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1、ENERGY-EFFICIENCY MEASURES AND TECHNOLOGIESKey solutions and strategies for Maritimes decarbonization journeyFOREWORDThe decarbonization of shipping stands as one of the greatest challenges of our time.As a truly global industry,we face a monumental task that many deem insurmountable.Achieving net-z

2、ero emissions requires comprehensive transformation,encompassing access to supply of carbon-neutral fuel,a wide array of techno logical advancements,regulatory changes,and innovative practices.Like a complex jigsaw puzzle,thousands of pieces are scattered before us,and we are just beginning to find

3、the edges and create the framework.Ultimately,full decarbonization is expected around 2050 and this will not be achieved without the large-scale transition to carbon-neutral fuels.This is a colossal challenge which has,so far,been met by supply and demand issues.The additional capital and operationa

4、l costs pose a practical challenge to owners adopting these new fuels.Therefore,the industry needs to find the way to pass the cost along the value chain towards the end user.Supply of carbon-neutral fuels is increasing but remains very limited.Increasing this to the levels that are needed requires

5、a wide range of collaborative initiatives between the maritime industry and key actors like fuel suppliers,financial institutions,and governments.The technical transition is also underway,but over 90%of the global fleet is still running on conventional fuels,and ship-owners require more incentive an

6、d certainty to make these investments.To facilitate and expedite the fuel transition,all pos sible measures must be explored.In addition to the short-term emissions reductions that energy efficiency can deliver by lowering fuel consumption,energy efficiency also has a vital role to play in accelerat

7、ing the adoption of carbon-neutral fuels.In the latest version of DNVs Maritime Forecast to 2050 report,it was estimated that energy efficiency can deliver fuel savings and emissions reductions of up to 16%.This is a significant number,equivalent to decarbonizing 55,000 of the smallest or 2,500 of t

8、he largest ships in the global fleet.If reached,it can contribute the bulk of emissions reductions necessary to reach the first of the IMOs decar-bonization goals,namely a 20%reduction by 2030,easing the urgency of making the transition to alternative fuels,and providing vital time for these markets

9、 to develop.Energy efficiency also makes sound business sense for shipowners.Future fuels will undoubtedly be more expensive than todays conventional versions,so reduced consumption will have a significant effect on the balance sheet.Additionally,regulations like EU ETS and FuelEU Maritime are now a

10、lso placing a premium on conventional fuels,with similar legislation likely to be adopted by the IMO on a global scale in the near future.This means that every percentage of fuel saved conven-tional or alternative now translates to significant savings for shipowners,underlining the necessity to incl

11、ude energy efficiency in any future business strategy.As a starting point,we at DNV recognize that the effect of each energy-efficiency measure varies depending upon a range of factors such as vessel type,size,age,location,and route.Every shipowner should think carefully about what the best solution

12、s are for their fleet and,just as importantly,how this will work best on their balance sheet.As shown in the report,the uptake of these measures is still low.Our research shows that a major factor behind this is the lack of trust in the efficacy of many energy-efficiency measures and whether they ac

13、tually present a strong business case to shipowners.Much work has already been done but it is important that more data is collected and more verification processes carried out so that the true value of each energy-efficiency measure is demonstrated and shipowners can make crucial investment decision

14、s with confidence.We are still putting the pieces together on the maritime decarbonization puzzle.There are many choices available but there is no option to delay.Other industries are following a similar path,and shipping needs to act fast so that it doesnt get left behind.Maritime decarbonization i

15、s the great challenge of our time and a vast ocean lies before us full of risk and uncertainty.The task is difficult,but shipping has always attracted pioneers and adventurers willing to combine bravery of spirit with ingenuity and innovation.Lets embrace the challenge and take the next steps boldly

16、.Maritime decarbonization is a complex puzzle but energy efficiency can help to build the right framework for successKnut rbeck-NilssenCEO MaritimeDNV2DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLE

17、ET PLANNINGENERGY EFFICIENCY IN PRACTICE Foreword Contents1.Introduction2.Why is energy efficiency important?3.Energy efficiency in practice 3.1 Introduction 3.2 Uptake of technologies 3.3 Combining measures4.Drivers and barriers 4.1 Data and verifying the effect of technology 4.2 Fuel and GHG emiss

18、ions cost impact on energy-efficiency uptake 4.3 FuelEU pooling and biofuel example case 4.4 Decarbonization in a cyber-secure way 5.Fleet planningCONTENTS6.Energy-efficiency measures 6.1 Auxiliary systems optimization 6.2 Energy-efficient lighting system 6.3 Optimization of cargo handling systems 6

19、.4 Solar panels 6.5 Wind-assisted propulsion systems 6.6 Air lubrication system 6.7 Bulbous bow retrofit 6.8 High performance coatings 6.9 High-efficiency rudder 6.10 Hull and propeller cleaning 6.11 Hull form optimization 6.12 Hull form optimization for real sea states 6.13 ESDs AFT of the propelle

20、r 6.14 ESDs FWD of the propeller 6.15 Propeller measures 6.16 Windshields(and aerodynamic optimization)6.17 Batteries 6.18 Electronic auto-tuning 6.19 Engine de-rating 6.20 Engine performance testing and tuning 6.21 Exhaust-gas boilers on auxiliary engines 6.22 Improved auxiliary engines load 6.23 O

21、ptimized turbocharger for lower engine loads 6.24 Shaft generator(PTO/PTI)6.25 Shore power 6.26 Steam plant operation improvement 6.27 Variable engine speed 6.28 Variable frequency drives 6.29 Waste heat recovery 6.30 Autopilot adjustment and usage 6.31 Deadweight/maximum draught increase 6.32 Optim

22、ization of bow thruster openings 6.33 Trim optimization 6.34 Port optimization 6.35 Speed optimization 6.36 Weather routing 6.37 DP Power system upgrades 7.Other solutions 7.1 Low-carbon and carbon-neutral fuels 7.2 Biofuels 7.3 Onboard carbon capture 7.4 Fuel cells 7.5 NuclearProject teamNomenclatu

23、re23469101516192023242628313233343536384041434446474849505152545556575859606264656667697071727374767778798285878990913DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN P

24、RACTICEINTRODUCTION14DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEWith growing international pressure to reduce emissions and slow down the effects of globa

25、l warming and climate change,the maritime industry is stepping up its decarbon-ization efforts.Targets have become more ambitious and regulations more stringent,and it is now clear to stake-holders across shippings value chain that action needs to be taken today to reduce emissions.As detailed in th

26、is years Maritime Forecast,carbon-neutral fuels are currently in short supply,with considerable effort to overcome the challenge being made by various stakeholders.The maritime industry,therefore,needs to explore all available technological and operational options which can deliver emission reductio

27、ns,starting with energy efficiency.These technologies and the improvement of energy efficiency on board can help reduce emissions in the short term while acting as a great enabler for faster adoption of low-carbon fuels in the long term.This report provides a comprehensive overview of all energy-eff

28、iciency measures available today.Each measure and technology is explored and presented in detail(Section 3.1),covering main cost figures and suitability for specific ship types.The report also covers the challenges of combining the various technologies(Section 3.2).INTRODUCTIONCentral to our underst

29、anding of energy-efficiency measures is an estimation of their fuel saving effect,and the report details how we can accurately verify this using proper data acquisition and analytics(Section 4.1),while also investigating how the cost of fuels and emissions may impact the techno-eco nomic analysis re

30、sults(Section 4.2).Digitalization is a key component of energy efficiency and the report provides guidance on how this can be done in a cyber-secure way(Section 4.3).Finally,with a range of singular solutions on the table,each shipowner needs to devise an energy-efficiency plan which suits them and

31、their fleet best.This report shows(Chapter 5)that a strategic plan is needed on how to implement changes and improvements over time,but also across the owners fleet.Jason StefanatosGlobal Decarbonization DirectorDNV5DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONF

32、OREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEWHY IS ENERGY EFFICIENCY IMPORTANT?26DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNI

33、NGENERGY EFFICIENCY IN PRACTICEDecarbonization requirements and driversAlthough shippings quest for decarbonization is expected to be long and difficult,goals have been set,and the journey has begun.At MEPC 80 in June 2023,the Interna-tional Maritime Organization(IMO)agreed on a set of ambi-tious ta

34、rgets,including full decarbonization around 2050.Delegates also agreed to stepped targets along the way:a 20%reduction in emissions by 2030,and a 70%reduc-tionby 2040,compared in each case with emissions in 2008.In the EU,apart from the targets,the impact of non-com-pliance has also been defined.In

35、2024,the EUs Emissions Trading Scheme(ETS)was extended to shipping,putting a price on carbon emissions.In 2025,this has been followed by the EUs FuelEU Maritime regulation,which will set well-to-wake greenhouse gas(GHG)emission intensity require-ments on energy used on board vessels over 5,000 GT tr

36、ading in the EU,with financial penalties for non-compliance.Coupled with pressure from cargo owners,and society at large,shipowners are now faced with the task of delivering real emissions reductions today.The clock is ticking and all decarbonization options need to be explored.New fuelsCarbon-neutr

37、al fuels are an obvious place to start.A range of alternatives to traditional fuel oils are being explored and developed,with biofuels and LNG as transitional options,and green versions of LNG,methanol,ammonia and hydrogen seen as the most likely long-term solutions for ocean-going vessels.DNV has b

38、een driving the uptake of new fuels through crucial research and early-mover projects(JIP/JDP)ensuring that we work towards the safe and efficient adoption of those fuels.However,getting the global fleet to transition to these new fuels will be a long and arduous task,stacked with uncertainties,that

39、 may take decades instead of years.Adequate infrastructure and supply are still low for most fuels and the demand is high from several competing industries,while the global fleet needs to be rebuilt in order to be powered by them.According to our Maritime Forecast,the global fleet will need 25%to 30

40、%of the global green fuel supply by 2030.Beyond 2030,availability will increase and most probably will suffice.Shipowners investing in new vessels are still unsure which fuel to bet on and run the risk of creating stranded assets if an ecosystem for their chosen fuel fails to develop.Even if they ma

41、ke the right choice,it is certain that the cost of 1009080706050403020100202520262027202820292030203197%3%Estimated demand from shipping in 2030Energy-efficiency measures are needed to minimize demand for carbon-neutral fuels.Estimated supply of carbon-neutral fuels to all sectorsUnits:Million tonne

