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Introduction to HYUNDAI Green Ship Technology NEWSFRONT Naftiliaki Shipbuilding Conference: Building for the Future 6
Introduction to HYUNDAI Green Ship Technology
Introduction to
HYUNDAI Green Ship
Technology

NEWSFRONT Naftiliaki Shipbuilding Conference:

Building for the Future

6 th April, 2011 Athens, Greece

for the Future 6 t h April, 2011 Athens, Greece 1 AGENDA 1. International Rules and

1

for the Future 6 t h April, 2011 Athens, Greece 1 AGENDA 1. International Rules and

AGENDA

1. International Rules and Regulations

2. Naval Architecture

3. Mechanical Technology

4. Electrical Technology

5. IT Convergence Technology

6. Introduction to HYUNDAI Green Ship

1. International Rules and Regulations 1.1 Prevention of air pollution (MARPOL 73/78 Annex VI) ¸

1. International Rules and Regulations

1.1 Prevention of air pollution (MARPOL 73/78 Annex VI)

¸ Reg. 13 Nitrogen Oxides (NOx) (Tier II, Tier III)

¸ Reg. 14 Sulphur Oxides (SOx), Particulate Matter Emission Control Area (ECA)

¸ EU Directive/2005/33/EC, CARB, US EPA

Control Area (ECA) ¸ EU Directive/2005/33/EC, CARB, US EPA 1.2 IMO MEPC Green House Gas (GHG)

1.2 IMO MEPC Green House Gas (GHG) Reduction Discussion

¸ Energy Efficiency Design Index for New Ships (EEDI)

1.3 Ballast Water Management(BWM) Convention, 2004

1.4 Ship Recycling

¸ IMO Res. MEPC 179(59) Inventory of Hazardous Materials (IHM) - the Hong Kong Convention on Recycling of Ships

(IHM) - the Hong Kong Convention on Recycling of Ships 3 2. Naval Architecture 2.1 Hull

3

(IHM) - the Hong Kong Convention on Recycling of Ships 3 2. Naval Architecture 2.1 Hull

2. Naval Architecture

Convention on Recycling of Ships 3 2. Naval Architecture 2.1 Hull Form Optimization Procedure Speed-Power Hull

2.1 Hull Form Optimization Procedure

Speed-Power Hull Form Prediction by Design Model Tests HHI Database & HHI HMRI MODEL BASIN
Speed-Power
Hull Form
Prediction by
Design
Model Tests
HHI Database &
HHI HMRI MODEL
BASIN
HullFormDesign+
Performance
Prediction by CFD
HHI HiFlow
Optimization
HHI HullFormOpt
FLUENT
WAVIS
Hull Form Optimization Propulsion Efficiency
Hull Form Optimization
Propulsion Efficiency

Propeller and Rudder Optimization

Optimum Bulbous Bow Optimum Trim

Hyundai Maritime Research Institute Towing Tank
Hyundai Maritime Research Institute Towing Tank

HiFlow HHI Wave Resistance Code FLUENT Drag and Wake prediction, Propeller performance WAVIS Wave ,Viscous Resistance and Propulsion Efficiency Prediction (developed by MOERI, KOREA)

performance WAVIS – Wave ,Viscous Resistance and Propulsion Efficiency Prediction (developed by MOERI, KOREA) 4

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2. Naval Architecture 2.2 Hull Form Optimization for Slow Steaming and Operational Profile – HMRI

2. Naval Architecture

2.2 Hull Form Optimization for Slow Steaming and Operational Profile HMRI

¸ Lines Optimization for Slower Design Speed and Slow Steaming

Lines Optimization for Slower Design Speed and Slow Steaming ÿ ECO Speed for Container : 21

ÿ ECO Speed for Container : 21 ~ 23 knots from 25 ~ 26 knots

ÿ ECO Speed for Tanker/Bulker : 14.5 ~ 15.5 knots from 15.5 ~ 16.5 knots

ÿ When speed is reduced by 15~20%, FOC reduction will be up to 50%.

