Multihybride Alternative Energy

8/8/2019 Multihybride Alternative Energy

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Department of

Maritime Technology

Faculty of Maritime Studies

and Marine Science

O.O.Sulaiman, PhD, CEng,CMarEng

Risk based Multi-hybrid alternative

Energy for Marine System


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Risk based Multi-hybrid alternativeenergy for Marine System

[email protected]

University Malaysia Terengganu


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Outline

Introduction

Energy Environment and Sustainable Development

Energy supply and demand Hybrid System

Reliability and Decision Support Framework

Conclusion and Recommendation

References


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"It does not matter where on Earth you live,everyone is utterly dependent on the

existence of that lovely, living saltwatersoup. Theres plenty of water in the

universe without life, but nowhere is therelife without water. The living ocean drivesplanetary chemistry, governs climate and

weather, and otherwise provides thecornerstone of the life-support system forall creatures on our planet, from deep-sea

starfish to desert sagebrush. Thats why theocean matters. If the sea is sick, well feel

it. If it dies, we die. Our future and the stateof the oceans are one."

Sea Change A Message of the Oceans

Sylvia Earle, 1995.


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Introduction

Man, Environment and Technology Man

Biosphere- Water, Air and Soil

The techno sphere Marinesystem, the ship, the port,offshore structure, underwater

vehicles, surface effect vessel


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Introduction Increasing/unstable oil price leads to the need of alternative

energy to supply power to vessel in order to reduce oil usage.

Impacts of diesel exhaust to the environment.

Diesel exhaust contains much less unburned or partially burnedhydrocarbons and carbon monoxide.

The sun represent all source of energy

Hydrogen is the most abundant elements on the planet There is potential for use of solar and hydrogen gas as a fuel

source for marine system, and supporting power supply inreducing fuel consumption and diesel exhaust.

This present discuss the technical, risk and economical aspect

of hybrid of solar and hydrogen engine that meet sustainabledevelopment for maritime application

Marine application include systems:

Marine vehicles for marine transportation ( sea or river): boat,tanker vessel, container ship, offshore supply vessel, bulk carrier

and ROV, USV.


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Problems Statement

1. Increasing of market price for petroleum

Increasing environmental impact from conventional engine of boat

Shortage of petroleum sources

Most marine system use diesel fuel for power


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Issues Combustion in energy conservation and pollution control Emission from combustion impacts and chemical smog Fossil fuel scarcity and oil dependent world

Aggressive quest for alternative energy International and local legislation build-up Revolution work to reduce emission of existing and new

engine Challenge of matching energy efficiency at low pollution Control of emission is linked to traditional factors of

reliability, fuel economy, per shaft power, capital costand maintenance

Emission is inherent consequence of powered shipping- Fuel oil burning as main source- Continuous combustion machineries- boilers, gas turbines

and incinerators etc.. Worldwide focus of fuel-> Exhaust gas emission law by

IMO and introduction of local rules Emission limits driving adaptation to developnew

technology Focus is more on, NOx and SOx HC, Cox and PM Consideration involve not only fuel use and design but

also operational issue


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Main Threat Freshwater supply and quality both

surface and groundwater

Risk and threats to human health

due to collapse of ecosystemhealth

Pollution of the lower atmospheredue to combustion of fossil fuelsand biomass burning

Land/marine interaction (e.g.,eutrophication)

Environmental flashpoints/security

Nuclear waste issues

Long-term and inter-annual climatechange

Habitat loss and forestfragmentation

Endangered species and link withfood security and economic impacts

Sanitation and waste due tourbanization

Chemical and toxic substances

Critical environmental zones


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Impact CategoriesGeneral Impacts The alteration and destruction of habitats and ecosystemsThe effects of sewage on human health Widespread and increasing Eutrophication The decline of living resources Sediments The impacts of Climate Change \ Rising seaHigh ProbabilityHigh-Impact Events: Landbased resources degradation Marine Resource degradation Damages due to disasters Environmental damages:Low probability and slow impact events: Global climate change Stratospheric ozone depletion Persistent organic pollutants

