4. Deck Container Firefighting Fuel Future Slow Steaming
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Transcript of 4. Deck Container Firefighting Fuel Future Slow Steaming
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8/10/2019 4. Deck Container Firefighting Fuel Future Slow Steaming
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ABS Experience in Containerships
March 2011
System, Fuel of the Future &
Slow SteamingPeter Tang-JensenSenior Vice President Technology
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Deck Container Fire Case
The M.V. Hyundai Fortune, a 64,054 gt.,
exploded and burned near the Gulf of Aden
on a west bound voyage from Singapore toAmsterdam and other European ports.
The vessel was carrying approximately 3,250loaded intermodal containers, including 7
.
Because of the intensity of the initialexplosion, original speculation that the fireoriginated in the bays where the fireworkswere stored has been discounted in somecircles.
,gas or fuel tank explosion, arson, terrorism,or mine strike. The explosion caused manycontainers to be blown into the sea.
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Deck Container Fire: Salvage Companys View
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Issues
Uncertainty of the nature of fire (chemical fire, etc.)
As a result, uncertainty of the choice of firefighting
media
Difficulty in reaching the source of fire
Timely detection of fire may be a problem
Fire spread into cargo hold if hatch cover collapse
Ship is not prepared for chemical fires
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Strategies
Principle of containment, if not extinguishable by
means of:
Fixed water curtain/deluge arrangements such that fire will not
spread beyond one cargo block (i.e., cargo area betweenadjacent lashing bridges) under fire
Hatch cover cooling by copious amount of water to prevent
collapsePossible additional measures:
Early detection of fire by fixed infrared detectors
Desi nate fore end car o area desi nated for hazardouscargos. Provide remotely operated foam monitors.
The above is not re uired b Rules and Re ulations but mi ht
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be worthwhile to consider further?
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How Can ABS Assist?
ABS can assist in designing deck container fire
fighting system, especially through:
Fire analysis for determination of effective watercurtain/deluge system
Human factors engineering
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Low Sulfur Fuel Regulations
Regulation CoverageApplication
Date% Comments
MARPOL AnnexVI Global Current 4.5
Global 1 Jan 2012 3.5 .
ECA 1 Jul 2010 1.0Baltic/North Sea/EnglishChannel
US/Canadaug .
ECA 1 Jan 2015 0.1Baltic/North Sea/EnglishChannel/US/Canada
EU ports atEU Directive1999/32/EC
berthand at anchor 1 Jan 2010 0.1
CARB
California
waters 1 Jul 2009 0.5
Marine Diesel Oil (ISO
8217, DMB Grade)
Californiawaters 1 Jul 2009 1.5
Marine Gas Oil (ISO8217, DMA Grade)
CaliforniaMDO (ISO 8217, DMBGrade), MGO (ISO 8217,
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waters 1 Jan 2012 0.1 DMA Grade)
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NOx Regulations
Ship Constructed Application of
Requirements
Emission
Limits
Compliance at engines
delivery except as below
1 January 1990
(Retroactive to existing
Engine size
> 5000 kW and
1st IAPP Renewal Survey
12 mo after IMO advised
by Party of availability
of upgrade kit
1 January 2000
(Existing) > 130 kW ----
1 January 2011Tier II
1 January 2016
Ships 24m L or totalpropulsion power
Operation outside of ECA
RPM
Total Weight of NO2 Emission (g/kWh) Relative
NO2 Reduction< 130 130 n < 2000 2000rom er
Tier I 17.0 45.0*n(-0.2) 9.8 Current
* (-0.23) -
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Tier III 3.40 9*n(-0.2)
1.96 80%
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GHG Reduction: IMO Approaches
Three Approaches by IMO
Ship Design
Interim Guidelines for Energy Efficiency Design Index. .
Operational
Indicator (EEOI) MEPC.1 Circ. 684 Ship Energy Efficiency Management Plan (SEEMP)
MEPC.1 Circ. 683
Market-Based Measures
Global emission trading scheme
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Gas Fueled Engine: GHG Performance
Gross Calorific ValuesHFO 41.2 MJ/KgLNG 55.5 MJ/Kg
Gross Calorific ValuesHFO 41.2 MJ/KgLNG 55.5 MJ/K
CO2-Kg/Fuel-Kg Conversion Factor
and
Density
and
HFO 3.11LNG 2.75
LNG 464 Kg/m3
For the same energy input, LNG produce35% less CO
2than HFO does.