42、s of oil equivalent(Mtoe)HighLowShippings share of global energy use,280 MtoeOther industriesalternative fuels will be considerably higher than traditional options,affecting the competitiveness of many operating vessels by the mid-2030s.For existing vessels,the cost to retrofit new fuel technologies

43、 is quite high and does not make commercial sense for the majority.How can energy efficiency help today and in the future?In this reality,reducing fuel consumption through energy efficiency is critical.In the short term,this will lead to a direct reduction in CO2 emissions,helping shipowners to comp

44、ly with regulations while also providing welcome cost savings.Cross-sector supply of carbon-neutral fuels vs.total shipping demand2024CO2 intensity203020402050Energy efficiency and new technologyOperational measuresBiofuelsLow-and zero-carbon fuelsIn the longer term,this will also help to drive the

45、large-scale emergence of carbon-neutral fuels.Future fuels will be more expensive than conven-tional versions,so combining these with energy-efficiency measures will significantly reduce costs,thus improving the business case for shipowners adopting these fuels,and encouraging greater uptake.A range

46、 of innovative,practical,and effective tech-nologies are available today which can increase the energy efficiency of vessels,decrease net energy 7DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PL

47、ANNINGENERGY EFFICIENCY IN PRACTICE16%energy-efficiency improvementof global fleet 55,000smallest ships(400 GT)2,500largest shipsMGO+EETODAYFUTURE600 tUSD 300,000MGO480 tUSD 240,0001,220 tUSD 1.5 millionMethanolMethanol+EE980 tUSD 1.2 millionFuelEU and ETS cost decreaseSavings:USD 300,000Savings:USD

48、 60,000input and fuel demand,and drive significant reductions in emissions.At the same time,they may potentially reduce the emission costs(CO2 tax).Current literature on energy-efficiency potential sug-gests that up to 16%of emissions from shipping could be reduced through reducing onboard energy lo

49、sses by technical energy-efficiency measures,saving 40 Mt of fuel and 120 MtCO2 emissions.This would be equivalent to operating the 55,000 smallest vessels(above 400 GT)or the 2,500 largest vessels with carbon-neutral fuel.Some of these mainly operational measures and behav-ioural changes can be imp

50、lemented at virtually no cost.These are particularly good solutions for ageing vessels where implementation of technological changes is dif-ficult and not cost effective.Many shipowners are already implementing these today to some extent but find it difficult to achieve their full potential or are u

51、naware that more can be done.Combining operational measures with technical solutions can take vessels and fleets to the next level of energy efficiency,even if this does require significantly more investment.A number of options are on the table,ranging from propulsion and hydrodynamic efficiency enh

52、ance-ments to alternative energy solutions,such as wind-assisted propulsion systems.The impact that each measure may have,depends on various parameters including vessel type,size,age,trade route,and operational specifications will depend on the nature of each vessel.It is up to shipowners to assess

53、all options carefully and implement those which represent the strongest business case.Finding the optimal combination of measures and technol-ogies is challenging,but when done effectively,it can enable shipowners not only to meet short-and mid-term regulatory requirements but also to gain a competi

54、tive edge for prof-itable operations well into the 2030s and 2040s.The decarbonization of shipping is a complex puzzle with many different solutions.Energy efficiency is a vital part of this and will be crucial in helping the maritime industry reach its ambitious goals over the next three decades.Th

55、e importance of energy efficiency in the long termA Capesize bulk carrier sailing from Brazil to Rotterdam currently burns 600 tons of marine gas oil(MGO)per voyage,costing USD 300,000.A 20%reduction through energy-efficiency(EE)measures would save USD 60,000 per trip.With rising fuel prices,these s

56、avings could grow significantly.For green methanol,the same efficiency gain could cut costs by up to USD 300,000 per voyage,plus additional savings from reduced emissions costs.This strengthens the business case for EE while also improving the economics of low-carbon fuels by lowering operational ex

57、penses.The 2024 edition of DNVs Maritime Forecast to 2050 estimates that energy efficiency can deliver fuel savings and emissions reductions of up to 16%.This is equivalent to the emissions of the 2,500 largest vessels or the 55,000 smallest ones.Reduces global fleet demand for carbon-neutral fuelsA

58、lleviates impact of future fuel cost8DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEENERGY EFFICIENCY IN PRACTICE39DNV Energy EfficiencyCONTENTSENERGY-EFFICIE

59、NCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEDNV knowledge of energy-efficiency measuresDNVs insights and expertise in the field of energy efficiency are based on a comprehensive knowledge repository

60、 consisting of more than 50 relevant energy-efficiency(EE)and assistant-powering measures for various vessel types.This repository gathers knowledge based on projects performed over the past two decades.More specifically,the capital expenditure,operational expenditure,and efficiency gain figures are

61、 based on past projects and industry data.Actual numbers depend on vessel specifications and technology and might change as technologies and financial condi-tions evolve.Efficiency gains vary by vessel type,size,conditions and should be verified on real operations.DNV has developed several recommend

62、ed practices(RP)(see Section 3.1)that focus on the verification of the efficiency gains and fuel savings of various technologies.Additionally,industry stakeholders with verified emissions reduction or fuel savings may contact the DNV decarbonization Point of Contact for providing such industry data

63、to DNV.The gains/savings should be verified by a third party and DNV will assess the actual impact.Among other methodologies,DNV applies a systems-engineering approach,estimating reduction in energy(or fuel)usage by the energy conversion systems,i.e.main engine,auxiliary engine,and boiler.3.1 Introd

64、uctionIncreasing the energy efficiency of vessels can be achieved by attacking energy losses doing the same amount of useful work but using less energy.Traditionally,reducing fuel cost has been the main motivating factor for the adoption of energy-efficiency measures by shipowners.Today,the reductio

65、n of GHG emissions to achieve regu-latory compliance is an important additional factor(e.g.Energy Efficiency Design Index(EEDI),Carbon Intensity Indicator(CII),EU Emissions Trading System(EU ETS),FuelEU Maritime(FuelEU).Several energy-efficiency measures are widely implemented in the fleet,in partic

66、ular measures with low investment cost and short payback time.Uptake varies significantly depending on vessel type,com-mercial contract type,and vessel age.There are substantial energy losses on a vessel.Typically,about half the fuel energy is converted into shaft power,and the rest is lost in the e

67、ngine exhaust as heat.After accounting for losses in the propeller and transmission,only about a third of the fuel energy produces propulsion thrust to overcome the resistance to move the hull through the water(see figure below).There is significant potential for improving the energy efficiency of v

68、essels.For example,prime-mover efficiency can be enhanced by recovering waste heat from the engine exhaust and cooling water.Propeller efficiency can be improved by installing propulsion-improving devices,reducing propeller losses.Hull efficiency can be increased by using hull cleaning technologies,

69、reducing hull fouling.Beyond energy efficiency,energy use can also be reduced by harvesting energy from the surroundings,mainly sails and potentially solar panels to a much smaller degree.Energy-efficiency measures may be categorized as follows:Operational:measures that relate to the way in which th

70、e vessel is maintained and operated and the cargo is handled.Propulsion and hull:measures that improve the hydrody-namical performance of the vessel.Machinery:measures that relate to the machinery on board the vessel,including main engines,auxiliary engines,and related systems.Energy consumers:impro

71、vement in energy efficiency of onboard consumers such as lighting equipment and cargo handling systems.Energy harvesting:measures that capture energy from the surroundings,converting it to propulsion power or electricity(e.g.sails and solar panels).Shipowners should prioritize measures based on cost

72、 efficiency and other aspects such as technical maturity,complexity,safety and reliability,lack of experience,and crew training needs.Survey results indicate that operational measures have lower barriers than technical measures.It is critical for shipping companies to have an energy management strat

73、egy and system(e.g.ISO 50001)well-an-chored in the organization to manage,contain,and reduce energy use on a vessel in a systematic way.This will include setting energy saving targets and developing specific key performance indicators(KPIs)for assessing vessel perfor-mance.Vessel performance should

74、be continuously moni-tored and benchmarked per KPI.Engine wear Waste heat Transmission and propeller losses Propeller fouling Wind Waves Friction Hull fouling Trim and draughtPrime mover efficiencyEnergy lossesEnergy saving opportunitiesPropeller efficiencyHull efficiencyPOWERTHRUSTSPEEDWIND POWER15

75、%50%35%Machinery efficiency improvements Waste-heat recovery Engine de-rating Propulsion improving devices before or after propeller Propeller retrofitting Propeller polishing/coating Speed reduction Hull coating Hull-form optimization Air lubrication Hull cleaning technologiesFUELDNV 202410DNV Ener

76、gy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEDigital-enabled optimization can unlock energy-saving potential The ongoing digital transition in shipping has introduc

77、ed digital tools and infrastructures to help owners reduce energy use and GHG emissions cost-efficiently by opti-mizing vessel operations.Such tools can achieve significant fuel savings through monitoring and optimization,better routing and planning,diagnostic and corrective actions,and simulator-ba

78、sed crew training.Factors that influence fuel consumption during vessel oper-ations include the condition of the machinery,efficiency,and well as hull and propeller fouling.Fuel consumption is also influenced by dynamic factors such as weather conditions,speed,route,and ocean currents.Data from the

79、vessel and its systems,combined with high-resolution weather data,can for example be utilized for voyage opti-mization,improved weather routing,optimization of pro-pulsion power,and proactive hull and propeller cleaning.Parameters that may impact the benefit of an EE measureAlthough all EE measures

80、provide scope to improve EE and hence reduce fuel consumption and emis-sions,not every solution works in every case.There are some dominating parameters that affect the efficacy of each measure on specific vessels.Transparency and regular benchmarking of vessel perfor-mance data can be a motivating

81、factor amongst seafarers to reduce fuel consumption and GHG emissions.Recent studies indicate that energy awareness and incentives for the crew can unlock up to 10%of energy savings,due to more proactive implementation of operational measures.DNV Recommended Practice DNV-RP-0675 Technical vessel per

82、formance is one proposed tool for how to measure,evaluate and verify the technical vessel performance for hull and propeller,including quantifying its uncertainties.Drivers and barriers for future uptake of EE measuresToday,there is an untapped potential for reducing energy use for many vessels.Ques

