom platform is almost empty without main diesel

engines. Thus, greater flexibility for locating machineries.

4. No scavenge space waste oil production. No cylinder oil and

main lube oil Usage.

5. The ship can be constructed without any main engine sump

space for lube oil and thus associated cofferdams.

6. No starting air pipelines and starting air compressors for main engine.

7. No HFO/MDO purifiers will be running as in diesel ship and thus less maintenance and cost.

8. Sludge production is very minimal and condensate from main engine, its associated tank can be neglected.

9. Easier watch keeping as parameters are less to monitor in the absence of main propulsion engine.

10. No vibrations and noise as compared to diesel engines.

11. The electrical motors can run even at 1 or 2 RPMs. Thus, adding greater navigational advantages.

12. No limitations in number of starts on diesel engine.

13. Departure or arrival port, notice time required is very less when compared to a diesel engine propelled
ship.

14. Complex electrical, electronic circuits and transformers for propulsion motor and speed control devices are
required.

15. Sea water piping and cooling circuits are comparatively smaller.

16. Regular transfer of fuel is not required as the ships generator runs on gas.

17. The ship is generally classed as high voltage as the operating voltage may be of the order of 6600 Volts to
11kV.

18. Electric motor starting problems are very less when compared to diesel engine reversing and starting
problems.

19. Electrical braking of the propulsion shaft is very much effective when compared to mechanical breaking in
case of diesel engines.

20. The total operational cost of the ship is very less when compared to a diesel engine propelled ship.
These are some of the operational advantages of an electrically propelled ship over a diesel engine propelled
ship. More of automation and engines which run on gas offer engineers a real piece of life on board a ship.

 LNG FUEL FOR AUXILIARY ENGINE:

Auxiliary engines on ships are main sources of power. Moreover, they are one of those machines that are
continuous running onboard vessels. LNG fuel for such engines can drastically reduce air pollution from ships.

The Tri Fuel Marine Engine Concept for Container Ships

The Tri-fuel engine technology is already present in the marine market and is mainly used for LNG ships with
marine diesel oil, heavy fuel oil, and liquefied natural gas (LNG) used together as marine fuels. This concept
was introduced by Wartsila and MAN for gas carrier ships.
The same technology is going through research and development for using the tri fuel engine in container
ships. The first implementation of such engine is under process on a 7300 TEU container ship undertaken by
Wartsila. The new gas ignition auxiliary engines will be installed in this ship which will run on tri fuel
technology.

The main aim behind gas fuel for container ship is to counter the high cost of cold ironing and Marine Gas Oil
for European ports and to reduce emission as required by emission control area.

LNG for Auxiliary engines

Container ships don’t carry gas cargo in bulk hence unlike gas tankers; they don’t have enough supply of gas
fuel. But a small tank for LNG fuel storage can supply enough gas fuel in port to auxiliary engine of a container
ship.
The auxiliary engine of such system is provided by conventional fuel supply i.e. MDO and HFO along with LNG
supply when in port to comply for the emission norms. During Normal Sea voyage, MGO or HFO fuel is used to
generate power.
Just as used in duel fuel engine of MAN B&W, safety precautions are also taken to supply gas to the injection
system of the engine. Pilot fuel injection i.e. MDO is used for initial ignition as auto ignition temperature of
natural gas is very high i.e. 580 degree centigrade.

Gas Storage
The gas must be stored on ship so that it can be supplied to the generators when in port. Two basic methods
can be adopted for storing LNG.

1)      Gas cylinder containers

LNG fuel containers can be loaded along with the cargo and quantity should be decided as per the voyage
period. A forty feet LNG container can store 31.5 m3 of gas fuel.
The container can be unloaded when empty and exchanged with a filled gas fuel container when the ship is at
port.
2)      LNG storage Tank
Such tanks can be installed in the ship itself to store LNG fuel along with all required bunkering arrangements
and pipelines.
The tank must be a pressure vessel approved by administration with two skins- inner and outer skin.
The inner skin vessel is designed for internal pressure and is normally made up of stainless steel. The outer
skin vessel acts as a secondary barrier made up of stainless or carbon steel.
The space between inner and outer skin is filled with insulation like perlite or vacuum.

Advantages of Tri Fuel Engines

- The LNG fuel for container ship has following advantages:

- Use of expensive shore power can be eliminated.

- LNG is cheaper and cleaner fuel than Marine Gas oil.

- Ships generator sets can be used to remove voltage and frequency constraints of shore supply.

- Shore supply is not available globally

- No need to install additional and costly exhaust gas cleaning system.

- The LNG fuel offers lowest emission levels of CO2, NOx and SOx.

- The Operating and investment cost is less as compare to other means of reducing emissions.

 SULPHUR SCRUBBER SYSTEM:

It’s not practically possible to phase-out usage of conventional fuels in ships and hence reducing sulphur
or SOx emission from the exhaust is a solution that would be used extensively in the future. This can be
achieved by installing an exhaust gas scrubber system wherein the sulphur is washed out from the exhaust gas
of the engine resulting in reduction of SOx up to 98 % along with other harmful particles.

What is Sulphur Oxides or SOx air pollution from Ships?

As discussed in our previous article (Nox Emission), one of the major global environmental concerns today is
the air pollution from maritime transportation. The main elements
of pollution are NOx and SOx. Sulphur oxides emission is mainly
due to the presence and burning of sulphur compound in the fuel.

