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Advanced Technologies of Ship Power Plants and Infrastructure of Seaports
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Advanced Technologies of Ship Power Plants and Infrastructure of Seaports

A special issue of Journal of Marine Science and Engineering (ISSN 2077-1312). This special issue belongs to the section "Ocean Engineering".

Deadline for manuscript submissions: 25 January 2025 | Viewed by 5240

Special Issue Editors

Prof. Dr. Sergejus Lebedevas

E-Mail Website
Guest Editor
Department of Faculty of Marine Engineering and Natural Sciences, Klaipeda University, Klaipėda, Lithuania
Interests: application of alternative marine fuels; ship power plants; energy efficiency analysis
Special Issues, Collections and Topics in MDPI journals
Dr. Paulius Rapalis

E-Mail Website
Guest Editor
Department of Faculty of Marine Engineering and Natural Sciences, Klaipeda University, Klaipėda, Lithuania
Interests: engine; ship power plants; power systems

Special Issue Information

Dear Colleagues,

The issue and tasks of decarbonizing the maritime sector are inseparably linked to the global strategic goals of achieving climate neutrality, becoming the foundation for the advancement of smart ships and the development of maritime port infrastructure technologies. The problem of decarbonization is just as relevant for the maritime sector as it is for land transport, which is a major air pollutant. In the future, the environmental impact from ships will increase due to the increase in the global fleet and the associated consumption almost exclusively of fossil fuels. In this regard, the International Maritime Organization adopted amendments to MARPOL 73/78, which introduced the CO2 emission limitation indicator, the Energy Efficiency Design Index (EEDI), since 2023 m. January 01 Energy Efficiency eXisting ship Index (EEXI), and carbon intensity indicator (CII), which also serves as an indicator of a ship's energy efficiency. The regulated improvement in the short-term EEDI 20-30% allows for the implementation of a wide range of innovative technologies, which provide a reduction in the resistance to movement, cogeneration and trigeneration of secondary heat sources, effective use of unconventional and alternative fuels (including natural gas, synthetic alcohols, hydrogen, ammonium, etc.), improvement propulsion of ship by sources of alternative energy such as wind power (Magnus effect, for instance), solar power, etc. Achievement of a synergistic effect from the application of innovations provides a systematic approach of multilevel parametric optimization of the indicators of systems and power plants of the ship.

Ports are also a crucial link in improving shipping technologies to enhance environmental indicators and generally reduce the carbon dioxide emissions in the maritime sector towards sustainable development. Measures outlined in the "Fit for 55 package" foresee the implementation of such a comprehensive approach. Primarily, this includes transitioning energy facilities to renewable and low-carbon (RLC) options, reducing greenhouse gas emissions throughout the supply chain, developing and enhancing RLC and LNG bunkering port infrastructure, supplying electricity from shore to main EU TEN-T maritime ports, expanding the emissions trading system to the maritime sector, controlling energy consumption efficiency, and digitizing port management systems, among other initiatives.

This Special Issue is focused on a broad presentation of the results of scientific research, technological design, and regulatory decisions related to the above-mentioned aspects of the problem.

The results of scientific research and statistical data largely indicate a successful resolution of the decarbonization issue in the maritime sector, allowing for potential authors to publish articles in a Special Issue and to garner reader interest.

Prof. Dr. Sergejus Lebedevas
Dr. Paulius Rapalis
Guest Editors

Manuscript Submission Information

Manuscripts should be submitted online at www.mdpi.com by registering and logging in to this website. Once you are registered, click here to go to the submission form. Manuscripts can be submitted until the deadline. All submissions that pass pre-check are peer-reviewed. Accepted papers will be published continuously in the journal (as soon as accepted) and will be listed together on the special issue website. Research articles, review articles as well as short communications are invited. For planned papers, a title and short abstract (about 100 words) can be sent to the Editorial Office for announcement on this website.

Submitted manuscripts should not have been published previously, nor be under consideration for publication elsewhere (except conference proceedings papers). All manuscripts are thoroughly refereed through a single-blind peer-review process. A guide for authors and other relevant information for submission of manuscripts is available on the Instructions for Authors page. Journal of Marine Science and Engineering is an international peer-reviewed open access monthly journal published by MDPI.

Please visit the Instructions for Authors page before submitting a manuscript. The Article Processing Charge (APC) for publication in this open access journal is 2600 CHF (Swiss Francs). Submitted papers should be well formatted and use good English. Authors may use MDPI's English editing service prior to publication or during author revisions.

