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The Green of Shipping:Dawning of New Challenges

Singapore2 July 2009

Ah Kuan Seah & Soh Mei YanTechnology and Business Development

ABS

Joint Branch of RINA & IMarEST

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Outline

The past and the present

The on-going efforts

The challenges

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Long Road to Being Green

1954: International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL) established by UK1958: IMCO formed; OILPOL transferred to IMCO1968: Tanker Torrey Canyon ran aground and spilled 120,000 tons of crude oil and polluted UK and French coasts 1973: International Convention for the Prevention of Pollution from Ships (MARPOL) adopted

covering pollution by • oil • chemicals • harmful substances

carried in packaged form • sewage• garbage

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Long Road to Being Green

1978: Tanker Amoco Cadiz ran aground after steering gear failure and spilled 227,000t of crude oil, polluting the French coast

Protocol of 1978, relating to 1973 MAPOL (MARPOL 73/78) adopted1983: MARPOL 73/78 enter into force

1989: Tanker Exxon Valdez ran aground and spilled 37,000t of crude oil, polluting Alaskan coast

US OPA 90; Amendments to MARPOL 73/78 Annex I to require double hull; single hull tanker phase out1993: New Reg 13F and 13G came into effect

1999: Tanker Erika experienced structural failure and sank; spilled 15,000t of heavy oil, polluting French coast

EU introduced “Erika” Packages; IMO adopted changes to Reg 13G, CAS2002 new Reg 13G came into effect

2002: Tanker Prestige experienced structural damage and sank in heavy weather; spilled 64,000t of oil

EU, IMO introduced further accelerated phase out2005 new phase out scheme came into effect

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1989: A Pivotal Year9 Nov. 1989

4 June 1989

24 March 1989

Ref: TIME magazine, 29 June 2009

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Oil Tankers – Pre Exxon Valdez

Delivered >1 Jun 1982

≥ 20k DWTSegregated ballast tanks + protective locations; COW

≥ 40k DWTSegregated

ballast tanks or COW

Delivered >31 Dec 1979

≥ 70k DWTSegregated ballast tanks

Segregated Ballast Tanks; Limitation of Tank Size; COW

≤ 150 GTTank size limit per hypothetical outflowDamage stability

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Oil Tankers – Post Exxon Valdez

Delivered ≥ 6 Jul 1996

5000 DWT

5k DWT Double hull

< 5k DWT (from 600 DWT)Double hull or Double btm + 700m3 max

Cat 1:Del 5 Apr 82, meet DH 5 Apr 05

Del > 5 Apr 82, meet DH 2005

Cat 1: tankers 20k DWT do not meet 1 Jun 82 requirements

Cat 2: tankers 20k DWT meet 1 Jun 82 requirements

Cat 3: tankers 5k DWT

20,000 DWTCat 2:Del 5 Apr 77, meet DH 5 Apr 05

Del < 1 Jan 78, meet DH 2005

Del 1978 – 79, meet DH 2006

Del 1980 – 81, meet DH 2007

Del 1982, meet DH 2008

Del 1983, meet DH 2009

Del 1984, meet DH 2010

Cat 3:Same as Cat 2

Cat 2 and Cat 3 tankers 15 year after built to meet Condition Assessment Scheme (CAS)

Cat 2 and Cat 3 tankers may operate beyond dates specified if permitted by Admin, subject to CAS, but only up to 2015 or 25 years old whichever earlier

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The 6 Annexes of MARPOL

Annex I - Oil 2 Oct 83 6 Jul 93 1 Sep 02 5 Apr 05;

1 Jan 07MARPOL 73/78 Revised 13F,

13GRevised 13G Revised 13G,

new 13H; Revised text

Annex II - Chemicals 6 Apr 87 1 Jan 07Revised Annex II

Annex III - Packaged 1 Jul 92

Annex IV - Sewage 27 Sep 03

Annex V - Gabage 31 Dec 88

Annex VI - SOx NOx… 19 May 05 1 Jul 10Amdt

1980 1990 2000 2010

Exxon Valdez

Erika Prestige

Long gestation periods

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Oily Water Separator

1973 regulations require 100ppm discharge standardGravity separation; exceedance alarm and manual stopping