83、tionnaires sent to shipping companies suggest that there are significant barriers related to finance and tech-nical operation,managerial practices,and legal constraints.For each energy-efficiency technology,specific challenges will need to be identified and considered.Another key barrier for the acc

84、elerated uptake of energy-efficiency devices(EEDs)is inability to accurately quantify the isolated savings at full-scale and in different operational and environmental conditions.Data and verifying the effect of technology can be used towards this direction,as further elaborated in Section 3.1.For e

85、xample,some measures require crew training,change of management practices,and substantial investment.Contractual structures can also be a major barrier.This is evident within the bulk,tanker,and offshore segments where split incentives are a key issue.With charterers paying the fuel bills and lackin

86、g a binding contractual framework to ensure energy-efficiency performance,owners have fewer incentives to invest in new technologies.Looking ahead,many of the barriers preventing uptake of EE measures will be overcome due to higher fuel costs and Total voyageenergy consumptionPowerVoyage duration Fu

87、el consumption Shaft revolutions/power Vessel heading Speed,through water/over ground Displacement/draught Wave,height/period/direction Relative wind,speed/direction Water temperature Water depthHarvesting data to monitor key performance parametersIsolate environmental effects Wind,wave,currents Sal

88、inity TemperatureShow vessel technical efficiency Hull condition Engine condition Energy-efficiency devicesShow vessel GHG performance Voyage Year-to-date AnnualStoring and analysing harvested dataEnable corrective actions to improve efficiencyProvide transparency on ship performanceEnable efficient

89、 GHG reporting per voyage and annuallyDNV 2024Measure dependencyWeather conditionSailing speedTime since implementationVessel sizeVessel typeGHG regulations.Today,marine fuel cost make up a signif-icant share of annual total cost of ownership for a vessel.Vessels are expected to be forced to gradual

90、ly adopt more costly low-and zero-carbon fuels.An increase in marine fuel prices of,say,up to three times the price of conven-tional fuels will have a large impact on the economic perfor-mance of vessel operators,and potentially drive the uptake of more costly energy-efficiency measures.The same eff

91、ect is expected from current EU regulations(EU ETS and FuelEU),as well as upcoming IMO regulations expected to enter into force in 2027.11DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGEN

92、ERGY EFFICIENCY IN PRACTICEMETRICSIMPACT ON INDEXESVESSEL TYPES APPLICABILITY 1,2CategoryMeasureEfficiency gain(%)CAPEX (kUSD)OPEX (%or kUSD)Implementation timeNB/Retrofit/BothDesign Index(EEDI/EEXI)Operational index(CII,ETS)Fuel-based index (FuelEU,GFI)Bulk carriersTankersGas carriersCar carriersCo

93、ntainer-shipsCruise/RoPaxEnergy consumersAuxiliary systems optimization0.51.5501,00012%6 monthsBothYesYesEnergy-efficient lighting system0.11201,20012 monthsBothYesYesOptimization of cargo handling systems0.5153012 monthsBothYesYesEnergy harvest-ingSolar panels027003,0001%12 monthsBothYesYesYesWind-

94、assisted propulsion systems5405003,00025%12 monthsBothYesYesYesPropulsion and HullAir lubrication system0115003,5001%12 monthsBothYesYesYesBulbous bow retrofit2155001,50049 monthsRetrofitYesYesYesHigh-performance coatings28506006 monthsBothYesYesYesHigh-efficiency rudder245001,50012 monthsBothYesYes

95、YesHull and propeller cleaning3625503 monthsBothYesYesHull form optimization2207030046 weeksNBYesYesYesHull form optimization for real sea states02200NBYesYesESDs AFT of the propeller03251206 monthsBothYesYesYesESDs FWD of the propeller2920060012 monthsBothYesYesYesPropeller measures272002,500612 mo

96、nthsBothYesYesYesWindshields(and aerodynamic optimization)125001,7006 monthsBothYesYesYesIn the following table,we present an overview ofmeasures relevant to energy efficiency in the maritime industry.Key considerations for shipowners are taken into account,Energy-efficiency measures summary table1)

97、Main commercial segments were considered(for specific segment assessment contact DNV)2)Variances between sizes are investigated in later sectionsincluding the effectiveness of each measure,costs,impact on various indexes,and suitability to each vessel type.An in-depth analysis of each measure is pro

98、vided in Chapter 6.Good applicabilityMedium applicability(case-by-case basis)Not applicableKey:Capital expenditure(CAPEX);Operational expediture(OPEX);Energy Efficiency Design Index(EEDI);Energy Efficiency Index Existing Ships(EEXI);Carbon Intensity Index(CII);Emissions Trading Scheme(ETS);GHG Fuel

99、Index(GFI)12DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEMETRICSIMPACT ON INDEXESVESSEL TYPES APPLICABILITY 1,2CategoryMeasureEfficiency gain(%)CAPEX (kUSD)

100、OPEX (%or kUSD)Implementation timeNB/Retrofit/BothDesign Index(EEDI/EEXI)Operational index(CII,ETS)Fuel-based index (FuelEU,GFI)Bulk carriersTankersGas carriersCar carriersContainer-shipsCruise/RoPaxMachineryBatteries2.5 51,0003,0002.5256 monthsBothYesYesElectronic auto-tuning0.525101316 monthsRetro

101、fitYesYesEngine de-rating515501,000620112 monthsRetrofitYesYesYesEngine performance testing and tuning1450150130BothYesYesExhaust-gas boilers on auxiliary engines0.311003000.30.56 monthsBothYesYesImproved auxiliary engines load15150BothYesYesOptimized turbocharger for lower engine loads1330100134 mo

102、nthsBothYesYesShaft generator(PTO/PTI)257002,0000.516 monthsBothYesYesYesShore power2550 on aux201,000612 monthsBothYesYesSteam plant operation improvement0.51.5503000.213 monthsBothYesYesVariable engine speed120 on aux7003,0000.2112 monthsBothYesYesVariable frequency drives0.52703000.22312 monthsBo

103、thYesYesWaste-heat recovery5121,5009,0002518 monthsBothYesYesYesOperationalAutopilot adjustment and usage0.20.550BothYesYesDeadweight/maximum draught increase305023 monthsRetrofitYesYesOptimization of bow thruster openings157003,00011012 monthsBothYesYesTrim optimization275060012 monthsBothYesYesPor

104、t optimization0.21BothYesYesSpeed optimization5400BothYesYesWeather routing310Software-based2103 monthsBothYesYesDP Power system upgrades530Dependent on system53012 monthsBoth1)Main commercial segments were considered(for specific segment assessment contact DNV)2)Variances between sizes are investig

105、ated in later sectionsKey:Capital expenditure(CAPEX);Operational expediture(OPEX);Energy Efficiency Design Index(EEDI);Energy Efficiency Index Existing Ships(EEXI);Carbon Intensity Index(CII);Emissions Trading Scheme(ETS);GHG Fuel Index(GFI)13DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES O

106、THER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEIn the table below,we present an overview of other solutions which can contribute to a reduction in the need for conventional fuels.This includes alternative,low-carbon

107、 fuels,onboard carbon capture(OCC),and energy converters.METRICSIMPACT ON INDEXESVESSEL TYPES APPLICABILITYCategorySolutionEmissions reduction potentialCAPEXOPEXTechnological MaturityInfastructure/AvailabilityDesign index(EEDI/EEXI)Operational index(CII,ETS)Fuel-based index(FuelEU,GFI)Bulk carriersT

108、ankersGas carriersCar carriersContainer-shipsCruise/RoPaxFuel*LNGMediumMediumLow9HighYesYesYesMethanol*MediumMediumMedium9MediumYesYesYesAmmonia*HighHighHigh7LowYesYesYesHydrogen*HighHighHigh9/6*LowYesYesYesBiofuelsHighLowMedium9LowNoYesYesOtherOCCMediumMediumMedium8LowNoCII:No,ETS:YesTBDEnergy conv

109、ertersFuel cellsMediumMediumHigh7LowYesN/AYesNuclearHighHighHigh4LowYesN/AYes*The table values refer to the electro,blue or bio versions of these fuels*For small-scale vessels vs ocean-going cargo vessels*To be decided/adopted by the IMO.The assessment is based on existing proposals(MEPC 82)Other em

110、issions abatement technologies and fuelsKey:Capital expenditure(CAPEX);Operational expediture(OPEX);Energy Efficiency Design Index(EEDI);Energy Efficiency Index Existing Ships(EEXI);Carbon Intensity Index(CII);Emissions Trading Scheme(ETS);GHG Fuel Index(GFI)14DNV Energy EfficiencyCONTENTSENERGY-EFF

111、ICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEWhile the range of energy-saving technologies available to maritime is broad and diverse,uptake remaims at an early stage,at least for the most costly

112、 and advanced.This varies depending on the kind of technology and the area of the vessel that it most affects.As per the table to the right,energy-saving technologies related to the propeller are currently the most frequently used,driven by the relatively high use of more established technologies,su

113、ch as rudder bulb,stator fin,and pro-peller boss cap fin(which could be partially explained by the fact that the operational point of certain vessel types has changed to lower speeds).The uptake of hull-related technologies,such as bow enhancement,is also prom-ising,while others(i.e.air lubrication

114、system)still require more testing to prove their benefit.To drive a greater uptake of energy-saving technologies,arange of barriers will need to be overcome.Among others,thisincludes cost and other financial factors,and the need for third-party performance verification.These barriers vary in signifi

115、cance depending on the technology and type of vessel and are dealt with in greater detail in the table to the right.3.2 Uptake of technologiesVessel typeContainershipMPVBulk carrierTankerGas carrierOSVPass./FerryRoRoTotalCategoryTechnologyEnergy Saving Technologies(EST)shareEnergy harvestingTotal0.1

116、%0.3%0.3%0.3%0.2%0.1%0.4%4.6%0.2%Flettner rotor0.0%0.1%0.1%0.2%0.0%0.3%0.0%Inflatable sail0.1%0.0%Rigid sail0.0%0.1%0.0%0.2%0.0%Solar0.1%0.0%0.0%0.0%0.1%0.3%3.9%0.1%Suction wing0.0%0.2%0.0%0.1%0.2%0.0%Wind kite0.0%0.0%0.0%MachineryWaste heat recovery system0.8%0.1%0.1%0.1%0.1%0.4%0.1%HullTotal11.4%2

117、.0%10.1%2.1%12.8%1.5%1.0%12.8%2.6%Air lubrication system2.4%0.0%0.1%0.1%6.9%0.6%3.3%0.4%Bow enhancement8.8%1.9%7.6%1.6%6.4%1.4%0.3%8.9%2.0%Bow foil0.0%0.0%Hull fin1.0%0.5%4.2%1.0%0.1%0.0%0.1%0.6%0.7%Stern enhancement0.2%0.0%0.0%PropellerTotal31.9%2.7%26.2%14.2%14.8%0.1%1.2%19.6%6.7%Gate rudder0.1%0.

