Analysis of installation of electricity supply technologies for ships at the Cruise
Ship Terminal in order to reduce emissions
G. Norvilas, M.Malinauskas, O. Pliuškys
Klaipėda university, H. Manto str.. 84, 92128, Klaipėda, Lithuania
Abstract
The article examines the emissions that are generated by cruise ships when they are docked at a cruise ship
terminal. On average, about 65 cruise ships arrive at the port of Klaipėda and dock at the cruise ship terminal per year.
The average berthing period for one ship is about 8 hours, during which 6 MW of electricity is consumed. All this
energy is generated of the cruise ship auxiliary diesel generators. This is necessary to maintain the most essential
functions of the ship, but using the diesel generators as a source of electricity emits a large amount of emissions. This
study examines the amount of emissions generated by cruise ships and the benefits of power supply from quays in order
to reduce these emissions.
KEY WORDS: emissions, quay, port, electricity
1. Introduction
In order for ships to operate, the energy they need comes from any type of fuel or other forms of energy.
Cruise ships generate their electricity with diesel generators. Emissions generated during sailing do not affect this study
and will not be examined, but the amount of emissions generated when the ship is moored is very relevant. The article
examines the emissions of carbon dioxide (CO2), sulphur oxide (SOx), nitrogen oxide (NOx), particulate matter (PM)
emitted during the operations of ship generators using diesel fuel. The purpose of the study is to perform an analysis of
emissions reductions by installing power supply technologies in a cruise ship terminal. The article will describe the
general technology of power supply from quays, the emissions generation methodology, the comparison of emissions
using electricity that is supplied from the quay, compared to when it is generated using ship generators. The analysis
will be useful in determining whether it is environmentally, and economically worthwhile to implement such
technologies at the Cruise Ship Terminal.
2. Electricity supply technology from quays
Ships can switch off their auxiliary engines and use the necessary power from the city‘s electricity grid to
reduce emissions to meet EU and IMO sulfur standards. This technology is known as alternative marine power, cold
ironing, shore power. AMP technology has been used in military applications for a long time, so it is not a new
technology. These days it is very popular due to the new regulations regarding emissions from ships.
Fig. 1. alternative marine power benefits
1 example summerizes benefits and effects of AMP on air quality, cizitens health, and clean environment. The
AMP system consists of three main parts:
1. Coastal electricity supply system and infrastructure; an onshore source, station, transmission system,
conections and other components that are required to supply electricty to the ship at the berth.
2. Cable management system; in which cables, coils and connectors supply shore power to the ship.
3. Ship electrical system; an on-board electrical system is required for existing ships until a new system
can be built when new, more modern ships are built. A vessel using AMP requires an outlet,
transformer and a distribution system.
Fig. 2. Alternative marine power system
According to figure 2. Positions mean:
1. The system must be connected to the city‘s power grid for 20-100 kV power supply from the station.
2. Cables pass 6-20 kV power at the station to the port terminal.
3. The power is converted to 50 or 60 Hz, which is required for ships.
4. Electricity is distributed to the terminal.
5. Cable reel towers. On which a quay with a cable reel, a crane and a frame are built, can be used to
avoid handling high voltage cables. The crane and frame would be used to raise and lower the cables
to the ship for power and would be operated.
6. The boat needs a socket for connecting cables.
7. A transformer for high-voltage electricity transformation up to 400V is required on board.
8. Power is then distributed throughout the ship and the auxiliary engines are shut down.
Currently, such technology has not yet been implemented in lithuania. However in 2020 september The
European Commission accepted the proposal until 2030 at least 55 percent reduce the amount of greenhouse gas
emissions and achieve a realistic aemissions scenario in the European Union, so that by 2050 climate neutrality would
be implemented. In order to neutralize the impact on the climate, the amount of emissions in the transport sector by
2050 a reduction of 90% is required. All modes of transport, including maritime transport, will have to contribute to the
reduction.
3. Calcutalion of costs of ship‘s fuel and engine power when entering and standing in the port
Ships, like other machines and mechanisms, must use energy to operate, i.e. any type of fuel or another form of
energy. Modern engines are sophisticated and use relatively little fuel. At the same time, it should be noted that there
are average values that can be used to guide how much fuel nay engine consumes to prodice the required power. For
internal combistion engines the following indicative values can be accpeted:
for low power engines (up to 1000 kW), the relative fuel consumption is from 0,2 to 0,3 kg/kWh;
for higher power engines, especially engines of large ships the relative fuel consumption is between 0,12 and
0,25 kg/kWh.
The relative fuel consumption of a particular engine is given in the engine specification, but in most cases it is
within the above limits.
The main types of emissions from ships and port facilities and machanisms using fossil fuels: carbon dioxide
(CO2); carbon monoxide (CO); sulfur oxide (SOx); nitrogen oxides (NOx) and particulate matter (PM). The amount of
carbon dioxade and sulfer oxides generated depends on the mass of the fuel burned, while the amount of carbon
monoxide, nitrogen oxide and particulate matter generated depends on the actual power used by the engine. Formulas
are used to calculate emissions, the components of which are: the amount of fuel used, the real power of the engine used
and the relative amount of specific emissions.
The annual fuel consumption of any port terminal equipment can be calculated according to the general
formula:
q kUI(i) = 365 *24 * nUI(i)* q’UI(i)*kUI(i),N * kUI(i),T *NUI(i) (1)
Where: nUI(i) – number of terminal equipment or mechanisms;
q’UI(i) – relative fuel consumption of terminal equipment or mechanisms (from 0,12 to 0,40 kg/kWh)
kUI(i), N – coefficient of power utilization of engines of terminal equipment or mechanisms;
kUI(i), T – coefficient of time of use of terminal equipment or mechanisms;
NUI(i) – engine power of terminal equipment or mechanisms.
