Wyniki wyszukiwania - BazTech

1

Energy Efficiency Operational Indicator as an Index of Carbon Dioxide Emission from Marine Transport

Herdzik Jerzy

Rocznik Ochrona Środowiska

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2020

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Tom 22, cz. 1

549--560

EN

The paper presents Energy Efficiency Operational Index (EEOI) introduced through International Maritime Organization (IMO) which defined the carbon dioxide emission as a result of transport specific cargo mass on specific distance. The total fuel consumption from all elements of vessel energetic system causes the carbon dioxide emission. Ship-owners should inform the marine administration about the fuel consumption from all vessels of 5000 tons of gross tonnage or more from 1st January 2018. In marine transport about 85% of carbon dioxide emission comes from such vessels. The calculating of EEOI is voluntary now but it is indicated to do it. It allows on an assessment the differences between the Energy Efficiency Design Index (EEDI) obligatory during design process of a vessel and its power plant and EEOI. Due to it may be estimated the correctness of vessel and power plant operation in exploitational conditions. The basic way of EEOI decreasing is slow steaming of a vessel. The power demand for propulsion (and fuel consumption) is proportional to the third power of vessel velocity (according to the propeller characteristics) on the other hand the hull resistance (the demand for thrust by propeller) is proportional to the second power of vessel velocity. As a result it causes the decreasing of total fuel consumption for covering the same distance but increasing the time of voyage. It is for acceptance during a bad economic situation. Although it will be no acceptable during a good economic situation when it will be required the increasing of vessel velocity (decreasing the time of voyage). The other effective methods are under research which allows to reach the same aim. It is known such methods of vessel operation which leading to the decreasing of that index. The paper shows these methods with their characteristics.

PL

W artykule omówiono wprowadzony przez Międzynarodową Organizację Morską (IMO) wskaźnik zwany eksploatacyjnym indeksem efektywności energetycznej statku (EEOI), który określa emisję dwutlenku węgla w wyniku transportu jednostki masy ładunku na jednostkową odległość. Za emisję CO2 odpowiada zużycie paliwa przez wszystkie elementy okrętowego układu energetycznego. Od 1 stycznia 2018 r. armatorzy muszą zgłaszać do administracji morskiej ilość zużytego paliwa przez poszczególne statki o tonażu od 5000, które odpowiadają za 85% zużycia paliwa w transporcie morskim. Wyznaczanie wskaźnika EEOI jest obecnie dobrowolne, ale wskazane, aby go wyznaczać. Pozwala to na określenie różnic między projektowym indeksem efektywności energetycznej statku (EEDI), który jest obligatoryjny w procesie projektowania statku i elementów układu energetycznego, a eksploatacyjnym. Dzięki temu można oszacować poprawność eksploatacji siłowni i statku w warunkach rzeczywistych. Podstawowym sposobem zmniejszenia wskaźnika EEOI jest zmniejszenie prędkości eksploatacyjnej statku. Zapotrzebowanie na moc napędu (i zużycie paliwa) jest proporcjonalne do trzeciej potęgi prędkości statku (wg tzw. charakterystyki śrubowej), natomiast opór kadłuba (zapotrzebowanie na siłę naporu przez śrubę okrętową) jest proporcjonalny do potęgi drugiej prędkości statku. Skutkuje to zmniejszeniem zużycia paliwa na pokonanie tej samej drogi, ale wydłuża czas podróży. W okresie dekoniunktury na rynku żeglugowym jest to do przyjęcia. Jednak wraz z pojawieniem się oznak koniunktury, które będą wymagać wzrostu prędkości statku (skrócenia czasu podróży) będzie to niemożliwe. Poszukuje się więc innych skutecznych metod, które pozwolą osiągnąć ten sam cel. Znane są możliwości takich sposobów eksploatacji statku, które prowadzą do zmniejszenia tego wskaźnika. W artykule wskazano na te metody wraz z ich charakterystyką.

