18th dnvgl technology week - dnvgl.us - safer smarter greener - dnv … · architect firm glosten...

DNV GL © SAFER, SMARTER, GREENERDNV GL ©

Anthony Teo

18th DNVGL Technology Week

1

Alternative Maritime fuels & Air Emission Compliance

DNV GL ©

Agenda

1. Introduction

– The regulatory “game changers”

– What are the ship fuels in 2020

– Alternative fuels and technologies

2. Rules for Alternative fuels

3. Some thoughts on

– CO2 impact

– fuel prices

– Fuel availability

– SOx, NOx, PM emissions

4. Summary

2

DNV GL ©

The 0.5 % sulphur limit is a potential “game changer”

3

DNV GL ©

The Initial Green House Gas (GHG) Strategy (MEPC.304(72)) also is a potential “game changer”

4

-50%=470 Mio t/a

705 Mio t/a

470 Mio t/a

940 Mio t/a

DNV GL ©

How will ship propulsion power look like in the future?

5

2020

▪ “Paris Agreement”, 2015-12-12 UN’s climate science panel says net zero emissions must happen by 2070 to avoid

dangerous warming.; IMO ambition to reduce GHG emission by 50% within 2050 (April 2018)

▪ Until now there are no taxes on ship fuel.

1820 1850 1900 1950 2000 2020 2050 2100

LNG for LNG Carriers LNG for all ship types

Liquid and gas fuels from H2 and CO2

Heavy Fuel Oil Diesel engines

Sails

Coal

Wind supported ship propulsion

Heavy Fuel Oil steam engines

Destillates as ship fuel

DNV GL ETO: 50%

fossil fuels in 2050

DNV GL ©

Shipping becomes greener and more complex- Regulatory timeline towards 2030 -

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Source: ASSESSMENT OF SELECTED ALTERNATIVE FUELS AND TECHNOLOGIES; DNV GL April 2018

DNV GL ©

Some environmental challenges for shipping today and in future

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▪ Reduce CO2 footprint

– IMO GHG Strategy (MEPC.304(72))

– MRV/IMO DCS start of permanent public

monitoring of ship efficiency

– EEDI pressure to improve ship efficiency

▪ Reduce SOx, Nox, PM emissions

– ECA and ECA like areas pressure to reduce ship

emissions

– SO2 0.5% limit

– Pressure on high sulphur HFO as ship fuel

– opens the way for new technologies in shipping

▪ Added values must justify higher investments

Selected items from regulatory timeline towards 2020

DNV GL ©

The 2020 0.5% S effect on global bunker demand

▪ LNG will not play a

major role

▪ Distillates and LSHFO

will take the role of

high sulphur HFO

▪ High S HFO will drop

dramatically

▪ Development beyond

2020 is uncertain

8

Distillates

Distillates/blend

LSHFO

HFO (Scrubber)

LNG

One possible global

bunker demand

2020

DNV GL ©

Are we prepared?

9

?

DNV GL ©

DNV GL information on alternative fuels in the www- Link to DNV GL AFI platform and alternative fuel white paper -

▪ Alternative Fuels Insight - AFI portal:

www.dnvgl.com/afi

– The content of the white paper will be provided and

maintained on our web platform

▪ White paper alternative fuels and technologies

www.dnvgl.com/alternative-fuel

▪ Overview alternative fuels:

https://www.dnvgl.com/maritime/alternative-fuels-and-

technologies-in-shipping/index.html

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http://www.dnvgl.com/afihttp://www.dnvgl.com/maritime/publications/alternative-fuel-assessment-download.htmlhttps://www.dnvgl.com/maritime/alternative-fuels-and-technologies-in-shipping/index.html

DNV GL ©11

Alternative Fuels Insight

DNV GL ©

AFI enables users to navigate a constantly changing landscape on alternative

fuels through comprehensive, up to date and objective information

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▪ A freely available platform on alternative fuels and technologies

▪ Interactive map and statistics with current status on ship uptake and bunkering infrastructure

▪ Fuel Finder lets ship owners connect with suppliers of alternative fuels for specific projects

▪ Encyclopedia with environmental, technical and financial information on a wide range of fuels and technologies

▪ Alternative fuels benchmarking tool to compare financial performance of alternative fuels for a specific project

Alternative Fuels Insight (AFI)The maritime industry knowledge hub for alternative fuels

