Article
citation information:
Melnyk,
O., Bulgakov, M., Fomin, O., Onyshchenko, S.,
Onishchenko, O., Pulyaev, I. Sustainable development of
renewable energy in shipping: technological and environmental prospects. Scientific Journal of Silesian University of
Technology. Series Transport. 2025, 127, 165-188.
ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2025.127.10
Oleksiy MELNYK[1],
Mykola BULGAKOV[2],
Oleksij FOMIN[3], Svitlana ONYSHCHENKO[4], Oleg ONISHCHENKO[5], Igor PULYAEV[6]
SUSTAINABLE
DEVELOPMENT OF RENEWABLE ENERGY IN SHIPPING: TECHNOLOGICAL AND ENVIRONMENTAL
PROSPECTS
Summary. Shipping is one of the
major sources of greenhouse gas emissions; therefore, immediate actions must be
taken in the field of sustainable development. This study focuses on exploring
the use of renewable energy to mitigate emissions and enhance energy efficiency
on board ships. Hence, technologies for capturing, utilizing, and storing
solar, wind, and carbon energy are investigated. Further, the study weighs
these approaches in terms of benefits, drawbacks, and potential application in
sustainable maritime operations. To quantify the practicability of the
solutions analyzed, an interdisciplinary approach
intertwining feasibility analysis, simulation modeling,
and policy evaluation is used. Topics discussed include technological barriers,
economic barriers, and regulatory frameworks. It also highlights recent
advances with great environmental potential in shipping, such as hybrid
propulsion systems and fuel cell technologies. The results showed that the
hybrid systems with renewable energy combined with CCUS can reduce CO₂
emissions from ships up to 90%, which, in the best case, simultaneously imparts
an increased operational efficiency and environmental sustainability. The study
therefore examined regulatory and policy options that could facilitate the
transition to renewable energy in this sector, and the industrial application
of these technologies is thus presented as a key stage in environmentally
sustainable development.
Keywords: shipping, alternative sources; renewable energy, greenhouse gases,
harmful emission, wind energy, solar energy, ecological safety of shipping,
maritime transportation, carbon capture.
1. INTRODUCTION
Renewable energy
sources (RES) play a key role in reducing shipping emissions. The numerous
studies review different types of RES such as solar, wind and hybrid systems
and evaluate their potential for ship applications. For example, works [1] and
[7] analyze in detail the potential of solar and wind
energy on ships, demonstrating that they can significantly improve energy
efficiency and reduce carbon emissions. In [10, 13, 16], the technical aspects
of ship design using hybrid energy sources are studied, and optimization
calculations of such systems are performed. In [15, 16] it is shown that the
use of solar panels on ships requires significant effort to integrate these
technologies into existing ships, which may complicate their widespread
adoption.
Papers [12, 19]
discuss the problems of operating solar-powered ships, especially in remote
areas such as the Arctic, where the efficiency of such systems may be reduced
due to climatic conditions. Papers [16, 17] show that solar energy has a
positive impact on the energy efficiency of new ships, which makes it
attractive for the design of new ships. However, solar panels face
challenges in the marine environment, such as variable solar irradiation and
the need for advanced energy storage systems to ensure continuous
operation.
The implementation of
CCUS biodiversity is a key strategy for cutting maritime
emissions. Research studies show that about 90% of CO₂ emissions can
be trapped from ships, thereby greatly reducing the adverse effect of fossil
fuel consumption. This captured CO₂ can then be onboard in tanks and
later transported for sequestration or to industrial build-up
applications. While there is a higher potential for these systems, CCUS
needs to be improved in terms of energy consumption. Besides that, storage
and the integration of these technologies with other renewable resources such
as wind and solar power become paramount.
The possibilities of
implementing such technologies on ships, including carbon transportation by sea
[20, 22], are discussed in detail. In [21, 23], the techno-economic aspects of
such technologies and their role in the global decarbonization strategy are analyzed, including the role of specialized ships for
carbon transport. In [24], the societal and political aspects of CCUS
implementation in countries such as France, Spain, and Poland are discussed,
showing the importance of regulation and government support for the
implementation of such projects. Works [22, 25] emphasize the importance of
creating infrastructure for CCUS and integrating these technologies with
existing energy systems.
The economic component
plays an important role: the study [23] shows that the initial costs of CCUS
implementation can be high, but they decrease over time due to regulatory
incentives and carbon savings. The study [25] also points out the importance of
regional CCUS implementation projects, such as the Ebro River Basin project.
