marine services sustainable shipping conference sustainable energy in marine transportation zabi...
TRANSCRIPT
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Sustainable Energy in Marine Transportation
Zabi Bazari and Gill Reynolds
Lloyd’s Register EMEA
IMarEST Conference,
Sustainable Shipping, 1-2 February 2005
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Content
• Introduction to fuel use and exhaust emissions;
• Energy sustainability analysis;
• International initiatives;
• Technology developments;
• Market-based mechanisms;
• Conclusions.
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Marine TransportEnergy Use and Exhaust Emissions
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World Oil DemandWorld Oil Demand
55
19
1016
64
16
614
0
10
20
30
40
50
60
70
80
90
100
Transport Industry Power Gen. Others
Sector
% O
il D
eman
d
2002
2030
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Bunker Demand
Year 1970 2002
Total oil demand [MTOE] 2413 3676
International marine bunker [MTOE]
106 146
Bunker [% of world oil demand] 4.34% 3.97%
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ceShare of Marine in Transportation CO2
Light duty road
vehicles45%
Heavy duty road
vehicles30%
Rail, inland w ater
6%
Aircraft12%
Maritime7%
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ceSummary on Fuel Consumption and Emissions
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Freight TransportEnergy Sustainability Analysis
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Sustainable Energy Indices
• Energy Intensity: Amount of energy needed per unit of transport activity (kJ/t-km);
• CO2 Emissions Intensity: Amount of CO2
generated per unit of transport activity (g/t-km).
• NOx Emissions Intensity: Amount of NOx generated per unit of transport activity (g/t-km).
• SOx Emissions Intensity: Amount of SOx generated per unit of transport activity (g/t-km).
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Estimation Method
• Energy Intensity: Taken from literature;
• CO2 Emissions Intensity: Estimated using energy intensity, fuel heating value and fuel carbon content;
• NOx Emissions Intensity: Estimated using energy intensity, fuel heating value and NOx emission factor.
• SOx Emissions Intensity: Estimated using energy intensity, fuel heating value and fuel sulphur content.
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Comparisons: Energy Intensity
0
2000
4000
6000
8000
10000
12000
14000
16000
Air Road Rail Marine
En
ergy
In
ten
sity
[k
J/t-
km
]
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Comparisons: CO2 Intensity
0
200
400
600
800
1000
1200
Air Road Rail Marine
CO
2 In
tens
ity
[g/t
-km
]
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Comparisons: NOx Intensity
0
1000
2000
3000
4000
5000
6000
Air Road Rail Marine
NO
x In
ten
sity
[g/
t-k
m]
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Comparisons: SOx Intensity
0
200
400
600
800
1000
1200
Air Road Rail Marine
SO
x In
ten
sity
[g/
t-k
m]
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ceEnergy Intensity versus Ship Size (Tankers)
Energy Intensity versus Displacement
0
50
100
150
200
50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000
Displacement [tonne]
Ener
gy in
tens
ity [k
J/t-
km]
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Overall Picture
• Marine freight transportation has:
Lowest energy and CO2 emission intensities;
Lowest NOx emissions intensity but a reduced
gap with other modes in particular rail;
Higher level of SOx emissions than road and rail
but still lower than air transport.
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Reasons for Action
• More stringent emissions control targets for other modes of transport;
• Issues relating to port air quality and ship operation in environmentally sensitive areas;
• The relatively high level of NOx emissions factor of marine engines;
• The high level of sulphur content of marine fuels;
• The economic factor: Any reduction in CO2 proportionally leads to fuel saving.
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International Initiatives
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Climate Change Convention
COP (Conference of Parties)
SBSTA (Subsidiary Body for
Scientific and Technical Advice)
SBI (Subsidiary Body
for Implementation)
UNFCCC Agreed: Rio 1992
Ratified: 1994
Kyoto Protocol Agreed: Kyoto 1997
Ratified: 2005
IMO (Shipping)
ICAO (Aircraft)
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IMO Assembly
MEPC (Marine Environment Protection
Committee)
MSC (Marine Safety Committee)
Air Pollution from Ships (Dealing with NOx, SOx, GHG
emissions, )
Ballast Water Ship Recycling
Current Working Groups
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IMO Activities on GHG Emissions
• Study of GHG emissions from shipping (report published in 2000);
• Resolution A.963(23) on “IMO policies and practices related to reduction of GHG emissions from ships” (2003):
• The Working Group is currently exploring technical and operational issues relating to ways of reducing CO2 emissions.
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European Union (EU)
• EU is active on all aspects of energy sustainability:
Pollutant control;
Fuel sulphur control;
Emissions trading.
• For marine transport, the main emphasis is on fuel sulphur for ships operating within the EU waters;
• Directive 1999/32/EC sets future tough limits:
1.5% fuel sulphur limit in North Sea/English Channel & Baltic, compatible with IMO’s SECA (May 2006 for the Baltic);
1.5% fuel sulphur limit for passenger ships on regular services between EU ports (July 2007);
0.2% fuel sulphur limit for inland vessels and ships at berth in EU ports (0.1% from 2010).
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Local Requirements
• Mainly in USA:
The US EPA aims to bring the IMO MARPOL Annex VI NOx emissions limits into force for US flagged ships;
In Alaska, exhaust emission opacity limits have been introduced;
Ships visiting Californian ports are required to operate on MDO rather than HFO;
Designation of selected areas as SECAs is also anticipated.