DNV GL ©

What can be realistic alternatives for the years to come

▪ Fuels

– Bio Fuels (and PtG, PtL fuels)

– Hydrogen

– LNG

– LPG

– Methanol

▪ Technologies

– Batteries

– Fuel Cells

– Wind assisted propulsion

13

Summary: 12 pages Full paper: 40 pages

Download: www.dnvgl.com/alternative-fuel

Or look at AFI portal: Encyclopaedia

http://www.dnvgl.com/maritime/publications/alternative-fuel-assessment-download.html

DNV GL ©

2 pages brief information for discussed fuels and technology in the full version

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▪ General

▪ Price

▪ Infrastructure

▪ Regulations

▪ Availability

▪ Environmental impact

▪ Technology

▪ CAPEX

▪ OPEX

Common structure of

content for all fuels

and technologies

DNV GL ©

Total number of ships (in operation and on order)

15

DNV GL ©

LNG- CH4

16

DNV GL ©

LNG offers environmental performance superior to any other feasible marine fuel

LNG Fuel:

▪ Clean burning engines

▪ No fuel heating

▪ No Separators

▪ Less filtration

▪ Less oil pollution risk

▪ Lower fuel cost

▪ Attractive payback

▪ Simplicity and proven

technology

SOx: 100 %NOx: 80 to 90%

CO2: 20 to 25% PM: 100 %

DNV GL ©

LNG as Fuel

18

DNV GL ©

There are currently 265 confirmed LNG fuelled ships, and 131 additional LNG ready ships

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DNV GL ©

LNG fuelled fleet by vessel type

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DNV GL ©

Area of operation for LNG fuelled ships

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In operation On order

DNV GL ©

All gas engine concepts are in use for ship propulsion

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In operation On order

DNV GL ©

PERFECt

23

DNV GL ©

Batteries

24

DNV GL ©

Total number of ships with batteries

DNV GL ©

Number of ships with batteries by ship type

DNV GL ©

Battery application and area of operation

Battery application Area of operation

DNV GL ©

Newbuild or retrofit?

DNV GL ©

Newbuild or retrofit?

0

10

20

30

40

50

60

70

Nu

mb

er o

f sh

ips

Retrofit

Newbuild

DNV GL ©

Technology

NB! Figure indicative as not all projects state if they are plug-in or not

Propulsion

Other

DNV GL ©

Which batteries are being used?

DNV GL ©

AIS-positions of ships with batteries

32

DNV GL ©

Fuel Cells

34

DNV GL ©

Fuel Cell Technology

Output:

▪ Electricity

▪ Water

▪ Heat

▪ CO2 (only with fuels having C atoms)

DNV GL ©

Technology Overview

36

Fuel Storage

Fuel Processing

(Reformation)

Air / O2

Complexity of Fuel Cell SYSTEMS

To be integrated onboard

Battery

Consumer

Electricity

Exhaust

Consumer

Heat

DNV GL ©

Technology overview- Fuel Cells types

37

Solid Oxide

Fuel Cell

PEM fuel

cell

HT PEM

fuel cell

Direct

Methanol FC

Molten

Carbonate

FC

Alkaline

fuel cell

Phosphoric

Acid FC

Tolerance for cycling

Sensitivity for fuel impuritiesRelative cost

Regenerative fuel cell (RegFC)

RFC – Redox

Solid acid fuel cell (SAFC)

Upflow microbial fuel cell (UMFC)

Zinc-air battery

Electro-galvanic fuel cell (EgFC)

Enzymatic Biofuel Cells (EnzFC)

Magnesium-Air Fuel Cell (Mg-

AFC)

Metal hydride fuel cell (MHFC)

Protonic ceramic fuel cell (PCFC)

Microbial fuel cell (MFC)

Alkaline fuel cell (AFC)

Direct borohydride fuel cell

(DBFC)

Direct carbon fuel cell (DCFC)

Direct formic acid fuel

cell (DFAFC)

Direct methanol fuel cell (DMFC)

Direct-ethanol fuel cell (DEFC)

Molten carbonate fuel cell (MCFC)

Phosphoric acid fuel cell (PAFC)

Solid oxide fuel cell (SOFC)

PEMFC

High Temperature PEM

Reformed methanol FC (R-MFC)

Maturity and Relevance

Flexibility towards type of fuel

Technological maturity

Physical size

Modular power levels (kW)

