Ship Decarb
Ship Decarb provides sustainable solutions for decarbonizing the maritime industry.
They help with looking at the vessel and its operational profile, so they can assess impact of current/upcoming regulations against a few possible scenarios. Within these scenarios Ship Decarb makes feasibility checks, calculations and examine reference cases.
Due to their strategic partnerships with respected figures and organizations within the maritime world, they can also offer innovative, high-quality solutions backed by robust service capabilities such as:
Dual fuel (𝘔𝘦𝘵𝘩𝘢𝘯𝘰𝘭, 𝘈𝘮𝘮𝘰𝘯𝘪𝘢, 𝘓𝘕𝘎, 𝘓𝘗𝘎, 𝘌𝘵𝘩𝘢𝘯𝘰𝘭);
Energy efficiency solutions (𝘱𝘦𝘢𝘬-𝘴𝘩𝘢𝘷𝘪𝘯𝘨 𝘨𝘦𝘯𝘴𝘦𝘵𝘴, 𝘴𝘩𝘪𝘱-𝘴𝘪𝘥𝘦 𝘴𝘩𝘰𝘳𝘦𝘱𝘰𝘸𝘦𝘳, 𝘦𝘭𝘦𝘤𝘵𝘳𝘪𝘤 / 𝘩𝘺𝘣𝘳𝘪𝘥 𝘱𝘳𝘰𝘱𝘶𝘭𝘴𝘪𝘰𝘯, 𝘣𝘢𝘵𝘵𝘦𝘳𝘺);
Exhaust gas cleaning (𝘊𝘖2, 𝘗𝘔, 𝘕𝘖𝘹, 𝘚𝘖𝘹 𝘢𝘯𝘥 𝘔𝘦𝘵𝘩𝘢𝘯𝘦).
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This case study also examines a general cargo ship with an auxiliary engine of 116 kW that is outfitted with a battery to make it a ‘battery hybrid’ while at berth. Again the battery pack powers the ship for several hours while idling or moored and is recharged using the auxiliary engines. This time however, engine load is varied in different loading scenarios to determine the impact of different operational profiles on the business case.
This case study examines a general cargo ship with an auxiliary engine of 116 kW that is outfitted with a battery to make it a ‘battery hybrid’ while at berth. The battery pack powers the ship for several hours while idling or moored and is recharged using the auxiliary engines. Cost savings generally occur with an average engine load below 50%, but are mostly dependent on engine maintenance costs, spares and consumables as well as total battery pack costs.
This is a case study that determines the impact of FuelEU Maritime on a shore power refit business case up to 2050, taking several ships and varying input parameters to determine the impact under multiple conditions. As FuelEU Maritime will make shore power mandatory in 2030 for passenger- and containerships, this tool will help to determine the impact of that regulation on your business case.
This is a techno-economic case study that provides guidance for decarbonizing a feeder by means of a shore power refit. Shore power will be made mandatory by 2030 for these ship types as per FuelEU Maritime regulation. A step-by-step approach is given to estimate costs, analyse technical feasibility, and create a business case for the shore power refit in general.
How do we deal with the challenges surrounding shore power? Why is standardization so important? And what will we achieve with collaboration? Find out together with Fanni Arvai, Innovation & Sustainability Manager at International Car Operators and passionate about changing the maritime industry in a positive way with a vision for a more inclusive and environmentally conscious future.
IEC/IEEE 80005 is the main standard for shore power. This standard categorically divides shore power plugs and sockets into low voltage shore connection systems (LVSC < 1 MVA) and high voltage shore connection systems (HVSC > 1 MVA). LVSC systems are governed by IEC/IEEE 80005-3 for operability and IEC 60309-5 for dimensions. HVSC systems are governed by IEC/IEEE 80005-1 for operability and IEC 62613-2 for dimensions.