2

Concept of green seaports. Case study of the seaport in Gdynia

Żukowska Sandra

Prace Komisji Geografii Komunikacji PTG

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2020

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nr 23(3)

61--68

EN

World transport faces a serious challenge, which involves the detrimental impact of its activity on the environment. Marine transport is a significant link in the worldwide transport system, which provides the free flow of diversified cargoes and offers competitive prices compared to other modes of transport for the carriage of goods. Seaports enabling waterborne transport have a major impact on the economic, social and natural environment. Port managing authorities show growing awareness of the negative influence of port units on the surrounding environment. Concurrently, environmentally friendly measures are implemented in line with the principles of sustainable development. The article aim is to present the characteristics of the green ports concept in response to ports struggle with environmental problems. The article presents port development background and the evolving approach to environmental issues. The seaport in Gdynia is an example of pursuing a sustainable development policy, and informally is well embedded in the concept of green ports.

3

Voyage planning

Skóra K., Wolski A.

Zeszyty Naukowe. Transport / Politechnika Śląska

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2016

|

z. 92

123--128

EN

A sea voyage can be divided into three parts with varying degrees of risk: • from the berth at the port of departure to the pilot disembarkation point • from the pilot disembarkation to another pilot embarkation point near the port of call/destination • from the pilot embarkation point to the berth Results of statistical research into ship accidents at sea point to an increased number of incidents and accidents, including groundings, especially in restricted areas. Such areas are often narrow and have limited depths, while their short straight sections require frequent course alterations, often in varying hydrometeorological conditions. Due to all these factors, the voyage has to be carefully planned and all watchkeeping officers have to be well prepared to conduct the ship safely. The article presents the objectives, scope, legal basis and stages in the process of voyage planning. The compliance with the outlined principles will reduce the level of risk in maritime transport.

4

Multi-step matrix game of safe ship control at various safe passing distances

Lisowski J.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2016

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nr 46 (118)

141--146

EN

The paper introduces the process of safe ship control in collision situations using a differential game model with m participants. The basic model of process includes non-linear state equations and non-linear, time-varying constraints of the state variables as well as the quality game control index in the forms of game integral payment and final payment. As an approximated model of the manoeuvring process, a model of a multi-step matrix game in the form of a dual linear programming problem has been adopted here. The Game Control (gc) computer program has been designed in Matlab/Simulink software in order to determine the own ship safe trajectory. The considerations have been illustrated with computer simulation examples using the gc program for determining safe own ship trajectory in real navigation situations when passing commonly-encountered ships.

5

Dynamic optimisation of safe ship trajectory with neural representation of encountered ships

Lisowski J.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2016

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nr 47 (119)

91--97

EN

This paper describes an application of the dynamic programming method to determine the safety of one’s own ship trajectory during encounter of other ships. A dynamic model of the process, with kinematic constraints of state and determined by a three-layer artificial neural network has been used for the development of control procedures. Non-linear activation functions in the first and second layers may be characterised by a tangent curve while the output layer is of a sigmoidal nature. The Neural Network Toolbox of the Matlab software has been used to model the network. The learning process used an algorithm of backward propagation of the error with an adaptively selected learning step. The considerations have been illustrated through an example implemented in a computer simulation using the algorithm for the determination of the safe ship trajectory in situations of encounter of multiple ships, recorded on the ship’s radar screen in real navigational situation in the Kattegat Strait.

6

The sensitivity of state differential game vessel traffic model

Lisowski J.

Polish Maritime Research

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2016

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nr 2

14--18

EN

The paper presents the application of the theory of deterministic sensitivity control systems for sensitivity analysis implemented to game control systems of moving objects, such as ships, airplanes and cars. The sensitivity of parametric model of game ship control process in collision situations have been presented. First-order and k-th order sensitivity functions of parametric model of process control are described. The structure of the game ship control system in collision situations and the mathematical model of game control process in the form of state equations, are given. Characteristics of sensitivity functions of the game ship control process model on the basis of computer simulation in Matlab/Simulink software have been presented. In the end , have been given proposals regarding the use of sensitivity analysis to practical synthesis of computer-aided system navigator in potential collision situations.

7

Abatement of particulate matter and SO2 emission by ships

Jaworek A., Krupa A., Marchewicz A., Sobczyk A., Czech T., Ottawa A., Śliwiński Ł., Antes T., Kurz M., Szudyga M., Charchalis A.

