| 1. |
- Malmgren, Elin, 1992, et al.
(författare)
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The environmental performance of a fossil-free ship propulsion system with onboard carbon capture – a life cycle assessment of the HyMethShip concept
- 2021
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Ingår i: Sustainable Energy & Fuels. - : Royal Society of Chemistry (RSC). - 2398-4902. ; 5:10, s. 2753-2770
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Tidskriftsartikel (refereegranskat)abstract
- The climate impact caused by the shipping industry has increased over the past decades despite attempts toimprove the energy efficiency of vessels and lower induced emissions. A tool in reducing climate and otherenvironmental impacts is new low emissions propulsion technologies. These new technologies need toreduce harmful emissions not only in the tailpipe but also over the entire life cycle. This study uses lifecycle assessment to investigate the life cycle environmental impact of a propulsion concept currentlyunder development: the HyMethShip concept. The HyMethShip concept combines electro-methanolenergy storage, an onboard pre-combustion carbon capture system, and a dual fuel internal combustionengine. The concept aims for an almost closed CO2 loop by installing CO2 capture onboard.The CO2 isunloaded in port and converted into electro-methanol which is used to fuel the ship again. This is madepossible by a pre-combustion process converting electro-methanol to hydrogen and CO2. Theassessment is conducted from well-to-propeller and focuses on ship operation in the North Sea in 2030.The results indicate that this technology could be an alternative to reduce the climate impact fromshipping.The results show a lower impact on acidification, climate change, marine eutrophication,particulate matter, photochemical ozone formation, and terrestrial eutrophication compared to internalcombustion engines run on either marine gas oil (0.1% sulphur content), biogenic methanol, fossilmethanol, or electro-methanol. Electricity with low climate and environmental impact is likely requiredto achieve this, and low NOx emissions from combustion processes need to be maintained. A potentialtrade-off is higher toxicity impacts from the HyMethShip concept compared to most other options, dueto metal needs in wind power plants.
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| 2. |
- Andersson, Karin, 1952, et al.
(författare)
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Shipping and the Environment - Improving Environmental Performance in Marine Transportation
- 2016
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Bok (övrigt vetenskapligt/konstnärligt)abstract
- This book focuses on the interaction between shipping and the natural environment and how shipping can strive to become more sustainable. Readers are guided in marine environmental awareness, environmental regulations and abatement technologies to assist in decisions on strategy, policy and investments. You will get familiar with possible paths to improve environmental performance and, in the long term, to a sustainable shipping sector, based on an understanding of the sources and mechanisms of common impacts. You will also gain knowledge on emissions anddischarges from ships, prevention measures, environmental regulations, and methods and tools for environmental assessment. In addition, the book includes a chapter on thebackground to regulating pollution from ships. It is intended as a source of information for professionals connected to maritime activities as well as policy makers and interested public. It is also intended as a textbook in higher education academic programmes.
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| 3. |
- Andersson, Karin, 1952
(författare)
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The shipping industry and the climate
- 2022
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Ingår i: Sustainable Energy Systems on Ships: Novel Technologies for Low Carbon Shipping. - 9780128244715 ; , s. 3-25
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- As by 2020, the past six years, including 2020, are likely to be the six warmest years on record and the global mean temperature was 1.2°C above the preindustrial level [1]. International agreements, the Kyoto Protocol (1997) and the Paris agreement (2016), has set the aim to keep a global temperature rise during this century well below 2°C above pre-industrial levels. The anthropogenic inflow of GHGs to the atmosphere from the shipping industry was estimated by the IMO to totally around 2.5–3% of the global emissions in 2018 (or 1076 million tonnes). This is an increase by 9.6% since the previous study in 2014. The IMO projects the future emissions to increase from 1000 Mt CO2 in 2018 to 1000 to 1500 Mt CO2 in 2050 in a “Business as Usual”, BAU, scenario. Two years after the Paris agreement, the IMO adopted a vision, followed by a plan for implementation, in which a global goal of 50% reduction in GHG emissions from shipping by 2050 compared to 2008, and a total phase-out “within this century” is stated. Action from the IMO has started with a data collection system for fuel oil consumption. Ships of >5000 gross tonnage are required to collect consumption data fuel oil use and data on transport work. The European Union has started work on emission decrease with demands on Monitoring, Reporting and Verification of CO2 emissions from large ships (>5000 tonnes) using EU ports. Also here further measures are expected. At present here are many different initiatives, internationally, from countries as well as from shipping companies and shipowners to find ways towards “zero carbon shipping”. The different regulations and incentives introduced will help on the way, but still there is a need for more strict regulations or stronger incentives. The present initiatives give a large potential to make shipping and sea transport an important player also in a carbon neutral, sustainable society.