118、0%0.0%0.6%0.0%Hull vane0.0%0.0%Propeller boss cap fin11.2%0.4%6.0%2.9%2.5%0.0%0.2%8.4%1.7%Propeller duct1.8%0.5%10.3%7.2%4.3%0.0%0.1%2.1%Rudder bulb17.6%0.9%9.0%4.3%9.7%0.1%1.0%11.3%2.7%Rudder fin0.0%0.1%1.9%0.2%0.0%0.2%Stator fin post-swirl0.0%0.1%0.3%0.7%0.0%Stator fin pre-swirl11.3%0.5%10.0%3.0%1

119、.6%4.8%2.0%Wake equalizing duct1.0%0.8%0.8%0.7%0.2%0.0%0.1%0.3%Total33.8%4.2%28.4%15.4%24.1%1.8%3.3%23.8%7.9%Source:Clarksons data15DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY E

120、FFICIENCY IN PRACTICE3.3 Combining measuresInteraction effects should be assessed when combining energy-efficiency measures It is important to carefully assess interaction effects between different energy-efficiency(EE)measures.Inves-tigating and applying multiple EE measures on the same vessel can

121、potentially lead to a change in the effect of each measure.For example,applying speed reduction might influence the effect of a waste heat recovery system(utilizing main engine exhaust heat)and that of an air lubri-cation system.While several EE measures are relatively independent of each other,some

122、 have interaction effects as indicated in the matrix on page 17.EE measures with interaction effects include:Contra-rotating propeller and propulsion efficiency devices:The contra-rotating propeller is a technique whereby propellers or fan blades mounted on a common axle rotate in opposite direction

123、s.Applying this together with modifications or replacements on the propeller and rudder arrangement would in most cases reduce the effect and even be impossible to combine.Fixed sails or wings and kite:Both measures utilize the energy conserved in the wind to replace propulsion power.Combining the t

124、wo will not necessarily add the individual effects,and could even reduce the total effect depending on the arrangement.Using a shaft generator(power take-off,PTO)together with auxiliary engine economizers is generally not recommended,as they tend to counteract each other.The PTO typically minimizes

125、or eliminates the need for auxiliary engine operation,which means that econom-izers on the auxiliary engine exhaust would have limited to no opportunity to recover waste heat.However,for Simulation and optimization tools can help develop robust energy-efficiency packages,aiming to minimize negative

126、interaction effects Simulation and optimization models can help to develop robust vessel design concepts,minimizing interaction effects between dif-ferent measures that reduce the total reduction potential.Operations under different conditions can also be optimized by such models,improving overall s

127、ystem performance.More work is needed to fully understand the complex interaction effects between all measures and combinations to be used by different vessel types under various conditions.An additional challenge is that several measures are immature,with limited real-life experience.short-sea trad

128、ing with frequent port calls,where port stays can be up to 40%of the operational time of the vessel,the auxiliary enigne economizer operated in port can replace a significant part of the auxiliary boiler consumption.Advanced models can be applied to quantify reduction potential and interaction effec

129、tsWhile incompatibility matrices are useful for identifying interaction effects between measures,advanced models are needed to quantify the potential impacts on total reduction effect under different conditions.A system engineering approach can be applied to get an overall picture,incorporating both

130、 energy system process mod-elling tools for machinery measures and computational fluid dynamics(CFD)for hydrodynamical measures.A benefit of applying such an integrated approach is to make sure that the estimated total reduction effect from multiple measures is not exaggerated.Onboard measurement pr

131、ogrammes before and after imple-mentation of measures can also quantify total reduction.Measurement results will include the impact of interaction effects.If carried out correctly,actual measurements are recognized to be more accurate than modelled results.However,models are more flexible,allowing f

132、or change in input data and measures considered,including assessing potential interaction effects.16DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICECategoryMea

133、sureEnergy consumersEnergy harvest-ingPropulsion and hullMachineryOperational12345678910111213141516171819202122232425262728293031323334353637Energy consumersAuxiliary systems optimization1Energy-efficient lighting system2Optimization of Cargo Handling Systems3Energy harvestingSolar panels4Wind-assi

134、sted propulsion systems5Propulsion and hullAir lubrication system6Bulbous bow retrofit7High-performance coatings8High-efficiency rudder9Hull and propeller cleaning10Hull form optimization11Hull form optimization for real sea states12Energy-saving devices AFT of propeller13Energy-saving devices FWD o

135、f propeller14Propeller measures15Windshields(and aerodynamic optimization)16MachineryBatteries17Electronic auto-tuning18Engine de-rating19Engine performance testing and tuning20Exhaust-gas boilers on auxiliary engines21Improved auxiliary engines load22Optimized turbocharger for lower engine loads23S

136、haft generator(power take-off/take-in)24Shore power25Steam plant operation improvement26Variable engine speed27Variable frequency drives28Waste heat recovery29OperationalAutopilot adjustment and usage30Deadweight/maximum draught increase31Optimization of bow thruster openings32Port optimization33Spe

137、ed optimization34Trim optimization35Weather routing36DP Power system upgrades37Combining measures No interactions between these two measures/the two meas-ures can be considered inde-pendent The efficiency gains of the two measures can be safely added Each measure enhances the effect of the other/opt

138、imal system integration if these two measures are combined The resulting gains if these two measures are combined can be potentially higher than the sum of their individual gains Additional study to be carried out if these two measures are to coexist on a vessel,because of potential incompatibilitie

139、s The resulting gains if these two measures are combined can be potentially lower than the sum of their individual gains These two measures are incom-patible and they cannot work together,as the one limits/eliminates the effect of the other17DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OT

140、HER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICECombining energy efficiency measures and alternative fuelsApplying energy efficiency measures will not be sufficient to meet the increasingly stringent GHG reduction tar

141、gets on well-to-wake GHG intensity of onboard energy use.Therefore,there will be a need for combining EE measures with alternative fuels.Considering EE measures and alternative fuels in short-and long-term planning is a complex task.Vessels need to prepare for the future,optimizing for the current r

142、egulatory requirements and the future landscape where emissions will have a cost,and there will be requirements on GHG intensity of fuels.This means that vessels should reduce the energy losses on board as much as possible and be flexible and capable of using alternative fuels in the near-term futur

143、e.GHG abatement cost per measureThe following steps can support decision-making on what measures to implement on vessels(newbuilds or existing vessels):1.Shortlisting of suitable fuel technologies and EE packages2.Performance assessment(e.g.reduction in energy use)3.Design implications(e.g.space and

144、 weight requirements)4.Economic assessment(e.g.additional cost,GHG abatement cost)When executing the above steps,different models and databases can be applied for increased accuracy.For example,both energy system process modelling and Computational Fluid Dynamics(CFD)can be used in step 2.Alternativ

145、ely,more simplified screening methods incorpo-rating standardized databases can be applied.GHG abatement cost The key performance indicator GHG abatement cost(expressed in terms of cost per tonne CO2 equivalent reduced)can be used to assess economic feasibility of different energy-efficiency measure

146、s and alternative fuels.A low GHG abatement cost is indicative of a favourable economic feasibility,while a high GHG abatement cost indicates an unfavourable economic feasibility.Below,we indicate key factors for the calculation of GHG abatement cost.Due to the high uncertainty associated with fuel

147、price projections,it is the most sensitive factor for the result.Key factorsCAPEX of measureDiscount rateFuel priceGHG reduction potential of measureAnnual energy consumption of vesselOPEX of measureInvestment horizonCO2 price/regulatory penaltyGHG abatement cost(USD/tonne CO2)02 0004 000Speed reduc

148、tion (10%)Speed reduction (5%)Operational measures groupUtilization increase (10%)PIDs after the propellerPropeller retrofittingHull coatingAir lubrication systemHigh-efficiency rudderShaft generator PTO/PTIBulb modification (hull retrofitting)Waste heat recoveryKey:Power improving devices(PIDs);pow

149、er take-off/take-in(PTO/PTI)18DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEDRIVERS AND BARRIERS419DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OT

150、HER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICE4.1.Data and verifying the effect of technologyIntroductionThe previous sections provide information on the various energy-efficiency devices(EED)and measures.The figure

151、s on cost and savings may vary for different vessel types and sizes,while many technologies are constantly developed.The business case for investing in an EED rests on the potential for fuel cost savings within an acceptable payback period.Capital expenditure(CAPEX)and return on investment(ROI)requi

152、rements may differ among stake-holders but they are key parameters in the investment decision process.Therefore,it is crucial to ensure that an EED can reliably deliver the projected savings across various operational and environmental conditions and in combination with other measures.By accurately

153、meas-uring and quantifying the effects of EEDs in real-world operations,along with independent third-party verifi-cation of these effects,stakeholders can build trust and confidence in an EEDs performance,while also providing knowledge for future investments.This,in turn,can speed up the adoption of

154、 such measures and support the devel-opment of new collaborative business models.Solving the split-incentive barrier to accelerating the uptake of EEDsStakeholders such as the Global Centre for Mar-itime Decarbonization(GCMD),the Maersk McK-inney Mller Center for Zero-Carbon Shipping(MMMCZCS),Copenh

155、agen Commercial Platform(CCP),Global Maritime Forum(GMF)and others have identified split incentives as a major barrier to the adoption of EEDs in the maritime industry.Split incentives occur when one party(the shipowner)covers the EED CAPEX investments,but another party(the charterer)benefits from t

156、he fuel savings.As such,the industry needs to investigate alternative ways to operate.To overcome this barrier,these institutions advocate for innovative collaborative business frameworks and financing models.GCMD recently launched a white paper introducing the pay-as-you-save(PAYS)concept,a financi

157、ng model applied in other sectors aimed at increasing the adoption of EE solutions.The PAYS concept enables energy-efficiency investments from third parties,such as banks or charterers,and leaves the owners with little CAPEX exposure.Payback to the financier is spread over time through verified real