Stratospheric ozone depletion:

- Loss of biodiversity- Freshwater degradation

- Desertification and land degradation

- Deforestation and the unsustainable use of forests

- Marine environment and resource degradation


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Threat


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Threat


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Threat


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Pollution from Ships

Release:

Water pollution Air emission Persistent organism

Accidental - Grounding ,Stranding, Loss of oil, Hazardouscargo, Noxious liquid, collision with marine mammals

Operation - Oil spill, Cargo and Bunker fuel, Emission (SOx, NOx, CFC & VOC) Antifouling toxins ,Ballast waterdischarges, Noise, Waste disposal at sea, Dredging@dispersal of soil

-Intentional-Unintentional


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Global Warming Potentials by Emission Sources

0

2000

4000

6000

8000

10000

12000

GWP (100 Year ITH)

Cox

NOx

CHX

HFC-134a

HFC-227ea

HFC-c-23a

CF

Flow process of typical exhaust gascomposition

Choice of prime mover for marine system

Internal Combustion and Diesel Engines:

Steam TurbinesStirling Engines

Gas Turbines


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Emission Reduction Potentials

Recent studies revealed that exhaust emission from ship isresponsible for :

- 14% of the worldwide NOx emission

- 8% of world SOx

Emissions from ocean-going are forecast to increase

- 9% to 13% by 2010- 20% to 29% by 2020

Bulk carrier, container and tanker vessels are the three largestcontributors.

Low exhaust emission diesel engine could achieves a 25% reduction

in air emissions The IMO, NOx emission limit will reduce the average NOx

emission factors for ocean-going vessels by:

- 4.1% for main engines

- 8.3% for auxiliary engines


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Regulation Build-up

UN Agencies

Local agencies

(Oil Spills Protocol) - Protocol Concerning Specially ProtectedAreas and Wildlife (SPAW Protocol)Protocol Concerning Pollution from Land-based Sources andActivities (LBS Protocol)

Agenda 21

UN Agencies Regulation Cluster


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IMO Get Serious New Strategies To address greenhouse gas emissions from ships- Adoption of control and prevention measures

in 2003;

To address problems associated with the transfer of harmful aquatic organisms in ships' ballastwater adoption of final text of IMO Diplomatic Conference in 2004;

To support the International Convention on the Control of Harmful Anti-fouling Systems in Ships2001; and

To address the ongoing implementation of the International Convention on Oil PollutionPreparedness, Response and Co-operation 1990.

LEGAL INSTRUMENTS AND REGULATION CLUSTER-IMO

International convention for the prevention of pollution from ships (MARPOL) 1973

It covers accidental and operational oil pollution as well as pollution by chemicals,goods in packaged form, sewage, garbage and air pollution

It was modified by the protocol on of 1978 relating to (MARPOL 73/78)

MARPOL Annex VI Convention - 1997 Technical code for prevention of air emissions from ships Diesel engine test Survey

Certification of compliance (IAPPC) NOx compliance limit -30% reduction Review of 5 years interval Restriction on use of fluorocarbons on board Carbon dioxide emission from ship Fuel quality SOx Emission Control Areas (SECA)


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UN Agencies Get Serious

Galvanize the scientific community

- set up panel's)/collaborating scientists

- use existing scientific bodies and research centers

- use global observing systems

Tap on informal sources of information related toearly warning

Dealing with problem of sharing sensitive dataamong countries

Human capacity Rapid spread of Internet as a tool for information

compilation, discussion, and dissemination


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International Maritime Organisation (IMO)New annex to MARPOL cover: Control and management ofBallast water to

minimize transfer of harmful foreign species Global prohibition ofTBT in antifouling Coating -

phase out scheduled for 2008 Internationalconvention on oil pollution, Response and

cooperation (OPRC) - 1990 Policy to combating major incidents or threats ,

control to prevent, mitigates or eliminates dangerof marine pollution through port to its coastlinefrom a maritime casualty

Annex protocol under this convention (HNSProtocol) covers marine pollution by hazardous andnoxious substances


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IMO NOx Compliance

SOX Emission Control Areas(SECA) Annex VI to MARPOL73/78 limits the sulphurcontent of marine fuel oil to1.5% per mass and will applyin designated SECAs.

