Challenggyqes for the maritime industry: environmental ... · Bunkering LNG Ship to Ship – the future Bunkering gas as fuel for ships – BunGas • release of LNG must be prevented

Challenges for the maritime industry: environmental requirements....g y q

Ralf Plump, PTP lead “Environmental Protection”, Safety & Environmental Research

Content• Challenges for maritime industry

- upcoming environmental requirements- the „CO2 gap“

• new building vs retrofitting:new building vs. retrofitting: - ... is the martime industry prepared?

• ballast water management: th 30 billi US$ d l- ...the 30 billion US$ deal

• gas as fuel (LNG): - supply chain & bunkeringpp y g

• vision & concept of zero-emission shipping- „vision of a zero-emission container feeder vessel“

Feasiblity study for Scandlines: zero emission ferry connection- Feasiblity study for Scandlines: zero-emission ferry connection• Other Environmental drivers

Int. Conference "Grünes Wachstum im Ostseeraum" / Rostock | 2013-06-14/15 | No. 2









Overview and timeline for maritime environmental regulations

0.5% S, globalNOx, Tier III, ECA

review

NOx, T

Ship Recycling *

Ballast water *

0.1% S, SECAUS+CAN ECA active

Ship Recycling * ??

CO2 market measures ??*

Ship Recycling

CO2 technical measures

Ship Recycling ??

3.5% S, global

NOx Tier I, global efficiency related

1% S, SECA

Fuel tank protection

NOx Tier II, global

*) estimated entry into force

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

0.1% S, EU ports

1% S, SECANOx regulation refers to ship construction


Predicted CO2-emissions from world container shipping(all available cost-effective measures implemented)

1,200

1,400

Total BAU

Total cost-efficient measures

BAU: business as usual

1,000

mil

t

Total cost efficient measures

Possible EU reduction targets

600

800

issi

ons

in

400

600

CO

2 em

i

∆ 97 %

200 -20 % of 2005

-80 % of 1990

∆ 45 %

02010 2015 2020 2025 2030 2035 2040 2045 2050

TimeInt. Conference "Grünes Wachstum im Ostseeraum" / Rostock | 2013-06-14/15 | No. 5

Shipping and environmentO

Emissions* CO2 – Carbon dioxide* SO S l h di id

Ocean-going vessels are the most efficient mode of transport, but …

* SO2 – Sulphur dioxide* NOX – Nitrogen oxide* Particulate matter (PM):

“black carbon”Resource consumption* Fuels (HFO MDO/MGO)* Fuels (HFO, MDO/MGO)* Water

W tWater use* Ballast water: invasive species

biofouling management* Sewage

Garbage and chemicals* Sludge from separators and filters* Garbage g

* Anti-fouling paint Garbage

* Chemicals










The world fleet & recent orders & where they tradeThe world fleet & recent orders & where they tradeSeptember 2011

W ld fl tWorld fleet Tonnage: 1.1 billion GT# ships : 116,690# ships : 116,690

World order bookTonnage : 240 million GTTonnage : 240 million GT# ships : 7,757 >> 6.6% of world fleet

.... we still have overcapacities in tonnage: smart retrofitting might be the way to cope future requirements!










ballast water management code:status of BWMC ratification (October 2012)BWM Convention has already been contracted by 36 Flag States (30 required) representing 29,07% of world’s gross tonnage (35% required).

With ratification of one Flag State with 6% gross tonnage (e.g. Panama), BWM C i b d 12Convention becomes mandatory 12 months later.

29 BWT systems have obtained full IMO type approval.About 45 BWT manufactures are in theAbout 45 BWT manufactures are in the certification process. *) Argentina, Belgium (both below 1%) and

Germany (1,4%) due to submit their instruments of ratification in the near future.


Ballast Water Management: Convention and estimated b f l i d t i t ll BWMSnumber of vessels required to install BWMS

• BWM Convention is expected to be in force 2014? (MEPC 65: postponement)( p p )

• Treatment Standard:D-2 is required for all ships from 2016 onfrom 2016 on

Countries % of world tonnagetonnage

Required for ratification

30 35

Estimated number of vessels required to install BWMS

(from MEPC 61/2/17, Japan)

ratificationRatification status 30 26.44

Source: www.imo.org


GL experience - installation of BWT systems

Little practical experience whether installed BWMS fulfils IMO-p prequirements is available (see also EMSA-report from 2011).Main reason is that installed systems are not yet in operation due to additional operation costs (energy & service).A trend in Europe is to do the engineering & retrofitting by engineering companies and while ship is in service.Most recent installation of de-oxygenation-based systems showed h ll d t t dil ki t t d bchallenges and systems were not readily working as stated by

manufacturer of treatment system.










LNG is available along all most important shipping routes


The LNG supply chain for gas as ship fuel

local LNG production plant

small LNG tanker local LNG storageplant

LNG bunker vesselLNG import & export terminal

LNG bunker vessel

LNG end user


Relevant LNG terminals

C

F

G H

Relevant LNG terminals A – Rotterdam (import with planned small

D

G

J

pscale export)

B – Zeebrugge (import & export ready, small jetty planned)

AB

EK

jetty planned)

C – Nynäshamn (small import & export)

planned small scale:planned small scale:

D – Gothenburg

E – Swinoujscle

F – Gävle

G – Ora

H – Estonia

J – Lithuania

K - Hamburg (concept)