158、 energy savings.A win-win situation can be achieved through fuel cost reimbursement,reduced emis-sions,and increased asset value.To make concepts and frameworks like PAYS viable,effective,and transactional,a commonly agreed method for calculating benefits is necessary.This requirement can only be me

159、t through openly available,transparent,and accurate standards,com-bined with independent third-party verification.Determining energy-efficiency performance improvementThe vessels energy efficiency performance improvement potential resulting from different measures may be deter-mined by different app

160、roaches depending on the use case and type of EED.The chosen approach will determine the requirements for the methodology and associated data requirements.Continuous in-service performance verificationThe continuous assessment of the energy efficiency of a vessel should be based on:I)a performance b

161、aseline either established from new-building sea trials or from dedicated pre-or post-drydock sea trialsII)removing and normalizing effects of operational param-eters such as speed settings,loading condition and envi-ronmental effects from waves,wind,current,temperature and salinityIII)continuous mo

162、nitoring of the deviation from this baseline If these are adequately accounted for,a recorded change in the energy efficiency can be attributed to factors such as fouling or EE measures.This method is suitable for verifi-cation of the long-term effect of hydrodynamic and energy consumption measures

163、that cannot be turned on or off,along with monitoring of paint systems and hull and pro-peller degradation.DNV Recommended Practice 0675 Technical Ship Performance(VTI)ISO 19030 Measurement of changes in hull and propeller performanceSpeed through water(knots)Performance degradationpmpopm penvPower(

164、kW)3 5004 0004 5005 0005 5006 0006 50015.014,514.013.513.012.512.0Speed through water(knots)Power(kW)3 5003 0004 0004 5005 0005 5006 0007 0006 50015.014,514.013.513.012.5Speed/power curve from sea trialShaft power(kW)Weather-normalized shaft power12.0Speed power curve:Condition assessment methodolog

165、ySpeed power curve:Data scatter from real operationsPerformance analysis methodologies(e.g.DNVs Vessel Technical Index,VTI)provide the means for continuous in-service performance verification.Specifically for VTI,it utilizes shaft power measurements(pm)adjusted for environmental effects(penv),and co

166、mpares the result to the vessels as-new performance state(p0).20DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICELong-term in-service on/off testing of performa

167、nceAlthough continuous performance monitoring and veri-fication can prove an efficient way to calculate the effec-tiveness of installed energy efficiency devices,it should be noted that the method will not be adequate for isolating and splitting the effects of several different EEDs installed in com

168、bination.However,some EEDs like air lubrication systems(ALS);wind-assisted propulsion systems(WAPS)and automated pitch/RPM optimization controllers can be switched on and off during operation,enabling an alter-native approach for quantifying the effect of the tech-nology.If all other external and op

169、erational factors are to be kept steady,switching on and off the EEDs should introduce a change in performance.The magnitude of the change from the baseline off-condition to the on-condition provides a measure and quantification of the effect of the EED for the operational and environmental conditio

170、n tested.The improved performance could either be visible in the form of increased speed,reduced shaft power,or both.To achieve a statistically significant and weighted saving potential,several on/off tests must be performed over an extended period of time for a given trading system,covering represe

171、ntative and most frequent ambient(wind,waves,etc.)and operation(speed,draught,etc.)conditions to reduce bias and other unwanted effects.Where auxiliary power is needed to operate the EED(WAPS and ALS),or it limits the use of other EEDs,it is important to account for the net effect of the measure.Mor

172、e details on how to apply the above methodology in practice on ALS and WAPS will be included in the RPs to be released within 2025:DNV Recommended Practice ALS Performance Verifi-cation by Long-Term In-Service Measurements DNV Recommended Practice WAPS Performance Veri-fication by Long-Term In-Servi

173、ce MeasurementsDedicated sea trialsA dedicated sea trial under controlled conditions could provide a cost-effective and rapid way to obtain verifi-cation of the immediate performance after installation.The method will,however,comprise of a limited set of opera-tional conditions(speeds and draughts)s

174、pecified by the owner,and as such will be subject to uncertainty as per the weighted benefit across the operational and environmental envelope of the vessel in question.As with the two aforementioned methods,where a baseline is established and improvement from this baseline is monitored,the sea tria

175、l method must establish a reference baseline from which an improvement is to be identified.Similarly,the following guidelines provide the necessary framework for establishing this reference baseline.ITTC-Recommended Procedures and Guidelines 7.5-04-01-02-Sea trials for assessing the power saving fro

176、m wind assisted propulsion ISO 15016-Guidelines for the assessment of speed and power performance by analysis of speed trial dataData requirementsThe methods and use cases will set different requirements for the data needed to carry out the energy-efficiency performance assessment.First,the data col

177、lected must adequately measure the desired effect of the EED(s)in addition to providing context on the cause of variations in energy efficiency if the cause is to be understood(different datasets are needed for different technologies).Sea trial data,engine Factory Acceptance Tests(FAT)and mainte-nan

178、ce records are also needed to establish a representative and accurate baseline.Second,the data required must be sampled at a frequency which allows for accurate isolation of the desired effect of the EED(s)and from other effects such as operations and weather.As some factors like manoeuvring,wind an

179、d waves are frequently changing,a high sampling frequency is needed.For DNVs VTI(Vessel Technical Index),this is appx.=0.02 Hz.Since it is not pos-sible to manually collect the required parameters at this frequency,the data collection must be automated.Third,the quality and accuracy of the data and

180、the processing is essential for ensuring a sound basis for making associated decisions.Where there are significant uncertainties,these should be quantified as far as possible so that they can be taken into account.Fourth,the raw and processed data must be available to support any decisions to be mad

181、e on the data.For example,for on/off testing of the effect of an EED,and for estimating over/under consumption in a contract,the processed data must be available after a voyage.For supporting operational decisions on the vessel(e.g.understanding the need for a hull cleaning after a prolonged port st

182、ay),the processed data must be made available before the operational decision should take place,which could be close to real-time.This requirement is referred to as interface latencyand will be dependent on the use case supported.Finally,verification of the veracityand integrity of the raw and proce

183、ssed data is required based on use case.Verification by an independent third party will typically be required if someone has a vested and monetary interest in the outcome.DNV-RP-0675 Technical ship performanceDNV-RP-0686 Performance of wind assisted propulsion systemsDNV-RP-0695 Performance of air l

184、ubrication systemsAvailable RPRPs due to be published in 202521DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICENeed for trust and verificationEnsuring trust an

185、d transparency in performance evaluation involves several key steps:Open standards Over the past decade,the adoption of high-frequency data acquisition has increased dramatically.However,a lack of standardization is observed.Standardization provides a common framework for evaluation,reducing bias,an

186、d ensuring fair competition,as different vendors of the same EEDs can be measured and compared on the same basis.This helps stakeholders make informed decisions by eval-uating alternatives using agreed and consistent criteria.It also allows for repeatability,as multiple stakeholders can perform the

187、same analysis on the same data.For these reasons,EED evaluation should be based on openly available,accurate,and transparent standards for quantification.Independent verificationStandards should be paired with independent third-party verification.This verification ensures that the evaluation of an E

188、EDs effectiveness is conducted according to the standards and that all procedural and data requirements are met.It confirms that the data quality and accuracy are within acceptable limits,that the data has not been tam-pered with and maintains high integrity,and that the uncer-tainty of the assessme

189、nt is properly evaluated.Verification can confirm that the measured savings potential aligns with the announced savings across various operational and environmental conditions and in combination with other measures.Consequently,it can also disprove EEDs with no measurable effect,thereby eliminating

190、ineffective tech-nologies and measures,supporting the industry towards making the right decisions for improving energy efficiency and consequently reducing emissions.Following these steps,stakeholders can build a foundation of trust and transparency,facilitating more effective and reliable performan

191、ce evaluations and informed decisions.0.9511.051.11.15VTIProbably DNVs VTI of Ship A 70%61%An increase in cyber risk is acceptable in the pursuit of innovation and advantage.26DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTAN

192、T?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEChallengeFurther insightsDNVs global report Maritime Cyber Priority 2024/25:Managing cyber risk to enable innovation,explores changing attitudes and approaches to cyber security in the maritime sector presenting four key challenges and

193、 recommendations for how to overcome them.42%Believe they lack the skills and talent required to comply with cybersecurity regulations.What is needed?Cyber security today needs to be approached in a holistic manner.We need to apply capabilities to minimize the occurence of incidents and the severity

194、 of consequences once an incident happens.We need to address the whole onboard infrastructure and regard both operational tech-nology(OT)and traditional information technology(IT)as an integrated entity.We must understand that owners,yards and system manufacturers have different but also interdepend

195、ent tasks and responsibilities.Furthermore,the most effective cyber-security resilience considers different kinds of safeguards,focusing on people,process,and tech-nology.Finally,we must apply a lifecycle approach when we develop and deploy our technologies to achieve higher efficiency,more transpar

196、ency,and lower CO2 emissions.Our experience shows that cyber security needs to be deployed into the early design of systems and projects.Beside efficiency and safety,systems today need to be procured based on security capabilities during normal and emergency situations.They need to be deployed by ex

197、perienced engineers who have been trained in how to execute secure change management and remote/local connections.The functionality as well as the security capa-bilities have to be verified through security testing after deployment.A management system with requirements for users and administrators o

198、n how to uphold security within the operation phase is required,including,for instance,work permits for software changes.Finally,the system man-ufacturer will need to support the user in order to adapt to the changing threat picture and in the worst case to recover from an incident if or when that h

199、appens.DesignProcureDeployVerifyOperateAdopt27DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEFLEET PLANNING528DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY M

200、EASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEA complex and evolving regulatory landscape for GHG emissions from shipping is taking shape,where compliance becomes tougher,and vessel emissions will have a c

201、ost.A fleet(and its vessels)should prepare for the future by devel-oping fleet decarbonization strategies and plans.Three-step approach for managing decarbonization risksFleet decarbonization strategies and plans can reduce and manage decarbonization risks for the existing fleet as well as future ne

202、wbuilds.A three-step approach can be applied when developing such strategies and plans:1.Define GHG trajectory and goals:This should build on assessing both regulatory(e.g.IMO,EU)and commercial drivers(e.g.Poseidon Principles,Sea Cargo Charter)for decarbonization along the timeline,deciding whether