NOx depends on : Fuel efficiency,

Large bore, Low speedFuel grade - ISO 8217- DM gradeEmission test - ISO 8178One common limits for all engine- International harmonization ofregulation and equipmentstandards

New method is being sought tomitigate NOx


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Reduction method for existing ships

COx contents for different plants and fuel


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COx contents for different plants and fuel

Emission of particulates as afunction of fuel sulphur contentA large part of the differencebetween HFO and DO is relatedto the sulphur, which together

with water forms particulates

0

1

2

3

4

5

6

GTE DFD SSD

NOx

SOx

CO

CO2/100

Emission release from prime movers


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Mitigation Shipboard and waste emission outline Treatment and

Elimination - Pollution Prevention (P2) or Pollution

Control-this is backbone of the thrust in achieving cleanship.


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Energy Source and Fuel Quality

The quests for an efficient fuel friendly to theenvironment have been recognized in maritimeindustry for a long time in maritime industry.

Improvements of gasoline and diesel by chemicalreformulation that can lead to decrease in ozone-

forming pollutants and carbon monoxide emissionshave been employed.

Inconvenience posed by these reformulationchemicals are performance problems; cold-startability, smooth operation and avoidance of vapor

lock are disadvantages of using reformulated fuels. Global trend in de-Carbonization of the energy

system follow the following path: COAL > OIL>NATURAL GAS > HYDROGEN


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Impact of Using New Fuel

That technology will transfer sympathetically tothe marine industry via availability of engines,systems and technical assistance.

Marine craft operation in inland water operationrequires fuel supplied in bulk rendering the NG

distribution viable. The use of an alternative fuel for vessel

propulsion will leads to a design review of Powerplant, associated fuel system and propulsiontrain;

Effectively reshaping areas such as MachineryArrangement, Hull Form, Compartment, CargoDeck, Payloads, Superstructure, Interior Layouts,Escape & Safety, Route Options, etc.


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Environmental Technology For Emission Reduction

Alternative energy

Alternative fuel and dual fuel engines

Infusion of water mist with fuel and subsequent

gas scrubbing units for slow speed engines Additional firing chamber

Potential for gas turbine complex cycle

Potential for turbocharger diesel engine

Compound cycle with : gasified fuel, externalcompressor, combustion with pure oxygen

Exhaust after treatment for medium speedengines

P i M d D i


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Prime Movers and Drives


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Hybrid System

Major equipment and hardware for the hybridconfiguration are: Semiconductor solar with high efficient storage

capability Hybrid back- up power design based on integrative

capability to other alternative power source like wind andhydrogen

Controller design for power synchronization

Inverter and other power conversion units selecton basedon power needs

Solar collector or receiver with high efficiency collectioncapacity Software development and simulation

Compatibility with conventional power system

Robust and light weight storage system


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Typical Solar - Fuel Cell Hybrid


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Typical Solar/ Fuel Cell Connection

Ph i l d l f h b id t d i t ti i UMT


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Physical model of hybrid system under experimentation in UMT

Collector module need to face south for case of

photovoltaic, this depends on modular or central

units modularModule storage unit need maintenance

The system need power inverter if the load requires

AC current

Highlight of relevant procedural differences needed

Requirements of benefits and issues of using new

procedures, and incorporating that into the total cost

Procedure to build on, hybrid system and

integration system and analyzed

System successful compliance with all regulations

Efficiency penalty caused by extra power control

equipment

4PT

T

Sola collector can be plate or dish type. Stefan` law relatesthe radiated power to temperature and types of surface

The maximum intensity point of the spectrumof emitted radiation is given by:max2898

( )T K max

2898

( )T K max

2898

( )T K max

2898( )T K


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The case of Natural Gas Power in Malaysia Malaysia has taken aggressive step in recent year to face challenges of the

world of tomorrow, and this includes research activities and strategicpartnership.

