Main Engine Power Research Articles

POWER REDUCTION CONSIDERATIONS FOR BULK CARRIERS WITH RESPECT TO NOVEL ENERGY EFFICIENCY REGULATIONS

After introducing an energy efficiency design index (EEDI) in 2011, International Maritime Organization (IMO) pursued their short- and long-term goals to reduce greenhouse gas (GHG) emissions from ships by presenting, among others, an energy efficiency existing ship index (EEXI). Contrary to EEDI which is used for new ships solely, EEXI is addressing an energy efficiency of already built ships and is set to become formally applicable starting from 2023. Existing designs cannot be essentially and rapidly changed to comply the criterion. The only main particular from the preliminary design phase that can be meaningly optimized “post festum” is a required engine power, and thus, the speed. Therefore, the paper explores the effect of EEXI policy on a fleet of 153 bulk carriers built between 2000 and 2020 in order to address their near future and prompt design changes, specifically considering the power reduction. For that purpose, an attained and a required EEXI are calculated for each ship. The results showed that only 15% of the ships built in 2000-2012 satisfied 2013-2014 IMO criterion. This impacted the design of ships built in 2013-2022, as they complied the same criterion by 88% of share. However, no ship from the whole database satisfied the present day EEDI requirement and only one ship fulfilled the contemporary EEXI requirement meaning that the current designs are not able to match the emerging criteria to a large extent. In order to meet an energy efficiency criterion, a main engine power reduction and speed are predicted assuming that the engine power and shaft limiter are installed. The investigation showed that MCR reduction of the total fleet taken into account had to be reduced by 50% and speed by 15% on average in order for ships to meet current requirements. Moreover, a graphic method is developed for the estimation of EEXI by using only deadweight (DWT) and maximum continuous rating (MCR). The proposed simplified method based on average values could be used on existing bulk carriers with an aim to satisfy novel regulation with application of “easy to use” approach. Additionally, authors discussed other options to reliably evaluate an energy efficiency of existing ships.

Trawler Engine Size Had No Effect on Baltic Herring Size/Age Structure: An Experimental Study in the Gulf of Riga, Baltic Sea

The Gulf of Riga stock of Baltic herring (Clupea harengus membras L.) has been maintained through several management tools. One such tool is the restriction of vessels’ main engine power (<221 kW). This restriction was implemented in the early 1990s and is based on the vessel types available in the area and on the assumption that the gear size used in trawl fishery depends on the vessel size (power). In the current study, we compared vessels with different engine powers using the same gears currently allowed in the gulf, to identify whether vessel power had any relation to catch structure. The results showed that engine power did not explain the differences in catch structure, which were more dependent on season and depth of water. Easing the power restriction of the trawl vessels in the Gulf of Riga will most likely not have a major negative impact on the sustainable management of the herring population. However, vessels with higher engine power should not use larger trawl gear than is currently used in the gulf.

Review of Top-Down Method to Determine Atmospheric Emissions in Port. Case of Study: Port of Veracruz, Mexico

Indicators of environmental policies in force in Mexico, fossil fuels will continue to be used in industrial sectors, especially marine fuels, such as marine diesel oil, in port systems for some time. Considering this, we have evaluated several methods corresponding to a top-down system for determining fuel consumption and sulfur dioxide atmospheric emissions for the port of Veracruz in 2020 by type of ship on a daily resolution, considering a sulfur content of 0.5% mass by mass in marine fuel. After analyzing seven methods for determining sulfur dioxide atmospheric emission levels, Goldsworthy’s method was found to be the best option to characterize this port. The port system has two maritime zones, one of which is in expansion, which represented 55.66% of fuel consumption and 23.05% of atmospheric emissions according to the typology of vessels. We found that higher fuel consumption corresponded to container vessels, and tanker vessels represented higher atmospheric emission levels in the berthing position. The main differences that we found in the analysis of the seven methods of the top-down system corresponded to the load factor parameter, main and auxiliary engine power, and estimation of fuel consumption by type of vessel.

