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Department of
Maritime Technology
Faculty of Maritime Studies
and Marine Science
O.O.Sulaiman, PhD, CEng,CMarEng
Risk based Multi-hybrid alternative
Energy for Marine System
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Risk based Multi-hybrid alternativeenergy for Marine System
University Malaysia Terengganu
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Outline
Introduction
Energy Environment and Sustainable Development
Energy supply and demand Hybrid System
Reliability and Decision Support Framework
Conclusion and Recommendation
References
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"It does not matter where on Earth you live,everyone is utterly dependent on the
existence of that lovely, living saltwatersoup. Theres plenty of water in the
universe without life, but nowhere is therelife without water. The living ocean drivesplanetary chemistry, governs climate and
weather, and otherwise provides thecornerstone of the life-support system forall creatures on our planet, from deep-sea
starfish to desert sagebrush. Thats why theocean matters. If the sea is sick, well feel
it. If it dies, we die. Our future and the stateof the oceans are one."
Sea Change A Message of the Oceans
Sylvia Earle, 1995.
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Introduction
Man, Environment and Technology Man
Biosphere- Water, Air and Soil
The techno sphere Marinesystem, the ship, the port,offshore structure, underwater
vehicles, surface effect vessel
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Introduction Increasing/unstable oil price leads to the need of alternative
energy to supply power to vessel in order to reduce oil usage.
Impacts of diesel exhaust to the environment.
Diesel exhaust contains much less unburned or partially burnedhydrocarbons and carbon monoxide.
The sun represent all source of energy
Hydrogen is the most abundant elements on the planet There is potential for use of solar and hydrogen gas as a fuel
source for marine system, and supporting power supply inreducing fuel consumption and diesel exhaust.
This present discuss the technical, risk and economical aspect
of hybrid of solar and hydrogen engine that meet sustainabledevelopment for maritime application
Marine application include systems:
Marine vehicles for marine transportation ( sea or river): boat,tanker vessel, container ship, offshore supply vessel, bulk carrier
and ROV, USV.
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Problems Statement
1. Increasing of market price for petroleum
Increasing environmental impact from conventional engine of boat
Shortage of petroleum sources
Most marine system use diesel fuel for power
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Issues Combustion in energy conservation and pollution control Emission from combustion impacts and chemical smog Fossil fuel scarcity and oil dependent world
Aggressive quest for alternative energy International and local legislation build-up Revolution work to reduce emission of existing and new
engine Challenge of matching energy efficiency at low pollution Control of emission is linked to traditional factors of
reliability, fuel economy, per shaft power, capital costand maintenance
Emission is inherent consequence of powered shipping- Fuel oil burning as main source- Continuous combustion machineries- boilers, gas turbines
and incinerators etc.. Worldwide focus of fuel-> Exhaust gas emission law by
IMO and introduction of local rules Emission limits driving adaptation to developnew
technology Focus is more on, NOx and SOx HC, Cox and PM Consideration involve not only fuel use and design but
also operational issue
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Main Threat Freshwater supply and quality both
surface and groundwater
Risk and threats to human health
due to collapse of ecosystemhealth
Pollution of the lower atmospheredue to combustion of fossil fuelsand biomass burning
Land/marine interaction (e.g.,eutrophication)
Environmental flashpoints/security
Nuclear waste issues
Long-term and inter-annual climatechange
Habitat loss and forestfragmentation
Endangered species and link withfood security and economic impacts
Sanitation and waste due tourbanization
Chemical and toxic substances
Critical environmental zones
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Impact CategoriesGeneral Impacts The alteration and destruction of habitats and ecosystemsThe effects of sewage on human health Widespread and increasing Eutrophication The decline of living resources Sediments The impacts of Climate Change \ Rising seaHigh ProbabilityHigh-Impact Events: Landbased resources degradation Marine Resource degradation Damages due to disasters Environmental damages:Low probability and slow impact events: Global climate change Stratospheric ozone depletion Persistent organic pollutants