One example is partnership with the Japanese Government forconstruction on sustainable energy power station in the Port Klang powerstation, Pasir Gudang power station, Terengganu Hydro-electric powerstation and Batang Hydro-electric power station which are main supply tomajor Malaysian port.

Where power station are upgraded the power station by demolishing the

existing aging, inefficient and high emission conventional natural gas/oil-firedplant (360MW) and installing new 750MW high efficiency and environmentfriendly combined cycle gas fired power plant built at amount of JPY 102.9billion.

The total capacity of power generation of 1,500MW is equal to 14% oftotal capacity of Tenaga National (TNB) in peninsula Malaysia of 10,835MW

and indeed this power station is one of the best thermal power stationswith highest generation efficiency in Malaysia of more than 55%.

The rehabilitation, the emissions of Nitride oxide (NOx) is reduced by60%, Sulfur dioxide (SO2) per unit is reduced by almost 100% and Carbondioxide (CO2) emission is reduced by 30%. Port operation energydemands are for transportation, hot


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Combine Cycle Engine

O ti f LNG P l i S t


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Option for LNG Propulsion System


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PRINCIPLE PARTICULAR SHIP

SYSTEM

LOA 45.500m (149.28ft)

LBP 41.801m (137.14ft)

Breadth Moulded 10.900m (35.76ft)Depth Moulded 3.200m (10.50ft)

Design draft 2.500m (8.20ft)

Scantling Draft 2.500m (8.20ft)

Design Speed 11 KNOTS

Complement 20 MEN

Main Engine CUMMINS KTA19-M3

640HP@1800RPM x 2 UNITS

Gear Box WAF 364 L RATIO 4.481 : 1

Generator 80KW x 2 UNITS

Port of Registry KUCHING

Flag MALAYSIA

Navigation Area UNRESTRICTED

F.O Capacity 72 TONNES

Long Range F.OTK Capacity 226TONNES

F.W Capacity 80 TONNES

F.W Cargo TK Capacity 367 TONNES

B.W. Capacity 95 TONNES

DC Supply (24V DC)for electronicequipments such as :Radionavigation aidsalarms,

emergency lights,radio navigational aids,navigational lights andother emergency lighting oads onboard the vessel.


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Graphs of sea surface temperature in

Malaysia in 2008

26.20

26.40

26.60

26.80

27.00

27.20

27.40

0 2 4 6 8 10 12 14

Sea Surface Temperature

Graph of sea surface temperature in

Malaysia in 2009

Solar Energy Solar Radiation

Malaysia is a country which lies entirely in the equatorial region and experience asubstantial amount of solar radiation throughout the year.The amount of solar radiation throughout the year of 2008 and 2009 taken fromMeteorology Department are shown below.

S l P d B tt E ti ti


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Solar Power and Battery Estimation Power Requirement

Total power requirement for 24V DC is calculated to for the solar panels systemsupply -> Total = 2015 watts

Solar Panel Requirements Solar panels will be used to supply power of 24 volts DC from 2 banks of 24 volts 200

ampere hour batteries. A diesel generator is assumed to deliver the balance of system needs. The generator will generate 1kWh for every 0.3 liters of fuel. As natural losses are also taken into consideration, the result must be multiplied by 1.2,

assuming 80% of efficiency

The power requirement is determined to be 2015 watts x 24 hours = 48.4kWh/day.

This load is multiplied by 1.2, ->48.4kWh x 1.2 = 58.1kWh per day.

