Strategies for the Low Sulfur Policy of IMO—An Example of a Container Vessel Sailing through a European Route
Abstract
:1. Introduction
2. SWOT Analysis on Feasible Strategies
3. Characteristics and Challenges of LNG Powered Ships
3.1. LNG Dual-Fuel Engine Technology
3.2. LNG Refueling Facilities at International Ports
- Truck-to-Ship (TTS): a truck is connected to an LNG receiving ship at the port for fuel delivery through a flexible hose, usually assisted by a manual cantilever crane.
- Ship-to-Ship (STS): LNG is delivered to the receiving ship by another ship or barge anchored opposite in the port.
- Port-to-Ship (PTS): an LNG-fueled ship can be refueled directly from a small LNG storage unit (LNG tank), small gas refueling station, or LNG output terminal at the port.
4. Cost-Benefit Ratio Calculation Method
4.1. Definitions of Cost Items and Estimations of Total Incremental Costs
4.1.1. Calculation Method for the Total Incremental Cost of the VLSFO strategy
4.1.2. Calculation Method for the Total Incremental Cost of the LNG Strategy
- (1)
- Maintenance cost of LNG equipment: as LNG is a cleaner fuel than VLSFO, the main engine maintenance costs will be reduced by about 40% compared with the previous situation, i.e., using HSFO [26].
- (2)
- Loss of shipping space due to LNG equipment installation: an LNG storage tank is about 2–2.5 times the size of a fuel oil tank for the same engine power output [29]. As shown in Table 6, the fuel oil tank of Vessel A is 8000 m3; thus, it can be calculated that Vessel B fueled by LNG loses about 410 TEU of shipping space. Figure 3 shows the average container shipping cost for the Asian-European service loop route according to the report of the United Nations Conference on Trade and Development (UNCTAD) in 2020 [50]. In this study, the annual average container shipping cost for the Asian-European service loop route over the recent five years (2016–2020) was taken as the shipping cost from the first year to the fifth year after refitting the LNG engine. The loss of shipping costs is because of the reduction of container space due to the LNG storage tank. Figure 3 shows the one-way (Asian-European route) shipping cost of a container vessel. The shipping space loss was multiplied by 2, as shown in Equation (9):v = 410 TEU × A × 2× p
- (3)
- Wage premium for crew operating LNG engines: due to the stringent safety requirements for LNG refueling, storage, and use, LNG-fueled ships are special in design, construction, and control. The crews of LNG-fueled ships are required to receive special professional training for high-pressure gas storage tanks. Therefore, the crew of LNG-fueled ships will be paid 22% more than those on regular merchant ships [51]. According to Wu’s seven years of experience as the chief officer of large merchant container vessels, the crew wages vary according to rank, route, and seniority. This variability is estimated based on the allocation of at least 16 crew members for a general merchant ship. The method to calculate the crew wage premium for a LNG-powered vessel is shown in Equation (10):w = (2 persons including captain and chief engineer × 10,000 USD/person/month + 2 persons including chief officer and second engineer × 6000 USD/person/month + 4 persons including officers and engineers × 5000 USD/month + 8 Class B crew × 3000 USD/person/month) × wage premium rate (22%) × 12 months
- (4)
- Penalty for pilot fuel consumption: Vessel B uses a diesel-LNG dual fuel engine. While such engines ignite without spark plugs, they inject a small amount of fuel oil and ignite the mixture with natural gas. Therefore, there is an additional 2% (kg/kWh) cost for pilot fuel [52].
- (5)
- Penalty for cryogenic pump fuel: LNG must be kept in a liquid state (i.e., below −162 °C) at atmospheric pressure by a cryogenic pump, which increases fuel oil consumption by 1.2% (kg/kWh) [52].
- (1)
- LNG tank cost: Vessel A has been in service since it was built in 2018, and is planned to be converted into Vessel B, fueled by LNG, in this study. According to Table 5, the fuel oil tank has a capacity of 8000 m3, and the LNG storage tank has twice the capacity of the fuel oil tank [29]. Hence, a capacity of 16,000 m3 is required for the LNG storage tank. Moreover, the cost of LNG storage tank is 3510 USD/m3. The price of the LNG tank of Vessel B was calculated accordingly.
