Introduction to HYUNDAI Green Ship Technology

NEWSFRONT Naftiliaki Shipbuilding Conference: Building for the Future

6th April, 2011 Athens, Greece

AGENDA
1. 2. 3. 4. 5. 6. International Rules and Regulations Naval Architecture Mechanical Technology Electrical Technology IT Convergence Technology Introduction to HYUNDAI Green Ship

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 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
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2. Naval Architecture
2.1 Hull Form Optimization Procedure

Speed-Power Prediction by Model Tests HHI HMRI MODEL BASIN

Hull Form Design HHI Database & HullFormDesign+ Hull Form Optimization Propulsion Efficiency

Performance Prediction by CFD HHI HiFlow FLUENT WAVIS

Optimization HHI HullFormOpt Propeller and Rudder Optimization

Optimum Bulbous Bow Optimum Trim

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

Hyundai Maritime Research Institute Towing Tank

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2. Naval Architecture
2.2 Hull Form Optimization for Slow Steaming and Operational Profile HMRI Lines Optimization for Slower Design Speed and Slow Steaming ECO Speed for Container : 21 ~ 23 knots from 25 ~ 26 knots ECO Speed for Tanker/Bulker : 14.5 ~ 15.5 knots from 15.5 ~ 16.5 knots When speed is reduced by 15~20%, FOC reduction will be up to 50%.

Optimization for Operational Profile (Slight Compromise with Calm Water Performance) Optimization for the Most Frequent Actual Operating Draughts Optimum Trim Tests for Operational Draughts Further Investigation on Rough Sea (Sea State 4~5) Performance
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2. Naval Architecture
2.3 Engine Selection Development of Main Engine Adequate for Slow Speed HHI EMD MAN Developing 84 RPM S80 Engine from 78 RPM HHI EMD WARTSILA Developing 88 RPM 82T Engine from 80 RPM
Items Speed (d1, 15% SM) Type Nominal M/E MCR NCR Prop. Dia. x No. SFOC at NCR DFOC at NCR (kW x rpm) (kW x rpm) (m) (g/kW) (t/d) 26,900 x 87 24,210 x 84 8.1 x 5 168.8 98.1 26,500 x 84 23,850 x 81.1 Max. 8.2 x 5 (160) (5.2%) 91.6 (6.6%) 46,300 x 90 41,670 x 86.9 9.1 x 5 168.5 168.5 44,780 x 76 40,300 x 73.4 Max. 9.9 x 5 160.4 (4.8%) 155.1 (8%) Unit (knots) (kW x rpm) 7RT-flex82C 31,640 x 102 4,500 TEU 22 7RT-flex82T 31,640 x (88) 9K98ME7 56,070 x 97 13,200 TEU 22 10S90ME-C9.2 58,100 x 84

2. Naval Architecture
2.3 Engine Selection FOC Reduction by Derating Larger Engine

Items Speed (d1, 15% SM) Type M/E Nominal MCR NCR Prop. Dia. x No. SFOC at NCR DFOC at NCR

Unit (knots) (kW x rpm) (kW x rpm) (kW x rpm) (m) (g/kW) (t/d)

13,200 TEU 22 8S90ME-C9.2 46,480 x 84 45,700 x 84 41,130 x 81.1 9.4 x 5 164.3 162.2 10S90ME-C9.2 58,100 x 84 44,780 x 76 40,300 x 73.4 Max. 9.9 x 5 160.4 (2.4%) 155.1 (4.4%)
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2. Naval Architecture
2.3 Engine Selection FOC Reduction by Derating Larger Engine & Slow Steaming Reduced Speed and Electronic Engine Applied on VLCC 7G80ME-C Slightly More Efficiency But It Requires Deeper Ballast Draft
Items Speed (d1, 15% SM) Type M/E Nominal MCR NCR Prop. Dia. x No. SFOC at NCR DFOC at NCR Unit (knots) (kW x rpm) (kW x rpm) (kW x rpm) (m) (g/kW) (t/d) 16.4 7RTA82T 31,640 x 80 31,640 x 80 28,476 x 77.2 9.9 x 4 168.8 115.4 7RT-flex82T 31,640 x 80 24,900 x 72 22,410 x 69.5 10 x 4 161 (4.6%) 86.6 (25%) VLCC 15.8 7G80ME-C9.2 31,150 x 68 24,500 x 67 22,050 x 64.7 10.4 x 4 158.8 (1.4%) 84.1 (2.9%)
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2. Naval Architecture
2.3 Engine Selection Low NCR Power (below 75% MCR Power) with Low Load Tuning
Items Type Nominal M/E MCR NCR Speed (d1,NCR/MCR) Tuning SFOC at NCR DFOC at NCR (kW x rpm) (kW x rpm) (knots) (Load) (g/kW) (t/d) 44,780 x 76 40,300 x 73.4 22 / 22.6 High (STD) 160.4 155.1 57,700 x 83.5 40,390 x 74.1 (70% MCR) 22 / 24.2 High (STD) 163.0 158.0 Low (EGB) 160.2 155.3 Unit (kW x rpm) 13,200 TEU 10S90ME-C9.2 58,100 x 84