Journal of KONES

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2016

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Vol. 23, No. 4

183--192

EN

Ship engines emit noxious gases (SO2, NOx, and VOC) and particulate matter (PM), mostly black carbon. Since 1990, the International Maritime Organization (IMO) regulations gradually restricted the level of emission of NOx, which since 2016 have to be lower than 2-3.4 g/kWh, depending on engine power. SO2 emission reduction has begun since 2010 and now the content of sulphur in marine fuels is limited to 3.5%. At the same time, the Sulphur Emission Control Areas (SECA) has been established, at which the sulphur content in fuel cannot be higher than 0.1%. Since 2020, only a fuel of 0.5% sulphur can be used at all cruising areas outside SECA. It should be noted that due to lack of efficient technology, IMO still has not issued regulations regarding the PM emission by ships. The paper discusses various electrostatic techniques used for the reduction of PM emission in Diesel engine exhausts. Electrostatic scrubber systems, using seawater, allow removal of PM from exhausts with high efficiency and simultaneously SO2 gas. Electrostatic agglomerators allow increasing submicron and nanoparticles by coagulation of those particles to the larger ones, which could be removed by conventional techniques.

8

Swarm intelligence approach to safe ship control

Lazarowska A.

Polish Maritime Research

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2015

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nr 4

33--40

EN

This paper presents an application of the Ant Colony Optimization (ACO) technique in a safe ship control system. The method developed solves the problem of path planning and collision avoidance of a ship in the open sea as well as in restricted waters. The structure of the developed safe ship control system is introduced, followed by a presentation of the applied algorithm. Results showing the problem-solving capability of the system are also included. The aim of the system developed is to increase automation of a safe ship control process. It is possible to apply the proposed method in Unmanned Surface Vehicles (USVs) control system, what will contribute to the enhancement of their autonomy.

9

Sensitivity of the game control of ship in collision situations

Lisowski J.

Polish Maritime Research

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2015

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nr 4

27--33

EN

The paper introduces the application of the theory of deterministic sensitivity control systems for sensitivity analysis taking place in game control systems of moving objects, such as ships. The sensitivity of parametric model of game ship control process and game control in collision situations - sensitivity to changes in its parameters have been presented. First-order and k-th order sensitivity functions of parametric model of the process and game control are described. The structure of the game ship control system in collision situations and the mathematical model of game control process in the form of state equations are given. Characteristics of sensitivity functions of the model and game ship control process on the base of computer simulation in Matlab/Simulink software have been presented. At the end are given proposals regarding the use of sensitivity analysis to practical synthesis of computer-aided system navigator in potential collision situations.

10

Polski transport morski w latach 2000-2013. Analiza trendów

Kasyk L., Bugajski G.

Logistyka

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2015

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nr 4

3973--3980, CD2

PL

W niniejszym artykule przedstawiono statystyczną analizę zmian w polskim transporcie morskim. Przeanalizowano trendy w takich aspektach, jak: liczebność i wiek floty transportowej; liczba statków zawijających do polskich portów ogólnie i z wyszczególnieniem czterech głównych portów: Gdańsk, Gdynia, Szczecin i Świnoujście; ilość przeładowanych towarów; struktura ładunków, przewożonych przez polską flotę oraz liczba pasażerów przewiezionych polskimi promami. W większości analizowanych przypadków wyznaczono wielomianowe linie trendu, dla których współczynnik determinacji był wysoki (ponad 0,8). Dla miesięcznych obrotów ładunkowych w polskich portach dokonano dekompozycji szeregu czasowego.

EN

In this paper a statistical analysis of changes in polish maritime transport has been presented. Such aspects as: number and age of polish maritime cargo-carrying fleet; number of ship arrivals at polish seaports, generally and for major polish seaports: Gdańsk, Gdynia, Szczecin i Świnoujście; cargo traffic in seaports; cargo traffic by group and maritime ferry passenger movements have been considered. In the most of analyzed cases a coefficient of determination has been determined. For monthly cargo traffic in polish seaports a decomposition of time series has been made.

11

Comparison of dynamic games in application to safe ship control

Lisowski J.

Polish Maritime Research

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2014

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nr 3

3--12

EN

The paper introduces methods of dynamic games for automation of ship control in the collision situation, the game control processes in marine navigation and the fundamental mathematical model of the game ship control. First, state equations, control and state constraints and then control goal function in the form of payments : the integral payment and the final one, have been defined. Multi-stage positional , and multi-step matrix, non-cooperative and cooperative, game and optimum control algorithms for a collision situation, have been presented. The considerations have been illustrated with an exemplary computer simulation of algorithms to determine a safe own ship’s trajectory in the process of passing the ships encountered in Kattegat Strait.

