Emission and Fuel Reduction for Offshore Support Vessels through Hybrid Technology

Lindstad, Elizabeth; Sandaas, Inge

doi:10.5957/jspd.32.4.150006

Cited by 10 publications

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“…We need assessment of costs, emissions and fuel consumption, see Lindstad et al (2011;2015b;2016) and limit our attention to the vessels and their use, i.e. we do not include port side consequences.…”

Section: Model Descriptionmentioning

confidence: 99%

“…First, the emissions of NOx and the SOx now to be reduced actually mitigate global warming (Lauer et al, 2007;Eyring et al, 2010), whereas emissions of black carbon (BC) and methane (CH4) -remaining unrestricted -contribute to global warming (Jacobson, 2010;Bond et al, 2013;Myhre and Shindell, 2013;Fuglestvedt et al, 2014;Lindstad and Sandaas, 2016). Metrics that weight emitted gases according to their global warming potential (GWP), to report them in terms of "CO2 equivalents", have become standard currency to benchmark and communicate the relative and absolute contributions to climate change (Shine, 2009).…”

Section: Introductionmentioning

confidence: 99%

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Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

Lindstad

Eskeland

2016

Transportation Research Part D: Transport and Environment

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Emission regulations for Sulphur oxides (SOx) and nitrogen oxides (NOx) are motivated by health-and other environmental objectives in local and regional settings, while global warming concerns motivate policies for carbon dioxide (CO2). We point out that the direction chosen by the International Maritime Organization (IMO) -to tighten SOx and NOx limits globally -carries important risks. First, extending to a global setting the present regulations in coastal emission control areas (ECAs, in North America and Northern Europe)gives negligible or negative environmental benefits, and raises global warming impacts.Second, 'end-of-pipe' solutions, such as scrubbing and tuning, become dominant responses, and they reduce energy efficiency. Third, the adoption of these end-of-pipe solutions carry risks of deflecting attention from development of cleaner fuels and improving energy efficiency. Distinguishing local environmental benefits from global ones is important in general, and our research concludes that in the case of shipping, this distinction better serves the needs of the local environment, the global climate, and conserves on abatement costs.

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Section: Model Descriptionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

Lindstad

Eskeland

2016

Transportation Research Part D: Transport and Environment

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“…In response to the impact of these emissions, IMO is tightening the emission limits for NOx, SOx and CO2 (Lindstad and Sandaas, 2014). First, IMO has defined the coast around North America and the North Sea and the Baltic as Emission Control Areas (ECA) with stricter SOx rules beginning in 2015, i.e.…”

Section: Introductionmentioning

confidence: 99%

Assessment of cost as a function of abatement options in maritime emission control areas

Lindstad

Sandaas²,

Strømman

2015

Transportation Research Part D: Transport and Environment

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This paper assesses cost as a function of abatement options in maritime emission control areas (ECA). The first regulation of air pollutions from ships which came into effect in the late 1990's was not strict and could easily be met. However the present requirement (2015) for reduction of Sulphur content for all vessels, in combination with the required reduction of nitrogen and carbon emissions for new-built vessels, is an economic and technical challenge for the shipping industry.Additional complexity is added by the fact that the strictest nitrogen regulations are applicable only for new-built vessels from 2016 onwards which shall enter US or Canadian waters. This study indicates that there is no single answer to what is the best abatement option, but rather that the best option will be a function of engine size, annual fuel consumption in the ECA and the foreseen future fuel prices. However a low oil price, favors the options with the lowest capex, i.e.Marine Gas Oil (MGO) or Light Fuel Oil (LFO), while a high oil price makes the solutions which requires higher capex (investments) more attractive.

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“…The emitted SOx are a function of the Sulphur content in the fuel. The emitted NOx is a function of fuel type, engine technology, and the engine load relative to its rated power, with the highest emission per kWh at low power (Lindstad and Sandaas, 2014). The emitted BC, formed by incomplete combustion of fossil fuels, is a function of the engine load relative to its rated power, where the BC levels measured per kWh produced are lowest at high power (Kasper et al 2007;Ristimaki et al 2010).…”

Section: Introductionmentioning

confidence: 99%

“…Traditionally, assessment of environmental performance of marine transport and ships has been based on fuel consumption converted to amount of CO2 (Buhaug et al 2009;Lindstad and Mørkve, 2009;Psaraftis and Kontovas;2010;Lindstad et al 2011), while other trace emissions in the exhaust gas have been ignored (Lindstad and Sandaas, 2014). Current emission regulations provide limits for SOx and NOx for health and environmental reasons (MARPOL Convention) and for CO2 to mitigate global warming (Eide et al, 2013).…”

Section: Introductionmentioning

confidence: 99%

Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

2016

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This paper assesses costs, emissions, and climate impact by freight shipping in the Arctic with main focus on the Northern Sea Route. The entire route lies in Arctic waters, which due to global warming, has become ice free during summer and autumn. The route goes from the Atlantic Ocean to the Pacific Ocean along the Russian Arctic coast and reduces voyage distance by 40 % between Northern Europe and Japan. Traditionally, comparisons of the climate impact of transport solutions have been based on fuel consumption and carbon dioxide (CO2), while other trace emissions in the exhaust gas have been ignored. It is becoming increasingly well-known however, that aerosols, and their precursors emitted from shipping are strong climate forcers, with a magnitude that is intimately connected to the specific region of emission. Taking into account these considerations, we apply region-specific Global Warming Potential (GWP) characterization factors to estimate the relative magnitude of the short-lived climate forcers in the Arctic compared to traditional shipping regions and to the impact of CO2 emissions in light of reduced overall fuel consumption. The results indicate that there are no general climate benefits of utilizing the Northern Sea Route, even with cleaner fuels, since the additional impact of emissions in the Arctic more than offsets the effect of shorter voyages. In terms of climate change mitigation, managing this trade-off will be challenging, as the Northern Sea Route offers cost savings per ton of freight transported. Corresponding author: Haakon@marintek.sintef.no 2

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Emission and Fuel Reduction for Offshore Support Vessels through Hybrid Technology

Cited by 10 publications

References 0 publications

Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

Assessment of cost as a function of abatement options in maritime emission control areas

Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

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