Ship Air Emissions - IMarEST

Ship Air EmissionsMain Challenges, Policies and

Industry Developments

Stefanos CHATZINIKOLAOU

Senior Manager, Marine Research & Innovation

RINA Hellas Ltd

IMarEST U.A.E. branch

technical meeting

Dubai 10 May 2018

Subtopic 1 (CO2 emissions)Data Collection System (DCS) for fuel consumption monitoring

IMO Strategy for GHG

Ship Air EmissionsMain Challenges, Policies and Industry Developments

Subtopic 2 (SOx emissions)Market response to the 2020 Global Sulphur Cap

Exhaust gas cleaning

LNG

Alternative fuels

Intro Facts for shipping, main challenges


Intro Facts for shipping, main challenges

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Ship air emissions

Main Greenhouse Gases (GHG)

• CO2: Carbon Dioxide

• CH4: Methane

• N2O: Nitrous Oxide

• Halons

Main Air pollutants

• NOx: Nitrogen Oxides

• SOx: Sulfur Oxides

• PM: Particulate Matter

• VOC: Volatile Organic Compounds

• CO: Carbon Monoxide

Human Health

Ecosystems

Climate change

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CO2 facts of shipping

90%Global transport work

50,000ships

International Shipping

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CO2 Comparisons

Source: International Council on Clean Transportation, 2014

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Challenges (1)

Expected growth of international shipping

Source: International Council on Clean Transportation

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Challenges (2)

Quality of Marine fuels

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Challenges (3)

DESIGN (New ships)Saving of

CO2/tonne-mileCombined Combined

Concept, speed & capability 2% to 50%

10% to 50%

25% to 75%

Hull and superstructure 2% to 20%

Power and propulsion systems 5% to 15%

Low-carbon fuels 5% to 15%

Renewable energy 1% to 10%

Exhaust gas CO2 reduction 0%

OPERATION (All ships)

Fleet management, logistics &

incentives5% to 50%

10% to 50%Voyage optimization 1% to 10%

Energy management 1% to 10%

Green house gas reduction potential

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Challenges (4): Energy efficiency

Reduce fuel consumption

Less Fuel Cost

Economic Sustainability

Reduce Emissions

Reduce environmental

impact

Environmental Sustainability

Reduce health impacts

Improve company’s image

Social Sustainability

Energy efficiency is cost effective and is becoming a

necessity from: society, industry and regulations

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Challenges (4): Is energy efficiency effective?

Change in CO2 emissions and CO2 intensity for key ship types (International Council on Clean Transportation, 2017)

Although ships became more efficient

from 2013 to 2015, total CO2

emissions from ships increased.

Overall CO2 intensity of cargo carrying

ships decreased (improved) by 3.5%

from 2013 to 2015, compared a 7%

increase in transport supply (dwt-nm).

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Environmental Challenges

• Shipping GHG emissions represent less than 3% of the global anthropogenic GHG emissions

• International shipping is expected to grow its volume in the future (its emissions in a BAU

scenario to double or triple until 2050)

• Shipping’s non GHG emissions are important contributors to air pollution effects (NOx, SOx,

PM2.5 VOC)

• Shipping uses lower quality fuels compared to other modes of transport

• Shipping has great emissions reduction potential (from design, operation, market

mechanisms, solutions)

• Current energy efficiency measures are simply not enough!

Subtopic 1 (CO2 emissions)Data Collection System (DCS) for fuel consumption monitoring

IMO Strategy for GHG


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IMO Data Collection System (DCS)

IMO has developed a Data Collection

System for fuel oil consumption of ships, to

address CO2 emissions

In MARPOL Annex VI (Reg. 22A)

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Timeline – Activities


01.01.2019 31.12.2019 31.03.2020 31.05.2020 30.06.2020

Data collection method: SEEMP part II

Verify that SEEMP part II is in compliance with the Regulation

1st reporting period

Submit data collected

Verify the reported data of fuel consumption

Shall issue a statement of compliance

Transfer the data to IMOs ships fuel oil consumption database

The ship

The Flag/RO

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• Main Engines

• Auxiliary Engines

• Boilers

• Gas Turbines

• Inert Gas Generators

Sources of CO2 emissions

Incinerators are not subject to DCS

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Methods of monitoring fuel consumption


Method A

Bunker Fuel

Delivery Note

(BDN) and periodic

stocktakes of fuel

tanks

Method C

Flow meters for

applicable

combustion

processes

Method B

Bunker fuel tank

monitoring on board

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Process


Ship Flag State Administration

IMO Secretariat IMO Ship Fuel Consumption

DatabaseSubmits data to flag State or RO in

accordance with regulation 22A.

Data collection methodology to be

included in the ship’s SEEMP

Aggregates data and submits to IMO

Secretariat.

Verifies the ship’s SEEMP and the data reported

complies with regulation 22A.

Issues Statement of Compliance to the ship

Aggregates all data submitted by flag

States, ROs, and non-party ships.

Provides Flag States with anonymized

data from the IMO Ship Fuel

Consumption Database

Data will be anonymized to the extent that

individual ships cannot be identified.

