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CO2 Reduction: Operational Challenges

San Francisco1 October 2009

Bill LindDirector, Technology & Business Development – Ships

ABS

Sustainable Shipping

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Current Boundary Conditions

Public demands (aircraft, railroad, ship, autos) – no tolerance for loss of life, spillage of oil, air pollution

Good intentions have unexpected consequences Dramatic environmental improvements made during difficult

economic times Need to see shipping in context of globalization December 2009 Conference of the Parties (COP15) in

Copenhagen Predictions are not always valid

June 1942 aptitude test by Stevens Institute of Technology Human Engineering Laboratory

“It is doubtful whether there is going to be as much engineering or scientific progress during the next 100 years as there has been in the last century.”

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Shipping Follows Other Industries

TIME magazine (28 April 2008 issue) sporting a non-traditional green frame and quote “Rx for a Cooler America” 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

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

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

Cap and trade

Efficiency surge

Renewable energy sources

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Know where you are: Operational index – voyage specific:

Design index – design specific:

Various deduction allowed in numerator: • Innovative technologies that reduces fuel consumption• CO2 capture

Weather factor allowed in denominator: improving hull shape

ABS Operational CO2 Index

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

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CO2 Reduction

Integrated Systems Approach Improve ship design

Reduce hull resistance: hull form, wave-making resistance, slamming

Reduce skin friction: coating, cleaning, air bubbles Prop and rudder design Economy of scale

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CO2 Reduction

Integrated Systems Approach Improve machinery and propulsion

Improve engine efficiency/fuel consumption Heat recovery and electrical systems LNG, bio-diesels and nuclear

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CO2 Reduction

Integrated Systems Approach Improve operations

Voyage planning and weather routing Reduce speed Regional trade routes Cold iron shore power

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Improve Ship Design

Typical drag distribution (vary with ship type): Friction: 75-90% Wave: 5-20% Wind: 5-10%

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Improve Ship Design

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

NMRI Super Eco-Ship

High Efficiency Marine Gas Turbine and Electric Propulsion SystemReduction of environmental impacts (NOx, Sox, CO2, noise and vibration)

Podded Propulsor with CRPEasy berthing

Optimum Hull FormHigh propulsive performance

Increase Cargo CapacityEconomical improvement

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Improve Ship Design

Source: NYK press release

Strategies: Reduce hull weight Reduce friction LNG-based fuel cells Solar energy Wind power

NYK Super Eco-Ship 2030

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Improve Ship Design

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

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

Target: 2025

Wallenius Wilhelmsen’s

Environmentally-sound ship: Orcelle

Photovoltaic panels Sails

Fins to harness wave energy

Source: Wallenius Wilhelmsen Green Flagship

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Improve Ship Design

Propulsors efficiency (~65-70% efficiency)

Improved propeller design Blade design, RPM, DIAM, CFD

Rudder/propeller interaction CONTRA rotating propellers Podded propellers Fins, caps, wake improvements

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Improve Machinery & Propulsion

Engine designers: Electronically controlled engines Improved turbo charger Improved cylinder lubrication Better fuel nozzles Improved fuel/air mixture LNG burning Biodiesels (US Navy) Nuclear

Suppliers, vendors, inventors: Fuel treatment Fuel additives

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Improve Machinery & Propulsion

Energy savings: Optimizing systems (pumps, pipings, fans) Switch-off consumer Reefer optimization: water cooled, reefer compressors Direct air intake to diesel engines

Energy audits: Present status/improvements

Consumption meters: Awareness

Alternative energy: Solar Sails

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Improve Machinery & Propulsion

Nuclear power Need to truly get good at disposal Excellent safety record (US) Need to have ships and ports hands off

(Homeland Security) 150 ships and 12,000 reactor years of operation Submarines, aircraft carriers, ice breakers Smaller nuclear power plants possible

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Improve Machinery & Propulsion

Source: Ecospec press conference 16 January 2009

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Improve Machinery & Propulsion

Wind 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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Improve Machinery & Propulsion

Skysails: weather and route dependent On trial for two feeder-size ships Michel A and

Beluga Skysails Towing force example: model SKS320 – 16 metric

tons with 25 kt wind; 133 m MPP vessel propeller thrust 23 metric tons

Annual fuel saving: 10-30% claimed

Source: www.skysails.info

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Improve Machinery & Propulsion

Solar Energy NYK’s PCC Auriga Leader – 200 m x 32 m x 34 m;

6200 cars; 18,700 dwt 328 solar panels, US $1.68 m,

40 kW, ~0.3% of installed power

Source: www.crunchgear.com

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Improve Operations

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

Source: BIMCO at WMTC 2009

Slow steaming will result in reduced CO2 emission, despite increase in number of ships employed

At which point this becomes uneconomical?

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www.eagle.org

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