2023-11-23
The active promotion of net-zero by 2050 targets worldwide has driven green transformations in energy, lifestyles, industries, and societies. Nations, industries, and leading enterprises around the world have proposed roadmaps and strategies for achieving net zero goals. Starting from this year (2023), the new emissions regulations implemented by International Maritime Organization (IMO) requires vessels to reduce carbon by 2% annually between 2023-2026. Additionally, by 2030, carbon emissions for all existing and newly constructed vessels must be reduced by 40%, compared with the baseline emissions of 2008. The goal is a 70% decrease by 2050. Per the new regulations, shipping companies can take the following actions: “develop new types of vessels,” “decrease energy consumption,” or “furnish offshore charging devices” to accelerate the development of emerging power systems in the vessel market. Details of the relevant measures are as follows.
Since 2020, Ørsted, a leader in global offshore wind energy, has implemented a supply chain decarbonization program with the goal of utilizing 100% renewable energy in the manufacturing of products and services by 2025. In 2022, they signed a partnership agreement with a Danish offshore wind energy service provider, ESVAGT, to invest in the construction of the world’s first green fuel (a combination of wind energy and regenerated methanol) service operation vessel (SOV). It is expected to begin operation at the end of 2024 and lower CO2 emissions by approximately 4,500 metric tons annually.
To achieve the company’s 2030 carbon neutrality goals, Vestas, a supplier of wind turbine systems, initiated a pilot program with their long-term supplier, Windcat Workboats, to develop the world’s first hydrogen-powered crew transfer vessel (CTV). The CTV is expected to lower CO2 emissions by 158 metric tons or approximately 37% as opposed to traditional vessels. In the future, commercialization of green hydrogen will gradually replace gray hydrogen fuel, further reducing carbon emissions.
Samsung Heavy Industries, a Korean shipbuilding company, developed the Eco-Wind Turbine Installation Vessel (Eco-WTIV). The vessel utilizes engines powered by liquified natural gas (LNG) in combination with fuel cells and an energy storage system in place of diesel engines. The system lowers CO2 emissions by up to 50% and reduces the operation costs of vessels. The design has been certified by the three major global ship classification societies, namely American Bureau of Shipping (ABS), Det Norske Veritas (DNV), and Lloyd’s Register of Shipping (LR).
In 2020, Ørsted provided two hybrid CTVs to Hornsea Two for future use in the operation stages of the offshore wind farm. Both CTVs are equipped with Danfoss Editron hybrid propulsion systems that can operate under full electric or hybrid propulsion modes, and in turn lower CO2 emissions by approximately 140 metric tons. It is anticipated to drive the development of hybrid propulsion CTVs and other large hybrid propulsion vessels.
Marco Polo Marine and Seatech Solutions International jointly developed two hybrid vessels, including a service operation vessel (SOV) and commissioning service operation vessel (CSOV) for the offshore wind industry. Compared with other hybrid vessels, the hybrid battery of energy storage systems in both vessels can reduce fuel consumption and CO2 emissions by a maximum of 15% to 20%.
Meanwhile, Cadeler A/S, a Danish supplier in the maritime industry, has installed hybrid systems in F-class jack-up vessels. These vessels are capable of satisfying massive installation requirements of wind turbines through a deck space of 5,600 square meters and bearing capacity of over 17,600 metric tons. The combination of their massive transport capacity and hybrid propulsion system is expected to lower carbon emissions by 20%.
To encourage decarbonization in the marine shipping industry, the UK Government organized the Clean Maritime Demonstration Competition, of which Artemis Technologies, ORE Catapult, and Lloyd’s Register of Shipping jointly proposed the eFoiler CTV to verify the future demand and economic feasibility of pure electric CTV technology in the shipping industry.
The world’s first offshore charging stations for electric vessels were installed at UK’s Lynn and Inner Dowsing wind farms in 2022. Development of the offshore charging station system for electric vessels was initiated in a project by MJR Power & Automation, with members including ORECatapult, Xceco, Artemis Technologies, and Tidal Transit. The project designed, constructed, and tested the charging devices installed in wind turbines to ensure that power could be provided to CTVs, SOVs, PSVs (platform supply vessels).
Also, Maersk Supply Service established Stillstrom, a marine charging service company, and launched the world’s first offshore vessel charging station for ships of all sizes with Ørsted in the third quarter of last year. The buoys serve as safety moors and charging stations for vessels and currently support the charging of SOV-sized batteries or hybrid propulsion vessels. The service is expected to expand and will be made available for larger vessels.
UK companies such as Oasis Marine Power, Turbo Power Systems, and Velrume have also developed smart energy storage systems (Halo) and charging infrastructure (Oasis Power Buoy) for CTVs. The buoys are powered by wind turbines and act as moor points and charging stations.
Decarbonization ideas are gradually being adopted in global offshore wind power vessels. The most common methods of decarbonization target the power supply, which includes the use of green fuel, hybrid propulsion, or full electric systems. Wind farm developers, wind turbine systems suppliers, marine engineering service suppliers, shipbuilding companies, and government agencies have all invested budget and manpower in development and strategies, thereby driving development of surrounding infrastructure.
The implementation of IMO’s new regulations on reducing the CO2 emissions of vessels further accelerates the decarbonization trends of offshore wind power vessels. An observation of low-carbon vessels currently available on the market shows that aside from designing propulsion systems with reduced carbon, the majority opts to utilize fuel-efficient generators, optimize engines, or convert the propulsion modules, as these are the most cost-effective methods to achieve decarbonization.
It is recommended that Taiwan’s shipbuilding companies accelerate deployment of low carbon products in response to the global net-zero trend. These efforts should begin with the conversion of vessel propulsion systems before gradually integrating efforts on the design level to achieve the goal of building new vessels with reduced carbon. However, special attention should be given to the compatibility level of assembly during the process of procuring/manufacturing parts for vessel modification (such as fuel-efficient generators, engines, or battery modules). Low-carbon materials and manufacturing processes with reduced CO2 emissions should also be considered when selecting materials for hulls so as to simultaneously lower the overall CO2 emissions of vessels. This will help Taiwanese companies be more competitive in the future to meet market demands.
Source： Metal Industries Research & Development Centre - Metal Industry Intelligence
About Us
InvesTaiwan InvesTaiwan Service Center Department of Investment Promotion, MOEA Department of Investment Review, MOEA Contact TaiwanWhy Taiwan
Reasons to Invest Overview Key Industries for Investment Promotion Incentives Important Policies Success Stories
MOEA
MOEA DOIP
MOEA YouTube
Let's Juiker Together
