Sustainable Shipping ConferenceMarine Services Sustainable Energy in Marine Transportation Zabi Bazari and Gill Reynolds Lloyd’s Register EMEA IMarEST Conference, Sustainable Shipping, 1-2 February 2005 Sustainable Shipping Conference Marine Services Content • • • Introduction to fuel use and exhaust emissions; Energy sustainability analysis; International initiatives; • • • Technology developments; Market-based mechanisms; Conclusions. Sustainable Shipping Conference Marine Services Marine Transport Energy Use and Exhaust Emissions Sustainable Shipping Conference Marine Services World Oil Demand World Oil Demand 100 90 80 % Oil Demand 70 60 50 40 30 20 10 0 55 64 2002 2030 19 16 10 6 16 14 Transport Industry Power Gen. Others Sector Sustainable Shipping Conference Marine Services Bunker Demand Year Total oil demand [MTOE] International marine bunker [MTOE] 1970 2413 106 2002 3676 146 Bunker [% of world oil demand] 4.34% 3.97% Sustainable Shipping Conference Marine Services Share of Marine in Transportation CO2 Maritime 7% Aircraft 12% Rail, inland w ater 6% Light duty road vehicles 45% Heavy duty road vehicles 30% Sustainable Shipping Conference Marine Services Summary on Fuel Consumption and Emissions Sustainable Shipping Conference Marine Services Freight Transport Energy Sustainability Analysis Sustainable Shipping Conference Marine Services 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/tkm). • • NOx Emissions Intensity: Amount of NOx generated per unit of transport activity (g/tkm). SOx Emissions Intensity: Amount of SOx generated per unit of transport activity (g/tkm). Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services Comparisons: Energy Intensity 16000 Energy Intensity [kJ/t-km] 14000 12000 10000 8000 6000 4000 2000 0 Air Road Rail Marine Sustainable Shipping Conference Marine Services Comparisons: CO2 Intensity 1200 1000 CO2 Intensity [g/t-km] 800 600 400 200 0 Air Road Rail Marine Sustainable Shipping Conference Marine Services Comparisons: NOx Intensity 6000 5000 NOx Intensity [g/t-km] 4000 3000 2000 1000 0 Air Road Rail Marine Sustainable Shipping Conference Marine Services Comparisons: SOx Intensity 1200 1000 SOx Intensity [g/t-km] 800 600 400 200 0 Air Road Rail Marine Sustainable Shipping Conference Marine Services Energy Intensity versus Ship Size (Tankers) Energy Intensity versus Displacement 200 Energy intensity [kJ/t-km] 150 100 50 0 50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000 Displacement [tonne] Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services International Initiatives Sustainable Shipping Conference Marine Services Climate Change Convention UNFCCC Agreed: Rio 1992 Ratified: 1994 COP (Conference of Parties) SBSTA (Subsidiary Body for Scientific and Technical Advice) SBI (Subsidiary Body for Implementation) Kyoto Protocol Agreed: Kyoto 1997 Ratified: 2005 IMO (Shipping) ICAO (Aircraft) Sustainable Shipping Conference Marine Services International Maritime Organisation (IMO) IMO Assembly MEPC (Marine Environment Protection Committee) Current Working Groups MSC (Marine Safety Committee) Air Pollution from Ships (Dealing with NOx, SOx, GHG emissions, ) Ballast Water Ship Recycling Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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). Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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; Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services Fuel Cell Fuel channel - ve + ve Oxidant channel End plate Bipolar plate Cathode Anode Electrolyte Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services • • • • 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. Sustainable Shipping Conference Marine Services Technology Roadmap Engine Diesel Fuel HFO or MDO Propulsion Direct/geared drive Natural Gas Dual fuel diesel / CODAG Hybrid /electric system Hydrogen Fuel Cell Electrical More sustainable Sustainable Shipping Conference Marine Services Market-based Mechanisms • Emissions Trading; Fairways and port dues; Fuel price. • • Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services 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. Sustainable Shipping Conference Marine Services Thank You