It is assumed that the solar panels received 8 hours of solar radiation. So the power willbe divided by 8 hours is 58.1/8 = 7.26kW.

As 230 watts 20 volts solar panels are used;

Power required / power supported by solar panel = amount of solar panels 7260 / 230 = 31.5 ~ 32 solar panels. Battery Storage Requirement

Total load / System nominal voltage = 58.1 kWh / 24 V = 2420 Ah

The amount of batteries required if 24 V 200 Ah batteries are used, the battery

storage requirement is divided by 200, where; 2420 Ah / 200 Ah = 12.1 ~ 13


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Power and Fuel Savings It is known that the north-east monsoon season is between the months of

November to March. So for 5 months, the generator must produce 4/8 to

7/8 of the system needs. During the 7 months of dry season, the generator is estimated to only

produce 1/8 to 4/8 of the system needs.

Without the PV system, the generator would have to provide 58.1 kWhper day for the whole 365 days in a year.

So if 58.1 multiplied by 365 days would results in 21206.5 kWh of annual

generator output. For the maximum use of PV system during dry season, the PV system

saves; 21206.5 kWh 9233.0 kWh = 11973.5 of generation by generator.

It is estimated that 1 kWh uses 0.3 liters of fuel.

For 9233.0 kWh generator output, the generator is using 2769.9 liters offuel per year. If the vessel is using the generator for the whole powersupply, Total generator output x total days in a year = total power per year.

To determine the total fuel saved; (Total fuel used by generator alone) (Total fuel used by generator with

support of solar PV system)= total fuel saved

Power and Fuel savings


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Power and Fuel savings The balance of the system needs would be provided by

diesel generator. The total power supplied by generatorwithout support from solar PV system is obtained by using

the formula shown below; Total generator output x total days in a year = total power per

year

The power supplied by generator with support of solarfor both seasons are calculated to the power saved by

using solar is obtained. The power and fuel saved is then changed into monetary

values and percentages.

Overall percentage fuel consumption by both main

engine and generator, is 0.66%. Even though the percentage of saved fuel is small, fora long term consideration, it would really help insaving the environment due to the saved fuel aslesser fuel used would reduce the exhaust.

7 months of dry season(A il O b ) 5 months of wet season


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(April October)

Hours Power produced by

generator

Power

requirement

for 7 months

1/8 1/8 x 58.1 = 7.3

kWh

7.3 kWh x

214days =

1562.2 kWh

2/8 2/8 x 58.1 = 14.5

kWh

14.5 kWh x

214days =

3101.0 kWh

3/8 3/8 x 58.1 = 21.8

kWh

21.8 kWh x

214days =

4665.2 kWh

4/8 4/8 x 58.1 = 29.05

kWh

29.5 kWh x

214days =

6216.7 kWh

Hours Power

produced by

generator

Power

requirement for

5 months

4/8 4/8 x 58.1 =

29.1 kWh

29.1 kWh x 151

days = 4394.1

kWh

5/8 5/8 x 58.1 =

36.3 kWh

36.3 kWh x 151

days = 5481.3

kWh

6/8 6/8 x 58.1 =

43.6 kWh

43.6 kWh x 151

days = 6583.6

kWh

7/8 7/8 x 58.1 =

50.8 kWh

50.8 kWh x 151

days = 7670.8

kWh

5 months of wet season(November March)

Money saved, assuming liter of diesel today


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Total Annual Generator Output

Wet season Dry season Total Annual

Generator

Output

4/8 = 4394.1

kWh

4/8 = 6216.7

kWh

10610.8 kWh

5/8 = 5481.3

kWh

3/8 = 4665.2

kWh

10146.5 kWh

6/8 = 6583.6kWh

2/8 = 3101.0kWh

9684.6 kWh

7/8 = 7670.8

kWh

1/8 = 1562.2

kWh

9233.0 kWh

Generation by

generator

Total

Annual

Genera

tor

Output

Energy

saved

by

using

solar

panels

Fuel

saved

(liters)