Causes and Effects of SOx Emission.

The sulphur oxides emission is due to the presence of sulphur
compound in the marine fuels used in marine engines on board
vessel. Better the grade, lower will be the sulphur content as it is
removed by refining of the fuel. The smoke containing sulphur
oxides emitted by the combustion of marine fuel will further
oxidize and in presence of catalyst like NO2, will form sulphuric acid which is a major cause of acid rain. It has
also been recognized that the emission of SOx contributes information of secondary inorganic aerosol gases,
fine particles which are harmful to humans.

Maritime industry consumes mostly low grade of fuel oil i.e. heavy oil and diesel oil with high sulphur content
as compared to any other transportation medium. But due to MARPOL Annex VI stringent norms, marine
engines are now using better grade of marine fuel like marine gas oil.

Limits for SOx Emission from a Merchant Vessel

When the ship is out of emission-controlled area
- The sulphur content of any oil used onboard ship must not exceed 3.5% m/m.

When the ship is within emission-controlled area

- The sulphur content of any fuel oil used on board ships must not exceed 0.1% m/m.

- An exhaust gas cleaning system or other technological methods to be used onboard to reduce total sulphur
emission from ships including auxiliary and main propulsion engine to less than or equal to 6.0g SOx/kwh.
 ADVANCED RUDDER AND PROPELLER SYSTEM:
A well designed Propeller and streamlined rudder system can reduce the fuel consumption up to 4 % resulting
in less emission. Advanced designs of propeller and rudder systems have been developed to not only reduce
the fuel consumption but also improve the speed of the vessel.

Propeller, Types of Propellers and Construction of Propellers

A propeller is a rotating fan like structure which is used to propel the ship by using the power generated and
transmitted by the main engine of the ship. The transmitted power is converted from
rotational motion to generate a thrust which imparts momentum to the water,
resulting in a force that acts on the ship and pushes it forward.
A ship propels on the basis of Bernoulli’s principle and Newton’s third law. A pressure
difference is created on the forward and aft side of the blade and water is
accelerated behind the blades. The thrust from the propeller is transmitted to move
the ship through a transmission system which consists of a rotational motion
generated by the main engine crank shaft, intermediate shaft and its bearings, stern
tube shaft and its bearing and finally by the propeller itself. A ship can be fitted with
one, two and rarely three propellers depending upon the speed and maneuvering requirements of the vessel.

Material and Construction of Propeller

Marine propellers are made from corrosion resistant materials as they are made
operational directly in sea water which is a corrosion accelerator. The materials used
for making marine propeller are alloy of aluminum and stainless steel. Other popular
materials used are alloys of nickel, aluminum and bronze which are 10~15 % lighter
than other materials and have higher strength.
The construction process of the propeller includes attaching a number of blades to
the hub or boss by welding or forging in one piece. Forged blades are highly reliable
and have greater strength but are expensive as compared to welded ones. A marine propeller is constructed
by sections of helicoidal surfaces acting together to rotate through water with a screw effect.

Types of Propeller
Propellers are be classified on the basis of several factors. The classification of different types of propellers is
shown below:

A) Classification by Number of Blades Attached:

Propeller blades may vary from 3 blade propeller to 4 blade propeller and sometimes even 5 blade propellers.
However, the most commonly used are 3 blades and 4 blade propellers.
However, the most commonly used are 4 blades and 5 blade propellers.
The propeller efficiency will be highest for propeller with minimum number of blades i.e. 2 blade propellers.
But to achieve strength factor and considering the heavy loads subjected by the ship, sea and weather two
blade propellers are not used for merchant ships.

3 blade propeller
A 3-blade propeller has following characteristics:

- The manufacturing cost is lower than other types.

- Are normally made up of aluminum alloy.

- Gives a good high-speed performance.

- The acceleration is better than other types.

- Low speed handling is not much efficient.

4 blade propeller
A 4-blade propeller has following characteristics:
- The manufacturing cost is higher than 3 blade propellers.

- 4 blade propellers are normally made up of stainless steel

alloys.

- Have better strength and durability.

- Gives a good low speed handling and performance.

- Has a better holding power in rough seas.

- 4 blade propeller provides a better fuel economy than all

the other types.

5 blade propeller
A 5-blade propeller has following characteristics:

- Manufacturing cost is higher of all.

- Vibration is minimal from all the other types.

- 5 blade propellers have better holding power in rough seas.

6 blade propeller
- Manufacturing cost is high

- Vibration is minimal from all the other types.

- 6 blade propellers have better holding power in rough seas.

- With six blade propellers, the induced pressure field over the propeller
decreases
large container ships are mainly fitted with 5 or 6-bladed propellers.

B)    Classification By pitch of the blade:

Pitch of a propeller can be defined as the displacement that a propeller makes
for every full revolution of 360 ̊. The classification of the propellers on the basis
of pitch is as follows.

Fixed Pitch Propeller

The blades in fixed pitch propeller are permanently attached to the hub. The fixed pitch type propellers are
casted and the position of the blades and hence the position of the pitch is permanently fixed and cannot be
changed during the operation. They are normally made from copper alloy. Fixed pitch propellers are robust
and reliable as the system doesn’t incorporate any mechanical and hydraulic connection as in Controlled Pitch
Propeller (CPP).
The manufacturing, installation and operational costs are lower than controlled pitch propeller (CPP) type. The
maneuverability of fixed pitch propeller is also not as good as CPP. These types of propellers are fitted in ship
which does not have good maneuverability requirements.

