SeaAsia - Technical Day Singapore, 22 April 2009 Reducing CO2 Emission in Shipping - Some Technical Perspectives A. K. Seah VP Technology & Business Development

IMO CO2 emission reduction strategy Outcome of MEPC 58 (10 Oct 2008) Debate on “common but differentiated responsibilities” (CBDR) GHG Working Group to study: “Energy Efficiency Design Index” – for new ships “Energy Efficiency Operational Index” – for all ships Ship Efficiency Management Plan Best Practices Impact on shipping Market-based measures (e.g. emission trading scheme, FO tax) To be further debated in depth in MEPC 59

Energy Efficiency Indexes Operational index – voyage specific Design index – design specific g of CO2 emitted (based on fuel burnt) t of cargoes carried * N-M traveled g of CO2 emitted (based on specific fuel consumption) Design cargo capacity * Design speed Various deduction allowed in numerator: e.g.: innovative technologies that reduces fuel consumption CO2 capture Weather factor allowed in denominator – improving hull shape

Improving Fuel Efficiency Improve ship design Reduce hull resistance: hull form; wave-making resistance; slamming Reduce skin friction: coating; cleaning; air bubbles…. Improve aerodynamics Propeller design Rudder design Economy of scale Improve machinery & propulsion Improve engine efficiency / fuel consumption Heat recovery; electrical systems Renewables: sails; Flettner rotors… Improve operations Voyage planning; weather routing Speed Draft and trims Shore power…

Improving ship design Reduce hull resistance Low speed ships (tankers, bulk carriers) – Fr ~ 0.15 Skin friction resistance dominant Strategy: reducing skin friction (polishing, anti-fouling paint…) Higher speed ships (containerships) Wave making resistance more dominant Strategy: reducing wave- making resistance (bulbous bow, trim operation, reduce speed…) Improve propeller efficiency Polish the propeller Improve efficiency: e.g. reduce blade area ratio Improve wake Recover propeller energy Fr Fr Source: Sasaki, ITTC 2008

Improving propeller efficiency Improving the wake Aframax wake: large bilge vortexes and dead water zones Use wake-smoothers to accelerate flows in general area: Reaction fins; Wake equalizing duct Containership wake: wake defect at 12 o’clock position Use wake smoothers to accelerate flow at that area: Semi-duct, Wake equalizing duct, spoilers Efficiency improvements: ~3 - 5% (HSVA 2006) Containership Aframax Tanker Wake equalizing duct

Improving propeller efficiency Recovering energy from aft of propeller – various devices Contra-rotating propellers (CRP) ~15% improvement in efficiency claimed in 19th ITTC report Hampered by mechanical complexity previously Now redesigned with pods – available from Wartsila and ABB Grim wheel Mounted aft of propeller and rotates freely More blades than propeller; inner part of the Grim wheels acts as a turbine blade and outer part acts as propeller 6~12% improvement in efficiency claimed in 19th ITTC report Additional thrust fins Developed and patented by IHI 1984 For right-handed propeller, stbd fin is upward inclined and port fin is downward inclined; both act as aerofoil with lift forces providing additional thrusts 4~8% improvement in efficiency claimed in 19th ITTC report

Improving propeller efficiency Kawasaki Rudder-bulb fins IHI Additional Thrusting Fins Wake-equalizing duct Asymmetrical stern Mitsui OSK Propeller boss cap fins Contracted Tip propellers Gruthues spoilers Stern tunnel Stern flap Modern contra rotating propellers Hitachi Zosen nozzle Mitsui integrated ducted propeller Reaction fins Takekuma Grim wheel

Improving propeller efficiency Improvement strategy: e.g. if wake has little defect, then no wake-improvement device; try aft of propeller energy recovery Quantify % of different propeller energy loss Example strategy: Friction loss > axial loss > rotational loss at design operating condition priority could be recovering friction loss first, then axial loss, then rotational loss Design operation range Source: HSVA J = advance coefficient = V/(n*D)