2. Naval Architecture
2.4 Energy Saving Devices and Appendages
HHI (X-Twisted) Full Spade Rudder HMRI Enhanced Cavitation Performance Increased Propulsion Efficiency by 1~2% HHI Vs Propeller HHI HMRI 2% Increase in Propeller Efficiency Enhanced Cavitation Performance

CRP (Contra Rotating Propeller) HHI & Ja-Ke 8~10% increase in propeller efficiency HHI BAL (Bottom Air Layer) System HHI HMRI 5~10% Resistance Reduction

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2. Naval Architecture
2.4 Energy Saving Devices and Appendages Joint Development on Appendages HHI & MARIN

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2. Naval Architecture
2.5 Hydrodynamic Structural Optimization and Lightweight Reduction Dynamic Loading Approach for Slamming, Whipping and Greenwater Numerical Analysis

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

EU FP7 Project Tools for Ultra Large Container Ships JIP BV, MARIN, CMACGM, WIKKI,
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2. Naval Architecture
2.5 Hydrodynamic Structural Optimization and Lightweight Reduction Higher Tensile Steel and Structural Optimization

-500 ton

-1,000 ton

Narrower Spacing for Frame and Longitudinal Dividing Plates for Thickness Variations
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3. Mechanical Technology
3.1 Energy Saving Technology FOC Reduction by Tuning Engine
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.

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

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.

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

(g/kW)

(g/kW)

158.6

(g/kW)

163.0

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3. Mechanical Technology
3.1 Energy Saving Technology Turbo Charger Variations HHI EMD
Turbo Charger Cut Off, Dual MCR

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

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

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3. Mechanical Technology
3.2 Emission Control Technology HHI EMD
EGR (Exhaust Gas Recirculation) ChAM (Charge Air Moisturization), DWI (Direct Water Injection)

WIF (Water In Fuel)

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3. Mechanical Technology
3.2 Emission Control Technology HHI EMD
Scrubber for SOx and PM SCR (Selective Catalytic Reduction) for NOx
Wartsila 6RTA52U / SCR integrated with T/C system

Urea Injection Mixing Chamber HHI NoNOx System

SCR Reactor

Diesel Engine
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3. Mechanical 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 G35DF Dual Fuel Engine

H35DF Diesel will be developed as Dual Fuel within 2011

High Efficiency & Low NOx at High MEP

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3. Mechanical Technology
3.4 LNG as Fuel HHI LNG Fuel Supply System for ME-GI and DF Engine

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3. Mechanical Technology
3.4 LNG as Fuel KOGAS and Korean Shipbuilders Cooperation on LNG Bunkering Facility Development Distribution systems
LNG Terminal Relative small distance between LNG terminals and Large ports

LNG Terminal Planned LNG Terminal KOGAS Planned LNG Terminal Not KOGAS LNG Terminal Not KOGAS

LNG Terminal
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3. Mechanical Technology
3.4 LNG as Fuel HHI LNG Powered Tanker IMO Type C LNG Fuel Tank

Dual Fuel ME-GI Engine

Items MGO / LNG Type M/E Nominal MCR NCR Speed (d1, 15% S.M.) DFOC/End. (MGO) at NCR DFOC/End. (LNG) at NCR