Port equipment often does not work at full capacity, uses an average of 40-60% of power and works for a
limited time. The average fuel consumption of port equipment can be calculated according to:
qkvid=kN*kT*qk*N*T (2)
Where: kN - average equipment power utilization coefficient;
kT – average coefficient of equipment use time;
qk - relative equipment fuel consumption kg/kWh;
N – total (effective) equipment power kW;
T – annual working time of the terminal in hours
The main types of emissions from the port facilities and mechanisms using fossil fuels: : carbon dioxide (CO2);
carbon monoxide (CO); sulfur oxide (SOx); nitrogen oxides (NOx) and particulate matter (PM). Calculations are made
using the emission formulas below
Carvon dioxide CO2 emissions:
CO2 =∑Qk * ∆CO2,kg (3)
Where: CO2 – amount of carbon dioxide emissions;
∑Qk – total amount of fuel consumed during voyage kg;
∆CO2- carbon dioxide coefficient, 3,2 g/kWh – for diesel.
Carbon monoxide CO emissions:
CO = Nvid * ∆CO * t/60, kg (4)
Where: CO – amount of carbon monoxide emissions;
Nvid – average engine power kW;
∆CO – carbon monoxide coefficient, 5 g/kWh – for diesel.
Sulfur oxide SOx emissions:
SOx = ∑Qk * ∆SOx , kg (5)
Where: SOx - amount of sulfur oxide emissions;
∑Qk - total amount of fuel consumed during voyage metu kg;
∆SOx – sulfur oxide coefficient: 0,1% fuel consumption for diesel.
Nitrogen oxide NOx emissions:
NOx = Nvid * ∆NOx * t/60, kg (6)
Where: NOx – nitrogen oxide emissions
Nvid – average engine power kW;
∆NOx – nitrogen oxide coefficient: 10g/kWh – for diesel.
Particulate matter PM emissions:
PM = Nvid * ∆PM * t/60, kg (7)
Where: PM – amount of carbon monoxide emission
Nvid – average engine power kW;
∆PM – particulate matter coeffiecient: 0,5 g/kWh – for diesel.
4. Calculations of emissions from the terminal
The amount of fuel used by port equipment is calcuted depending on the average power of the equipment‘s
engines, the average working time and the relative fuel consumption. The amount of fuel required to ensure the work of
tugs at the terminal is calculated.
qkV = 4000 * 0,7 * 2 * 2,2 * 0,2 * 26 = 64064 kg
When the ship is parked at the terminal quay, two auxiliary engines work, their power is assumed to be 6000
kW
The relative fuel consumption of marine auxiliary engines is 0,20 – 0,25 kg/kWh. The amount of fuel used is
calculated based on the time the ship is in the port.
qSL = 0,2 * 6000 * 36 * 26 = 1123200 kg
The total annual required amount of fuel for port equipment is obtained:
∑q = 19359600 + 64064 + 1123200 = 20546864 kg
The amount of fuel consumed by cruise ships when entering and leaving the port is 846 kg. Assuming that 65
cruise ships will enter the port per year, the total annual fuel consumption of ships during entry and departure is 54 990
kg, the average engine power is 960 kW.
Using the formulas of the theoretical part and the obtained experimental results, the ship‘s emissions
using diesel fuel are calculated:
CO2 = 846 * 3,2 = 2707,2 kg
CO = 960 * 5 * 94/60 = 7,52 kg
SOx = 846 * 0,001 = 0,846 kg
NOx = 960 *10 * 94/60 = 64,108 kg
PM = 960 * 0,5 * 94/60 = 3,2054 kg
Using the formulas of the theoretical part and the obtained experimental results, the emissions of
tractors (2 units) using diesel fuel are calculated:
CO2 = 2464 * 3,2 = 7884,8 kg
CO = 2800 * 5 * 94/60 = 21,93 kg
SOx = 2464 * 0,001 = 2,464 kg
NOx = 2800 *10 * 94/60 = 43,8 kg
PM = 2800 * 0,5 * 94/60 = 2,19 kg
Using the formulas of the theoretical part and the obtained experimental results, the ship‘s emissions
when it is moored at the terminal park using diesel fuel are calculated:
CO2 = 1123200 * 3,2 = 3594240 kg
CO = 6000 * 5 * 94/60 = 28080 kg
SOx = 1123200 * 0,001 = 1132,2 kg
NOx = 6000 *10 * 94/60 = 56160 kg
PM = 6000 * 0,5 * 94/60 = 2808 kg
Using the formulas of the theoretical part and the obtained experimental results, the the annual
emissions generated by the terminal equipment using diesel fuel are calculated:
CO2 = 19359600 * 3,2 = 61950720 kg
CO = 20000 * 5 * 7446 = 744600 kg
SOx = 19359600 * 0,001 = 19359,6 kg
NOx = 20000 *10 * 7446 = 1489200 kg
PM = 20000 * 0,5 * 7446 = 74460 kg
Total emissions are added up: Table 1
Emissions Diesel fuel (kg)
C O2 65555559,2
CO 772709,4
S Ox 204940,3
NO x 1545467,9
PM 80475,1
5. Conclusions
1. After studying the activities, equipment and arriving ships of the cruise ship terminal, it can be said that it is
promising in terms of use, in order to reduce the emissions generated by using electricity from the quays.
2. During the experiment, it was found that the fuel consumption of the cruise ship during port entry and port
departure is 846 kg combined, and the average engine power is 960 kW.
3. Using data and methodology of the experiment, the total annual emissions generated bu ships and equipment were
calculated after using diesel:
Table 2
Emissions Diesel fuel (kg)
C O2 65555559,2
CO 772709,4
S Ox 204940,3
NO x 1545467,9
PM 80475,1
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