REPORT ON THE STATE OF THE ART SHIP DOCKED IN PORT …

Funding Scheme: CP-Collaborative Project

Call identifier: FP7-SST-2010-RTD-1

REPORT ON THE STATE OF THE ART SHIP DOCKED IN PORT SCENARIO

Project Number: SCP0-GA-2010-266126

Project Title: Technologies and Scenarios For Low Emissions Shipping

Document ID: JP-WP7-D71-V04-01/2012

Date: 31/01/2012

Dissemination level

PU Public

PP Restricted to other program participants (including the Commission Services)

RE Restricted to a group specified by the consortium (including the Com. Services)

CO Confidential, only for members of the consortium (including the Com. Services)

Date: 31/01/2012

Document ID: JP-WP7-D7.1-V04-01/2012

Page 2 of 84

Document Change Log

Revision Edition date Author Modified sections

Comments

01 28.10.11 JPP, AJ 4 Tefles port scenarios

02 22.12.11 Aitor Juandó 3 Case ships data included

03 25.01.12 Juan Pérez Prat

all Reviewed document

04 30.01.12 JPP, AJ all Reviewed document

Date: 31/01/2012


Page 3 of 84

REPORT

D.7.1 State of the Art (ship-docked in port scenario)

Responsible Consultores Investigación Tecnológica S.L. (CIT)

Author(s) / Editor(s) Juan Pérez Prat (CIT), Aitor Juandó (VICUS)

Description State of the Art, end user and port specifications, ship docked in port emission reduction models, best available technologies, regulations, emissions base lines, and best practices. TEFLES MOS Vigo-St Nazaire case scenario, infrastructure and operational characteristics resulting from WP3on board measurements.

WP 7 Ship docked in port scenario and model

Lead beneficiary CIT S.L. Type of activity RTD

Start Month 6 End Month 36

Objectives

Ship emissions in ports may approach zero if all the power needed for services once moored can be supplied from shore. The aim of this work package is to develop models for the loads and power supply systems for various types of ships and different port power supply infrastructures to assess and optimise the potential benefits that “cold ironing” can bring in terms of emissions reductions and improved energy efficiency. The work will: • Identify the state of the art for shore energy supply systems, including current research and analysis of the effectiveness of cold ironing. • Identify the requirements for retrofitting a number of ship types and size with cold ironing capability. • Develop models for ship and port loads and generation resources for power supply. • Assess the potential impact and cost efficiency of cold ironing and capacity for emission reductions. • Identify the optimal combination of ship/port resources to deliver the required low emission targets at the lowest cost and allowing for all system constraints. The models will be developed through the following steps: - Definition of the ship type and port scenarios, scope and end user specifications. - Methodology, data sources, model architecture. - Model development. - Constraints and risk assessment.

- Model refinement, testing and validation.

Date: 31/01/2012


Page 4 of 84

Description of work and role partners

High power consuming ships, such as cruise and large container ships, have started to use port supplied electric power on the west coast of North America where the term cold ironing was coined.

The retrofitting and infrastructure costs for connection and supply of shore power impair this technology being extended to a wide range of ship types and sizes. With every port providing efficient, fast and safe connection and clear cost/benefit for the investment then this may displace electricity generation onboard ship. To complete the scenario, thermal energy must be considered. Electricity generation onboard ship produces waste heat at almost no cost or additional emissions and this is used by essential services on the vessel whilst in port. Therefore, part of the electricity that the port may supply will be required to provide this heating requirement. The electricity supplied to the port will be distributed from a range of land based power plants (for example, nuclear, wind turbine or coal powered generation), so a holistic assessment of the cost and emissions taking this in to account is needed.

Ports may utilize solar energy and produce and store electrical power at a site close to the docks. Therefore, current “cold ironing” technology may be extended to include storage and a mixed –source shore supply in the most efficient way case by case (ship needs and port utilities)

Cold ironing does not represent a technology problem today but when considering electrical power generation, storage and emissions minimization as a whole, further research will be needed to obtain the maximum performance and positive long term cost benefit.

The task will cover the following sub tasks:

7.1.1 Shore power State of the Art and status of implementation worldwide

The maturity of technologies used for cold ironing and the status of implementation worldwide at the time of the project start will be reviewed.

The technologies used for alternative shore power supply and efficient site storage and the status of

implementation worldwide at the time of the project start will be reviewed.

7.1.2 Definition of the ship types and port scenarios and scope for the models

The characteristics of the ships (MoS) and port used as first scenario (Vigo) will be defined together with the scope of the models. Ships with high, medium and low power demands whilst in dock will be examined.

7.1.3 End users specification

The models will address ship-owners and ports as end users and the specification will be made after

consultations with partners and organizations that have already shown interest in the project (see letters in Annex from Ports of St Nazaire and Barcelona, Trasmediterranea ACCIONA and the Spanish SSS Association).

List of deliverables

Number Title Lead beneficiary Date (Month)

D7.1 REPORT ON THE STATE OF THE ART CIT 12

Date: 31/01/2012


Page 5 of 84

Milestones

Number Name Lead beneficiary Date (Month)

MS7.1. END USER SPECIFICATION AND METHODOLOGY CIT 8

Date: 31/01/2012


Page 6 of 84

Table of content

1. Introduction ........................................................................................................................ 12

2 General scope of WP7 and ship docked in port scenario. ....................................................... 12

2.1 Introduction .................................................................................................................... 12

2.2 Vessel operating profiles ................................................................................................. 13

2.3 Regulations. Marpol AnnexVI and ports ......................................................................... 15

2.4 Total emissions control by port estimations and measurement .................................. 16

3 SoA emissions reductions technologies for ships -docked- at port scenario. .......................... 18

3.1 Port facilities for treatment of ship emissions ................................................................ 18

3.1.1 Vessel interface-Exhaust emission capture strategy ........................................... 19

3.1.2 Port berth and discharge infrastructure requirements ...................................... 19

3.1.3 Washwater residue ............................................................................................. 19

3.1.4 Reduction potential ............................................................................................. 19

3.1.5 Cost estimates ..................................................................................................... 20

3.2 Cold ironing background and general arrangements...................................................... 21

3.2.1 Directive EC recommendations ........................................................................... 24

3.2.2 Cold Ironing shore-ship existing connection types ............................................. 25

3.2.3 Port and ship connection options ...................................................................... 27

3.3 Alternative low S fueling solutions and LNG ................................................................... 36

3.3.1 Wärtsila ............................................................................................................... 38

3.3.2 Caterpillar ............................................................................................................ 38

3.3.3 MAN, Mitsubishi, others ..................................................................................... 38

3.4 Port energy supply .......................................................................................................... 39

3.5 Port heat supply .............................................................................................................. 39

Date: 31/01/2012


Page 7 of 84

3.5.1 Economizers ........................................................................................................ 40

3.5.2 Phase change materials ....................................................................................... 40

3.5.3 Solar thermal ....................................................................................................... 40

3.5.4 Onshore heat supply ........................................................................................... 40

3.6 Solar photovoltaic energy ............................................................................................... 44

3.7 Standards and guidelines ................................................................................................ 45

3.8 Best practices. North Europe and USA ............................................................................ 46

4. TEFLES SCENARIOS: Ship types ............................................................................................ 51

4.1 RoRo vessels .................................................................................................................... 51

4.2 Ferries .............................................................................................................................. 57

4.3 Tugs ................................................................................................................................. 58

5. TEFLES port scenarios .......................................................................................................... 61

5.1 Vigo description, traffic and share of ferry and roro APV ............................................... 61

5.1.1 Renewable installations and sources in Port of Vigo .......................................... 66

5.2 St. Nazaire description, traffic and share of ferry and RoRo .......................................... 66

6. Scope of TEFLES solutions and models for ship docked ...................................................... 70

6.1 Solutions selected ........................................................................................................... 70

6.2 Models used for emissions calculation when docked ..................................................... 70

6.2.1 Emissions ............................................................................................................. 72

7 End users specifications emissions reduction when docked. .................................................. 73

7.1 Ships (RoRo and ferries) .................................................................................................. 73

7.2 Ports (Vigo and St Nazaire) .............................................................................................. 74

8. Annex I ................................................................................................................................. 75

8.1 Port workshops ............................................................................................................... 75

8.1.1 Input values ......................................................................................................... 75

8.2 Car park ........................................................................................................................... 76

Date: 31/01/2012


Page 8 of 84

8.2.1 Technical characteristics ..................................................................................... 76

8.3 Fisheries........................................................................................................................... 76

8.3.1 Technical characteristics ..................................................................................... 77

9. Acronyms ............................................................................................................................. 78

10. Further references .......................................................................................................... 81

11. Bibliography .................................................................................................................... 82

12. Links ................................................................................................................................. 83

List of figures

Fig. 1 Operational profile for different ship types ...................................................................... 14

Fig. 2 Operating profile measured in the RoRo MOS Vigo- St Nazaire ....................................... 15

Fig. 3 Vigo tug operating profile .................................................................................................. 15

Fig. 4 Deadlines for new regulations ........................................................................................... 16

Fig. 5 mobile station to be used on the project by the APV ....................................................... 17

Fig. 6 CS proposed dock-based Dry exhaust Cleaning scheme ................................................... 18

Fig. 7 IEC 60092-510 shore connection scheme .............................................................................. 22

Fig. 8 EU directive port grid recommendation ............................................................................ 24

Fig. 9 System for constant frequency output. Solution I............................................................. 25

Fig. 10 System for variable frequency output. Solution II ........................................................... 26

Fig. 11 DC network. solution III ................................................................................................... 27

Fig. 12 CAVOTEC system .............................................................................................................. 28

Fig. 13 Container AMP system from CAVOTEC ........................................................................... 29

Fig. 14 Connection at Pier ........................................................................................................... 30

Fig. 15 CAVOTEC connectors ....................................................................................................... 31

Fig. 16 SIEMENS system .............................................................................................................. 32

Fig. 17 ABB connection switch board .......................................................................................... 33

Date: 31/01/2012


Page 9 of 84

Fig. 18 Cold Ironing port Installation from COCHRAN ................................................................ 35

Fig. 19 TEMCO Cold Ironing in Maersk Vessel ............................................................................. 35

Fig. 20 TEMCO system ................................................................................................................. 35

Fig. 21 Cable connections ............................................................................................................ 36

Fig. 22 Fuel prices comparison .................................................................................................... 37

Fig. 23 DF engine ......................................................................................................................... 38

Fig. 24 Port energy Sources ......................................................................................................... 39

Fig. 25 Oil fired boiler .................................................................................................................. 41

Fig. 26 Properties for high temperature Salt based PCMs .......................................................... 43

Fig. 27 Selection chart Enthalpy vs T .......................................................................................... 43

Fig. 28 NYK lines RoRo with Solar Pane ....................................................................................... 47

Fig. 29 Sox emissions in Europe .................................................................................................. 47

Fig. 30 Port infrastructure ........................................................................................................... 50

Fig. 31 Power plant layout ........................................................................................................... 50

Fig. 32 Vessel Loading in Vigo Port .............................................................................................. 53

Fig. 33 RoRo route ...................................................................................................................... 54

Fig. 34 Auxiliary engine SFC ......................................................................................................... 54

Fig. 35 Ferries Images .................................................................................................................. 57

