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Sustainable Energy in
Marine Transportation
Zabi Bazari and Gill Reynolds
Lloyds Register EMEA
IMarEST Conference,
Sustainable Shipping, 1-2 February 2005
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Content
Introduction to fuel use and exhaustemissions;
Energy sustainability analysis; International initiatives; Technology developments; Market-based mechanisms; Conclusions.
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Marine Transport
Energy Use and Exhaust Emissions
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World Oil Demand
World Oil De man
55
19
10
16
64
16
6
14
0
10
20
30
40
50
60
70
80
90
100
T ransport Indust ry P ower Gen. Others
Sector
%O
ilDemand
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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Share of Marine in Transportation CO2
Light duty
road
vehicles
45%
Heavy duty
road
vehicles
30%
Rail, inland
w ater
6%
Aircraft
12%
Maritime
7%
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Summary on Fuel Consumption and Emissions
Source Share of Marine
World oil consumption 3.97%World fossil fuel
consumption
1.95%
Oil consumption bytransport sector
7.2%
Wold NOx due to fossilfuels
11% - 12%
World SOx due to fossilfuels
7%
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Freight Transport
Energy Sustainability Analysis
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Sustainable Energy Indices
Energy Intensity: Amount of energy neededper unit of transport activity (kJ/t-km);
CO2 Emissions Intensity: Amount of CO2generated per unit of transport activity (g/t-
km).
NOx Emissions Intensity: Amount of NOxgenerated per unit of transport activity (g/t-
km).
SOx Emissions Intensity: Amount of SOxgenerated per unit of transport activity (g/t-
km).
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Estimation Method
Energy Intensity: Taken fromliterature;
CO 2 Emissions Intensity: Estimatedusing energy intensity, fuel heatingvalue and fuel carbon content;
NOx Emissions Intensity: Estimatedusing energy intensity, fuel heating
value and NOx emission factor. SOx Emissions Intensity: Estimatedusing energy intensity, fuel heatingvalue and fuel sulphur content.
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Comparisons: Energy Intensity
0
2000
4000
6000
8000
10000
12000
14000
16000
Air Road Rai l Marine
EnergyIntensity[kJ/t-km
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Comparisons: CO2 Intensity
0
20 0
40 0
60 0
80 0
1000
1200
Ai r Road Rai l Mari n e
CO2Intensity[g
/t-km]
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Comparisons: NOx Intensity
0
1000
2000
3000
4000
5000
6000
Ai r Road Rai l Mari n e
NOxIntensity[g/t-km
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Comparisons: SOx Intensity
0
20 0
40 0
60 0
80 0
1000
1200
Ai r Road Rai l Mari ne
SOxIntensity
[g/t-km
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Energy Intensity versus Ship Size (Tankers)
Energy Intens ity versus Displace
0
50
100
150
200
50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000
Disp lacem en t [ ton
Energyintensity[kJ/t-km]
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Overall Picture
Marine freight transportation has:Lowest energy and CO
2emission
intensities;
Lowest NOx emissions intensity but a
reduced gap with other modes in
particular rail;
Higher level of SOx emissions thanroad and rail but still lower than air
transport.
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Reasons for Action
More stringent emissions control targets forother modes of transport;
Issues relating to port air quality and shipoperation in environmentally sensitive areas;
The relatively high level of NOx emissions factorof 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)
UNFCCCAgreed: Rio 1992
Ratified: 1994
Kyoto ProtocolAgreed: Kyoto 1997
Ratified: 2005
IMO(Shipping)
ICAO(Aircraft)
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International Maritime Organisation (IMO)
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 policiesand practices related to reduction ofGHG emissions from ships (2003):
The Working Group is currentlyexploring 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 fuelsulphur 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 IMOs SECA (May 2006 for
the Baltic);1.5% fuel sulphur limit for passenger ships on regularservices between EU ports (July 2007);
0.2% fuel sulphur limit for inland vessels and ships atberth 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 AnnexVI NOx emissions limits into force for US flaggedships;
In Alaska, exhaust emission opacity limits havebeen introduced;
Ships visiting Californian ports are required tooperate on MDO rather than HFO;
Designation of selected areas as SECAs is alsoanticipated.
Other local incentive schemes:Swedish environmentally differentiated fairwaysand port dues;
Recent Hamburgs environmentally differentiatedport 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 EfficiencyEnergy efficient technologies;
Operational controls;
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Low Sulphur Fuel
Move to lower sulphur fuel seems to be inevitable (Unlesscost 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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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 passengerships; 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-electricsystems.
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Technology Roadmap
Fuel
M ore
sustainab
Engine Propulsio
H F O o r
M D O
Fuel Cell
Dual fuel diesel/
C O D A G
Diesel
Electrical
Hybrid/electric
system
Direct/geare
drive
Hydroge
Natural Ga
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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 newtechnologies; Has adverse effect on the economy of ship operation; Advantages:
Cleaner fuels become more cost-effective;
Makes the ETS activities more cost-effective bycorrespondingly raising CO2 prices;
Cleaner and more efficient new technologiesbecome more cost effective;
Improves operational and fleet managementpractices in a manner that reduces fuelconsumption.
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Conclusions
On energy sustainability andcompared to other modes of freighttransport, marine transportation:
Is the most sustainable mode of
transport from climate changepoint of view;
Has the lowest NOx emissionsintensity;
Its SOx emissions intensity ishigher than road and rail butstill lower than air transport.
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Conclusions
To improve the marinetransport energysustainability further:Fuel sulphur needs further reduction
preferably by setting medium to longterm targets;
Energy rating standards, for shipdesign and operation, should bedeveloped and implemented (in-line
with IMOs current activities);
Market-based mechanisms, includingETS, need to be monitored for futureapplication 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.
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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 movestowards electric ships.
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Thank You
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