Lifetime

Emissions

Safety aspects

Efficiency

DNV GL ©

Maritime FC- Developments

▪ Start with first maritime FC

applications in the early 2000

▪ Mostly based on European and US

development programmes

▪ Technology readiness was proven:

SOFC and PEMFC Technology

are most promising for

maritime

▪ Recent development projects

focusing on a common rule frame

work for maritime Fuel Cells

38

Maritime Fuel Cell Project Time table

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

DNV GL ©

Maritime FC- Noteable Projects

39

Zero/V - Hydrogen Fuel-Cell Coastal Research Vessel

Sandia partnered with the Scripps Institution of Oceanography, the naval architect firm Glosten and the class society DNV GL to assess the technical, regulatory and economic feasibility of a hydrogen fuel-cell coastal research vessel.

Report published on 7th May- http://energy.sandia.gov/transportation-energy/hydrogen/market-transformation/maritime-fuel-cells/

DNV GL ©

e4ships-Fuel cells for Marine Applications

The Pa-X-ell project is developing a fuel cell ( methanol) module which is to be tested on a cruise ship, where it will provide

decentralised generation of heat and power.

The SchIBZ (which stands for ‘ship integration fuel cell’ in German) is developing a seagoing fuel cell system with onboard

diesel reformer, which will be tested in everyday operation on the high seas.

DNV GL internal use only

40

50 kW demonstrator plant built up

Aggregate layout

http://www.e4ships.de/aims-35.htmlhttp://www.e4ships.de/aims-39.html

DNV GL ©

Benefits and Efficiency

▪ At optimal load, the fuel cell stacks have an electric efficiency of 50-55 %

▪ Compared with state-of-the-art marine diesel generators are just above 40 %. New ones

claim 45%.

▪ Reduced noise and vibrations, improving comfort for crew and passengers

▪ Fewer moving parts lead to a reduction in maintenance

▪ Cleaner Emissions (Zero when H2 is used)

DNV GL ©

Methanol- CH3OH

42

DNV GL ©

Methanol CH3OH - Properties

▪ Low flash point liquid = 12 degree C (LNG = -188 degree C)

– Liquid at room temperature but has tendency to evaporate above flash point.

Methanol vapour is more dense than air

▪ Self ignition point = + 465 degree C (LNG = 595 degree C)

▪ Toxic when it comes into contact with the skin or when inhaled or ingested

▪ Density about 0.78 t/m3

▪ Low risk IMO class III chemical, can be carried on easiest chemical carriers/ no

need for double hull (at present).

▪ Heat value about 50% of LNG = need twice as much volume!

43

DNV GL ©

Alternative fuels - parameters

Source: MAN

Fuel type LNG Ethane Methanol LPG

Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg

Specific Gravity 0.42 0.55 0.80 0.58

Volume factor(ref. MDO)

1.83 1.47 2.40 1.44

FGSS cost 15 MW

2.5 mill.USD 2.8 mill.USD 0.41 mill.USD 0.90 mill.USD

Availability + - + +++

Engine price +20 % + 20% +30% +30%

Fuel Price (ref. MGO)

++ +++ + ++

DNV GL ©

Methanol: Engine technology

▪ Fuel

– Methanol is an excellent fuel for internal combustion engines

– Methanol burns very cleanly with low NOx and particulate (soot) emissions

and contributes to reduced emissions when mixed with typical fuels.

▪ Both Dual Fuel and “pure” methanol fuel engines have be developed

– DF engines will be less efficient compared with oil engines in FO mode and

less efficient than methanol engines in methanol mode

▪ Newbuilding

– Both 2-stroke and 4-stroke marine engine technology available

▪ Conversion

– Conversion of most existing engines possible

– Much easier as conversion for LNG

– Converted engines will have lower efficiency

48

DNV GL ©

Methanol: Advantages

▪ No need for pressurized or cryogenic tanks

– Methanol can be stored/ transported in ship tanks similar as oil products

– Much less CAPEX compared with LNG. Less loss of cargo space compared with LNG option

▪ Almost similar air emissions reduction as compared with LNG

– No SOx, No Particular Matter (PM)

– Less NOx (MAN LGI engines need “small scale” EGR or SCR only to be Tier III compliant

– Less GHG, No methane slip

▪ Biodegradable

49

DNV GL ©

Methanol fuel for ships

▪ Technically Methanol could be a viable fuel option for shipping

– Methanol is a green fuel (when produced from bio mass)