A ship emission modeling system with scenario capabilities

A bottom-up modular ship emission modeling system (MoSES) is presented that calculates highly spatiotemporally resolved ship exhaust emissions, based on ship position data recorded from the automatic identification system. MoSES is built in a modularized architecture, which guarantees good expandability. Several ship-type specific methods have been developed for estimating missing ship characteristics that are important for ship emission modeling, such as the gross tonnage, main or auxiliary engine power, engine rating or the service speed, since these characteristics are often not available in present data. Additionally, most recent emission factors for sulfate and black carbon were derived from literature that cover formerly neglected low-sulfur fuels. MoSES is demonstrated by the creation of an emissions inventory for the North and Baltic Sea region, but it may readily be applied to other regions as well. The results were evaluated and compared to ship emission data calculated with the established Ship Traffic Assessment Model (STEAM 3). A good agreement with the daily shipping activity and CO 2 emissions was found, although fewer emissions were calculated with MoSES for SO 2 , SO 4 and NO X due to differences in the method for calculating the power consumption, the assumed fuel sulfur content, and applied emission factors. Furthermore, the impact of different emissions factors and uncertainties due to missing ship characteristics has been investigated. Additionally, extensive functionalities for scenario generation were implemented that allow the modification of a ship fleet in a model run. A filtering algorithm was developed to support scenario generation by the creation of sub-emission inventories. These contain only emissions of ships moving between two specific harbors or points of interest. This feature is demonstrated for the ship traffic between the five busiest harbors in the North Sea among each other, and between the English Channel. The scenario capability of the model is exemplified on a case based on sub-emission inventories, that investigates a decreased trade volume between representative ports of mainland Europe and the United Kingdom. • This new ship emission model has a particular versatility for scenario generation. • Several Ship-type specific methods for estimating ship characteristics were developed. • Most recent ship emission factors for sulfate and mineral ash were derived. • In a comparison with the established Ship Traffic Assessment Model (STEAM), a good agreement between both models was found.

Research on Main Engine Power of Transport Ship with Different Bows in Ice Area According to EEDI Regulation

The Energy Efficiency Design Index (EEDI) has been applied to ship carbon emission standards since 2013, ice ships subject to the Finnish Swedish Ice Class Rules (FSICR) also need to meet the requirements of EEDI. In this study, the engine power requirements by EEDI at different stages for the considered ice class ships with different ice classes (1C, 1B, 1A, 1A Super) are compared with engine power requirements obtained from the resistance calculated by FSICR or Lindqvist method. Three different bow shapes for the considered ice class ships and different pack ice coverage are studied. The results from FSICR or Lindqvist formula show that 1A Super ice classes for all considered bow shapes cannot meet the requirement by EEDI at Phase 2 and 3; For 1B and 1A class, some bow shapes can meet the EEDI requirement for all stages, but some cannot; For 1C class, all bow shapes can meet the EEDI requirements for all stages. The ship main engine power requirements under different pack ice concentration are studied and compared to EEDI requirements.

Air Pollutant Emission Measurement

One of the main methods for estimating air pollutant emissions from ships is the method developed by Carlo Trozzi, which was later accepted and recommended by the European Environment Agency in its air pollutant emission inventory guidebooks. Consequently, it has become the most commonly used methods for making inventories of air emissions in the shipping industry and for predicting future trends. The method and its equations use emission factors to calculate the emission of air pollutants from ships. Emission factors are calculated depending on fuel consumption or main engine power; results are given for different year of manufacture and engine speed. This paper presents the measurement of air pollutant emissions and some other parameters on marine engines operating in different conditions. The measured values are calculated to obtain values which will enable the next step, the comparison with the emission factors in the latest guide of the European Environment Agency on the inventory of pollutant emissions.