Stratospheric ozone depletion:
- Loss of biodiversity- Freshwater degradation
- Desertification and land degradation
- Deforestation and the unsustainable use of forests
- Marine environment and resource degradation
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Threat
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Threat
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Threat
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Pollution from Ships
Release:
Water pollution Air emission Persistent organism
Accidental - Grounding ,Stranding, Loss of oil, Hazardouscargo, Noxious liquid, collision with marine mammals
Operation - Oil spill, Cargo and Bunker fuel, Emission (SOx, NOx, CFC & VOC) Antifouling toxins ,Ballast waterdischarges, Noise, Waste disposal at sea, Dredging@dispersal of soil
-Intentional-Unintentional
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Global Warming Potentials by Emission Sources
0
2000
4000
6000
8000
10000
12000
GWP (100 Year ITH)
Cox
NOx
CHX
HFC-134a
HFC-227ea
HFC-c-23a
CF
Flow process of typical exhaust gascomposition
Choice of prime mover for marine system
Internal Combustion and Diesel Engines:
Steam TurbinesStirling Engines
Gas Turbines
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Emission Reduction Potentials
Recent studies revealed that exhaust emission from ship isresponsible for :
- 14% of the worldwide NOx emission
- 8% of world SOx
Emissions from ocean-going are forecast to increase
- 9% to 13% by 2010- 20% to 29% by 2020
Bulk carrier, container and tanker vessels are the three largestcontributors.
Low exhaust emission diesel engine could achieves a 25% reduction
in air emissions The IMO, NOx emission limit will reduce the average NOx
emission factors for ocean-going vessels by:
- 4.1% for main engines
- 8.3% for auxiliary engines
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Regulation Build-up
UN Agencies
Local agencies
(Oil Spills Protocol) - Protocol Concerning Specially ProtectedAreas and Wildlife (SPAW Protocol)Protocol Concerning Pollution from Land-based Sources andActivities (LBS Protocol)
Agenda 21
UN Agencies Regulation Cluster
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IMO Get Serious New Strategies To address greenhouse gas emissions from ships- Adoption of control and prevention measures
in 2003;
To address problems associated with the transfer of harmful aquatic organisms in ships' ballastwater adoption of final text of IMO Diplomatic Conference in 2004;
To support the International Convention on the Control of Harmful Anti-fouling Systems in Ships2001; and
To address the ongoing implementation of the International Convention on Oil PollutionPreparedness, Response and Co-operation 1990.
LEGAL INSTRUMENTS AND REGULATION CLUSTER-IMO
International convention for the prevention of pollution from ships (MARPOL) 1973
It covers accidental and operational oil pollution as well as pollution by chemicals,goods in packaged form, sewage, garbage and air pollution
It was modified by the protocol on of 1978 relating to (MARPOL 73/78)
MARPOL Annex VI Convention - 1997 Technical code for prevention of air emissions from ships Diesel engine test Survey
Certification of compliance (IAPPC) NOx compliance limit -30% reduction Review of 5 years interval Restriction on use of fluorocarbons on board Carbon dioxide emission from ship Fuel quality SOx Emission Control Areas (SECA)
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UN Agencies Get Serious
Galvanize the scientific community
- set up panel's)/collaborating scientists
- use existing scientific bodies and research centers
- use global observing systems
Tap on informal sources of information related toearly warning
Dealing with problem of sharing sensitive dataamong countries
Human capacity Rapid spread of Internet as a tool for information
compilation, discussion, and dissemination
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International Maritime Organisation (IMO)New annex to MARPOL cover: Control and management ofBallast water to
minimize transfer of harmful foreign species Global prohibition ofTBT in antifouling Coating -
phase out scheduled for 2008 Internationalconvention on oil pollution, Response and
cooperation (OPRC) - 1990 Policy to combating major incidents or threats ,
control to prevent, mitigates or eliminates dangerof marine pollution through port to its coastlinefrom a maritime casualty
Annex protocol under this convention (HNSProtocol) covers marine pollution by hazardous andnoxious substances
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IMO NOx Compliance
SOX Emission Control Areas(SECA) Annex VI to MARPOL73/78 limits the sulphurcontent of marine fuel oil to1.5% per mass and will applyin designated SECAs.
