scholarly journals The Effect of Trim on Tanker, Container and Bulk Carrier Ship Toward the Reduction of Ship’s Exhaust Gas Emission

Kapal ◽  
2021 ◽  
Vol 18 (2) ◽  
pp. 58-68
Author(s):  
Robin Undap ◽  
Arif Fadillah
Keyword(s):  
Fuel Consumption ◽  
Calculation Method ◽  
Environmental Problems ◽  
Exhaust Gas ◽  
Reduce Fuel Consumption ◽  
Bulk Carrier ◽  
Gas Emission ◽  
Average Decrease ◽  
Exhaust Gas Emission ◽  
The Impact

Emission is one of the few environmental problems, and ships are one of the modes of transportation that produce it. This study aims to define the impact of using optimal trim during the cruising phase, so it can decrease the resistance and the fuel consumption, which will lead to less emission produced by the ship. The type and amount of ships used in this study are three tanker ships, three container ships, and two bulk carrier ships. The methodology used in this study is by using Holtrop’s resistance calculation method with the help of Maxsurf software. The resistance, the power needed, and the fuel consumption is calculated on 22 trim variations and seven speed variations. This study determined that the average decrease in fuel consumption caused by trim optimization for tanker, container, and bulk carrier ships is 5.641%, 8.269%, and 15.704%. Furthermore, the average decrease of emissions produced by tanker, container, and bulk carrier is 6.494%, 11.317%, and 13.775%, respectively. These results are narrowed down to conclude that trim optimization can reduce fuel consumption by up to 9.871% and decrease the emission produced by up to 10.529% for the three types of ships used in this study.

scholarly journals ANALISIA PENGARUH CAMPURAN BAHAN BAKAR SOLAR-MINYAK JARAK PAGAR PADA KINERJA MOTOR DIESEL DAN EMISI GAS BUANG

2011 ◽  
Vol 9 (2) ◽  
Author(s):  
Markus Sumarsono
Keyword(s):  
Fuel Consumption ◽  
Fuel Mixture ◽  
Mixture Composition ◽  
Energy Output ◽  
Exhaust Gas ◽  
Jatropha Oil ◽  
Gas Emission ◽  
Power Load ◽  
Exhaust Gas Emission ◽  
Electricity Power

A test of a diesel motor using the fuel mixture of diesel-jatropha oil has been conducted in order to analyze the influence of fuel mixture composition to the motor performance and exhaust gas emission. The motor which had a single cylinder, 4 cycles, with maximum energy output of 4.4 kW at 2600 rpm, moved agenerator as electricity power load. The percentage of jatropha oil in fuel mixture was 0%, 10%, 30%, 50% and 100%. The testing method was, to each fuel mixture composition and at constant 2000 rpm motor rotation with electricity power load of 0 and 2 kW, the data concerning to the fuel consumption, lubricating oiltemperature and exhaust gas emission was measured. The test result indicated that the higher the percentage of jatropha oil in fuel mixture, the higher the fuel consumption and the CO2 and NOx emission in exhaust gas, but the lower the HC and O2 emission and opacity of exhaust gas.

scholarly journals Analysis of the Impact of Using Catalytic Additives to Fuel on Exhaust Emissions from a Diesel Engine

2020 ◽  
Author(s):  
Marcin Tkaczyk ◽  
Konrad Krakowian ◽  
Radosław Włostowski ◽  
Zbigniew Sroka
Keyword(s):  
Diesel Engine ◽  
High Efficiency ◽  
Field Tests ◽  
Calorific Value ◽  
Solid Particles ◽  
Exhaust Gas ◽  
Gas Emission ◽  
Exhaust Gas Emission ◽  
The Impact ◽  
Catalytic Additives

The results from laboratory tests and field tests, available in the open literature for over ten years, despite the announcement of high efficiency translating into increased energy efficiency and such significant ecological advantages, have not so far resulted in widespread use of fuel performance catalysts (FPC) on a global scale. Wishing to explain why the above situation occurred and to verify the operation of catalytic additives for fuels; this article presents the results of research on the effect of using catalytic additives for fuel in a brand new diesel engine. The article contains an analysis of the results of exhaust gas emission tests from the Doosan MD196TI engine. During the tests, the engine was fueled with a typical diesel fuel and the same fuel with the a catalyst additive. The catalyst was added to the liquid fuel in the form of a commercially available product distributed by ProOne company under the name FMAX. The research was carried out in the form of a test, much more developed than the approval test on a stationary braking station in accordance with the requirements of ISO 8178. The article is concluded with a comparative analysis of exhaust gas emission results illustrating the effects of a catalyst in the form of reduction of solid particles, carbon monoxide, hydrocarbons and a slight increase in nitrogen oxide emissions. In addition, the effect of the catalyst depends on the product of thermal (brake) efficiency of the engine and the calorific value (CV) of the fuel used.