MODELING OF GENERAL CARGO SHIP’S MAIN ENGINE POWERS WITH REGRESSION BASED MACHINE LEARNING ALGORITHMS: COMPARATIVE RESEARCH

This study, which allows estimating main engine power of new ships based on data from general cargo ships, consists of a series of mathematical relationships. Thanks to these mathematical relationships, it can be predicted main engine power according to length (L), gross tonnage (GT) and age of a general cargo ship. In this study, polynomial regression, K-Nearest Neighbors (KNN) regression and Gradient Boosting Machine (GBM) regression algorithms are used. By this means the relationships presented here, it is aimed to build ships that are environmentally friendly and can be sustained at a lower cost by using the main engine power of the new ships with high accuracy. In addition, the relationships presented here provide validation for computational fluid dynamics (CFDs) and other studies with empirical statements. As a result of the study, polynomial regression gives similar results with other studies in the literature. We also concluded that while KNN regression yields fast results, GBM regression algorithm provides more accurate solutions to estimate the ship's main engine power.

A comparative methodological approach for the calculation of ships air emissions and fuel-energy consumption in two major Greek ports

ABSTRACT The scope of the paper is to focus on the main technical discrepancies, that is, engine load factor (LF), specific fuel oil consumption (SFOC), emissions factors (EF), included in the existing methodological approaches for calculating ships’ on-board emissions and propose a framework that will allow various stakeholders to conduct accurate air emissions calculations based on publically available operational data. A bottom-up methodology has been employed for the calculation of fuel-energy consumption and air emissions (CO2, SOx, NOx, PM10) in two major ports (Souda and Heraklion) of Crete island in Greece for passenger ferries and cruise ships for the years 2018 and 2019 and for both main and auxiliary engines of all vessels. Due to the lack of publically available technical data, the proposed methodology is based on the estimation of SFOC values through a regression analysis that leads to accurate and reliable results. The basic scenario is based on a detailed estimation of SFOC via a regression analysis applied on engine’s technical data, while the alternative approaches employ SFOC estimated through the application of specific adjustment factors and main engine power based on ship’s gross tonnage. The basic scenario results are the most accurate data while in most other cases air emissions are underestimated observing significant differences between the different methodologies.

Comparative analysis of the efficiency of manual adjustable pitch propeller and fixed pitch propeller based on dual-scale coupling

In order to solve the problem of ship, engine, and propeller mismatch between the first manufacturing of a new type of ship and the long-term service of the ship, the idea of dual-scale coupling simulation is used to establish the meso-scale and macro-scale mathematical model of a manually adjustable pitch propeller. The thrust coefficient and the torque coefficient are the coupling points. A comparison calculation between the manual adjustable pitch propeller and the fixed pitch propeller is carried out on a small ship as an example. The results show that the manual adjustable pitch propeller could compensate for the efficiency deviation caused by the fixed pitch propeller design; When the ship’s resistance increases or the ship’s main engine power decays, the measures of adjusting the pitch and turning angle of the blades could effectively improve the efficiency of the propeller and the ship’s speed, which indicates that the manual adjustable propeller has better adaptability than the fixed pitch propeller.

Increasing the Accuracy of a Marine Diesel Engine Operation Limit by Thermal Factor

When setting partial speed modes of the main diesel engine with gas turbine charging, an increase in thermal loads and incomplete combustion with increased exhaust gas opacity are observed. This frequently occurs due to the diesel load limiters being set to the universal limit constraint that has been used in less boosted designs. Often, to reduce the probability of thermal overloads, the universal limiting dependence is shifted in parallel towards the wider margin, but, in fact, this leads to underutilisation of the main engine power. To evaluate the efficiency of the linear limiting dependence used in the limiter by numerical modelling at partial modes of the main diesel engine HYUNDAI-MAN B&W 6G70ME-C9.2-TII of the large-capacity tanker GOLDWAY, the permissible fuel supply was determined at five steady running modes of the engine. The permissible values are those at which the temperatures of the gases on the expansion line do not exceed the design threshold values. The scientific novelty is determined by the fact that the temperature of the gases on the expansion line was taken as an integral criterion for limiting the fuel supply by thermal stress. The practical significance of the study is conditioned by the fact that the obtained limiting characteristic in terms of thermal stress facilitated the expansion of the diesel engine power range in steady modes without overloading.

