Abstract
In recent years, ship builders and owners have to face a great effort to develop new design and management methodologies that lead to a reduction in consumption and emissions during the operation of the fleet. In the present study, the optimization of an on-board energy system of a large cruise ship is performed, both in terms of energy and of the overall dimensions of the system, while respecting the environmental constraint. In the simulation, a variable number of identical Organic Rankine Cycle (ORC)/Stirling units is considered as an energy recovery system, bottoming the main internal combustion engines, possibly integrating with the installation of photovoltaic panels, solar thermal collectors, absorption refrigeration machines and thermal storages. The optimization takes into account the effective optimal management of the energy system, which is different according to the different design choices of the energy recovery system. Two typical cruises are considered (summer and winter). To reduce the computational effort for the solution of the problem, a bi-level strategy has been developed, which prescribes managing the binary choice variables expressing the existence or not of the components by means of an evolutionary algorithm, while all the remaining choice variables are obtained by a mixed-integer linear programming model of the system (MILP) algorithm. The entire procedure can be defined within the commercial software modeFRONTIER®.
Highlights
The emissions produced by maritime transport, due to the use of fuels with a high sulfur content, highly contribute to air pollution in terms of sulfur dioxide and particulates, which are harmful to the human health and to the environment.In 2008, the International Maritime Organization (IMO) adopted a resolution amending annexVI of the 1997 protocol which updates the 1973 international convention for the prevention of ship pollution, named the International Convention for Prevention of Ships’ Pollution (MARPOL convention), which contains regulations for the prevention of air pollution caused by ships [1].The revised Annex VI of the MARPOL convention came into force on 1 July 2010 and introduced stricter sulfur content limits for marine fuel in the sulfur emission control areas—SECA
Some preliminary optimizations of the overall instance have been performed by X-Press, using the ranges of the parameters and the penalty coefficients shown in Table 3, in order to identify the ranges of the choice variables to be considered in the multi-objective optimization
A bi-level and multi-objective procedure has been defined for the integrated optimization of the energy recovery and production system on board of a large cruise ship
Summary
The emissions produced by maritime transport, due to the use of fuels with a high sulfur content, highly contribute to air pollution in terms of sulfur dioxide and particulates, which are harmful to the human health and to the environment.In 2008, the International Maritime Organization (IMO) adopted a resolution amending annexVI of the 1997 protocol which updates the 1973 international convention for the prevention of ship pollution, named the International Convention for Prevention of Ships’ Pollution (MARPOL convention), which contains regulations for the prevention of air pollution caused by ships [1].The revised Annex VI of the MARPOL convention came into force on 1 July 2010 and introduced stricter sulfur content limits for marine fuel in the sulfur emission control areas—SECA The emissions produced by maritime transport, due to the use of fuels with a high sulfur content, highly contribute to air pollution in terms of sulfur dioxide and particulates, which are harmful to the human health and to the environment. In 2008, the International Maritime Organization (IMO) adopted a resolution amending annex. The revised Annex VI of the MARPOL convention came into force on 1 July 2010 and introduced stricter sulfur content limits for marine fuel in the sulfur emission control areas—SECA The MARPOL convention addressed NOx polluting emissions, defining three “tiers”: each level consists of a description of the maximum emission limits in g/kWh imposed on ships in relation to engine rotational speed, with values that are gradually more restrictive over the time.
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