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| 4. |
- Brynolf, Selma, 1984, et al.
(författare)
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Compliance possibilities for the future ECA regulations through the use of abatement technologies or change of fuels
- 2014
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 28, s. 6-18
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Tidskriftsartikel (refereegranskat)abstract
- The upcoming stricter emission control area (ECA) regulations on sulphur and nitrogen oxides (NOX) emissions from shipping can be handled by different strategies. In this study, three alternatives complying with the ECA regulations for sulphur as well as Tier III for NOX are presented and compared using life cycle assessment. None of the three alternatives will significantly reduce the life cycle impact on climate change compared to heavy fuel oil (HFO). However, all alternatives will reduce the impact on particulate matter, photochemical ozone formation, acidification and terrestrial eutrophication potential. The assessment also highlighted two important regulatory aspects. Firstly, the need to regulate the ammonia slip from use of selective catalytic reduction (SCR) and secondly the need to regulate the methane slip from LNG engines. In addition, an analysis of the use of SCR in Swedish waters is presented showing that SCRs have been used on a number of ships already giving significantly reduced NOX emissions.
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| 5. |
- Brynolf, Selma, 1984, et al.
(författare)
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Environmental assessment of marine fuels: liquefied natural gas, liquefied biogas, methanol and bio-methanol
- 2014
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Ingår i: Journal of Cleaner Production. - : Elsevier BV. - 0959-6526. ; 74, s. 86-95
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Tidskriftsartikel (refereegranskat)abstract
- The combined effort of reducing the emissions of sulphur dioxide, nitrogen oxides and greenhouse gases to comply with future regulations and reduce impact on climate change will require a significant change in ship propulsion. One alternative is to change fuels. In this study we compare the life cycle environmental performance of liquefied natural gas (LNG), liquefied biogas (LBG), methanol and bio-methanol. We also highlight a number of important aspects to consider when selecting marine fuels. A transition to use of LNG or methanol produced from natural gas would significantly improve the overall environmental performance. However, the impact on climate change is of the same order of magnitude as with use of heavy fuel oil. It is only the use of LBG and bio-methanol that has the potential to reduce the climate impact. The analysis did not show any significant differences in environmental performance between methane and methanol when produced from the same raw materials, but the performance of the methanol engines are yet to be validated.
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| 6. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Life cycle assessment of methanol and dimethyl ether (DME) as marine fuels
- 2014
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The combined effort of reducing the emissions of sulphur dioxide, nitrogen oxides and greenhouse gases to comply with future regulations and reduce impact on climate change will require a significant change in ship propulsion. One alternative is to change fuels. In this study the environmental performance of two potential future marine fuels, methanol and dimethyl ether (DME), are evaluated and compared to present and possible future marine fuels.Methanol and DME produced from natural gas was shown to be associated with a larger energy use and slightly more emissions of greenhouse gases in the life cycle when compared to HFO, MGO and LNG. Use of methanol and DME results in significantly lower impact when considering the impact categories particulate matter, photochemical ozone formation, acidification and eutrophication compared to HFO and MGO without any exhaust abatement technologies and of the same order of magnitude as for LNG. Methanol and DME produced from willow or forest residues have the lowest life cycle global warming potential (GWP) of all fuels compared in this study and could contribute to reduce the emissions of greenhouse gases from shipping significantly.
