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1

Modyfikacja wskaźników efektywności energetycznej statków różnych typów i konstrukcji

Herdzik J.

Logistyka

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2014

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nr 6

706--711, CD 2

PL

Podkomitet Ochrony Środowiska Międzynarodowej Organizacji Morskiej (IMO) rozszerzył wymagania załącznika VI konwencji MARPOL nakładając obowiązek posiadania planu zarządzania efektywnością energetyczną statku (SEEMP) z dniem 1 stycznia 2013 roku dla statków z napędem silnikami wysokoprężnymi o masie rejestrowej brutto 400 ton i powyżej, zgodnie z przewodnikiem MEPC.213(63). Celem było określenie wskaźników, które ocenią sposób eksploatacji statku pod kątem emisji dwutlenku węgla na jednostkę efektywności przewozowej statku. Dla nowobudowanych statków, dla których kontrakt podpisano w lub po 1 stycznia 2013 roku lub rozpoczęto budowę w lub po 1 lipca 2013 roku, należy określić wskaźnik projektowy efektywności energetycznej statku (EEDI), którego wartość musi być niższa od wskaźnika referencyjnego podawanego dla określonego typu statku zgodnie z MEPC.215(63). Okazało się, że problem jest bardziej złożony, bowiem wpływ na efektywność energetyczną statku ma wiele dodatkowych czynników jak: typ statku, rejon żeglugi, klasa lodowa. Konieczna okazała się modyfikacja tych wskaźników referencyjnych. W referacie podjęto próbę oceny wprowadzonych uregulowań.

EN

Marine Environment Protection Committee of International Maritime Organization (IMO) extended the annex VI of MARPOL Convention imposing the necessary of preparing the Ship Energy Efficiency Management Plan (SEEMP) from January 1st, 2013 for vessels of 400 GRT and over, with diesel engines propulsion according to the Guidance MEPC.213(63). The aim was the determining of indexes estimating the vessel operational mode taking into account carbon dioxide emissions divided by vessel transport capacity. The Energy Efficiency Design Index (EEDI) applies the vessels responsible for the most emissions and when contract is placed after January 1 st , 2013 or keel-laying occurs on or after July 1st, 2013 and their EEDI must be equivalent to or less than a value given inequations of MEPC.215(63). The problem is more complicated, the influence on vessel energy efficiency has many additional factors like: type of vessel, sailing area, ice-class. The modification of reference indexes was the necessity. In the paper the probe of evaluation of introducing regulations is considered.

2

CO2 emission level as a criterion in modern transport ship design

Szelangiewicz T., Żelazny K.

Combustion Engines

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2014

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R. 53, nr 1

59--68

EN

From 2013 onwards Energy Efficiency Design Index (EEDI) for new ships has been in force. The EEDI value for a given ship is calculated according to a standard formula and compared against a ship specific standard by means of a so called reference line which will be gradually changing (decreasing) in subse-quent years. The article presents possible ways of increasing ship propulsion efficiency in order to decrease ship propulsion power, EEDI value and CO2 levels.

PL

Od roku 2013 obowiązuje projektowy wskaźnik efektywności energetycznej (EEDI) dla nowych statków. Wartość tego wskaźnika dla określonego statku obliczana jest według ustalonego wzoru i porównywana z normą dla tego statku (tzw. linią referencyjną), która będzie zmieniana (obniżana) w następnych latach. W artykule przedstawiono możliwości zwiększenia sprawności napędowej statku, a tym samym obniżenia mocy napędu wskaźnika EEDI i emisji CO2.

3

The influence of chosen parameters on the Energy Efficiency Design Index

Szelangiewicz T., Żelazny K.

Zeszyty Naukowe / Akademia Morska w Szczecinie

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2012

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nr 32 (104) z. 1

102-107

EN

Since 2013 Energy Efficiency Design Index (EEDI) for new ships will be enforced. Ships meeting the CO2 emission standards will be granted energy certificate required for their exploitation. The paper presents EEDI in the current form and influence of the ship speed and decrease of the ship speed on EEDI.

4

Energy Efficiency Design Index as a new criterion in ship design

Szelangiewicz T., Żelazny K.

Zeszyty Naukowe / Akademia Morska w Szczecinie

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2012

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nr 32 (104) z. 1

97-101

EN

Since 2013 Energy Efficiency Design Index (EEDI) for new ships will be enforced. Ships meeting the CO2 emission standards will be granted energy certificate required for their exploitation. The paper presents EEDI in the current form, the certification procedure, reduced CO2 emission planned for coming years, as well as potential for further EEDI value reduction.

5

Increasing ship propulsion efficiency as an alternative to help reduce fuel consumption and CO2 emmision. Part 1

Szelangiewicz T., Żelazny K.