Hybrid energy systems
combining different RES are a promising area for shipping. The scientific works
show that hybrid systems incorporating solar, wind, and other renewable sources
can significantly improve the energy efficiency of ships. In [13, 18], various
strategies for integrating these systems into ships are discussed, while [31]
focuses on their economic feasibility. For example, [15] analyzes
the benefits of hybrid solutions for ships, reducing dependence on fossil fuels
and increasing operational flexibility. In [31], the possibility of reducing
carbon emissions through the use of hybrid systems in heavy lift transportation
and the impact of weather conditions on the efficiency of these solutions is
considered.
The investigation on
hybrid systems of wind, solar, and CCUS technologies is getting popular
nowadays owing to its attempt towards an energy mix being balanced and
resilient on ships. It has been observed that such renewable energy systems, if
properly integrated, could result in reduced fuel consumption and GHG
emissions. Moreover, these hybrid systems provide higher operational
flexibility to the ship, which aids in the smoother transition from one energy
source to another on the basis of environmental conditions and power demand.
Despite the immense
benefits, RES application to shipping is hindered by various obstacles. [20]
points out the economic and technical difficulties facing RES applications to
marine vessels. [20] remarks upon the immense costs associated with retrofitting
existing ships to RES, whereas [24] draws attention to the political and
regulatory impedance hindering their implementation. [30] touches upon the
environmental aspects of RES use in shipping, stressing the importance of
minimizing impacts on the marine environment.
The studies [19, 28]
discuss operational challenges such as the instability of renewable energy
supply, which requires the development of energy storage technologies and more
accurate weather forecasting. In [34], methods for calculating dynamic loads on
ships using renewable energy sources are proposed, which helps to minimize the
potential risks for the operation of such ships.
An important aspect of
using RES on ships is energy optimization and management. That studies show
that smart control and monitoring systems are needed to maximize the efficiency
of RES. For example, [42] considers the use of digital energy management systems
that can automatically switch between energy sources depending on the operating
conditions. In [38], the need to integrate RES with modern ship control systems
to improve reliability and efficiency is emphasized. In [36], the possibilities
of applying machine learning techniques to improve the accuracy of predicting
the energy requirements of ships depending on weather conditions are discussed.
The numerous studies
[32, 33, 41] focus on the technical aspects of RES ship operation. For example,
[35] discusses the problems of diesel engine diagnostics using fuel additives
to help improve the environmental performance of ships. In [33], methods for
dynamic loading of containers carried by RES ships are discussed, which helps
to reduce the risks of damage to cargo and equipment. The work of [39] shows
the importance of developing new solutions for energy storage on ships to make
RES more stable.
A number of studies
focus on global perspectives on decarbonization of shipping and sustainable
development. In [44], life-cycle management concepts for energy systems
integrated with renewable energy sources are discussed, leading to significant
reductions in carbon emissions. Studies [5, 14] emphasize the importance of
developing international standards to ensure sustainable shipping, including
emission regulation and the use of RES. In [37, 45], the prospects for RES
utilization in remote regions such as the Arctic, where the implementation of
such technologies faces unique challenges, are discussed.
The other studies [47,
56-58] propose models to optimize vehicle and vessel operations using
simulation software and genetic algorithms. These approaches are applicable to
improve the operation of Renewable Energy Vessels (REVs), especially to reduce
costs and improve energy efficiency in route planning and operations
management.
The works [48, 49]
focus on improving the fuel efficiency and environmental performance of ship
engines, which is relevant for combined renewable energy systems. These studies
show how additives and diagnostic techniques can improve engine performance, which
can be useful for hybrid power systems. In studies [50, 51], the challenges and
prospects of photovoltaic technologies on ships are addressed. These works show
how solar energy can be effectively used to reduce emissions on ships and
highlight the importance of optimizing energy conversion systems.
In works [46, 52, 55],
energy management and storage techniques for ships with RES are discussed to
help improve their efficiency in different climatic conditions. These studies
emphasize on modeling control systems and predicting
energy consumption using machine learning and smart technologies. The papers
[53, 59] propose models for strategic planning of RES integration on ships and
long-term management of the transition to clean energy sources. These models
help to optimize resource utilization and ensure sustainable ship operation
[60, 61].
Although there are
numerous advantages of utilizing the renewable energy sources in ship
transport, a number of challenges confront the mass introduction of the
technology. They include high initial capital expenditure, technological
limitations, and the need for legislative encouragement to facilitate the
development of infrastructure energy within the shipping sector. However, with
more innovation in policy instruments, hybrid systems, and energy storage
devices, the industry has enormous potential in reducing emissions and
increasing sustainability.