Fig. 36 Tug route ......................................................................................................................... 59

Fig. 37 Selected vessel ................................................................................................................. 59

Fig. 38 Vigo port electric Network............................................................................................... 65

Fig. 39 Port locations ................................................................................................................... 67

Fig. 40 Routes from St Nazaire port ............................................................................................ 68

Fig. 41 Model diagram ................................................................................................................. 71

Fig. 41 Generator set model ........................................................................................................ 72

Date: 31/01/2012


Page 10 of 84

List of tables

Table 1 Port fees ......................................................................................................................... 21

Table 2 Items in Siemens system ................................................................................................ 37

Table 3 Typical mission factors for a medium speed 4T engine MDO vs LNG ............................ 37

Table 4 Boiler typical emissions .................................................................................................. 40

Table 5 RoRo main particulars .................................................................................................... 52

Table 6 RoRo Auxiliary engines energy generation figures (per group) ..................................... 54

Table 7 Auxiliary engine consumption figures ............................................................................ 55

Table 8 Auxiliary engine costs ..................................................................................................... 55

Table 9 Total amount of RoRo calls in Vigo port ......................................................................... 55

Table 10 Annual kWh figures for all RoRo docked ...................................................................... 55

Table 11 Typical emissions ratios for a 4T medium speed Diesel Engines .................................. 55

Table 12 Emissions for RoRo auxiliary plant ............................................................................... 55

Table 13 Emission ratios for each kWh generated from Country network vs Gensets .............. 56

Table 14 Potential savings with shore connection vs aux. Genset running ................................ 56

Table 15 Annual emissions in Vigo port ...................................................................................... 57

Table 16 Tug main particulars ..................................................................................................... 58

Table 17 Energy consumption ..................................................................................................... 60

Table 18 RoRo calls for Vigo port ................................................................................................ 64

Date: 31/01/2012


Page 11 of 84

Date: 31/01/2012


Page 12 of 84

1. Introduction

The document is available for public dissemination. It has been created with information

provided by manufacturers, public data and consortium partners (COUPLE SYSTEMS,

NEWCASTLE UNIVERSITY, VICUSdt, and CIT).

2. General scope of WP7 and scenario

2.1 Introduction

The aim of WP7 is the reduction of the vessel docked in port scenario (hotelling) emissions.

In this scenario, the ship emissions may be regulated by national and local authorities and the

ports may provide incentives for emissions reduction. The port access may be denied to non

compliant ships. In the North America West Coast, emissions are regulated by an association of

five state´s ports from USA and Canada.

RoRo and mid range ferries docked times are around 4 to 6 hours, so this condition is not the

one with higher percentage in the operating profile, although is higher than the emissions on

maneuvering in port and both are always generated in the proximity of populated areas.

In addition to the ships and service vessels emissions, trucks, trains, and cargo-handling

equipment, using diesel engines contribute to the emissions in the port area. More than 30

human epidemiological studies have found that diesel exhaust increases cancer risks, and a

2000 California study found that diesel exhaust is responsible for 70 percent of the cancer risk

from air pollution. More recent studies have linked diesel exhaust with asthma. Major air

pollutants from diesel engines at ports that can affect human health include particulate matter

(PM), volatile organic compounds (VOCs), nitrogen oxides (NOx), and sulfur oxides (SOx).

The health effects of pollution from ports may include asthma, other respiratory diseases,

cardiovascular disease, lung cancer, and premature death. In children, these pollutants have

been linked with asthma and bronchitis, and high levels of the pollutants have been associated

with increases in school absenteeism and emergency room visits.

A European study of nearly 850 seven-year-old children living in nonurban communities found

that where the nitrogen dioxide levels are consistently high, such as near major roads or ports,

children were up to eight times as likely to be diagnosed with asthma.

Date: 31/01/2012


Page 13 of 84

Therefore ports are the scenario where emissions may have the highest short term impact on

human health.

The TEFLES port scenario will aim to reduce emissions at port, taking into account best

technologies to be applied, being able to model solutions chosen and simulate their behavior

and performance to reduce emissions, considering also energy distribution and cost/benefits.

The ship cases considered in TEFLES are RoRos, Ferries and Tugs and the study case focus in

the MOS connecting the port of Vigo with St Nazaire.

There are some models taking into account emissions dispersion, and models and simulations

of traffic growth and alternative fuels impact on emissions, but in no case the authors could

find specific models for emissions from the ship auxiliary plant of the vessels when docked,

although statistics from existing port studies are used as reference. Moreover the ship

emissions on port mix with trucks rail and cargo handling equipment emissions, but only the

ship emissions are considered in TEFLES.

2.2 Vessels operating profiles

The emissions in port measured or calculated in the project may be validated and

compared with ship-owners records or other reports with average ship hotelling by ship

categories.

Trucks, railway and cargo handling equipment largely contribute to port emissions. TEFLES

project and model in port address only the emissions from the ship. Trucks and port

equipment are reducing emissions in parallel mainly by substituting diesel movers by hybrid or

totally electrically driven movers and by energy recovery systems.

The average times on port can be assessed from the ENTEC report on emissions in ports made

through a questionnaire to 100+ port operators.

Furthermore, TEFLES consortium has obtained its own operating profiles of case ships, by

measuring.

Date: 31/01/2012


Page 14 of 84

Fig. 1 Operating profiles for different ship types at port [ENTEC]

Fig. 2 Operating profile measured in the RoRo MOS Vigo- St Nazaire

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

90.0%

MANOEUVRING LOADING/UNLOADING HOTELLING

RoRo

Ropax

Ferry

Tug

Date: 31/01/2012


Page 15 of 84

0,0%

20,0%

40,0%

60,0%

80,0%

100,0%

port assisting free sailing manoeuvring

Condition

TUG OPERATING PROFILE

Fig. 3 Vigo tug operating profile

2.3 Regulations. Marpol AnnexVI

The directives are focused towards the addressing of the sulfur content in the fuel. More

strict regulations are coming into force over the years. The EU directive 2005/33/EC that

entered into force last year limits the sulfur content to 0,1% for marine fuels while docked.

Limits and regulations in Annex VI were set at very modest levels in order to be accepted. It

applies to new engines only so manufacturers had no problems to meet the limits. New

regulations set limits also on existing ships on a progressive scale. Annex VI is ratified by flag

states representing 97.5% of the world fleet, and requires ship’s certification following

MARPOL agreements.

IMO address general shipping, and ships calling ports must comply also with the emissions

regulations applicable to each port.

Date: 31/01/2012


Page 16 of 84

Fig. 4 Deadlines for new regulations

Other former directives and regulations are:

Kyoto protocol

2001/81/EC on National emissions ceilings for certain atmospheric pollutants

1992/32 Reduction in sulphur content of certain liquid fuels

2037/2000 Substances depleting ozone layer, being banned

CAFE (Clean Air For Europe) program

6th Environment action program

2.4 Total emissions control by port estimations and measurement

Ports real emissions measurements depends on the number and position of the

measuring stations and as the ports have not only ship emissions but also the trucks, loading

and unloading equipment and also the emissions by local industries.

In the case of Vigo, the port contour is almost linear and close to the city and hosts shipyards,

ship repair yards and industries. The City and the regional agency MeteoGalicia have emissions

measurement stations and after having the positions and emission data statistics we will be

able to assess the feasibility of having some relationship of total of emissions with ships.

Date: 31/01/2012


Page 17 of 84

A mobile station will be located in the RoRo terminal area, within different operating times to

record data as much as possible on changes in NOx, SOx, CO2 and PM emissions measured on

shore due to the vessels docking periods.

Fig. 5 mobile station to be used on the project by the APV

(Courtesy of MeteoGalicia)

Data from St Nazaire will be also collected to completing the MoS model and scenario.

Date: 31/01/2012


Page 18 of 84

3. SoA emissions reductions technologies for ships at port scenario

3.1 Port equipment for after treatment of ship emissions

Couple systems, a partner in this project, has developed dry exhaust absorbers that can be

used in port and collect and treat the emissions from the auxiliary engines at berth.

This technology is part of the scope of TEFLES project. Main engines are the ones that currently

can be retrofitted with this technology. It must be reminded that the ship docked in port

scenario does not include the main engines that are stopped . This application (Dry-EGCS) has

been already tendered for installation on an USA port .

The proposed technology is based in a two-stage construction, what composes the exhaust gas

cleaning device. Granulates, of the first stage, are a sacrificial layer. It removes the rough sooty

particles and other residues from the exhaust gas and acts quasi as a PM filter. Within the

second stage the process of chemisorption takes place and the sulphur oxide molecules react

with the calcium hydroxide.

The exhaust gas is discharged into the reactor and packed-bed from granulate.

Fig. 6 CS proposed dock-based Dry exhaust Cleaning scheme [Couple Systems]

Date: 31/01/2012


Page 19 of 84

3.1.1 Vessel interface-Exhaust emission capture strategy

The stationary exhaust gas cleaning system is connected with an appropriate ductwork

and suction. The hood is meant to be put over the exhaust gas funnel of the OGV. Controllable

plates are going to adjust the diameter of the suction hood to the diameter of the funnel in

order to avoid exhaust gas losses during operation. This allows to suck off all gaseous and

particulate emissions from the OGV by a fan and to feed them in to the exhaust gas cleaning

system. The semi mobile ductwork as well as the suction hood is moved by a hydraulic system.

3.1.2 Port berth and discharge infrastructure requirements

The DryEGCS requires a certain amount of space and a concrete fundament. Also the

system must be accessible for a truck. The absorption material will be delivered by a silo truck .

The used material can be reused i.e. in a coal-fired boiler. Power supply is below 200 kW for

the exhaust gas cleaning system itself. This value does not include the energy for the hydraulic

system of the semi-mobile ductwork.

3.1.3 Washwater residue

Residues generated by the EGC unit should be delivered ashore to adequate reception

facilities. Such residues should not be discharged to the sea or incinerated on board.

Each ship fitted with an EGC unit should record the storage and disposal of washwater residues

in an EGC log, including the date, time and location of such storage and disposal. The EGC log

may form a part of an existing log book or electronic recording system as approved by the

Administration.

3.1.4 Reduction potential

Date: 31/01/2012


Page 20 of 84

The achievable emission values are quite independent from the type of vessel. That

means that the DryEGCS is capable to reduce the emissions as follows:

PM 80%

NOx 95%

SOx 95%

VOC 85%

These values are taken form current EGCSs applied to main engines, but similar ones are

expected in the auxiliary engines units.

3.1.5 Cost estimate

The investment of the costs for a main engine system are approximetaly 4.3 Million $

and include:

DryEGCS desulphurization plant

Electronic control system including control cabinet

Insulation

Assembly

Supply and disposal system

Documentation

SCR plant

Urea tank

Urea dosing system

Hydraulically moving ductwork

The operating costs for 6000 operating hours and 100000 Nm3/h per year estimated at:

1200 T of Ca(OH)2 granulate at 350 $/ton= 420000/pa

2400 T if Urea solution (40%) at 350 $/ton= 840000/pa

1.2 Mill kWh at 0,2 $/kWh= 240000/pa

Costs for an auxiliary engine device are not still available at this stage. It is expected to make

real tests in an auxiliary engine of a case ship. Details will be provided in following deliverables.

