Part 2 : The Ferry Story "Changing with the Needs of the Times"

• History
• Today
• On the Horizon

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Here's a glimpse at our proposals for future ferries, with a compilation of existing technologies that we believe are feasible within the next five years.

Three main features

(1) Use of LNG as fuel
(2) Use of shore power supply system
(3) Emphasis on comfort

Note: By introducing (1) and (2) and adopting a combination of new technologies, CO₂ emissions will be reduced by 50%, NOx by 90%, SOx by 98-100%, and particulate matters (PM) such as soot, dust, and smoke by 98%, per voyage, compared to current MOL Group ferries.

CO₂ reduction Effect

The following six elements from 2 to 7 enable a 35% reduction of CO₂ emissions.
In addition, 1 use of clean-burning LNG as fuel for the main engine and power generator realizes a 50% reduction in CO₂ emissions.

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ISHIN-Ⅱ

ISHIN stands for "Innovations in Sustainability backed by Historically proven INtegrated Technologies." It expresses MOL's tradition of technological innovations aimed at ensuring sustainable corporate growth of the company and protecting the environment, regardless of the economic climate.

Based on the key phrase "History holds the key to the future," we will continue our quest for breakthrough technologies.

Use of LNG as fuel → Reduce CO₂ emissions by 25%

ISHIN-Ⅱ's main engine and power generation system will be fueled by liquefied natural gas (LNG), which generates over 20% less CO₂ per thermal unit compared to the heavy fuel oil used by most conventional ferries. This results in a significant reduction in CO₂ emissions.

Use of LNG as fuel also cuts emissions of NOx, SOx, and particulate matter (PM) such as soot, dust, and smoke, by about 90%, 98-100%, and 98% respectively. This significantly reduces the vessel's environmental burden.

LNG's thermal energy per unit is higher than heavy fuel oil's but its specific gravity is about half. That means the fuel tanks of an LNG-powered vessel must be two times the size of those in an oil-powed vessel. For that reason, LNG is an ideal fuel for domestic ferries, which generally make short-range voyages with regularly scheduled calling ports, compared to ocean-going vessels, which require a much longer cruising range.

LNG-fueled ferries already have a proven track record in Norway, which has strict environmental regulations and a pro-environment mindset. Det Norske Veritas (DNV) has its own rules for LNG fueled vessel, and the international Maritime Organization (IMO) is setting on international rules and regulations based on DNV rules, Japanese domestic laws will parallel these rules and regulations.

The technology to use LNG as fuel is already in use on LNG carriers. In recent years, gas engines that can burn both heavy fuel oil and natural gas that evaporates from cargo tanks during transport are becoming as common as the engines that run on boilers and steam turbines.

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Use of shore power supply system → Reduce CO₂ emissions by 8%

Electricity will be supplied to the vessel from on-shore facilities. The power will be used by the vessel dockside and to recharge its batteries. Then, movement of the vessel within the harbor will be powered by the batteries, eliminating any CO₂ emissions from the vessel itself.

Ferries are at berth for a long time, so if their electricity demands in port can be covered by an on-shore power supply, we would see a significant reduction in CO₂ emissions.

(*) Electricity supply from an on-shore terminal
One of the measures to reduce greenhouse gas (GHG) in ports and harbors promoted by Ministry of Land, Infrastructure, Transport and Tourism is to supply vessels at berth with electricity from on-shore power terminals. A model system is under development at Osaka Nanko Port, and is slated for completion by March 2010.
The same system is planned at Kita-Kyushu and other ports.

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Use of renewable energy → Reduce CO₂ emission by 2%

Solar power generation

Solar panels covering an area of about 1,200m² are installed – about 1,000m² panels on the top of the ship, and about 200m² of solar power generation films are installed on windows, producing up to 200kW of electricity.
The installation of light-permeable solar battery films on all cabin windows also reduces the amount of sunlight entering the cabin while minimizing the effect on visibility.

Rechargeable batteries

The rechargeable battery assembly of lithium ion cells produces a total of 4,000kWh. It collects renewable energy to supplement the on-shore power supply system, helping to achieve zero emissions while the vessel is in port or berthed.

