The Marine

Environmental
Protection
Technology
1

st

lecture

Senior lecturer
PhD nav.arc. Ioan

GREEN SHIP CONCEPT

In nowadays, in marine field a new concept appeared:
green ship.
This certification implies a lot of qualities necessary
being satisfied onboard ships:
wasted water treatment:
for so called grey water, necessary filtering membrane
and new formula for disinfection;
for black water (mud) a treatment in a such manner to
satisfy the need: nothing to discharge.
a new cleaning system of the funnels to move away the
pollution and residual materials (particulates);
reduction of gas emissions (NOx, CO2, SOx, Soot,
Smoke and Particulate Matter) emissions of the marine
propulsion systems;

- Implementing of an advanced management system of

losses, in case of distress or casualties, by locating fuel
tanks in protected spaces, collision proofed;
- recycling bottles, boxes which are very important during
garbage processing and etc;
All these qualities together shall be satisfied by a ship
which claims green using modern techniques and newly
environment protection measures in early stage of ship
(design stage) and building, by fulfilling the special
requirements of the classification societies, in this moment
being facultative.
An EU directive limits the sulphur content of fuels to 0.10% or
less in EU ports from January 2010 (Council Directive
93/12/EEC of 22 March 1993 relating to the sulphur content of
certain liquid fuels).
The coming international rules for sulphur (SOx) content
in fuel oil as decided by IMO will be as shown in Fig.1 below:

I.1 SOx emissions (according to MARPOL 73/78 Annex VI also

Directive 2005/33/EC):
SOx emissions can cause acid rain in coastal areas having a
detrimental impact on the environment. SOx as a product of
combusting fuel oil can be reduced by decreasing the
sulphur content in the fuel supplied to the vessel. Reduction
of SOx can be achieved by the after treatment of the exhaust
gases from engines and boilers via cleaning. The sulphur
content of fuel influences the emissions of particulates. Less
sulphur means less particulate matter (PM).
To reduce SOx emissions should:
- increased use of fuels with low sulphur content;
- adopting Dual-Fuel-Engines so that a ship could use heavy
fuel oil (HFO) on the high seas. In certain costal areas,
entering and/or leaving harbours, the main engines are then
driven by Liquified Natural Gas (LNG);
- SO2 scrubbers can also remove SO2 from exhaust with or
without the help of seawater or in a closed loop system by

reduce SO2 emissions by >85%;

- systems which can capture exhaust especially when a ship
at berth can also impact the amount of SO2 emitted, a
reduction of >95%;
- waste heat recovery systems can convert energy from ships
exhaust gases from propulsion into electrical power for use
on-board vessels. These systems can generate significant
savings in fuel consumption from the main engine and
reduce SO2 from the main engines exhaust being released
into the atmosphere.
I.2 NOx Emissions (according to MARPOL 73/78 Annex VI
also Directive 2005/33/EC): NOx emissions contribute to acid
rain. A reduction of NOx emissions will contribute to better
local air quality in coastal areas.
Some measures which could be implemented to reduce these
emissions by enhancing the combustion system in ships are:
- Miller Cycle;

The rules coming in force concerning NOx emissions are

internationally controlled by IMO and to some extent by
national governments stating separate demands for NOx
within ECA areas.
Concerning CO2 it is expected, that rules will come in force in
the near future for ships both as internationally and
regionally.
As stated by the Marine Environment Protection Committee
(MEPC) it is time for action.
A recent study has shown, that international ship trade in
2007 contributed about 2,7% of the worlds CO2 emission and
also state that emission reductions are feasible through
technical and operational measures including introduction of
market-based reduction mechanisms (MEPC 59th session,
July 2009). Different studies have stated CO2 reduction of 10
to 30% over the coming years under different assumptions.

What is sure is that the CO2 will be reduced either by market

based instruments or by introduction of technical
requirements for new ships as stipulated by the introduction
of the so-called Energy Efficiency Design Index (EEDI) or by a
combination of these two measures.
The following table shows, what these companies have
reported different technologies can offer of improvements
concerning emission reductions if installed on a ship in
general terms.

Fig.
3
Green Ship of the Future reported emission
reduction potentials.