Prediction of Travelling Time and Exhaust Gas Emission of Ships on the Northern Sea Route

2013 ◽  
Author(s):  
Nils Reimer ◽  
Quang-Tan Duong
Keyword(s):  
Fuel Consumption ◽  
Open Water ◽  
Exhaust Gas ◽  
Northern Sea Route ◽  
Exhaust Gas Emission ◽  
Speed Range ◽  
Travelling Time ◽  
Ice Conditions ◽  
The Impact

In order to simulate the impact of increased shipping activities to the arctic environment for a scenario with decreasing ice extent and ice volume, a simulation tool for ship travelling time was enhanced with regard to the determination of fuel consumption and exhaust emission on the Northern Sea Route (NSR). The tool was then used to investigate the impact of ships in different periods within the years 2000 and 2007 with various ice conditions. The transit speed is compared for different periods in the past and present by using ice records from different years together with route parameters and ship data as input for a simulation program. The program is able to calculate the ship resistance in open water and additional components due to wind, waves and ice within a speed range. By including specific propulsion data of the ship, a requested power is obtained for the speed range. The maximum speed is finally interpolated using the maximum available shaft power. The simulations are carried out for three different ship types with different hull shapes and propulsive power. The results show a significant decrease of travelling time for 2007 compared to 2000. Further in 2007 the season in which transport via the NSR is profitable is clearly extended to the winter months. In a second work task the program is further developed with respect to the determination of fuel oil consumption and exhaust gas emission. Due to increased resistance during ice breaking, high thrust has to be provided at low speed leading to an off design condition for propulsion arrangements which are optimised for service speed in open water. It can be found that the resulting actual fuel consumption is closely related to the operation profile of the ship. High values for fuel consumption thereby occur at service speed in ice free water but also at very low speeds in very tough ice conditions. For moderate ice conditions the fuel consumption and related emissions can be lower especially if the ship is forced to slow steaming for safety reasons.

Maintaining Marine Diesel Emissions Using Performance Monitoring

2010 ◽  
Author(s):  
Herbert Roeser ◽  
Dilip Kalyankar
Keyword(s):  
Diesel Engine ◽  
Performance Monitoring ◽  
Fuel Oil ◽  
Exhaust Gas ◽  
Gas Emission ◽  
Heavy Fuel Oil ◽  
Tier Ii ◽  
Technological Advances ◽  
Exhaust Gas Emission ◽  
Marine Diesel

Ships are an integral part of modern commercial transport, leisure travel, and military system. A diesel engine was used for the first time for the propulsion of a ship sometime in the 1910s and has been the choice for propulsion and power generation, ever since. Since the first model used in ship propulsion, the diesel engine has come a long way with several technological advances. A diesel engine has a particularly high thermal efficiency. Added to it, the higher energy density of the diesel fuel compared to gasoline fuel makes it inherently, the most efficient internal combustion engine. The modern diesel engine also has a very unique ability to work with a variety of fuels like diesel, heavy fuel oil, biodiesel, vegetable oils, and several other crude oil distillates which is very important considering the shortage of petroleum fuels that we face today. In spite of being highly efficient and popular and in spite of all the technological advances, the issue of exhaust gas emissions has plagued a diesel engine. This issue has gained a lot of importance since 1990s when IMO, EU, and the EPA came up with the Tier I exhaust gas emission norms for the existing engine in order to reduce the NOx and SOx. Harsher Tier II and Tier III norms were later announced for newer engines. Diesel fuels commonly used in marine engines are a form of residual fuel, also know as Dregs or Heavy Fuel Oil and are essentially the by products of crude oil distillation process used to produce lighter petroleum fuels like marine distillate fuel and gasoline. They are cheaper than marine distillate fuels but are also high in nitrogen, sulfur and ash content. This greatly increases the NOx and SOx in the exhaust gas emission. Ship owners are trapped between the need to use residual fuels, due to cost of the large volume of fuel consumed, in order to keep the operation of their ships to a competitive level on one hand and on the other hand the need to satisfy the stringent pollution norms as established by the pollution control agencies worldwide. Newer marine diesel engines are being designed to meet the Tier II and Tier III norms wherever applicable but the existing diesel engine owners are still operating their engines with the danger of not meeting the applicable pollution norms worldwide. Here we make an effort to look at some of the measure that the existing marine diesel engine owners can take to reduce emissions and achieve at least levels prescribed in Tier I. Proper maintenance and upkeep of the engine components can be effectively used to reduce the exhaust gas emission. We introduced a pilot program on diesel engine performance monitoring in North America about two years ago and it has yielded quite satisfying results for several shipping companies and more and more ship owners are looking at the option of implementing this program on their ships.

scholarly journals The impact of single engine taxiing on aircraft fuel consumption and pollutant emissions

2018 ◽  
Vol 122 (1258) ◽  
pp. 1967-1984 ◽  
Author(s):  
M. E. J. Stettler ◽  
G. S. Koudis ◽  
S. J. Hu ◽  
A. Majumdar ◽  
W. Y. Ochieng
Keyword(s):  
Fuel Consumption ◽  
Pollutant Emissions ◽  
Future Research ◽  
Reduce Fuel Consumption ◽  
Flight Data ◽  
Set Operations ◽  
Aircraft Fuel ◽  
Fuel Consumption And Emissions ◽  
The Impact

ABSTRACTOptimisation of aircraft ground operations to reduce airport emissions can reduce resultant local air quality impacts. Single engine taxiing (SET), where only half of the installed number of engines are used for the majority of the taxi duration, offers the opportunity to reduce fuel consumption, and emissions of NOX, CO and HC. Using 3510 flight data records, this paper develops a model for SET operations and presents a case study of London Heathrow, where we show that SET is regularly implemented during taxi-in. The model predicts fuel consumption and pollutant emissions with greater accuracy than previous studies that used simplistic assumptions. Without SET during taxi-in, fuel consumption and pollutant emissions would increase by up to 50%. Reducing the time before SET is initiated to the 25th percentile of recorded values would reduce fuel consumption and pollutant emissions by 7–14%, respectively, relative to current operations. Future research should investigate the practicalities of reducing the time before SET initialisation so that additional benefits of reduced fuel loadings, which would decrease fuel consumption across the whole flight, can be achieved.

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