203、the fleet should meet the minimal regulatory compliance requirements or pursue more ambitious GHG targets,with opportunities for also offering green transport.2.Assess pathways for meeting GHG trajectory and goals:Using fleet simulation tools(e.g.DNVs Pathway model illustrated to the right)and optim

204、ization models,different pathways available for meeting the GHG trajectory and goals are identified,accounting for the current fleet baseline and gaps.All promising compliance options relevant for the fleet,including energy-efficiency(EE)measures,fuels,onboard CCS,pooling mechanisms,should be consid

205、ered.A logical initial step for most operators to meet near-term GHG regulations will be increased energy efficiency of vessels doing the same amount of useful work but using less energy.This could be accompanied by investing in fuel-flexible vessels capable of further reducing GHG emissions.To hand

206、le uncertainties related to regulatory development,technological progress,and so on,a scenar-io-based approach is recommended.Scenario-based modelling for navigating an uncertain future Establishing a cost-efficient strategy for decarboni-zation can help operators and owners to de-risk the future tr

207、ansition to lower/zero GHG emissions.3.Develop fleet decarbonization strategy and plan:Based on the findings from step 2,the client should select one pathway.The chosen pathway,should be robust,consid-ering various uncertainties and GHG-risks(e.g.regulatory developments,technological progress,fuel s

208、upply,market developments,charter requirements,access to financing,etc.),and be aligned with any existing company strategy.A fleet decarbonization strategy and plan should be developed based on this promising pathway.It should contain a set of short-term,medium-term,and long-term actions and milesto

209、nes across the fleet over the relevant time period.The fleet strategy and plan needs to be practical,with actions cascaded down to existing vessels and planned newbuilds,where they collectively satisfy the portfolio-level GHG trajectory and goals.In preparing the plan,the impact on the management sy

210、stem and organization,and on seafarer training needs,should be addressed.The plan should assess the key assumptions on which the trajectory rests(key measures that will deliver the savings as per the trajectory).Shipowners should work on turning those assumptions into knowledge through thorough anal

211、yses,to avoid risking a failure to meet the targets.CO2 emissions(Mt)22 24 26 2834 36Year3830 3244 46 4840504222 24 26 2834 36Year3830 3244 46 48405042120010008006004002000CO2 emissions(Mt)120010008006004002000DNV 2022FuelSpeed reductionEnergy efficiencyLogisticsBaselineCO2 emissions1Define GHG traj

212、ectory and goals2Assess pathways for meeting GHG trajectory and goals3Develop fleet decarbonization strategy and plan29DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN

213、PRACTICEVessel design Commercial operationFleet managementObjectiveDigital acceleration a key enabler for decarbonizationCurrently,the maritime industry is undergoing a digital shift as modern vessels transform into sophisticated sensor hubs,generating data with increased connectivity through satell

214、ites,from a situation where the majority of vessels are non-digital and rely on manual reporting through the captains noon reports.Upgrading older vessels to the required level of digital capabilities can be challenging and costly.Digital-enabled energy savings on voyages will come through learning

215、from the past,real-time optimization of key parameters,minimizing system degradation,and main-taining high performance via optimized cleaning/mainte-nance,benchmarking,and setting performance targets.Transparency of vessel performance data through digital-ization can also be a motivating factor amon

216、gst seafarers to reduce fuel consumption and GHG emissions when the related cost is benchmarked on a regular basis.Crews engaged in measuring,follow-up and further identification of actions are more motivated to proactively implement operational measures to reduce vessel emissions on an ongoing basi

217、s.DNV recommendationsPreparation of fleet decarbonization strategies and plans can help shipowners to de-risk the transition to a low-or zero-carbon future.As part of devel-oping the strategy and plan,we recommend the following actions:Define portfolio-level GHG trajectory and goals based on mapping

218、,and understand the evolving regulations and commercial drivers(including opportunities for green services)along the timeline.Assess pathways for meeting GHG trajectory and goals,based on modelling and optimizing onboard space for solutions.The opportunities presented by digital acceleration in the

219、maritime industry should be fully leveraged.Develop a fleet decarbonization strategy and plan establishing actions and milestones across the fleet to meet the selected pathway,including a timeline for actions.Secure successful implementation with anchoring of actions in the organization and culture,

220、setting performance KPIs monitor performance and address deviations from plan and GHG trajec-tories when they occur.ImplementationTo ensure that a fleet decarbonization strategy and plan is successfully implemented in practice,it is critical to develop an appropriate set of KPIs(e.g.fuel consumption

221、,CII,EEOI,GHG/CO2 emission,GHG intensity)to monitor progress towards the defined GHG reduction trajectory.It will be important to measure continuously(e.g.with daily noon reports)to align towards the planned reduction trajectory,and so implement corrective actions when significant devia-tions from t

222、argeted performance occur over a given period.Further,the KPIs need to capture the isolated performance of each measure found within the plan,taking into account possible interaction effects between measures.DNVs Emissions Connect product enables you to daily monitor,verify and simulate emissions fo

223、r voyages,vessels,and fleet.The tools enable sharing of verified emission data across the value chain,thus laying a foundation for sharing of cost(EU ETS,Fuel EU and other emissions-related costs)and the implementation of new measures.Decabonization the cultural aspectThe planning and implementation

224、 process must include a review of existing strategies,organizational set-up,and performance management on board and ashore.The organizations involvement in understanding the current status,setting new targets,and agreeing how to achieve them,plays a substantial part in achieving long-lasting results

225、 and safe operation with alternative fuels and new technologies.The impact of the fuel and technology choice on the management system and organisation,as well as on seafarer training needs,should be included.CHANGE MANAGEMENT AND IMPLEMENTATION PROCESSES Energy strategy and targetsOrganizational anc

226、horingPerformance managementMeasures (on board and ashore)Change management and implementation30DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEENERGY-EFFICIEN

227、CY MEASURES631DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUMain characteristicsOptimizing auxiliary syst

228、ems to vessel-specific opera-tional profiles and needs can lead to energy consumption savings.Auxiliary systems are often designed to support the machinery system at extreme ambient conditions and maximum loads.Therefore,optimizing auxiliary systems operation and use for the actual loads and conditi

229、ons can reduce consumption.This mainly involves control strat-egies based on cooling water systems,replacement of heat exchangers with new more efficient ones,adjusted room ventilation,optimal HVAC systems,redesign of piping and instruments,and others.The reduction potential estimate is highly depen

230、dent on vessel type,age,auxiliary system complexity,and whether the case is a newbuild or retrofit.6.1 Auxiliary systems optimizationCAPEX501,000 kUSDEfficiency gain0.51.5%OPEX12%Implementation6 months after orderRetrofit levelIn operation,or dry-dockingVessel type suitabilityBulk carriersSmall Medi

231、um LargeTankersSmall Medium LargeGas carriersLNG OthersThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specifications and technology.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations.Main ch

232、allengesThe complexity of auxiliary systems and the ability to easily modify and/or redesign them mandate the applicability of this measure.In many cases,the design and operational philosophy needs to change significantly to allow for aux-iliary systems optimization.Industry experienceExperience wit

233、h auxilliary systems optimization is frag-mented and has up to now been applied on a case-by-case basis for specific vessels and auxiliary systems.New environ-mental requirements and energy-efficiency targets require a novel approach to auxiliary systems design towards simplifi-cation,reduced consum

234、ption,and integration.This measure has the most potential for passenger and cruise vessels with complex and energy consuming auxiliary systems.Vessel age(years)5101520Applicability NewbuildingRetrofitDNV recommendations Identify the biggest source of losses and the auxiliary systems that will have t

235、he most impact.Re-evaluate traditional and well-established systems like Ballast Water Treatment System,HVAC,ventilation,etc.Assess the energy-saving potential of various auxiliary systems through better system integration.Use modelling and simulation techniques to assess the impact of various optim

236、ization strategies and focus areas.1 3 7 2 6 4 8 5 9Technology Readiness LevelsTECHNICAL ENERGY CONSUMERSImpact onEEDI/EEXI CII EU ETS FuelEU*GFI*Does not help towards compli-ance,but can reduce penalty*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Explainer:Vessel type suita

237、bility takes into consideration technical and operational constraints,techno-economic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.As this evaluation is based on DNV experts,judgement and current knowledge

238、,it might change in the future as technologies and financial conditions evolve.TEU=twenty-foot equivalent unit32DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTIC

239、EPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUBulk carriersSmall Medium LargeTankersSmall Medium LargeGas carriersLNG OthersMain characteristicsUse of energy efficient lighting equipment such as low energy halogen lamps,fluorescent tubes and LEDs(light emitting diodes)in combination with elec

240、tronically con-trolled systems for dimming,automatic shut off,etc.is con-tinuously being developed as a key focus area for energy efficiency and the environment.The new technology has been applied only to a limited extent to the shipping industry,wherestandard normal design does not include low ener

241、gy lighting.Implementing an energy efficient lighting system will have the added benefit of reducing maintenance hours and the need for spare parts,while also reducing operating costs.6.2 Energy-efficient lighting systemCAPEX201,200 kUSD per vesselEfficiency gain0.11%OPEXNo operational costs Impleme

242、ntation12 months after orderRetrofit levelIn operation,off-hire,or dockingMain challengesEnergy efficient lighting systems can be installed on all vessel types and ages.Passenger vessels have the highest reduction potential.For cargo vessels it may be challenging tojustify such a technologyaslightin

243、g power is minimal compared to the total electric needs.Industry experienceThe total energy consumed for lighting on a normal mer-chant vessel is estimated to be 0.25%to 5%of the total electrical power consumed and is believed to be higher for cruise and passenger vessels(10%).Therefore,for cruise a

244、nd passenger vessels,the higher energy consumption for lighting is also associated with increased capital expendi-tures(CAPEX)due to the need for more extensive and sophisticated lighting systems to meet higher aesthetic and functional requirements.Since most energy efficient lighting systems have a

245、n equal or longer lifetime than normal lighting systems,the additional operational costs are set to zero.Vessel age(Years)5101520Applicability NewbuildingRetrofitThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specifications and techno

246、logy.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations.*Does not help towards compli-ance,but can reduce penalty*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Impact onEEDI/EEXI CII EU ETS FuelEU*GFI*1 3 7 2 6 4 8 5 9Technology Rea

247、diness LevelsVessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and operational constraints,techno-economic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.As this eva