12

Analiza i determinanty rozwoju przewozów promowych w basenie Morza Bałtyckiego ze szczególnym uwzględnieniem autostrady morskiej Świnoujście – Ystad

Christowa Cz.

Prace Naukowe Politechniki Warszawskiej. Transport

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2012

|

z. 82

7-24

PL

W publikacji przedstawiono wyniki analizy przewozów promowych w basenie Morza Bałtyckiego ze szczególnym uwzględnieniem autostrady morskiej Świnoujście – Ystad, jako elementu Środkowoeuropejskiego Korytarza Transportowego CETC ROUTE 65. Scharakteryzowano przedsiębiorstwa konkurujące na rynku przewozów promowych na Bałtyku. Zaprezentowano potencjał przewozowy, charakterystyki promów morskich eksploatowanych przez przedsiębiorstwa żeglugowe oraz infrastrukturę Bazy Promów Morskich w Świnoujściu. Na podstawie danych statystycznych dokonano oceny wielkości przewozów osób, ładunków i środków transportu, wskazując trendy rozwojowe w tym zakresie.

EN

In publication author discuss the results of an analysis of ferry trade in the Baltic Sea, with a focus on the sea motorway linking Świnoujście and Ystad, considered as an element of the Central European Transport Corridor CETC ROUTE 65. Companies competing on the Baltic ferry market are described. Besides, the transport capacity and characteristics of sea-going ferries and the infrastructure of the Sea Ferry Terminal are presented. From an analysis of statistical data the relevant figures were estimated in respect of the carriage of passengers, cargo and vehicles and development trends were defined.

13

The European controlling system to reduce oil discharges in the sea

Otremba Z.

Journal of KONES

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2012

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Vol. 19, No. 2

375-381

EN

Shiporigin operational discharges of oil mainly include the discharge of bilge water from motor rooms, fuel oil sludge and oily ballast water from fuel tanks. Also, various tankers can illegally discharge of tank-washing residues. Accidental discharges can appear when ship collide or come in distress at sea (e.g. engine breakdown, fire, explosion, pipeline breaks). There is necessity of continuous inspection of marine shipping routes, especially in environmentally sensitive areas (e.g. whole Baltic Sea). If protection against oil pollution is considered - the coastal nations of the North Sea are formed in the Bonn Agreement, whereas coastal nations of the Baltic Sea are formed in the HELCOM convention. Both organizations carrying out the international aerial surveillances and manage international oil-combat systems. Unfortunately, air surveillance can operate mainly in good weather, good visibility and in daylight. The surface of the whole world is observed independently on the time of day and weather by antennas of Synthetic Aperture Radars (SAR) of dozen military satellites with resolution of several meters. Some civil satellites equipped with SAR, supply every few days a set of signals which in ground-based centres are transformed to image of a define area of the sea surface. In these images, the shapes of places, which can be interpreted as polluted by an oil film, are shown. The system is introduced after EU directive and managed by European Maritime Safety Agency (EMSA). EMSA has developed the CleanSeaNet service - a satellite based monitoring system for marine oil spill detection. Advantages and limitations of the SAR-methods are discussed in this study. Physical, meteorological and hydrological as well as organizational conditions for effective use of this system are considered.

14

Spectroscopic methods in application to oil pollution detection in the sea

Baszanowska E., Otremba Z.

Journal of KONES

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2012

|

Vol. 19, No. 1

15-20

EN

The escalating maritime transport as well as offshore crude oil exploitation and pipeline transportation leads to the increase of feasibility of the discharge of petroleum substances to the sea environment events. Therefore, it is necessary to rapidly detect of oil pollution to minimize the extent of contamination in the seawater. The aim of this study is to discuss the assumptions of the optical methods using for detection of oil pollution in the seawater. We consider the different approaches of oil-in-water detection using spectral active and passive techniques with emphasis on fluorescence techniques. The intensive development of scientific apparatus and methods in light spectroscopy leads to build various airborne or underwater specialized devices (UV-, IR-scanners, fluorosensors), which allows to detect oil pollution in relatively large areas of the sea. The possibility of measurements of oil pollution in the seawater is particularly important for monitoring, especially in very difficult weather conditions and highly waved sea surface. Such possibilities should be given by devices for in-situ measurements based on time-resolved fluorescence. Such measurements allow obtaining the significant information about presence of oil in really short time. As we show in this study, the wide-range development of fluorescence techniques opens the diagnostic opportunity not only for detection of the oil-in-water content but also for identification the type of oil directly in seawater or even determination of the source of oil pollution.