Controllable Pitch Propeller

In Controlled Pitch type propeller, it is possible to alter the pitch by rotating the blade about its vertical axis by
means of mechanical and hydraulic arrangement. This helps in driving the propulsion
machinery at constant load with no reversing mechanism required as the pitch can be
altered to match the required operating condition. Thus, the maneuverability improves,
and the engine efficiency also increases.

This drawback includes the possibility of oil pollution as the hydraulic oil in the boss
which is used for controlling the pitch may leak out. It is a complex and expensive
system from both installation and operational point. Moreover, the pitch can get stuck in one position, making
it difficult to maneuver the engine.
However, the propeller efficiency for the CP propeller is slightly lower than the same size FP propeller due to
the larger hub to accommodate the blade pitch mechanism and pipings.

Propeller Dimension:
As a general rule, a larger diameter propeller will be more efficient. But the real dimension of the propeller will
depend on the type of ship it will be used for and following factors:

- Aft body construction and design of the ship

- Clearance requirement between the tip and hull of ship

- General ballast condition of the ship. For tankers and bulkers, the propeller size will be small as compare
to containers

- The design draught of the ship

 
Propeller dimension approximate value
- For Container ship d/D = 0.74

- For Bulk carrier and Tanker d/D = 0.65

Where d- diameter of propeller, D- design draught 

Reason for Heavy Running of Propeller

A propeller is supplied with engine power to rotate and propel the ship in desired direction. If the Amount of
power provided to the propeller is not generating the same rate of revolution, the propeller is considered to
be in heavy running state which may be due to following reason:

- Damage to propeller blades

- Increase in hull resistance due to hull fouling resulting in change in Wakefield

- During rough / heavy seas

- Ship sailing against the current

- Ship sailing in light ballast condition

- Ship Sailing In Shallow Water

- Ship with flat stern

 SPEED NOZZLE:
Speed Nozzles are generally used in small supply vessels and tugs to provide power to the ships. Along with
new design features of merchant vessels, they can improve the propulsion
efficiency of the ship by saving power up to approx. 5 %.
To obtain the most thrust, a propeller must move as much water as possible
in a given time. A nozzle will assist the propeller in doing this, especially when
a high thrust is needed at a low ship speed. As we already know, as the
propeller blades rotate in the water, they generate high-pressure areas
behind each blade and low-pressure areas in front, and it is this pressure
differential that provides the force to drive the vessel. However, losses occur
at the tip of each blade as water escapes from the high-pressure side of the
blade to the low-pressure side, resulting in little benefit in terms of pushing the vessel forward. The presence
of a close-fitting duct around the propeller reduces these loses by restricting water flow to the propeller tips.

The cross-sectional area at the entrance of the nozzle is greater than at the trailing throat. Since the water
density is constant, the water must accelerate from one to the other. Hence the water is already moving faster
as it reaches the propeller than it would on a conventional open propeller. Therefore, more water is moved
and more thrust created for the same input power and torque.
However, there are efficiency gains to be made even when it comes to the
nozzle design. Some designs will drag as the speed of the advance increases.
With the Kort nozzle design, this drag becomes more significant at higher speeds
and can eventually reduce the overall thrust gain to zero. The coefficient of drag
is over 17 times less with the Rice speed nozzle than the Kort 19A design.

The section of a Rice-Speed Nozzle was developed from air wing sections
displaying highest lift/lowest drag properties. When nozzle sections of Kort 19-A
and Rice-Speed are compared in Figure 2 below, the drag coefficient of a Rice-Speed Nozzle is 17 times lower
than Kort 19-A type.

 HULL PAINT:
Another important factor that can increase the fuel consumption of a ship and hence emissions is improving
hull properties. Applying correct paint at correct hull area can reduce the frictional resistance of the ship
resulting in 3-8% of fuel savings.

What are Anti Fouling Paints and TBT?

Hull condition for merchant ship is a key factor in deciding the fuel efficiency of the ship. The application of
protective coating of anti-fouling paints results in a smooth hull devoid of any marine fouling, which decreases
the frictional resistance caused by the water flow. The anti-fouling paints decrease the load on the engine and
increase fuel efficiency.
With time, marine fouling and sea condition roughens the hull surface of the ship. As the frictional resistance
caused by the water flow over the hull increases, the engine has to consume more fuel to overcome this
resistance which adds on to the normal fuel consumption of the ship.

What are Anti-fouling Paints?

Anti-fouling is the process of removing or preventing the accumulation of marine organisms from the surface
of hull and the paint used for this application is called anti-fouling paint.

What is TBT and Why was it banned?

Tributyltin or TBT is a biocide which came into being in the 1970s’ because of its brilliant anti-fouling
properties over ship’s hull as it prevents the growth of algae, barnacles and other marine organisms.

However, TBT was phased out of use from 1st Jan 2008 by IMO due to following reasons:

- TBT’s harmful effects causes disruption of endocrine system of marine shellfish which leads to the
development of male sex characteristics in female snails.

- It also impairs the immune system of organisms and malformations of the shell of shellfish. Since then
several types of anti-fouling paints have come to the market. As the rules of IMO regarding anti-fouling paints
become stringent day after day, the paints have become more environmental friendly with least effect on the
marine environment.