2002/3 amendments require 15ppm discharge standardExceedance alarm and manual stopping

Automatic stopping for units installed after 1 Jan 05

Improvements in technology:From gravity separation to multi-stage processing

From simple light scattering to multiple light scattering

Still, many reported complaints

Multiple wasteoil streams

Inadequatecapacity – holdingtanks, separator

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Best Practice is Still a Guideline

Systems for handling oily wastes in machinery spaces incorporating integrated bilge water treatment (IBTS)

Clean drains collected separately from oily drains• Oily drains collected and drained to oil residue tanks• Clean drains collected and drained to clean drain tanks

Pre-treatment of oily bilge water using bilge primary tank

Clean Drains• From engine cooling

water; boiler drain• Clean drain tank • O/B discharge

Oily Bilge Water• From bilge wells• Bilge primary tank• Oily BW holding tank• Oily water separator• Sludge to oil residue• 15ppm O/B discharge

Oil Residues• From purifier sludge;

oil pump coaming; oil mist drain, OWS; etc.

• Oil residue drain tank

• From FO filter drain; FO pump and tank coaming drains, etc.

• FO drain tank• Incinerators, boilers• Shore discharge

MEPC.1 Circ.64212 Nov 2008

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Example of an Integrated System

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IMO Marches On

Convention on antifouling systems1960: organotin (tributyltin or TBT) found cost-effective in antifouling1970-80: discovered high concentration of TBT caused collapse of shell-fishery in many locations1988: IMO notified 2001: IMO adopted convention on control of harmful antifouling systems prohibiting TBT and other organotin18 Sept. 2008: enter into force

Spawning new technology in antifoulingTBT-free biocide release coating

• Rosin based • Self-polishing co-polymer (SPC)

Biocide-free coating• Non-stick/foul release prevents fouling attachments

Energy-saving potential

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IMO Marches On

Convention on ballast water management1988: harmful effect of transfer of aquatic organisms in ballast water first discussed in IMO1992: UNCED Earth Summit requested IMO to take action1997: IMO adopted Res.A868(20) Guidelines2004: IMO adopted the convention for control and management of ships’ ballast water and sedimentsEnter into force: pending

Spawning new technology in BWT Ballast water treatment systems require:

• Mostly multi-stage processes• Land test and shipboard test for type

approval• Treatment system using “active

substance” requires basic approval and final approval from IMO

OceanSaver system incorporating back-flush filter, cavitator, N2 super saturator, electrolytic disinfector

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IMO Marches On

Convention on ship recycling1998: first discussed2004: adopted guidelines, Res. A962(23)2009: adopted convention for safe and environmentally sound recycling of shipsEnter into force will require ratification by ship recycling states whose total annual recycled ships is at least 3% of their combined fleet in past 10 years

Inventory of Hazardous Materials (IHM)• Part 1 – contained in ship’s structures and

equipment• Part 2 – generated operationally• Part 3 – contained in ship’s store

Source: ABS Regulatory Affairs

SRP = ship recycling plan

DASR = Document of Authorization for ship recycling

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IMO Marches On

Reducing underwater noiseConcerns with marine animals dependent on sound for communication, evading predators and navigatingShips generate underwater noise over a broad range of low frequencies

Source: MEPC 58/INF19

IMO at MEPC 58 approves high-priority work program to develop “ship-quieting”technologies

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Perhaps Greatest Challenge Lies with GHG

In 2007, total shipping CO2 emission: 1,019m tonnes, or 3.3% of global CO2 emissions

Germany’s CO2 emission (2006): 843m tonnes

Africa continent’s CO2 emission: ~3.6% of global

Pulp, paper and printing industry CO2 emission: ~1% of global

Shipping emission will grow by factor of 2.4~3.0 by 2050Will surpass Africa in a few years

Source: MEPC 58/INF.6

Source: UNFCCC Secretariat

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Shipping is Still the Most “CO2-Efficient”