-Fuel injection equipment (fuel injection valves and

combustion pumps).
There are several technologies that lower the temperature of
combustion, e.g. by injection of water that can reduce the
emissions of NOx from ships resulting in a positive impact
on the environment:
- humid air motors;
- direct water injection;
- exhaust gas recirculation;
- fuel-water emulsification;
Other technologies such as exhaust gas after treatment
technologies: these technologies have been proven capable
of reducing emissions from engines sufficiently to meet new
regulation standards; waste heat recovery systems can also
substantially reduce the levels of NOx; electronically
controlled camshaft less engines, turbochargers, common
rail technology, valve control and optimized combustion
processes can all achieve positive reductions of NOx

I.3 CO2 Emissions (according

to MEPC of the IMO, Chapter 4
(a
from MARPOL Annex VI also Directive 2005/33/EC):
CO2 is one of the gases which cause global warming.
Reduction of CO2 emissions is necessary for climate reasons.
CO2 emissions are a direct result from thermal combustion of
fuel. This means that the most substantial effect would be
cutting energy consumption, i.e. by reducing speed. Further
research and utilizing the following processes allow for a
further decrease of CO2 and other emissions to be achieved:
- Hybrid auxiliary power generation: a hybrid auxiliary power
system usually consists of a fuel cell, diesel generating set
and batteries. The intelligent control system balances the
loading of each component for maximum system efficiency.
This system can also accept other energy sources such as
wind and solar power. If such a system could be introduced a
significant reduction of CO2, NOx and particulates could be

- Alternative propulsion: a kite on the bow of a ship can use

wind energy to give the ship and added means of propulsion.
The average tanker could save approximately up to 20% of
fuel depending on route and wind conditions.
Kite technology, as a result of its compact size could easily
be retrofitted onboard existing ships.
It has also been argued that kites could be used alongside
conventional means of thrust contributing to hybrid
propulsion.
By having such high fuel efficiency ships would need to burn
less resulting in a reduction of CO2 and other harmful
emissions.

Kite technology

Kite technology

Kite technology
Direction of wind

Direction of wind

Direction of wind

Kite technology

Applied kite technology

Applied kite technology

-Solar energy:
The technology offers ship owners huge fuel savings and has
the potential to be used on all types of vessels from small
ferries and luxury super-yachts to bulk carriers shipping iron
ore and navy patrol ships.
To introduce solar energy to the ship we need to convert the
solar energy to electrical energy. Electrical energy we can use
and transport throughout the ship. Photo-voltaic (PV) cells
convert solar into electrical energy. An inverter is needed to
convert the Direct Current (DC) to an Alternating Current (AC),
so the 50 or 60 Hz electric grid can transport the electrical
energy through the ship. These energy conversions reduce the
efficiency of the whole chain. Imtech Marine is developing a new
way to transport electrical energy through the ship, a Plug-andplay DC grid. With a DC grid in a diesel-electric propulsion
system less energy conversions are needed, there is no need
for bulky transformers. It is plug-and-play, if is decided PVpanels are still too expensive today, can be decided to buy them
later and with no extra effort connect them to the DC grid at any

Project for future: future project about installing a solar sail on a bulk
carrier that transports iron ore and other raw materials. He likens the sail
to a "giant windmill blade" that would be covered in solar panels and fold
down into the vessel when it is docking and transferring cargo.

The worlds largest solar-powered boat the TURANOR PlanetSolar set

out from Monaco on a quest to become the first boat to sail around the
world using nothing but the power of the Sun. In 2010 it successfully
completed that quest, arriving back in Monaco after 18 months spent
circumnavigating the planet.

The TURANOR PlanetSolar, passing through Tahiti earlier on its

voyage. A crew of five piloted the 31-meter (102-ft) long, 15-meter
(49-ft) wide vessel, which is covered in 537 square meters (5,780 sq
ft) of solar panels. These provide power to four electric motors
(two located in each hull), that have a maximum output of 120 kW
and can propel the boat to a speed of 14 knots. It is constructed
mainly of a light yet durable carbon fiber-sandwich material.

Small solar powered ship (view from front)

Small solar powered ship (side view)

Romanian researches in solar energy. ICEPRONAV

researches

Romanian researches in solar energy. ICEPRONAV

researches

Romanian researches in solar energy. ICEPRONAV

researches

Romanian Researches in solar energy

Romanian researches in solar energy. ICEPRONAV

researches

Romanian researches in solar energy. ICEPRONAV

researches

Romanian researches in solar energy. ICEPRONAV

researches

Romanian researches in solar energy.