- (2)
- Total refitting cost of LNG engine: calculated by multiplying the power of the main diesel engine of Vessel A (61,800 kW) by the total refitting cost of LNG engine (405.99 USD/kW).
- (3)
- Operating loss due to LNG equipment installation: chartered freight is calculated on a daily basis and varies with ship size. It takes about 90 days to refit an LNG engine and gas storage tank [53], during which time the ship shall be out of service. Based on the data of August 2021 in the Harper Petersen Index (HARPEX), which is a common international ship-chartering website, the chartered freight of an 8500-TEU container vessel is 111,000 USD per day [54]. The operating loss due to the installation of LNG equipment was estimated accordingly.
- (4)
- Crew wages during LNG equipment installation: since it takes three months for refitting [53] and the crew shall be paid during this period, the crew wage is calculated by Equation (12), as follows.F = (2 persons including captain and chief engineer × 10,000 USD/person/month +2 persons including chief officer and second engineer × 6000 USD/person/month +4 persons including officers and engineers × 5000 USD/month + 8 Class B crew × 3000 USD/person/month) × 3 months
4.2. Calculation Method for Reduction of Pollutant Emissions
4.3. Cost-Benefit Analysis Methodology
5. Results and Discussion
5.1. Comparison of Total Incremental Costs of Different Strategies
5.2. Comparison of Pollutant Emission Reductions of Different Strategies
5.3. Comparison of Cost-Benefit Ratios
6. Conclusions
- (1)
- After a feasibility evaluation, installing scrubbers on the exhaust gas systems of a vessel was found to be only a transitional plan from the perspective of environmental protection and sustainable operation.
- (2)
- The compression-ignition diesel-LNG dual-fuel engine was found to be more fuel flexible. Dual-fuel engines can maintain existing engine architectures which are suitable for engine refitting. Moreover, STS (Ship-to-Ship) and PTS (Port-to-Ship) LNG refueling methods are more suitable for large ocean-going merchant ships.
- (3)
- The total incremental cost of the LNG strategy was found to be higher than that of the VLSFO strategy in the first 4.7 years; however, over longer periods, the curve trends reversed, make the VLSFO strategy more costly than the LNG strategy.
- (4)
- The total incremental cost of the LNG strategy in five years is 9.22% higher than that of the VLSFO strategy.
- (5)
- The LNG strategy more effectively reduces SOx, NOx, and PM emissions but produces more CH4 emission than the VLSFO strategy. The total pollutant emission reduction of the LNG strategy in five years is much higher than that of the VLSFO strategy. In addition, due to the gradual deterioration in the performance of the aftertreatment system for exhaust gases, the pollutant emission reductions of both strategies show a decreasing trend year by year.
- (6)
- The CO2 emission reduction rate of the LNG strategy is much higher than that of the VLSFO strategy, i.e., by 15.7%. the LNG strategy is very effective in reducing CO2 emissions.
- (7)
- The cost-benefit ratio of the LNG strategy is higher than that of the VLSFO strategy 2.5 years after implementation, and the gap of the cost-benefit ratios between the two strategies widens year by year. the LNG strategy is considered an adequate medium- and long-term strategy for shipping lines to respect the low sulfur policy of the IMO, while the VLSFO strategy is a suitable short-term strategy.