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| 7. |
- Andersson, Karin, 1952
(författare)
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Environmental management
- 2016
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Ingår i: Shipping and the Environment: Improving Environmental Performance in Marine Transportation. - Berlin, Heidelberg : Springer Berlin Heidelberg. - 9783662490457 ; , s. 257-263
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- To ensure environmental performance at a desired level in a company, an understanding of the potential impacts and their sources and a work structure that promotes the desired outcome are necessary. Policies and strategies must be known and accepted in the company, and the organisational structure must be able to handle the challenges. Environmental management systems provide a means to manage the work process as well as communicate the company's environmental policy, goals and work processes. The majority of this book addresses impacts and their sources and technical solutions to counteract these impacts. In this chapter, the management of environmental work is discussed.
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| 8. |
- Baldi, Francesco, 1986, et al.
(författare)
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Energy analysis of a ship - the case study of a chemical tanker
- 2014
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Ingår i: Energy Procedia. - : Elsevier BV. - 1876-6102. ; 61, s. 1732-1735
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Konferensbidrag (refereegranskat)abstract
- Improved understanding of ship energy use can be a crucial part of the process of increasing ship energy efficiency. In this paper, the methodology of energy analysis is applied to ship energy systems in order to showcase the benefits of such methodology. Data from one year of operations of a case study ship were used, together with mechanistic knowledge of ship systems, in order to evaluate the different energy flows. The identification of main producers, consumers and waste flows, allowed by the application of the method, leads to the suggestion of a number of possible improvements guided by the improved knowledge of the ship's energy system.
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| 9. |
- Baldi, Francesco, 1986, et al.
(författare)
-
Energy and exergy analysis of a cruise ship
- 2018
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Ingår i: Energies. - Basel, Switzerland : MDPI. - 1996-1073. ; 11:10, s. 1-41
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Tidskriftsartikel (refereegranskat)abstract
- In recent years, the International Maritime Organization agreed on aiming to reduce shipping’s greenhouse gas emissions by 50% with respect to 2009 levels. Meanwhile, cruise ship tourism is growing at a fast pace, making the challenge of achieving this goal even harder. The complexity of the energy system of these ships makes them of particular interest from an energy systems perspective. To illustrate this, we analyzed the energy and exergy flow rates of a cruise ship sailing in the Baltic Sea based on measurements from one year of the ship’s operations. The energy analysis allows identifying propulsion as the main energy user (46% of the total) followed by heat (27%) and electric power (27%) generation; the exergy analysis allowed instead identifying the main inefficiencies of the system: while exergy is primarily destroyed in all processes involving combustion (76% of the total), the other main causes of exergy destruction are the turbochargers, the heat recovery steam generators, the steam heaters, the preheater in the accommodation heating systems, the sea water coolers, and the electric generators; the main exergy losses take place in the exhaust gas of the engines not equipped with heat recovery devices. The application of clustering of the ship’s operations based on the concept of typical operational days suggests that the use of five typical days provides a good approximation of the yearly ship’s operations and can hence be used for the design and optimization of the energy systems of the ship.
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| 10. |
- Baldi, Francesco, 1986, et al.
(författare)
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Energy and exergy analysis of ship energy systems - the case study of a chemical tanker
- 2014
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Ingår i: 27th ECOS, International Conference on Efficiency, Cost, Optimization, Simulation and Environmental Impact of Energy Systems. - 9781634391344
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Konferensbidrag (refereegranskat)abstract
- Shipping is already a relevant contributor to global carbon dioxide emissions, and its share is expected to grow together with global trade in the coming years. At the same time, bunker prices are increasing and companies start to feel the pressure of growing fuel bills in their balance sheet. In order to address both challenges, it is important to improve the understanding of how ship energy consumption is generated, through a detailed analysis of its energy systems. In this paper, a method for the analysis of ship energy systems is proposed and applied on one year of operations of a chemical tanker, for which both measurements and mechanistic knowledge of ship systems were available. Energy analysis applied to the case-study vessel allowed comparing different energy flows and therefore identifying system components and interactions critical for ship energy consumption. Exergy analysis allowed instead identifying main inefficiencies and evaluating waste flows. This last information was then processed in order to estimate the potential for waste energy recovery under different conditions. Results showed that propulsion is the main contributor to ship energy consumption (70%), but that also auxiliary heat (16.5%) and power (13.5%) needs are relevant sources of energy consumption. The potential for waste heat recovery is relevant, especially in the exhaust gas, which contains an exergy flow sized 18% of engine power output.
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