Date: 31/01/2012


Page 21 of 84

3.2 Cold ironing

“Cold ironing” is the term used for ship to shore connection that allows to use the

electricity supplied by the port and shut down the ship auxiliary generators when docked. The

term “Cold ironing” is used also for steam, water and waste ship-shore connections.

Running diesel engines produces not only SOx, NOx and particle discharges, but noise and

vibration – a problem for those living and working onboard and in the surrounding area that is

also solved with Cold Ironing.

The cold ironing solution has been widely used on cruise and containership terminals and

ferries in North European ports, and TEFLES includes the Cold ironing option in the scenario

and model “Ship docked in port” developed on WP7.

Cold ironing is used on a variety of connections low voltage (LV) 440 V, 380 V, 690 V, to High

Voltage (HV), up to 11kV. This becomes somehow a problem because shore connections are

not standardized. This is being addressed in late years as demand is increasing.

Currently, it is a fact that 100% of vessels docked in Vigo port are working with their on board

auxiliary plant while in port. This is because of the cost (around 0,15 Eur/kWh for MDO vs

figures shown below for port connection) and also because vessels avoid port dependence and

side fees to be paid, which Increase the cost per kWh.

As it can be seen from port fees, the only case where cold ironing may be cheaper is when

operating at high voltage, something that, for the time being, is not possible. Port connections

are designed for feeding small machinery on board.

CONCEPT Euros

kWh for lighting 0.2855

kWh for MV 0.2466

kWh HV 0.1428

Connection and disconnection out of working hours 20.7502

kWh for bar, restaurant and mess rooms 0.1687

kWh for electric vehicles 0.2855

Table 1 Port fees [APV]

Date: 31/01/2012


Page 22 of 84

Main cold ironing issues are the shore and ship installation costs and the delay on

standardization of the shore and ship (fast and safe) connections.

On 2007 ISO started working on the standardization for “cold ironing” (electrical, steam, water,

waste connected to shore). IEC, the International Electrotechnical Commission continued with

the electrical work and ISO with the mechanical

Besides, Low Voltage standard is already available up to 125A 415V known as CEE form. This

LV solution represents the most probable plant for vessels calling Vigo.

Over 125A LV high power there is no ISO/IEC standard available, although de facto standards

like Maréchal up to 250A and 690 V are used.

In the case of USA, they started with High Voltage port standards containerships (6.6 kV) and -

cruise ships (6.6&11kV), because of the needs of newer buildings.

A German draft was proposed for “one-size-fits-all solution”, based on existing practice 6.6 or

11 kV.

In 2008 the European delegates changed proposal to general draft with annexes for specific

demands for USA and/or Europe (joint PT60092-510 IEC/ISO(IEEE)) producing 2 drafts in 2009

accepted as P(ublic) A(vailable) S(pecification) .

IEC 60092-510 worldwide standard in 2011, Intended for 1 –20 MVA and 6.6kV or 11kV, 50 or

60 Hz (IEC60038 supports ranges for 6-6.6 and 10-11kV).

Fig. 7 IEC 60092-510 shore connection scheme

Some aspects are still missing such as Power Quality based on shipboard rules, galvanic

separation between shore grid and ship, grounding philosophy, etc

The authors found some available documents where cold ironing arrangement for ship types

was agreed as follows:

Date: 31/01/2012


Page 23 of 84

Cruise ships Multiple cables 6,6 and 11kV /60Hz (4x 500 A, 11kV)

Tankers (large LNG)Multiple cables, connection boom, IEC60079,6,6kV/60Hz

Large Container vessels Double cable, plugs, cable and reel defined 6,6kV /60Hz

RoRo (including ferries)Based on European situation with LV-ship, 11 kV (discussed

Standard plugs and sockets will be available for HV)

HV cold ironing is available mainly to cruise and container terminals on USA West Coast ports,

and to some ferries and small ships on North and Inland Europe. Cold ironing is extending to

ports and ship types in Europe, and therefore it is eligible as option on the TEFLES ship docked

in port scenario and model. From the point of view of our scenario, it is clear that port

infrastructure neither vessels are prepared for the COLD IRONING implantation at this stage.

Vigo, the TEFLES Port of reference has a Low Voltage (LV) grid on its docks that could be

upgraded to HV without changes on the civil work infrastructure. See Fig. 38. This is a reality in

most of the ports, LV grid, so it limits the development somehow, because more investments

are required.

From the studies performed in TEFLES it has been found the large uncertainties arise in the

design, use and exploitation of cold ironing from Port and Ship owner side.

Following, a short description of the tasks to be performed for the implantation of Cold Ironing

use are described, in terms of working fields.

Engineering

Requirements for Shipside facilities

Requirements for Shore side facilities

Requirements for a ship to connect to a shore facility

Cost comparison

Verification and testing

Initial (certification of 1,2 and 3)

Periodic and for maintenance

Responsibilities

Currently there are some class societies with general guidelines for ship cold ironing

installations providing requirements for design, installation and use, thus giving class notation

for complying vessels (for instance ABS notation is HVSC)

When the ship has a battery storage system, the batteries may be charged when in navigation

or charged on the cold ironing situation. The batteries may be discharged also in port. The

balance of energy using these systems does not allow to differentiate between at sea, port

approach and ship at port scenarios

Date: 31/01/2012


Page 24 of 84

Cold ironing may be the most expensive solution. An Environ USA report compared the up to

15.000 $ per ton of CO2 by cold ironing to the 2.500$ of other CO2 reduction solutions

although cold ironing is the only one complete zero emissions solution on the port.

The shore portion of the cold ironing infrastructure cost was estimated on the same report

from 1 to 14M$ per berth. The ship must also has to be retroffited for cold ironing, with a cost

between 0,8 and 2M$ by ship, and the cost of shore-side kW is most cases greater than the

cost of kW produced by the ship.

To sum up, main drawbacks found in this case, are the diversity of ship networks (50 Hz/60

Hz), the standardization of the connections (that is overcome) and port infrastructure including

investment and electricity fees.

3.2.1 EU Comission recommendations

As commented before, directive 2006/339/EC takes care of main guidelines for cold

ironing.

Fig. 8 EU directive port grid recommendation

This Diagram represents the recommended shore connection. Elements are:

1. Cable carrying 20-100 kV from the national grid.

2. Cables to deliver 6-20 kV

3. Power conversion, when necessary.(i.e. freq. converters)

4. Cables to distribute electricity to the terminal

5. A cable reel to manage heavy cables for ship connection

6. Socket on board

7. Transformer on board to convert voltage to 400 V

8. Aux. power switched off.

Date: 31/01/2012


Page 25 of 84

3.2.2 Cold Ironing shore-ship existing connection types

There are some approaches that manufacturers are working with. These solutions, in

rough, can be divided into:

Solution I. HV transformation to station. (Shipyard, repair docks, berths, etc)

Solution II. HV transformation with frequency converter for variable frequency output.

Solution III. Same as above but DC link for frequency independency

3.2.2.1 Solution I

This solution is the most widely used in older installations. It means that current form

HV grid is transformed to 380 V 50 Hz (or the selected Voltage) in each station at berth.

Conversion stages are minimal but there is no frequency flexibility.

Fig. 9 System for constant frequency output. Solution I

Date: 31/01/2012


Page 26 of 84

3.2.2.2 Solution II

In this case, there are two stages more to consider which are rectifier and inverter.

With this solution the system gives as output variable frequency (50 Hz and 60 Hz) depending

on the ship grid. Furthermore, voltage transformation efficiencies must be considered. But in

general terms, efficiency in converters and transformers efficiencies are very high. It means

that selection of this solution with a single conversion stage or individual responds to

distribution and logistics instead of overall efficiencies.

Fig. 10 System for variable frequency output. Solution II

3.2.2.3 Solution III

In last years, huge investments in DC grids have been performed. Better efficiencies

against AC grids are typical. This is the main reason why some manufacturers take advantage

of this solution as it will be described in next chapter.

After HV transformation, a conversion stage (rectifier) is located. A DC bus link is connecting

the station where the converter is placed via DC with inverters located at each berth station.

These stations supply AC at required voltage, directly onboard.

Date: 31/01/2012


Page 27 of 84

Fig. 11 DC network. solution III

3.2.3 Port and ship connection options available

3.2.3.1 CAVOTEC

Cavotec holds a group of companies serving several industries such as mining, ports

and maritime, steel and aluminium, energy and offshore, airports, general industry and

automation.

Cavotec has two different alternatives.

The first alternative is to mount the cable management system on the ship or shore. The

connection to shore is made via special high voltage cables to an integrated technical pit fitted

into the quay. Thanks to its design, this technical pit occupies a minimum of space. The ship

based cable management system consists of the following components: electrical connectors

(up to 12 kV), flexible cables, optical fiber accumulator, motor reducer, cable drum, electrical

control panel and a retractable hydraulic cable guide.

The second alternative is to have a similar system fitted inside a standard size container. This

allows a higher flexibility in some cases.

Date: 31/01/2012


Page 28 of 84

Fig. 12 CAVOTEC system

This AMP unit is relatively small size. The fixed AMP system consists of:

Heavy-duty drums

Special flexible cables

Electrical control panel

Cavotec Connectors (up to 12kV)

Special slipring assembly

Motor-reducer

Telescopic lifting arm (optional)

The mobile AMP system consists of:

Self-propelled Cavotec Power Caddy

Special flexible rubber cables

Cavotec Connectors (up to 12kV)

Motor-reducer


Special slipring assembly

Twin heavy-duty drums

Telescopic lifting arm (optional)

Date: 31/01/2012


Page 29 of 84

The All in One Concept consists of one 40ft container which can be placed on the port or

starboard side of the ship. Cable management system and electrical components are fitted

into the container. As with the other system the customer has the possibility to change the

position of the container or to move the system from one ship to the other depending on the

shipping routes

Fig. 13 Container AMP system from CAVOTEC [CAVOTEC Spain]

A third alternative in the shore-based AMP systems range is to install the cable management

system and other electrical equipment on a barge. This solution has been specifically designed

to accommodate AMP supply to ships that cannot approach the quay. This type of system is

operating successfully at the Port of Los Angeles, USA.

The barge-mounted AMP system consists of:

Specially designed cable drums

Cavotec electrical connectors (< 12kV)

Slipring assemblies

Motor-reducer

Optical fibre accumulator

Step-down transformer


To be able to supply power to each individual cable management system an integrated

technical pit must be install on the quay. This technical pit serves as the main connection point

for all the cables leading from the main quay power supply up to the cable management

system.

Date: 31/01/2012


Page 30 of 84

The Integrated Technical Pit consists of:

Stainless steel housing (IP66).

Electrical sockets up to 12kV, fitted with safety features such as pilots and interlocks.

Optical fiber connectors

Fig. 14 Connection at Pier [CAVOTEC]

3.2.3.1.1 CAVOTEC standard AMP connectors

The Cavotec AMP high voltage power connectors are fitted with either the Push & Pull

or Screw Ring. The cams are made from marine grade bronze while the mating ears in the

plugs are from stainless steel. The connector is rated IP66 when connected.