The main challenge is
the high share of carbon emissions from shipping and the lack of adaptation of
renewable energy technologies and carbon capture systems for the maritime
industry. Despite significant progress in the field of RES, their application on
ships remains limited due to a number of technical and economic factors.
Therefore, there is a need to analyze the prospects
of integrating renewable energy sources in the shipping industry with a focus
on sustainable development and carbon emission reduction.
The goal of this
research is to develop and test a hybrid energy system for ships that combines
wind and solar power with carbon capture technologies. This approach aims
to solve the main problems of the industry: to increase energy efficiency, reduce
greenhouse gas emissions and reduce operating costs.
The paper proposes a
new concept of hybrid power plants on maritime transport - when wind, solar and
carbon capture systems are used on board at the same time. The risk
management system is considered separately: real-time data collection and analysis,
as well as dynamic regulation of all components of the power system. This
comprehensive strategy has the potential to substantially reduce emissions
maritime transportation. Furthermore, the study examines ways to address
technical and economic obstacles facilitating and expediting the adoption of
such "green" technologies on ships.
2. MATERIALS
AND METHODS
The methodology of this paper proposes the
integration evaluation of renewable energy sources (RES) such as wind, solar,
and CCUS technologies in maritime transportation systems. Being a hybrid energy
approach, the renewable energy sources are essentially joined together to
ensure the maximum possible energy efficiency and minimum emissions. The
technical and economic assessment of the systems is conducted considering some
operating parameters such as weather conditions and characteristics of the
energy demand and vessel route. Finally, these systems improve the efficiency
of renewable energies and reduce carbon dioxide emissions by optimizing ship
performance in real-world conditions.
As depicted in Figure 1 below, is an integrated
diagram that exhibits the complex interplay of economic, environment,
technical, and regulatory aspects that interconnect the key factors influencing
renewable energy development. This conceptualization gives a foundation for
systematic analysis of factors that govern both the efficiency and
sustainability of renewable energy in the maritime sector. It shows how
investment, technological innovation, market demand, regulatory framework, and
environmental considerations interrelate and emphasize the coordination between
private sector investment and public programs.
Fig. 1. Prerequisites for the development of renewable
energy in maritime transport
The shipping industry would feature prominently
in the future scenario of renewable maritime energy. The emphasis on developing
and optimizing these technologies for maritime applications is necessary to
diminish the dependencies of this sector on fossil fuels. Wind energy
conversion service would be involved, as wind turbines would be installed on
and around offshore locations. Solar panels may also be erected on floating platforms.
Modern carbon capture systems to lessen emissions from ships may also be installed
along the coasts, depending on the site. Thus, also enabling the establishment
of renewable energy projects requires the enactment of a strong regulatory
framework with incentives for renewable energy, carbon pricing, and higher
emission standards.
Equally important is the cooperation between the
public and private sectors. Public-private partnerships mobilize capital;
promote knowledge-sharing and set a pace of large-scale deployment of renewable
energy technology in the maritime transport sector. However, increasing demand
for clean energy from shipping companies and rising consumer preference for
green shipping services will ensure that the sector adopts greener practices.
Increased investment in research & development and infrastructure is
required now to speed up the process of adopting these technologies and truly
making maritime transportation sustainable.
If these challenges are addressed in a
multi-pronged way by acting on technology, infrastructure, regulatory and legal
frameworks, and demand markets, the maritime industry can have a giving casting
in the global ambition to reduce greenhouse gas emissions.
The following sections analyze
the potential of wind power, solar power, and carbon capture systems in
reducing emissions, increasing energy efficiency, and promoting sustainable
development to offshore operations. Under the two operating conditions, energy
efficiency of the integrated systems will be simulated so as to determine the
most energy-efficient configurations to minimize energy consumption and
emissions.
The energy systems of vessels were analyzed using an optimization model based on energy
balance equations. The calculation of performance for the systems was
considered under wind speed and solar radiation levels; whereas the modeling process adopted average annual climatic conditions
for typical sea route to ensure realistic operational scenarios.
2.1. Wind energy
Wind energy has the potential to become an
effective power source for ships seeking to reduce their dependence on fossil
fuels and lower their emissions. One possible approach is to install wind
turbines on board. They can partially cover the needs of auxiliary systems
or reduce the load on the main engines.