NOx depends on : Fuel efficiency,
Large bore, Low speedFuel grade - ISO 8217- DM gradeEmission test - ISO 8178One common limits for all engine- International harmonization ofregulation and equipmentstandards
New method is being sought tomitigate NOx
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Reduction method for existing ships
COx contents for different plants and fuel
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COx contents for different plants and fuel
Emission of particulates as afunction of fuel sulphur contentA large part of the differencebetween HFO and DO is relatedto the sulphur, which together
with water forms particulates
0
1
2
3
4
5
6
GTE DFD SSD
NOx
SOx
CO
CO2/100
Emission release from prime movers
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Mitigation Shipboard and waste emission outline Treatment and
Elimination - Pollution Prevention (P2) or Pollution
Control-this is backbone of the thrust in achieving cleanship.
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Energy Source and Fuel Quality
The quests for an efficient fuel friendly to theenvironment have been recognized in maritimeindustry for a long time in maritime industry.
Improvements of gasoline and diesel by chemicalreformulation that can lead to decrease in ozone-
forming pollutants and carbon monoxide emissionshave been employed.
Inconvenience posed by these reformulationchemicals are performance problems; cold-startability, smooth operation and avoidance of vapor
lock are disadvantages of using reformulated fuels. Global trend in de-Carbonization of the energy
system follow the following path: COAL > OIL>NATURAL GAS > HYDROGEN
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Impact of Using New Fuel
That technology will transfer sympathetically tothe marine industry via availability of engines,systems and technical assistance.
Marine craft operation in inland water operationrequires fuel supplied in bulk rendering the NG
distribution viable. The use of an alternative fuel for vessel
propulsion will leads to a design review of Powerplant, associated fuel system and propulsiontrain;
Effectively reshaping areas such as MachineryArrangement, Hull Form, Compartment, CargoDeck, Payloads, Superstructure, Interior Layouts,Escape & Safety, Route Options, etc.
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Environmental Technology For Emission Reduction
Alternative energy
Alternative fuel and dual fuel engines
Infusion of water mist with fuel and subsequent
gas scrubbing units for slow speed engines Additional firing chamber
Potential for gas turbine complex cycle
Potential for turbocharger diesel engine
Compound cycle with : gasified fuel, externalcompressor, combustion with pure oxygen
Exhaust after treatment for medium speedengines
P i M d D i
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Prime Movers and Drives
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Hybrid System
Major equipment and hardware for the hybridconfiguration are: Semiconductor solar with high efficient storage
capability Hybrid back- up power design based on integrative
capability to other alternative power source like wind andhydrogen
Controller design for power synchronization
Inverter and other power conversion units selecton basedon power needs
Solar collector or receiver with high efficiency collectioncapacity Software development and simulation
Compatibility with conventional power system
Robust and light weight storage system
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Typical Solar - Fuel Cell Hybrid
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Typical Solar/ Fuel Cell Connection
Ph i l d l f h b id t d i t ti i UMT
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Physical model of hybrid system under experimentation in UMT
Collector module need to face south for case of
photovoltaic, this depends on modular or central
units modularModule storage unit need maintenance
The system need power inverter if the load requires
AC current
Highlight of relevant procedural differences needed
Requirements of benefits and issues of using new
procedures, and incorporating that into the total cost
Procedure to build on, hybrid system and
integration system and analyzed
System successful compliance with all regulations
Efficiency penalty caused by extra power control
equipment
4PT
T
Sola collector can be plate or dish type. Stefan` law relatesthe radiated power to temperature and types of surface
The maximum intensity point of the spectrumof emitted radiation is given by:max2898
( )T K max
2898
( )T K max
2898
( )T K max
2898( )T K
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The case of Natural Gas Power in Malaysia Malaysia has taken aggressive step in recent year to face challenges of the
world of tomorrow, and this includes research activities and strategicpartnership.