ICEPRONAV researches

-Waste Heat Recovery: applying a so called WHR / Booster

system into the ship could provide a significant extension to
the traditional operation profile of conventional ship
propulsion.
This allows for up to 12% savings on primary energy (fuel)
and hence CO2.
This solution would require a different approach to
conceptual design and operation.
- Ship-to-shore
power: when ships are in port they are able to
S
connect to shore-side electrical power after.

-the engines have been switched off. This enables ship

systems to operate from clean power supplies to eliminate
airbone emissions in harbor.

-Hydrogen (Fuel Cell) Systems: equipment manufacturers

and academic institutes are well under way with research and
demonstrations of hydrogen fuel cells as an alternative
means for powering ships.
It has been suggested that hydrogen systems could be up to
50% more efficient than existing engines, also reducing
certain emissions (NOx, SOx and particulate matter).
This would also lead to a certain reduction of CO 2 emissions.
- High Efficient Marine Systems: marine systems such as
rudders can generate about 5% of the ships overall
resistance. Rudders exist which are manufactured using
state of the art technologies and materials reducing their
resistance through water giving the average fuel saving of 25%, thereby reducing emissions.

I.4 Soot, smoke and particulate matter

The composition and properties of particulates varies greatly
and is therefore difficult to define. At present, a quantitative
relationship between the smoke opacity and the particulate
emission has not been proven.
The most effective method of reducing particulate emissions
is to use lighter distillate fuels. Additional reductions in
particulate emissions can be achieved by increasing the fuel
injection pressure, by using cyclone separators or
electrostatic precipitators. Wherever technology is
implemented to reduce sulphur will have a direct impact on
the reduction of particulate matter. This is because
particulate matter reduction is a side process of sulphur
removal or exhaust gas scrubbing.
II. Ship Waste Treatment (according to MARPOL 73/78.Annex V Directive 2000/59/EC)
The definition of garbage is as follows: Garbage includes all

fresh fish, generated during the normal operation of the

vessel and liable to be disposed of continuously or
periodically.
The annex totally prohibits the disposal of plastics anywhere
in the sea, and severely restricts discharge of other garbage
from ships into coastal waters.
The main problem is that the disposal of garbage occurs to a
large extent out of the public eye. 70% of ships garbage
immediately sinks to the bottom of the ocean.
Rather often, rubbish such as bottles and receptacles with
openings, can lead to the death of fish and other marine
organisms. 15% of garbage is washed up on the shore. The
remaining 15% floats on or just under the surface of the sea.
Often this rubbish comes together and forms large garbage
islands. These islands can grow uncontrollably as a result
of the sea currents picking up more rubbish. They are also
used by countless animal species as a means of transport.

Sensitive ecosystems, for example, in the Polar Regions, can

be put at risk as result of these floating islands and the alien
organisms being carried by them.
Waste discharge into the sea is allowed by MARPOL under
certain conditions. The discharged waste has to be noted
down, in a waste disposal log stating the following
information:
- the type of discharged waste;
- the amount of discharged waste;
- the time and position of discharge.

Table: Discharge figures for waste from MARPOL Annex V

There are currently technological solutions that could be

implemented and further developed to ensure that waste is
no longer discharged at sea. Due to limited space onboard
ships, the equipment manufacturers have developed various
methods of waste treatment.
Waste Compressors: They reduce the volume of rubbish so
that it can be stored onboard before being offloaded to shore
based facilities. This can be done by simply squeezing and
breaking down waste followed by the process of
compression. This might it difficult to be recycled further.
Compressing and storage of waste is an effective technical
solution to dealing with the rubbish being thrown overboard.
Plasma Technology: Plasma technology used in conjunction
with other onboard systems is another example of effective
garbage disposal. Plasma, which can reach temperatures of
up to 6 thousand degrees centigrade, can reduce waste into a
non toxic sludge. The complex compounds which make up
plastic, etc. can be reduced into hydrogen and carbon

III. Bilge Water Treatment Systems (according to MARPOL

73/78, Annex I)
Oil has a detrimental impact on the environment especially at
sea. This does not just mean that catastrophic tanker
disasters are the only source of oil that is damaging but also
legally discharged oily based effluent from ships.
The amount of resources required for high viscosity (heavy)
fuel oil treatment, with its deteriorating quality, is of concern
because of its environmental impact, manpower and engine
lifetime. At times expensive measures are used to improve
fuel handling, combustion characteristics and emissions that
negate the low cost of heavy fuel oil. The quality of fuel is a
problem. When ships use the lowest grade of fuel in
existence and therefore it needs a lot of treatment before it
can be used in the engines. This is problematic because fuel
has a certain amount of water in it and some very heavy fuel
molecules. This is separated via separators and the two
components are removed. After this process a mixture of