• Other local incentive schemes:
Swedish environmentally differentiated fairways and port dues;
Recent Hamburg’s environmentally differentiated port dues.
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Technology Developments
• Alternative fuels:
Low sulphur fuels;
Natural gas;
Hydrogen.
• Alternative Technologies:
Natural gas (dual fuel) engines;
Fuel cell;
Electric ship;
• Energy Efficiency
Energy efficient technologies;
Operational controls;
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Low Sulphur Fuel
• Move to lower sulphur fuel seems to be inevitable (Unless cost effective flue gas desulphurisation systems become available);
• Issues:
Fuel price differentials and economic consequences;
Adaptability of engine technologies to low sulphur fuels;
Lack of widespread availability of low sulphur bunkers;
Ship design and operational complexities associated with
the use of multiple fuel storage and distribution systems.
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Natural Gas
• A clean and low-carbon fuel;
• Significant worldwide reserves;
• In transportation, mainly used in light duty road vehicles;
• Marine application is limited to LNG ships;
• Favourable prospect:
Production of dual fuel diesel engines;
Development of fuel cells;
Seen as a precursor to future hydrogen economy.
• Major technical issues:
Storage (Main barrier);
Safety.
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Hydrogen
• Fuel for the long term future;
• Main alternative to currently used fossil fuels;
• Zero emissions if used with fuel cell;
• Issues:
Availability;
Cost;
Storage;
Infrastructure;
Conversion technology.
• All the above aspects are under intense development.
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Fuel Cell
+ ve- ve
Fuel channel
Oxidant channel Cathode
ElectrolyteAnode
Bipolar plate
End plate
+ ve- ve
Fuel channel
Oxidant channel Cathode
ElectrolyteAnode
Bipolar plate
End plate
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Fuel Cell• Compared to thermal power plants:
Very effective in reducing pollutant;
Some energy efficiency gains especially in combined heat and power configuration;
• Issues:
Technical (low power density, high specific weight, high specific volume, low reliability and so on);
Needs very clean gaseous fuel (almost sulphur free)
Hydrogen is ideal;
Natural gas require internal fuel reformer;
Other liquid fuels require external reformer including desulphurisation unit.
Cost.
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Electric Ship• Mainly naval applications and to some extent passenger
ships;
• Significant flexibility in terms of machinery arrangement;
• Not yet as efficient as conventional mechanical drive ships;
• Driving force:
Specific operational requirements;
Advent of podded propulsors;
Multi-engine power management systems;
Future potential use of fuel cells;
Future use of shore power;
Future potential use of electrical storage devices;
Moves in automotive sector towards hybrid-electric systems.
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Technology Roadmap
Fuel
More sustainable
Engine Propulsion
HFO or MDO
Fuel Cell
Dual fuel diesel / CODAG
Diesel
Electrical
Hybrid /electric system
Direct/geared drive
Hydrogen
Natural Gas
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Market-based Mechanisms
• Emissions Trading;
• Fairways and port dues;
• Fuel price.
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Fuel Price• It is an effective market mechanism for uptake of
new technologies;
• Has adverse effect on the economy of ship operation;
• Advantages:
Cleaner fuels become more cost-effective;
Makes the ETS activities more cost-effective by correspondingly raising CO2 prices;
Cleaner and more efficient new technologies become more cost effective;
Improves operational and fleet management practices in a manner that reduces fuel consumption.
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Conclusions• On energy sustainability and compared
to other modes of freight transport, marine transportation:
Is the most sustainable mode of transport from climate change point of view;
Has the lowest NOx emissions intensity;
Its SOx emissions intensity is higher than road and rail but still lower than air transport.
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Conclusions• To improve the marine transport
energy sustainability further:
Fuel sulphur needs further reduction preferably by setting medium to long term targets;
Energy rating standards, for ship design and operation, should be developed and implemented (in-line with IMO’s current activities);
Market-based mechanisms, including ETS, need to be monitored for future application in marine.
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Conclusions• On future fuels and technologies:
Natural gas is seen as the precursor to move
to hydrogen economy. Storage capacity is the
main barrier to its use in ships.
The use of hydrogen, as the fuel, and fuel cells
as the main power plant will evolve in the
longer term as the shift to a low-carbon /
hydrogen economy occurs.
![Page 37: Marine Services Sustainable Shipping Conference Sustainable Energy in Marine Transportation Zabi Bazari and Gill Reynolds Lloyd ’ s Register EMEA IMarEST](https://reader036.vdocument.in/reader036/viewer/2022081519/56649e705503460f94b6e971/html5/thumbnails/37.jpg)
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Conclusions• On future fuels and technologies:
The above moves, plus other developments
(e.g. electric storage, shore power, podded
drives, etc.), would lead to future stronger
moves towards electric ships.
![Page 38: Marine Services Sustainable Shipping Conference Sustainable Energy in Marine Transportation Zabi Bazari and Gill Reynolds Lloyd ’ s Register EMEA IMarEST](https://reader036.vdocument.in/reader036/viewer/2022081519/56649e705503460f94b6e971/html5/thumbnails/38.jpg)
Marine ServicesS
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Thank You