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Assessment of Engine technologies and
Fuels for environmentally friendly sea
transport with focus on cost, emissions and
environmental impact
27.10.2015
Dr. Haakon-Elizabeth Lindstad and Professor Gunnar. S. Eskeland
Norsk Marinteknisk Forskningsinstitutt
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
− SO2
− CO2
12.5% (2007) – 15% (2012)
7% (2007) – 13% (2012)
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 Positioning
is much larger in the
Arctic
Emission type
CO2
BC
CH4
CO
N2O
NOx
SO2
OC
GWP 20 World factors
1
1200
85
5.4
264
-15.9
-141
-240
GWP 20 Arctic factors
1
1
1
6200
345
1700
85
30
30
5.4
1.8
1.8
264
265
265
-31
-11.6
-25
-47
-38
-13
-151
-69
-43
GWP 100 World factors
GWP 100 Arctic factors
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
Annual hours
Idle in Loading &
4 meter High
Port or Discharging Calm
Full
head Sea
at
& Slow water
Power
waves states
ancher zones
2 010
Speed in knots with fuel cost 300 USD/ton
Power Main + Aux (kW)
600
Gram fuel per kWh
10 500 kW PTO/PTI & Battery
10 500 kW PTO/PTI
13 500 kW Low load & PTO
13 500 kW Low load
13 500kW High load
195
230
230
230
230
2 000 3 000 1 400
250
100
11
11
4
2 000 5 700 8 600 9 800 13 500
189
194
200
206
216
183
183
186
190
197
183
183
183
185
187
188
190
183
185
185
191
199
191
192
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 ports
2. 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 ports
5. 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 designs
Reduced 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
Thank you !
[email protected]
Norsk Marinteknisk Forskningsinstitutt