15

Oil residuals in the sea : comparison its optical features with optical properties of the seawater

Freda W., Otremba Z.

Journal of KONES

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2012

|

Vol. 19, No. 1

99-103

EN

Growing intensity of marine transport results in the increase of the amount of oil pollution released into the sea water. The presence of oil in the sea, which is thought to have come from accidental spills or tanker disaster, is connected mainly with the daily operation of marine engines. Pollution from ships engines, can reach the sea water masses together with ballast or bilge water as the result of human error or a failure of marine equipment. This paper is focused on a comparison of the optical properties of marine waters and oil substances. These include the spectra of absorption coefficient, spectra of scattering coefficient and scattering phase-function (for different wavelength) which describes an angular distribution of scattered light intensity in the sea water. The light scattering phase function depends on the water constituents like mineral suspensions, zooplankton and phytoplankton cells, gas bubbles or so-called yellow substances as well as oil droplets of water pollution. Detection of oil substances in the sea can be effective when it is done remotely, from ships, buoys, inshore or offshore towers, the decks of aircraft or satellites. The knowledge of the listed above properties of natural (clean) seawater is necessary, because they determine the field of light coming out from the sea and allow interpret images of sea surface from point of view of crude oil and the petroleum products detection. In this study we also discuss optical contrast of oil residuals in the sea in various sea regions.

16

New technical uses of marine space of the Baltic Sea

Otremba Z.

Journal of KONES

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2012

|

Vol. 19, No. 1

311-318

EN

The Baltic Sea area has already been intensively used by variety of maritime economic sectors such as marine transport, fishing, tourism, extraction of sand and gravel and oil and gas exploitation. This is also an area of relatively intense military penetration. In addition, this is a place of various other investments, e.g. coastal technical infrastructure (port and transhipment terminals constructions, as well as technical measures of the shoreline defence against transgression of the sea), electrical energy transmission systems (high voltage cables plus large scale electrodes) and natural gas transmission huge pipelines. Over the next decades, the use of the Baltic Sea will expand rapidly, particularly due to constructions of new coastal and offshore wind farms, electrical energy transfer network, further intensification of various forms of shipping, development and construction of new ports and terminals and installing new oil extraction platforms. Some of these activities influences natural spatial distribution of physical properties of the sea space (such as acoustic field, magnetic field, salinity distribution etc.) as well as disturb different natural processes (such as natural coastal dynamics, sedimentation, migration patterns of mobile species etc). In order to present this problem, most important existing activities as well as the most recent large-scale constructions in the Baltic Sea are selected and presented in this study (with emphasis on the Polish Exclusive Economic Zone). Moreover most likely disturbances of natural distributions of physical properties of marine space are analyzed in light of the impact on the environment

17

Maritime transport - an environmental problem with ballast water : technical preventive measures

Freda W., Otremba Z.

Journal of KONES

|

2012

|

Vol. 19, No. 2

153-158

EN

The fast development of marine transport causes a lot of environmental concerns connected with possible accidents of ships transporting hazardous cargoes as well as oil pollution coming from an exploitation of engine rooms. Moreover, a significant problem is connected with a ballast water handling. The use of ballast water is necessary for the safe movement of large ships. Namely, in maritime transport a ship unloading causes a reduction in its draft - it is a cause of lower steering or even completely prevents the safe movement of the ship. Therefore, in place of the discharged freight the ballast water is collected (often just during the unloading). This water is pumped out from a ship at the site of re-loading. However, this implies the risk of transportation of living organisms over large distances, which (if at the point of discharge of ballast water will find suitable conditions) can become invasive species. Because of the risks involved in carriage of these organisms, the International Maritime Organization (IMO) has developed rigorous standards for permissible amounts of organisms in the discharged ballast water. A number of methods of biological neutralization of ballast water, that meet the requirements of the IMO, have been developed. The topic of this paper is to review currently used methods of neutralization of ballast water. We consider clearing of ballast water from point of view of physics, especially by using electromagnetic radiation and ultrasonic waves.