Modelling Ships Main and Auxiliary Engine Powers with Regression-Based Machine Learning Algorithms

Abstract Based on data from seven different ship types, this paper provides mathematical relationships that allow us to estimate the main and auxiliary engine power of new ships. With these mathematical relationships we can estimate the power of the engine based on the ship’s length (L), gross tonnage (GT) and age. We developed these approaches using simple linear regression, polynomial regression, K-nearest neighbours (KNN) regression and gradient boosting machine (GBM) regression algorithms. The relationships presented here have a practical application: during the pre-parametric design of new ships, our mathematical relationships can be used to estimate the power of the engines so that more environmentally friendly ships may be built. In addition, with the machine learning methodology, the prediction of the main engine (ME) and auxiliary engine (AE) powers used in the numerical calculation of ship-based emissions provides data for researchers working on emission calculations. We conclude that the GBM regression algorithm provides more accurate solutions to estimate the main and auxiliary engine power of a ship than other algorithms used in the study.

Purse seine productivity in Lhok Pawoh fishing port, Sawang, South Aceh

The capability of catching from fishing gear can be known from the fishing productivity. The purpose of this study was to calculate the productivity of purse seine vessels in the Fishing Port of Lhok Pawoh, Sawang, South Aceh. This research was conducted from June 10th to July 10th 2019. The method used was a census method by collecting some data such as number of fishing trip (during 2018), species and number of catches, and specification of 15 units of purse seine at Lhok Pawoh fishing port, then the data was analyzed descriptively. The results showed that the material of purse seiner at Lhok Pawoh were made of local wood with a vessel size of 23-60 GT, LOA was 16-24.2 meters, breadth was 4-7.5 meters, depth was 1.3-1.9 meters, and main engine power was 90-360 HP. The purse seine at PPI Lhok Pawoh has a length of between 1,100-1,500 meters and a width of 45-100 meters with the number of fishermen ranges between 18-28 people/unit. The total catches of purse seine during the research was 162,116 kg, dominated by skipjack tuna (67.97%). The highest productivity (production/GT) for large pelagic target was 2,458.8 kg/GT, and the lowest one was 209.3 kg/GT. The highest productivity (production/GT) for small pelagic target was 2,630.7 kg/GT and the lowest one was 418.3 kg/GT. The highest productivity (production/trip) for large pelagic target was 3,046.0 kg/trip, and the lowest one was 187.6 kg/trip. The highest productivity (production/trip) for small pelagic target was 2,067.3 kg/trip and the lowest one was 340.2 kg/trip.

Selection of onshore sites based on monitoring possibility evaluation of exhausts from individual ships for Yantian Port, China

Based on the feasibility evaluation of measuring individual ship emissions, layout of onshore monitoring sites in Yantian Port, China was studied. Four categories of representative ships were selected and WRF/CALPUFF was used to simulate the transmission and diffusion of exhaust pollutants from each individual ship. Statistical analysis was conducted on the measurable SO2 range for all categories of representative ships under 24 types of typical meteorological conditions. The measurable extent was the largest when the wind direction was perpendicular to the route. Additionally, the measurable distance increased with increasing wind speed under stable stratification, while the opposite held true under unstable stratification. Moreover, the ship's main engine power had significant impact on the measurable extent. Overall, the most favourable monitoring direction is southwest and establishing monitoring sites on the southern island of Yantian Port was deemed optimal. The measurable distances of category A, B, C and D ships southwest of the monitoring sites were large, at 2.55 km, 2.64 km, 3.04 km, and 3.28 km, respectively. The measurable distance was 2.64 km on the annual average scale in this direction. The monitoring efficiencies of the six pre-set monitoring sites ranged from 15.32% to 64.34%; Sites 5 and 6, located on the southern island, had the highest monitoring efficiencies, followed by Site 3 north of the ship routes. The monitoring efficiency would reach 98.16% if onshore monitoring sites were set up simultaneously at Site 5 and Site 3.