Keywords

  • decarbonization of shipping and maritime ports
  • energy efficiency indices
  • advanced technologies
  • alternative fuels
  • innovative ship propulsion
  • parametric optimization
  • SMART technologies for maritime ports

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Published Papers (4 papers)

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Research

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23 pages, 6442 KiB  
Article
Numerical Study on Optimization of Combustion Cycle Parameters and Exhaust Gas Emissions in Marine Dual-Fuel Engines by Adjusting Ammonia Injection Phases
by Martynas Drazdauskas and Sergejus Lebedevas
J. Mar. Sci. Eng. 2024, 12(8), 1340; https://doi.org/10.3390/jmse12081340 - 7 Aug 2024
Viewed by 1028
Abstract
Decarbonizing maritime transport hinges on transitioning oil-fueled ships (98.4% of the fleet) to renewable and low-carbon fuel types. This shift is crucial for meeting the greenhouse gas (GHG) reduction targets set by the IMO and the EU, with the aim of achieving climate [...] Read more.
Decarbonizing maritime transport hinges on transitioning oil-fueled ships (98.4% of the fleet) to renewable and low-carbon fuel types. This shift is crucial for meeting the greenhouse gas (GHG) reduction targets set by the IMO and the EU, with the aim of achieving climate neutrality by 2050. Ammonia, which does not contain carbon atoms that generate CO2, is considered one of the effective solutions for decarbonization in the medium and long term. However, the concurrent increase in nitrogen oxide (NOx) emissions during the ammonia combustion cycle, subject to strict regulation by the MARPOL 73/78 convention, necessitates implementing solutions to reduce them through optimizing the combustion cycle. This publication presents a numerical study on the optimization of diesel and ammonia injection phases in a ship’s medium-speed engine, Wartsila 6L46. The study investigates the exhaust gas emissions and combustion cycle parameters through a high-pressure injection strategy. At an identified 7° CAD injection phase distance between diesel and ammonia, along with an optimal dual-fuel start of injection 10° CAD before TDC, a reduction of 47% in greenhouse gas emissions (GHG = CO2 + CH4 + N2O) was achieved compared to the diesel combustion cycle. This result aligns with the GHG reduction target set by both the IMO and the EU for 2030. Additionally, during the investigation of the thermodynamic combustion characteristics of the cycle, a comparative reduction in NOx of 4.6% was realized. This reduction is linked to the DeNOx process, where the decrease in NOx is offset by an increase in N2O. However, the optimized ammonia combustion cycle results in significant emissions of unburnt NH3, reaching 1.5 g/kWh. In summary, optimizing the combustion cycle of dual ammonia and diesel fuel is essential for achieving efficient and reliable engine performance. Balancing combustion efficiency with emission levels of greenhouse gases, unburned NH3, and NOx is crucial. For the Wartsila 6L46 marine diesel engine, the recommended injection phasing is A710/D717, with a 7° CAD between injection phases. Full article
(This article belongs to the Special Issue Advanced Technologies of Ship Power Plants and Infrastructure of Seaports)
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33 pages, 18116 KiB  
Article
Investigation on Calm Water Resistance of Wind Turbine Installation Vessels with a Type of T-BOW
by Mingsheng Xiahou, Deqing Yang, Hengxu Liu and Yuanhe Shi
J. Mar. Sci. Eng. 2024, 12(8), 1337; https://doi.org/10.3390/jmse12081337 - 6 Aug 2024
Viewed by 789
Abstract
Given the typical characteristics of self-propulsion and jack-up wind turbine installation vessels (WTIVs), including their full and blunt hull form and complex appendages, this paper combines the model test method with the RANS-based CFD numerical prediction method to experimentally and numerically study the [...] Read more.
Given the typical characteristics of self-propulsion and jack-up wind turbine installation vessels (WTIVs), including their full and blunt hull form and complex appendages, this paper combines the model test method with the RANS-based CFD numerical prediction method to experimentally and numerically study the resistance of the optimized hull at different spudcan retraction positions. The calm water resistance components and their mechanisms of WTIVs based on T-BOW were obtained. Furthermore, using the multivariate nonlinear least squares method, an empirical formula for rapid resistance estimation based on the Holtrop method was derived, and its prediction accuracy and applicability were validated with a full-scale ship case. This study indicates that the primary resistance components of such low-speed vessels are viscous pressure resistance, followed by frictional resistance and wave-making resistance. Notably, the spudcan retraction well area, as a unique appendage of WTIVs, exhibits a significant “moonpool additional resistance” effect. Different spudcan retraction positions affect the total calm water resistance by approximately 20% to 30%. Therefore, in the resistance optimization design of WTIVs, special attention should be paid to the matching design of the spudcan structure and the hull shell plate lines in the spudcan retraction well area. Full article
(This article belongs to the Special Issue Advanced Technologies of Ship Power Plants and Infrastructure of Seaports)
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23 pages, 4387 KiB  
Article
The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential
by Sergejus Lebedevas and Audrius Malūkas
J. Mar. Sci. Eng. 2024, 12(2), 217; https://doi.org/10.3390/jmse12020217 - 25 Jan 2024
Cited by 1 | Viewed by 2059
Abstract
The International Maritime Organization (IMO) has set targets to reduce carbon emissions from shipping by 40% by 2030 (IMO2030) and 70% by 2040 (IMO2050). Within the framework of decarbonising the shipping industry, liquefied natural gas (LNG) fuel and carbon capture technologies are envisioned [...] Read more.
The International Maritime Organization (IMO) has set targets to reduce carbon emissions from shipping by 40% by 2030 (IMO2030) and 70% by 2040 (IMO2050). Within the framework of decarbonising the shipping industry, liquefied natural gas (LNG) fuel and carbon capture technologies are envisioned as a transitional option toward a pathway for clean energy fuels. The aim of the complex experimental and computational studies performed was to evaluate the CO2 capture potential through the utilisation of LNG cold potential on the FSR-type vessel within a dual-fuel propulsion system. Based on the experimental studies focused on actual FSRU-type vessel performance, the energy efficiency indicators of the heat exchanging machinery were determined to fluctuate at a 0.78–0.99 ratio. The data obtained were used to perform an algorithm-based systematic comparison of energy balances between LNG regasification and fuel combustion cycles on an FSRU-type vessel. In the due course of research, it was determined that LNG fuel combustion requires 18,254 kJ/kg energy to separate and capture CO2 in the liquid phase to form exhaust gas; meanwhile, low sulfur marine diesel oil (LSMDO) requires 13,889 kJ/kg of energy. According to the performed calculations, the regasification of 1 kg LNG requires 1018 kJ/kg energy, achieving a cryogenic carbon capture ratio of 5–6% using LNG as a fuel and 7–8% using LSMDO as a fuel. The field of carbon capture in the maritime industry is currently in its pioneering stage, and the results achieved through research establish an informative foundation that is crucial for the constructive development and practical implementation of cryogenic carbon capture technology on dual-fuel ships. Full article
(This article belongs to the Special Issue Advanced Technologies of Ship Power Plants and Infrastructure of Seaports)
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Review

