The implementation of technical energy efficiency measures in shipping (MEPC 69/INF.8)

This document focuses on the implementation of technical energy efficiency measures. The data are derived from a cross-sectional survey of 275 shipowners and operators covering around 5,000 ships. This is an important undertaking given that very little data exists on the take-up of energy efficiency technologies for both, newly built and existing ship

The implementation of technical energy efficiency and CO2 emission reduction measures in shipping

Numerous energy efficiency and carbon reduction technologies have been identified within the shipping sector but their overall implementation remains unknown. It is important to know the implementation in order to establish a credible baseline and evaluate progress towards low carbon shipping. Using a cross-sectional survey of shipowners and operators this paper attempts to gauge the implementation of over thirty energy efficiency and CO2 emission reduction technologies. The results show that whilst there is a good spread of implementation across the different measures, only a select number of measures in each of the categories are implemented at sufficient scale. Secondly, the measures with high implementation have tended to be those that have small energy efficiency gains at the ship level, and the uptake of CO2 reducing technologies, particularly alternative fuels is low despite their high potential for reducing CO2 emissions. If shipping's emissions are to be in line with other sectors in the future and follow a decarbonisation pathway, it would require higher implementation of energy efficiency and CO2 reducing technologies than those driven by current regulations alone

Ship impact model for technical assessment and selection of Carbon dioxide Reducing Technologies (CRTs)

It is not unreasonable to imagine that the future may herald higher energy prices and greater regulation of shipping׳s Greenhouse Gas (GHG) emissions. With the introduction of the Energy Efficiency Design Index (EEDI) into MARPOL Annex VI, tools are needed to assist Naval Architects and Marine Engineers to select the best solutions to meet evolving requirements for reduced fuel consumption and associated carbon dioxide emissions. To that end, a concept design tool, the Ship Impact Model (SIM), has been developed for quickly calculating the technical performance of a vessel with one or more Carbon dioxide Reducing Technologies (CRTs) at an early design stage. The underlying basis for this model is the calculation of changes from known ‘baseline ships’. The Ship Impact Model has been used in two projects to assess which selection (individual or combination) of Carbon dioxide Reducing Technologies (CRTs) have the most potential, in terms of cost-effectiveness and under other technical, operational and regulatory influences

Designing Future Ships for Significantly Lower Energy Consumption

The likelihood of both increases in, and volatility of, the cost of conventional fuel in the coming decades combined with more stringent emission regulations, means that ships in the future will have to be significantly more efficient and make use of alternative sources of energy. Considering the regulatory aspect, it has been claimed that, if the IMO were to reduce international shipping’s carbon dioxide emissions to those consistent with limiting anthropogenic climate change to 2 degrees of warming, then ships in 2050 would have to reduce their carbon dioxide emissions by 75-90% compared to ships in 2012. To investigate what might be the appropriate mix of technologies and operational approaches for future ship designs the “Whole Ship Model” (WSM) was developed, which is a holistic ship design tool, primarily developed at UCL, that can generate many ship design options with different design, technology and fuel combinations. The Whole Ship model can be used to explore different arrangements and uses of energy efficiency measures on container ships, bulk carriers and tankers evaluating their performance over an operating profile. This paper will initially present some results from the Whole Ship Model, evaluating the potential performance of present-day ships and technologies and will then compare this to technically feasible future ship designs that use contemporary or near-term technology to achieve very high reductions in carbon dioxide emissions and energy consumption

The diffusion of energy saving technologies in shipping

Energy efficiency technologies are a key enabler for shipping’s transition towards a low carbon future. Numerous energy saving technologies have been suggested but their implementation is not well known. To that end various attempts have been made to assess the uptake of these technical energy efficiency measures in shipping. The research described in this paper goes further than the general level implementation of the measures by assessing the implementation at the ship level (e.g. by ship type and ship size) and at the company level (e.g. type of company and size of company) thus enabling to build an accurate picture of the take-up of these measures. This is done through a survey of over 270 shipping companies, across 30 countries. Thereafter, a framework is developed to reliably forecast uptake of energy efficiency innovations in shipping. The results from the survey suggest the widespread use of bulbous bows, pre/post-swirl devices, engine modifications, lowering design speed and de-rating. The framework developed in the paper could be a suitable way forward to forecast future take-up of energy efficiency technologies in shipping

Hydrogen on board ship: a first analysis of key parameters and implications

Shipping Green House Gas (GHG) emissions could increase significantly in the future, and hydrogen fuel for ships could theoretically lower the operational carbon dioxide emissions of a ship to zero. In addition the hydrogen and fuel cell combination could have a higher efficiency compared to the current marine diesel engines. This paper examines the implications of using hydrogen as a fuel for ships. Two hydrogen storage methods, 350 bar compressed hydrogen gas tanks and cryogenic liquid hydrogen tanks, are evaluated in terms of cargo, volume and mass impact in comparison with a conventional HFO tank and a LNG tank. Moreover, the potential loss of cargo capacity for each of them are estimated in relation with the desired range and power. A Panamax container ship was used as a reference ship, in order to visually examine the impact of different fuel storage choices on cargo. A further method has been applied to estimate the relative loss of cargo capacity. It was found that Hydrogen storage systems have a high volume requirement which has implications for both stability and available deadweight. Liquid hydrogen has a lower impact on cargo capacity mainly due to its higher volumetric density than the compressed hydrogen tank. Such conclusions, however, are the result of this early work on the study of hydrogen fuelling as so many of other more detailed issues have yet to be addressed

Ten Years Euro-Mediterranean Partnership. Defining European Interests for the Next Decade. ZEI Discussion Papers C. 154, 2005

Introduction, by Andreas Marchetti; The Euro-Mediterranean Partnership and the Concept of the Greater Middle East, by Stephen Calleya; The Euro-Mediterranean Dialogue and the EU’s Common Security and Defence Policy. Excluding or Reinforcing?, by Martin Ortega; Promoting Good Governance. The Keystone to a Sustainable Mediterranean Policy, by Andreas Marchetti; Economics in the Mediterranean. Common Challenges, by Jan J. Michalek; 10 Years Euro-Mediterranean Partnership: The Human Dimension Revisited, by Ludger Kuhnhardt

Feature 1: Green ships: Calibrating the future

A discussion on the modeling techniques used in the ongoing project, "Low Carbon Shipping - A Systems Approach", covers the general approach in ship design; the detailed parametric ship model for sizing CO reducing technologies (CRT) correctly to fit the ship; the use of LNG as fuel, which causes large changes to the ship; the ship impact model; the ship impact database, which provides the interface between the detailed descriptions of the ship impact and emissions reduction potential of CRT and the overall shipping system model; specific fuel consumption; and technical and economic modeling.