Standardization of 30 Gross Tonnage (GT) Danish Seiner

Cantrang – Danish Seiner is growing rapidly in the north coast of Java Seas-Fisheries Management Area 712. In recent year, there have been many issues regarding the prohibition operation of seiner fishing gear impact sustainable fisheries, Cantrang owners and fishermen livelihood due to the regulation of fishing gear and the mark down of Gross Tonnage measurement. This research attempt to obtain preliminary data on Danish seiner operating in Indonesia, as set base design for 30 GT Danish seiner standard includes the scope of the principal dimensions of the seiner, main engine powering and the layout of deck for fishing operations. The method uses purposive sampling of 30 GT Cantrang, number of population 148 Cantrang of 30 GT at 4 regencies; Tegal, Batang, Rembang and Pati. The result of this research are the main measurement value - the ratio of principal dimension, main engine power, and deck area and Cantrang Danish seiner operation. The standardized 30 GT Cantrang has the following maximum main dimensions: Length (L) = 18.21 meters, Width (B) = 6.58 meters and Deck Height (D) = 2.00 meters with L / B ratio = 3.29-3.33, L / D = 11.2 - 2.74, B / D = 3.96-4.26. The main engine power 1 engine 160-190 HP and for 2 engines 2 × 120 HP. The deck area of 70-80 m2 significantly impacts Cantrang fishing gear operation

Design of shell and tube heat exchanger for ballast water treatment applications on ships based on simulation

Now, environmental issues are the mostly discussed issue and become a top priority in the world. Whether it’s environmental damage or environmental pollution. The issue of pollution and damage to the environment and ecology in the region, which have an impact on living organisms, both humans, animals and plants. Environmental damage and pollution can occur on land, water, and air. With various forms of damage and pollution, the methods of handling are different. This research will focus on damage and pollution in waters as well as methods of handling and prevention, especially in marine waters. This research focuses on designing a heat exchanger by varying its types, namely shell and tube heat exchanger. From the modification of model, it will be known which one is more effective in performance. Both temperature exchange, pressure drop, flow rates, dimensions and materials are simulated by software. Where these parameters are influenced by the characteristics of the ship’s power of main engine. From 2 model of shell and tube heat exchanger that are one pass-shell and two pass-shell the result for case 1 the effectiveness are 92% & 93%, case 2 are 93% & 94% and case 3 are 94% & 95%.

A sampling method for calculating regional ship emission inventories

In this study, we propose a sampling method for calculating ship exhaust emission inventories, which reduces the uncertainties induced by missing ship static data in traditional methods. The stratified random sampling method is utilized to take sample ships based on the ship density, ship type, and main engine power. The exhaust emissions from sample ship are calculated using an activity-based method with 1 s temporal resolution AIS (Automatic Identification System) data. Then the regional ship exhaust emissions are estimated based on the sampling relationship. Sensitivity experiments show that the relative error of the proposed method decreases quickly with the sampling ratio (the ratio between the number of sampled ships and total ships) and it is less than 3.5% when the sampling ratio is higher than 10%. The method is used to estimate the inventories of ship exhaust emissions in the Yangtze river, which can improve the computational accuracy of ship emissions.

Optimization of Propeller Design Through Polynomial Approach to Optimize The Ship Energy Efficiency

In the shipping industry, the problem that often becomes an obstacle is the optimization of energy efficiency in ships. Some aspects of optimizing the energy efficiency of ships are one of them planning propulsion systems related to propeller design. The main thing that is considered in propeller design planning is the propeller efficiency which is a measure of propeller performance on its productivity in generating thrust. The selection of propeller types that are compatible with the main engine power, the power transmission will be more maximum in the effort to move the ship which reducing fuel oil consumption from the main engine. The selection of the optimal propeller type will get more efficient thrust from the main engine power of the ship being used. This research use the object passenger ship MV. Sabuk Nusantara 99, 1200 GT owned by the Director General of Sea Transportation of the Indonesian Ministry of Transportation. The polynomial approach used as the method and the result choose optimal type of propeller is B3,611, diameter 1,493 m. The results use an optimal type of propeller with propeller efficiency 0.482 cavitation does not occur.

