Practical Issues and Ultraslow Ships 2011-05-04, Brussels, Martin Köpke, Environmental Research GL Your competitive edge Take the lead through innovation
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 2011-10-05 No. 2
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 2025. Practical Issues and Ultraslow Ships 2011-10-05 No. 3 million tonnes CO2 3000 2500 2000 1500 1000 500 Emission trajectory for international shipping recorded scenario A1B "recent" data emission targets - 20% from 2005-40% from 2005 0 1990 2000 2010 2020 2030 2040 2050 USD / ton 2000 1800 1600 1400 1200 1000 800 600 400 200 0 2008 2010-40 % 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 2013. 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) 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036
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 2011-10-05 No. 4
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 2011-10-05 No. 5
2014 2013 25.0 20.0 15.0 10.0 5.0 0.0 How efficient is the container vessel fleet? Avg. Speed 0.30 Avg. Froude Number 0.25 0.20 0.15 0.10 0.05 0.00 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 Practical Issues and Ultraslow Ships 2011-10-05 No. 6 1983 1980 Avg. speed in kn Avg. Froude number 12 10 8 6 4 2 0 Avg. power per TEU 30 Avg. EEDI 25 20 15 10 5 0 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 1984 1980 1982 Avg. power per TEU [kw/teu] Avg. EEDI [g (CO2/t nm] delivered orderbook graphs based on IHS Fairplay
Deadweight / Engine Power comparsion for a 6700 TEU Container Ship Practical Issues and Ultraslow Ships 2011-10-05 No. 7
Deadweight / Engine Power comparsion for a 6700 TEU Container Ship Reduction of 2 knots and increase cb by 0,05 means: 10.000 kw lees main engine power and an increase of 10.000 t deadweight Practical Issues and Ultraslow Ships 2011-10-05 No. 8
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 2011-10-05 No. 9
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 2011-10-05 No. 10
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) 42.800 33.650-9.150 / -21,5% 14t TEU case 4790 4980 +190 / +4,0% Practical Issues and Ultraslow Ships 2011-10-05 No. 11
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: http://cordis.europa.eu/fetch?caller=fp7_proj_en&action=d&doc=1&cat=proj&query=0132b5c7b9c9:f533:20877282&rcn=97558 Practical Issues and Ultraslow Ships 2011-10-05 No. 12
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 2011-10-05 No. 13
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 2011-10-05 No. 14
Thanks for your attention Martin Köpke Germanischer Lloyd SE Environmental Research Strategic Research & Development Brooktorkai 18 20457 Hamburg, Germany Phone +49 (0) 40 36149-4123 E-Mail Martin.Koepke@gl-group.com