 WASTE HEAT RECOVERY SYSTEM:

This system is already in use for quite some time now, but making it more efficient can reduce the fuel
Consumption of the ship drastically up to 14% of the total consumption. The waste heat from the exhaust
gases can be utilized to heat and generate steam which in turn can
be used for heating cargo area, accommodation, fuel oil etc.

How Maersk’s Maritime Software Tool “Eco Voyage” Can Help in

Reducing Ship’s Fuel Consumption?
Efficient communication is the key to the success of a team and
when it comes to shipping, no goals can be achieved without
teamwork. Passage and voyage planning is one of the most
important things for ship’s operation, and when this planning is done
by an experienced captain, it can save a lot on fuel costs for the
company. When these two factors–Voyage planning and
Communication is handled carefully under the guidance of a
renowned shipping operator, what results is an innovative cost saving tool “Eco Voyage”.
Eco voyage is a cost saving maritime software tool developed by Maersk Maritime Technology, along with
inputs from several Maersk line Ships’ captains.
What are the main features of Eco Voyage?
As the name suggests, the main aim of Eco Voyage is to reduce the fuel costs of the ship and to make a voyage
plan, under which, the ship reaches the destined post with minimum consumption of fuel. To do such planning
following factors are considered:

- Estimated Time of Arrival (ETA)

- Weather of the plying route

- Expected currents of the ocean

- The draught of the ship

- Waves and wind to be encountered by the ship

- The efficiency of the propulsion plant

- The economical speed of the ship

How Eco Voyage Works?

When a ship’s captain takes the ship from one port to another, experiencing any of the factors explained
above, he will try to plan the ship voyage in such a way so as to reach the destined port with minimum usage
of fuel and before the ETA.
All the plans and actions are recorded & stored in a central server system. Then the entire voyage planning
data is distributed to other ships of the same or different fleet.
Hence in a central server system, several alternatives are available to plan a ship voyage from one port to
other with reduced fuel consumption and hence reduced operating cost.
The Eco Voyage is very well integrated maritime software with other efficiency programs like  EEDI etc. which
ensures that precise fuel saving data and voyage planning is available as per the situation.

Advantages of Eco Voyage:

- It allows the master to choose from different voyage plans so that he can make the ship reach the destined
port well before the ETA

- It reduces the fuel burning in the main engine

- As fuel is the prime factor in the operating cost of the ship, the operation cost goes down

- Less fuel consumption means less exhaust emission and hence pollution reduces

- New Routes are available which helps in learning from each other’s performances

- The entire fleet’s fuel saving increases hence more profit for the company

- Better arrangement of shore resources as ETA can be achieved as per the schedule
Maersk’s “Eco Voyage” is a maritime software tool, which if used efficiently, can help in solving several
problems faced by the shipping world.

 EXHAUST GAS RECIRCULATION:

In this system, NOx emissions from the engine is reduced by
recirculation of exhaust gas from engine cylinder with scavenge air
which lowers the temperature of the combustion chamber. Some
part of the exhaust air is re-circulated and added to scavenge air of
the engine which reduces the oxygen content of the scavenge air
along with temperature of combustion cylinder. With this method
NOx reduction of up to 80% can be achieved.

What is Nitrogen Oxides or NOx air pollution from Ships?

With more and more ships traveling each day to different parts of the world, the air pollution caused by them
is on the rise and is one of the major global concerns. The two main pollutants from the ship’s emission are
Nitrogen oxides (NOx) and Sulphur oxides (SOx). These gases have adverse effects on the ozone layer in the
troposphere area of the earth’s atmosphere which results in the greenhouse effect and global warming.
Both NOx and SOx are combustion products that are emitted into the environment in the form of
smoke. MARPOL Annex VI is strictly followed to have the air pollution under control limits.

Nitrogen Oxides or NOx Pollution

Marine fuel in an I.C engine is burnt inside the combustion chamber by the correct mixture of fuel and air in
the presence of heat or ignition source.
The ignition source in the marine engine is the compression stroke of the piston, after which, the combustion
begins.
As the air mixture is 21 % Oxygen and 78% Nitrogen, nitrogen reacts with oxygen under certain engine
operating conditions to form Nitrogen oxides or NOx.

What Causes NOx in Marine Engines?

- High Cylinder Temperature and Pressure during combustion process

- Heavy Load on the engine or engine unit.

- Improper air and fuel ratio for combustion.

- High Temperature of intake or scavenge air inside the cylinder.

- Over heated cylinder jacket due to poor heat transfer by jacket cooler.

- Jacket water temperature is on the higher side.

- Bad quality of fuel used for engine.

Limits for NOx Emission for merchant vessel

• -17.0 g/kwh when engine rpm (n) is less than 130 rpm.

• -4.50 x n (-0.2) g/kwh when ‘n’ is between 130 rpm or above 130 rpm but less than 2000rpm.

• -9.8 g/kwh when ‘n’ is 2000 rpm and above.

Where;
n- Rated engine speed
g/kwh-  gram per kilo watt hour
rpm   –  revolution per minute

 WATER IN FUEL:
The addition of water in fuel just before its injection into the combustion chamber can reduce the
temperature inside the cylinder liner. An efficient system for this can result in NOx reduction of up to 30-35%.
In internal combustion engines, water injection, also known as anti-detonant injection (ADI), can
spray water into the incoming air or fuel-air mixture, or directly into the
cylinder to cool certain parts of the induction system where "hot points"
could produce premature ignition. In jet engines it increases
engine thrust at low speeds and at takeoff.