Money

saved

(RM)Wet

season

(5

months)

Dry

season

(7

months)

4/8=

4394.1

kWh

4/8 =

6216.7

kWh

10610.8

kWh

10595.7

kWh

3178.7 3178.7

x 2.0 =

6356.2

5/8 =

5481.3

kWh

3/8 =

4665.2

kWh

10146.5

kWh

11060.0

kWh

3318.0 3318.0

x 2.0 =

6636.0

6/8 =

6583.6

kWh

2/8 =

3101.0

kWh

9684.6

kWh

11521.9

kWh

3456.6 3456.6

x 2.0 =

6913.2

7/8 =7670.8

1/8 =1562.2

9233.0kWh

11973.5kWh

3592.1 3592.1x 2.0 =

Money saved, assuming liter of diesel todaycost RM2.00;

cost RM2.00;


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Overall Savings Percentages

Generation by generator Total

Annual

Generator

Output

Energy

saved by

using solar

panels

Fuel saved

(liters)

Savings

percentageWet season

(5 months)

Dry season

(7 months)

4/8= 4394.1

kWh

4/8 = 6216.7

kWh

10610.8

kWh

10595.7

kWh

3178.7 50%

5/8 = 5481.3

kWh

3/8 = 4665.2

kWh

10146.5

kWh

11060.0

kWh

3318.0 52%

6/8 = 6583.6

kWh

2/8 = 3101.0

kWh

9684.6 kWh 11521.9

kWh

3456.6 54.3%

7/8 = 7670.8

kWh

1/8 = 1562.2

kWh

9233.0 kWh 11973.5

kWh

3592.1 56.5%


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Overall Cost EstimationCost Properties With Solar Without Solar

Investment Cost i) Boat -RM8000000.00 -RM8000000.00

ii) Total investment

on Solar

-RM97280.30 non

Maintenance Cost

(With 1.5%

increment)

i) Machinery and

Hull

-RM96000.00 -RM96000.00

ii) PV system (solar) -RM3119.80 Non

Operation Cost Fuel Oil -RM1200000 (minus

fuel saved by using

solar)

-RM1200000.00

Salvage Value

(After 20 years with

5% of depreciation)

+RM2364293.63 +RM2335911.98

Income +RM2555000.00 +RM2555000.00


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Cash flow for vessel with solar PV systemCash Flow Diagram for vessel without solar.

The positive direction shows that the profit (debit) and negative direction shows thatexpenditure (credit).

Annual Average Cost (AAC)


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Annual Average Cost (AAC) Annual Average Cost (AAC) between the original vessel and the solar

assisted vessel is analyzed.

Without solar PV system; AAC (NPV) = 1139930.9

With solar PV system;

AAC (NPV) = 1134128.5

From the results, both of the vessels are found profitable due to the

positive values. The ACC for vessel with solar PV system is found to be lower than the

ACC for the original vessel. The result shows that using solar PV system onthe vessel is more economical rather than to use diesel generator alone.

Return investment is carried out to determine the numbers of years that

the investment will be recovered. The capital investment recovery can bedetermined as shown;

Investment cost for boat with solar PV system = RM97280.30

Cost saved = RM7184.20

Investment recovered =RM97280.30/RM7194.20

= 13.5years

H d / F l C ll E


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Hydrogen / Fuel Cell Energy Operation of hydrogen power

Capacity and efficiency - weight to power ratio

Advantages and disadvantage of hydrogen engine Comparison between hydrogen engine and conventional

engine of boat

Operation and maintenance cost

Name : Nemo H2

Type : Hydrogen Powered Canal Boat

Manufacturer : Lovers Boat Company atAmsterdam

Operation : Completing 100 trips

without refueling but it ismust be connected withhydrogen dispensing station

Cost : 3 millions euro

H d / F l C ll E


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Types Electrolyte Operating

temperature

Alkaline Potassium

hydroxide

50-200

Polymer Polymer

membrane

50-100

Direct

methanol

Polymer

membrane

50-200

Phosphoric

acid

Phosphoric

acid

160-210

Moltencarbonate Lithium andpotassium

carbonate

600-800

Solid oxide Ceramic

compose of

calcium

500-1000

Hydrogen is the simplest element.An atom of hydrogen consists onlyone proton and one electron