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Acknowledgments
Conflicts of Interest
Nomenclatures
Abbreviation | Full Name |
AHP | analytic hierarchy process |
CAPEX | Capital Expenditure |
CBA | Cost-Benefit analysis |
CBR | Cost-Benefit Ratio |
EFF | Environmental fuel fee |
FEU | Forty-Foot Equivalent Unit |
HSFO | High Sulfur Fuel Oil |
IMO | International Maritime Organization |
kUSD | Thousand United States Dollar |
LNG | Liquefied natural gas |
MARPOL | International Convention for the Prevention of Pollution from Ships |
PM | Particulate Matter |
PTS | Port-to-ship |
SECA | Sulfur Emission Control Area |
STS | ship-to-ship |
SWOT | Strength-Weakness- Opportunity-Threat |
TEU | Twenty-Foot Equivalent |
Unit | |
TTS | truck-to-ship |
UNCATD | United Nations Conference on Trade and Development |
VLSFO | Very Low Sulfur Fuel Oil |
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Strategy | Description |
---|---|
Scrubber | Install scrubbers in exhaust systems of main engine and continue to use HSFO (S ≤ 3.5 wt.%) |
VLSFO (S ≤ 0.5 wt.%) LNG | Change HSFO to VLSFO Use LNG as an alternative fuel for HSFO |
Indicator | Strategy | ||
---|---|---|---|
Scrubber | VLSFO | LNG | |
Strength | Effective reduction of more than 90% of SOx emissions in the initial stage | Small refit, low initial cost, Low SOx emissions. | Low pollutant emissions, Reduction in ship operating costs, High thermal efficiency, Long service life and low maintenance costs for machines, In compliance with international emission standards. |
Weakness | High initial costs for installation, Large container space occupied by scrubbers Open-loop systems applicable for limited waters Equipment deteriorates with usage, and reduces emission reduction effects | Significant increase in operating costs, Cylinder liners wear out more frequently, Poor ignition quality, Change of lubrication oil, Low viscosity, Incompatibility | High additional investment costs, Special training is required for crew members. |
Opportunity | Widening gap between prices of high and low sulfur fuels, | Falling prices for lubricant and fuel additives, | Lower price than VLSFO. |
Threat | Prohibition of open-loop systems at some ports, Maintenance and continuous deterioration of scrubbers. | Indeterminacy in fuel price. | Poor infrastructure, such as gas refueling ports, Pollution caused by incomplete combustion of CH4. |
Item | Spark-Ignition Lean-Burn Design | Spark-Ignition Stoichiometric Combustion Design | Compression-Ignition Dual-Fuel Design |
---|---|---|---|
Feature | Uses a single fuel, i.e., natural gas. | Uses a single fuel, i.e., natural gas; Uses a stoichiometric air/fuel mixture ratio. | Uses dual fuels comprising natural gas and diesel; Requires ignition of pilot injection; |
Advantage | Low flame and exhaust gas temperature; Low HC, CO, and NOx emissions; High thermal efficiency; Improved service life and reliability of machines. | Similar to light load gasoline engine technology; High degree of combustion reaction. | Simple and cheap refited diesel engine. Flexible use of natural gas; Lower pollutant emissions than simple diesel engines. |
Disadvantage | Avoids misfires and discontinuous combustion. | Needs a catalytic converter and air-fuel ratio control systems; Low thermal efficiency. | High HC and CO emissions, and efficiency degradation at low load. Requires accurate control of the flow rates of two fuels simultaneously; Requires two fuel feeding systems and two separate fuel tanks. |
