Feature 1 | TUGS


The impact of decarbonisation regulations on tug design


Baldo Dielen of EDDY Tug provides an overview of the energy-efficient options for tugs in the countdown to IMO’s forthcoming greenhouse gas regulations, and describes how such considerations shaped the development of the group’s EDDY-X tug concept


T he demand for eco-friendly


ships and boats ebbed along with the low oil prices in 2015 and


2016, but with rising fuel prices and in particular with the energy transition now being undeniable, the argument for such vessels is stronger than ever. While the 2020 Sulphur Cap and IMO Tier


III regulations are getting most attention, these are only minor hurdles compared to the greenhouse gas (GHG) regulations


which are around the corner. It is mainly these GHG emission reduction regulations (or ‘decarbonisation targets’) which seriously undermine the attractiveness of conventional tonnage, having a 25+ year lifespan. By investing in energy efficiency and carbon- robust ships, however, vessel owners (and builders) can gain a strong competitive edge over those who ignore this market threat. This editorial describes the specific challenges of decarbonisation for


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tugs, and how these challenges can be overcome. Meeting GHG emission targets is a tremendous challenge, which makes drastic energy consumption reduction a prerequisite for commercially successful compliance. It is also a logical first step since the cleanest (and cheapest) form of energy is the energy which is not needed. The adoption of alternative energy sources and matching propulsion systems is step two.


Shipping’s ‘Paris Agreement’ The maritime industry has come to a crossroads, where it has to decide which path to take for decarbonisation compliance. MEPC 72, held in April 2018 by IMO, states a cut of total GHG emissions by at least 40% by 2030 compared with 2008 levels, while at the same time pursuing efforts towards phasing them out entirely. To be consistent with the 2015 Paris


Agreement (COP 21), however, shipping would need to reduce its emissions even further: by at least 70% by 2050. It is thus expected that individual countries, local ports and shipping customers will impose stricter requirements than IMO. Ferries, inland vessels and harbour tugs that operate in ports and densely populated areas are in particular prone to stricter local regulations. Many ports around the world have already announced that they will become at least ‘Paris-compliant’ and that they want to electrify the transportation chain.


An ‘MEPC 72’ case study At first sight, IMO’s “40% GHG reduction target by 2030” doesn’t look overly difficult to achieve, but the catch is in the fine print: this target is benchmarked


Figure 2: Meeting IMO’s GHG emission targets


22 Ship & Boat International November/December 2018


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