Nature
449, 272-273
September 20, 2007
http://www.nature.com/nature/journal/v449/n7160/full/449272a.html
The shipping forecast
Although cargo vessels are currently spared emissions restrictions, the industry is planning ahead. Kurt Kleiner looks at the ideas being floated to improve energy efficiency on the high seas.
By Kurt Kleiner
When the ship MV Beluga SkySails weighs anchor later this year it will do something unusual for a modern cargo ship: it will hoist a sail. The 140-metre vessel is being equipped with a kite-like sail that will fly from its bow, offering it extra propulsion and potentially cutting the amount of fuel needed for its voyage by up to 35%.
The sail is just one example of the ways in which the shipping industry is trying to tackle the question of energy efficiency. Partly motivated by rising costs of fuel oil, ship designers and operators are also hoping to pre-empt the inevitable clampdown on the greenhouse gases their vessels emit.
When it comes to transporting freight around the world, ships move by far the greatest amount - about four times more than lorries, six times more than rail and 400 times the weight carried by planes each year. But shipping has so far been
exempt from emissions restrictions. It is, in fact, comparatively efficient, as it uses 25-50% as much fuel as lorries to move a tonne of cargo a given distance.
James Corbett, an engineer at the University of Delaware in Newark who studies transportation and pollution, estimates that cargo ships emit some 2.7% of the global total of greenhouse gases. This equates to 800 million tonnes of emissions
per year - a figure that could double by 2030 as global trade increases, Corbett warns.
The International Maritime Organization (IMO), which regulates the shipping industry, is compiling a survey of greenhouse-gas emissions from cargo vessels, as the first step in deciding whether to impose limits. The results are expected early in 2008.
Meanwhile, the European Commission is considering
whether to include shipping in a future
cap-and-trade system for greenhouse-gas
emissions. Shipping and aviation are not included
in the European carbon market, and both
industries face similar challenges: their
emissions are likely to be regulated in the
future, and they want to be seen doing something
about the problem now (see Nature 448, 120-121;
2007).
"There is pressure on all industries not only
from regulators, but also from the general
public, to reduce emissions of greenhouse gases,"
says Alfons Guinier, secretary-general of the
European Community Shipowners' Associations,
which is based in Brussels.
One of the easiest ways to make shipping more
efficient would be to slow the ships down. Fuel
consumption increases rapidly with speed:
doubling a ship's speed means using eight times
as much fuel. With the amount of freight to be
shipped on the rise, and shippers demanding quick
transit times, ship owners are under pressure to
accelerate their vessels.
So engineers and designers are looking for ways
to squeeze more efficiency out of traditional
ship designs. "Until two years ago very few in
the shipping industry were interested in this,"
says Per Brinchmann, a naval architect with
Wallenius Wilhelmsen Logistics in Lysaker,
Norway. "Now everybody is talking about it."
The IMO has set out a number of options for
improving energy efficiency. These range from
engine optimization to better hull and propeller
designs. Improving hull design, for example,
could increase energy efficiency by an average of
15%, the IMO says.
Some designers are proposing more radical
solutions: the sail being tested on the Beluga
SkySails, for instance. These sails have been
dreamt up by SkySails, a small firm based in
Hamburg, Germany, and set up in 2001 by an
economic engineer and a naval architect. Attached
to the hull with carbon-fibre rope, the kite-like
sails have an area of up to 5,000 square metres
and can be steered to provide pull even when the
ship is travelling at a steep angle into the
wind. They act like parafoils - wing-like
structures that fill with air and generate lift.
SkySails says the kite can provide propulsion
equivalent to a 5,000-kilowatt (6700 horsepower)
engine, saving 10-30% in fuel costs. Such
savings, the company says, would recoup the cost
of the kites - between euro dollar 500,000
(US$700,000) and euro dollar 2 million - in three
to five years.
Bremen-based Beluga Shipping, which owns the
Beluga SkySails, plans to test the system over
the next year. "We'll collect data and
experiment," says Verena Frank, a spokeswoman for
the company. "Most probably we will equip another
ship."
Turning the tide
A company in the Netherlands, meanwhile, is
planning to harness the power of air in a
different way - by pumping it under the ship's
hull to reduce friction with the water.
Jørn Winkler, founder of the Rotterdam company DK
Group, has developed a design that uses some of
the ship's power to pump air into cavities built
into the bottom of the vessel. This means that a
good portion of the hull floats on a cushion of
air, rather than coming into contact with water.
"On a standard tanker, we have 8,000 square
metres of wetted surface that we can actually
remove from the equation," says Winkler. "That's
a standard football field."
The DK Group is rebuilding a 2,500-tonne vessel
to demonstrate the system. Preliminary tests
suggest that it will reduce fuel use by 15%,
while consuming only about 1% of the ship's
power. The system would cost roughly 2-3% of the
total cost of the vessel, Winkler says.
Another possible way to reduce greenhouse-gas
emissions would be to switch to alternative fuels
such as natural gas, which emits much less carbon
dioxide than the fuel oil burned by most cargo
ships.
Per Magne Einang, a research director at the
Norwegian Marine Technology Research Institute in
Trondheim, is studying whether
natural-gas-burning combustion engines could
efficiently power short-haul ships. Natural gas
would be an affordable fuel, he says, especially
as regulations against emissions of sulphur and
nitrogen oxides become stiffer. Unfortunately,
natural gas is only a little better than fuel oil
when it comes to greenhouse-gas emissions -
although it emits much less CO2, not all of the
methane gets burned and this, when emitted, is a
much more potent greenhouse gas than CO2.
A way around this might be to put the natural gas
in fuel cells, says Tomas Tronstad, a project
manager at DNV Research and Innovation in Oslo.
DNV is fitting a 100-metre supply ship with a
fuel cell made by the Munich company CFC
Solutions that can run directly on natural gas.
Tronstad says that this will result in 50% fewer
greenhouse-gas emissions than a diesel engine.
The fuel cell will be an auxiliary engine,
complementing a conventional natural-gas
combustion engine that drives an electric motor.
But Tronstad says that eventually, similar fuel
cells might be able to power a ship's engine
completely.
Brinchmann says that such green innovations
probably aren't affordable at the moment. But if
fuel prices continue to rise as expected, he
thinks the new designs may start looking much
more attractive.
And with the possibility of emissions
restrictions on the horizon, even more explosions
in innovation may be coming, says Brinchmann:
"We're still waiting for the big bang in this."
--
"Many people, however, are concluding on the
basis of mounting and reasonably objective
evidence that the length of life of the biosphere
as an inhabitable region for organisms is to be
measure in decades rather than in hundreds of
millions of years."
G. Evelyn Hutchinson. "The Biosphere." Scientific American, Sept., 1970
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