Potential fuel of vehicle engine inthe future. It is considered a near

perfect energy storage medium, asit can be created from fossil ornon-fossil sources

It does not emit carbon monoxidebut only produce pure water as

exhaust. Hydrogen Gas Production

There are many method toproduce hydrogen gas such as

steam reforming, coal gasification,and electrolysis process

Table 2: Type of electrolyte fuel cell

Hydrogen / Fuel Cell Energy

Hydrogen Power


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i. Steam Reforming

These are produced from methane, CH4 which is the mainconstituent of natural gas. A mixture of methane and watervapour at elevated temperature under strong endothermic

reaction,CH4 + H20 CO + 3H2 - H

0

Enthalpy change,H0 = 253.3 kJ mol-1 at ambient pressure

(0.1 MPa)

ii. Coal Gasification

It only makes sense as a centralized production option, dueto economies of scale.

The resulting products are in energy terms which are 48%hydrogen, 40% carbon and 10% water vapour.

iii. Electrolysis Process

Electrolysis is a commercially viable technology forproducing hydrogen.

It is a viable option for decentralized production.

The main cost associated with this option is the electricity

y g

2H2->4e- +4H+

4h+ +4e- +O2->2H20

2H2+02 -> 2H20 +Heat

Combustive characteristics of


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hydrogen engine

Wide range of flammability

Low ignition energy

Small quenching distance

High auto ignitiontemperature

High diffusivity

Very low density

Efficiency calculation

can be done through the

following formula:

G= H*T *Si

(5)

Where:

Ec=EMF, G =Gibbs function

nF=Number of Faraday

transfer in the reaction,

H= Enthalpy,T=Absolute temperature,

S=Entropy change

i=Ideal efficiency

C

nF

GE g

Fuel delivery system Central Injection or Carburetted

Systems Port Injection Systems

Direct Injection Systems


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v. Emission

The combustion of hydrogen with oxygen produces water as its only product:

2H2+ O2 = 2H2O

The combustion of hydrogen with air however can also produce oxides ofnitrogen (NOx):

H2+ O2 + N2 = H2O + N2 + NOx

The oxides of nitrogen are created due to the high temperatures generatedwithin the combustion chamber during combustion process

The amount of NOx is formed depends on:

a) Air/fuel ratiob) Engine compression ratio

c) Engine speed

d) Ignition timing

Power output

The theoretical maximum power output from a hydrogen engine depends on the

air/fuel ratio and fuel injection method used. Air/fuel ratio for hydrogen is 34:1. At this air/fuel ratio, hydrogen will displace 29% of

the combustion chamber and leaving only 71% for the air.

Typically hydrogen engines are designed to use about twice as much air astheoretically required for complete combustion.

At this air/fuel ratio, the formation of NOx is reduced to near zero.



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y pp

Since options are many and money will beinvolve, it is better to use IMO FSA

HAZOP method for various decision onalternatives.

