MARINTEK

MARINTEK – The Norwegian Marine Technology Research Institute Ocean laboratory to test

out offshore construction and vessel concepts

50 x 80 meter Towing tank 260 meter Engine laboratory Raiser laboratory Profit made is reinvested

MARINTEK

The development of the Ocean Space Centre and the new infrastructure by 2020- Wave basin 230 x 35 m- Ocean laboratory 30 m depth- New engine laboratory- New raiser laboratory- Upgrade of existing ocean laboratory

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Outline of presentation

• Why bother about maritime transport in a climate change setting

• The focus of these studies (Work in progress)

• Some Observations

Year Populationin

millions

Energy Consumption in million ton

oil equivalents

GDP in billion USD

Maritime transport in million tons

World trade in billion

USD

World trade in percent-

tage of GDP

1950 2 500 2 100 8 200 500 400 5%1960 3 000 3 300 10 900 1 200 800 7%1970 3 700 4 900 15 000 2 600 1 400 9%1980 4 500 6 600 27 800 3 700 3 500 13%1990 5 300 8 100 34 200 4 000 5 400 16%2000 6 000 9 400 40 400 6 000 8 100 20%2010 6 900 12 000 63 100 8 000 15 100 24%Percentage increase from 19501960 20% 60% 30% 140% 100%1970 50% 130% 80% 420% 250%1980 80% 210% 240% 640% 770%1990 110% 290% 320% 700% 1 250%2000 140% 350% 390% 1 100% 1 900%2010 180% 470% 670% 1 500% 3 700%

Development of Population, Energy consumption, GDP, transport and trade 1950 – 2010 (All monetary figures adj. to 2010)

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Emissions from ships

• To Air– Exhaust gas from ship machinery– Freon and Halon leakage from cooling equipment– VOC from the loading and discharging of crude oil and oil products

• To Sea– Sewage– Oil spills from engine room– Ballast water– Antifouling and paint– Washing of cargo compartments

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International shipping CO2 emission scenarios until 2050 [Source: IMO 2009]

Growth figures according to IPCC scenarios

Gap between emission scenarios and 450 ppm target

0 %

50 %

100 %

150 %

200 %

250 %

300 %

350 %

2007 2012 2017 2022 2027 2032 2037 2042 2047

Annual CO2 emissions with business as usual

Annual CO2 emissions with 450 ppm

CO2 emission versus transport work to reach 450ppm target

Shipping represents a significant share of the global anthropogenic emissions

– Measured by weight• CO2 1 050 Million ton • NOx 25 Million ton • SO2 15 Million ton

– Measured by % of total• NOx 10.0 – 15 % • SO2 4.0 – 9 % • CO2 2.8 – 4 %

Source IMO 2009 GHG study: (Buhaug et al., 2009)8

• Source: International Comprehensive Ocean - Atmosphere Data Set

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The Impact of ship emissions is large in Europe due to the density of ship traffic

• Source: Dalsøren et al. 200910

High shipping traffic density in combination with wind and weather pattern high levels of sulphur and nitrate deposits in Western Europe

Hull FormLindstad, H., Steen, S., Sandass, I. 2014. Assessment of profit, cost, and emissions for slender bulk vessel designs. Transportation Research Part D 29(2014) 32-39

Lindstad, H., Jullumstrø, E., Sandass, 2013. Reduction in cost and emissions with new bulk ships designed enabled by the Panama Canal expansion. Energy Policy 59 (2013), Page 341-349.

Cargo Handling conceptsLindstad, H., Asbjørnslett, B., E. Pedersen, J., T. 2012, Green Maritime Logistics and Sustainability. In Song D., W, Panayides, P., M. (Eds.) Maritime Logistics: Contemporary Issues (2012), Page 227 – 243, Emerald, ISBN 978-1-78052-340-8.

Lindstad, H. Asbjørnslett, B. E., Strømman, A., H., 2012, The Importance of economies of scale for reductions in greenhouse gas emissions from shipping. Energy Policy 46 (2012), Page 386-398

Logistics & OperationFagerholt, K., Lindstad, H., 2000. Optimal policies for maintaining a supply service in the Norwegian Sea. The International Journal of Management Science. Omega 28 (2000) 269 – 275.

Lindstad, H. Asbjørnslett, B., E., Jullumstrø, E., 2013. Assessment of profit, cost and emissions by varying speed as a function of sea conditions and freight market. Transportation Research Part D 19 (2013), Page 5-12.