This sludge cannot be used for anything and depending on

fuel quality an average ship can produce from a few litres up
to several tons of the stuff a day.
This sludge can also not be burned in an incinerator. Due to
the fact that ship-owners have to pay to discharge this
sludge at shore-based facilities, they usually try to reduce it
to a minimum.
One way of doing this is to put it in a settling tank and pump
out the water which settles under the layer of oil. This water
can then be pumped overboard via the 15 ppm bilge water
treatment system.
This is where the process could go wrong and that part of the
oil is pumped overboard also, via this bilge water treatment
system.
The discharge of oil can be broken down as follows:

Table: amount of discharged oil

Bilge water can be pumped through a piping system into a

bilge water holding tank or directly into the sea through a
bilge water de-oiling installation. Over the years the
composition of bilge water has changed, due to the fact that
different oils and fuels are being used.
Bilge water is a mixture of different substances and has
constantly changing concentrations. The following
substances can be found in bilge water:
- Leaked condensed and coolant water;

- Oil from various sources: lubrication, gear oils, hydro

system liquids, etc;
- All kinds of fuel: diesel, fuel oil, heavy with different
viscosity;
- Dirt and paint particles;
- Corrosion protection agents.
One possible solution to treat bilge water effectively is by
starting at the source. Cleaner fuel would result in less
sludge and therefore less oil pollution. Clean fuel would
mean less air pollution and less oil pollution, having a
positive impact on the environment on more than one level.
There is very effective technology currently available on the
market to clean bilge water before it is discharged into the
sea:
High Speed Centrifuges: They are capable of effectively
separating emulsions and removing suspended particles
found in bilge water. Once separation of water and oily

water can be discharged into the sea and the oily remains fed
into a tank to be treated at a later stage. Technologies using
the process of microfiltration are already in existence to
clean bilge water. Membranes are used, where the water
passes through, and acts as a barrier capable of removing
solids and/or other materials. This filtered water can then be
discharged in to the sea.
Cascade Tanks: Bilge water can be fed into the top of a tank
and then by gravitational force passes through sponges
which can catch the oily substances and allow the cleansed
water be collected at the bottom.
This only works for certain viscosities of oil, the smaller the
oil droplets the less effective this method is.
Through the application of various technologies it is possible
to clean bilge water almost entirely of oily particles.
The use of this equipment ensures the mitigation of bilge
water discharge pollution.

IV / V. Black Water and Gray Water (according to Annex IV of

MARPOL 73/78).
Black water: is a term used to describe wastewater
containing faecal matter and urine (water from toilets).
Grey water: is a term generally used to describe water
generated from domes- tic activities such as dishwashing,
laundry and bathing.
Discharged waste water can lead to hygienic problems like
the dangerous germs being released in coastal regions. In
addition to this, waste water released in sheltered coastal
areas could contain harmful nutrients, disinfectants as well
as detergents that can have a largely detrimental impact to
marine environments. The design, building and operation of a
ships waste water purification system is regulated by a set of
general conditions and largely differs from land- based waste
water treatment systems. The problem of waste water is the
variety of pollutants it contains some of which are soluble
and others in solid forms. Non biodegradable elements such
as plastic, grain, hair, fibres and different kinds of fat must be
removed from the water by periodic de-silting

or by extraction through a suitable filtration system. The

amount of black water onboard ships depends on the
technology installed to sanitise it.
Black and grey water treatment systems could be installed on
vessels in order to purify the water discharged into the sea. A
number of cruise ships have had their sewage treatment
systems retrofitted in order to ensure they have less of an
environmental impact as a result of their black and grey
water effluent.
Membrane bioreactors: Membrane Bioreactors can effectively
cleanse black and grey wastewater. The water is first fed into
the bioreactor where biomass breaks down the organic
matter. This is then processed through a filter and into a
second bioreactor. The solution is put through membrane
modules to make sure it is scoured and properly cleaned.
What is left after the cleaning stage can then be directly discharged into the sea.