Journal of Polish CIMAC

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2012

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Vol. 7, no 1

227-233

EN

From 2013 onwards EEDI for newly built ships will become mandatory. Ships meeting the CO2 emission standards will be granted energy certificate for needed for exploitation. The article presents the EEDI in the current form, energy certification procedure as well as reduction of CO2 emission planned for coming years (Part I). The majority of ships built at present, meets the CO2 emission standards for 2013, yet their further decrease in subsequent years will consequently necessitate further actions as well. One of them is ship hull design of smaller resistance values and higher propulsion efficiency. The article (Part II) presents calculation results of the numerical analyses (CFD) performed for an actually built ship, aiming at decreasing propulsion power and therefore the EEDI value as well.

6

Increasing ship propulsion efficiency as an alternative to help reduce fuel consumption and CO2 emmision. Part 2

Szelangiewicz T., Żelazny K.

Journal of Polish CIMAC

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2012

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Vol. 7, no 1

235-244

EN

From 2013 onwards EEDI for newly built ships will become mandatory. Ships meeting the CO2 emission standards will be granted energy certificate for needed for exploitation. The article presents the EEDI in the current form, energy certification procedure as well as reduction of CO2 emission planned for coming years (Part I). The majority of ships built at present, meets the CO2 emission standards for 2013, yet their further decrease in subsequent years will consequently necessitate further actions as well. One of them is ship hull design of smaller resistance values and higher propulsion efficiency. The article (Part II) presents calculation results of the numerical analyses (CFD) performed for an actually built ship, aiming at decreasing propulsion power and therefore the EEDI value as well.

7

Vessel main propulsion engine performance evaluation

Borkowski T., Kowalak P., Myśków J.

Journal of KONES

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2012

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Vol. 19, No. 2

53-60

EN

In general, the performance of a ship in service is different from that obtained on shipyard sea trial. Apart from any differences due to loading conditions, and for which due correction should be made, these differences arise principally from the weather, fouling and surface deterioration of the hull and propeller. The influence of the weather, both in terms of wind and sea conditions, is an extremely important factor in ship performance analysis. Consequently, the weather effects needs to be taken into account if a realistic evaluation is to be made. The primary role of the ship service analysis is a standard of performance data, under varying operational and environmental conditions. The resulting information, derived from this data, becomes the basis for operational and chartering decision. In addition, the part for the data records is to enable the analysis of trends of either the hull or machinery, from which the identification of potential failure scenarios and maintenance decisions can be derived. The traditional method of data collection is the deck and engine room log records, and this is the most commonly used method today. In terms of data processing and capabilities, this method of data collection is far from ultimate, since involves significant data distortion risk. Instrumentation errors are always a potential source of concern in performance analysis methods. Such errors are generally in the form of instrument drift or gross distortion of the reading. However, these can generally be detected by the use of trend analysis techniques. The procedure for the evaluation of the ship's service performance, that relies on proven methods of main propulsion engine service data analysis used and applied for container vessel - small feeder. The vessel is equipped with indirect main propulsion, driven by means of modern medium speed engine. The different approach demonstrated to achieve the reliable and accurate main engine performance. The difference in developed engine power has been found, that corresponds well to registered sea trial results and engine retrofitting reports done, in order to limit the effective power.

8

Energy efficiency design index of container vessel - operational approach

Borkowski T., Kasyk L., Kowalak P.

Journal of KONES

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2012

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Vol. 19, No. 4

93-100

EN

The ship "Energy Efficiency Design Index (EEDI)" has been formulated by the IMO Marine Environment Protection Committee (MEPC) as a measure of the CO2 emission performance of ships. The ship EEDI is calculated based on characteristics of the ship at build, incorporating parameters including ship capacity, engine power and fuel consumption. Shipping is responsible for CO2 discharge of approximately 3.3% global emission and despite being an energy-efficient transport means, compared with other transport modes, there are opportunities for increasing energy efficiency. The EEDI requires a minimum energy efficiency level (CO2 emissions) per capacity mile (e.g. tonne mile) for different ship type and size sectors. With the level being tightened over time, the EEDI will stimulate continued technical development of all the components influencing the energy efficiency of a ship. The paper presents an overview of EEDI calculation method for container vessels and results of experimental approach. The experimental process results through comprehensive analysis of operational data, from modern container vessel, equipped with direct main propulsion unit have been introduced. Ship operators have already been implementing energy efficiency operational measures and set goals for reducing the energy consumption of their fleet. Performance and savings are not always monitored and reported. However, it can be foreseen that such activity when is successfully promoted, reduction of CO2 emissions can be achieved.