Cavotec Power Connectors comply to the following standards: NFC 20 040, VDE 0110, NFC

63300 IEC 309-1, CEE 17, BS 4343 IEC 529, DIN 40050, NFC 20010

Connectors are electrically interlocked by the pilot contacts. In the right figure below there is a

typical circuit for the pilot contacts where the pins are loop connected and the female pilot

contacts are connected to the operating coil terminals of the switching device. For safety

reasons, the pilots are last to connect and first to disconnect. Mechanical interlocking and fibre

optic connections can be provided on request for all two plug types.

Date: 31/01/2012


Page 31 of 84

Fig. 15 CAVOTEC connectors [CAVOTEC]

3.2.3.2 SIEMENS-SIPLINK

Siemens Energy and the Lübeck utility commissioned Germany’s first shore side power

supply system for merchant shipping on August 21, 2008. This is a typical reference when

talking about cold ironing. The shore side power supply has been built for the Swedish-Finnish

paper packaging and forest products company Stora Enso. The first customer of the shore side

power supply is the Swedish shipping line Transatlantic, which includes its paper-carrying

ferries Transpaper, Transpulp and Transtimber.

The Transatlantic ships with their 400-V/50-Hz on-board systems have already been retrofitted

for shore side power supply systems at the port of Kemi in Finland and at the port of

Gothenburg, Sweden. The ships have a cable drum with plug-in connector, a control system for

the coupling process and a transformer on board. In Lübeck, Siemens installed the connecting

point on the dock.

The core element of this shore side power supply system is the Siplink system developed by

Siemens (Siemens Multifunctional Powerlink), in which two converters are connected together

by a DC link and are each connected to one power supply network. Siplink can not only feed a

separate network from a distribution network but can connect power supply systems with

different parameters and interconnect them. What makes it a suitable solution.

In order to use the Siemens solution, both the harbour and the ship must be specially

equipped for the shore side power supply, among other things with a plug-in connection

system. After connecting the plug-in connector of the ship, the automation system installed on

shore can automatically initiate the start up of the shore side power supply system. The user

dialog for this is conducted from the ship. The ship’s power supply is not interrupted. Siplink is

self-synchronizing and takes over the power supply within a few minutes.

Date: 31/01/2012


Page 32 of 84

Fig. 16 SIEMENS system. [SIEMENS]

1 Port network HV

2 Port grid

3 SIPLINK

4 Shore side connection

5 On board

Table 2 Items in Siemens system

3.2.3.3 ABB

ABB’s shore-to-ship power solution represents other possible solution in terms of cold

Ironing.

This includes system components such as frequency converters, high- and medium-voltage

switchgear, transformers, control and protection systems.

Onshore, this requires the appropriate supply of power, including adapting the voltage level

and frequency from the local grid to match that of the vessel. As the deployment of a shore-to-

ship power solution can have a significant impact on the local grid, ABB offers system studies

to assess the overall effect. this is something that is being addressed in TEFLES, too.

Solutions with single or multiple frequencies, regardless of power rating, are available for

single and multiple berth applications, container terminals and city ports.

Onboard the ship, the power solution must be fully integrated with the vessel’s electrical and

automation system, to enable seamless power switching between the ship’s own generation

and the shore power supply.

Date: 31/01/2012


Page 33 of 84

Fig. 17 ABB connection switch board [ABB]

3.2.3.3.1 Reaching wide accepting Standards

The technology has been installed in ports along the Pacific coast of North America

as well as in Finland, Germany, the Netherlands and Sweden. To date, ABB has retrofitted

more than 20 vessels for shore-to-ship power, including container ships, fuel carriers and

cruise liners.

A very important issue to shore-to-ship power systems success is addressing the needs to be

an internationally-agreed standard, as the rest of the manufacturers claim.

A standard for shore-to-ship solutions is about to be finalized, based on a jointly published

draft from the IEC, IEEE and ISO. With that standard in place, port operators and ship owners

alike will have a far greater level of confidence in making investments in shore-to-ship power

solutions. Otherwise it is the most expensive solution.

3.2.3.4 TERASAKI

This Japanese company has developed Cold ironing systems that is being installed in

several American ports. No more information could be provided.

Date: 31/01/2012


Page 34 of 84

3.2.3.5 COCHRAN MARINE

Cochran Marine Is another company mainly focused in USA market, providing Cold

Ironing solutions too.

Fig. 18 Cold Ironing port Installation from COCHRAN [COCHRAN]

Cochran’s Freight Shore Power system is able to easily monitor and self-adjusting to ensure

that the voltage being delivered to the ship is consistent, reducing wear on equipment.

Cochran’s automation system is also able to monitor power consumption while the ship is

plugged in, creating an easy tracking system for ports that have more than one shipping

company connecting to the same shore power station. Tracking consumption also provides a

tool for Ports to understand the impact that shore power is having on their carbon footprint.

3.2.3.6 TEMCO

TEMCo Cold Ironing Electric Power Converter is the last supplier presented in this

document and an important one involved in the USA market. TEMCo Cold Ironing Electric

Power Converter can change frequencies, voltage, and phase and also give you line isolation,

harmonic cancellation, and other power correction.

Date: 31/01/2012


Page 35 of 84

Fig. 19 TEMCO Cold Ironing in Maersk Vessel [TEMCo]

Fig. 20 TEMCO system [TEMCo]

A TEMCo Cold Ironing Electrical Power Converter can be suited for the different voltages and

frequencies that can be used while vessels are at port. A Cold Ironing Electrical Power

Converter converts frequency, voltage and phase. These power converters can convert 50Hz,

60Hz, or 400Hz to run the vessels equipment while docking. A TEMCo Cold Ironing Electrical

Power Converter can also convert voltages, the most common being 240, 400 and 460 (USA).

Date: 31/01/2012


Page 36 of 84

Fig. 21 Cable connections [TEMCo]

3.2.3.7 SAM ELECTRONICS

This company, not widely known in European markets has delivered more than twenty

shore-side power supply systems to ports and ships. Anyway they have been contracted by

Antwerp port to make their installation.

3.2.3.8 PATTON & COOKE

This company has installed cold ironing infrastructure equipment of the Alaskan

Juneau port.

3.3 Alternative low S fuelling solutions and LNG

Low sulphur fuels will be considered a parameter on the model while biofuels, and fuel

mixes are already being in engine manufacturers and pilot tests. LNG is the most attempted

and already accepted and regulated by the Classification Societies fuelling alternative.

LNG is more and more accepted as reduced emissions fuel. In port, where incoming

regulations are more and more strict, new solutions are arising from main manufacturers to

http://www.getpower.us/shore_port_to_ship_power

Date: 31/01/2012


Page 37 of 84

overcome this problem. CNG has started being tested also because its low equipment

infrastructure requirements (no gasification unit)

LNG is starting to be usual for main engines fuelling, but no that usual for auxiliary engines.

Emissions levels running at LNG, make this fuel of major importance to overcome future

regulations.

Main manufacturers can adequate their most popular engines used for gensets to run in LNG.

The main drawback is the storage system required on board and the availability in ports and

reduced LHV compared to MDO. There is also some uncertainty because of the political

situation of main suppliers.

CO2 [g/kWh] NOx [g/kWh]

MDO 700 17

LNG 430 1.4

Table 3 Typical mission factors for a medium speed 4T engine MDO vs LNG. [Aalto Univ.2009]

Fig. 22 Fuel prices comparison

0

2

4

6

8

10

12

14

16

Shore power MGO MDO LNG

eu

r/kW

h

Date: 31/01/2012


Page 38 of 84

3.3.1 Wärtsila

This is one of the leading manufacturers working with LNG for auxiliary engines in the

so called tri fuel marine engine concept.

Auxiliary engines can run with HFO, MDO and LNG, when coming into port for low emissions

level in SOx, NOx, PM and CO2.

With this solution depending on the scenario where the vessel is, HFO, MDO or LNG can be

selected as fuel. It means that LNG mode will only be switched in port, what requires small

LNG storage.

One of the reasons that Wärtsila claims is that there are not too much ports with shore power

connections and this solution allows total independency of Shore systems, They also claim that

shore power cost per kWh is more expensive than the LNG fuel. Which is the case of Vigo port.

One of the engines that can be selected from Wärtsila range is the 20DF.

Fig. 23 DF engine [Wärtsila]

3.3.2 Caterpillar

Caterpillar offers in their range of products, LNG fuelled engines for auxiliary supply

purposes.

3.3.3 MAN, Mitsubishi, others

These manufacturers also offering some products fuelled with LNG.

Date: 31/01/2012


Page 39 of 84

3.4 Port energy supply

Cold ironing is mainly addressing the electrical connection but the term is extended to

other shore to ship supplies such heat for accommodation, and hot water and steam for fuel

tanks and also ballast water and waste reception.

Heat supply can complement and reduce the electricity supply and can be provided from ports

renewable energies capacities (wind, solar, cogeneration, etc) as port surface space allows

installing solar and wind units.

Fig. 24 Port energy Sources

3.5 Port heat supply

All sea going vessels considered for the TEFLES scenario are IFO fuelled, it means that tanks

need to be heated. Whilst in port, the fired gas boiler must be used to obtain heat. This means

pollutants emissions from the boiler as it is running with fuel. Boilers together with Auxiliary

engines are the energy sources available in port.

Date: 31/01/2012


Page 40 of 84

In vessels, to take full advantage and reduce the use of the latter, this must be supported by

buffer heat storage systems, such the molten salt heat storage systems.

It is not a minor thing. Power required depends on the Daily, Settling and storage tanks

arrangement, but in case ship, heat required is as much as 1 MW.

3.5.1 Economizers

Auxiliary gensets power range is much lower than the main power plant but there is, in

some cases, enough amount for heat recovery.

Nevertheless, Waste heat recovery (WHR) for auxiliary engines is limited because of the

payback of the side installation (Rankine, etc) that is taking care of the energy transformation.

It becomes an interesting solution in vessel with huge amount of electrical demand, such as

cruise liners, ferries, etc. It must be kept in mind that almost 50% of the power output is

released as heat by the exhaust (with 185 ºC as lower limit) but not for case ships in TEFLES.

When ship auxiliary engine are working on dock there is also the possibility of using the heat

extracted from the auxiliary systems and currently, in the market, there are manufacturers

that have developed systems suited for auxiliary engines. While in port, if no cold ironing can

be used this represents an intermediate solution. Normally this product will belong to the

small boiler range of the catalogues.

This can also be used with LNG fuelled auxiliary engines but taking into account that the

output would lower because of the lower exhaust temperatures of LNG.

A major problem is space in exhaust funnel for these systems. Most of manufacturers work

developing tailored systems for every case. So it is quite complex to obtain available data.

CO2 [%] NOx [kg/T] CO [kg/T] SO2 [kg/T] PM25 [kg/T]

9 12.3 4.6 54 1.04

Table 4 Boiler typical emissions [several sources]

Date: 31/01/2012


Page 41 of 84

Fig. 25 Oil fired boiler [Heatmaster]

3.5.1.1 Alfa Laval-Aalborg

Aalborg XS-7S is a waste heat recovery (WHR) economizer after the auxiliary engine.

Above 100 ºC drop can be obtained downstream auxiliary engine exhaust, as it has been

shown in several sea trials performed. These systems can be retrofitted or used in new

buildings.

The smallest in the range, which is the size for small auxiliary engines, is the Alfa Laval Aalborg

XS-7S WHR economizer, which is specially designed for installation after the auxiliary engine.