How a Membrane Bioreactor (MBR) works (simplified

drawing)

Vacuum toilets: Vacuum toilets can reduce the amount of

black water discharged black water by 1/3. This technology
can be combined with a sludge reactor with membrane
filtration, collecting grey water. The grey water following
treatment in the reactor can be used for the flushing of toilets
therefore reducing its volume by 75%.
VI. Ballast Water (according to International Convention for
the Control and Management of Ships Ballast Water and
Sediments)
Ballast water is essential for ship stability e.g. when it is
carrying an unevenly distributed load. A ship fills up between
10 and 50% of its whole tonnage with ballast water in coastal
regions and discharges it when the load is changed. (A
tanker when empty fills up with 60,000 tons of ballast water
when it has a carrying capacity of 200,000 tons. A container
ship fills up 10-20% of their carrying capacity when empty.)
Therefore per year up to 10-12 billion tons of salt water is
displaced.

The circulation of the ballast water during the ships voyage

Aquatic organisms (plants as well as animals) are displaced

as a result of the changing of ballast water (3.000 4.500
types). Invasive organisms can bring about changes to the
marine flora and fauna and cause damage to marine
industries such as fishing.
Discharge of cargo residues from bulk carriers can pollute
ports, waterways and oceans. In many instances vessels
intentionally discharge illegal wastes despite foreign and
domestic regulation prohibiting such actions.
It has been estimated that container ships lose over 10,000
containers at sea each year (usually during storms). Ships
also create noise pollution that disturbs natural wildlife, and
water from ballast tanks can spread harmful algae and other
invasive species.
Ballast water taken up at sea and released in port is a major
source of unwanted exotic marine life. The invasive
freshwater zebra mussels, native to the Black, Caspian and
Azov seas, were probably transported to the Great Lakes via

ballast water from a transoceanic vessel. It believes that one

of the worst cases of a single invasive species causing harm
to an ecosystem can be attributed to a aparently harmless
jellyfish.
Mnemiopsis leidyi, a species of jellyfish that spread so it
now inhabits estuaries in many parts of the world. It was first
introduced in 1982, and seems to have been transported to
the Black Sea in a ships ballast water.
The population of the jellyfish shot up exponentially and, by
1988, it was reflecting dramatically upon the local
fishing industry. The anchovy catch fell from 204,000 tons in
1984 to 200 tons in 1993; sprat from 24,600 tons in 1984 to
12,000 tons in 1993; horse mackerel from 4,000 tons in 1984
to zero in 1993. Now that the jellyfish have exhausted the
zooplankton, including fish larvae, their numbers have fallen
dramatically, yet they continue to maintain a stranglehold on
the ecosystem.

Invasive species can take over once occupied areas, facilitate

the spread of new diseases, introduce new genetic material,
alter underwater seascapes and jeopardize the ability of
native species to obtain food. Invasive species are
responsible for about $138 billion annually in lost revenue
and management costs in the US alone.
Ships can pollute waterways and seas in many ways.
Oil spills can have devastating effects. While being toxic to
marine life, polycyclic aromatic hydrocarbons (PAHs), found
in crude oil, are very difficult to clean up and last for years in
the sediment and marine environment.

VII Case study: large container carrier

0.0 Introduction
The purpose of this conceptual study regarding a container
ship is to show how the exhaust gas emissions can be
reduced for a typical large container ship by using
appropriate developed and emerging technologies for
reduction of exhaust emissions.
The goal of the study was to achieve emission reductions in
comparison with todays container ships of as shown below.
These goals for the reductions were settled as the overall
target for the project Green Ship of the Future:
CO2: - 30 %
NOx: - 90 %
SO2: - 90 %
This container ship study is one of two studies supported by
the Danish Maritime Fund and is part of the many projects
under the Danish project Green Ship of the Future
Emission restrictions coming in force internationally or
regionally in ECAs (ECA = Emission Control Areas).

Concerning ECA (Emission Control Areas), there is a

tendency to extent these areas worldwide.
Lately EPA (US Emission Pollution Agency) has put
forward a proposal that will extend the ECA area to 200
nautical miles from the coast of Canada and USA. It contains
demands concerning use of fuels with less than 0,1% sulphur
from 2015 and 80% NOx reduction from 2016.
Instead of using low sulphur HFO this proposal calls for
exhaust gas cleaning devices (scrubbers) which can
remove the Sox from the exhaust gas.
This method can be beneficial as the demand of low
sulphur HFO most probably will exceed the total production
worldwide in the future.
California CARB requirements limit sulphur content of
fuels to 0.50% or less in Californian ports and within 24
nautical miles from the Californian coastline from May 2009
i.e. already in force.