248、luation is based on DNV experts,judgement and current knowledge,it might change in the future as technologies and financial conditions evolve.TEU=twenty-foot equivalent unitTECHNICAL ENERGY CONSUMERS33DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS E

249、NERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUBulk carriersSmall Medium LargeTankersSmall Medium LargeGas carriersLNG OthersMain characteristicsImproved efficiency of cargo handling relating to energy use

250、d on cargo handling and treatment can be achieved in port,at terminal,on site,and during a voyage.Optimization of cargo handling systems and cargo oper-ations is applicable for several vessel types and their respective cargo operations.The measures differ techni-cally and operationally,but all have

251、the potential to reduce energy consumption.6.3 Optimization of cargo handling systemsCAPEX530 kUSDEfficiency gain0.51%OPEXNo operational costs Implementation12 months after orderRetrofit levelIn operation,off-hire,or dockingMain challengesTraditionally,cargo handling system operations have not been

252、a primary focus for energy efficiency.However,due to increasingly strict regulations and heightened financial penalties,extracting energy gains from any aspect of vessel operations has become crucial.Compatibility issues may also arise,as integrating new energy-efficiency technologies with existing

253、systems can be challenging.Many vessels and ports still operate with older equipment that may not be compatible with more innovative solutions.Industry experienceThe most suited cargo handling systems and cargo opera-tions in this context are:discharging of oil using steam-driven pumps;heating of ca

254、rgo on board oil tankers and products tankers;tank washing;crane operations on vessels with cranes;stacking of containers on container vessels;use of side gates;elevators,or ramps for general cargo vessels;cooling of cargo in specialized storage compartments or in containers;and,for PCTC(pure car,tr

255、uck carrier),the venti-lation system for loading/unloading.DNV recommendationsTo boost cargo handling energy efficiency,a thorough mapping and assessment of current operations is suggested as the first step.This should identify room for improvement and then potential upgrades or retrofits.Some examp

256、les could be installing variable frequency drives(VFDs)for pumps and cranes or using advanced insulation and heat recovery systems for cargo heating and cooling.Monitoring and control systems can further enhance effi-ciency by optimizing energy use in real time.Digital tools and data analytics provi

257、de better insights into energy con-sumption,identifying best and worst practices and cap-turing how energy efficient onboard practices are.Given the diversity in cargo operations,it is advised to engage with experts early to identify the most appropriate technologies and strategies for specific vess

258、el types and routes.Regular crew training on improving energy-efficient practices is also essential.1 3 7 2 6 4 8 5 9Technology Readiness LevelsThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specifications and technology.Efficiency ga

259、ins vary by vessel type,size,conditions,and should be verified on real operations.*Does not help towards compli-ance,but can reduce penalty*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Impact onEEDI/EEXI CII EU ETS FuelEU*GFI*Vessel age(years)5101520Applicability Newbuilding

260、RetrofitVessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and operational constraints,techno-economic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.As this evaluati

261、on is based on DNV experts,judgement and current knowledge,it might change in the future as technologies and financial conditions evolve.TEU=twenty-foot equivalent unitTECHNICAL ENERGY CONSUMERS34DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY

262、 EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUBulk carriersSmall Medium LargeTankersSmall Medium LargeGas carriersLNG OthersPhotovoltaic moduleJunction boxDC/AC ConverterPower transformerPower ConditionerTo ma

263、in switchboardIncoming panelMain characteristicsSolar panels,devices that convert light fromthe sun into electricity,are an established technology for onshore power production.They are not verycommon in vessels at present,but some installationshave been done over the past years.Solar panels are appl

264、icable for all vessels trading inareas with sunlight.The panels can be installedmodularly.However,the panels are quite spaceconsuming with a power density of about 200 watts per square metre.The efficiency of solar panels depends on solar zenithangle andirradiance,the tilt angle on panels,andtempera

265、tures,which means they are trade dependent.6.4 Solar panelsCAPEX1.53 kUSD/kWpEfficiency gain02%OPEX1%Implementation12 months after orderRetrofit levelIn operationTECHNICAL ENERGY HARVESTINGMain challengesMain challenges include the availability of deck space to enablesignificant energy gains.Additio

266、nal installation will not be possible in hazardous areas of tankvessels.Solar panels have been tested to some extent on bulk carriers,but they are vulnerable to damage during loading operations and can accumulate dust,reducing their effi-ciency.Furthermore,the available space for solar panels is lim

267、ited,typically restricted to the accommodation area and partly on the aft deck.Industry experienceThere is vast shore-based experience with solar panels forpower generation.Onshore capacity factors(i.e.per-centage ofenergy delivered compared with installed capacity)range between 10%to30%within solar

268、 pV farms(globally about 16%).Theseefficiencies might be reduced on board due to tiling and soiling.Vessel age(years)5101520Applicability NewbuildingRetrofitDNV recommendationsSolar panels will directly convert sunlight into electrical energy and thus reduce load on gen-sets,reducingfuel con-sumptio

269、n at lowOPEX.However,they consume space and can deliver only a limited fraction of consumed energy.For free deck space and operations in low latitude(North and South),they generally allow some energy-efficiency gains.They should therefore be con-sidered as an add-on.Schematic diagram of photovoltaic

270、 generation systemThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specifications and technology.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations.*Does not help towards compli-ance,but can r

271、educe penalty*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Impact onEEDI/EEXI CII EU ETS FuelEU*GFI*1 3 7 2 6 4 8 5 9Technology Readiness LevelsVessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and operational constraints,techno-econ

272、omic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.As this evaluation is based on DNV experts,judgement and current knowledge,it might change in the future as technologies and financial conditions evolve.TE

273、U=twenty-foot equivalent unit35DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUBulk carriersSmall Medium La

274、rgeTankersSmall Medium LargeGas carriersLNG OthersMain characteristicsWind assisted propulsion systems(WAPS)utilize the wind for propulsion and arepredicted to provide fuel and emission reductions up to 40%in the future.Wind is the only energy source which delivers truly well-to-wake zero-emission p

275、ro-pulsion power.It is entirely cost-free and thus future-proof.While WAPS technologies usethe same physical principles as traditional sails,the modern systems apply advanced aerodynamics,modern materials,automation and routing for improved sail efficiency and increased benefit.Main challengesImplem

276、enting WAPS on vessels presents several challenges,depending on the vessel and technology used.6.5 Wind-assisted propulsion systemsCAPEX5003,000 kUSD per vessel*Efficiency gain540%OPEX25%Implementation12 months after order for retrofitsRetrofit levelDocking*Total cost per unit isgenerally lower for

277、newbuildthan for retrofit.Structural integration is a primary concern,as significant modifications may be needed to accommodate WAPS.Ensuring robustness,reliability,and operational safety in harsh marine environments is critical,requiring thorough testing and new safety protocols.Port operations cou

278、ld be impacted,necessitating adap-tions in WAPS deployment arrangements.Regulatory com-pliance is another challenge,as existing maritime regula-tions may not account for WAPS.Navigational issues,including line of sight,navigation lights,and manoeuvrability,may require updates to prac-tices and equip

279、ment.The propulsion engine might need to integrate effectively with WAPS,optimizing power output for the combined propulsion system.Crew training is essential,with new procedures and mainte-nance routines required for safe and efficient WAPS oper-ation.Additionally,noise and vibration from WAPS coul

280、d affect crew comfort and vessel integrity,necessitating mitigation strategies.Vessel age(years)5101520Applicability NewbuildingRetrofitAddressing these challenges is crucial for the successful integration of WAPS,which hold promise for reducing fuel consumption and emissions.Industry experienceAs o

281、f January 2025,approximately 50 commercial vessels are equipped with WAPS,with most installations occurring since 2020.The orderbook indicates strong growth in the coming year.The distribution of WAPS by vessel as of January 2025 is as follows:Rotor sails:48%Suction wings:31%Wing sails(rigid and sof

282、t):19%Kites:2%This variety of technologies highlights the maritime indus-trys commitment to enhancing sustainability and reducing fuel consumption.TECHNICAL ENERGY HARVESTINGThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specification

283、s and technology.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations(Methodology described in DNV RP-0686 and DNV RP-0675).*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Impact onEEDI/EEXI CII EU ETS FuelEUGFI*1 3 7 2 6 4 8 9 5 8Tech

284、nology Readiness LevelsVessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and operational constraints,techno-economic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.A

285、s this evaluation is based on DNV experts,judgement and current knowledge,it might change in the future as technologies and financial conditions evolve.TEU=twenty-foot equivalent unit36DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY

286、 IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEThe additional class notation WAPS is mandatory when installing WAPS on an ocean-going vessel.WAPS have implications for statutory requirements such as line of sight,radar blind sector,navigational lights,load line and manoeuv

287、rability.Retrofit implementationRetrofit may bebest scheduled during periodical docking.Practical considerations such as available deck space,lightweight,and stability must be considered.Structural reinforcement of the deck may be needed and possible haz-ardous deck zones must be respected.Navigatio

288、nal aspects need to be considered with large deck obstructions.The net fuel saving due to the WAPS is dependent on the generation of the electrical power needed to run the system.This is mainly relevant for trotor sails and suction sails,which need constant power input to operate.Milestones signific

289、ant projectsClass notation obtained by followingvessels:Norsepower Flettner Rotor(2)retrofit on Sea-Cargos RoRo“SC Connector”BAR WindWings(2)retrofit on Kamsarmax“Pyxis Ocean”Econowind VentoFoil(2)retrofit on containership “Kalamazoo”Furthermilestones:Certification of several wind-assisted propulsio

290、n units Cooperation withinHorizon Europe EU joint research project“Orcelle”DNV recommendations Check for regulatory incentives.Investigate the systems technology readiness level(TRL).Perform technical and project risk analysis and/or feasibility studies.Perform Approval in Principle for novel applic

291、ations.Consult the maker for any training required.Examine the potential for weather routing.Verify in-service performance.Further insightsThe paper offers in-depth insights into WAPS from technical,regulatory,and economic perspectives,guiding shipowners in selecting the most suitable solution for t

292、heir operational and decarbonization needs.Techno-economicsThe cost of the technology and installation is dependent on the type of WAPS,the number of units,and the dimensions of the units being installed.Retrofits generally cost more than including the technology during newbuild.One-off costs such a