Item | TTS | STS | PTS |
---|---|---|---|
Advantages | Low requirement for infrastructure and relatively low investment costs; Trucks can be used for LNG distribution for other purposes. | Able to be carried out at various places (e.g., ports and anchorage grounds); Highly flexible in capacity and refueling locations. | High refueling rate, which reduces refueling time. |
Disadvantages | Limited truck capacity, which is only suitable for a small amount of LNG delivery; Trucks and refueling process will affect other activities at ports. | High investment costs for refueling ships | Low maneuverability; Berthing restrictions for large ships may be an obstacle. |
Types of ships | Most suitable for LNG-fueled ships with lower fuel capacities, such as tugboats, inland ships, coast-guard ships, and small passenger ships. | The most common refueling method for ocean-going ships; Underway replenishment is suitable for all types of ships | Suitable for shipping services with high refueling frequency, small demands, flexible shipping schedule, and limited ship draft. |
Built Year | 2018 |
Total Capacity | 8500 TEU |
MCR (Maximum continuous rating) | 93,360 PS at 94 rpm |
NCR (Normal continuous rating) | 84,024 PS (61,800 kW) at 90.8 rpm |
Fuel oil consumption rate | 171.8 g/kWh |
Route | Asian-European Service |
Number of days per voyage | 76 days |
Number of annual voyages | 5 |
Full-speed sailing hours Fuel tank capacity | 5660 h/year 8000 m3 |
Berthing Port | Tianjin | Shanghai | Ningbo | Yantian | Singapore | Colombo | Antwerp | Hamburg | Rotterdam | Port Klang | Tianjin |
---|---|---|---|---|---|---|---|---|---|---|---|
Distance between ports | 0 | 686 | 172 | 735 | 1469 | 1622 | 7313 | 405 | 314 | 8293 | 2959 |
Cost Item | Strategy | |
---|---|---|
VLSFO | LNG | |
OPEX | Price difference between VLSFO and HSFO; Fuel additives; Environmental fuel fee. | Price difference between LNG and HSFO; LNG equipment maintenance costs; Loss of shipping space due to LNG equipment installation; Wage premium for crew operating LNG equipment; Penalty of pilot fuel consumption; Penalty of cryogenic pump fuel. |
CAPEX | Nil. | Cryogenic plant; LNG tank cost; Total LNG-engine refitting cost; Operating loss during refiting LNG equipment; Crew wages during refiting LNG equipment. |
Item | Amount | Unit |
Cryogenic plant | 1333,800 | USD |
LNG tank cost | 3510 | USD/m3 |
Total refitting cost of LNG Engine | 405.99 | USD/kW |
Type of Fuel | SOx | NOx | CO2 | CH4 | PM |
---|---|---|---|---|---|
HSFO (containing 2.5 wt.% S) | 10.29 | 14.40 | 607 | 0.010 | 1.42 |
VLSFO (containing0.5 wt.% S) | 0.51 | 13.54 | 533 | 0.005 | 0.20 |
LNG | 0.14 | 3.40 | 417 | 0.13 | 0.10 |
SOx | NOx | CH4 | PM | CO2 |
---|---|---|---|---|
1.023 | 1.021 | 1.044 | 1.067 | 1.025 |
Year of Strategy Implementation | VLSFO Price (USD/Tons) | HSFO Price (USD/Tons) | HSFO Cost (kUSD/Year) | Price Difference between VLSFO and HSFO (kUSD/Year) | Fuel Additive Cost (kUSD/Year) | EFF (kUSD/Year) | Total Incremental Cost (kUSD/Year) |
---|---|---|---|---|---|---|---|
1st year | 497 | 394 | 26,742 | 6974 | 2535 | −5914 | 3595 |
2nd year | 476 | 378 | 25,625 | 6666 | 2408 | −5664 | 3410 |
3rd year | 465 | 369 | 25,025 | 6520 | 2282 | −5533 | 3269 |
4th year | 460 | 365 | 24,742 | 6463 | 2155 | −5474 | 3144 |
