Shipping and CO2 mitigation A systems perspective

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Presentation transcript:

Shipping and CO2 mitigation A systems perspective N. Mac Dowell and N. Shah Centre for Process Systems Engineering, Department of Chemical Engineering, Imperial College London

Outline Extent of problem Future emissions Environmental impact of shipping Current mitigation options Next generation technologies

Extent of problem Global shipping is a major contributor 3 – 3.3% of total global emissions More than aviation In 2003, cumulative emissions were more than 1 billion tonnes!

Extent of problem 6th largest emitter in the world Projected to triple by 2050 If unregulated, global shipping could account for 12 – 18% of total global emissions by 2050

Future emissions Shipping transport has historically increased at a rate greater than global GDP growth In light of emission reduction targets, this represents a potentially very large contribution to total global emissions

Future emissions Future emission levels under no, low, medium and high emission reduction scenarios Each of the growth futures has two scenarios corresponding to different global development pathways

Environmental impact of shipping International shipping exerts an influence similar to that of aviation SOx emissions exert a negative radiative forcing (RF) Increasing requirements to mitigate SOx emissions from shipping Increased warming effect associated with residual CO2 emissions, if these are not mitigated in line with the SOx emissions.

Current mitigation options Four fundamental options for emission reduction Increased efficiency Advanced fuels Different power sources Emission reduction technologies

Current mitigation options: Increased Efficiency Optimisation of propeller design Astute selection of propeller has a non-negligible effect on propulsive efficiency: 5 – 10% This is a relatively easy and cost effective measure to retrofit Ships can be in service for a long time – propeller could be changed in line with service and fuel costs

Current mitigation options: Increased Efficiency Optimisation of hull/bow design Many designs available Bow and hull design is an ongoing activity The “beak bow” is designed to reduce wave added resistance

Current mitigation options: Advanced fuels Liquefied natural gas (LNG) Very attractive, near term option LNG has a high H-to-C ratio when compared to marine diesel oil (MDO) Low specific CO2 emissions (kg CO2/kg Fuel) LNG is clean burning – essentially no SOx, NOx or PM

Current mitigation options: Advanced fuels Liquefied natural gas (LNG) Using LNG will result in increased CH4 emissions GWPCH4 = 30xGWPCO2 Energy density of LNG ~ 55% that of MDO Actual volume requirement is 3x that of MDO Must be stored on board at pressure Ready availability of LNG at bunkering ports not guaranteed

Current mitigation options: Advanced fuels Biofuels First-generation biofuels produced from sugar/starch/vegetable oil or animal fats Can be readily used in marine diesel engines with minimal engine adaption Blending biofuel with MDO is also a possibility Potential technical problems include stability, biological growth (biofouling), wax formation

Current mitigation options: Advanced fuels Biofuels Net carbon intensity of biofuels is not straight-forward Depends on how the original biomass is obtained and transformed from biomass to biofuel, i.e., biorefinery design and operation must be environmentally benign Note that NOx intensity of biofuel can be 7 – 10% higher than that of MDO

Current mitigation options: Advanced fuels Biofuels First generation biofuels can compete with food crops Second generation biofuels are produced from energy crops, and industry waste More sustainable source of fuel Process is not yet optimised at scale

Current mitigation options: Different power sources Solar Current technology is sufficient to meet only a fraction of the power requirements of a tanker. Solar power is intermittent, thus an appropriate –backup power source would be required. Present-day cost levels and efficiency place solar power towards the lower end of the cost-effectiveness list

Current mitigation options: Different power sources Wind Wind technology can be added to current vessels with large reductions in fuel consumption Fuel savings from 5 – 20% possible Kites are particularly interesting, with savings of up to 35% possible Drawbacks with the kite systems include complex launch, recovery and control systems.

Current mitigation options: Different power sources Wind Sails impose bending moments on the hull, which can cause ships to list. Strength issues could result in a need for masts to run down to the keel Mast and rigging could have significant impacts on cargo handling Nevertheless, sail assisted power does seem to be an interesting opportunity for fuel saving in the medium and long term picture

Next generation technologies: Chemical conversion Removing CO2 from exhaust gases is not considered feasible…? Technical/operational strategies considered previously can reduce CO2 intensity by as much as 60%! How to address the remaining 40%?

Next generation technologies: Chemical conversion Conventional chemical conversion method: Contact the exhaust gas with a sorbent CO2 is physically/chemically absorbed into the sorbent The sorbent is then regenerated, CO2 is recovered, and stored Regenerated sorbent is then reused

Next generation technologies: Chemical conversion Challenges associated with chemical conversion Exhaust gas flowrate 30 – 40 m3s-1 13.9 gCO2.tonne-1.km-1 Composition 5 vol% CO2 13 vol% O2 1500 ppm NOx 600 ppm SOx Very dilute in CO2 Oxidative degradation a concern

Next generation technologies: Chemical conversion These technologies are used in submarines for air scrubbing Even more dilute in CO2 Completely closed system Captured CO2 is vented   

Next generation technologies: Chemical conversion Challenges associated with chemical conversion on ships Space – where to house the equipment? – where to store solvents? – where to store captured CO2? Energy – solvent circulation – solvent regeneration

Next generation technologies: Chemical conversion Ammonia based capture Reaction: NH3(l) + CO2(g) + H2O(l) NH4HCO3(s) High absorption capacity No degradation problems Saleable reaction products: (NH4)2SO4 and NH4NO3 Very volatile! Operate the process at low temperature Ocean provides a useful heat sink

Next generation technologies: Chemical conversion On-board storage of captured CO2 NH3-based process Store (NH4)2SO4 and NH4NO3 as solids Need to have large inventory of NH3 on board Interesting optimisation problem!

Next generation technologies: Chemical conversion On-board storage of captured CO2 Use CO2 as a C1 building block Copolymerisation of CO2 and cyclohexene to produce polycarbonates and polyurethanes This reaction proceeds at low P and T Easier to offload solid material than compressed fluids at port

Conclusions No single measure – no silver bullet! Ship superstructure important to solution Aggregated effect of all measures is significant Future fuel prices are important towards cost-effective emission reduction GHG emission reduction by ~ 30 – 60% feasible Chemical conversion can lead to further reductions