Access to anonymized data will be restricted to IMO Member States only

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Be conscious!

Many ships may have to monitor and report two times following

the requirements of:

1. The Monitoring Reporting and Verification (MRV Reg.) of EU

2. The Data Collection System (DCS) of IMO

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IMO DCS vs. EU MRV

Timeline 2015 2016 2017 2018 2019 2020

Start monitoring

MEPC68May

MEPC69April

MEPC70October

MEPC71June

MEPC72Feb.

MEPC73October

MEPC74June

Start data collection

Draft amendments

(MARPOL Annex VI)

ApprovalAmendments to

MARPOL Annex VI

Adoption

AdoptionApril

Entry into forceJuly

Submission of MP

By August

IMO

EU

Entry into force

1 March

Delegated / Implementing

Reg. Publication

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IMO DCS vs. EU MRV

EU MRV IMO DCS

Monitoring Ships 5000GT and above Ships 5000GT and above

EU port of call Voyages All Intl. Voyages

Start on 1° Jan. 2018 Start on 1° Jan. 2019

First Mon. Period 2018 2019

Parameters Fuel Cons. (Port/sea) Fuel Cons.

Transport work -

Distance Distance

Time Time

Verification Independent accredited verifier Flags/RO

Reports to European Commission Flag State

Certification Document of Compliance Statement of Compliance

Pubblication Public database Anonymus public data

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EU MRV alignment to the IMO DCS

IMO DCS vs. EU MRV

A. No alignment: Two sets of data, two different verification approaches, and EU data to be

published.

B. Full alignment: The EU-MRV is fully aligned to the IMO data collection system but ships using

EEA ports have to submit reports in both systems with the reports for the EU system only covering

voyages from and to EEA ports.

C. Partial alignment: EU MRV is maintained, including all elements (monitoring, reporting,

verification and publication). Similar elements are harmonised in order to minimize administrative

burden.

Publication of EC final proposal is being expected the 2nd quarter of 2018

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IMO roadmap

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MEPC 72 OutcomeTargets set for shipping’s GHG

Level1

Carbon Intensity of the ship

•Carbon intensity at the ship level to decline

•implementation of further phases of the EEDI for new ships

• to review and strengthen the EEDI limits for ships (improvement for each phase to be determined for each ship type, as appropriate0

Level 2

Carbon Intensity of international shipping

•Carbon intensity of international shipping to decline

•CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008

Level 3

GHG from international shipping

• to peak GHG emissions from international shipping as soon as possible

• to reduce the total annual GHG emissions by at least 50% by 2050 compared to 2008

• whilst pursuing efforts towards phasing them out consistent with the Paris Agreement temperature goals

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What is next?IMO GHG Strategy, Short term measures (2018 – 2023)

1. Energy efficiency with focus on EEDI and SEEMP EEDI =𝑃𝑜𝑤𝑒𝑟 × 𝑆𝐹𝐶 ×𝐶𝑓

𝐶𝑎𝑟𝑔𝑜 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 × 𝑠𝑝𝑒𝑒𝑑[ 𝑔 𝐶𝑂2

𝑇𝑜𝑛𝑠 ×𝑀𝑖𝑙𝑒𝑠]

2. Consider and analyse speed optimization and

speed reduction as a measure

Cut fuel

Cut CO2

Slow steami

ng

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3 Initiate R&D. Establish an International

Maritime Research Board to coordinate research

4 Consideration of other indicators that can be utilized

to indicate and enhance the energy efficiency

• Annual Efficiency Ratio (AER),

• Energy Efficiency per Service Hour (EESH),

• Individual Ship Performance Indicator (ISPI)

• Fuel Oil Reduction Strategy (FORS);

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5 Address emissions of methane and Volatile

Organic Compounds

6 Incentives for first movers to develop and take up

new technologies

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What is next?IMO GHG Strategy, Mid- term measures (2023 – 2030)

7 Market based measurers, (e.g. emissions trading)

8 Implementation programme for the effective uptake

of alternative low-carbon and zero-carbon fuels,

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What is next?IMO GHG Strategy, Long- term measures (2030 - )

9 De – carbonization (fossil free, or zero carbon fuels)

End of Subtopic 1


Subtopic 2 (SOx emissions)Market response to the 2020 Global Sulphur Cap

Exhaust gas cleaning

LNG

Alternative fuels

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Global Sulphur LimitFacts – Air Pollution

Contribution of the transport

sector to total emissions of the

main air pollutants (%)

international shipping in EU

• 16 % of NOx,

• 4 % of PM10,

• 7 % of PM2.5

• 16 % of SOx

(European Environmental Agency, 2017).