Fagerholt, K., Johnsen, A.V., Lindstad, H., 2009. Fleet deployment in liner shipping – A case study.Maritime Policy & Management 2009, 5 (397 – 409)

Power Production

MARINTEK

Transport cost as a function of fuel cost and speed 9000 nm roundtrip (loaded&ballast)

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Fuel cost

Cost at 14 knots

Cost mini-mizing speed

Cost at mini-mizing speed

900 25.5 9.0 20.8

600 19.0 10.0 16.6

300 12.5 12.0 12.0

150 9.2 14.0 9.2

Basic Combustion engine – and input and output when engineis adjusted to produce power without any focus on emissions

Source: Input figures and drawing from Man B & W, animation from wikipedia.org

Exhaust gas75.8% N213.0% O25.35% H2O

94.15% in Subtotal

5.2% CO20.25% NOx = 22 g/kwh (Tier 1 =17)0.15 % SO20.045 % HC0.015 % CO5.66 % in Subtotal

BC - Black Carbon PM2.5 - Particles Other 0.19 % in Subtotal

Air8.5 kg/kWh21% O279% N2

Lube1 g/kWh

97% HC2.5% CA0.5% S

Fuel175 g/kWh97% HC3% S

Work

Heat

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Options for reducing maritime air emisions• Reducing global transport volumes and tonnages• Reducing fuel consumption per freight unit transported • Replacing fossil fuel with renewable energy wind or solar, or

batteries with electricity from renewable sources. • Diesel engine modification• After treatment of the exhaust gas• Exchange the diesel engine with other engine technologies • Replacing diesel or heavy fuel oil with cleaner fuels in the

diesel engine• Alternative fuels and engine concepts

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An approach to reducing the NOx emissions from shipping in Scandinavia

• The current NOx emissions from shipping in the region• Existing incentives to reduce NOx • Typical Seagoing vessels in the region• Assessment of the Abatement option • Conclusions

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Typical vessel types in the Scandinavian & Baltic trades

• RoRo

• General Cargo / Container vessel

• Dry Bulker / tankers

• RoPax - Ferry

Source: Sea Web, Shipbuilder& Shipowners web site 17

What are the annual fuel consumption and emissions of these vessels

• The annual fuel consumption is a function of the operational pattern.

• The table shows average annual fuel consumption for these vessel types and sizes. (Not exact match)

• I have calculated the NOx emissions based on engines satisfying Tier 2 requirements – the cargo vessels have slow speed engines, the RoPax medium speed engines

• The SO2 emissions are calculated based on fuel consumption and standard HFO

Ship type & size No of ships

Dwt

Speed

Engine size [kW]

Fuel per

ship in ton

Billion ton

miles

Gram CO2 per ton km

Genera Cargo 15'++ 1215 25341 15 8100 7400 1200 13General Cargo 10'-15' 710 12434 15 5700 5300 300 20Dry bulk Handysize 15'-35' 1920 26071 14 6700 6300 1900 111400 TEU - container 832 20512 19 12700 8000 400 26RoRo 25'-35' 49 28403 19 16500 14800 100 19RoRo 15'-25' 360 18565 19 13900 9900 200 29RoRo 5'-15' 678 9844 18 9700 6600 100 57RoPax 5'-10' 231 6643 22 25500 26200 100

• Source: Lindstad et al 201218

Typical seagoing vessels in the region - fuel consumption and NOx and SO2 emissions

• RoRo 12 000 dwt, 12 000 kW, 19 knots, Engine cost 7.5 MUSD, Total Capex 60 MUSD, Annual fuel 8000 ton, NOx = 600 ton, SO2 = 250 ton

• General Cargo / Container vessel20 000 dwt, 12 000 kW, 17 knots, Engine cost 7.5 MUSD, Total Capex 30 MUSD, Annual fuel 8000 ton, NOx = 600 ton, SO2 = 250 ton

• Dry Bulker24 000 dwt, 6 000 kW, 14 knots, Engine cost 5 MUSD, Total Capex 20 MUSD, Annual fuel 6000 ton, NOx = 450 ton, SO2 = 190 ton

• RoPax - Ferry Dwt > 5000 ton, 32 000 kW, Engine cost 20 MUSD, Total Capex ?, Annual fuel 30 000 ton, NOx = 1 900 ton, SO2 = 950 ton

Source: Sea Web, Shipbuilder& Shipowners web site, Consumptions & emissions based on Lindstad et al 2012

Fuel characteristics

Emissions as a function ofabatement option

Capex and operational cost as a function of abtatement option

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• ASSESSMENT OF COST, EMISSIONS AND CLIMATE IMPACT BY NORTHERN SEA ROUTE TRADES VERSUS TRADES THROUGH INDIAN OCEAN AND SUEZ CANAL

•• Haakon Lindstad1, Ryan M. Bright2, Anders H.

Strømman2

•• 1Norwegian Marine Technology Research Institute

(MARINTEK), Trondheim, Norway• 2Norwegian University of Science and Technology

(NTNU), Trondheim, Norway• Corresponding author: Haakon@marintek.sintef.no•

Ice cover in March & September

GWP20 as a function of fuel

Emissions as a function of power outake

Emissions as a function of power

GWP 20 figures

GWP 100 figures