International Standardization in the Design of “Shore to Ship” - Power Supply Systems of Ships in Port

Tarnapowicz, Dariusz; German-Galkin, Sergey

doi:10.2478/mspe-2018-0001

Cited by 10 publications

(10 citation statements)

References 2 publications

(2 reference statements)

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“…A rough analysis asserts that a ship docks during a year about 100 days in port and that in average it burns 5 cubic meters of marine fuel to carry out daily harbour activities, resulting in between 1 and 4 MW used for a container ship port and between 5 and 10 MW for a cruise ship. This statement is supported by the data presented in Figure 6 (data processed fro m [12]) and also, by the values inform Table 3 (data processed from [13]) if it is taken into account, as usual, it is in use about 70% of the power installed on board. As exa mp le, if 4 diesel generators are installed, only 3 in optimal usage will be used, in the conditions of an optimal load of power consumption.…”

Section: Resultsmentioning

confidence: 57%

LNG to Power in the Romanian port of Constanta

2019

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Nowadays, the raising of the global living standard are changing the lifestyle of each individual, which also leads to increased consumption of goods and services. The factors mentioned, directly affect shipping and cruising activities. These two types of activities are classified as major pollutant makers within ports, near urban residences, caused by the combustion of fuel in large auxiliary engines to provide the power needed to operate the systems specific to the two types of ships. In this context, our objective is to find solutions such as the one presented in this study. They have emerged as a scenario for the sizing of an onshore or a floating power plant using Liquefied Gas Natural (LNG) for the port of Constanta in Romania, which is considered to be the largest port of the European Union in the Black Sea.

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Section: Resultsmentioning

confidence: 57%

LNG to Power in the Romanian port of Constanta

2019

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“…The main requirement for HVSC according to the standard is that one or more transformers are needed with a nominal voltage of either 6.6 kV or 11 kV with a cable management system [78]. The LVSC standard 80005-3 limits the current limit up to 250 A (max 125 A per cable) and the voltage level should not exceed 300 V. Any parameter exceeding these values will be categorized in an HVSC [79]. For the communication, and control of high and low voltage shore connection, IEC/IEEE standard 80005-2 is developed.…”

Section: Charging Connectors and Possible Waysmentioning

confidence: 99%

Electric cars, ships, and their charging infrastructure – A comprehensive review

Mutarraf

Guan

et al. 2022

Sustainable Energy Technologies and Assessments

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“…In essence, a shore power system consists of five parts; The shoreside energy supply, the shore power connection point, the cable management system, the shipside connection point and the shipside energy system (Ballini and Bozzo 2015;Gamette et al 2010;Røed 2018;Sciberras et al 2015;Tarnapowicz and German-Galkin 2018;Trellevik 2018). Therefore, in this section, the system function and alternative implementations will be discussed for each system part and followed by the knowledge gap.…”

Section: Onshore Power Supplymentioning

confidence: 99%

Cold ironing: modelling the interdependence of terminals and vessels in their choice of suitable systems

Pruyn

Willeijns

2022

J. shipp. trd.

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Cold ironing has the potential to reduce the impact of ship exhausts in densely populated areas. However, especially for tankers, the implementation of this concept is almost non-existent. Still, these vessels have a relatively high port energy use, despite relatively short port visits, as they provide power to both pumps and inert gas systems during unloading and loading. A key factor in the reluctance, besides the fact that a sparkless connection is required, is the lack of a standard and the uncertainty from both tanker owners visiting a berth and terminal owners on which shore power systems to apply. This paper investigates the interdependency between ship and terminal owner choices for systems and establishes the overall most economical solution. Cold ironing was reviewed to identify existing systems and solutions and analyse the tanker fleet and terminals. The insights were combined in an integrated economic model consisting of two sub-models; one relating terminal decisions to a cold ironing price and one establishing the vessel side costs and savings. By using fuel price as an input and acceptance rates (for both terminals and vessels) for cold ironing systems as key variables to determine. The models have been used to identify the potential of cold ironing for shortsea and parcel tankers against different fuel prices and % of fleet and terminals that have shore power equipment. In all cases, shore power was not economical, which was caused by the high costs of the fixed costs of electricity, due to the high powers required. Interesting avenues for further research would be to increase the individuality of the model using e.g. an agent based model. Also extending the model with a battery pack on the terminal to allow for peak-shaving could lead to much lower costs and higher economic potential.

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International Standardization in the Design of “Shore to Ship” - Power Supply Systems of Ships in Port

Cited by 10 publications

References 2 publications

LNG to Power in the Romanian port of Constanta

LNG to Power in the Romanian port of Constanta

Electric cars, ships, and their charging infrastructure – A comprehensive review

Cold ironing: modelling the interdependence of terminals and vessels in their choice of suitable systems

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