Maritime Technology in the Cusp of Transformation

Global merchant fleet consisting of around 80,000 vessels moves 11 billion tonnes of goods between 150 countries constituting 80% of world trade. For transportation of this volume of world trade Maritime shipping running almost entirely on fossil fuel was responsible for around 830 million tonnes of CO2 emissions worldwide in 2020 (880 Mt CO2 in 2019), which is around 2.5% of total energy sector emissions.

The shipping industry is undergoing unprecedented technological changes to contribute its fair share in global effort towards reduction of greenhouse gas emission for achieving the climate change goals of UNFCCC Paris Agreement using all possible means viz. enhancing energy efficiency through technical and operational measures and replacing fossil fuel with low and zero-emission fuels.

International Maritime Organization (IMO) has mandated three different types of regulations — design measures (Energy Efficiency Design Index), technical measures (Energy Efficiency Existing Ship Index) and operational measures (Carbon Intensity Indicator).

Ship designers / builders are responsible for ensuring compliance with design measures (EEDI). Ship owners / Technical managers are responsible for ensuring compliance with technical measures (EEXI) and Operators of ships are responsible for compliance with operational measures (CII).

Because of all above it makes sound business sense to enhance energy efficiency of ships.

Technologies which are available to significantly improve energy efficiency in the short, medium and long term include:

• Hulls with less resistance and improved steering configurations;
• Hull air lubrication systems;
• More hydro-dynamically-efficient aft-ship, propeller and rudder arrangements;
• Reduced air drag through improved aerodynamic efficiency of hull and superstructure;
• Lower energy consumption in main and auxiliary engines;
• Waste heat recovery and ship’s thermal energy integration;
• Miscellaneous technologies to reduce minor energy consumers including pipe insulation, LED lighting and air conditioning;
• Marine fuel cells (longer term);
• Use of wind power as supplement to propulsion engines power; and
• Use of light construction materials (longer term)

Key technical and operational means within ship operators’ scope to reduce the fuel consumption and CO2 emissions would include application of superior low friction antifouling coating, speed reduction, enhanced weather routing, optimized trim and ballasting, hull and propeller cleaning, better main and auxiliary engine maintenance and tuning, voyage optimization, efficient operation of larger electrical consumers, efficient deployment of new technology, and performance monitoring.

Collection and analysis of various ship operational data is therefore becoming crucial to identify means for enhancing energy efficiency of not only individual ships but shipping operation as a whole including interface with ports and shore-based logistics infrastructure. Artificial intelligence is making an inroad in operation of individual ships.

Introduction of low and zero-carbon fuels like biofuels and its blends, Methanol, Ammonia, Hydrogen etc. brings their respective operational challenges and safety implications to various degrees which are very different from those of fossil fuels. Internal combustion engines for some of these fuels are already in use and for rest under various stages of developments. Production, transportation and bunkering technologies are in various stages of technological and commercial readiness.

Key aspects that are to be taken into account while making a choice of a low / zero carbon fuel are (a) Feedstocks and energy sources, (b) Production technologies, (c) Onshore requirements, (d) Onboard requirements, (d) Regulations, standards and guidance, (e) Environmental impact, (f) Cost overview and (g) Barriers and risks.

Fuel Cells and hybrid propulsion machinery for vessels in near coastal trades are also in various stages of technological and commercial readiness levels.

The reality is that shipowners and other concerned stakeholders have limited mechanism at their disposal at present in determining the speed of shipping’s decarbonisation trajectory. Therefore, getting the commercial strategy right may be a case of choosing between the least possible unfavourable options when it comes to alternative fuels.

Most studies are showing that shipping being a hard to abate sector fossil fuel will continue to be in use for certain percentage of global fleet around mid-century and beyond. Carbon capture for re-use or sequestration has been demonstrated on land-based applications and the transfer of those technologies onboard for maritime applications is being viewed as a viable way to remove CO2 emissions from the exhaust of fossil fuel burning equipment, and thus a means to reduce vessel-specific CO2 emissions. Tests and trials for the technology are under way globally with one known application on commercial vessels.

National Maritime Day is the most appropriate occasion for reviewing the status of all these changes taking place in global / national shipping industry and to find ways by which our nation can contribute to this transformation and derive benefit for its economy and society.

There is immense opportunity for India to develop some of the required technologies for not only domestic applications but also global market as well. Maritime India Vision 2030 of Ministry of Ports, Shipping and Waterways, Government of India has rightly identified creation of common platform for ancillaries (marine equipment) to develop and showcase the products available for Indian shipbuilding and global market. This objective needs to be pursued. Embracing new technologies and innovation will help in India’s quest to turn itself to Manufacturing economy.

Most leading economies are heavily investing in Research and Developments for all above mentioned technologies in their respective countries.

Governments are helping companies and research institutes transform R&D concepts to commercial products by Co-funding for example up to 50% of total direct R&D project costs (e.g.: equipment, material, professional services, intellectual property, ancillary cost, manpower costs to engage external research) since successful outcomes creates jobs and derive economic benefits for their respective societies.

There is a dire need for Government to invest in such R&D effort for national benefit.

Marex Media

Box

The Author

Mr IN Bose (photo and details please take from Look Seawards)