One example is partnership with the Japanese Government forconstruction on sustainable energy power station in the Port Klang powerstation, Pasir Gudang power station, Terengganu Hydro-electric powerstation and Batang Hydro-electric power station which are main supply tomajor Malaysian port.
Where power station are upgraded the power station by demolishing the
existing aging, inefficient and high emission conventional natural gas/oil-firedplant (360MW) and installing new 750MW high efficiency and environmentfriendly combined cycle gas fired power plant built at amount of JPY 102.9billion.
The total capacity of power generation of 1,500MW is equal to 14% oftotal capacity of Tenaga National (TNB) in peninsula Malaysia of 10,835MW
and indeed this power station is one of the best thermal power stationswith highest generation efficiency in Malaysia of more than 55%.
The rehabilitation, the emissions of Nitride oxide (NOx) is reduced by60%, Sulfur dioxide (SO2) per unit is reduced by almost 100% and Carbondioxide (CO2) emission is reduced by 30%. Port operation energydemands are for transportation, hot
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Combine Cycle Engine
O ti f LNG P l i S t
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Option for LNG Propulsion System
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PRINCIPLE PARTICULAR SHIP
SYSTEM
LOA 45.500m (149.28ft)
LBP 41.801m (137.14ft)
Breadth Moulded 10.900m (35.76ft)Depth Moulded 3.200m (10.50ft)
Design draft 2.500m (8.20ft)
Scantling Draft 2.500m (8.20ft)
Design Speed 11 KNOTS
Complement 20 MEN
Main Engine CUMMINS KTA19-M3
640HP@1800RPM x 2 UNITS
Gear Box WAF 364 L RATIO 4.481 : 1
Generator 80KW x 2 UNITS
Port of Registry KUCHING
Flag MALAYSIA
Navigation Area UNRESTRICTED
F.O Capacity 72 TONNES
Long Range F.OTK Capacity 226TONNES
F.W Capacity 80 TONNES
F.W Cargo TK Capacity 367 TONNES
B.W. Capacity 95 TONNES
DC Supply (24V DC)for electronicequipments such as :Radionavigation aidsalarms,
emergency lights,radio navigational aids,navigational lights andother emergency lighting oads onboard the vessel.
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Graphs of sea surface temperature in
Malaysia in 2008
26.20
26.40
26.60
26.80
27.00
27.20
27.40
0 2 4 6 8 10 12 14
Sea Surface Temperature
Graph of sea surface temperature in
Malaysia in 2009
Solar Energy Solar Radiation
Malaysia is a country which lies entirely in the equatorial region and experience asubstantial amount of solar radiation throughout the year.The amount of solar radiation throughout the year of 2008 and 2009 taken fromMeteorology Department are shown below.
S l P d B tt E ti ti
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Solar Power and Battery Estimation Power Requirement
Total power requirement for 24V DC is calculated to for the solar panels systemsupply -> Total = 2015 watts
Solar Panel Requirements Solar panels will be used to supply power of 24 volts DC from 2 banks of 24 volts 200
ampere hour batteries. A diesel generator is assumed to deliver the balance of system needs. The generator will generate 1kWh for every 0.3 liters of fuel. As natural losses are also taken into consideration, the result must be multiplied by 1.2,
assuming 80% of efficiency
The power requirement is determined to be 2015 watts x 24 hours = 48.4kWh/day.
This load is multiplied by 1.2, ->48.4kWh x 1.2 = 58.1kWh per day.
It is assumed that the solar panels received 8 hours of solar radiation. So the power willbe divided by 8 hours is 58.1/8 = 7.26kW.
