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Every here has a there : moving cargo by container ship
\"A book printed in Asia makes its journey across the sea to the United States and into a kid's hand\"-- Provided by publisher.
Book
Numerical analysis of economic and environmental benefits of marine fuel conversion from diesel oil to natural gas for container ships
Shipping is a significant contributor to global greenhouse gas (GHG) and air pollutant emissions. These emissions mainly come from using diesel fuel for power generation. In this paper, the natural gas is proposed as an alternative marine fuel to be used instead of conventional marine diesel oil. Numerical analysis of environmental and economic benefits of the natural gas-diesel dual-fuel engine is carried out. As a case study, a container ship of class A7 owned by Hapag-Lloyd has been investigated. The results show that the proposed dual-fuel engine achieves environmental benefits for reducing carbon dioxide (CO
2
), nitrogen oxides (NOx), sulfur oxides (SOx), particulate matter (PM), and carbon monoxide (CO) emissions by 20.1%, 85.5%, 98%, 99%, and 55.7% with cost effectiveness of 109, 840, 9864, 27761, and 4307 US$/ton, respectively. The results show that the conversion process to the dual-fuel engine will comply with the current and future IMO regulations regarding air pollutant emissions. On the other hand, using the proposed dual-fuel engine on the container ship will improve the ship energy efficiency index by 29.6 % with annual fuel cost saving of 4.77 million US dollars.
Journal Article
4400 TEU cargo ship dynamic analysis by Gaidai reliability method
Modern cargo vessel transport constitutes an important part of global economy; hence it is of paramount importance to develop novel, more efficient reliability methods for cargo ships, especially if onboard recorded data is available. Classic reliability methods, dealing with timeseries, do not have the advantage of dealing efficiently with system high dimensionality and cross-correlation between different dimensions. This study validates novel structural reliability method suitable for multi-dimensional structural systems versus a well-established bivariate statistical method. An example of this reliability study was a chosen container ship subjected to large deck panel stresses during sailing. Risk of losing containers, due to extreme motions is the primary concern for ship cargo transport. Due to non-stationarity and complicated nonlinearities of both waves and ship motions, it is challenging to model such a phenomenon. In the case of extreme motions, the role of nonlinearities dramatically increases, activating effects of second and higher order. Moreover, laboratory tests may also be questioned. Therefore, data measured on actual ships during their voyages in harsh weather provides a unique insight into statistics of ship motions. This study aimed at benchmarking and validation of the state-of-the-art method, which enables extraction of the necessary information about the extreme system dynamics from onboard measured time histories. The method proposed in this study opens up broad possibilities of predicting simply, yet efficiently potential failure or structural damage risks for the nonlinear multi-dimensional cargo vessel dynamic systems as a whole. Note that advocated novel reliability method can be used for a wide range of complex engineering systems, thus not limited to cargo ship only.
Journal Article
Environmental economic analysis of speed reduction measure onboard container ships
The International Maritime Organization (IMO) has concerned significant care to the reduction of ship emissions and improvement of energy efficiency through operational measures. One of those measures is ship speed reduction, which is classified as a short-term measure; in which the speed is reduced below its designed value. The present paper aims at evaluating the potential energy efficiency, and environmental and economic benefits because of applying speed reduction measures. The research methodology depends on establishing a simple mathematical model for technical, environmental, and economical aspects because of this concept. As a case study, container ships from different categories in a range of 2500–15,000 twenty-foot equivalent units (TEU) are investigated. The results show that a 2500 TEU ship can comply with the energy efficiency existing ship index (EEXI) by reducing the service speed to 19 knots. While for the bigger ships, the service speed must be 21.5 knots or below. Furthermore, the operational carbon intensity indicator (CII) has been evaluated for the case studies and found that the CII rating will keep its score between A and C levels if the service speed is equal to or below 19.5 knots. Moreover, the annual profit margin of the ship will be calculated based on applying speed reduction measures. Based on the economical results, the annual profit margin value, and its corresponding optimum speed change with the size of the vessel and the applicable status of carbon taxes.