The reductions translate into fast return on investment. Investing in the Aalborg XS-7S WHR

economizer generally pays for itself within 1 or 2 years. Payback time will vary, depending on

the number of days the produced steam can be utilized (offset against the steam requirement

from the oil-fired boiler) and on redundancy requirements.

Typical requirements to take into account are the engine type, uptake backpressure, and other

critical factors

3.5.1.2 Heatmaster

This Leading manufacturer of Heating systems in marine business has wide product

catalogue with exhaust boiler that can be adapted to this application.

Date: 31/01/2012


Page 42 of 84

3.5.2 Phase change materials

PCM are materials that take advantage of their latent heat to store external heat and

release it according to user requirements. They are commonly used in Solar energy field

among others.

PCM depending on their components can be divided in:

Organics. Fatty acids

Inorganic. Salt hydrates

Eutectics

Hygroscopic materials

Selection of PCM depends in several factors:

Thermodynamic properties

Melting temperature for a given operating range

High latent heat of fusion per unit volume

High specific heat, high density and high thermal conductivity

Small volume changes on phase transformation and small vapor pressure at operating

temperatures to reduce the containment problem

Kinetic properties

High nucleation rate to avoid supercooling of the liquid phase

High rate of crystal growth, so that the system can meet demands of heat recovery

from the storage system

Chemical properties

Chemical stability

Complete reversible freeze/melt cycle

No degradation after a large number of freeze/melt cycle

Non-corrosiveness, non-toxic, non-flammable and non-explosive materials

Low cost

High temperature applications are the ones to take into account. As everybody knows exhaust

temperatures in marine Diesel engines are ranging from 250 ºC to 350 ºC or somewhat above.

Most suitable marine applications are bases in inorganic salt hydrates, but most widely used in

cold storage field for ships. High temperature applications are being implemented currently.

Date: 31/01/2012


Page 43 of 84

Fig. 26 Properties for high temperature Salt based PCMs [PCMproducts]

Fig. 27 Selection chart Enthalpy vs T [Climatetechwiki]

One of the major problems of this technology is the solidification of the container at a certain

temperature ranges, what makes heat exchange inefficient. It appears as a very serious

problem that has been sorted out by means of nucleators.

Another problem is segregation, but this can be solved with the addition of another material,

normally, a polymer gel.

In terms of the case ships, it is obvious that the tug falls out of the applicability ranges due to

the intermittent operation.

Date: 31/01/2012


Page 44 of 84

In the RoRo case, it becomes interesting to perform a more in depth study that will arise from

work package 2. For vessels where low electric load is required at port, PCM can help to avoid

useless Heat recovery devices in this range, such as economizers.

3.5.3 Solar thermal energy

New developments in thermal energy storage technology provide opportunity to re-

introduce steam/thermal oil power to ships. Solar energy is being addressed in some projects,

but current power installed on board is not that high. Space requirement and cost are high.

But some efforts are being done towards the solar energy fully integrated on board. Some

thermal storage systems involve groups of well-insulated accumulators capable of holding

saturated water at high-pressure, even within the super-critical range. Other systems store

thermal energy in the latent heat of fusion of mixtures of molten salts.

The solar thermal power industry has found it is necessary to develop some form of grid-scale

energy storage that can allow solar thermal power stations to continue to provide electric

power after sunset, or during short periods of cloud cover. This is addressed by PCM.

Up to date, not many installations on board have been performed as thermal energy storage.

3.5.4 Onshore heat supply

Last solution considered for heat supply is the port supplying steam or high temperature

oil (from sized heaters) for ship tank heating. A future work in terms of feasibility could be

addressed. Important constraints are heat losses and efficiency and emissions from the port

source and ship connections and costs.

3.6 Solar Photovoltaic energy

A photovoltaic installation is using a regulation and control system to adequate the DC

quality and a battery set is the one in charge to store the obtained energy.

The advantage of the DC grid is the avoidance of the AC conversion when working inside a DC

network.

Solar panels installation for electricity supply in similar vessels have already verified a supply

around 10% of the auxiliary network in NYK LINES project. Something that represents very

Date: 31/01/2012


Page 45 of 84

little in the whole amount of energy demanded onboard. CO2 savings are expected to be

around 1.2%.

Although usual solar panels are made from Silicon, CIS (Copper, Indium, Selenium) solar

panels, a new generation technology, was the one chosen for this application by NIPPON Oil.

Fig. 28 NYK lines RoRo with Solar Panels [NYKLINES]

Another case is the installation on board a vessel of Japanese ship owner Mitsui O.S.K., where

a 3% of energy recovered by sun is claimed by means of a set of batteries. The RD project

joined MITSUI O.S.K. and SANYO to develop the system.

There are several manufacturers working in this technology applied to ship industry.

3.7 Standards and guidelines

In all different technologies reviewed in this document, not all of them have reached a

clear regulation frame.

Heat recovery technologies are under Class society regulations since long time ago. It is only

when it comes to solar energy or PCMs where there is some uncertainty due to the new

application on board.

In the case of cold Ironing, an agreement in terms of connection has come into force, and

some guidelines are stated by EU and class societies as shown before.

New buildings are being designed with High Voltage networks, since last years. It is usual to

find 690 V, and even 1, 6.6 and 11 kV (but this is typical in cruise liners).

Date: 31/01/2012


Page 46 of 84

So ship requirements are not the same in each case, what makes more difficult to get a

common solution. But flexibility in berth stations, will make or it is making this possible.

Main standards and guidelines have been found:

ISO standard On shore power supply, Cold Ironing

IEC standard Ellectrical installations in ships, special features- HVSCS

IEE standard IEEE P713- Electrical shore to ship connections

Class societies Cold ironing guidelines (HVSC notation)

3.8 Best practices. North Europe and USA

This task intends to use as example the best technologies that are currently used in ports.

Cold Ironing, if ports and vessels are suited for its use, stands as the first option to consider.

Normally, shipyards, when working in a new building, they use in a certain way, cold ironing.

The problem is they are usually limited to 380 V 50 Hz. For instance, Flensburger shipyard has

started to use Siemens cold ironing systems, what allows to provide different voltages and

frequency. The shipyard has been approached to know if new Ferries building are being

delivered with cold ironing installation.

North Europe has been traditionally pioneering in the Emissions regulations and

environmental policies, because of the high number of areas where shipping industry meets

Populated areas.

One of the biggest measures taken is the ECAs and SECAs (Emissions Controlled areas) in North

and Baltic Seas. Other more permissible rule is the Low Sulfur limit for the rest of European

ports.

Date: 31/01/2012


Page 47 of 84

Fig. 29 Sox emissions in Europe

Most pollutant ports in the continent are:

Rotterdam

Antwerpen

Milford Haven

Augusta

Gothemburg

Piraeus

European and neighbor countries policies towards more environmentally friendly ports, give us

result some Cold Ironing installations in some ports:

Pitea

Stockholm

Helsingborg

Kemi

Oulu

Koltka

Antwerp

Lübeck

Zeebrugge

Other good example of it is the Venice port which has several policies towards emissions

reductions. Following, undertaken measures from Venice Port:

LED lighting Saving more than 70% energy compared to usual installation

Date: 31/01/2012


Page 48 of 84

Photovoltaic Panels. Supplying the Terminal power needs and peak when cruise liners

are alongside. In low consumption periods it gives the power back to the network.

With 18000 square meters installed

Energy from Algae. A biomass power plant will be installed to be independent

Electric vehicles. ENEL is performing a study for the suitability of using electric vehicles

only in the port

Cold Ironing. A system has been installed to supply electric power from port to vessel

when alongside

When it comes to the source of the electricity supplied by the port a very special case is

Barcelona port, a self supplier of electricity thanks to a huge cogeneration plant. This plant has

two generators, each 425 MW with efficiencies around 57%. The plant is operated by one of

the biggest electric companies in Spain. This way, they have the capability of supplying

electricity to the network.

Several ports in USA have adopted cold ironing as a measure for emissions reduction. Port of

Los Angeles has invested millions of dollars in berth electrification.

When talking about emissions reduction in port there is one which is at the forefront in terms

of innovation, Port of Los Angeles (with the AMP program). California predicts that by 2010

that 20% of their ships will be using shore power, and by 2020 it will gradually go up to 80%.

Cruise ships are setting up all their vessels for shore power. Ports all over the world are

offering terminals with cold-ironing. The Navy has been using cold-ironing for years.

United States Ports, over the last few years, has been under great pressure to clean up the

emission caused by diesel gas and other contaminates that pollute the air. In the past, there

has been very little regulation on ocean-going vessels. Most of these ocean-going vessels have

been using the least expensive and dirtiest fuel available. In 2004 the EPA put new

requirement that decrease the allowable levels of sulfur in fuel used in marine vessels by 99 %.

The federal government has put most of the responsible for air pollution with each state.

States and Federal agencies are offering incentives to ports and vessels to help

implement United States Cold Ironing. Ships and vessels can receive state and federal aid to

retrofit their vessels so they can plugged into shore power. Also they are helping the ports

with incentive plans to update their power systems to use cold ironing.

The U.S. EPA is working on reducing emissions from propulsion engines on oceangoing vessels.

In 2003, the agency adopted emission standards for new Category Three Marine Diesel Engines

installed on vessels registered in the U.S. from January 1, 2004 onward. The EPA also intends

to set standards for fuels used by marine engines. Because issues such as engine emissions are

an international issue, the IMO is also framing rules for cutting down shipping emissions. The

rules include a global cap of 4.5 % by mass, on sulphur content of fuel oil and recommend the

monitoring of sulphur content globally. The IMO is also encouraging countries to declare their

coastlines as “S Emission Control Areas,” where sulphur content in fuel must not exceed 1.5%.

Date: 31/01/2012


Page 49 of 84

Nearly 20% of the ships visiting California ports will use shore-based power by 2010. This

number would gradually go up to 80 per cent by 2020 according to CARB. The main drawback

is that this process may not be economically viable for infrequent port visitors. Ports all over

the world are starting to offer terminals with shore-port-to-ship power, and cruise ships are

now setting up all their vessels for shore power. China has set up their large container ships to

use shore power, and the Navy has used this method for years. Shore-port-to-Ship power will

be the wave of the future as nations around the world realize the need to protect our

environment for future generations.

In 2005, Los Angeles Ports have initiated a "No Net Increase Policy," which is to roll back and

maintain air emissions to the October 2001 levels. The way they are doing this is called the

Alternative Maritime Power Program. Under this program, a shipping company agrees to

utilize shore power at the port for at least five years as part of its lease agreement. The port is

adding an incentive program and will provide up to $810,000 to defray the cost of adding

shore-power to a ship.

The NNI recommends the implementation of a NNI Measure Number OGV16, which would

require all passenger ships and other ships calling at a port five or more times a year to be

cold-ironed. Also, this program would require all terminals to utilize shore power on 70

percent of ship calls within two years of entering a new lease or renewing an existing lease

with the port.

The Port of Long Beach has committed to providing shore-side power at new and

reconstructed container terminal berths. As of December of 2005, they have three berths with

cold-ironing.

Other ports in California using cold-ironing are the Ports of San Francisco and San Diego. A

partnership between the Port of Seattle and two cruise lines, the Princess and Holland

America, have implemented cold-ironing. Just these two participating vessels have cut annual

CO2 emissions by 29%. The Port of Seattle is expanding their option on providing cold-ironing

to other ships.