As 230 watts 20 volts solar panels are used;
Power required / power supported by solar panel = amount of solar panels 7260 / 230 = 31.5 ~ 32 solar panels. Battery Storage Requirement
Total load / System nominal voltage = 58.1 kWh / 24 V = 2420 Ah
The amount of batteries required if 24 V 200 Ah batteries are used, the battery
storage requirement is divided by 200, where; 2420 Ah / 200 Ah = 12.1 ~ 13
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Power and Fuel Savings It is known that the north-east monsoon season is between the months of
November to March. So for 5 months, the generator must produce 4/8 to
7/8 of the system needs. During the 7 months of dry season, the generator is estimated to only
produce 1/8 to 4/8 of the system needs.
Without the PV system, the generator would have to provide 58.1 kWhper day for the whole 365 days in a year.
So if 58.1 multiplied by 365 days would results in 21206.5 kWh of annual
generator output. For the maximum use of PV system during dry season, the PV system
saves; 21206.5 kWh 9233.0 kWh = 11973.5 of generation by generator.
It is estimated that 1 kWh uses 0.3 liters of fuel.
For 9233.0 kWh generator output, the generator is using 2769.9 liters offuel per year. If the vessel is using the generator for the whole powersupply, Total generator output x total days in a year = total power per year.
To determine the total fuel saved; (Total fuel used by generator alone) (Total fuel used by generator with
support of solar PV system)= total fuel saved
Power and Fuel savings
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Power and Fuel savings The balance of the system needs would be provided by
diesel generator. The total power supplied by generatorwithout support from solar PV system is obtained by using
the formula shown below; Total generator output x total days in a year = total power per
year
The power supplied by generator with support of solarfor both seasons are calculated to the power saved by
using solar is obtained. The power and fuel saved is then changed into monetary
values and percentages.
Overall percentage fuel consumption by both main
engine and generator, is 0.66%. Even though the percentage of saved fuel is small, fora long term consideration, it would really help insaving the environment due to the saved fuel aslesser fuel used would reduce the exhaust.
7 months of dry season(A il O b ) 5 months of wet season
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(April October)
Hours Power produced by
generator
Power
requirement
for 7 months
1/8 1/8 x 58.1 = 7.3
kWh
7.3 kWh x
214days =
1562.2 kWh
2/8 2/8 x 58.1 = 14.5
kWh
14.5 kWh x
214days =
3101.0 kWh
3/8 3/8 x 58.1 = 21.8
kWh
21.8 kWh x
214days =
4665.2 kWh
4/8 4/8 x 58.1 = 29.05
kWh
29.5 kWh x
214days =
6216.7 kWh
Hours Power
produced by
generator
Power
requirement for
5 months
4/8 4/8 x 58.1 =
29.1 kWh
29.1 kWh x 151
days = 4394.1
kWh
5/8 5/8 x 58.1 =
36.3 kWh
36.3 kWh x 151
days = 5481.3
kWh
6/8 6/8 x 58.1 =