¸ Optimization for Operational Profile (Slight Compromise with Calm Water Performance)

ÿ Optimization for the Most Frequent Actual Operating Draughts

ÿ Optimum Trim Tests for Operational Draughts

ÿ Further Investigation on Rough Sea (Sea State 4~5) Performance

Investigation on Rough Sea (Sea State 4~5) Performance 5 2. Naval Architecture 2.3 Engine Selection ¸

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Investigation on Rough Sea (Sea State 4~5) Performance 5 2. Naval Architecture 2.3 Engine Selection ¸

2. Naval Architecture

2.3 Engine Selection

¸ Development of Main Engine Adequate for Slow Speed

ÿ HHI EMD MAN Developing 84 RPM S80Engine from 78 RPM

ÿ HHI EMD WARTSILA Developing 88 RPM 82TEngine from 80 RPM

Items Unit 4,500 TEU 13,200 TEU Speed (d1, 15% SM) (knots) 22 22 Type -
Items
Unit
4,500 TEU
13,200 TEU
Speed (d1, 15% SM)
(knots)
22
22
Type
-
7RT-flex82C
7RT-flex82T
9K98ME7
10S90ME-C9.2
Nominal
(kW x rpm)
31,640 x 102
31,640 x (88)
56,070 x 97
58,100 x 84
M/E
MCR
(kW x rpm)
26,900 x 87
26,500 x 84
46,300 x 90
44,780 x 76
NCR
(kW x rpm)
24,210 x 84
23,850 x 81.1
41,670 x 86.9
40,300 x 73.4
Prop. Dia. x No.
(m)
8.1 x 5
Max. 8.2 x 5
9.1 x 5
Max. 9.9 x 5
SFOC at NCR
(g/kW)
168.8
(160) (5.2%)
168.5
160.4 (4.8%)
DFOC at NCR
(t/d)
98.1
91.6 (6.6%)
168.5
155.1 (8%)
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2. Naval Architecture 2.3 Engine Selection ¸ FOC Reduction by Derating Larger Engine Items Unit
2. Naval Architecture 2.3 Engine Selection ¸ FOC Reduction by Derating Larger Engine Items Unit

2. Naval Architecture

2.3 Engine Selection ¸ FOC Reduction by Derating Larger Engine

Selection ¸ FOC Reduction by Derating Larger Engine Items Unit 13,200 TEU Speed (d1, 15% SM)
Selection ¸ FOC Reduction by Derating Larger Engine Items Unit 13,200 TEU Speed (d1, 15% SM)
Selection ¸ FOC Reduction by Derating Larger Engine Items Unit 13,200 TEU Speed (d1, 15% SM)
Items Unit 13,200 TEU Speed (d1, 15% SM) (knots) 22 Type - 8S90ME-C9.2 10S90ME-C9.2 Nominal
Items
Unit
13,200 TEU
Speed (d1, 15% SM)
(knots)
22
Type
-
8S90ME-C9.2
10S90ME-C9.2
Nominal
(kW x rpm)
46,480 x 84
58,100 x 84
M/E
MCR
(kW x rpm)
45,700 x 84
44,780 x 76
NCR
(kW x rpm)
41,130 x 81.1
40,300 x 73.4
Prop. Dia. x No.
(m)
9.4 x 5
Max. 9.9 x 5
SFOC at NCR
(g/kW)
164.3
160.4
(2.4%)
DFOC at NCR
(t/d)
162.2
155.1
(4.4%)
160.4 (2.4%) DFOC at NCR (t/d) 162.2 155.1 (4.4%) 7 2. Naval Architecture 2.3 Engine Selection

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160.4 (2.4%) DFOC at NCR (t/d) 162.2 155.1 (4.4%) 7 2. Naval Architecture 2.3 Engine Selection

2. Naval Architecture

2.3 Engine Selection

¸ FOC Reduction by Derating Larger Engine & Slow Steaming

ÿ Reduced Speed and Electronic Engine Applied on VLCC

ÿ 7G80ME-C Slightly More Efficiency But It Requires Deeper Ballast Draft Items Unit VLCC Speed
ÿ 7G80ME-C Slightly More Efficiency But It Requires Deeper Ballast Draft
Items
Unit
VLCC
Speed (d1, 15% SM)
(knots)
16.4
15.8
Type
-
7RTA82T
7RT-flex82T
7G80ME-C9.2
Nominal
(kW x rpm)
31,640 x 80
31,640 x 80
31,150 x 68
M/E
MCR
(kW x rpm)
31,640 x 80
24,900 x 72
24,500 x 67
NCR
(kW x rpm)
28,476 x 77.2
22,410 x 69.5
22,050 x 64.7
Prop. Dia. x No.
(m)
9.9 x 4
10 x 4
10.4 x 4
SFOC at NCR
(g/kW)
168.8
161 (4.6%)
158.8 (1.4%)
DFOC at NCR
(t/d)
115.4
86.6 (25%)
84.1 (2.9%)
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2. Naval Architecture 2.3 Engine Selection ¸ Low NCR Power (below 75% MCR Power) with