Water injection was used historically to increase the power output of

military aviation engines for short durations, such as dogfights or takeoff.
However, it has also been used in motor sports and notably in drag racing.
In Otto cycle engines, the cooling effects of water injection also enables
greater compression ratios by reducing engine knocking (detonation). Alternately, this reduction in engine
knocking in Otto cycle engines means that some applications gain significant performance when water
injection is used in conjunction with a supercharger, turbocharger, or modifications such as aggressive ignition
timing.

Depending on the engine, improvements in power and fuel efficiency can also be obtained solely by injecting
water. Water injection may also be used to reduce NOx or carbon monoxide emissions. Water injection is also
used in some turbine engines and in some turboshaft engines, normally when a momentary high-thrust setting
is needed to increase power and fuel efficiency.

 IMPROVED PUMP AND COOLING WATER SYSTEM:

An optimized cooling water system of pipes, coolers and pumps can result in decreased resistance to the flow.
This will lead to savings of up to 20% of electric power of the ship and fuel consumption up to 1.5 %.

General Overview of Central Cooling System on Ships

The machinery systems fitted on board ships are designed to work with maximum efficiency and run for long
hours. The most common and maximum energy loss from machinery is in the form of heat energy. This loss of
heat energy has to be reduced or carried away by a cooling media, such as central cooling water system, to
avoid malfunctioning or breakdown of the machinery.

There are two cooling systems used on board for the cooling purpose:
• Sea Water cooling system: Sea water is directly used in the machinery systems as a cooling media for
heat exchangers.

• Freshwater or central cooling system: Fresh water is used in a closed circuit to cool down the engine
room machinery. The fresh water returning from the heat exchanger after cooling the machinery is
further cooled by sea water in a sea-water cooler.

Understanding Central Cooling System

As discussed above, in the central cooling system, all the working machinery on ships are cooled down using
circulating fresh water. This system comprises of three different circuits:

Sea water circuit

The sea water is used as a cooling media in large seawater cooled heat exchangers to cool the fresh water of
the closed circuit. They are the central coolers of the system and are normally installed in a duplex.
Low-temperature circuit
The low-temperature circuit is used for low-temperature zone machinery and this circuit is directly connected
to the main sea water central cooler; hence its temperature is lower than that of high temperature (H.T
circuit). The L.T circuit comprises of all auxiliary systems.
The total quantity of low-temperature or L.T fresh water in the system is maintained in balance with the H.T.
freshwater cooling system by an expansion tank which is
common to both systems.
The expansion tank used for these circuits is filled and
makeup from the hydrophore system or from the distilled
water tank using the F.W. refilling pump.

High-temperature circuit (H.T)

The H.T circuit in the central cooling system mainly
comprises of jacket water system of the main engine
where the temperature is quite high. The H.T water
temperature is maintained by low-temperature fresh water
and the system normally comprises of jacket water system
of the main engine, FW generator, DG during standby
condition, Lube oil filter for stuffing box drain tank.
The HT cooling water system is circulated by electrical cooling water pumps, one in service and one standby.
During standby, the DG is kept warm by the circulating system from the DG in service.
When ME is stopped, it is kept warm by HT cooling water from DG. If this is insufficient, the water may be
heated by steam heated FW heater.

Expansion tank
The loss in the closed circuit of the central cooling
freshwater system is continuously compensated by the
expansion tank which also absorbs the increase in pressure
due to thermal expansion.

Temperature Control Valves

The heat absorbed by the H.T circuit is transferred to L.T
circuit at temperature control valve junction. The outlet
temperature of the main engine cooling water is kept
constant at 85-95 by means of temperature control valves by mixing water from the two central cooling
system i.e. LT system into the HT system.

Things to remember
• The cooling water in the system to be treated with chemicals.

• The makeup of central cooling system normally takes place from FW expansion tank, which is filled with
drinking and wash water system, or, from the distilled water tank using the FW refilling pump.

• If it is necessary to refill the system with a larger amount of water, this shall be supplied from the distilled
water tank by the FW refilling pump via the LT system connection.

• During overhaul/repair of the main engine, which requires FW cooling water inlet and outlet valves to be
closed, the FW cooling pump and high-temperature circulation must be stopped and air to control valve
must
be closed.
• In standby condition, the transfer of surplus heat from diesel generators can be used for FW generator
service.

• In the feed water inlet to the FW generator evaporating section the

high load orifice is to be replaced with the low load orifice, see
maker’s instruction.

• The circulating rate will depend on sea water temperature, engine

load, the pressure drop across pumps and required heat removal
from the system. The circulating rate can be adjusted by operating
one or more pumps.

• Generally, two freshwater pumps are installed, and one complete spare pump is stored close to the working
pumps area for quick installation in case one of the working pumps should fail.

• The central coolers in the freshwater system are generally of plate type with plates of titanium material.

• In the case of manual cleaning, the F.W. inlet and outlet valves shall be closed. In the case of chemical
cleaning
of S.W. side the F.W. side may be kept open.

Advantages of central cooling System

• Low maintenance cost:  As the system runs with fresh water, the cleaning, maintenance and component
replacement reduces.

• Less corrosion: Since the sea water system is only in the central part, the corrosion of pipes and valves
decreases.

