Life-cycle assessment of ships: The effects of fuel consumption reduction and light displacement tonnage

Duan, Dong; Cai, Wei

doi:10.1177/1475090219858810

Cited by 6 publications

(5 citation statements)

References 23 publications

(33 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Generally, LCA studies are conducted in the ship operation phase (Dong and Cai, 2020;Hwang et al, 2020), while only a few studies are conducted in the manufacturing phase. The impact assessment results calculated based on the IMO regulations in the manufacturing phases are shown in Fig.…”

Section: Discussionmentioning

confidence: 99%

Environmental Implications of a Sandwich Structure of a Glass Fiber-Reinforced Polymer Ship

Han,

Jang,

Souppez

et al. 2024

Preprint

View full text Add to dashboard Cite

Section: Discussionmentioning

confidence: 99%

Environmental Implications of a Sandwich Structure of a Glass Fiber-Reinforced Polymer Ship

Han,

Jang,

Souppez

et al. 2024

Preprint

View full text Add to dashboard Cite

“…Hull form optimization using CFD and model testing has been at the core of research for many years. Finding optimum dimensions and hull shape ratios will significantly decrease resistance, therefore, cutting 10 % of the fuel consumption of a tanker [12]. The economy of scale stands for the increase of cargo transported per voyage; doubling the cargo capacity will only require increasing the power output and fuel consumption by two-thirds, therefore energy-efficiency per freight unit is increased [10].…”

Section: Fuel Consumption Reduction Strategiesmentioning

confidence: 99%

Integration of a tank storage solution for alternative fuels on a RoRo ship

Aider¹,

Roß²,

Ehlers³

et al. 2023

Advances in the Analysis and Design of Marine Structures

View full text Add to dashboard Cite

Although maritime shipping is one of the most efficient logistical solutions, this sector of activity generates around 3 % of global CO2 emissions, accentuating the global warming challenges that the world is facing. Therefore, the International Maritime Organisation established a road map to reduce CO2 emissions to half by 2050 compared to the 2008 levels.To reach this goal, alternative fuels are seen as a solution. Utilising carbon-free/carbon-neutral fuels will cut greenhouse gas emissions. Nonetheless, many alternative fuels are proposed, and each presents different environmental, economic, and technical characteristics.Fuels such as liquified natural gas, hydrogen, ammonia, and methanol are brought forward as potential substitutes for fuel oil and diesel oil. To determine which fuel is the most suitable for integration onboard a RoRo ship running on conventional fuels, a multiple-criteria evaluation is done. The selected evaluation criteria are the volume and weight requirements, environmental safety, technology readiness, and fuel prices. To rank these fuels based on their performances, the analytical hierarchy process is a commonly used multicriteria decision-making method that allows the selection of the most suitable fuel solutions.Methanol and ammonia were elected as suitable solutions based on the ranking results.Therefore, the next step was establishing an integration strategy on board the vessel. The integration process is initiated by defining proper locations for the fuel tanks. Tank dimensions are defined in order to reach the required storage capacity while respecting the structural limitation of the ship. Finally, different systems and components related to each fuel technology are defined, including the fuel supply system, the bunkering concept, and the main engine upgrade. Safety equipment and protocols related to fuel storage and handling are defined as per international regulations and class guidelines in order to prevent fires and other hazards.The viability of ammonia or methanol as fuel solutions for the future has been studied by determining first the impact of the retrofitting process on the ship operation range and carrying capacity. Second, an evaluation of the projected CO2 emissions for each fuel solution over one year of navigation is estimated based on different fuel pathways and compared to the recorded emissions over previous years to provide a better view of the reduction potential of each fuel solution. Finally, the economical viability of the fuel solutions is determined by calculating the total cost of ownership constituted of the capital cost of the engine and storage and the operating costs that are, in this work, fuel costs only. It becomes clear that the major driver of any energy transition project is the fuel price, where non-fossil-based fuels are relatively expensive. However, it is hoped that costs will be significantly reduced due to economies of scale in the future.

show abstract

“…This research showed that the LNG supply chain would be sensitive to economic and environmental impacts of fuels. In addition, Dong and Cai [26] discussed several ways to reduce the environmental impact by reducing the fuel consumption rate.…”

Section: Literature Reviewmentioning

confidence: 99%

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

Hwang

Jeong

Jung

et al. 2019

JMSE

View full text Add to dashboard Cite

This research was focused on a comparative analysis of using LNG as a marine fuel with a conventional marine gas oil (MGO) from an environmental point of view. A case study was performed using a 50K bulk carrier engaged in domestic services in South Korea. Considering the energy exporting market for South Korea, the fuel supply chain was designed with the two largest suppliers: Middle East (LNG-Qatar/MGO-Saudi Arabia) and U.S. The life cycle of each fuel type was categorized into three stages: Well-to-Tank (WtT), Tank-to-Wake (TtW), and Well-to-Wake (WtW). With the process modelling, the environmental impact of each stage was analyzed based on the five environmental impact categorizes: Global Warming Potential (GWP), Acidification Potential (AP), Photochemical Potential (POCP), Eutrophication Potential (EP) and Particulate Matter (PM). Analysis results reveal that emission levels for the LNG cases are significantly lower than the MGO cases in all potential impact categories. Particularly, Case 1 (LNG import to Korea from Qatar) is identified as the best option as producing the lowest emission levels per 1.0 × 107 MJ of fuel consumption: 977 tonnages of CO2 equivalent (for GWP), 1.76 tonnages of SO2 equivalent (for AP), 1.18 tonnages of N equivalent (for EP), 4.28 tonnages of NMVOC equivalent (for POCP) and 26 kg of PM 2.5 equivalent (for PM). On the other hand, the results also point out that the selection of the fuel supply routes could be an important factor contributing to emission levels since longer distances for freight transportation result in more emissions. It is worth noting that the life cycle assessment can offer us better understanding of holistic emission levels contributed by marine fuels from the cradle to the grave, which are highly believed to remedy the shortcomings of current marine emission indicators.

show abstract

Life-cycle assessment of ships: The effects of fuel consumption reduction and light displacement tonnage

Cited by 6 publications

References 23 publications

Environmental Implications of a Sandwich Structure of a Glass Fiber-Reinforced Polymer Ship

Environmental Implications of a Sandwich Structure of a Glass Fiber-Reinforced Polymer Ship

Integration of a tank storage solution for alternative fuels on a RoRo ship

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

Contact Info

Product

Resources

About