On behalf of the Province of South-Holland, Sustainable Ships has been project leader of 'Project BOEI’, a techno-economic feasibility study on the electrification of tankers off the coast of Scheveningen, Netherlands. The study was performed with consortium members InnovationQuarter, Bluewater, Knutsen, EOPSA, Rijkswaterstaat, Campus@Sea, Port of Rotterdam, KVNR and Cavotec. This lunch and learn is the recording of the close-out session in which main findings were presented.
Project BOEI is a techno-economic feasibility study on behalf of the Province of South-Holland on the electrification of tankers at the Scheveningen anchorage. The goal is to identify the most feasible technical solutions and risks, in addition to cost and emissions reduction estimation. Primary drivers are reduction of NOx and CO2 emissions. Total costs for all scopes combined is €14M (~€12M for infra and ~€2M for ship). E-anchor and subsea cabling are approximately 50% of all cost. Break-even price parity for shipowner and provider of power is at around €0.20-€0.25 per kWh.
Renewable Energy Units - Hernieuwbare Brandstof Eenheden - are a Dutch system of certificates based on the EU Renewable Energy Directive (RED). Under the system, parties that produce liquid fossil fuels for transport have an obligation from the government to purchase REUs. Per year, €1 billion REUs are traded in the Netherlands. You can earn between 4.5 and 18 eurocents per kWh ‘sold’ to a vessel, for example when using shore power.
Metasorbex™ is a startup in the chemical industry that offers technology to produce carbon-neutral and cost-effective methanol. Existing feedstocks or even waste streams from hydrogen industry can be used. Current cost for one metric ton of methanol in US is $400 to $500. Metasorbex’s technology could provide not only a carbon-neutral, but cheaper form of methanol. Maritime industry - in particular in EU - is most interesting due to incentives and penalties on CO2.
The N997 has two propulsion motors with a capacity of 900 [kW] each and a total battery capacity of 50 [MWh] - best estimate currently available. The 120 meter long ship has a fully electric drive, can carry up to 700 TEU and is able to swap battery packs en route. The vessel is designed for Chinese inland and coastal waters, covering over 600 nautical miles of routes on the Yangtze River.
Maersk’s Stillstrom and North Star have signed a Memorandum of Understanding (MoU) to accelerate the adoption of offshore charging and vessel electrification technologies for Offshore Support Vessels (OSVs) in the offshore wind sector. Offshore charging hubs will enable the vessels to recharge their battery systems using wind energy while in the field.
This is a case study of a trailing hopper suction dredger with 14MW installed power - the ‘Happy Hopper’ - which is converted to methanol combustion. This case study is inspired by the amazing work done by Van Oord. With the given assumptions on emission factors for methanol, 93% CO2 reduction is achieved. CAPEX for a methanol refit of this size is approximately €6M+, of which roughly €5M is intended for engine refit only. OPEX will be greatly increased unless methanol price is below €500 per mT.
This is a case study on how to decarbonize a fishing trawler - the Jacobus Maria - using shore power, battery hybrid EES and biofuels. 20% CO2 reduction is achieved, half of which stems from the use of biofuels (HVO). The hybrid battery pack is economically not feasible with the assumptions used and the operational profile. The Jacobus Maria has 1 MW installed engine capacity. Total cost would be at least €1M. 10% CO2 reduction can be achieved with approx. €50k.
The Corvus BOB (Battery On Board) is a standardized, class-approved, modular battery room solution available in 10-foot and 20-foot ISO high-cube container sizes. The complete system comes with battery, monitoring system, HVAC , TR exhaust, plus firefighting and detection system. The plug and play battery room simplifies integration into any system integrator’s power management system on board a ship. The battery cells have passive thermal runaway protection, and are type-approved according to DNV.
On May 10th, Port of Amsterdam awarded the contract for the realization of shore power at Cruise Port Amsterdam (CPA) to Powercon A/S and with BAM as subcontractor. Dick van Veen and Rick van Akkeren - BAM Business Unit Heavy Duty Charging - explain in detail about the project and the challenges that they are facing. Building the infrastructure that can host large cruise vessels and support the heavy electrical equipment is therefore a daunting task, all of which is discussed in this video.