The operation of such turbines depends on a number
of factors: wind strength, direction, speed and course of the ship
itself. The angle at which the wind hits the turbine also plays an
important role, which determines how much energy it can generate. The
total energy produced significantly by the turbine's size, the of its design,
the wind speed. To determine the potential power, an equation based on
Betz's law is commonly applied, as it represents the maximum energy that can be
extracted from the airflow (1).
,
(1)
where: P -
power output (W), 
- air density (typically 1.225 kg/m³), A - swept area of the turbine blades
(m²), Vr
- relative wind speed (m/s), Cp
- power coefficient (maximum 0.593, practical value ~0.4).
The relative wind speed is a key factor, as it is affected by
both the ship’s speed and the angle between the ship’s heading and the wind
direction. The relative wind speed can be calculated using (2):
,
(2)
where: V -
wind speed (m/s), 𝑉𝑠 - ship speed
(m/s), 𝜃 - angle between the ship’s heading and the wind
direction (in radians).
Above formula ensures that the wind turbine
captures the effective wind energy available, accounting for both the ship’s
motion and wind direction.
As the wind turbine generates power, there are
mechanical losses due to friction and drag, which reduce the overall efficiency
of the system. These losses can be estimated using the following equation (3):
, (3)
where Ldrag - mechanical losses, 𝑘drag - drag coefficient, 𝑉𝑟 - relative
wind speed (m/s).
The drag coefficient 𝑘drag typically depends on the design and materials of the
wind turbine, as well as the specific operating conditions.
After accounting for mechanical losses and the
efficiency of the energy storage system (battery efficiency), the net power
available for use is given by the equation (4):
,
(4)
where ηbattery - efficiency of the battery storage system (typically
0.85), 𝐿drag - mechanical losses.
The above formula allows determining the total
useful power generated by the wind turbine, considering the energy lost during
storage and conversion as well as the mechanical inefficiency of the system.
Influence of
sea conditions
Wind speed and vessel speed depend on geographic
location and meteorological conditions, which necessitate taking these factors
into account when designing and implementing wind energy systems on board ships.
The relative wind speed (𝑉𝑟) in combination with the vessel's performance
is a determining factor in optimizing the wind turbine configuration. In
addition, the wind direction plays an important role: the highest energy
harvesting efficiency is provided by headwind or tailwind conditions, when the
turbine is able to generate the maximum amount of energy.
Energy
storage and efficiency
When energy generation from wind turbines
exceeds demand, the electric power can be stored in batteries or other storage
modules installed on board the vessel and then be used later. The actual amount
of energy stored is affected by the performance of the battery system, which
normally refers to the efficiency coefficient of the charging process (𝜂battery). The
so-called combined installation of wind and other green energy systems-mainly
solar-coupled with efficient energy storage systems consequently allows the
onboard generation of energy to be optimized and greenhouse gas emissions to be
reduced.
Wind power therefore offers a possible strategy
for the offshore maritime sector to reduce its dependence on fossil fuels and,
thus, its environmental imprint. Having made use of wind resources, the better
ships are placed to do this and therefore depends upon the spatial
configuration and engineering design of the wind turbines, advanced energy
storage, and intelligent control machinery. Future research and development
will likely focus primarily on maximizing turbine efficiency, minimizing the
losses of mechanical energy, and achieving the integration of wind with other
renewable energy systems toward sustainable maritime operations.
The complexity of describing the process of wind
power generation aboard ships comes from having to understand the many
interacting factors. Relative wind speeds depend on vessel speed and angle
between the heading of a vessel and the wind, which causes power generation to
change greatly in efficiency. Mechanical losses caused by drag and friction are
represented in the model by drag coefficient, simulating the real inefficiency
of energy transformation. Battery efficiency is also very important: turbine-generated
power is not stored completely; during charging, some part is lost. The
corresponding graph plots several curves for different vessel speeds and wind
angles, providing a comprehensive view of how each parameter affects the net
power output. The net power output represents the total usable energy after
accounting for mechanical losses and storage inefficiencies (Figure 2).
Fig. 2. Effect of ship speed and wind angle on
wind turbine power output
The given graphical representation explains the
performance of wind power systems under various operating conditions. From this
representation, it can be seen that power output varies with wind speed and
also if there is any change in ship speed or wind angle. By exposing such
dynamics, the diagram emphasizes the need to provide optimum conditions to the
wind turbines so that all may be realized in offshore conditions for higher
power generation and lesser losses. Having knowledge of the interaction between
these parameters allows for further optimization of the system, thus enabling
efficient and sustainable use of the wind energy on ships. This very advanced
model would have to be studied in depth to understand the performance of wind
energy systems well and to make better choices towards energy efficiency and
lower emissions.
