TECHNICAL AND OPERATIONAL MEASURES FOR REDUCTION OF GREENHOUSE GAS EMISSIONS FROM SHIPS

減少船舶溫室氣體排放的技術和業務措施

 

 

1. Introduction

介紹

 

 

Following the assessment of the amount of emissions to air from shipping in chapter 3 and the effect on climate and ozone described in chapter 4, this chapter focus on alternatives for reduction of emissions to air from ships. In the following both technical and operational measures are presented.

繼在第3章中向空氣中的排放量評估航運后，在第4章描述氣候和臭氧的影響，本章重點介紹減少船舶排放到空氣中的替代品。在下面的技術和業務措施中。

 

 

The assessment of various options was performed with both a short term and long term perspective. In the context of this report, short term is closely related to availability of technical measures. As applicability of various measures may be different for new and existing ships, the discussion of the various technical alternatives was divided into one part concerning new ships and one part concerning existing ships.

評估各種選項，以短期和長遠的角度來看。在這份報告的背景下，短期內是密切相關的技術措施的可用性。

 

 

2. Short-term considerations – applying state-of-the-art knowledge

短期考慮 - 國家的最先進的應用知識

 

 

2.1. Hull and propeller: new ships

船體和螺旋槳：新船

 

 

This section focuses on the energy savings that can be obtained by application of current technology within hydrodynamics (hull and propeller  http://ukthesis.org/ibm/    ) on new ships. Energy savings can then be easily converted into emission reductions.

本節重點介紹在流體力學中目前的技術應用，可以得到新船（船體和螺旋槳）節約能源。然后，可以很容易地轉換成減排節能。

 

 

International merchant shipping is a highly economically optimised business. Fuel cost is a major operating cost of most merchant ships. Ship designs are usually fairly well optimised with respect to maximum profitability. Thus, one should expect that there is not much efficiency to be gained by better design and selection of propulsion systems without changing the external economic conditions. Also in this section, measures that are not currently profitable will be discussed.

國際商船是一個高度經濟優化業務。燃料成本是一個主要的經營成本，大多數商船中，船舶設計通常是相當不錯的，在最大盈利方面進行了優化。

 

 

The energy savings obtained by different measures can be very accurately predicted for a specific ship. However, savings will in most cases vary between different ship categories and even between ships of the same category. Due to this, the general presentation presented in this chapter was supported by the case study presented in chapter 6.

通過不同的措施節約能源，可以非常準確地預測某一特定船舶。

 

 

Hull Design

船體設計

 

 

It is reasonable to expect that due to the significant effort put into hull optimisation for many years, there should be little potential left for improvement. Experience from work in the MARINTEK towing tank however indicates that reduction of power in the order of 20% may still be gained by relatively minor changes to the bow and/or stern on a vessel. From this experience, one might conclude that there is still a significant potential for power savings by good hull design, and that hull optimisation must be carefully performed by specialists for each new hull design.

從這樣的經歷中，可能會得出這樣的結論：有顯著節省功耗的潛力仍然是一個良好的船體設計，由專家為每一個新的船體設計，船體優化，必須認真履行。

 

 

To try to quantify a typical potential for energy savings by hull design, MARINTEK’s database of model test results was used to estimate best and worst speed-power curve for typical categories of large contributors to CO2 emissions identified in the emission inventory study in chapter 3. This was done by normalising results in the MARINTEK database for each of the ship category back to the size of a typical case ships (further described in chapter 6) and then drawing estimated best and worst curves as shown in Appendix 4. The results of this approach show very large potentials for reduction – in the order of 30%.

為了量化一個典型的潛在節約能源的船體設計，MARINTEK模型試驗結果的數據庫，是用來估計最好和最壞的速度和功率曲線，為典型類別的排放庫存研究，在第3章中確定的二氧化碳排放大貢獻者。

 

Figure 5-1 - Example of speed-power curve for tanker case ship, included predicted best power level

例如在加油機的情況下，船的速度和功率曲線，包括預測最佳的功率電平

 

 

To exploit this potential one must have full freedom in selecting optimum main dimensions. This is not the case in practice, where limitations in harbours and canals usually restrict selection of main dimensions. Thus, 5 – 20% is considered more realistic, and in line with experience from work in the towing tank. The reference for this reduction is taken as the average of the fleet that is basis for the case-ship study.#p#分頁標題#e#

為了利用這種潛在的，必須有充分的自由選擇最佳的主要尺寸。這是在實踐的情況下，在港口和運河的限制，通常選擇的主要尺寸限制。