During the lunch and learn, current forum Director Syb ten Cate Hoedemaker will exchange knowledge and experience from the usage of batteries within the shipping and offshore industries. You will learn which batteries will suit your vessel, plus discover the costs and payback for different operational modes. Which battery suits your vessel, your needs, your operational profile? This is the key question discussed in this lunch and learn with Maritime Battery Forum.
Damen’s first all-electric harbour tug, the RSD-E Tug 2513, is a high-powered tug with 70-tonnes bollard pull, capable of manoeuvring even the largest vessels. It can undertake two or more assignments before being recharged, which takes just two hours. The battery pack size is 2,800 kWh, resulting an approximately 1,400 kW of charging power required. The battery pack is design for the vessel’s 30 year lifetime.
Watch this lunch and learn by EOPSA together with General Electric, in which we discuss the onshore and vessel aspects of shore power, including microgrids and using the Decarbonizer to determine the costs for shore power for your vessel.
This blog is a state of the use of methanol as marine fuel as “quick” reference for shipowners. Key points include costs for retrofitting the ship and engine, range between € 250-€650 per kW, elaboration on IGF code for low flashpoint fuels and technical considerations for conversion and working with methanol. Availability for methanol is good, but bunkering for large vessels mostly non-existent. Methanol price per kilogram is historically lower than regular MGO.
Ports are the start and end of every vessel’s journey. Because of this, onshore power supply undeniably plays a big part of the decarbonization of the maritime industry. Creating a network of onshore power supply in ports around the world is a tremendous but necessary task. One of the companies providing the technology for this transition is ShoreLink. Watch this lunch and learn by Shorelink, presented by Levan Chikviladze, to learn more.
Watch this lunch and learn with EOPSA Founding President Roland Teixeira de Mattos, who will tell all about EOPSA, its growth, its advocacy, its outlook and the broader topic of Port Energy.
This blog provides an overview of (European/Dutch) shore power sockets and plugs. They are categorized into three groups, depending on a ship’s installed power: below 100 kW, below 2.000 kW and above 2.000 kW. Especially below 100 kW, there is great diversification of plugs which would merit the creation of a ‘universal adapter’ for ships. Share your experience to help other shipowners.
Learn about methanol, the simplest alcohol in the universe which has the highest hydrogen to carbon ratio of any liquid fuel under ambient atmospheric conditions. It can reduce SOx emission by 99%, NOx by 60% and PM by 95%.
Dubbed ‘the Tesla of the seas’ this fully-electrified, fully-autonomous cargo ship is already making waves. The Yara Birkeland has a 7MWh battery, charged by Norwegian hydro power. She can carry a little over 100 containers. The ship cost about 25 million dollars, about three times a “conventional ship price”, but will nonetheless cut OPEX for Yara by 90%.
This thesis performs a technical, economical and environmental feasibility study of three dense hydrogen carriers as a fuel to power the largest semi-submersible offshore crane vessel in the world – Heerema’s Sleipnir.
The Alfa Lift, a new build heavy lift crane vessel owned by Offshore Heavy Transport, is on track to enter service by early 2022. The vessel features a 3,000 ton main crane, 10,000+ m² smart deck which can be fully submerged to a depth of 15 meters and a electric-hybrid battery system made by Kongsberg.
This thesis by J.M. Rozendaal at van Oord focuses on the technical, environmental and economic impact of a methanol hybrid power plant design for new-build offshore working vessels. Its conclusion is that a methanol solution has a CO2 reduction potential up to 99% and a CO2 price of 78 euro per ton CO2 reduction.
This case study determines the impact of FuelEU Maritime on a shore power refit for a RoRo Cargo ship under multiple loading and operational conditions. Pending on the amount of days connected to the grid and the average load while moored, it is estimated that shore power can save €250,000 per year.