43.6 kWh
43.6 kWh x 151
days = 6583.6
kWh
7/8 7/8 x 58.1 =
50.8 kWh
50.8 kWh x 151
days = 7670.8
kWh
5 months of wet season(November March)
Money saved, assuming liter of diesel today
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Total Annual Generator Output
Wet season Dry season Total Annual
Generator
Output
4/8 = 4394.1
kWh
4/8 = 6216.7
kWh
10610.8 kWh
5/8 = 5481.3
kWh
3/8 = 4665.2
kWh
10146.5 kWh
6/8 = 6583.6kWh
2/8 = 3101.0kWh
9684.6 kWh
7/8 = 7670.8
kWh
1/8 = 1562.2
kWh
9233.0 kWh
Generation by
generator
Total
Annual
Genera
tor
Output
Energy
saved
by
using
solar
panels
Fuel
saved
(liters)
Money
saved
(RM)Wet
season
(5
months)
Dry
season
(7
months)
4/8=
4394.1
kWh
4/8 =
6216.7
kWh
10610.8
kWh
10595.7
kWh
3178.7 3178.7
x 2.0 =
6356.2
5/8 =
5481.3
kWh
3/8 =
4665.2
kWh
10146.5
kWh
11060.0
kWh
3318.0 3318.0
x 2.0 =
6636.0
6/8 =
6583.6
kWh
2/8 =
3101.0
kWh
9684.6
kWh
11521.9
kWh
3456.6 3456.6
x 2.0 =
6913.2
7/8 =7670.8
1/8 =1562.2
9233.0kWh
11973.5kWh
3592.1 3592.1x 2.0 =
Money saved, assuming liter of diesel todaycost RM2.00;
cost RM2.00;
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Overall Savings Percentages
Generation by generator Total
Annual
Generator
Output
Energy
saved by
using solar
panels
Fuel saved
(liters)
Savings
percentageWet season
(5 months)
Dry season
(7 months)
4/8= 4394.1
kWh
4/8 = 6216.7
kWh
10610.8
kWh
10595.7
kWh
3178.7 50%
5/8 = 5481.3
kWh
3/8 = 4665.2
kWh
10146.5
kWh
11060.0
kWh
3318.0 52%
6/8 = 6583.6
kWh
2/8 = 3101.0
kWh
9684.6 kWh 11521.9
kWh
3456.6 54.3%
7/8 = 7670.8
kWh
1/8 = 1562.2
kWh
9233.0 kWh 11973.5
kWh
3592.1 56.5%
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Overall Cost EstimationCost Properties With Solar Without Solar
Investment Cost i) Boat -RM8000000.00 -RM8000000.00
ii) Total investment
on Solar
-RM97280.30 non
Maintenance Cost
(With 1.5%
increment)
i) Machinery and
Hull
-RM96000.00 -RM96000.00
ii) PV system (solar) -RM3119.80 Non
Operation Cost Fuel Oil -RM1200000 (minus
fuel saved by using
solar)
-RM1200000.00
Salvage Value
(After 20 years with
5% of depreciation)
+RM2364293.63 +RM2335911.98
Income +RM2555000.00 +RM2555000.00
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Cash flow for vessel with solar PV systemCash Flow Diagram for vessel without solar.
The positive direction shows that the profit (debit) and negative direction shows thatexpenditure (credit).
Annual Average Cost (AAC)
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Annual Average Cost (AAC) Annual Average Cost (AAC) between the original vessel and the solar
assisted vessel is analyzed.
Without solar PV system; AAC (NPV) = 1139930.9
With solar PV system;
AAC (NPV) = 1134128.5
From the results, both of the vessels are found profitable due to the
positive values. The ACC for vessel with solar PV system is found to be lower than the
ACC for the original vessel. The result shows that using solar PV system onthe vessel is more economical rather than to use diesel generator alone.