Heat-Shielding paint

Heat-Shielding paint, proven effective in tests on MOL group-operated ferries, is applied to all deck areas. The paint reduces temperature increases inside cabins and reduces electricity use by the vessel's air conditioning system.

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Optimization of propulsion efficiency → Reduce CO₂ emissions by 18%

Compared to conventional ferries, propulsion efficiency can be further improved and CO₂ emissions can be decreased significantly by adopting a hybrid contra-rotating (*1) propeller system that combines the conventional engine drive system and an electric propulsion system.

Achieve zero emissions when a ferry is in port or berthed, while increasing its operational performance, by operating it with the electric propulsion system propeller, instead of the main engine and onboard power generator. In addition, adoption of electric-driven propellers, which can rotate 360°, reduces the need for tugboat support in strong winds, for example. This will also reduce emissions from tugboats.

Another move to boost fuel efficiency is installation of the new-generation PBCF in the forward propeller at the stern. The new-generation PBCF is an updated energy-saving device (*2) developed by MOL and adopted on many vessels.

(*1) Contra-rotating propellers: Propellers are placed in front and back and spin in opposite directions. The efficiency is greatly improved due to the rear propeller absorbing the rotating flow energy of the front propeller.

(*2) PBCF: Propeller Boss Cap Fins. It reduces the hub vortex that forms behind the rotating propeller. Tests have confirmed that the PBCF increases fuel efficiency by 5%, and its energy-saving performance was recognized by the Eco Ship project of Ministry of Land, Infrastructure, Transport and Tourism in 2000.

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Reduction of friction drag → Reduce CO₂ emission by 7%

Air Layer lubrication technology with recirculation

Another new technology reduces friction drag by releasing minute bubbles from inside the ship, creating an air layer that covers the ship bottom.
A slit in the hull collects the air bubbles after they pass across the bottom of the vessel, so the air can be reused and recirculated This minimizes the energy needed to generate the bubbles.

Ultra-low friction ship bottom coating

When paint is applied to the steel surface of the hull, micro patterned indentations, invisible to the naked eye, are formed on the dried paint film. By smoothing such indentations with water stabilized in each concave, friction drag can be reduced (this is called a water trapping mechanism). New self-polishing antifouling paint (ship bottom paint) with this feature has been adopted for use on the hulls of our ships. The self-polishing surface of the vessel hull becomes even smoother thanks to the effect of the water trapping mechanism.

This ultra-low friction coating has been tested on actual ships and a significant effect on fuel efficiency has been verified. We will continue practical studies of ultra-low friction coatings applied to other vessels.

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Efficiency of engine system → Reduce CO₂ emissions by 3%

The supply of fuel to the main engine is electronically controlled according to the latest available marine whether conditions on a voyage, optimizing the efficiency of the ferry's engine.

There are virtually no SOx in the exhaust emissions from the LNG-fueled main engine and power generation system, so we do not need to worry about sulfuric corrosion on pipes, which occurs due to a reaction of SOx and soot/dust. Compared to engines that run on heavy fuel oil, this engine allows for more effective collection (*) and reuse of thermal energy from the exhaust gas.

At the same time, the onboard electric generator is operated at higher efficiency by combining solar panels and rechargeable batteries, helping optimize the efficiency of the engine system and reduce fuel consumption.

(*) Example of exhaust heat recovery
Power generation using heat energy from exhaust gas

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Optimization of hull design → Reduce CO₂ emissions by 2%

We seek the optimum hull design to further improve fuel efficiency, paying particular attention to reassessing the shape below the water surface.

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Emphasis on comfort

Creating a more comfortable travel experience, with the catch phrase "Let's Saty Aboard."

Adopting smaller yet more efficient engines and vibration-reducing hull designs will result in quieter, more comfortable travel for ferry passengers.
The ferry will also provide passenger-friendly facilities and passenger-focused services such as simplified IT-based boarding procedures and smoother loading and offloading of vehicles thanks to an exclusive rampway for passenger cars.

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