– Due to it’s toxicity and low flash point methanol is somewhat more complicated to handle

compared with HFO/ MGO BUT much easier to handle as LNG

– Tank and engine technology is available

▪ HOWEVER

– Commercially methanol doesn’t look as an attractive fuel option at this stage as price per

energy content is much higher compared with MGO and HFO and additional investments are

necessary to allow vessels to use methanol fuel UNLESS one has access to cheap methanol

– Methanol as fuel does not solve the NOX/ Tier III challenge on its own but engines need to be

equipped with small scale EGR or SCR on top

50

DNV GL ©

LPG- C3H8, C4H10

51

DNV GL ©

LPG

– LPG is widely accepted

– Meeting SOx requirement ( Max. 0.1 % sulphur )

– Potential fuel cost savings ( Cheaper than MGO )

– Cheaper in first cost when compared to a

downstream SOx scrubber solution

– Speculation in future fuel cost variation

– An easy retrofit solution

– Savings of both time and fees for fuel bunkering

(When fuel can be taken from cargo tanks).

52

Emissions Reduction Estimation

DNV GL ©

LGIP engine >>Top section

DNV GL ©

Low Flashpoint Diesel Fuel Oils

54

DNV GL ©

Low Flashpoint Diesel Fuel Oils for Marine Use

Motivation

▪ Reducing pollutant emissions caused by maritime shipping

is on IMO‘s agenda

▪ Change to low sulphur diesel fuels is offering an effective

short-term reduction potential

▪ Reduction potential of automotive diesel higher than for

MGO due to less sulphur content

Challenge

▪ Flashpoint of fuels used on board seagoing vessels not to

be less than 60°C (SOLAS)

▪ Automotive diesel has a flashpoint of at least 55°C in the

EU and 52°C in the US

▪ Exceptions for marine fuels with a flashpoint less 60°C are

regulated in the IGF Code

▪ Low flashpoint diesel has not yet been included in IGF

Code

55

MGO: Marine Gas Oil

Results LFPD study - London, 2018-09-12

DNV GL ©

Low Flashpoint Diesel Fuel Oils - Study

Germany’s Federal Ministry of Transport and Digital Infrastructure

(BMVI) initiated a study to evaluate diesel fuels with a flashpoint

between 52°C and 60°C in shipping:

▪ Focus is on relative differences between low flashpoint diesel fuels

and with flashpoint ≥ 60°C

➢ Differences in terms of risk

▪ Considering preparational investigation on characterization of

diesel with FP 52°C (CCC 4/3/5, CCC 4/INF.11)

▪ Considering IMO Formal Safety Assessment (FSA) guidelines

– Verify if new hazards exist (hazard identification)

– Verify if existing risks may be changed (risk analysis)

▪ Study carried-out by means of representative machinery space

considering normal operation and accidental conditions

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FSA: Formal Safety Assessment

FP: Flashpoint


DNV GL ©

Low Flashpoint Diesel Fuel Oils -Study Basis: Generic engine room model

▪ Generic engine room model representing typical size and

arrangement for marine diesel operations

▪ Model is used for further evaluation of the specific fuel

behaviour within the HazId workshop and risk

assessment

▪ Model consists in the following sub-systems:

– Storage tank

– Transfer system

– Fuel service system

– Overflow system

– Engine system

– Exhaust gas system

57


HazId: Hazard Identification

DNV GL ©

Low Flashpoint Diesel Fuel Oils- Summary of the Risk assessment

▪ The experimental investigation showed:

– No significant difference in the ignition behaviour due to the lower flashpoint

– Slight trend to higher mass loss in low flashpoint fuels at 52°C

– To increase the visibilities of the effect of flashpoint on characteristic properties a third diesel-like fuel with FP 43°C was

investigated supported findings 52°C

– Even for diesel fuel with FP 43°C no significant changes

▪ The numerical analyses showed

– No significant difference in the concentration of the settle tank atmosphere of a diesel fuel with FP 52°C to that of a diesel

fuel with FP 60°C

– The engine room simulation showed no relevant differences between both fuels

➢ No further risks were identified

➢ No further risk control measures are deemed necessary

58


DNV GL ©

Ammonia-NH3

59

DNV GL ©

Ammonia

60

DNV GL ©

Ammonia

61

DNV GL ©

Important condition for alternative fuels - International Regulations -

▪ The IGF Code entered into force 1 January 2017

(practically all LNG fuelled ships ordered after the

adoption of the IGF-Code in June 2015 follow this

Code)