293、s crew training may be necessary.Operational expenditures include maintenance,repair costs,and energy consumption for operation(the latter mainly relevant for rotor sails and suction wings).The economic benefit is to reduce the fuel consumption of the main engine,contributing to compliance with seve

294、ral IMO and EU GHG regulations and reducing compliance costs.Payback period or return on investment(RoI)not only depend on the net fuel savings that the WAPS delivers,but are also affected by fuel price developments and asso-ciated incentives or penalties,in comparison with using alternative fuels.I

295、ndependent of the type of WAPS,the relative amount of fuel that needs to be saved to cover the costs will decline over time due to the increased use of more expensive renewable fuels:at the same time,the savings from lower carbon costs can also be expected to fall if renewable fuels are used.An anti

296、cipated decline in system costs will contribute to a decline in the fuel savings required to recover capital costs.Class and Statutory requirementsDNV ST-0511 defines structural design loads and asso-ciated safety concepts for WAPS,useful mainly for designers and manufacturers.Different technologyqu

297、alifi-cations can be obtained Approval in Principle(AIP)Type Approval Design Certificate(TADC)Type Approval Certificate(TAC)A TADC is required before installation on a DNV classed vessel.WAPS technologiesRotorsail Arotor sail is a cylindrical structure rotating around its own axis.The generated lift

298、 per sail area is large,but it also producesrelatively large drag per sail area.The rotor does not need trimming against the wind,making operation relatively simple.Suction wing The suction wing is anoval-shaped vertical structure.An electric-powered suction system delays flow separation,increasing

299、the generated lift and reducing drag.Wing sail A wing sailis a foil-like structure,usually with high-lift devices such as flaps to increase the generated lift force.Aerodynamic efficiency is relatively high.Rigid wing sails are made of hard shells,while soft and hybrid wing sails are made of modern

300、textile material.This gives somedifferent characteristics in terms of weight,for example.Soft sail A soft sailis a flexiblefabric,flying between a supporting mast and aboom,oftenstabilizedbysail battens.Kite Akite is a tetheredsailmade of lightweight material,guided by ropes and flying in high altit

301、udes.Often,aerodynamic performance is enhanced by dynamic motion.37DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU

302、 15k TEUBulk carriersSmall Medium LargeTankersSmall Medium LargeGas carriersLNG OthersMain characteristicsA vessels resistance when moving through the water consists of multiple components,of which the frictional resistance is the most dominant.Unlike the air chamber system(ACS),a method that attemp

303、ts to maintain air in fixed compartments,the air lubri-cation system(ALS)provide a constant flow of air bubbles to lubricate significant parts of a vessels hull(typically the flat bottom area).Injection of air into the turbulent boundary layer(an area between the stationary and moving water)can redu

304、ce the frictional resistance of the hull.The net power savings of an ALS result from a)the reduction in the frictional resistance of a hull,visible in the shaft power savings and b)the additional electric power demand of the air compressors of the system.6.6 Air lubrication systemMain challengesDepe

305、nding on how the electric power for the air com-pressors is generated(by auxiliary diesel generators or by a shaft generator driven by the main engine)the savings in the fuel consumption may differ from the power savings.Moreover,applicability can vary a lot between ship types for design reasons,mak

306、ing it not a good solution for some(i.e.Rise of floor and small flat bottom for car carriers).Industry experienceThere is feedback from in service measurements that the hydrodynamic power gains under service conditions may be smaller than has been measured during the sea trials.The net fuel savings

307、are significantly impacted by the power demand of the compressors(depending on draught and speed),by the means of power generation(shaft generator and/or auxiliary diesel engines),and by the specific fuel oil consumption of the same in part load.Vessel age(years)5101520Applicability NewbuildingRetro

308、fitCAPEX5003,500 kUSDEfficiency gain08%OPEX1%Implementation12 months after orderRetrofit levelDockingAir bubblesAir compressorsSchematic illustration of an air lubrication systemTECHNICAL PROPULSION&HULLThese figures are general estimates based on past DNV projects and industry data.Actual numbers d

309、epend on vessel specifications and technology.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations(Methodology described in DNV RP-0695 and DNV RP-0675).*Does not help towards compli-ance,but can reduce penalty*To be decided/adopted by the IMO,based on exist

310、ing proposals(MEPC 82).Impact onEEDI/EEXI CII EU ETS FuelEU*GFI*1 3 7 2 6 4 8 5 9Technology Readiness LevelsIn unfavorable conditions,fuel savings may be limited.Additionally,these systems,apart from cutting fuel con-sumption and emissions by reducing hull friction,also help to prevent marine growth

311、.The continuous layer of air dis-rupts conditions for organisms like barnacles and algae to attach,reducing hull fouling and maintenance needs,and allowing for extending the intervals between dry-docking.Vessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and

312、operational constraints,techno-economic implications,and past experience.It provides general guidance,while specific study is suggested to assess suitability for a specific vessel.As this evaluation is based on DNV experts,judgement and current knowledge,it might change in the future as technologies

313、 and financial conditions evolve.TEU=twenty-foot equivalent unit38DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEFurther,the KPIs need to capture the isolated

314、 performance of each measure found within the plan,taking into account possible interaction effects between measures.DNVs Emissions Connect product enables you to daily monitor,verify,and simulate emissions for voyages,vessels,and fleet.The tools enables sharing of verified emission data across the

315、value chain,thus laying a foun-dation for sharing of cost(EU ETS,Fuel EU,and other emissions-related costs)and the implementation of new measures.DNV recommendationsDNV is set to issue a Recommended Practice for establishing a standard for verification of the per-formance of ALS(air lubrication syst

316、ems)in early 2025.The purpose of the RP is to evaluate the in-service performance of the ALS for numerous use-cases.The tests are not required by any authority,but are valuable for assessing the effect of an ALS on CII and fuel consumption.ImplementationTo ensure that a fleet decarbonization strateg

317、y and plan is successfully implemented in practice,it is critical to develop an appropriate set of KPIs(e.g.fuel consumption,CII,EEOI,GHG/CO2 emission,GHG intensity of fuel),to monitor pro-gress towards the defined GHG reduction trajectory.It will be important to continuously measure(e.g.with daily

318、noon reports),to align towards the planned reduction trajectory,and to implement corrective actions when significant devia-tions occur over a given period.Types of technologiesUnlike an air chamber system(ACS),a method that attempts to maintain air in fixed compartments,an air lubrication system(ALS

319、)provide a constant flow of air bubbles to lubricate significant parts of a vessels hull(typically the flat bottom area).There are active and passive ALS.There are different type of air release units/injector nozzles and different concepts for the arrangement(-shaped,-shaped,in one row and in multip

320、le rows).Further insightsInvestigation of in-service data has revealed a large scatter in estimated savings and that ideal condi-tions are rarely achieved.Experience is also that for on-off tests,correcting the results to a reference condition usually yields larger uncertainties than when not correc

321、ting.Therefore,the proposed pro-cedure aims at including as many measurements as possible with as little correction as possible and using statistics to evaluate the uncertainty in the average performance.39DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY MEASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY

322、 IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUMain characteristicsThe bulbous bow design is tailor-made for each vessel design and its specific operating pattern.The bulbous bows of existing vessels

323、have predominantly been designed to achieve best performance for the high-speed range around design draft,whileslow steaming speeds and low draughts have usually not beenconsidered at design time.Today,these high speeds are rarely utilized,and substantial improvements can be gained by adjusting the

324、bulbous bow shape for the actual operating profile which includes light draught conditions as well as slow speeds.6.7 Bulbous bow retrofitCAPEX5001,500 kUSD per unit Efficiency gain215%OPEXNo operational costs Implementation49 months after orderRetrofit levelDockingMain challengesWhen optimizing the

325、 bulbous bow,it is important to con-sider the whole operating range of the vessel in order to deliver a robust design solution.Formal optimization algo-rithms,advanced parametric modelling,and large com-puting capacities are required to provide the best design possible.Industry experienceThe bulbous

326、 bow retrofit is common practice and has already been applied to several thousand vessels.DNV has already delivered retrofits to 23%of the relevant standard designs of the worlds container carrier fleet(50015,000 TEU).Close cooperation between owner,designer,and shipyard guarantees best results and

327、smooth implementation.DNV recommendations It is recommended to plan the bulbous bow replacement at least one year prior to the docking date.Capacities for design apprroval and production are often limited.Before starting the actual optimization project,a quick check is required to explore the saving

328、s potential of the subject vessel.Investigate the performance improvement potential at the vessels actual operating speed and draughts conditions to ensure the retrofit delivers meaningful efficiency gains.Consider computational fluid dynamics(CFD)simulations or model tests to validate the optimized

329、 bulbous bow design before installation.Vessel age(years)5101520Applicability NewbuildingRetrofit 1 3 7 2 6 4 8 5 9Technology Readiness LevelsTECHNICAL PROPULSION&HULLThese figures are general estimates based on past DNV projects and industry data.Actual numbers depend on vessel specifications and t

330、echnology.Efficiency gains vary by vessel type,size,conditions,and should be verified on real operations(Methodology described in DNV RP-0675).*Does not help towards compli-ance,but can reduce penalty*To be decided/adopted by the IMO,based on existing proposals(MEPC 82).Bulk carriersSmall Medium Lar

331、geTankersSmall Medium LargeGas carriersLNG OthersImpact onEEDI/EEXI CII EU ETS FuelEU*GFI*Vessel type suitabilityExplainer:Vessel type suitability takes into consideration technical and operational constraints,techno-economic implications,and past experience.It provides general guidance,while specif

332、ic study is suggested to assess suitability for a specific vessel.As this evaluation is based on DNV experts,judgement and current knowledge,it might change in the future as technologies and financial conditions evolve.TEU=twenty-foot equivalent unit40DNV Energy EfficiencyCONTENTSENERGY-EFFICIENCY M

333、EASURES OTHER SOLUTIONSINTRODUCTIONFOREWORDWHY IS ENERGY EFFICIENCY IMPORTANT?DRIVERS AND BARRIERSFLEET PLANNINGENERGY EFFICIENCY IN PRACTICEPCTCAllCruise vesselsAllContainerships5k TEU 15k TEUBulk carriersSmall Medium LargeTankersSmall Medium LargeGas carriersLNG OthersMain characteristicsThe primary purpose of the high-performance coatings is to effectively minimize biofouling growth over the se