Date: 31/01/2012


Page 50 of 84

Fig. 30 Port infrastructure [POLA]

Other ports such as Oackland, Tacoma, Seattle, Juneau, San Diego, San Francisco are working

in same line performing cold Ironing required infrastructures installation.

Date: 31/01/2012


Page 51 of 84

4. TEFLES SCENARIOS: Ship types

4.1 RoRo vessels

Roro vessels are ships specially designed for car carrying and transport.

Vessels calling Vigo port rarely overcome 200m in length. These vessels are usually powered

with a single shaft line and controllable pitch propeller.

In terms of the power plant we should differentiate between propulsion and auxiliary plant.

When talking about Main engine, most common solution is a 4T Medium speed Diesel engine

fuelled with RO. Running in RO makes it necessary to heat FO tanks with thermal oil or even

steam to keep the viscosity in a suitable range for pumping and injecting.

A common arrangement is a reduction gear moving, when sailing, a shaft generator feeding

electric network on board.

Fig. 31 Power plant layout

MAIN

ENGINE

SHAFT GENERATOR

AUXILIARY

GENSET

MAIN

SWITCH

BOARD

CP

PROPELLER

Date: 31/01/2012


Page 52 of 84

When talking about the auxiliary plant, these types of vessels have several auxiliary gensets

depending on the consumers to feed. These auxiliary gensets are moved by medium speed

Diesel engines but low powered.

These machines can run in HFO or even in MDO, which is quite usual.

They are connected to the electric network individually and, usually, with self synchronization

devices to avoid black outs when switching from shaft generator to auxiliary gensets in port.

In the Ferry case main propulsion is similar, but normally based in two shaft lines. New designs

are taking advantage of Diesel-Electric configuration but it is not that usual.

In terms of the auxiliary plant, although the power installed is higher because of the additional

hotelling consumers, the solution is the same as for a RoRo.

The Vessel considered for this case is the one measured one in Work Package 3, a Car carrier

from 1995, regularly routing from Vigo to St Nazaire, in the so called Motorway of the Sea.

Vessel particulars are as follows,

SHIP PARTICULARS

Lpp 128 m

B 22.65 m

T 6.7 m

Cb 0.6

Displacement 11576 T

Table 5 RoRo main particulars

Propulsion plant consists of a Wärtsila engine moving a 4.8 m Controllable pitch propeller in a

single shaft line.

Additional aids for manoeuvring are a forward and aft controllable pitch tunnel thrusters, with

720 and 495 kW respectively. Both of them are moved by asynchronous electric motors. The

vessel is fuelled with IFO 380 and has no exhaust cleaning system.

Date: 31/01/2012


Page 53 of 84

Fig. 32 Vessel Loading in Vigo Port

Fig. 33 RoRo route

In the port scenario, what is relevant is the actual consumption and related emissions of the

vessel auxiliary generating sets, which are one of the sources of energy used onboard in this

scenario. None external energy source in port is used in all the ships docked in Vigo port. In

addition to this, it must be said that the port is not prepared for supplying energy for ship

hotelling and active systems in port.

Date: 31/01/2012


Page 54 of 84

RoRo case ship stays in port, depending on the Schedule, 4 hours per day docked in average,

three times per week. From sea trials it was obtained, the actual measured ship operating

profile.

From data obtained from sea trials, specific fuel consumption curve of auxiliary generating sets

could be characterized. This SFC curve is given below. This information is available in

Deliverable 3.2.

These values are given in g/kWeh because of the impossibility of measuring mechanical power

before the generator, but it gives an actual measure of consumption.

With average power demand in 400 kW, supplied by a single generator (two installed onboard)

represents 66% of total generator power and 53% of Diesel load, which is somewhat low. From

the chart above, it is seen that with this load SFC value is over 250 g/kWeh.

To figure out the port scenario, in this section some ratios are obtained. For a single stay,

weekly and annual, the tables below show energy provided, consumption of MDO.

SFC (g/kWeh) Power

demand (kW)

Energy Per

day (kWh)

Energy Per

week (kWh)

Energy Per

month (kWh)

Annual energy

(kWh)

250 400 1600 9600 38400 1843200

Table 6 RoRo Auxiliary engines energy generation figures (per group)

SFC auxiliary engine Fig. 34 Auxiliary engine SFC

Date: 31/01/2012


Page 55 of 84

SFC (g/kWeh) Power

demand (kW)

Consumption/

day (kg)

Consumption

week (kg)

Consumption

month (T)

Annual

consumption(T)

250 400 400 2400 9.6 460

Table 7 Auxiliary engine consumption figures

SFC (g/kWeh) Power

demand (kW)

Cost Per Ton

(euro/T)

Cost per

day(euros)

Cost Per kWh

(euro/kWeh)

250 400 450 302 0.18

Table 8 Auxiliary engine costs

A local fuel supplier, based in Vigo, gave the project partners accurate values for Marine Diesel

Oil costs. The actual cost (January 2012) per kWh is shown in the previous table.

Port of Vigo, main scenario for Port model, gave following figures in terms of annual RoRo

traffic. It is number of total RoRos, docked in Vigo port per year, separated in domestic and

abroad vessels.

Total RoRo Spanish Foreign

527 53 474

Table 9 Total amount of RoRo calls in Vigo port

All these vessels are similar to the case ship. Assuming an average similar consumption, this

represents more than 485 million kWh.

Annual kWh per vessel Total Annual kWh

921600 485683200

Table 10 Annual kWh figures for all RoRo docked

Besides, typical emissions for auxiliary gensets give a first estimate of emissions savings in case

cold ironing is applied. Next values are given in g/kWh.

Date: 31/01/2012


Page 56 of 84

Pollutant CO2 NOx SOx HC CO PM25

g/kWh 700 14 - 0.4 - 0.3

Table 11 Typical emissions ratios for a 4T medium speed Diesel Engines

This means that emissions from auxiliary plant of the case ship, in port, for the typical demand

we are considering is:

Pollutant CO2 NOx HC PM

Per stay (kg) 1120 22.4 0.6 0.4

Per week (kg) 6720 134.4 3.6 2.4

Per month (T) 26.8 0.53 0.01 0.009

Annual (T) 321 6.3 0.12 0.1

Table 12 Emissions for RoRo auxiliary plant

NOx (g/kWh) SO (g/kWh) VOC (g/kWh) PM (g/kWh)

Average emissions factors in Europe 0.35 0.46 0.02 0.03

Emissions from aux. Engines with 0,1% S 13.9 0.46 0.4 0.25

Table 13 Emission ratios for each kWh generated from Country network vs Gensets

Pollutant CO2

(g/kWh)

NOx

(g/kWh)

SOx

(g/kWh)

HC

(g/kWh)

CO

(g/kWh)

PM

(g/kWh)

From electric network 330 0.35 0.46 0.01 0.0112 0.03

From vessel aux. gensets 700 13.9 0.46 1 0.6 0.25

Savings 370 16.65 - 0.99 0.58 0.24

Table 14 Potential savings with shore connection vs aux. Genset running

Date: 31/01/2012


Page 57 of 84

Considering the Vigo port traffic stated before, for the annual figures of RoRo traffic, following

values for total emissions arise.

Pollutant CO2 NOx SOx HC PM

Annual (T) 169167 3320 111 63 52

Table 15 Annual emissions in Vigo port

It has been assumed that auxiliary engines are running with IFO not MDO, which is becoming

more and more common due to current regulations come into force. In this case, emissions

savings due to S would be dramatically decreased.

4.2 Ferries

Fig. 35 Ferries Images [HJ.Barreras & Wärtsila]

Ferries selected are vessels operating at 400 V 50 Hz also. Shore power requirements

are higher than the ones in RoRo case. Ferries in North Europe in short routes were pioneering

cold ironing solution. As ferry size, time in port, route length and power demands varies

largely, case studies must be focussed reduced to the ones with available information such the

Transmediterranea and Balearia services from Balearic Islands to Peninsula that may be

covered as far as TEFLES resources could be available after covering RoRo and MOS. Anyhow

ferry models and solutions can be easily extended from RoRo models and solutions, as the port

side of the model is the same and only ship energy needs and operational parameters are

different (but differences between ferries may be larger than between the TEFLES RoRo case

and the referred Peninsula-Island ferries

Date: 31/01/2012


Page 58 of 84

Auxiliary power generation capacity is over 4 MW, so power demand and thus

emissions becomes more important in this case. They will not be studied in depth such as the

RoRo case.

4.3 Tugs

The tug ship is based in Vigo port performing ship assisting inside the bay.

Main particulars of the vessel are as follows,

SHIP PARTICULARS

Lpp 25.36 m

B 22 m

T 3.5 m

Cb 0.5

Displacement 460 T

Table 16 Tug main particulars

Date: 31/01/2012


Page 59 of 84

Fig. 36 Tug route

Fig. 37 Selected vessel

The vessel operating profile was obtained in Work Package 3 too, where measurements were

performed.

The vessel when docked has a power demand below 20 kW. This is not a very high demand. It

must be highlighted that the vessel is not working on its own, the company providing towing

Date: 31/01/2012


Page 60 of 84

services has 3 sister vessel prepared for the service during 24 hours a day. These three vessels

stay in port with energy being supplied by the port electric network.

Considering in average 10 kW, with two vessels each day, permanently docked, and the third

one, 20 h, it gives following figures.

Power

demand (kW)

Energy Per

day (kWh)

Energy Per

week (kWh)

Energy Per

month (kWh)

Annual energy

(kWh)

20 680 4760 19040 1737400

Table 17 Energy consumption

It must be reminded that this vessel is currently switched to port network while at berth, so

savings in this scenario for the tug case should not apply.

Date: 31/01/2012


Page 61 of 84

5. TEFLES port scenarios

5.1 Vigo port description, traffic and share of ferry and roro APV

Vigo is a natural harbour, with 14,000 hectares of sheltered water inside Vigo bay. The port of is protected from storm by the Cies Islands and the peninsula of Morrazo, so it’s operational 365 days a year. The land Service Area (SA) of the Port of Vigo covers an area of 2,572,577 sqm. On the left side of the estuary, the SA extends along the municipalities of Vigo, Redondela and Vilaboa. On the north side, along the municipalities of Moaña and Cangas. Most of the infrastructure and port facilities for freight, passenger and fishing are located, however, in the municipality of Vigo (over a total of 2,048,854 sqm). In the remaining SA are located sections of lands of public port domain, that hold a number of concessions, mainly docks for fishing traffic with cold stores and warehouses, besides facilities for shipbuilding and repair, being interrupted by beaches, which are excluded from the service area.

Port of Vigo has 100 regular lines to major destinations in Northern Europe and America. Of these, highlight the lines of Ro-Ro traffic, at european level, developing a real short sea transport or short sea shipping - a total of six lines-, as well as at transoceanic level, with four lines of this kind in 2009. Some of these lines are and have been the prelude to the upcoming first motorway of the sea at the european level, officially recognized as such.

Port authorities have published some guidelines for MARPOL appliance, because of the environmental concerning.

With regard to what is related to Vigo port scenario, the has an annual traffic figures shown in

following table per types of ships.