Unit (m3) (kW x rpm) (kW x rpm) (kW x rpm) (knots) (t/d) / (NM) (t/d) / (NM)

Tanker 3,200 / 2,000 7S60ME-C8.2-GI 16,660 x 105 16,660 x 105 14,994 x 101.4 15.7 60.0 / 17,400 49.5 / 5,300
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3. Mechanical Technology
3.4 LNG as Fuel HHI LNG Powered Container Carrier

Dual Fuel ME-GI Engine

IMO Type C LNG Fuel Tank

Items MGO / LNG Type M/E Nominal MCR NCR Speed (d1, 15% S.M.) DFOC/End. (MGO) at NCR DFOC/End. (LNG) at NCR Unit (m3) (kW x rpm) (kW x rpm) (kW x rpm) (knots) (t/d) / (NM) (t/d) / (NM) 13,200 TEU 6,500 / 2,000 10S90ME-C9.2-GI 58,100 x 84 44,780 x 76 40,300 x 73.4 22 155.1 / 20,300 128.0 / 3,050
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3. Mechanical Technology
3.4 LNG as Fuel HYUNDAI-WARTSILA 70DF with Mechanical Drive

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4. Electrical Technology
4.1 Electric Power DFDE (Dual Fuel Diesel Electric) Propulsion Hyundai-Wartsila 50DF/70DF
Shaft line El. Motors
W 12V50DF

Generators

Engines
W 12V50DF

Transf. & conv.

W 12V50DF

W 6L50DF

Reduction gear

Cold Ironing or Alternate Marine Power System

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4. Electrical Technology
4.2 Higher Efficiency LED (Light Emitting Diode) Light High Efficiency Motor HHI EES 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 Bow/Stern Thruster Cooling Pump Ventilation Fan Deck Machinery
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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 FMC

ERP , Groupware, GPS

IP Exchanger Mobile Wireless Office IP Phone Smart Phone

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PLC

WiFi

Zigbee

RFID

5. IT Convergence Technology
5.2 Smart Ship (IT Intelligence for Remote Monitoring/Control Service)

SHIP side
ISIG FBB

SHORE side

Owner Monitoring

Ship Area Network

RMS

HHI

Remote Maintenance

Maker A/S

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6. Introduction to HYUNDAI Green Ship

6.1 HYUNDAI Green Crude Oil Tanker / Bulk Carrier
SCR(DeNox 95%) / Scrubber(DeSOx:93%) <EEOI Reduction> Slow Steaming : 45-50% Weather Vaning : 2-4% Propeller/Hull Cleaning : 1-3% Optimum Trim : 1-2% Route Optimization : 1-2% Lightweight Ship / Min. Ballast 1%

Waste Heat Recovery & Shaft Generator 4 to 5% Electronic Engine with Tuning 3 to 4%

- LNG Burning, Fuel Cell (Reduce CO2 Emission : 20%) Additional Device 4 to 6% Hull & Propeller Interaction 3 to 4% Bottom Air Layer 10 to 15% Sewage Oily Bilge Treatment & Collecting Tank Garbage Treatment
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Ballast Water Treatment Low Resistance Coating 3%

Optimum Hull Form 2 to 3%

6. Introduction to HYUNDAI Green Ship

6.2 HYUNDAI Green Container Carrier
SCR(DeNOx 95%) Scrubber(DeSOx:93%) <EEOI Reduction> Slow Steaming : 45-50% Weather Vaning : 2-4% Propeller/Hull Cleaning : 1-3% Optimum Trim : 1-2% Route Optimization : 1-2% Lightweight Ship / Min. Ballast 1%

Waste Heat Recovery & Shaft Generator 9 to 10% Electronic Engine with Tuning 3 to 4%

- LNG Burning, Fuel Cell (Reduce CO2 Emission 20%) Additional Device 4 to 6% CRP 8% Hull & Propeller Interaction 3 to 4%

Ballast Water Treatment

Low Resistance Coating 3% Bottom Air Layer 5 to 10%

Sewage Oily Bilge Treatment & Collecting Tank Garbage Treatment

Optimum Hull Form 2 to 3%

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THANK YOU
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