• The Higher speed of fluid hence better heat exchange: Higher speed is possible in the freshwater system
which
results in reduced piping and low installation cost.
• Use of cheaper materials: Since the corrosion factor decreases, expensive materials are not required for
valves
and pipelines.

• Constant temperature level maintained: Since the temperature controlled is irrespective of sea water
temperature, stable temperature is maintained which helps in reducing machinery wear down.

• Less wear of engine parts: Less wear of cylinder liner as the jacket is maintained warm avoiding cold
corrosion.

Ideal for unmanned engine room: 

The greater reliability and temperature controlling of the system offered by the central cooling system makes
it an ideal choice for unmanned engine room

Disadvantages of the central cooling system

- High installation cost

- Limitation of low temperature 

 SAIL AND KITE PROPULSION SYSTEM:

Sail and Kite propulsion system when used along with the conventional
propulsion system can reduce the fuel as well as NOx, SOx and CO2 emissions by
35%. Read more about these green propulsions system here.

Different Types of Marine Propulsion Systems Used in the Shipping World

Using propulsion forces, ships are able to maneuver themselves in the water. Initially while there were limited
number of ship propulsion systems, in the present era there are several innovative ones with which a vessel
can be fitted with.
Today ship propulsion is not just about successful movement of the ship in the water. It also includes using the
best mode of propulsion to ensure a better safety standard for the marine ecosystem along with cost
efficiency.

Some of the various types of propulsion systems used in ships can be enumerated as follows:

a. Diesel Propulsion
Diesel propulsion system is the most commonly used marine propulsion system
converting mechanical energy from thermal forces. Diesel propulsion systems are
mainly used in almost all types of vessels along with small boats and recreational
vessels.

b. Wind Propulsion
Wind propulsion emerged as an alternative to those systems which emit huge quantities of
CO2 gases in the marine atmosphere. However, the usage of wind turbine marine propulsion
has not started extensively in large commercial ships because of a requirement of constant
windiness. Two wind propulsion systems for ships that have become lately are- kite
propulsion and sail propulsion for merchant ships.

c. Nuclear Propulsion
Naval vessels incorporate the usage of nuclear maritime propulsion. Using the
nuclear fission process, nuclear propulsion is a highly complex system consisting
of water reactors and other equipments to fuel the vessel. The nuclear reactors
in the ships are also used to generate electricity for the ship. Several merchant
ships are also being planned to be constructed with this propulsion system

d. Gas Turbine Propulsion

Gas turbine propulsion is used for naval as well as non-naval ships. In case of naval ships,
the gas turbine propulsion system aids in faster movement of the ships which is necessary
in case of the ship coming under attack.

e. Fuel Cell Propulsion

Fuel cell propulsion systems use hydrogen as the main fuel component. Electricity is
created in the fuel cell without any combustion whatsoever. The process is clean and
therefore has been regarded as a very important alternative marine propulsion system. There are various
types of propulsion under the fuel cell propulsion head like PEM (Photon-Exchange-Membrane) and the
molten-carbonate systems.

f. Biodiesel Fuel Propulsion

Biodiesel propulsion has been deemed as a potential marine propulsion system for the future. Currently tests
are being carried out to find out about the viability of this propulsion system which is expected to be in full
operation by the year 2017.

g. Solar Propulsion
Solar propulsion for ships was utilized for the first time in the year 2008. Solar
propulsion benefits include a high reduction in the poisonous carbon dioxide
emissions. Solar propulsions are capable of generating a capacitance as high as 40
kilowatts (kW).

h. Steam Turbine Propulsion

Steam turbine propulsion involves the usage of coal or other steam-generating fuels
to propel the vessel. Steam turbine maritime propulsion system was highly utilized
between the late 19th and the early 20thcentury.

i. Diesel-Electric Propulsion
In simple terms, diesel-electric ship propulsion systems use a combination of a
generator operated by electricity attached to a diesel motor. The technology has
been in use since the early 1900s. In today’s times, submarines and merchant ships
incorporate the diesel-electric propulsion system to propel themselves.

Integrated Electric Propulsion 

The integrated electric propulsion technology is an arrangement wherein gas turbines or diesel generators or
both generate three-phase electricity which can be used to power electric motors
which turns propellers or water jets. The system uses electric transmission instead of
mechanical transmission which eliminates the need for clutches and reduces or
eliminates the use of gearboxes. Some of the advantages of using this technology are
freedom of placement of engine, less noisy ships, reduction in weight and volume etc.
Warships of future like HMS Queen Elizabeth of Royal Navy and Zumwalt Class
Destroyers of US Navy will use the integrated electric propulsion.

j. Water-Jet Propulsion
Water-jet propulsion has been used since the year 1954. The most important
advantage of water-jet propulsion is that it does not cause noise pollution
and offers a high speed to the vessels. In contrast the water-jet propulsion as
a ship propulsion system is costlier to maintain which can cause problems to
the user.

k. Gas fuel or Tri Fuel Propulsion

LNG fuel is now utilized to be burnt in the Main Engine after adopting some
modification in the propulsion engine to reduce emission from the ship. It is
known as tri fuel because it can burn gas fuel, diesel and heavy fuel.

The various types of propulsion systems offer their own unique advantages to a
vessel. Depending on the necessity and the requirement, the best type of ship
propulsion system needs to be fitted. Only then the vessel will be able to offer its optimum service
capacitance.

