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A p r i l 3 , 2 0 1 9 M a t t h i e u d e T u g n y
SHAPING A WORLD OF TRUSTA G L O B A L L E A D E R I N T E S T I N G , I N S P E C T I O N & C E R T I F I C A T I O N S E R V I C E S
© 2019 Bureau Veritas Marine & Offshore 2
« I want you to act as if the house was on fire, because it is. »Greta Thunberg
© 2019 Bureau Veritas Marine & Offshore 3
HYBRID IS NOTHING NEW!Overlapping technologies in times of transition
Built in England for the Danish Postal Department, she was the first steamship serving the Great Belt route - equipped with steam driven paddle wheels and sails, she is a fine example of 19th century hybrid ship technology
1828Paddle steamer Mercurius
This hybrid-electric and dynamically positioned wind farm service operation vessel with motion compensated gangway is equipped with diesel generators and batteries for optmimum fuel consumption and minimum emissions
2019DP2 W2W SOV Wind of Change
© 2019 Bureau Veritas Marine & Offshore 4
1 2 3 4
The clipper ship built in 1852 was a sailing vessel setting the 1854 world record for fastest sailing ship at 22 kts
Built in 1865 to compete with tea clippers Agamemnon could steam at 10 knots consuming only 20 tons of coal a day thanks to the compound steam engine
Selandia was the largest and most advanced diesel-driven ship at the time of her maiden voyage from Aalborg to London in January 1912 (12 knots)
CMA CGM decides to equip its future nine 22,000+ teu ultra-large container ships (UCLS) to be delivered in 2020 with engines using liquefied natural gas
Clipper Sovereign of the Seas
SS Agamemnon long-distance steamship
Selandia efficient diesel-driven ship
CMA CGM choose LNG for its biggest ships
From wind power to gas fuel
EVOLUTION OF SHIP PROPULSION1850 – 2020
the evolution of ship propulsion from wind power to gas as fuel. And the transition from one to the other gives you periods of overlap; e
© 2019 Bureau Veritas Marine & Offshore 5
BV class notations:- dualfuel, gasfuel
(LNG), (LPG), (CNG)NR529 (L/CNG), NR647 (LPG)
- GAS-PREPARED-S (structure)-P (piping)-ME-DF (main engines)-AE (auxiliary engines)-B (boilers)
NR627
BV Services:- HAZID/OP, FME(C)A, QRA- Alternative design (IMO FSA)- Gas dispersion analysis
BV INVOLVEMENT IN GAS FUEL SHIPSDiversified fleet in service, more than 25% market share
Ternsund (2016) JS Ineos Intuition (2017)
Ethane fuel
Pax & Dux (2017)
Megastar (2017)
Internationally recognized projects
© 2019 Bureau Veritas Marine & Offshore 6
CMA CGM 22k teu (2020) Honfleur (2019)
DF-Hybrid
MSC World Class (2022)Ponant Icebreaker (2021)
GTT Mk III
BV leading class for LNG fueled ship orderbook with strong references
WTUG 5802 HT (2019)
BV INVOLVEMENT IN GAS FUEL SHIPSRobust orderbook, more than 25% market share
© 2019 Bureau Veritas Marine & Offshore 7
The next decade will be crucial
Best solution will depend on ship type, size and operational profile (speed, route, range, load profile)
Transition to decarbonized industry will take time
Both technical and operational measures needed
Incentives are key: shipping is a reflection of society
BEYOND 2020But what to choose today?
No silver bullet
Collective action/investment needed to develop technical means and fuel distribution networks
Alternative fuels: biofuel (diesel, gas), methanol, methane/SNG, hydrogen/ammonia
Alternative power systems: fuel cells, batteries, combined cycle (e.g. diesel-carbonate fuel cell)
© 2019 Bureau Veritas Marine & Offshore 8
BEYOND 2020Operational response?
Battery powered ships on short transit routes with recharging facilities (ferries)
Slower steaming necessary to meet the 2030 carbon intensity reduction ambition of 40%, but
– Minimum propulsion power for safe manoeuvring in heavy weather (IMO)
– Technical adjustments due to higher SFOC
Slower steaming “by design”: optimize hull form and propulsion train for newbuilds, possibly combined with alternative fuels and hybrid technology (multiple design points)
Scale enlargement, but practical limitations
Logistics integration: supply chain view, smart routing, Just-in-Time
© 2019 Bureau Veritas Marine & Offshore 9
LNG suitable as clean transition fuel
– Proven track record, expanding distribution– Step in right direction for CO2/GHG reduction
(despite fossil fuel, methane slip)– Easy switch to carbon neutral ‘drop-in fuels’
(biogas, methane/SNG)
Battery powered ships on short transit routes with recharging facilities (ferries)
Electric-hybrid ships suitable for vessels with large power variations (OSV, tugs, cruise)
Wind assisted propulsion (WAP) suitable to reduce EEDI and emissions
Further design optimization of hull lines, power distribution (DC grid), waste heat recovery (WHR), etc. (gradual improvement)
BEYOND 2020Technology Options…..
Seapsan Swift (2016)
BC Ferries TBN (2020)
Ponan Pax
RoRo Airbus
LDA WFV (2019)
© 2019 Bureau Veritas Marine & Offshore 10
BEYOND 2020Alternative fuels and propulsion systems?
Moving towards low carbon and carbon free fuels
Fuel Technology Why do Why don’t Zero CO2 emission ship?
LPG Specific fuel handling system (Otto cycle)
Low SOX, PM, possibly low NOX, reduced CO2
Cost considerations No
Methanol Dual-fuel technology Easier to handle than LNG, good infrastructure
High capex, opex higher than LNG, toxic & flammable
No, except when produced from ‘black liquor’
DME(Di-Methyl-Ether)
Produced by fuel conversion (natural gas, coal, biomass)
Low emissions, no spillagecontamination
Low energy density, poor lubrication properties, toxic
Carbon neutral if produced from renewable energy
Biofuels(diesel, gas)
Generally compatible with current engine technology
Good availability, prices comparable to MDO
Sustainability issues regarding production
Yes (low CO2 emissions for biogas production)
Hydrogen Fuel cells & internal combustion engines
Abundant reserves,potentially clean
Energy intensive, high production cost
Yes, if produced from renewable energy (P2X)
Ammonia Fuel cells & internal combustion engines
Easy stroage of hydrogen, potentially clean Still in R&D phase Yes, if produced from
renewable energy (P2X)
© 2019 Bureau Veritas Marine & Offshore 11
- THANK YOU -