RISK = Hazard (Toxicity) x Exposure (an

estimate on probability that certaintoxicity

will be realized)

For example:

Use of X rays has a high AQ (Highbenefit, low risk)

Use of Thalidomide has a small AQ(Small benefit, high risk)

Nuclear war has a very small AQ(No benefit, very high risk)

Qualitative analysis: FMEA, what if , PrHA

Quantitative analysis: Frequency and

consequence, cost benefit andsustainability


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Goal Based

System assessment


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Scena

rio

Probabi

lity

Conse

quence

Cumulative

Probability

S1 P1 C1 P1=P1+P2

S2 P2 C2 P2=P3+P2

Si Pi Ci Pi=Pi+3+Pi

Sn+1 Pn+1 Cn+1 Pn-1=Pn+Pn+1Sn Pn Cn Pn=Pn

Table 5: components of risk and reliability analysis

n=N


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Risk Management and CBA

Risk management is the evaluation ofalternative risk reduction measures

and the implementation of thosethat appear cost effective

It must be remember that :

Zero discharge = zero risk, but thechallenge is to bring the risk toacceptable level and at the sametime, derive the max. benefit

Cost Benefit Analysis Cost BenefitAnalysis:Maximizing both economic Maximizingboth economicreturn and environmental return andenvironmentalprotection


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Sustainability and maritime

MARITIME INDUSTRY IN NEW WORLDCHARACTERIZED BY SUSTAINABILITY

CAPACITY BUILDING , EFFICIENCYOPTIMIZATION OF DEVELOPMENT ,

PRACTICE AND OPERATIONS THAT MEETSTHE NEEDS OF THE PRESENT GENERATION

WITHOUT COMPROMISSING THE ABILITY OFFUTURE GENERATION TO MEET THEIR NEED

Advantages of Maintaining Quality


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Advantages of Maintaining Quality

Good environmental quality is essential for sustaining coastal andmarine ecosystems

The health of coastal and marine ecosystems is affected by water Compliance with all applicable environmental laws and regulations; No significant adverse environmental impacts; Wastes treated or destroyed on board to the extentpracticable; No inappropriate dependence on shore facilities forwaste off-load and disposal; Minimal energy consumption; Minimal logistical costs for waste management; and Minimal use of hazardous materials.

**Reducing emission will make ship to meet future local andinternational emission regulation.

** System that meet environmental requirement will be able tomeet requirement of GREEN PASSPORT concept for ships


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The future towards clean ship operation The development of new measuring equipment for emission

control will continue in the coming years, and especially techniques

like HAM and EGR The concern of local authorities will change from focusing on NOx

and SOx to include also smoke, in particular. The IMO Annex VI unconditional ratification for NOx IN 2003 and

the recent inclusion of SOx is sign for more environmentalrestriction in future

Local rules that encourage the use of emission cutting means, such

as SCR reactors, through harbour fee reductions will becomemore dominant than today.

SCR units are preferably installed during the construction of thevessel, however, retrofitting is has been successfully practiced

The challenge to ship-owners will increase as vessels are requiredto have, or be prepared for, emission control equipment.

The sulphur content in fuel will be reduced, and vessel tanksystems have to be prepared for dual fuel and dual cylinder lube oilsystems.

In some areas, the operating profile of the ship will have to beadapted to local rules for reduced smoke emission.


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Best Practice for Operation of Machineries

Recover energy from hot gases Reduce energy from hot liquid

Reuse hot wash water

Add effects to existing evaporators

Use liquefied gases as refrigerants

Recompress vapor for low pressure steam

Generate low pressure steam from flash

operation Use waste heat for absorption to reduce heat

loss


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Management Responsibility

Maintain air- conditioner efficiency and reduce heatedand cooled space

Maintain boiler efficiency

Use nature ventilation whenever and whereverpossible, reduce air infiltration and seal leaks in pipesand ducts

Raise office temperatures in summer

Lower office temperature in winter

Use shading efficiently

Close windows and other air leaks

Do not use light necessarily

Turn off office equipment that is not use


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Conclusion

The use of hybrid system solar panels willgive benefit vessel in reduction of fuelconsumption and the environment.

It is important to experiment and simulate

the system for the environment it will bedeploy for better reliability. Scientific based risk and reliability and

sustainability analysis analysis is encouragedto be performed prior deployment

Different types of solar panels can be takeninto consideration to improve theperformance of the system.


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THANK YOU

Multihybride Alternative Energy

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