2. Naval Architecture

2.3 Engine Selection

¸ Low NCR Power (below 75% MCR Power) with Low Load Tuning

 

Items

Unit

 

13,200 TEU

 

Type

-

 

10S90ME-C9.2

Nominal

(kW x rpm)

 

58,100 x 84

M/E

MCR

(kW x rpm)

44,780 x 76

57,700 x 83.5

NCR

(kW x rpm)

40,300 x 73.4

40,390 x 74.1 (70% MCR)

Speed (d1,NCR/MCR)

(knots)

22 / 22.6

22 / 24.2

22 / 24.2

 

Tuning

(Load)

High (STD)

High (STD)

Low (EGB)

SFOC at NCR

(g/kW)

160.4

163.0

160.2

DFOC at NCR

(t/d)

155.1

158.0

155.3

160.2 DFOC at NCR (t/d) 155.1 158.0 155.3 9 2. Naval Architecture 2.4 Energy Saving Devices

9

160.2 DFOC at NCR (t/d) 155.1 158.0 155.3 9 2. Naval Architecture 2.4 Energy Saving Devices

2. Naval Architecture

2.4 Energy Saving Devices and Appendages

¸ HHI (X-Twisted) Full Spade Rudder HMRI

ÿ Enhanced Cavitation Performance

ÿ Increased Propulsion Efficiency by 1~2%

Performance ÿ Increased Propulsion Efficiency by 1~2% ¸ CRP (Contra Rotating Propeller) – HHI & Ja-Ke
Performance ÿ Increased Propulsion Efficiency by 1~2% ¸ CRP (Contra Rotating Propeller) – HHI & Ja-Ke

¸ CRP (Contra Rotating Propeller) HHI & Ja-Ke

ÿ 8~10% increase in propeller efficiency

HHI & Ja-Ke ÿ 8~10% increase in propeller efficiency ¸ HHI Vs Propeller – HHI HMRI

¸ HHI Vs Propeller HHI HMRI

ÿ 2% Increase in Propeller Efficiency

ÿ Enhanced Cavitation Performance

Propeller Efficiency ÿ Enhanced Cavitation Performance ¸ HHI BAL (Bottom Air Layer) System – HHI HMRI

¸ HHI BAL (Bottom Air Layer) System HHI HMRI ÿ 5~10% Resistance Reduction

Enhanced Cavitation Performance ¸ HHI BAL (Bottom Air Layer) System – HHI HMRI ÿ 5~10% Resistance
Enhanced Cavitation Performance ¸ HHI BAL (Bottom Air Layer) System – HHI HMRI ÿ 5~10% Resistance
Enhanced Cavitation Performance ¸ HHI BAL (Bottom Air Layer) System – HHI HMRI ÿ 5~10% Resistance

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2. Naval Architecture 2.4 Energy Saving Devices and Appendages ¸ Joint Development on Appendages –

2. Naval Architecture

2.4 Energy Saving Devices and Appendages ¸ Joint Development on Appendages HHI & MARIN

¸ Joint Development on Appendages – HHI & MARIN 11 2. Naval Architecture 2.5 Hydrodynamic Structural
¸ Joint Development on Appendages – HHI & MARIN 11 2. Naval Architecture 2.5 Hydrodynamic Structural

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¸ Joint Development on Appendages – HHI & MARIN 11 2. Naval Architecture 2.5 Hydrodynamic Structural

2. Naval Architecture

2.5 Hydrodynamic Structural Optimization and Lightweight Reduction

¸ Dynamic Loading Approach for Slamming, Whipping and Greenwater

ÿ

Numerical Analysis

for Slamming, Whipping and Greenwater ÿ Numerical Analysis ÿ Model Test & Onboard Measurement JDP HHI,
for Slamming, Whipping and Greenwater ÿ Numerical Analysis ÿ Model Test & Onboard Measurement JDP HHI,

