1 Green Ship Technologies Kazuyoshi HIROTA Universal Shipbuilding Corporation A member of The Shipbuilder’s Association of Japan (SAJ)

2 Attained EEDI Efficiency that is expected for a ship to achieve based on specification CO 2 Emission per ton-mile Reference Line Status quo of EEDI analyzed by regression equation of estimated index value Exponential function of capacity Required EEDI Reduction rate X from the reference line to be fixed for each vessel type in difference phase (ex.) Dry Cargo (DWT ≧ 20,000) Phase1 : X =10Phase2 : X =20Phase3 : X =30 (Ref. MEPC61/WP.10) EEDI (Energy Efficiency Design Index)

3 EEDI reduction measures Size Up : Enlarged DWT is effective for reduction of absolute EEDI, but in regulation, because required EEDI is an exponential function of DWT Speed Down : Speed reduction is effective, but not in service. It should be kept as a reserved option. New Technology : Shipbuilders have been investigating a new energy saving technology. Required EEDI Speed Down Improvement by New Technology Size Up

4 EEDI reduction measures by technologies MEPC 60/4/36 Submitted by Japan

5 Reduction of air and wind resistance Optimization of superstructure : TANKER Vortices generated at first edge interfered at second edge Square corner cut applied accommodation bridge to reduce the wind resistance about 10% reduction of wind resistance

6 Reduction of air and wind resistance Optimization of superstructure : PCC Slant bow and square corner cut gunwale part of PCC can reduce the wind force and yaw moment acting as wind resistance and added resistance due to drifting. Improved PCC Square Corner Cut Slant Bow abt. 0.5knot ≒ abt.10% reduction of power

7 Optimization of stern shape Optimization of stern shape has been applied on container ships and vehicle carriers. The technology reduces stern wave making resistance and the reduction in propulsive power by 3% ～ 7% was observed. SEW (Stern End Wedge) Kawasaki Heavy Industries, Ltd.

8 Low friction coating Silicon Coating Law Friction Coating : LF-Sea (Nippon Paint Marine Coating Co.) –Viscous & Slippery surface like Tuna or Dolphin skin ← PCTC, 2008 Hull, Propeller&Rudder International Paint LNGC, 2006 → Propeller & Rudder International Paint 3 ～ 5% power saving

9 Air lubrication method Adopted for Module Carrier “YAMATAI” 20,000DWT, 162m L x 38m B x 6.4m draft Delivered April 2010 System ConfigurationOpenings for air bubbles Actual Operation measurement is now ongoing. Sea Trial was carried out → Max. 12% power saving is observed (include air blower power) Image of the ALS

10 Pre & Post-Swirl devices (Duct or Fin etc.) Technically and Operationally Valid and Simple Friend-Fin NCF SURFBLB SSD Stator-Fin Thrust Fin Already applied to many ships Energy saving effect Pre-Swirl type : 3 ～ 8% Post-swirl type : 3 ～ 6% Combined type : 5 ～ 12 % Confirmed by tank tests and sea trials

11 Propulsion system CRP (Coaxial contra-rotating propellers ) Already applied to ・ Handy-size bulk carrier (retrofit) ・ Pure Car Carrier ・ VLCC All have long-time operational records The sea trials showed around 10% power saving.

12 Propulsion system Hybrid CRP Pod Propulsion System World first hybrid CRP propulsion system combined with direct engine drive propeller and pod unit. Excellent fuel saving and good maneuverability -> 13% reduction of Fuel & CO 2 at design -> Over 20% reduction in 5 years operation “Hamanasu”&“Akashia” Delivered : June ,000 GRT ROPAX

13 Conclusion Technologies presented in Japanese proposal in MEPC are valid and their performance are confirmed by tank test and sea trial, although some of them are still in progress. The effects of these technologies strongly depend on ship type and interfere mutually. The best solution can be obtained by taking mutual interaction into account. Shipowners and shipbuilders should strongly cooperate to adopt an optimum solution of current abatement technology or innovative technology into a Green Ship design. Not only these technologies but also enlarged capacity or speed reduction is one of solution to reduce GHG.