Abstract
Cruise ships do not serve any other purpose than entertaining passengers, which makes the environmental aspects extremely critical for the cruise ship industry. IMO’s target to reach zero greenhouse gas emission within this century will affect cruise ships significantly. In addition to traditional heavy fuel oil, and the recent favorite LNG, new fuels such as biodiesels and methanol are becoming alternatives. This is not happening voluntarily, but due to new regulations, especially EEDI (energy efficiency design index), EEXI (energy efficiency design index for existing ships) and CII (carbon intensity indicator). What all this means to cruise ships is described in this chapter. Even if CO2 and greenhouse gas emissions are the most discussed today, other pollutants, such as wastewaters, garbage, oil, ballast water and noise are discussed as well.
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Notes
- 1.
MGO, biodiesel, E-diesel, or Very Low Sulfur (LSFO) or Ultra Low Sulfur Fuel Oil (ULSFO) are possible fuels, when oil fuels are considered.
- 2.
LNG has about 30% less CO2 emissions than HFO for the same energy/weight content. This does not include considerations for methane slip, which increases GHG emissions in case of LNG fueled ship. See Sect. 6.4.2.
- 3.
Shaft Power Limitation (ShaPoLi) or similarly functioning Engine Power Limitation (EPL) can be overridden temporarily for safety reasons. Every override occurrence needs to be recorded.
- 4.
Annual LNG (carbon factor 2.750) consumption 32,000 t and annual MGO (carbon factor 3.206) consumption 2000 t results in annual CO2 emissions of 94,412 t. When annual distance travelled is 105,000 nautical miles, for a 100,000 GT ship we get CII = 9.0 gCO2/GT nautical mile.
- 5.
This creates a challenge for exploration and other ships which have helicopter refueling facilities or fuel for gasoline outboards or personal watercraft. For storing low flash point fuel, IGF Code can be followed as applicable. For storing fuelled vehicles, the “garages” can be designed as a “special category spaces”, like car decks on ferries.
- 6.
In RED II, the process of rating fuels is called ILUC, Indirect Land Use Change. Use of high ILUC risk biofuels is gradually reduced towards zero in 2030.
- 7.
Fossil LNG has trace amounts of sulfur. If LNG is used for fuel cells, these small amounts may be harmful and need to be removed before gas is reformed to hydrogen.
- 8.
Pilot fuel consumption depend on engine type and engine load. It can be, for example, 1.0–1.5 g/kWh at higher engine loads, increasing at lower loads.
- 9.
Using dual-fuel engines mean that not all stored energy must be in gas, which means less space is needed for LNG tanks. Also, complying with the Safe Return to Port regulation with LNG as the only fuel would easily mean that LNG tanks are needed both aft and forward of the main engine rooms, with two separate vent masts and other complications.
- 10.
HFO creates 79 kgCO2/GJ when LNG creates 56 kgCO2/GJ (29% less).
- 11.
IMO divides tanks into independent and membrane tanks. Independent tanks are self-supporting when membrane tanks are supported by ship’s structure. Independent tanks are divided into non-pressurized (pressure less than 0.7 bar) A- and B-type and pressurized (pressure more than 2 bar) C-type tanks.
- 12.
GWP of methane depends on the time horizon: GWP is approximately 30 for 100 years’ horizon, but for shorter time horizon GWP would be significantly higher.
- 13.
It is possible to have oil fuel tanks in double-bottom with certain limitations, even if modern designs avoid this kind of arrangement. See Sect. 6.5.1.
- 14.
Flettner rotor is rotating vertical smooth cylinder, with an endplate, powered usually with an electric motor. The Magnus effect creates an aerodynamic force perpendicular to the direction of airflow, Flettner rotor thus works best at side wind.
- 15.
Based on 1000 W/m2 maximum normal irradiance (10,800 m2 × 1000 W/m2 × 0.2 = 2.2 MW) and average daily irradiance of 5 kW/m2/day (10,800 m2 × 5 kW/m2/day × 365 days × 0.2 = 3942 MWh).
- 16.
“Comminuted” means reducing particle size, by crushing, grinding, cutting or other process. Comminuted or ground food wastes must be able to pass through a screen with mesh no larger than 25 mm (1 in).
- 17.
For ships with 600 m3 or more fuel capacity, it is still possible to place some fuel oil tanks in double bottom if the tanks comply with MARPOL “accidental oil fuel outflow performance standard” calculations. However, modern designs try to avoid having any fuel oil tanks in double bottom.
- 18.
In 2023 for those ships stop** only in St. Petersburg area.
- 19.
Organotin is an organic compound containing tin (Sn). Tributyltin (TBT), phased out in 2008 but used for decades before that, is a well-known example of a harmful organotin.
- 20.
Cybutryne (also known as irgarol) is a strong herbicide, which can be considered in some respects even more harmful to marine life than TBT. Use of cybutryne was banned in EU in 2016.
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Aarnio, M. (2023). Environmental Aspects. In: Cruise Ship Handbook. Springer Series on Naval Architecture, Marine Engineering, Shipbuilding and Ship**, vol 14. Springer, Cham. https://doi.org/10.1007/978-3-031-11629-2_6
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DOI: https://doi.org/10.1007/978-3-031-11629-2_6
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