Norsk Marinteknisk Forskningsinstitutt 27.10.2015 Dr. Haakon-Elizabeth Lindstad and Professor Gunnar. S. Eskeland Assessment of Engine technologies and.

Norsk Marinteknisk Forskningsinstitutt

27.10.2015

Dr. Haakon-Elizabeth Lindstad and Professor Gunnar. S. Eskeland

Assessment of Engine technologies and Fuels for environmentally friendly sea

transport with focus on cost, emissions and environmental impact

Shipping represents a significant share of the global anthropogenic emissions

−Measured in million ton−CO2 1 050 (2007) – 950 (2012) −NOx 25 (2007) – 19 (2012) −SO2 15 (2007) – 11 (2012)

−Measured as % of global total −NOx 12.5% (2007) – 15% (2012) −SO2 7% (2007) – 13% (2012) −CO2 3.3% (2007) – 2.7%(2012)

Sources - IMO 2009 GHG study: and IMO 2014 GHG study 2

Maritime transport is energy efficient, but not always and there is hence a need for improvements

3

New-built vessels with 12 000 kW engine in Sulphur and Nitrogen ECA Main conclusion: HFO and Scrubber setups are the most cost efficient solution for vessels in ECA's and globally if max Sulphur content is reduced to 0.5% after 2020/2025

• Traditionally, comparisons of the climate impact of transport solutions have been based on fuel consumption and carbon dioxide (CO2), while other trace emissions in the exhaust gas have been ignored. • It is becoming increasingly well-known however, that aerosols, and their precursors

emitted from shipping are strong climate forcers, with a magnitude that is intimately connected to the specific region of emission. • Taking into account these considerations, we apply region-specific Global Warming

Potential (GWP) characterization factors to estimate the relative magnitude of the short-lived climate forcers in the Arctic compared to traditional shipping regions and to the impact of CO2 emissions in light of reduced overall fuel consumption

The Impact of Low Power operations – Slow steaming or Dynamic Positioningis much larger in the Arctic

Emission type CO2 BC CH4 CO N2O NOx SO2 OC

GWP20 World factors 1 1200 85 5.4 264 -15.9 -141 -240

GWP20 Arctic factors 1 6200 85 5.4 264 -31 -47 -151

GWP100 World factors 1 345 30 1.8 265 -11.6 -38 -69

GWP100 Arctic factors 1 1700 30 1.8 265 -25 -13 -43

Hybridization is one option to partly solve the environmental problem with low power operations

Source: Lindstad, H., Sandaas, S. 2014 Emission and Fuel Reduction for Offshore Support Vessels through Hybrid Technology. SNAME Convention, Conference proceedings, Houston, Oct. 2014.

CO2 eq. emissions North Sea (Ekofisk) versus Arctic (Svalbard)

North Sea Arctic

Source: Lindstad, H., Sandaas, S. 2014 Emission and Fuel Reduction for Offshore Support Vessels through Hybrid Technology. SNAME Convention, Conference proceedings, Houston, Oct. 2014.

Power systems with focus on cost and emissions for the whole power range

Operational mode

Idle in Port or

at ancher

Loading & Discharging

& Slow zones

Calm water

4 meter head

waves

High Sea

states

Full Power

Annual hours 2 010 2 000 3 000 1 400 250 100

Speed in knots with fuel cost 300 USD/ton 11 11 4Power Main + Aux (kW) 600 2 000 5 700 8 600 9 800 13 500

Gram fuel per kWh 10 500 kW PTO/PTI & Battery 195 189 183 183 188 19110 500 kW PTO/PTI 230 194 183 183 190 19913 500 kW Low load & PTO 230 200 186 183 183 19113 500 kW Low load 230 206 190 185 185 19213 500kW High load 230 216 197 187 185 189

Gram fuel per kWh as a function of power setup & engine size for the full operational cycle

-An important idea is to shift the policy emphasis in ship design from idealized towards realistic vessel operating conditions. - The traditional approach to reducing shipping emissions, based on technical standards, tends to neglect how damages and abatement opportunities vary according to location and operative conditions. - Since environmental policy originates in damages relating to ecosystems, and jurisdictions, a three-layered approach is ‘natural’; in port, in coastal areas possibly defining an Emission Constraint Area (ECA as in North America or Nordic/Baltic), and open seas, globally.

CO2 eq. based on a 20 year time frame (GWP20) per 1000 kWh as a function of power, fuel, and operational area

CO2 eq. based on a 100 year time frame (GWP100) per 1000 kWh as a function of power, fuel, and operational area

Average Global warming impact over 20 and 100-year horizon in kg CO2-equivalents per 1000 kWh produced (25 % of distance in ECA)

It might be that it will be more benefical with the following legislation.

1. Batteries, clean fuels or cold ironing in ports2. Clean fuels close to land or when extra power is required

for loading and discharging 3. Continued use of heavy fuel oil ( HFO 2.7% ) at deep sea 4. Solutions where NOx is rather maximized than minimized

at sea and only minimized close to land and in ports5. Strict regulation of Black carbon in Artic areas and close

to glaciers

The Evolution of Ship Design and Operations – to meet environmental and climate change targets

1. Low cost of fuel (1990s) Ships designed to operate at boundary speeds (maximum economic speeds). Maximizing cargo carrying capacity and minimizing building cost

2. Higher cost of fuel (2005 onwards)Increased environmental focus and IMO GHG regulations (2009). Focus on energy efficiency and marginal improvement of traditional designsReduced Operational Speeds – Slow Steaming

3. The Greening of Shipping (2015 – 2020 and onwards). EEDI and global emission reductions targets Need for outside-the-box thinking and drastic improvements

− Alternative hull design: longer and more slender ships − Hybrid power systems: combustion, fuel cells and batteries− Advanced weather routing systems

The Zero Maritime Initiative - low emission maritime transport • Solutions for provision of renewable energy to ships (electricity, hydrogen, …………)

Power management systems to Combine Combustion engines with Fuel cells and Batteries• Improving the Fuel cell and Battery technology in a maritime application• Use of Low impact fuels partly or fully in the combustion engine (s)• Safe and effective use on ship

Ampére – battery ferry

Viking Lady – hybrid

Norsk Marinteknisk Forskningsinstitutt

[email protected]

Thank you !