In April 2018 IMO adopted the historical strategy for CO2 and GHG from shipping. The strategy includes concrete reduction targets for the sector and requires shipping to reduce CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008. It was also agreed to peak GHG emissions from international shipping as soon as possible and to reduce the total annual GHG emissions by at least 50% by 2050 compared to 2008.
The work on concrete regulatory measures begins when IMO reconvenes in October 2018. The future reduction requirements will no doubt require significant changes that will influence the operation of all vessels and the big question is - how do we get there?
This meeting will give answers on what the first steps could be, and it will also highlight where the largest challenges are and bring up suggestions for solutions.
In April 2018 IMO adopted the historical strategy for CO2 and GHG from shipping. The strategy includes concrete reduction targets for the sector and requires shipping to reduce CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008. It was also agreed to peak GHG emissions from international shipping as soon as possible and to reduce the total annual GHG emissions by at least 50% by 2050 compared to 2008.
The work on concrete regulatory measures begins when IMO reconvenes in October 2018.
The future reduction requirements will no doubt require significant changes that will influence the operation of all vessels and the big question is - how do we get there?
This meeting will give answers on what the first steps could be, and it will also highlight where the largest challenges are and bring up suggestions for solutions.
Program
16:30 – 16:45 Introduction to the IMO strategy, the key deadlines and measures discussed by IMO by Charlotte Ahrendt Steen, Deputy Director General, Danish Maritime Authority
The IMO 2050 strategy and the initiatives in relation thereto.
16:45 - 17:20 The true CO2 saving potential of speed reduction of ships by Hans Otto Kristensen, HOK Marineconsult ApS
For a long time speed reduction has been one of the measures as it in principle is a simple way to reduce the energy demand per nautical mile, of which reason it has been classified as one of the “low hanging fruits” for saving of energy consumption of ships. At first sight it seems simple, but not as simple as some stakeholders assume.
When the speed is reduced, the cargo carried per time unit is reduced and this has to be taken into account, as more ships are needed to carry out the constant transport work at reduced speed. Another factor which is often forgotten in the debate is the fact, that when the speed is reduced the resistance due to wind and waves becomes relative larger, as percentage of the total resistance. Therefore relative more power is needed to compensate for this relatively larger sea margin.
Furthermore the auxiliary power will nearly be constant and will therefore also become relatively larger at low speed. These three factors, i.e. correction for extra tonnage and the larger sea margin at lower speed and nearly constant auxiliary power, have to be taken into account in the total energy calculations for ships operating at reduced speed and this issue will be presented by the speaker using the so-called SHIP-DESMO model developed together with DTU.
17:20 - 17:50 CO2 Reductions driven by Optimized Hull Form Design by Lars Nedergaard Højris, Senior Naval Architect, Head of Hull Form & Hydrodynamics, OSK
This presentation gives a brief description of the tools and capabilities of OSK-ShipTech with regard to reductions in CO2 driven by minimization of resistance in a given hull form. The major computational tool today is CFD, with increasing validity of results year after year. Based on case stories, we will describe the use of CFD Software StarCCM+ in combination with CAD software Rhino3D/Grasshopper and CAESES as the major tools for different kind of optimizations and finally give an estimate of the achievable reductions in resistance and thereby possible reductions in CO2.
17:50 - 18:20 Refreshments
18:20 – 18:50 How can the engine builders contribute? by Niels B. Clausen, MAN Energy Solutions
Improvements of energy efficiency have been sought after for long in order to strike the balance of competitive economic and ecological shipping. Lately, new technology offerings have paved the way for quite substantial reductions of fuel consumption and CO2 emission, but there is still some way to go to meet the future IMO CO2 and GHG targets. However, many technologies are already available on the palette, and more are on their way. Key to achieve the goal is the utilization of the latest and future engine and system technologies while considering their optimal integration with the ship.
18:50 - 19:10 New fuel types – Possibilities and advantages in using hydrogen as a fuel by Rasmus Gyldenøhr, Technology Solutions Manager, Ballard Power Systems Europe A/S
Hydrogen has the potential to become a truly zero emission fuel for heavy duty transport and maritime applications, where fuel cell produce electricity for power needs on-board. This presentation will focus on the possibilities for hydrogen power solutions for marine transport and the challenges for implementation.
19.10 - 19.30 Going zero emission on new builds by 2024 by Brian Boserup, Blue Technology
A new and more simplified ship type allows us to go zero emission and no ballast, when transporting lightweight commodities
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