Return investment is carried out to determine the numbers of years that
the investment will be recovered. The capital investment recovery can bedetermined as shown;
Investment cost for boat with solar PV system = RM97280.30
Cost saved = RM7184.20
Investment recovered =RM97280.30/RM7194.20
= 13.5years
H d / F l C ll E
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Hydrogen / Fuel Cell Energy Operation of hydrogen power
Capacity and efficiency - weight to power ratio
Advantages and disadvantage of hydrogen engine Comparison between hydrogen engine and conventional
engine of boat
Operation and maintenance cost
Name : Nemo H2
Type : Hydrogen Powered Canal Boat
Manufacturer : Lovers Boat Company atAmsterdam
Operation : Completing 100 trips
without refueling but it ismust be connected withhydrogen dispensing station
Cost : 3 millions euro
H d / F l C ll E
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Types Electrolyte Operating
temperature
Alkaline Potassium
hydroxide
50-200
Polymer Polymer
membrane
50-100
Direct
methanol
Polymer
membrane
50-200
Phosphoric
acid
Phosphoric
acid
160-210
Moltencarbonate Lithium andpotassium
carbonate
600-800
Solid oxide Ceramic
compose of
calcium
500-1000
Hydrogen is the simplest element.An atom of hydrogen consists onlyone proton and one electron
Potential fuel of vehicle engine inthe future. It is considered a near
perfect energy storage medium, asit can be created from fossil ornon-fossil sources
It does not emit carbon monoxidebut only produce pure water as
exhaust. Hydrogen Gas Production
There are many method toproduce hydrogen gas such as
steam reforming, coal gasification,and electrolysis process
Table 2: Type of electrolyte fuel cell
Hydrogen / Fuel Cell Energy
Hydrogen Power
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i. Steam Reforming
These are produced from methane, CH4 which is the mainconstituent of natural gas. A mixture of methane and watervapour at elevated temperature under strong endothermic
reaction,CH4 + H20 CO + 3H2 - H
0
Enthalpy change,H0 = 253.3 kJ mol-1 at ambient pressure
(0.1 MPa)
ii. Coal Gasification
It only makes sense as a centralized production option, dueto economies of scale.
The resulting products are in energy terms which are 48%hydrogen, 40% carbon and 10% water vapour.
iii. Electrolysis Process
Electrolysis is a commercially viable technology forproducing hydrogen.
It is a viable option for decentralized production.
The main cost associated with this option is the electricity
y g
2H2->4e- +4H+
4h+ +4e- +O2->2H20
2H2+02 -> 2H20 +Heat
Combustive characteristics of
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hydrogen engine
Wide range of flammability
Low ignition energy
Small quenching distance
High auto ignitiontemperature
High diffusivity
Very low density
Efficiency calculation
can be done through the
following formula:
G= H*T *Si
(5)
Where:
Ec=EMF, G =Gibbs function
nF=Number of Faraday
transfer in the reaction,
H= Enthalpy,T=Absolute temperature,
S=Entropy change
i=Ideal efficiency
C
nF
GE g
Fuel delivery system Central Injection or Carburetted
Systems Port Injection Systems
Direct Injection Systems
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v. Emission
The combustion of hydrogen with oxygen produces water as its only product:
2H2+ O2 = 2H2O
The combustion of hydrogen with air however can also produce oxides ofnitrogen (NOx):
H2+ O2 + N2 = H2O + N2 + NOx
The oxides of nitrogen are created due to the high temperatures generatedwithin the combustion chamber during combustion process
The amount of NOx is formed depends on:
a) Air/fuel ratiob) Engine compression ratio
c) Engine speed
d) Ignition timing
Power output
The theoretical maximum power output from a hydrogen engine depends on the
air/fuel ratio and fuel injection method used. Air/fuel ratio for hydrogen is 34:1. At this air/fuel ratio, hydrogen will displace 29% of
the combustion chamber and leaving only 71% for the air.
Typically hydrogen engines are designed to use about twice as much air astheoretically required for complete combustion.
At this air/fuel ratio, the formation of NOx is reduced to near zero.
Reliability and Decision Support Framework
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y pp
Since options are many and money will beinvolve, it is better to use IMO FSA
HAZOP method for various decision onalternatives.