Journal Article
An environmental and economic analysis of emission reduction strategies for container ships with emphasis on the improved energy efficiency indexes
The international maritime organization (IMO) has introduced several legislations to optimize the use of energy generated from machinery onboard ships to reduce the emitted exhaust gas emissions. The aim of the current paper is to study the effect of using emission reduction strategies for container ships with emphasis on the improved Energy Efficiency Design Index (EEDI) from environmental and economic points of view. As a case study, A19 and A7 class container ships are investigated. Three different options are considered including natural gas, treatment equipment, and ship speed reduction. The lowest annual emission rates per transported cargo are achieved by A19. These rates are 18.9, 0.93, and 1.8 kg/TEU for NO
x
, SO
x
, and CO
2
emissions, respectively. In order to improve the EEDI value for the A7, the ship speed should be reduced by 22.5%. This will comply with the three phases of IMO requirements by reducing CO
2
emissions with cost-effectiveness of 52.54 $/ton CO
2
. On the other hand, using the installed dual-fuel engine infrastructure onboard A19 container ship will improve the energy efficiency by 10.13% with annual fuel saving of 23.73 million dollars.
Journal Article
Reducing CO2 Emissions during the Operation of Unmanned Transport Vessels with Diesel Engines
Environmental protection is one of the most challenging tasks facing mankind. Reducing CO2 emissions in the global economy, including maritime transport, is being pursued in various ways, one of them being the design work leading to the construction and operation of unmanned ships. Unmanned vessels operating on longer routes will still have internal combustion propulsion. However, they will not have the superstructure and the various systems and equipment necessary for the crew. This will result in an unmanned vessel having less weight, less displacement and, therefore, less size, resistance and propulsion power than a manned vessel for the same transport capacity. Consequently, the unmanned vessel will emit less CO2. This paper presents a novel method for predicting fuel consumption and CO2 emissions for unmanned container ships. The method uses regression relationships of geometric and operational parameters for manned container ships developed for this purpose to determine such relationships for unmanned ships. On this basis, it is shown what the level of CO2 reduction will be compared to manned container ships.
Journal Article
Statistical Analysis of the Weight and Center-of-Gravity Position of an Empty Container Ship
For the correct execution of the preliminary design of a transport ship, among other things, approximate formulas enabling the calculation of the weight of the unladen ship and the location of the center of gravity are necessary. The aim of the conducted research was to develop approximate formulas for calculating the weight and center of gravity of an empty container ship with a size ranging from 270 TEU to 3100 TEU, depending on the basic design parameters: ship speed V, deadweight DWT, and number of TEU containers. Since the weight of an unladen container ship has a very large impact on the ship’s operating parameters, an additional aim was to obtain regression formulas with greater accuracy than similar formulas published in the literature. Simple and multiple regression methods were used to develop regression formulas. The obtained results were verified on the basis of experimentally measured parameters obtained from built ships. The regression formulas presented in this article are characterized by high accuracy, greater than that of similar formulas published in the literature, and were developed for container ships currently under construction. A novelty of this study is the development of regression formulas for weight classes, which make up the total weight of an unladen ship.
Journal Article
Optimal Slow Steaming Speed for Container Ships under the EU Emission Trading System
Slow steaming is an operational measure in ocean-going vessels sailing at slow speeds. It can help climate mitigation efforts by cutting down marine fuel consumption and consequently reducing CO2 and other Greenhouse Gas Emissions (GHG). Due to climate change both the European Union (EU) and the International Maritime Organization (IMO) are analysing the inclusion of international shipping in the EU Emissions Trading System (ETS) in the near future or alternatively implementing a carbon tax. The paper proposes a methodology to decide the optimal speed of a vessel taking into account its characteristics and the factors that determine its economic results. The calculated cash flow can be used in valuation models. The methodology is applied for a case study for any container ship in a range from 2000 to 20,000 Twenty-foot Equivalent Units (TEU) on a leg of a round trip from Shanghai to Rotterdam. We calculate how speed reduction, CO2 emissions and ship owner’s earnings per year may vary between a business-as-usual scenario and a scenario in which shipping is included in the ETS. The analysis reveals that the optimal speed varies with the size of the vessel and depends on several variables such as marine fuel prices, cargo freight rates and other voyage costs. Results show that the highest optimal speed is in the range of 5500–13,000 TEUs whether or not the ETS is applied. As the number of TEUs transported in a vessel increases emissions per TEU decrease. In an established freight rate market, the optimal speed fluctuates by 1.8 knots. Finally, the medium- and long-term expectations for slow steaming are analysed based on future market prices.
Journal Article