ÿ Model Test & Onboard Measurement

JDP HHI, DNV, BV, MARINTEK and CeSOS for Segmented Model Test

HHI, DNV, BV, MARINTEK and CeSOS for Segmented Model Test EU FP7 Project Tools for Ultra
HHI, DNV, BV, MARINTEK and CeSOS for Segmented Model Test EU FP7 Project Tools for Ultra
HHI, DNV, BV, MARINTEK and CeSOS for Segmented Model Test EU FP7 Project Tools for Ultra

EU FP7 Project Tools for Ultra Large Container Ships JIP BV, MARIN, CMACGM, WIKKI,

CeSOS for Segmented Model Test EU FP7 Project Tools for Ultra Large Container Ships JIP BV,

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2. Naval Architecture 2.5 Hydrodynamic Structural Optimization and Lightweight Reduction ¸ Higher Tensile Steel and

2. Naval Architecture

2.5 Hydrodynamic Structural Optimization and Lightweight Reduction ¸ Higher Tensile Steel and Structural Optimization

¸ Higher Tensile Steel and Structural Optimization -500 ton -1,000 ton ÿ Narrower Spacing for Frame
-500 ton
-500
ton
Higher Tensile Steel and Structural Optimization -500 ton -1,000 ton ÿ Narrower Spacing for Frame and
-1,000 ton
-1,000
ton
Steel and Structural Optimization -500 ton -1,000 ton ÿ Narrower Spacing for Frame and Longitudinal ÿ

ÿ Narrower Spacing for Frame and Longitudinal ÿ Dividing Plates for Thickness Variations

Longitudinal ÿ Dividing Plates for Thickness Variations 13 3. Mechanical Technology 3.1 Energy Saving Technology ¸

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ÿ Dividing Plates for Thickness Variations 13 3. Mechanical Technology 3.1 Energy Saving Technology ¸

3. Mechanical Technology

Plates for Thickness Variations 13 3. Mechanical Technology 3.1 Energy Saving Technology ¸ FOC Reduction by

3.1 Energy Saving Technology

¸ FOC Reduction by Tuning Engine

ÿ ECT (Engine Control Tuning) Only for ME Type M/E This method can be implemented without change of engine components, only engine control parameters are changed.

components , only engine control parameters are changed. ÿ EGB (Exhaust Gas Bypass) Tuning This method
components , only engine control parameters are changed. ÿ EGB (Exhaust Gas Bypass) Tuning This method
components , only engine control parameters are changed. ÿ EGB (Exhaust Gas Bypass) Tuning This method

ÿ EGB (Exhaust Gas Bypass) Tuning This method requires installation of EGB techno logy. The turbochargers on the engine are matched at 100% load fully open EGB.

ÿ VT (Variable Turbine Area) Tuning This method requires special turbocharger parts allowing the turbochargers on the engine to vary the are of the nozzle ring. The nozzle ring area is minimum at the lower engine load range.

on the engine to vary the are of the nozzle ring . The nozzle ring area

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3. Mechanical Technology 3.1 Energy Saving Technology ¸ FOC Reduction by Engine Tuning Items Unit

3. Mechanical Technology

3.1 Energy Saving Technology

¸ FOC Reduction by Engine Tuning Items Unit 13,200 TEU Type - 10S90ME-C9.2 Nominal (kW
¸ FOC Reduction by Engine Tuning
Items
Unit
13,200 TEU
Type
-
10S90ME-C9.2
Nominal
(kW x rpm)
58,100 x 84
M/E
MCR
(kW x rpm)
44,780 x 76
NCR
(kW x rpm)
40,300 x 73.4
High
Part
Part
Part
Low
Low
Low
Tuning
(Load)
(STD)
(ECT)
(EGB)
(VT)
(ECT)
(EGB)
(VT)
SFOC at NCR
22 knots
161.9
161.9
160.9
161.9
161.9
160.9
(g/kW)
160.4
(+1.5)
(+1.5)
(+0.5)
(+1.5)
(+1.5)
(+0.5)
SFOC at 70% MCR
157.6
156.3
156.3
157.1
155.8
155.8
(g/kW)
158.6
20.5 knots
(-1.0)
(-2.3)
(-2.3)
(-1.5)
(-2.8)
(-2.8)
SFOC at 50% MCR
162.0
160.0
160.0
160.5
158.0
158.0
(g/kW)
163.0
18.5 knots
(-1.0)
(-3.0)
(-3.0)
(-2.5)
(-5.0)
(-5.0)
15
knots (-1.0) (-3.0) (-3.0) (-2.5) (-5.0) (-5.0) 15 3. Mechanical Technology 3.1 Energy Saving Technology ¸