▪ Mandatory for all ships using gas and other low

flashpoint fuels (with the exception of gas carriers;

gas carriers follow the IGC-Code)

▪ Detail requirements for natural gas (LNG, CNG)

▪ Other low flashpoint fuels allowed, approval based

on alternative design approach

▪ The IGF-Code is currently extended for methanol,

low flashpoint diesel and fuel cell systems

(storage of hydrogen will not be covered)

64

DNV GL ©

Development of international regulations

▪ The development of international regulations for low flashpoint fuels continues in IMO by a

phase 2 development of the IGF Code.

▪ More detailed provisions for methyl/ethyl alcohol fuels and fuel cells is currently under

development in IMO correspondence group reporting to IMO Sub-committee CCC.

65

2004

NMA draft to IMO

2009 January 2017

Interim Guidelines

MSC.285(86)

IGF CodeEntry into

force

June 2015

MSC95IGF Codeadopted

Phase 2 development

of the IGF Code initiated

September 2014

Phase 2 development

of the IGF Code continues

DNV GL ©

Regulation overview - status

66

Maritime Fuel Cell Systems

Requirements for on-board energy generation systems Fuel specific requirements

IGF code entered into force Jan. 1st 2017

Contains detail requirements for natural gas as fuel only, and

internal combustion engines, boilers and gas turbines

Most classification

societies have

established Rules

covering fuel cells

and to some extent

low flashpoint

liquids

Work started on technical provisions for methyl-/ethyl- alcohols

as fuel and fuel cells

Alternative Design Approach

DNV GL ©

Class rules – prepared for a more complex fuel mix in the future

67

Methanol

Ethanol

Low flashpoint oil fuels

Marine diesel oil

Heavy fuel oil

Low sulphur diesel

LNG

LPG

CNG

Hydrogen

Main Class Gas Fuelled LFL Fuelled Fuel Cells (FC) Battery Power

DNV GL ©

Regulation overview - Alternative Design

68

Currently, for Fuel Cells and Hydrogen

▪ IGF codes provides the possibility for alternative

design process

▪ The equivalence of the alternative design shall be

demonstrated by a risk-based approach as

specified in SOLAS regulation II-1/55 and

approved by the Administration

▪ The “Guidelines on Alternative Design and

Arrangements for SOLAS Chapters II-1 and III

(MSC.1 / Circ. 1212)” providing guidance to

perform the Alternative Design Process

Preliminary Analysis

• Identification of rule deviations

• Hazard Identification

• Scenarios, methods and

assumptions for quantification

Quantitative Analysis

• Quantification of selected

scenarios

• Comparison to conventional design

Report of Assessment

• Documentation

• Presentation to flag

http://one.dnv.com/imovega/MemberPages/IMODocument.aspx?docId=SL062155ABA

DNV GL ©

CO2 equivalent emissions of some fuel alternatives in shipping

70

TTP

WTT

For TTP no slip effects considered

For WTT slip is considered

Tank To propeller

Well To Tank

DNV GL ©

Sustainable energy supply Sector coupling (“Sektorkoppelung”)

71

Gas- and liquid fuels will be based on electrolysis of

hydrogen from access electricity and on biomass

DNV GL ©

The “final” fuels for shipping in a sustainable world

72

▪ H2O H2+1/2 O2 (Hydrogen)

▪ CO2 + 4H2 CH4 + 2H2O: Methane (PtG)

▪ CO2 + 3H2 CH3OH: Methanol (PtL)

▪ n*CO2+n*3*H2 (‐CH2‐)*n +n*2*H2O (Synfuel: PtL)

You only have to have CO2 and H2

▪ In a „sustainable energy world „ two energy consuming

sectors will still need high density fuels

– Shipping

– Aircrafts

Power to Gas (PtoG) and Power to Liquid (PtoL) Fuels (PtoG+PtoL=PtoF, Power to fuel)

DNV GL ©

Low/no carbon fuels – Reduction of carbon footprint beyond fossil fuels is possible with:

▪ Fuels from hydrogen and CO2

– Gaseous fuels (Power to Gas fuels): hydrogen, methane, propane/butane mixtures, DME,…

– Liquid fuels (Power to Liquid fuels): methanol, diesel and gasoline like fuels

▪ Liquid and gas fuels from biomass: (biomass is a form of Energy biofuels are PtoF

products)

– 1. generation: based on foot crops: (e.g. ethanol, bio diesel)

– These fuels are used for road transport

– competition with foot production

– 2. generation: based on wood and bio waste

– These fuels are under development

– 3. generation: based on algae

– These fuels are in the research state

73

DNV GL ©75

DNV GL ©76

DNV GL ©

Are alternative fuels too expensive?