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17 pages, 1156 KiB  
Review
Ship Emission Measurements Using Multirotor Unmanned Aerial Vehicles: Review
by Lukas Šaparnis, Paulius Rapalis and Vygintas Daukšys
J. Mar. Sci. Eng. 2024, 12(7), 1197; https://doi.org/10.3390/jmse12071197 - 17 Jul 2024
Viewed by 705
Abstract
This review investigates the ship emission measurements using multirotor unmanned aerial vehicles (UAVs). The monitoring of emissions from shipping is a priority globally, because of the necessity to reduce air pollution and greenhouse gas emissions. Moreover, there is widespread global effort to extensively [...] Read more.
This review investigates the ship emission measurements using multirotor unmanned aerial vehicles (UAVs). The monitoring of emissions from shipping is a priority globally, because of the necessity to reduce air pollution and greenhouse gas emissions. Moreover, there is widespread global effort to extensively measure vessel fuel sulfur content (FSC). The majority of studies indicate that more commonly used methods for measuring ship emission with UAVs is the sniffing method. Most of the research is concerned with determining the fuel sulfur content. Fuel sulfur content can be determined by the ratio of CO2 and SO2 concentration in the exhaust gas plume. For CO2, the non-dispersive infrared (NDIR) method is used, the most common measuring range reaches 0–2000 ppm, the overall measuring range 0–10,000 ppm, and detection accuracy is ±5–300 ppm. For SO2, the electrochemical (EC) method is used, the measuring range reaches 0–100 ppm, and the detection accuracy is ±5 ppm. Common UAV characteristics, used in measurement with ships, involve the following: 8–10 m/s of wind resistance, 5–6 kg maximum payload, and a flight distance ranging from 5 to 10 km. This can change in the near future, since a variety of emission measuring devices that can be mounted on UAVs are available on the market. The range of available elements differs from device to device, but available ranges are allowed and the accuracy provides good possibilities for wider research into ship emissions. Full article
(This article belongs to the Special Issue Advanced Technologies of Ship Power Plants and Infrastructure of Seaports)
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