3. Mechanical Technology

3.1 Energy Saving Technology

¸ Turbo Charger Variations HHI EMD

ÿ Turbo Charger Cut Off, Dual MCR

Variations – HHI EMD ÿ Turbo Charger Cut Off, Dual MCR ÿ DuETNAVI (Dual Effective Turbocharging
Variations – HHI EMD ÿ Turbo Charger Cut Off, Dual MCR ÿ DuETNAVI (Dual Effective Turbocharging

ÿ DuETNAVI (Dual Effective Turbocharging Navigation System) (Sequential Turbocharging System)

Cut Off, Dual MCR ÿ DuETNAVI (Dual Effective Turbocharging Navigation System) (Sequential Turbocharging System) 16
Cut Off, Dual MCR ÿ DuETNAVI (Dual Effective Turbocharging Navigation System) (Sequential Turbocharging System) 16

16

3. Mechanical Technology 3.1 Energy Saving Technology ¸ Waste Heat Recovery System with Intelligent Power

3. Mechanical Technology

3.1 Energy Saving Technology ¸ Waste Heat Recovery System with Intelligent Power Management System

Recovery System with Intelligent Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology
Recovery System with Intelligent Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology
Recovery System with Intelligent Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology

17

Recovery System with Intelligent Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology

3. Mechanical Technology

Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology – HHI EMD ¸ EGR
Power Management System 17 3. Mechanical Technology 3.2 Emission Control Technology – HHI EMD ¸ EGR

3.2

Emission Control Technology HHI EMD

¸ EGR (Exhaust Gas Recirculation)

¸ChAM (Charge Air Moisturization), DWI (Direct Water Injection)

(Exhaust Gas Recirculation) ¸ ChAM (Charge Air Moisturization), DWI (Direct Water Injection) ¸ WIF (Water In

¸

WIF (Water In Fuel)

(Exhaust Gas Recirculation) ¸ ChAM (Charge Air Moisturization), DWI (Direct Water Injection) ¸ WIF (Water In
(Exhaust Gas Recirculation) ¸ ChAM (Charge Air Moisturization), DWI (Direct Water Injection) ¸ WIF (Water In
(Exhaust Gas Recirculation) ¸ ChAM (Charge Air Moisturization), DWI (Direct Water Injection) ¸ WIF (Water In

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3. Mechanical Technology 3.2 Emission Control Technology – HHI EMD ¸ Scrubber for SOx and

3. Mechanical Technology

3.2 Emission Control Technology HHI EMD

¸ Scrubber for SOx and PM

Control Technology – HHI EMD ¸ Scrubber for SOx and PM SCR (Selective Catalytic Reduction) for

SCR (Selective Catalytic Reduction) for NOx

Urea Injection Mixing Chamber SCR Reactor Diesel Engine
Urea Injection
Mixing Chamber
SCR Reactor
Diesel Engine

Wartsila 6RTA52U / SCR integrated with T/C system

HHI NoNOx

System

6RTA52U / SCR integrated with T/C system HHI NoNOx System 19 3. Mechanical Technology 3.3 BWTS

19

6RTA52U / SCR integrated with T/C system HHI NoNOx System 19 3. Mechanical Technology 3.3 BWTS

3. Mechanical Technology

3.3

BWTS (Ballast Water Treatment System) ¸ HYUNDAI ECO Ballast System

HYUNDAI HI Ballast System

Technology 3.3 BWTS (Ballast Water Treatment System) ¸ HYUNDAI ECO Ballast System HYUNDAI HI Ballast System
Technology 3.3 BWTS (Ballast Water Treatment System) ¸ HYUNDAI ECO Ballast System HYUNDAI HI Ballast System
Technology 3.3 BWTS (Ballast Water Treatment System) ¸ HYUNDAI ECO Ballast System HYUNDAI HI Ballast System
Technology 3.3 BWTS (Ballast Water Treatment System) ¸ HYUNDAI ECO Ballast System HYUNDAI HI Ballast System