RISK = Hazard (Toxicity) x Exposure (an
estimate on probability that certaintoxicity
will be realized)
For example:
Use of X rays has a high AQ (Highbenefit, low risk)
Use of Thalidomide has a small AQ(Small benefit, high risk)
Nuclear war has a very small AQ(No benefit, very high risk)
Qualitative analysis: FMEA, what if , PrHA
Quantitative analysis: Frequency and
consequence, cost benefit andsustainability
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Reliability and Decision Support Framework
Goal Based
System assessment
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Reliability and Decision Support Framework
Scena
rio
Probabi
lity
Conse
quence
Cumulative
Probability
S1 P1 C1 P1=P1+P2
S2 P2 C2 P2=P3+P2
Si Pi Ci Pi=Pi+3+Pi
Sn+1 Pn+1 Cn+1 Pn-1=Pn+Pn+1Sn Pn Cn Pn=Pn
Table 5: components of risk and reliability analysis
n=N
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Risk Management and CBA
Risk management is the evaluation ofalternative risk reduction measures
and the implementation of thosethat appear cost effective
It must be remember that :
Zero discharge = zero risk, but thechallenge is to bring the risk toacceptable level and at the sametime, derive the max. benefit
Cost Benefit Analysis Cost BenefitAnalysis:Maximizing both economic Maximizingboth economicreturn and environmental return andenvironmentalprotection
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Sustainability and maritime
MARITIME INDUSTRY IN NEW WORLDCHARACTERIZED BY SUSTAINABILITY
CAPACITY BUILDING , EFFICIENCYOPTIMIZATION OF DEVELOPMENT ,
PRACTICE AND OPERATIONS THAT MEETSTHE NEEDS OF THE PRESENT GENERATION
WITHOUT COMPROMISSING THE ABILITY OFFUTURE GENERATION TO MEET THEIR NEED
Advantages of Maintaining Quality
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Advantages of Maintaining Quality
Good environmental quality is essential for sustaining coastal andmarine ecosystems
The health of coastal and marine ecosystems is affected by water Compliance with all applicable environmental laws and regulations; No significant adverse environmental impacts; Wastes treated or destroyed on board to the extentpracticable; No inappropriate dependence on shore facilities forwaste off-load and disposal; Minimal energy consumption; Minimal logistical costs for waste management; and Minimal use of hazardous materials.
**Reducing emission will make ship to meet future local andinternational emission regulation.
** System that meet environmental requirement will be able tomeet requirement of GREEN PASSPORT concept for ships
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The future towards clean ship operation The development of new measuring equipment for emission
control will continue in the coming years, and especially techniques
like HAM and EGR The concern of local authorities will change from focusing on NOx
and SOx to include also smoke, in particular. The IMO Annex VI unconditional ratification for NOx IN 2003 and
the recent inclusion of SOx is sign for more environmentalrestriction in future
Local rules that encourage the use of emission cutting means, such
as SCR reactors, through harbour fee reductions will becomemore dominant than today.
SCR units are preferably installed during the construction of thevessel, however, retrofitting is has been successfully practiced
The challenge to ship-owners will increase as vessels are requiredto have, or be prepared for, emission control equipment.
The sulphur content in fuel will be reduced, and vessel tanksystems have to be prepared for dual fuel and dual cylinder lube oilsystems.
In some areas, the operating profile of the ship will have to beadapted to local rules for reduced smoke emission.
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Best Practice for Operation of Machineries
Recover energy from hot gases Reduce energy from hot liquid
Reuse hot wash water
Add effects to existing evaporators
Use liquefied gases as refrigerants
Recompress vapor for low pressure steam
Generate low pressure steam from flash
operation Use waste heat for absorption to reduce heat
loss
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Management Responsibility
Maintain air- conditioner efficiency and reduce heatedand cooled space
Maintain boiler efficiency
Use nature ventilation whenever and whereverpossible, reduce air infiltration and seal leaks in pipesand ducts
Raise office temperatures in summer
Lower office temperature in winter
Use shading efficiently
Close windows and other air leaks
Do not use light necessarily
Turn off office equipment that is not use
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Conclusion
The use of hybrid system solar panels willgive benefit vessel in reduction of fuelconsumption and the environment.
It is important to experiment and simulate
the system for the environment it will bedeploy for better reliability. Scientific based risk and reliability and
sustainability analysis analysis is encouragedto be performed prior deployment
Different types of solar panels can be takeninto consideration to improve theperformance of the system.
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THANK YOU