5th year | 458 | 363 | 24,654 | 6416 | 2028 | −5450 | 2994 |
Total in five years | - | - | 126,791 | - | - | - | 16,412 |
Item | 1st Year | 2nd Year | 3rd Year | 4th Year | 5th Year | Total Incremental Cost in Five Years | |
---|---|---|---|---|---|---|---|
OPEX | Price difference between LNG and HSFO | −10,245 | −10,007 | −10,093 | −10,002 | −9696 | 28,018 |
Penalty of pilot fuel consumption | 475 | 455 | 445 | 440 | 438 | ||
Penalty of cryogenic pump fuel | 285 | 273 | 264 | 262 | |||
Others | 2196 | 2148 | 2038 | 1974 | |||
CAPEX | Cryogenic Plant | 218 | 196 | 174 | 152 | 130 | |
LNG tank cost | 9189 | 8270 | 7351 | 6432 | 5513 | ||
Total refitting cost of LNG engine | 4105 | 3695 | 3284 | 2873 | 2463 | ||
Operating loss during LNG equipment installation | 1634 | 1471 | 1307 | 1144 | 980 | ||
Crew wages during LNG equipment installation | 37 | 33 | 29 | 26 | 22 |
Pollutant | HSFO Emission Coefficient (g/kWh) | VLSFO Emission Coefficient (g/kWh) | HSFO Emission (Tons) | VLSFO Emission (Tons) | Pollutant Emission Reduction (Tons) | Total Pollutant Emission Reduction (Tons) |
---|---|---|---|---|---|---|
SOx | 10.29 | 0.51 | 3599 | 178 | 3421 | 4150 |
NOx | 14.4 | 13.54 | 5037 | 4736 | 301 | |
CH4 | 0.01 | 0.005 | 3 | 2 | 1 | |
PM | 1.42 | 0.2 | 497 | 70 | 427 |
Pollutant | HSFO Emission Coefficient (g/kWh) | LNG Emission Coefficient (g/kWh) | HSFO Emission (Tons) | LNG Emission (Tons) | Pollutant Emission Reduction (Tons) | Total Pollutant Emission Reduction (Tons) |
---|---|---|---|---|---|---|
SOx | 10.29 | 0.14 | 3599 | 49 | 3550 | 7818 |
NOx | 14.4 | 3.4 | 5037 | 1189 | 3848 | |
CH4 | 0.01 | 0.13 | 3 | 45 | −42 | |
PM | 1.42 | 0.1 | 497 | 35 | 462 |
Strategy | Implementation Time | ||||
---|---|---|---|---|---|
1st Year | 2nd Year | 3rd Year | 4th Year | 5th Year | |
VLSFO | 4150 | 4264 | 4381 | 4503 | 4629 |
LNG | 7818 | 8009 | 8206 | 8409 | 8664 |
Strategy | Implementation Time | ||||
---|---|---|---|---|---|
1st Year | 2nd Year | 3rd Year | 4th Year | 5th Year | |
VLSFO | 25,884 | 26,531 | 27,195 | 27,875 | 28,571 |
LNG | 66,460 | 68,121 | 69,824 | 71,570 | 73,359 |
Pollutants | Total Emission in Five Years | Total Pollutant Emission Reduction in Five Years | Total Pollutant Emission Reduction Rate in Five Years (%) | |
---|---|---|---|---|
SOx | HSFO | 18,844 | -- | -- |
VLSFO | 934 | 17,910 | 95.0 | |
LNG | 256 | 18,587 | 98.6 | |
NOX | HSFO | 21,228 | -- | -- |
VLSFO | 19,960 | 1268 | 5.9 | |
LNG | 5012 | 16,216 | 76.3 | |
CH4 | HSFO | 16 | -- | -- |
VLSFO | 8 | 8 | 50.0 | |
LNG | 203 | −187 | −1168 | |
PM | HSFO | 2839 | -- | -- |
VLSFO | 399 | 2439 | 85.9 | |
LNG | 200 | 2639 | 92.9 |
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Wu, P.-C.; Lin, C.-Y. Strategies for the Low Sulfur Policy of IMO—An Example of a Container Vessel Sailing through a European Route. J. Mar. Sci. Eng. 2021, 9, 1383. https://doi.org/10.3390/jmse9121383
Wu P-C, Lin C-Y. Strategies for the Low Sulfur Policy of IMO—An Example of a Container Vessel Sailing through a European Route. Journal of Marine Science and Engineering. 2021; 9(12):1383. https://doi.org/10.3390/jmse9121383
Chicago/Turabian StyleWu, Pei-Chi, and Cherng-Yuan Lin. 2021. "Strategies for the Low Sulfur Policy of IMO—An Example of a Container Vessel Sailing through a European Route" Journal of Marine Science and Engineering 9, no. 12: 1383. https://doi.org/10.3390/jmse9121383