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Global Sulphur Limit

AREA Sulphur Limit Scrubbers

Global 0.5 % Accepted

ECA 0.1 % Accepted

Europe 0.1% in ports Open loop not accepted in specific ports

China 0.5% in selected areas Accepted

California 0.1% within 24nm Submit research results to be accepted

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Global Sulphur LimitOptions

• MDO,

• MGO

• Low Sulphur HFOLow Sulphur fuels

• Bio fuels

• Methanol

• LNG Alternative fuels

• Wet type - open loop

• Wet type - closed loop

• Wet type - Hybrid

• Dry type

Scrubbers

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Global Sulphur LimitOption 1 – Switch to Low Sulphur Fuel

CE Delft study (commissioned by IMO), 2016

1. Low sulphur marine fuel will be sufficiently available by 2020 in

order to allow compliance with the 0.5% global sulphur fuel cap.

2. Refining capacity will be enough low sulphur as demand from other

sectors for distillates has slowed.

Low Sulphur fuels

Question 1: Are they going to be widely available to meet the market needs?

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Low Sulphur fuels

Question 2: What will be the price of low Sulphur fuels?

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Low Sulphur fuels

Question 2: What will be the price of low Sulphur fuels?

1. The price difference is the important parameter

2. Shipping industry (currently) adopts a wait-and-see approach

3. This makes the switching to MGO/MDO the preferred option at

least until 2020

4. The same happened when the SECA regime entered into force,

resulting in increased MGO price

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Low Sulphur fuels

Question 3: Is low flash point diesel (road transport fuels) an option?

• Fuels from the transport sector (e.g. in compliance with DIN EN 590 in

EU) cannot be supplied as marine diesel fuel

• SOLAS: min. value 60°C (exceeds road transport fuels limits)

• Therefore, ships cannot use road transport fuels to comply with the

Sulphur Cap

• To meet 2020 S limit the fuel industry has to supply shipping industry, with

fuels varying only slightly from road transport diesel

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Market TrendsOption 2 – Scrubbers

It is expected that about 2000 ships

will install scrubbers until 2020

Makers projection is up to 5000

until 2025

Projected share in the range of

10% to 20%

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Scrubbers

Market Trends

Payback time

• for passenger vessels (ferries and cruises): 2-3 years

• for tankers with current fuel prices: 5 years

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Global Sulphur LimitOption 3 – Alternative fuels

• Main Tech & Operational Challenges

- Bunkering

- Storage

- Distribution

- Use

- Maintenance

LNG as fuel Oil as a fuel≠

LNG is leading the market of alternative fuels

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LNG as fuel Newbuilding projects

• Shipyard: Sefine Shipyard

• Shipowner: Caronte & Tourist

• Size: 1+1 × Ro-Ro passenger ferry (290 cars; 1,000 pax)

• Designed to provide a 20-25% efficiency saving

• The first ferries to be powered at sea by LNG in the Mediterranean

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• Shipyard: Cantiere Navale Visentini

• Shipowner: Balearia

• Size: 2 × Ro-Ro passenger ferry (25,000 GT; 810 pax)

• The ships will be able to reach 24 knots speed with a total power of

20,600 KW

• Decline CO2 and NOx emissions

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Revolutionary “green design”

The first ships in the cruise industry to be powered at sea by LNG

Shipyard: Meyer Werft- Papenburg

Shipowner: AIDA

Size: 2 × cruise ships (180,000 gt)

Shipyard: Meyer - Turku

Shipowner: Costa Crociere

Size: 2 × cruise ships (180,000 gt)

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LNG as fuel Is it the fuel of the future?

1ton of HFO burned in a ship’s engine produces 3.11 tons of CO2

1ton of LNG burned in a ship’s engine produces ? tons of CO2

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LNG as fuel Is it the fuel of the future?

1ton of HFO burned in a ship’s engine produces 3.11 tons of CO2

1ton of LNG burned in a ship’s engine produces 2.75 tons of CO2

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LNG as fuel Remarks

Human Health & Ecosystems Climate change

A. Transition fuel: LNG is going to be a transition fuel for maritime transport,

B. Air pollution: Clear benefits in the elimination of air pollution, expensive option

C. Climate change: LNG is not the solution for combating climate change

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Future trends…

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Future trends…Electric Ships

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Future trends…Fuel cells, Hydrogen

Anode: Η2 2Η+ + 2e-

Cathode: 1/2 O2 + 2H+ + 2e- Η2Ο

Η2 +1/2 O2 H2O

Half Reactions on the electrodes

Total Reaction

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Future trends…Fuel cells, Hydrogen

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Future trendsDigital Era

The world’s most valuable resource is no longer oil, but data

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Digital Ship Digital Platforms

Unmanned Ship

Monitoring & Inspection

ToolsDigital Twin

Smart Ships & Big Data

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RINA Digital Platform CUBE

Fleet Certificates Book a Survey Training

Electronic Log

Books

Cyber Security

Self Assessment

Fleet Operative

Center

Maintenance Energy Efficiency

& Sustainability

Fleet Tracking &

Piracy Warnings

Digital

Twin

Stefanos CHATZINIKOLAOU

Senior Manager, Marine Research & Innovation

RINA Hellas Ltd

[email protected]

Phone: +30 210 4292144

Mobile: +30 693 2719772

hiip://www.rinagroup.org

Ship Air Emissions - IMarEST

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