The table does not show the effect, when the measures and
methods are combined in a ship.
The effect of combinations depend on ship type, size, and
finally but not least of the actual combination of technologies
used in an actual project.
This very point will be dealt with in this report.
1.0 General
The container ship study is centered on the Maersk Lines
ships a ship type which has a capacity of 8500 TEU (TEU =
a twenty feet equivalent container unit). This type belongs to
the group of ships with 17 container positions across on
deck, which comprises about 26 % of the entire postpanamax container ship fleet, in turns of number of ships and
the number of TEU positions on board (existing and ordered
as of august 2009).
The ships were built at Odense Steel Shipyard in 2003-2004
and are typical designs of the time i.e. fast slender

Most notable feature, however, being that they have complete

double hull protected oil tanks, i.e. the oil tanks are separated
from the ship side by a double hull construction. The cargo
hold design is based on high cube containers i.e. containers
with a height of 9,5 feet.
Below the waterline the ships were coated with a tin-free self
polishing anti fouling coating.

Fig.5: A.P. Mller Mrsk A-Class container ship: Anna

2.0 Description of the A-class container ship

The main data for this ship type is:
- Length over all: 352.25 m
- Length PP:
336.40 m
- Breadth: 42.80 m
- Depth:
24.10 m
- Draught (scantling): 15.00 m
- Deadweight (scantling): 109000 tons
- ISO container capacity:
approx. 8500 TEU
- Main engine: Wrtsil 12RTA96C
- Main engine power output (MCR): 63000 kW
- Revolutions:
100 RPM
- Electrical shaft motor: 6000 kW
- Diesel generators:
1 x 2590 kW(e)
3 x 3455 kW(e)

The ship has an 8.9 meter diameter fixed pitch propeller with
6 blades and a conventional semi spade rudder.
The design speed, 26. 5 knots in calm weather, with a power
requirement exceeding the service rating of 85% MCR of the
main engine - the total propulsion power requirement is
therefore supplemented by extra power from an electric shaft
motor (PTI = power take in).
To obtain the 26.5 knots the main engine delivers 56000 kW
and the electric shaft motor 6000 kW, in total 62000 kW.
To drive the shaft motor a total of 6771 kW auxiliary diesel
power is needed taking transmissions losses etc into
account.
The specific oil consumptions of the main engine and the
auxiliaries are 165.3 g/kWh and 191.0 g/kWh respectively
under ISO conditions, when using diesel oil with a calorific
value of 42.8 MJ/kg. These are so-called catalogue values
otherwise used throughout the report.
Electric balance show in average a load of 2960 kW(e) at sea.

The total oil consumption for the 26.5 knots is thus:

(56000 x 165.3 + (6771 + 2960/0,95) x 191.0) * 24/1000000 tons/
day = 268 tons diesel oil/24 hours equal to 283 tons HFO/24
hours
This fuel consumption will based on heavy fuel oil with
typical sulphur content of 3% give an emission outlet of, if
the engine complied to Tier I requirements:
CO2: 878 tons per 24 hours
NOx: 26 tons per 24 hours
SO2: 17 tons per 24 hours
Particulates: 3 tons per 24 hours
The purpose of this study is now to see, how much these
emissions can be reduced by adding energy saving and
emission reducing technologies.

3. General arrangement

Fig.6: A-Class container ship sized for 8500 TEU containers

Profile and cross section.
4.0 Machinery arrangement
The machinery arrangement for the container ship is
concentrated around the main engine with all the ancillary
systems distributed on the different decks from tank top to
casing.

Fig.7: Container ship: shaft tunnel arrangement with electric

shaft motor to boost propulsion.
The electric shaft motor is installed to supplement the
propulsion power if high speed is required-(behind on sailing
schedule, bad weather or fouling on hull and / or propeller).

Fig.8: Container
ship: tank top
arrangement in
engine room with
main engine and
misc. ancillary
machinery
equipment

Fig.9: Container ship:

Auxiliary engine deck
arrangement with 3
(out of 4) auxiliary
engines.

Fig.10: Container ship:

engine room deck
arrangement with 4th
auxiliary engine.

Fig.11: Container
ship: Profile view of
engine room and
superstructure