LNG Fueled engines:
Liquefied Natural Gas (LNG) surge in popularity as an alternate
fuel for ships is visible these days because of its environmental
friendliness. That is why, the market of LNG fueled ship engines
is emerging and its prospects are high as well.
In the LNG engines, CO2 emission is reduced by 20-25% as compared to diesel engines, NOX emissions are cut
by almost 92%, while SOX and particulates emissions are almost completely eliminated. Moreover, the new
generation ship engines are strongly required in order to comply with the TIER 3 restrictions of 2016 by IMO.
Therefore, LNG solution is the best at the moment and the industry realizes it as well.

The major ship engine designers, Mitsubishi, Wartsila, Rolles-Royce and MAN Diesel & Turbo, are busy in the
technological development of LNG fueled engines. Classification societies are also active in this regard and
have issued “Rules for LNG for Ships”. Recently, Deen shipping developed a 6,100-dwt dual-fueled chemical
tanker named ‘MTS ARGONON’ which is the world’s first new-built LNG fueled tanker. Classed by Lloyd’s
Register, it sails on dual fuel, 80% LNG & 20% diesel.

Besides being an environmentally friendly fuel, LNG is also cheaper than diesel, which helps the ship to save
significant amount of money over time. Furthermore, LNG powered escort tug has been developed by BB with
LNG engine support of Rolles-Royce marine. If these indications are anything to believe, most of the future
ships will be LNG powered contributing in green shipping.

l.   Fuel and Solar Cell Propulsion:

The fuel cell propulsion utilizes power from a combination of fuel cells, solar cells and battery systems. This
helps in reduction of GHG emission to a great extent.

Solar & Wind Powered Ships:

Imagine the situation when we will have finished all our reservoir of oil and gas; really horrible! Sailing ships,
once used in past, are definitely not going to return but shipbuilding industry is trying hard to develop
technologies to utilize renewable sources of energy (i.e., wind & sun) to run the ships considering today’s
challenges.

The world’s largest solar powered ship named ‘Turanor’

is a 100 metric ton catamaran which motored around
the world without using any fuel and is currently being
used as a research vessel. Though exclusive solar or
wind powered ships look commercially and practically
not viable today, they can’t be ruled out of future use
with more technical advancements.

Recently, many technologies have come which support the big ships to reduce fuel consumption by utilizing
solar panels or rigid sails. A device named Energy Sail (patent pending) has been developed by Eco Marine
Power will help the ships to extract power from wind and sun so as to reduce fuel costs and emission of
greenhouse gases. It is exclusively designed for shipping and can be fitted to wide variety of vessels from oil
carrier to patrol ships.

m. Sandwich Plate System (SPS): 

It is a process of composting two metals plates by bonding it with polyurethane elastomer core.  This avoids
usage of steel which requires additional stiffening hence makes the structure light weight and less prone to
corrosion. This technology can definitely play a good role in green ship recycling process as SPS feature
includes superior in service performance and reduced through life maintenance.

What is Green Ship Recycling?

The increasing waste and its improper management are one of the crises that countries across the world face
these days. Be it an agricultural waste or industrial waste, the rise in the disposal of waste materials is at an
alarming rate, polluting the land, air and water as never before. Studies have stated that 40 percent of the
waste worldwide ends up in huge rubbish tips, and also the oceans will see more plastic in it than fish by 2050.
However, the concrete efforts in the past few decades have made remarkable changes in our disposable
culture and also opened doors for a number of alternatives to waste disposal. Among them, recycling has been
widely accepted as one of the fruitful methods for waste management.

Like any other industry, the shipping industry, indeed world’s biggest polluters, also creates a huge amount of
waste every day. While ships dispose hundreds of tonnes of garbage from day to day operations, the disposing
of a ship after it reaches the end of its service life also leaves a huge amount of waste, posing a potential
hazard to the environment. The improper disposal of the ships in earlier days, especially when they were left
unattended after discontinuation from the service, has created several graves of abandoned ships around the
world. And, in the past decades, ship owners have also tried several other techniques; including Scuttling-the
deliberate sinking of a ship, deep water sinking and shipbreaking, to get rid of their old vessels.

While shipbreaking has emerged as the most common method of ship disposal among them, the dirty
shipbreaking practices have resulted in the dumping of dangerous toxic materials such as asbestos and PBCs
on beaches and other open spaces. Sometimes, companies offload their vessels onto beaches in third world
countries such as Bangladesh, India, and Pakistan, allowing locals to dismantle the vessel without taking any
proper measures.

Green Ship Recycling

However, when recycling and re-using goods and products has become an important requirement now, the
shipbreaking method has also witnessed the recycling of the parts of the vessel. Moreover, with the rise in
awareness towards the maritime environment, there have been several changes in the process, which have
given rise to a new term – green ship recycling.
International Maritime Organization’s Hong Kong International Convention for the Safe and Environmentally
Sound Recycling of Ships, 2009 also strictly directed that vessels that are being recycled after their service lives
should not pose any unnecessary risks to human health, safety and to the environment. As a viable alternative
to other methods of shipbreaking that makes negative effects on the environment, green ship recycling has
been introduced across the world. As a way of responsible ship recycling, this method reduces the amount of
waste and also keeps the waste materials from shipbreaking out of the beaches, reducing its impact on the
environment.

