Practical Issues and Ultraslow Ships , Brussels, Martin Köpke, Environmental Research

Transcription

1 Practical Issues and Ultraslow Ships , Brussels, Martin Köpke, Environmental Research GL Your competitive edge Take the lead through innovation

2 Agenda The CO 2 challenge Speed and resistance physical background Development of the container fleet Recent designs Ultraslow ships ULYSSES project Future designs the Zero Emission Ship Conclusions Practical Issues and Ultraslow Ships No. 2

3 The challenges and our motivation With expected fleet growth to meet world transport demand for the next decades, CO 2 - emissions from shipping will increase. Even if known and available measures will be implemented, shipping will likely not meet the discussed emission targets. At the same time, fuel prices will continue to increase with future oil reserves being more remote and requiring more technology. Therefore, it is time to consider new solutions to enable future zero-emission shipping. GL Strategic Research and Development looks at new technologies beyond current applications. This presentation outlines a vision for a zeroemission container feeder vessel, possibly operating after Practical Issues and Ultraslow Ships No. 3 million tonnes CO Emission trajectory for international shipping recorded scenario A1B "recent" data emission targets - 20% from % from USD / ton % sources: MEPC 59 /INF.10 and MEPC 60 /WP.5, graph by PCS/GL IFO 380 M GO premium CO2 surcharge Source: GL research. The analysis excludes inflation effects. A CO 2 emission trading may start in Costs are based on IPCC upper estimates. In 2020, SO x -limits for fuel apply globally. MGO quality demands a premium (at least 50% of HFO price). Price of HFO will continue to rise in the long run (2.5% pa)

4 Physical facts of ship design Calm-water bare-hull resistance consists of three main parts Friction Surface area Separation Form Wave Speed Choose main dimensions to minimize sum of three components! Practical Issues and Ultraslow Ships No. 4

5 Speed for ships is relative k = L λ Wave resistance and hence propulsion power depends on the Froude Number (Fn). Long ships have a higher hull speed than short ships. Fn = v g L Ship wave systems (bow and stern) can reinforce and cancel each other Graphic is based on Carlton, J., Marine Propellers and Propulsion, 2nd edition, 2007 Practical Issues and Ultraslow Ships No. 5

6 How efficient is the container vessel fleet? Avg. Speed 0.30 Avg. Froude Number Practical Issues and Ultraslow Ships No Avg. speed in kn Avg. Froude number Avg. power per TEU 30 Avg. EEDI Avg. power per TEU [kw/teu] Avg. EEDI [g (CO2/t nm] delivered orderbook graphs based on IHS Fairplay

7 Deadweight / Engine Power comparsion for a 6700 TEU Container Ship Practical Issues and Ultraslow Ships No. 7

8 Deadweight / Engine Power comparsion for a 6700 TEU Container Ship Reduction of 2 knots and increase cb by 0,05 means: kw lees main engine power and an increase of t deadweight Practical Issues and Ultraslow Ships No. 8

9 Typical dimension of 6500 TEU Post-Panamax Ships 5 years ago high speed vessels Principal Dimensions: Lpp = 292,00 m B = 40,0 cb = 0,695 to 0,702 H = 24,2 v = 25.5 to 26 kn Ts = 14,5 m Practical Issues and Ultraslow Ships No. 9

10 Typical dimension of 6500 TEU Post-Panamax Ships today lower speed vessels Principal Dimensions: Lpp = 260,00 m B = 42,8 cb = 0,70 to 0,71 H = 24,2 to 24,4 v = 22,0 to 22,5 kn Ts = 14,5 m Practical Issues and Ultraslow Ships No. 10

11 Comparison of main dimensions of 6500 TEU Post- Panamax Ships yesterday and today Item 6500 high speed 6500 low speed delta Lpp (m) 292,0 260,0-32,0 / -11,0% B (m) 40,0 42,8 +2,8 / +6,5% v (kn) 26,0 22,5-3,5 / -13,5% main engine (kw) / -21,5% 14t TEU case / +4,0% Practical Issues and Ultraslow Ships No. 11

12 Ultraslow ships ULYSSES project The project investigates a combination of ultra slow speeds and complementary technologies to meet CO2 targets (- 30% of 1990 emission by 2020 and -80% of 1990 emissions by 2050) ULYSSES focuses on bulk carriers and tankers. Large technical challenge, because this ship types are already slow. Phase I: retrofit of existing ships to sail on ~ 10 kn in 2020 Phase II: new build vessel to sail on ~7.5 kn in 2020 Phase III: new build vessel to sail in ~ 5 kn in 2050 Participants: Germanischer Lloyd SE, Germany, Waertsila Finland OY, Finland, Euronav Ship Management, France, Centre de Recherche pour l Archutecture et l Industrie Nautiques, France, Waertsila Netherlands B.V., Netherlands, Alveus L.L.C., Croatia, Sofartsstyrelsen, Denmark, SSPA Sweden AB., Sweden, University of Newastle upon Tyne, UK, Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoel TNO, Netherlands Danmarks Tekniske Universitet, Denmark, Chalmers Tekniska Hoegskola AB, Sweden Source: Practical Issues and Ultraslow Ships No. 12

13 One solution Hydrogen as fuel Fuel cell systems using Hydrogen can deliver a zero-emission power generation. Our new container feeder vessel has fuel cells and special tanks to hold liquid Hydrogen for a typical roundtrip in Northern Europe. The vessel stops every ten days at an offshore station for bunkering. The offshore station produces liquid Hydrogen by using surplus wind energy. The Hydrogen is stored for short periods. Practical Issues and Ultraslow Ships No. 13

14 Conclusion With expected fleet growth to meet world transport demand for the next decades, CO 2 -emissions from shipping will increase. Recent container vessel designs already incorporate the idea of lower design speed. The observed design-speed reduction is about 10 % leading to approximately 20 % less installed power and associated emissions. To facilitate innovation for better ships, appropriate instruments should be used, e.g. EEDI, instead of prescriptive rules, e.g. speed limit. Practical Issues and Ultraslow Ships No. 14

15 Thanks for your attention Martin Köpke Germanischer Lloyd SE Environmental Research Strategic Research & Development Brooktorkai Hamburg, Germany Phone +49 (0)