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Keying into a Global Policy

Stabilizing greenhouse gas in the atmosphere is a global effort

Energy efficiency and renewables will have to account for most of the cut

450 policy will have 50% chance of keeping global temperature rise below 2°C

Source: IEA World Energy Outlook 2008

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Rx for a Cooler America1. Put a firm price on greenhouse-gas pollution

by passing national cap-and-trade program like the Lieberman-Warner bill, and use that leverage to bring developing countries into an international carbon regimen

2. Offset rising power prices caused by carbon cap by priming the economy for a massive “efficiency surge” that will cut waste and improve energy productivity

3. Pump up research-and-development into renewable energy sources like solar and wind, and support companies bringing new technologies to market

And the Conventional Wisdom

TIME magazine (28 April 2008 issue) sporting a non-traditional green frame, quote:

CAP AND TRADE EFFICIENCY SURGE

RENEWABLE ENERGY SOURCES

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IMO Strategy on CO2 Emission Reduction

Outcome of MEPC 58 (10 Oct 2008)Debate on “common but differentiated responsibilities” (CBDR)

GHG Working Group conduct studies:“Energy Efficiency Design Index” – for new ships

“Energy Efficiency Operational Index” – for all ships

Ship Efficiency Management Plan

Best Practices

Impact on shipping

Market-based measures (e.g. emission trading scheme, FO tax)To be further debated in depth in MEPC 59

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Energy Efficiency Indexes

Operational index – voyage specific

Design index – design specific

g of CO2 emitted (based on fuel burnt)

t of cargoes carried * N-M traveled

g of CO2 emitted (based on specific fuel consumption)

Design cargo capacity * Design speed

● Various deduction allowed in numerator: e.g.: innovative technologies that reduces fuel consumption CO2 capture

● Weather factor allowed in denominator – improving hull shape

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Challenges to Members of Joint BranchImprove ship design

Reduce hull resistance: hull form; wave-making resistance; slammingReduce skin friction: coating; cleaning; air bubblesImprove aerodynamicsPropeller designRudder designEconomy of scale

Improve machinery and propulsionImprove engine efficiency/fuel consumptionHeat recovery; electrical systems Renewables: sails; Flettner rotors

Improve operationsVoyage planning; weather routingSpeed Draft and trimsShore power

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Improving Ship Design

Reduce hull resistanceLower speed ships (tankers, bulkers) –Fr ~ 0.15

Skin friction resistance dominant

Strategy: reducing skin friction

Higher speed ships (containerships)

Wave making resistance dominant

Strategy: reducing wave-making resistance (bulbous bow, trim operation,reduce speed)

Source: Sasaki, ITTC 2008

Fr

Fr

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Improving Ship Design

Improve propeller efficiency

Improve wake – target improvement (3-5%)

Fit wake “smoothers”, e.g. wake equalizing duct,reaction fins, spoilers

Recover propeller energy –target improvement (up to 15%)

Contra-rotating propellers (CRP): ~15% improvement in efficiency claimed in 19th ITTC report

Additional thrust fins: – developed and patented by IHI 1984; 4-8% improvement in efficiency claimed in 19th ITTC report

Containership wake Aframax tanker wake

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Propeller Efficiency Cookie Box

Asymmetrical stern

Gruthues spoilers Stern tunnel

Mitsui integrated ducted propeller

Kawasaki Rudder-bulb fins

IHI Additional Thrusting Fins

Contracted Tip propellers

Grim wheel

Modern contra rotating

propellers Hitachi Zosen nozzle

Mitsui OSK Propeller boss

cap fins

TakekumaReaction fins

Stern flap

Wake-equalizing duct

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Improving Engine Fuel Efficiency

Fuel efficiency of prime movers 10MWLow speed diesel engines: 49-50%Medium speed diesel engines: 48-49%High speed diesel engines: 42-43%Steam turbines: 27-32%Reheat steam turbines: 34-38%Gas turbines: 30-35%

Historical improvements in 2-stroke diesel

Typical 1960's Modern DieselModern diesel with efficient

WHRShaft HP 36-40% 49-50% 54-55%Exhaust gas loss 35-36% 25-26% 21-22%Heat loss thru cooling water, LO, etc