For the same energy input, LNG need1.6 times more space to store
Tankers: no penalty by on-deck storage
Possibly more opportunity for optimizingEEDI
Potential to Improve EEOI
May satisfy international and regional SOx
Containerships: less cargo carrying capacity
Type-B LNG tankWill be most spaceEfficient
No filling restriction
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Comparison
Option-1: DFD electrical propulsion
Lower fuel cost
Significant reduction of EEDI and EEOI Larger efficiency loss by generator, motor, transformer and AC Drive (8-9%) More components involved means more things can go wrong Complex maintenance and shorter service intervals LNG handling expertise needed
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Lower fuel cost Significant reduction of EEDI and EEOI New technical challenges, but manageable an ng exper se nee e
Option-3: Conventional slow speed diesel direct drive with SOx scrubber
Well proven service Scrubber is simple and can be very reliable No risk-taking
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High fuel cost
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Gas Fueled Power Plants
ABS Conducted:
2007 HAZID with SHI/MAN B&W (reciprocating gas compressor)
2008 HAZID with DSME (HP liquid pump + vaporizer)
2010 HAZID with DSME (HP liquid pump + vaporizer)
BOG disposal option evaluation
Reliability/availability study
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HFO: LNG Operational Costs Comparison
Transportation Cost Fuel ex enses LNG, ilot
Future market price??
Current market price
HFO, MDO) Manning
Consumables Re air and maintenance
ionc
ost Capital expenses annual
financing
HFOHFO
ranspor
tat
Equilibrium point
T
One recent case study on 14,000 TEU containership transportation cost saving of $9 mil/yr, excluding the loss of
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container space for LNG fuel storage which will lessen the benefit.
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ME-GI Engine Propulsion: Slow Steaming
MARPOL Annex VI Regulation-4 allows natural gas fuel (with oil,
is comparably low
in ECA
Below 20% load, gas fuel cannot be used. A portion voyage in
ECA may necessitate the use of LSFO. This apparentshortcoming need to be gauged against the benefits LNG fuelwill brin about low EEDIlow EEOI, total fuelcost-saving, carbon credit).
Latest research indicate 20% limitmay be substantially lower.
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20% load
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Rules & Regulations
IMO Interim Guidelines on Safety For Natural Gas-FueledEngine Installations in Ships (IMO Res. MSC.285(86)
,
IMO International Code for Safety For Gas-Fueled Ships)
ABS Guide for Propulsion Systems for Gas Carriers(including GCU and Reliquefaction plant)
ABS Guidance Notes on Review andApproval of Novel Concepts
ona requ remen s may e mposeby Flag Administration (e.g. USCG)
ABS draft guide on gas fuelled ships(non-gas carriers)
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How Can ABS Assist if Gas FuelledPropulsion is Selected?
ABS has experience and can lead risk based design,
ABS will facilitate acceptance by the flag
ABS Corporate Technology office has high level ofana y ca capa es n con a nmen sys em
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Current Trends
Containership operating speed
23-25 knots average speed, widely used be ore the last globalfinancial crisis
High fuel cost and oversupply of containership, slow steaming(20-22 knots) becomes favor, particularly on the long-haul Europe/
Asia routes
Extra slow steaming 17-19 knots
Super slow steaming 14 -16 knots
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Technical Aspects: Engine
Engine damage caused by
concerned before, but
According to report GoingSeas at Risk, 2010, currentexperiences show for 2-stroke engines the limit could
Low load optimization
be set to about 40% without
the needs of retrofit measures
Wartsila and MAN Diesel offer
load optimization or slowsteaming upgrade kits
installation for low loadengine operations, claim that10% load is OK without undueproblems
22Source: Wartsila and MAN Diesel
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Technical Aspects: Hull Optimization
Optimization hulls and wave resistances Original hull
Optimize Fr = 0.45
From Fr = 0.45 to Fr = 0.28,
Optimize Fr = 0.28 &
0.45
37% speed drops
Optimize Fr = 0.28 Hull
modification
Source: GCMS 2010, Kim & Yang 24
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Technical Aspects: Propeller
Natural questions for propeller design
Under slow steaming operation, how does the propellerperform worse or better?
,operation?
Hull/propeller performance enhancement technologies.
Use a 8,700 teu CV propeller as an example Design speed 25.0 knots
Consider f.ex. the following slow steaming operations
Slow steaming 20 knots
Super slow steaming 14 knots
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Closing Remarks: Slow Steaming
Slow steaming operation is the simplest measure insaving fuel cost and reducing GHG emission,su s an a y
For a new ship design, to pursue further on fuel,considered:- If the flexibility of high speed for future market change is
a concern:
1. High power engine with low load optimization or slowsteaming upgrade kit installation (high EEDI)
2. Derated engine + full power shafting (low EEDI now)
3. Lower engine power + WHR + shaft motor (low EEDI)
Hull form o timization for a ran e of s eeds instead oftraditional single speed/draft hull optimization
Study the propeller performance margin left for slow
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www.eagle.org
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