Features of the rolling-separation technology development on operating continuous small-grade mill

Аt present, there is a steady tendency to increase volume of i dustrial and civil construction in Russia and abroad. This in turn makes it necessary to enhance production of structural sections and in particular – reinforcing bar. One of the promising ways to increase production of reinforcing bar at existing rolling mills is development of rollingseparation technology. This technology provides growth in productivity of existing small-grade mills and reduces energy costs without large capital expenditures. However, despite its apparent simplicity, introduction of rolling-separation technology at existing enterprises causes difficulties associated with insufficient coverage of this experience in literature. The article presents experience of introduction of the rolling-separation technology on operating continuous small-grade mill. The research was carried out on equipment available in the workshop and used to monitor load of the main engines. Features of energy costs distribution on stands were studied at classical rolling and with the use of technology of rolling-separation of reinforcing bar No. 10, No. 14 made of 35GS and 3PS steel. Experimental graphs of the main engines of the rolling mill load show redistribution of energy consumption in stands for roughing, intermediate and finishing groups when using rolling-separation technology. Data on application of the main engine power and distribution of the specific load on the stands in classical rolling method and using rolling-separation technology are presented in graphic form. Analysis of the received data allowed us to reveal features of energy consumption at development of rolling-separation technology during operation. It is shown that use of this technology leads to additional load on stands of finishing groups. Energy savings during introduction of rolling-separation technology were quantified, and it was found that with a decrease of the rebar number, efficiency increases. Reduction of energy consumption during development of this technology in current production is associated with a decrease in machine time.

Design of Hybrid Hull Ship by B-NINE TEAM to The National Unmanned Fast Boat Contest 2019

The Nastional Unmanned Fast Boat Contest 2019 is an event to discover colleger interests and talents about ships and as an event to hone and develop college competitions.B-NINE TEAM from Universitas Negeri Padang is very interested and interested to participating based on illegal fishing problem that occurs. Ship design through literature study and ship model analysis using computer simulations. Ship comparison methods and trial-error to determine the shape of the hull to be userd and numerical experiments.Dimensions of the ship are Length Overall 0.80 m; Length Waterline 0.79 m; Beam 0.05 m; Depth 0.24 m; Draft 0.05 m. The variable parameter used is the variation of catamaran hull type V asymmetric inner flat. There are two types of modification applied, that is modification hull type U asymmetric and modification hull type U symmetric. Based on result of computer simulation testing, based on result of computer simulation testing, it is found that modification hull type U asymmetric has a low resistance value is 5.31 N at a speed of 4.2 knots with effective is 0.04776 Kw and main engine power of 0.1.70 KW.

Assessment of fuel cell types for ships: Based on multi-criteria decision analysis

The maritime industry leading organization International Maritime Organization (IMO) is bringing more and more restrictive and effective rules on reducing greenhouse gas and air polluting emissions since the significant portion of the greenhouse gas emissions in the world are caused by commercial vessels. Therefore, an alternative energy source is seeking by maritime industry and fuel cells can play a major role in converting such energy sources into electrical energy. The aim of this study is to compare commercial fuel cell types that can be used in merchant ships and a maximum of 5 MW main engine power is considered due to the limited power output of fuel cells. The environmental and economical performances of fuel cell types were compared and criterions’ weightings were found according to expert points using the analytic hierarchy process. A final comparison table is formed giving evaluation points for each fuel cell type and weighting for each criterion depending on their importance in the maritime industry. Fuel cells are ranked by eight different criteria and according to experts, safety is the most important criterion and then followed by emissions, efficiency, cost, lifetime, power output, fuel type, and size, respectively. Among seven different fuel cell types; proton exchange membrane, alkaline, phosphoric acid, diesel oil using molten carbonate, liquefied natural gas using molten carbonate, diesel oil using solid oxide and liquefied natural gas using solid oxide fuel cells, the first three places are formed by diesel oil using molten carbonate fuel cell, proton exchange membrane fuel cell and diesel oil using solid oxide fuel cell which are received 4.053, 4.044 and 3.969 respectively from the total point 5.000. As a result, diesel oil using molten carbonate fuel cell, which takes place with a slight margin from proton exchange membrane fuel cell, has been found as the most suitable fuel cell type for ships. This study highlights that despite strict emission regulations, as a fuel, diesel oil is still a strong fuel option for ships with different energy conversion units like fuel cells.