Date: 31/01/2012


Page 62 of 84

NAME ROUTE FREQ SCALE SHIPS LOAD TYPE LOADED/UNLOADE

D TONNES

MOS

covered by

LME

(“LÍNEAS

MARÍTIMAS

ESPAÑOLAS

”)

Vigo-St. Nazarie-

Calais-Flushing-

Setúbal-Le Havre-

Southampton-

Livorno-Sheerness-

Zeebrugge-Pireo-

Vigo-Las Palmas-

Tenerife

weekly 300 AQUARIUS ACE Cars /trucks 3,286,597

ASTRAL ACE 807,352

BOUZAS 7,393,071

DIGNITY ACE 1,576,885

EXCELLENT ACE 615,309

FIRMAMENT

ACE

766,541

FREEDOM ACE 1,078,152

GALICIA 4,900,362

LA SURPRISE 1,505,784

MARTORELL 1,302,338

MOSEL ACE 3,354,446

Vigo-

Bremerhaven-

Emden-Flushing-

Setúbal-Le Havre-

Southampton-New

Castle- Livorno-

Montoir-

Sheerness-

Zeebrugge-Pireo-

Las Palmas-

Málaga-Tenerife-

Santander-Bilbao-

Barcelona-Fos

PALMA Cars/Machinery 946,639

PALMELA 652.49

PLANET ACE 2,986,099

PRECIOUS ACE 594,021

PROGRESS ACE 2,614,595

REPUBBLICA

ARGENTINA

2,529,254

SERENITY ACE 2,694,455

SUAR VIGO 8,079,621

SUNLIGHT ACE 205.77

TENERIFE CAR 7,234,664

K-LINE

EUROPA

SHS (KESHS)

Zeebrugge-Vigo-

Sheerness

weekly 170 AEGEAN

HIGHWAY

Cars 1,022,842

ARCADIA

HIGHWAY

1,309,193

BALTIC 797,403

Date: 31/01/2012


Page 63 of 84

HIGHWAY

BOSPORUS

HIGHWAY

436,923

CHANG TAI

HONG

528,456

DANUBE

HIGHWAY

33,471,809

ELBE HIGHWAY 8327.68

GEORGIA

HIGHWAY

339,182

MICHIGAN

HIGHWAY

475,764

ROCKIES

HIGHWAY

4,715,108

SCHELDE

HIGHWAY

13,907,147

SEINE HIGHWAY 39,715,783

SHANGHAI

HIGHWAY

424,153

SUZUKA

EXPRESS

1,840,847

THAMES

HIGHWAY

10,660,126

VIKING ODESSA 69,613,229

WESTERN

HIGHWAY

1,698,049

UECC

(UNITED

EUROPEAN

CAR)

Zeebrugge-Vigo-

Sheerness-

Zeebrige-Setúbal-

Southampton-

Vigo-Liborno

AEGEAN BREEZE Cars 35,178,145

ASIAN BREEZE 19,618.50

AUTO BALTIC 339,036.22

AUTO BAY 38,235,404

AUTOBANK 56,572,668

AUTOPRIDE 19,873.56

AUTOPROGRESS 31,526,666

Date: 31/01/2012


Page 64 of 84

AUTORUNNER 2,636,184

BALTIC ACE 1,968,567

BALTIC BREEZE 27,730,777

Vigo-St.Nazarie-Le

Havre-

Bremerhaven-

Livorno-Pireaus

CITY OF NORDIC 6,422.19

CORAL LEADER 41,141,921

GRANDE

ANVERSA

1,658,266

GRANDE

COLONIA

1,071,846

GRANDE

DETROIT

1,272,025

GRANDE ITALIA 1,537,648

GRANDE

PORTOGALLO

839,098

GRANDE SICILIA 764,938

OPAL LEADER 32,663,739

TRAVIATA 13,727,824

Table 18 RoRo calls for Vigo port

Date: 31/01/2012


Page 65 of 84

Fig. 38 Vigo port electric Network

Date: 31/01/2012


Page 66 of 84

5.1.1 Renewable energies installations and sources in Port of Vigo

Vigo port has done some efforts in implementing renewable energies as a source for

their demand. Some studies about wind energy feasibility resulted as a non profitable

investment.

On the other hand, solar energy is becoming more and more important in port network.

Currently port of Vigo has four areas with solar panels installed.

Port workshops (termal and electricity)

Car loading park (electricity)

Fisheries (thermal)

Stores (thermal)

Details about the infrastructure are given in Annex I.

5.2 St. Nazaireport description, traffic and share of ferry and RoRo

With over 30 million tonnes of traffic handled in 2010, Nantes – Saint Nazaire is the leading

port on France’s Atlantic Seaboard and the fourth port authority. Its port area extends over a

65-kilometre stretch along the Loire Estuary.

This port is the arrival port for the regular route for the RoRo case ship in this project.

Saint Nazaire is placed in a very technological area. In Saint Nazaire. STX shipyards are located

in the surroundings. These yards are specialized in cruise liners. Other key character is the

EADS facilities close to the area, for aeronautical assembly of most known aircrafts.

With nearly 300 hectares set aside for logistics, Montoir de Bretagne’s multimodal 2LE

platform has the advantage of a favourable location with a market area of 10 million

consumers. The Nantes - Saint Nazaire Port Authority adopts an environmental approach to

urban planning and development in partnership with the Agence de l'Environnement et de la

Maîtrise de l'Energie.

Date: 31/01/2012


Page 67 of 84

Fig. 39 Port locations

The Nantes – Saint Nazaire Port Authority’s Donges workshops offer a broad range of services

for vessels.

With three dry docks and a sluice dock at Saint Nazaire, as well as a floating dock at Le Pellerin,

the Nantes - Saint Nazaire Port Authority makes available to firms and companies all the

infrastructures, plant and equipment required for shipbuilding and ship repair operations.

The Aloès pontoon is the only piece of equipment deployed on the River Loire that has a lifting

capacity of 90 tonnes. It is mainly used for on-water handling operations and the

transportation of heavy-lift consignments, with its 200 m² platform being able to receive a

maximum load of around 200 tonnes.

The Nantes – Saint Nazaire Port Authority’s technical team carries out specific studies and

matches the services to your requirements, so as to offer you a tailor-made service provision.

Being responsible not only for developing and managing the industrial and logistical activity

zones, but also for bringing added value to port property, the Nantes - Saint Nazaire Port

Authority gives careful consideration to plans for new business locations.

Date: 31/01/2012


Page 68 of 84

Fig. 40 Routes from St Nazaire port

Inaugurated on 9th September 2010, the maritime motorway between Gijón and Montoir de

Bretagne is the first to come into being between Spain and France. The European Union

together with the French and Spanish Governments have given their strong backing to this

new type of maritime service, in which great hopes are vested at a logistics, economic and

environmental level.

The primary aim of this maritime motorway between Gijón and Montoir de Bretagne is to

relieve congestion on the trans-Pyrenean road links, notably the N 10 road, and to reduce the

environmental impact of freight transportation by "transferring" lorries from road to sea. The

project is in line with the objectives of the Grenelle de l’Environnement, France’s National

Environmental Forum, and is one of the 22 projects selected in 2010 by the European

Commission to form a part of the Marco Polo Programme, thereby receiving four million euros

in funding.

On 2nd July 2010, France’s Central Government ratified the decree relating to the selection,

commissioning and funding of maritime motorways between France and Spain on the Atlantic

/ Channel / North Sea Range. Two projects were chosen, thus confirming the strategic location

of the Port of Nantes – Saint Nazaire:

The maritime motorway between Nantes – Saint Nazaire and Gijón, which is operated by LD

Lines in partnership with the Ports or port operators concerned;

The maritime motorway between Nantes – Saint Nazaire and Vigo on one hand, and between

Algeciras -Vigo and Le Havre on the other hand.

RoRo transport meant, last year, 487235 T of load, more than 20% compared to 2009.

Last year the port also got the import consignment of Renault cars built in Turkey.

Date: 31/01/2012


Page 69 of 84

Situated on the Loire Estuary, which forms an exceptionally rich natural environment, the

Nantes – Saint Nazaire Port Authority has laid down the major orientations of its

environmental policy for the coming years, above and beyond its actions to prevent pollution

and to comply with statutory requirements. Respecting the frame of reference of the ISO

14001 Standard, this policy notably aims both to step up the efforts to integrate the

environmental dimension within development projects and to study the effects of dredging

operations on the natural environment and to manage the natural spaces, among other

objectives.

For 2011, the Nantes – Saint Nazaire Port Authority is launching a 13-point programme of

action, covering among other points the improved understanding of the impact of dredging

operations, the quality and treatment of discharge water, the reduction of the risks of oil and

hydrocarbon leakage and efforts to raise the awareness of personnel regarding environmental

issues.

Date: 31/01/2012


Page 70 of 84

6. Scope of TEFLES solutions and models for ship docked

6.1 Solutions selected

Technologies reviewed in previous sections represent all the existing technologies

available currently for ship emissions reduction while in port.

There are several factors that affect the final selection. Among them,

S, NOx and PM emissions reduction potential

CO2 and Energy saving potential

Installation requirements availability

Installation costs ships and port and exploitation cost increase or reduction on ships

Return of investment (ROI) retroffiting or new ships

Differential cost of fuels and electricity

Incentives to emission reduction and eligibility for high- standard regions (ECAs) or

port access

Initially, all of them are feasible in this scenario. But it will not be until next tasks when all pros

and contras will be analyzed.

6.2 Models used for emissions calculation when docked

The model is a combination of different tools provided by the project partners. From Port

scenarios and case ships the model will take into account auxiliary plant generation, network

and consumers. This is going to be considered both for the tug and RoRo case.

These plants are similar in every single vessel, all around the world. They are usually formed by

a Diesel generating set, composed by a Medium speed Marine Diesel engine coupled to an

alternator (synchronous machine) as explained earlier.

From now, the model will be explained in the basis of a RoRo power plant.

Depending on the size of the consumers, the vessel will have one or more auxiliary gensets.

The usual way of sizing the plant is to consider that all the power demanded can be supplied

by N-1 generating sets (being N, actual generating sets number).

Date: 31/01/2012


Page 71 of 84

Over sizing, was a common error in shipbuilding, leading to a bad load sharing when the vessel

is sailing but this effect is being increased whilst in port, because load is not too high as it has

been demonstrated in measurements conducted (53% of total power).

This is why it is of major importance to assess the power consumed and from where it can be

obtained.

As said before, the model that will simulate the vessel when docked is formed by several

modules.

The capabilities of the model are:

Dynamic behaviour of generating sets, according to demand changes

Fuel consumption calculation for a given period

Consumer behaviour dynamic simulation

Energy monitoring

Emissions calculations (based in real measurements or accepted fuel types bunker

related formulas)

Efficiency calculation (current IMO EEOI efficiency indexes not applicable to auxiliaries)

Costs (investment, operation including maintenance and effect from energy efficiency

changes, and return of investment) per round trip (two MOS end ports) or year

The model is using electrical load profile as input

Fig. 41 Model diagram

The input is the electric power demand profile of the case vessel power plant whilst in port.

Another possibility is to get the total power demand from each consumer case.(from data

available)

The auxiliary engine module will input the engine power that needs to be delivered by the

Diesel and will deliver as output the calculated consumption and emissions data.

Electrical load profile can be introduced on the average or for a specific conditions case.