There are several reasons which have made the concept of green ship recycling popular and meaningful. But,
the most relevant benefits among them are:

• Isolate those parts of the ship which are harmful and dangerous to both marine and human lives.

• Conserve marine ecosystem by proper discarding of ship breaking waste.

• Reusing those parts of the ship that are important and can be re-used successfully while making new
ships, thus saving resources.

• Help the shipowner benefit from the process by optimum utility of the ship’s parts.

The valuable components of a ship that are reused include steel, aluminum, silver and brass, among others.
Since a major part of a ship’s weight is in steel, the steel scrap from the vessel is being converted into bars and
rods for several other uses. However, in addition to the metal that can be recycled, there are a number of the
toxic components inside a vessel. These harmful substances include lead, asbestos, mercury and oil sludge etc.
The inefficient shipbreaking methods, especially those carried out on beaches than the dry-dock ship recycling
facilities, allow these toxic and hazardous waste to be disposed of unsafely.

However, the green ship recycling, which carries great responsibility of saving the environment, offers a better
recycling standard. One of the major harmful materials that are safely disposed off with the help of green ship
recycling process is asbestos. Any great informational site about asbestos will tell you that asbestos has been
banned from being used in ships from the past two decades. But the ships in which asbestos had been used
initially need to be recycled now. Since continuous exposure to asbestos can cause problems not just to the
marine life forms but also to the people aboard the ship, this toxic component is being recycled with greater
caution under this process.

Unlike the unhealthy process in which the dismantling of the vessel occurs on beaches, the green recycling
centers with dry-dock facilities capture the toxic waste properly and dispose it without allowing them to flow
out to waterways. Many green ship recycling labs are so well equipped that the success rate for the disposal of
the harmful materials is nearly around 99%. In addition to protecting the environment, these green recycling
centers are also offering more green recycling jobs, offering a safe workplace for the laborers.
On the other hand, this environmentally sound and safe recycling of a ship also offers the owner optimum
utility of the ship’s parts. With the methodical dismantling of the vessel, the components that can be reused
are saved with better care. The steel, along with other metal components, turns into rods for use in the
construction industry and also corner castings and hinges. The generators and batteries which were part of the
scrapped vessel will be reused for several other purposes. The appropriate recycling of the hydrocarbons on
board transformed into oil products, while light fittings also reused on another vessel or even on land.

Green Passport
In order to become a part of the green ship recycling process, according to International Maritime
Organization’s guidelines, a ship has to have a certain document, known as the Green Passport. The Green
Passport contains details of all materials, especially which are harmful to human health, used in the
construction of a vessel. The green passport will be delivered by the shipyard during the construction and it
will be later updated with all the changes made to the ship during its lifetime. Moreover, the ship recycling
centers are required to provide a “Ship Recycling Plan”, to the concerned authorities. The plan will consist of
the manner in which each vessel will be recycled, according to particulars and its inventory.

ACTIVITY 1
1. Explain the purpose of cutting Sulfur Oxide Emissions by reducing the sulfur content in
ships' fuel oi for internal combustion engines.
2. Explain the ultimate purpose of developing environmentally friendly ships called green ships.

3.Explain the main purpose of installing exhaust gas scrubber in the exhaust gas system of
the main propulsion diesel engine.
4. Describe the Material and Construction of the ship’s propeller.

5. Explain the outcome if Improved Pump and Cooling Water System is applied to the running
machineries in your ship.

ASSIGNMENT
1. Describe the Biodiesel Fuel Propulsion ships in the future.
 2. Describe the Integrated Electric Propulsion technology as source of main propulsion
engines in the future.

3. Explain the advantage of using LNG Fueled engines.

4. Explain what is Green Ship Recycling?

5. Describe the Green Passport.

REFERENCES
Refer to your footnotes in Module 1 in answering your Activity and Assignment as well
use it as your reference.

Short Answer Rubric

Reminder: This rubric will be rated by your instructor only!
Note: Each of the items in Learning Log No. 1 requires a 15-point answer guided with the criteria and levels of assessment.

Levels of Assessment

Criteria Exemplary Above Average Adequate Inadequate

5 3 2 1
Writing shows high Writing is coherent and Writing is coherent and Writing lacks logical
degree of attention to logically organized with logically organized.
organization. It shows
Organization of logic and reasoning of transitions used between Some points remain
Thoughts points. Unity clearly ideas and paragraphs to misplaced and stray from some coherence, but
(5) leads the reader to the create coherence. the topic. Transitions ideas lack unity. Serious
conclusion and stirs Overall unity of ideas is evident but not used errors.
thought regarding the present. throughout essay.
topic.

5 3 2 1
Content indicates Content indicates original Content indicates Shows some thinking
Level of Content synthesis of ideas, in thinking and develops thinking and reasoning and reasoning but most
(5) depth analysis and ideas with sufficient and applied with original ideas are
evidences original firm evidence. thought on a few ideas. underdeveloped and
thought and support for unoriginal.
the topic.
5 3 2 1
Main points well Main points well Main points are present Main points lack detailed
developed with high developed with quality with limited detail and development. Ideas are
Development quality and quantity supporting details and development. Some vague with little
(5) support. Reveals high quantity. Critical thinking critical thinking is evidence of critical
degree of critical is weaved into points. present. thinking.
thinking.

Organization of Level of Content Development

Item No. Points
Thoughts (5) (5)
(5)

1 /15

2 /15

3 /15

4 /15

5 /15

Total Points /75