18

Przewozy promowe w basenie Morza Bałtyckiego ze szczególnym uwzględnieniem autostrady morskiej Świnoujście - Ystad

Christowa C.

Logistyka

|

2011

|

nr 4

PL

W publikacji przedstawiono wyniki analizy przewozów promowych w basenie Morza Bałtyckiego ze szczególnym uwzględnieniem autostrady morskiej Świnoujście - Ystad jako elementu Środkowoeuropejskiego Korytarza Transportowego CETC ROUTE 65. Scharakteryzowano przedsiębiorstwa konkurujące na rynku przewozów promowych na Bałtyku. Zaprezentowano potencjał przewozowy, charakterystyki promów morskich eksploatowanych przez przedsiębiorstwa żeglugowe oraz infrastrukturę Bazy Promów Morskich w Świnoujściu. Na podstawie danych statystycznych dokonano oceny wielkości przewozów osób, ładunków i środków transportu, wskazując trendy rozwojowe w tym zakresie.

EN

In publication author discuss the results of an analysis of ferry trade in the Baltic Sea, closely looking at the sea motorway linking Świnoujście and Ystad, considered as an element of the Central European Transport Corridor CETC ROUTE 65. Companies competing on the Baltic ferry market are described. Besides, the transport capacity and characteristics of sea-going ferries and the infrastructure of the Sea Ferry Terminal are presented. From an analysis of statistical data the relevant figures were estimated in respect of the carriage of passengers, cargo and vehicles and development trends were defined.

19

Identyfikacja zagrożeń podczas manewrów wejściowych statku do portu

Gackowski P., Lewczuk Ł.

Logistyka

|

2011

|

nr 4

PL

W artykule przedstawiono klasyfikację portów w zależności od warunków hydrometeorologicznych oraz nawigacyjnych. Dokonano identyfikacji zagrożeń występujących podczas wejścia statku do portu na przykładzie systemu zarządzania bezpieczeństwem operacji portowych. Przeprowadzono także analizę zagrożeń występujących w tym procesie.

EN

In this paper there is presented general classification of ports that includes All hydro-meteorological and navigational conditions. Identification of threats that are encountered Turing approaching to port based on real safety management system.

20

Concept of multifunctional small cleanup ship

Otremba Z., Kończewicz W., Czoska P., Krużycki P.

Journal of KONES

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2010

|

Vol. 17, No. 3

341-345

EN

The Baltic Sea belongs to a global system of protected area and has a status of Particularly Sensitive Sea Area (PSSA) which results in a mechanism for strict control on International shipping activities within designated areas through the UN International Maritime Organization (IMO). Countries can declare such areas, and then establish rules for their protection. Additionaly almost the entire Polish coastline has been notified to the European Natura 2000 sites. Inside coastal NATURA 2000 areas some places are covered by increased protection because of belonging to a system of coastal and marine Baltic Sea Protected Areas (HELCOM BSPA). On the other hand intensive shiping in the vicinity of the Polish coast, high population density in the coast, tourism as well as coastal and marine industry necessitate special attention in relation to environment protection. Therefore, inter alia, novel techniques for the surveillance of purity of coast and coastal water are desirable. In the case of large spill - existing combating system provides only partly reducing ofamount of oil entering the sea environment. Elimination ofa greatest number of small oil spillages or discharges is possible, if well developed techniques and organization systems is used. The paper presents pre-project assumptions for small multifunctional ship designed for inshore activity — especially for port inspections and service, as well as for removal of floating and submerged rubbish and combating small oil spillages. We have analyzed possibility to achieve expected exploitive features of the ship using present knowledge for construction of small ship hulls applying principles of engine and navigational equipment steeringfor choosing the best route and for optimization the water surface cleaning-works as well as to minimize the energy consumption. We expect, that this ship - owing to main designations thanks to modern technical equipment and sophisticated software -will also fulfill conditions as an educational or as a training vessel.