▪ The figure gives indications for possible price ranges: values are derived from long time price relations between Crude oil

Brent and the alternative fuels.

▪ All prices are related to the energy content of the fuel. No taxes no distribution included. Hydrogen not listed: (will have 3

to 7 times of todays crude oil price)

▪ Energy prices are volatile and real differences at a given time may be significantly different from the figures given.

77

Crude oil Brent

LNG (in Europe)=TTF price (lowest

possible price for LNG in Europe)

DNV GL ©

Ship fuel consumption is much lower than of diesel and gas oil consumption

▪ 25% of all diesel and gasoil consumed are HFO and MGO for shipping

▪ 24 % of all natural gas consumed is LNG and 76% is “pipeline” gas

79

Yearly diesel and

gasoil consumption

DNV GL ©

Production of possible ship fuels per year (relative energy content)

▪ All fuel alternatives can meet possible shipping requirements for the next 10 years when a small

growth in shipping applications is assumed.

▪ If a rapid increase in market share of ship fuel occur a rapid increase in production capacity is

needed for all fuels except LNG.

80

Approx. 10% of natural

gas market

DNV GL ©

FUTURE PROOF

SCRUBBER

Tier III: EGR/SCR

HIGH CARBON

Overview: How Fuel, Engine system and Emission are related

82

HFO LSHFO/MGOLNG (fossil fuel

with lowest CO2)

DIESEL

OTTO

COGES

(PERFEcT)

COMPLIANCE

Tier III: EGR/SCR

HIGH CARBON

COMPLIANCE with 0,1

MGO

FUTURE PROOF

HIGH CARBON

FUTURE PROOF

Tier III: EGR/SCR

Reduced CO2

FUTURE PROOF

FUTURE PROOF

Reduced CO2

(CH4 SLIP)

FUTURE PROOF

Reduced CO2

(NO CH4 SLIP)

SOx

NOx

CO2

SOx

NOx

CO2

SOx

NOx

CO2

DNV GL ©

NOx emissions can be reduced by changing the fuel (no exhaust gas treatment)

83

NOx emissions of alternative fuels

Source: DNV GL calculations

DNV GL ©

Summary (1/2)

1. In particular, the decision of the International Maritime Organization (IMO) to limit the sulphur

content of ship fuel from 1 January 2020 to 0.5 per cent worldwide, and the recently adopted

ambition to reduce GHG emission by 50% within 2050 have the potential to become game

changers

2. There is an accelerating worldwide trend towards lower emissions of CO2, NOX and

particles.

3. DNV GL identified LNG, LPG, methanol and hydrogen as the most promising alternative fuels

for shipping.

4. DNV GL believes battery systems, fuel cell systems and wind-assisted propulsion have

reasonable potential for ship applications.

85

DNV GL ©

Summary (2/2)

6. The major challenges for alternative fuels are related to environmental benefits, fuel

availability in the quantities needed for shipping, fuel costs and the international rules

within the IGF-Code

7. Of all fossil fuels, LNG produces the lowest CO2 emissions. However, it will not be

sufficient in view of the IMO vision to de-carbonizing shipping.

8. In a sustainable energy world where all energy is produced by renewable CO2-neutral

sources, hydrogen and CO2 will be the basis for fuel production

9. All propulsion concepts are capable of meeting the emission limits using any of the fuel

alternatives.

10.For international shipping, it should be noted that subsidies finance by taxes on fuel do not

exist because there is no taxation on ship fuels.

86

DNV GL ©

SAFER, SMARTER, GREENER

www.dnvgl.com

The trademarks DNV GL®, DNV®, the Horizon Graphic and Det Norske Veritas®

are the properties of companies in the Det Norske Veritas group. All rights reserved.

Thank you for your attention!

87

Contact details:

Anthony Teo

[email protected]

18th dnvgl technology week - dnvgl.us - safer smarter greener - dnv … · architect firm glosten...

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