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3. Mechanical Technology 3.4 LNG as Fuel – HHI EMD ¸ HYUNDAI-MAN ME-GI Engine HIMSEN

3. Mechanical Technology

3.4 LNG as Fuel HHI EMD

¸ HYUNDAI-MAN ME-GI Engine

3.4 LNG as Fuel – HHI EMD ¸ HYUNDAI-MAN ME-GI Engine HIMSEN G35DF Dual Fuel Engine

HIMSEN G35DF Dual Fuel Engine

¸ HYUNDAI-MAN ME-GI Engine HIMSEN G35DF Dual Fuel Engine ÿ H35DF Diesel will be developed as

ÿ H35DF Diesel will be developed as Dual Fuel within 2011

ÿ High Efficiency & Low NOx at High MEP

within 2011 ÿ High Efficiency & Low NOx at High MEP 21 3. Mechanical Technology 3.4

21

within 2011 ÿ High Efficiency & Low NOx at High MEP 21 3. Mechanical Technology 3.4

3. Mechanical Technology

3.4 LNG as Fuel

¸ HHI LNG Fuel Supply System for ME-GI and DF Engine

Low NOx at High MEP 21 3. Mechanical Technology 3.4 LNG as Fuel ¸ HHI LNG
Low NOx at High MEP 21 3. Mechanical Technology 3.4 LNG as Fuel ¸ HHI LNG
3. Mechanical Technology 3.4 LNG as Fuel ¸ KOGAS and Korean Shipbuilders Cooperation on LNG

3. Mechanical Technology

3.4 LNG as Fuel

¸ KOGAS and Korean Shipbuilders Cooperation on LNG Bunkering Facility Development

Cooperation on LNG Bunkering Facility Development Distribution systems • Relative small distance between LNG

Distribution systems

Relative small distance between LNG terminals and Large ports

small distance between LNG terminals and Large ports LNG Terminal LNG Terminal Planned LNG Terminal KOGAS

LNG Terminal

LNG Terminal

Planned LNG Terminal KOGAS

Planned LNG

Terminal

Not KOGAS

Planned LNG Terminal KOGAS Planned LNG Terminal Not KOGAS LNG Terminal N o t K O

LNG Terminal

Not KOGAS

LNG Terminal

Not KOGAS LNG Terminal N o t K O G A S LNG Terminal 23 3.

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KOGAS LNG Terminal N o t K O G A S LNG Terminal 23 3. Mechanical

3. Mechanical Technology

3.4 LNG as Fuel

¸ HHI LNG Powered Tanker

IMO Type C LNG Fuel Tank
IMO Type C LNG Fuel Tank
as Fuel ¸ HHI LNG Powered Tanker IMO Type C LNG Fuel Tank Dual Fuel ME-GI

Dual Fuel ME-GI Engine

Tanker IMO Type C LNG Fuel Tank Dual Fuel ME-GI Engine   Items Unit Tanker  
 

Items

Unit

Tanker

 

MGO / LNG

(m3)

3,200 / 2,000

 

Type

-

7S60ME-C8.2-GI

Nominal

(kW x rpm)

16,660 x 105

M/E

MCR

(kW x rpm)

16,660 x 105

NCR

(kW x rpm)

14,994 x 101.4

Speed (d1, 15% S.M.)

(knots)

15.7

DFOC/End. (MGO) at NCR

(t/d) / (NM)

60.0 / 17,400

DFOC/End. (LNG) at NCR

(t/d) / (NM)

49.5 / 5,300

DFOC/End. (MGO) at NCR (t/d) / (NM) 60.0 / 17,400 DFOC/End. (LNG) at NCR (t/d) /

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3. Mechanical Technology 3.4 LNG as Fuel ¸ HHI LNG Powered Container Carrier Dual Fuel

3. Mechanical Technology

3.4 LNG as Fuel

¸ HHI LNG Powered Container Carrier

3.4 LNG as Fuel ¸ HHI LNG Powered Container Carrier Dual Fuel ME-GI Engine IMO Type
3.4 LNG as Fuel ¸ HHI LNG Powered Container Carrier Dual Fuel ME-GI Engine IMO Type

Dual Fuel ME-GI Engine

¸ HHI LNG Powered Container Carrier Dual Fuel ME-GI Engine IMO Type C LNG Fuel Tank

