The IMO decision of April 2018, calling the shipping industry to decarbonise and at least halve its greenhouse gas emissions[ds_preview] by 2050 marked a paradigm shift. Until 2023, the IMO will work out the legislative steps to pave the way for the industry to achieve its goal and enable it to invest in new, low- or zero-carbon power and propulsion systems. »If these challenges are met, we will most probably be able to reduce greenhouse gas emissions by more than 50% by 2050. If new technologies can be developed and brought onto the market in time, there is a good chance that market mechanisms will enable the fulfilment of the IMO targets. In any case, failure is not an option,« CIMAC says.
The engine makers see no »silver bullet« to meet the challenge of the IMO targets. There are some promising technical solutions, such as battery driven ships or fuel cells, but as of today, these are unable to cover the propulsion of – for instance – sea-going container vessels. Technologies such as LNG are seen as necessary and helpful, but should only be considered as bridging technologies, if fossil-fuel based. Hydrogen and carbon-neutral (bio or synthetic) fuels could be considered a solution but are currently far from being competitive. Other ideas may include innovative ship design (more efficient hulls, system integration and optimization) as well as broader digitalization (including optimization of port calls and the supply chain). CIMAC calls for a technology neutral legal framework on a global level.
To support the development of technical solutions in the medium and long-term, an efficient cross sector R&D framework must be defined. There is also a need for other short-term measures that need to focus on efficiency improvements and take account of existing and close to market-ready solutions, such as LNG retrofits or system optimization.
Quick fixes such as mandatory speed reductions do not incentivize technical progress, CIMAC says. They must be part of a larger toolbox, focused on the least efficient ships, and be part of a range of solutions. Power limitation may be a much more efficient way to address this issue. De-rating the engine offers the possibility of lowering the vessel’s maximum speed and thereby optimizing the actual load point with the design load point. Such a measure, based on a power limitation on the vessel, would inherently provide a speed advantage for the best performer / best design. The necessary developments require co-operation between all stakeholders, namely ship owners, shipbuilders, engine manufacturers, equipment manufacturers, system integrators and the classification societies.
