Winning in "change" and actually improve the energy efficiency of ships

“Compared with the future operating costs, the cost of the ship has become a 'small' part of the expenditure. Therefore, if the design or improvement plan can not make the ship save energy, the ship price is lower and it is difficult to find the buyer.” Recently, in the international shipbuilding industry with China At the forum of the Norwegian Classification Society (DNV) “Impact of Energy-Saving Ship Simulation Technology on Competitiveness and Maritime Environmental Protection Efficiency” held at the same time, Wu Jusheng, general manager of DNV Greater China Maritime Consulting Department, pointed out that in a difficult market environment, it will eventually What survives is not necessarily the strongest or the smartest, but the one that deals with change. In the face of the shift in the demand and focus of the sea industry, the shipping companies should take this change as a foothold for R&D and innovation to enhance their core competitiveness and achieve sustainable development.
At present, shipowners and ship operators have made the ship with faster speed as the focus of their first transformation, reducing the speed to improve the overall environmental energy efficiency of the fleet, but the potential for these ships to be excavated is getting smaller and smaller. They turned their attention to more ship types and began to pay attention to the energy-saving renovation of old ships. In this regard, Wu Jusheng believes that at present, South Korea, Japan and China are expecting to obtain more market orders with the new green ship design, but relatively speaking, Japan and South Korea have started research in this field earlier than China, and have achieved a lot. As a result, Chinese shipping companies should increase their research depth and take the initiative to change the situation of following the response.
“At the end of last year, DNV and the Shanghai Ship Research and Design Institute and Wärtsilä Group jointly launched the newly designed 38,000 dwt green 'dolphin' bulk carrier with a ship energy efficiency design index (EEDI) lower than the benchmark of 25%, attracting The order of internationally renowned shipowners. This is a successful case of China's advanced level in the field of design optimization.” Wu Jusheng revealed that according to DNV's recent research on container ships, the energy efficiency level of ships above 9% can be improved by changing the design of the bow. Although this optimization may increase the amount of steel used, if the actual ship built or modified by the shipyard can reach an optimum value, the prospect of the technology will be very broad.
In fact, in order to comprehensively analyze the new technologies that the shipping industry may adopt in the next few years, DNV has released a comprehensive research report, the Shipping Report 2020. Wu Jusheng said that this report explores the best results and meets relevant environmental requirements based on predicted market developments, changes in regulatory regulations, fuel price trends, cost and availability of new technologies, and shipowners' specific requirements. A number of technologies have evaluated the four possible developments in the future, and through the simulation model, predicted the global fleet's adoption of technology by 2020. The results show that the global fleet will change in the next seven years.
According to the report, more than one out of every 10 new ships delivered in the next seven years will be equipped with natural gas-fueled engines; shipowners may reserve space for washing machines on newbuildings from now to 2019. However, the installation of the scrubber may have to wait until the technology matures further and the global sulfur limit is determined and implemented; the adoption of the relevant regulations of the United States, the adoption of ballast water system management technology summit will appear in 2017; to 2016 In the year, at least 30% of new ships will be equipped with exhaust gas recirculation (EGR) or selective catalytic reaction (SCR) systems; by 2020, the annual demand for marine distillates will be as high as 200 million to 250 million tons, while the new ship’s Carbon dioxide emissions will be up to 35% less than existing ships.
In response to the continuous introduction and effective environmental regulations, shipping companies must choose from a variety of practical new technologies in accordance with the requirements of each regulation. This requires a full consideration of the advantages and disadvantages of related technologies and the impact on operations. Wu Jusheng said that from DNV's survey of shipowners, regardless of the technology used, the return on investment period is the decisive factor that shipowners are most concerned about. Some shipowners with long-term vision may invest in technology that takes many years to recover their investment. Other ship owners are more concerned about short-term profits and ship depreciation prices, but overall, 75% of shipowners expect to recover their investment within five years.

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