Depending on how many generators are selected and the characteristics taken into account,

the model is able to calculate the actual load for every active Diesel engine at same times it

gives some important operational parameters such as:

ELECTRICAL LOAD PROFILE AUXILIARY ENGINE-

GENERATOR

CONSUMPTION

ENERGY DISTRIBUTION

EMISSIONS

COSTS/fueling options

Date: 31/01/2012


Page 72 of 84

Fuel consumption

rpms (that must be kept constant)

Efficiency

Emissions

Heat recovered or lost

Energy requirements are going upstream from generator to Diesel engine.

Fig. 42 Generator set model

At this very point, economical aspects are assessed in the model.

6.2.1 Emissions

Emissions are calculated according to typical ratios obtained from several studies or

for a specific case ship, it would also be provided by expert partners with in-house calculation

methods.

Another possibility is to feed the model with vessel sea trials, for a more accurate result. The

methodology of inputs for the model is somewhat open, depending on the ship, owner,

information provided, etc.

Emissions dispersion models on air after exhaust not included in TEFLES project scope.

Date: 31/01/2012


Page 73 of 84

7. End users specifications emissions reduction when docked

7.1 Ships (RoRo and ferries)

Conclusions obtained from the model would give the owner the chance to assess their

actual ratios in terms of efficiency and emissions.

The port model is intended to be a tool for the ship owner, once the operating profile of the

vessel is known, to ascertain which are current emissions and costs while in port for a certain

vessel, and the corresponding ones after technologies selection. It is aimed as a decision

support tool for new actuations to be taken.

Inputs for the vessel model required to the owner are:

Machinery characteristics specifications

Auxiliary power demand. Electrical profile various operating cases (docked in port)

Main ship consumers operational data and fuel consumption specification

Operating times

Operational and maintenance costs plus installation’s or retrofitting’s cost /years

The ship docked in port model should be able to give as output:

SOx Nox PM and CO2/energy reductions for the selected solutions and fuelling

options

Fuel consumption/reduction

Costs operation by trip, year. Option to include investments, maintenance, ship and

port )

Options using alternative fuelling or renewable energy sources

BAT best available solution (3 options ranked by type of emissions or cost) ship and

port sides

Each solution with emissions reduction % and total yearly reduction

Date: 31/01/2012


Page 74 of 84

The solutions and emission reductions may allow achieving the progressive TIER emission

thresholds set by IMO or to comply with regional or port thresholds or incentives

7.2 Ports (Vigo and St Nazaire)

From contacts with ports it has been found that not a deep knowledge of the vessel needs

and chances to reduce emissions is held by port operators. The model stands as an initial

study for the ports interested in aligning their environmental policies towards reductions

measures.

The model will consider:

RoRo and ferry power requirements on dock

Best Available Technologies Technologies (BAT) to reduce or eliminate emissions

Estimated costs for infrastructure and ship retroffiting for the selected solutions

Date: 31/01/2012


Page 75 of 84

8. Annex I

8.1 Port workshops

25 kWp (kilowatt peaks) installation with network connection. It is formed by 162 modules

of 155 Wp. With this, the actual peak is around 25110 Wp. Connection is base in 9 of them in

series, joined in a total of 18 groups in parallel. For the distribution an inverter it was placed

that allows connecting 2 series in paralel, with a total of 9 inverters, with following

characteristics

8.1.1 Input values

Maximum power (PpV): aprox. 3000 Wp

Max DC power (PCCmáx): 2700W

Max Voltage (UCCmáx):600V

Voltage range ((UFV): 224V – 600V

Max input current (IFV máx):12 A

THD < 10%

Max Lumber of Springs in paralel: 3

DC disconnection devices: sockets

Inversion current protection: Diodes

8.1.1.1 Output values

Max power 2.500 W

Nominal power 2.300 W

THD AC: <4%

Voltage range: 198V-260V

Freq. range: 49,8 Hz – 50,2 Hz

Cos φ : 1

Short circuit protection: current regulation

Date: 31/01/2012


Page 76 of 84

Connection: AC socket

Efficiency: 94,1 %

Max efficiecny euro/eta: 93,2%

Each phase invertir provide 2300 W, with a total of 6900 W. Maximum working power is 20,7

kW. Annual energy produced in 2010 is 32,982 MW.

8.2 Car park

Installation is formed by 480 panels VIDURSOLAR with 197 Wp each.

8.2.1 Technical characteristics

Sizes: 2.126mm x 1.000mm

thickness: 11,9 mm +/- 0,2 mm

Weight: 58 kg

Cell: 55 células poli-cristalinas de 156 mm x 156 mm

Distance between cells: 30 mm

Diodes by-pass: 3 diodos

Connection boxes

8.2.1.1 Electrical characteristics

Nominal power: 197 Wp

Max. current: 7,51 A

Max. Power voltage: 26,3 V

*radiation conditions: 1000 W/m2, cell temperatures 25 ºC.

Nominal power: -0,32 %/K

Short circuit current: +2,4 mA/K

There is no data in working conditions due to the fact that this is the first year since they were

installed.

8.3 Fisheries

Date: 31/01/2012


Page 77 of 84

The installation here is used for hot water supply

3 collectors for heat supply

water storage 500 l

heat exchanger

hydraulic circuit for flow circulation

auxiliary energy system

Monitoring system

8.3.1 Technical characteristics

hot water system volume: 295 liters

solar collectors area: 4,4 m2

Height: 1755 mm

Diámeter: 600 mm

Insulation: 50 mm rigd foam

Weight: 150 kg

Max working pressure: 6 bar

Date: 31/01/2012


Page 78 of 84

9. Acronyms

AMP Alternative Maritime Power

BACT best achievable control technology

BAT best available technologies

BFO bunker fuel oil

BMP best management practice

CARB California Air Resources Board

CNG compressed natural gas

CO carbon monoxide

CO2 carbon dioxide

“Cold ironing”: ship-shore connections for electricity, steam, water

DOC diesel oxidation catalyst

DPF diesel particulate filter

ECA emissions controlled area

EGR exhaust gas recirculation

EMS environmental management system

EPA (U.S.) Environmental Protection Agency

EU European Union

FTF flow through filter

HFO heavy fuel oil

“Hotelling” Ship on dock, interfacing with the port

HV high voltage

HP horsepower

IMO International Maritime Organization

Date: 31/01/2012


Page 79 of 84

ISO International Organization for Standardization

LNC lean NOx catalyst

LNG liquefied natural gas

LSD low-sulfur diesel

LV low voltage

MDO marine diesel oil

MECA Manufacturers of Emission Controls Association

MGO marine gas oil

MOU memorandum of understanding

MTO marine terminal operator

NO2 nitrogen dioxide

NOx nitrogen oxides

NOAA National Oceanic and Atmospheric Administration

PAHs polycyclic aromatic hydrocarbons

PM particulate matter

PM10 particulate matter less than or equal to 10nm

SCR selective catalytic reduction

SECA Sulfur Controlled Area

SO2 sulfur dioxide

SOx sulfur oxides

g/bhp-hr grams per brake horsepower-hour (a measure of the amount of a

pollutant per engine energy output)

g/kWh grams per kilowatt hour (a measure of the amount of a pollutant per

unit energy output)

lb/MW-hr pound per megawatt hour (a measure of the amount of a pollutant per

unit energy output)

Date: 31/01/2012


Page 80 of 84

ppm parts per million

tpd tons per day

Date: 31/01/2012


Page 81 of 84

10. Further references

DW Dockery, et al.: “Effects of inhalable particles on respiratory health of children,” Am Rev

Respir Dis 139: 587–594, 1989.

J Peters, et al. “A study of twelve southern California communities with differing levels and

types of air pollution. II. Effects on pulmonary function.” Am J. Respir, Crit Care Med 159: 768–

775, 1999.

JH Ware: “Effects of ambient sulfur oxides and suspended particles on respiratory health of

preadolescent children.” Am Rev Resp Dis 133:834–842, 1986.

JA Pope, Dockery DW: “Acute health effects of PM10 pollution on symptomatic and

asymptomatic children.” Am Rev Respir Dis 145:1123–1128, 1992.

KM Mortimer, et al.: “The effect of air pollution on inner-city children with asthma.” Eur Respir

J 19:699–705, 2002.

JF Gent, et al. “Association of low-level ozone and fine particles with respiratory symptoms in

children with asthma,”

Date: 31/01/2012


Page 82 of 84

11. Bibliography

[1] Woodyard, D., Pounder´s Marine Diesel engines ad Gas Turbines, Butterworth-Heinemann,

Nineth Edition, 2009

[2] Service contract on Ships Emission: Assignment, Abatement and Market-based

Instruments, Entec UK, Final report, 2005

[3] Ship emissions and technical emissions reduction potential in the Northern Baltic Sea,

Reports of finnish Environment Institute, Wahlström J., karvosenoja N. And Porvari P., 2006

[4] Economic Instruments for reducing Ship Emissions in the European Union, NERA

[5] Traffic flows between the baltic Ports and other major Eurpoean Ports, Port Net,

Actiaforum

[6] Crist P., Greenhouse Gas Emissions for Reduction Potential from International Shipping,

Joint transport Research centre of the OECD and the International transport forum, 2009

[7] Ericsson P., Fazlagic I., Shore-side power supply, ABB. 2008

[8] Wärtsila technical journal 01.2008. Hans Petter Nesse

[9] Resolution on a world wide approach to reduce GHG emissions in ports adopted on 16 April

2008, in Dunkirk, France.

[10] Proposal for an Environmental shipping index-air pollutants and CO2, Delft. 2009

Date: 31/01/2012


Page 83 of 84

12. Links

[1] www.apvigo.es

[2] www.nantes.port.fr

[3] www.portoflosangeles.org

[4] www.portgot.se

[5] www.imo.org

[6] www.couple-systems.com

[7] ABB www.abb.de

[8] CAVOTEC www.cavotec.com

[9] SIEMENS www.siemens.com

[10] TERASAKI www.terasaki.es

[11] COCHRAN MARINE www.cochraninc.com

[12] SAM ELECTRONICS www.sam-electronics.de

[13] TEMCO www.temco.com

[14] MITSUBISHI HEAVY INDUSTRIES www.mhi.co.jp

[15] NYK LINES www.nykline.com

[16] BALEARIA www.balearia.com

[17] ACCIONA www.acciona.com

[18] REMOLCANOSA www.remolcanosa.com

[19] ALFA LAVAL www.alfalaval.com

[20] WÄRTSILA www.wartsila.com

[21] PCM www.pcmproducts.net

[22] MITSUI OSK www.mol.co.jp

[23] SANYO us.sanyo.com/solar

[24] www.bunkerworld.com

http://www.cochraninc.com/

http://www.sam-electronics.de/

http://www.alfalaval.com/

http://www.pcmproducts.net/

http://www.mol.co.jp/

http://www.bunkerworld.com/

Date: 31/01/2012


Page 84 of 84

[25] www.transportenvironment.org

European Federation for Transport and Environment

[26] http://iaccsea.com

International association for then catalytic control of Ship emissions to Air

[28] www.shippingandco2.org

[29] www.susteinableshipping.com

http://www.transportenvironment.org/

http://iaccsea.com/

http://www.shippingandco2.org/

Documents

REPORT ON THE STATE OF THE ART SHIP DOCKED IN PORT …