25-28% 24-25% 22-23%

Rdiation 0.5-1% 0.5-1% 0.5-1%SFOC g/kWh ~211 [1] ~171 [0.8] ~155 [0.74]

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Improving Waste Heat Recovery

Thermal efficiency of engine < 50%; exhaust gas heat loss < 30%

Waste heat recoveryBoth MAN and Wartsilahave similar proposal: turbo or/and steam generators

Energy recovery (electric power) up to 11%

Turbo Gen and Steam Turbine

Steam Turbine Power

Turbine

Source: Wartsila

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Improving Operations

Scenario: move 10 million TEU 5,000NM within 1 year (250 sailing days)

Source: BIMCO @ WMTC 2009

Slow steaming will result in reduced CO2emission, despite increase in number of ships employed

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Natural Gas as FuelExtensive studies made comparing gas v. HFO as fuel for LNG carriers

Energy consumption: DFDE comparable to 2-stroke diesel

CO2 emission: DFDE can reduce by ~20%

IMO - t of CO2 / t of fuel, HFO v. NG: 3.114 v. 2.693 (13.5% credit for NG)

DF-Electric155,000 cbm LNG Carrier; Total 40MW Source: Wartsila Dual Fuel LNGCs – Gastech 08

HFOGasGas

Gas

Gas

Gas

Gas

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The Renewables

NYK’s PCC Auriga Leader – 200m x 32m x 34m; 6200 cars; 18,700 dwt

● 328 solar panels, USD 1.68m, 40 kW, ~0.3% of installed power

Source: www.crunchgear.com

Wind Energy

Skysails - Weather and route dependent

● On trial for 2 feeder-size ships Michel A and Beluga Skysails

● Towing force example: model SKS320 – 16t with 25-kt wind; 133m MPP vessel propeller thrust 23t

● Annual fuel saving: 10~30% claimedSource: www.skysails.info

Solar Energy

Wartsila’s concepts● Wing shaped sails

of composite material installed on deck – possible efficiency gain of ~20%

● Flettner rotors installed on deck – provides thrusts in direction perpendicular to wind Source: www.wartsila.com

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The RenewablesBiofuels● Potential net CO2 saving but various drawbacks● 2nd generation biofuels based on Fischer Tropsch (FT) biomass to liquid (BTL)

process hold more promise● Marine application concerns:

■ Less calorific value than fossil fuel – engine derating required■ Currently lack worldwide marine biofuel standard – premixed or blending on board ■ Regarded as “noxious liquid” under Annex II; regulatory uncertainty■ Other: shelf life, dedicated system and switching between fuels

Ref: IEA: Transition from 1st to 2nd

Generation Boifuel Technologies 2008

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Take Note of

The scrubber – removing SOx and NOx and CO2?

Source: Ecospec press conference 16 Jan 2009

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The Shape of Things to Come?

Source: ISOPE 2005 – Y Minami et al, National Maritime Research Institute, Japan

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The Shape of Things to Come?

Strategies:● Reduce hull weight

● Reduce friction

● LNG-based fuel cells

● Solar energy

● Wind power

NYK Super Eco Ship 2030

Source: NYK press release

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The Shape of Things to Come?

No ballast water –pentamaran hull, no stern propeller and no rudder

No emission –only renewables: wind, wave, current, fuel cell and hydrogen

Target: 2025

WalleniusWilhelmsen’s

Environmentally-Sound Ship Orcelle

Photovoltaic panels Sails

Fins to harness wave energy

Source: Wallenius Wilhelmsen Green Flagship

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The Greening of Shipping

Being “green”: Place high importance on ecological and environmental goals

Increasingly linked to “sustainable development”

IMO conventions so far drives pollution prevention in marine environment

Mitigate GHG emission through:energy efficiency; employing renewable energy and, not least, market-based measures

will bring about truly the Greening of Shipping

Sustainable Development:“…development that meets the needs of the present without compromising the ability of the future generations to meet their own needs” – WCED, 1987

Integration of economic, social, environment – Rio World Summit, 1992

Mainstreaming of environment –IPPC, 2007

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