IMO Type C LNG Fuel Tank

Carrier Dual Fuel ME-GI Engine IMO Type C LNG Fuel Tank   Items Unit 13,200 TEU
Carrier Dual Fuel ME-GI Engine IMO Type C LNG Fuel Tank   Items Unit 13,200 TEU
 

Items

Unit

13,200 TEU

 

MGO / LNG

(m3)

6,500 / 2,000

 

Type

-

10S90ME-C9.2-GI

Nominal

(kW x rpm)

58,100 x 84

M/E

MCR

(kW x rpm)

44,780 x 76

NCR

(kW x rpm)

40,300 x 73.4

Speed (d1, 15% S.M.)

(knots)

22

DFOC/End. (MGO) at NCR

(t/d) / (NM)

155.1 / 20,300

DFOC/End. (LNG) at NCR

(t/d) / (NM)

128.0 / 3,050

DFOC/End. (LNG) at NCR (t/d) / (NM) 128.0 / 3,050 25 3. Mechanical Technology 3.4 LNG

25

DFOC/End. (LNG) at NCR (t/d) / (NM) 128.0 / 3,050 25 3. Mechanical Technology 3.4 LNG

3. Mechanical Technology

3.4 LNG as Fuel

¸ HYUNDAI-WARTSILA 70DF with Mechanical Drive

/ (NM) 128.0 / 3,050 25 3. Mechanical Technology 3.4 LNG as Fuel ¸ HYUNDAI-WARTSILA 70DF
/ (NM) 128.0 / 3,050 25 3. Mechanical Technology 3.4 LNG as Fuel ¸ HYUNDAI-WARTSILA 70DF
4. Electrical Technology 4.1 Electric Power ¸ DFDE (Dual Fuel Diesel Electric) Propulsion GGeneenerraattoorsrs

4. Electrical Technology

4.1 Electric Power

¸ DFDE (Dual Fuel Diesel Electric) Propulsion GGeneenerraattoorsrs EEngngiinesnes W 12V50DF ÿ Hyundai-Wartsila
¸
DFDE (Dual Fuel Diesel Electric) Propulsion
GGeneenerraattoorsrs
EEngngiinesnes
W
12V50DF
ÿ
Hyundai-Wartsila 50DF/70DF
EEl.l. MMoottoorsrs
SShahaftft lilinene
W
12V50DF
TTrransansf.f. && conconv.v.
W
12V50DF
W 6L50DF
RReduceductitionon geargear

¸ Cold Ironing or Alternate Marine Power System

geargear ¸ Cold Ironing or Alternate Marine Power System 27 4. Electrical Technology 4.2 Higher Efficiency

27

¸ Cold Ironing or Alternate Marine Power System 27 4. Electrical Technology 4.2 Higher Efficiency ¸

4. Electrical Technology

4.2 Higher Efficiency

¸ LED (Light Emitting Diode) Light

¸ High Efficiency Motor HHI EES

Diode) Light ¸ High Efficiency Motor – HHI EES ÿ Energy-efficient motors use less energy to

ÿ Energy-efficient motors use less energy to perform the same amount of work as standard motors. Key design improvements and more accurate manufacturing tolerances are largely responsible for the increase in performance of energy efficient motors.

¸ Frequency Controlled (Variable Speed) Motor/Pump HHI EES

ÿ Bow/Stern Thruster

ÿ Cooling Pump

ÿ Ventilation Fan

ÿ Deck Machinery

Speed) Motor/Pump – HHI EES ÿ Bow/Stern Thruster ÿ Cooling Pump ÿ Ventilation Fan ÿ Deck
5. IT Convergence Technology 5.1 Digital Shipyard (Increase Productivity through Factory WiBro Network) Transporter

5. IT Convergence Technology

5.1 Digital Shipyard (Increase Productivity through Factory WiBro Network)

Transporter Location&Sizing Netbook / Kiosk WiBro, Mobile WiMax Yard Area Network Hybrid WiBro F M
Transporter
Location&Sizing
Netbook / Kiosk
WiBro, Mobile WiMax
Yard Area Network
Hybrid WiBro
F M C
WiBro, Mobile WiMax Yard Area Network Hybrid WiBro F M C ERP , Groupware, GPS IP
WiBro, Mobile WiMax Yard Area Network Hybrid WiBro F M C ERP , Groupware, GPS IP