Although wind energy forms a good part of energy
mix used for a maritime vessel, its intermittency requires incorporation of
alternate renewable energy sources. In the next section, we shall explore the
possibilities of solar energy working alongside wind power so as to institute a
more stable and efficient energy grid.
2.2. Solar energy
Solar energy is a very valuable resource for
maritime transportation, providing a clean and renewable energy source that can
power auxiliary systems and potentially contribute to propulsion. The
efficiency of solar power systems on ships is primarily determined by the area
available for photovoltaic panel (PV) installation and the technology used in
the solar panels. Modern solar panels have an efficiency of around 20%,
although this can vary depending on environmental factors such as the angle of
incidence of the sun's rays and geographical location.
The amount of solar energy that can be captured
by the ship's solar panels is 𝐸solar is calculated by the equation (5):
Esolar = Isolar × Apanel × ηpanel, (5)
where Isolar
- solar irradiance (W/m²), 𝐴panel - surface
area of the solar panels (m²), 𝜂panel - efficiency of the solar panels (typically
20%).
In the marine environment, the intermissions are
caused by the vessel movements coupled with the changing climatic conditions.
The solar panel stays specific in tilt angles during the energy collection for an
immense energy output. The optimum solar panel tilt angle will vary with the
latitude of the vessel, which can be changed dynamically with the motion of the
vessel across different geographical regions.
Since the solar energy is intermittent, excess
energy produced by the solar panels is stored by the batteries on board for use
at a later time. The better is the efficiency of the battery storage system,
the lesser are the energy losses incurred during the processes of charging and
discharging. On the other hand, the net energy defined in (6) is more commonly
used to describe the energy 𝐸stored that is actually stored by the batteries:
𝐸stored = 𝐸solar × 𝜂battery, (6)
where 𝜂battery - battery storage efficiency, typically around
85%.
Batteries onboard ships need to be large enough
to store sufficient energy for periods when solar irradiance is low, such as at
night or during cloudy conditions. The storage capacity of the battery system
also determines how long the ship can operate using stored solar energy.
The contribution of energy from solar panels and
the efficiency of batteries for energy storage are summarized in Table 1:
Tab. 1
Efficiency of batteries for energy storage
|
Component |
Efficiency |
Description |
|
Solar Panels |
20% |
Efficiency of solar panels in converting sunlight to
electricity |
|
Battery Storage System |
85% |
Efficiency of energy storage, including charge and
discharge |
|
Propulsion
System |
80% |
Efficiency of the propulsion system in utilizing
stored energy for ship movement |
Suppose that 200 m² of solar panels are
installed on a ship and the average solar irradiance is 600 W/m². With an
efficiency factor of 20%, the amount of solar energy produced will be:
𝐸solar = 600 × 200 × 0.20 = 24,000 W (24kW);
With an 85% battery efficiency, the energy
stored in the batteries is:
𝐸stored = 24,000 × 0.85 = 20,400 W (20.4 kW).
This stored energy can be used to power the
ship's systems or contribute to propulsion. If the ship's propulsion system
requires 5 MW for operation, the energy stored would contribute for a limited
time, emphasizing the importance of hybrid systems.
Energy System
Integration
Solar power may be combined with other renewable
sources like wind turbines to form hybrid systems that maximize energy
production and reduce gasoline consumption. A solar system combined with
efficient batteries and intelligent energy distribution via control systems may
reduce ship emissions and costs.
Hybrid systems allow energy balancing: excess
energy generated in periods of high solar activity can be stored and used when
solar energy is unavailable. Thus, the system ensures continuous supply of
clean energy to ship systems, thus improving overall energy efficiency and
sustainability.
For a more detailed illustration, gel batteries
offer a number of benefits, which include, but are not limited to bias with
flooded lead-acid, or AGM batteries, and consequently, stand as the almost
perfect battery solution for use in ships. Moreover, these batteries do not
require maintenance; they are sealed systems and cannot spill acid or release
gases, which constitute strong safety features, especially for confined spaces
where ventilation options are limited. Another feature - the gel battery - has
significantly long life and high resistance against vibration and shock; this
becomes important in marine environments, known for their built-in harshness.