Improving Engine Fuel Efficiency Fuel efficiency of prime movers  10MW Low Speed Diesel Engines: 49-50% Medium Speed Diesel Engines: 48-49% High Speed Diesel Engines: 42-43% Steam Turbines: 27-32% Reheat Steam Turbines: 34-38% Gas Turbines: 30-35% Historical improvements in 2-stroke diesel

Improving waste heat recovery Thermal efficiency of engine < 50%; exhaust gas heat loss < 30% Waste heat recovery Both MAN and Wartsila have similar proposal: turbo or/and steam generators Energy recovery (electric power) up to 11% Turbo Gen & Steam Turbine Steam Turbine Power Turbine Source: Wartsila

BIMCO study: fuel consumption trends -16% -19% -13% -28% Source: BIMCO @ WMTC 2009

BIMCO study: fuel consumption trends -26% -35% Sealand SL-7 1968TEU built 1973 88 MW steam turbine - 31 kts - 950g CO2/TEU*NM Emma Maersk 12,000TEU built 2006 80 MW diesel - 25 kts - 115g CO2/TEU*NM Slow steaming for 8000TEU speed 25kts reduced to 20 kts (20%) - fuel saving 260t/d to 128 t/d (51%) Source: BIMCO @ WMTC 2009

BIMCO study: container ship slow steaming Scenario: move 10 million TEU 5,000NM within 1 year (250 sailing days) Slow steaming will result in reduced CO2 emission, despite increase in number of ships employed. At which point this becomes uneconomical? Source: BIMCO @ WMTC 2009

Natural Gas as fuel Extensive studies made comparing gas v. HFO as fuel for LNG carriers Energy consumption: DFDE comparable to 2-stroke diesel CO2 emission: DFDE can reduce by ~20% IMO - t of CO2 / t of fuel, HFO v. NG: 3.114 v. 2.693 (13.5% credit for NG) Gas Gas Gas Gas HFO Gas Gas DF-Electric155,000 cbm LNG Carrier; Total 40MW Source: Wartsila Dual Fuel LNGCs – Gastech 08

The Renewables Wind Energy Solar Energy Wartsila’s concepts Wing shaped sails of composite material installed on deck – possible efficiency gain of ~20% Flettner rotors installed on deck – provides thrusts in driection perpendicular to wind Source: www.wartsila.com Skysails - Weather and route dependent On trial for 2 feeder-size ships Michel A and Beluga Skysails Towing force example: model SKS320 – 16t with 25-kt wind; 133m MPP vessel propeller thrust 23t Annual fuel saving: 10~30% claimed Source: www.skysails.info Solar Energy NYK’s PCC Auriga Leader - 200m x 32m x 34m; 6200 cars; 18,700 dwt 328 solar panels, USD 1.68m, 40 kW, ~0.3% of installed power Source: www.crunchgear.com

The Renewables Biofuels Potential net CO2 saving but various drawbacks 2nd generation biofuels based on Fischer Tropsch (FT) biomass to liquid (BTL) process hold more promise Marine application concerns: Less calorific value than fossil fuel – engine derating required Currently lack worldwide marine biofuel standard – premixed or blending on board Regarded as “noxious liquid” under Annex II; regulatory uncertainty Other: shelf life, dedicated system and switching between fuels… Ref: IEA: Transition from 1st to 2nd Generation Boifuel Technologies 2008

The Game Changer… The scrubber….removing SOx & NOx & CO2 ? Source: Ecospec press conference 16 Jan 2009

The shape of things to come? Super Eco-Ship by NMRI Source: ISOPE 2005 – Y Minami et al, National Maritime Research Institute, Japan

The shape of things to come? Wallenius Wilhelmsen’s Environmentally-Sound Ship Orcelle Source: Wallenius Wilhelmsen Green Flagship Photovoltaic panels Sails No ballast water – pentamaran hull, no stern propeller and no rudder No emission – only renewables: wind, wave, current, fuel cell and hydrogen Target: 2025 Fins to harness wave energy

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