ERP , Groupware, GPS

Yard Area Network Hybrid WiBro F M C ERP , Groupware, GPS IP Exchanger PLC WiFi

IP Exchanger

PLC

WiFi

Zigbee

RFID

Mobile

Office

Wireless

Smart

IP Phone

Phone

I D Mobile Office Wireless Smart IP Phone Phone 29 5. IT Convergence Technology 5.2 Smart

29

D Mobile Office Wireless Smart IP Phone Phone 29 5. IT Convergence Technology 5.2 Smart Ship

5. IT Convergence Technology

5.2 Smart Ship (IT Intelligence for Remote Monitoring/Control Service)

SSHHOORREE ssiidede Owner Monitoring HHI RMS Remote Maintenance Maker A/S
SSHHOORREE ssiidede
Owner
Monitoring
HHI
RMS
Remote
Maintenance
Maker A/S

SSHHIIPP ssiidede

ISIG

FBB Ship Area Network
FBB
Ship Area Network
6. Introduction to HYUNDAI Green Ship 6.1 HYUNDAI Green Crude Oil Tanker / Bulk Carrier

6. Introduction to HYUNDAI Green Ship

6.1 HYUNDAI Green Crude Oil Tanker / Bulk Carrier

<EEOI Reduction>

Slow Steaming

: 45-50%

Weather Vaning

: 2-4%

Propeller/Hull Cleaning : 1-3% Optimum Trim : 1-2%

Route Optimization

: 1-2%

SCR(DeNox 95%) /

Scrubber(DeSOx:93%)

Waste Heat Recovery & Shaft Generator 4 to 5%

Electronic Engine with Tuning 3 to 4% Lightweight Ship / Min. Ballast 1%
Electronic Engine with
Tuning 3 to 4%
Lightweight Ship
/ Min. Ballast 1%
Additional Device 4 to 6% Hull & Propeller Interaction 3 to 4%
Additional
Device 4 to 6%
Hull & Propeller
Interaction 3 to 4%
Ballast Water Treatment Low Resistance Coating 3%
Ballast Water
Treatment
Low Resistance
Coating 3%
Optimum Hull Form 2 to 3%
Optimum
Hull Form
2 to 3%
Low Resistance Coating 3% Optimum Hull Form 2 to 3% Bottom Air Layer 10 to 15%
Bottom Air Layer 10 to 15%
Bottom Air Layer
10 to 15%

- LNG Burning, Fuel Cell (Reduce CO2 Emission : 20%)

Sewage Oily Bilge Treatment & Collecting Tank Garbage Treatment 31 6.2 HYUNDAI Green Container Carrier
Sewage Oily Bilge
Treatment & Collecting Tank
Garbage Treatment
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6.2 HYUNDAI Green Container Carrier
<EEOI Reduction>
Slow Steaming
: 45-50%
Weather Vaning
: 2-4%
SCR(DeNOx 95%)
Scrubber(DeSOx:93%)
Waste Heat Recovery &
Shaft Generator 9 to 10%
Propeller/Hull Cleaning : 1-3%
Optimum Trim : 1-2%
Route Optimization
: 1-2%
Electronic Engine with
Tuning 3 to 4%
Lightweight Ship /
Min. Ballast 1%
- LNG Burning, Fuel Cell (Reduce CO2 Emission 20%) Ballast Water Treatment Low Resistance Additional
- LNG Burning, Fuel Cell
(Reduce CO2 Emission 20%)
Ballast Water
Treatment
Low Resistance
Additional
Device 4 to 6%
Coating 3%
Sewage Oily Bilge
Treatment & Collecting Tank
Optimum
Hull Form
2 to 3%
CRP 8%
Hull & Propeller
Interaction 3 to 4%
Garbage Treatment
Bottom Air Layer
5 to 10%
Propeller Interaction 3 to 4% Garbage Treatment Bottom Air Layer 5 to 10% 6. Introduction to

6. Introduction to HYUNDAI Green Ship

Propeller Interaction 3 to 4% Garbage Treatment Bottom Air Layer 5 to 10% 6. Introduction to

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TTHHAANKNK YYOUOU 33

TTHHAANKNK YYOUOU

TTHHAANKNK YYOUOU 33

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