LNG – bunkering reality and proposals

SMTF et al 2010SMTF et al 2010

source: DSME; Gas-fuelled Ships Conference – 20 Oct. 2010, Hamburg, Germany


Bunkering LNG Ship to Ship – the futureBunkering gas as fuel for ships – BunGas • release of LNG must be prevented (extremely unlikely)

by technical and organizational solutions to establish a reliable technology.• Volume limitation of possible gas releases• Volume limitation of possible gas releases• Reduction of failure frequency• Training of crew

• development of bunker vessel and bunker requirementsdevelopment of bunker vessel and bunker requirements










wind energy > sustainable energy for shipping: what fit’s?

indirect usage of wind power

l f i d / l ti itsurplus of wind energy/electicity

electrolysis ► hydrogen H2

di t f i d

LH2 for short seashipping

direct usage of wind power

Enercon – E-Ship 1Skysails sustainable shipping


One solution – Hydrogen as fuelThe new zero-emission container feeder vessel design concept has fuel cells and tanks to hold liquid Hydrogen for a typical roundtrip. y g yp p

The vessel stops every ten days at ff h t ti f b k ian offshore station for bunkering.

An offshore station produces liquidAn offshore station produces liquid Hydrogen by using surplus wind energy. The Hydrogen is stored for short periodsshort periods.


The Hydrogen-fuelled container feeder vesselThe Hydrogen fuelled container feeder vessel

The new container feeder vessel targets traditional trades. Full open top 1000 TEU intake with 150 reefer slots service speed of 15 knots• Full open-top 1000 TEU intake with 150 reefer slots, service speed of 15 knots

The new container feeder vessel runs on liquid Hydrogen. • 5 MW fuel cell systems, with 3 MWh battery systems to provide peak power• Multiple type C tanks with 920 m3 to hold liquid Hydrogen for a ten-day roundtrip


Liquid Hydrogen offshore production potentialIn 2020, about 3GW generation capacity is Offshore wind farms in German

EEZ f N th Sassumed to be installed in offshore wind energy parks in the German Exclusive Economic Zone.Up to 30% of the generated power may not be

EEZ of North Sea

p g p yput into the grid and could be available for Hydrogen production (up to 3600 GWh/a).A 500 MW wind farm may produce up to 6 000 tA 500 MW wind farm may produce up to 6.000 t liquid Hydrogen (LH2) using its surplus power. This could serve 3 feeder vessels.A i t di t t f LH2 f t 10An intermediate storage of LH2 for up to 10 days requires insulated tanks of up to 3000 m3.Costs for LH2 are based on invest for production, liquefaction and storage installations.

source: BSH, http://www.bsh.de/en/Marine_uses/Industry/CONTIS_maps/index.jsp


O h t l i d t dOnshore systems use surplus wind energy today

Hydrogen-hybrid power plant in Prenzlau Power to gas plant in Falkenhagen• wind energy produces Hydrogen• 500 kW electrolysis system• intermediate storage in tanks

• wind energy produces Hydrogen• 2 MW electrolysis system• Hydrogen is being put into natural gas pipeline

tintermediate storage in tanks• use of Hydrogen in power plant or by cars

(at special fuel stations)• cooperation of Enertrag Total Vattenfall

system • Operated by EON• partner is greenpeace energy

• cooperation of Enertrag, Total, Vattenfall


Design concept for a zero-emission ferry• 4 double end ferries• 4 double end ferries• one departure every 30 minutes• very short time in harbour• speed between 15 and 21 knots

H2-tanks Flettner rotorsp

battery system fuel cell system

podded propulsors

source: Scandlines 2012


Zero Emission Scandlines ferry... from operational profils over efficiencies to energy demand

1500 passengers18,5 knots2.200 lane meters

140m³ H2-tanks8300 kW fuel cells2400 kWh b tt i2400 kWh batteries4 x 3MW pod - propeller

energy demand per trip16,0 kn → 16 GJ18,5 kn → 19 GJ


Zero Emission idea and concept

6

Energy converter / reduced consumption

fuel cell output

4

5fuel cell output

2

3power

demand

[MW

]

0

1 powerbalancepow

er

-1

0

1 5 9 13 17 21 25 29 33 37 41 45

fuel cells up to 17knbattery support from 17 to 18,5 kn

Time [hours]


Liquid Hydrogen: from Windpower to Bunker Station

basis: 4 vessels 24h 4591 MWhwind energy

100%

basis: 4 vessels, 24h

230MWhgrid losses 5%

1561MWhelectrolyses 34%

1722MWhliquefaction 37,5%

46MWhtransport 1% 22,5%

1033MWhLiquified H2


Gaseous Hydrogen: from Windpower to Bunker Station

basis: 4 vessels 24h 3083MWhwind energy

100%

basis: 4 vessels, 24h

154MWhgrid losses 5%

1048MWhelectrolyses 34%

308MWhcompression

540MWhtransport

10%

17,5%

33,5%

1033MWhCompressed H2










Other Environmental driversOther Environmental drivers

Observations from the Market: • Carriers are requesting an emission reporting

for their individual transported cargo on ships

• Global players like DHL, ABX, Ikea,Automotive manufacturers are demanding emissiondata for their annually sustainability reportsy y p

• Industry associations have been formed to enablecarriers emission reporting (like CCWG)carriers emission reporting (like CCWG)

• ports are beginning to differentiate port feesdi t hi i t l i t (CSI ESI)according to ships environmental impact (CSI, ESI)

emission reporting is necessary / required


Thank you for your kind attentionThank you for your kind attention.

[email protected]

[email protected]

Challenggyqes for the maritime industry: environmental ... · Bunkering LNG Ship to Ship – the future Bunkering gas as fuel for ships – BunGas • release of LNG must be prevented

Documents