Gel batteries have a high cycle life which means they can be charged and
discharged many times without losing capacity, making them ideal for use in
maritime transport where charge cycling is frequent. Besides, gel batteries
perform well over a wide temperature range and resist deep discharges,
increasing their versatility and reliability in maritime applications and
provide ships with an efficient and reliable way of storing energy, improving
the safety and operational efficiency of ships.
To maximize the efficiency of solar panels
(SBs), it is important to position them as directly to the sun as possible. For
optimal energy absorption, the SBs should be positioned perpendicular to the
sun's rays, but the angle of incidence of the sun's rays depends on the time of
day, the season, and the movement of the vessel. Stationary solar panels, often
placed on high points of the vessel, do not always receive optimal sunlight.
Therefore, determining the optimal tilt angle 𝛽, usually equal to the latitude of the ship's
location, is necessary to maximize the capture of solar radiation (SR) by the
panels (Figure 3).
Fig. 3. Solar module angle of inclination
Solar energy is a reliable and renewable way to
lessen the carbon footprint of maritime operations. It is capable of
integrating solar panels with high-efficiency battery systems and coordinating
them with other renewable energy sources, such as wind power, to optimize use
and diminish dependence on fossil fuel application. Solar panel technology,
battery storage, and hybrid system integration will further be developed to
address the sustainable industry of maritime transportation.
2.3. Carbon capture, use
and storage (CCUS) technologies
These sectors with high carbon dependence are
more and more using CCUS technologies in this fast-paced green evolution. These
high-tech methods use sea resources to trap and then effectively handle the
huge CO₂ emissions from industry. The shift stands crucial to decarbonize
the planet and hold climate change at bay.
An integral aspect of this transition is the
direct air capture technology that eradicates CO₂ directly from the
atmosphere. This method promotes other efforts to cut down industrial emissions
and stands as a prime example of the sustainability pathway.
CO₂-carrying ships will pose a great
breakthrough in the future. These modern ships equipped with systems to store
carbon in ships shall then carry liquefied CO₂ to designated discharge
places onshore or offshore. From there, further use of the captured CO₂
could be carried out, or it could be injected into drilled oil and gas wells
meant for permanent CO₂ injection.
This stratum and strategy, on the force side,
address present-day emissions from industrial operations. On the other hand,
CO₂ is being ripped out of the atmosphere. By using existing carbon
storage infrastructure and the latest road and ferry network, these industrial
setups are definitely headed for a more sustainable and green future (Fig. 4).
CCUS technologies presented themselves as major
technologies in mitigating GHG emission in the maritime world. By capturing
carbon dioxide emission directly from the exhaust gas of the ship, it can limit
in a great way the negative effects of conventional marine fuels. This section
thus will discuss in depth the working of CCUS on the ships, which includes the CO₂
capture process, energy requirements of the process, and problems faced in
integration. Several graphs are given to demonstrate the main dependencies and
the performance of the system.
The CCUS system on ships typically operates by
capturing CO₂ from the exhaust gases of marine engines or boilers using a
solvent-based absorption process. The captured CO₂ is then separated from
the solvent, compressed, and stored in liquefied form in onboard tanks. A
standard CCUS system consists of the following components:
-
absorber
unit: captures CO₂ using a solvent (usually an amine-based solution);
-
regeneration
unit: separates CO₂ from the solvent for further compression;
-
compressor: compresses
CO₂ to a liquefied state for storage;
-
storage
tanks: stores liquefied CO₂ until it can be offloaded at port facilities.
Fig. 4. Enhanced
carbon capture and fuel utilization scheme
The quantity of CO₂ captured (𝑀capture) depends on several factors, including the ship’s
power output, the CO₂ emission factor of the fuel, and the efficiency of
the CCUS system. The formula for calculating the amount of captured CO₂
using (7):
, (7)
where 𝐹𝐶𝑂2 - CO₂ emission factor (g/kWh), 𝐶eff - capture efficiency (typically 70-90%), 𝑃ship - ship’s power output (kW).
The above equation expresses the way the capture
rate depends on demanding capacity and system efficiency.
Figure 5 shows the quantities of CO₂
captured from the time period for different amounts of power produced by the
ship. A kind of interpretation represented is of the relationship existing
between the power levels at which the ship operates and the total amount of
CO₂ captured and, hence, giving an idea of the performance of CCUS
systems under different operational conditions. The graph consists of a series
of lines distinguished by a particular ship power and CO₂ capture
efficiency combination. Therefore, it becomes intuitive to see how different
power outputs and capture efficiencies affect the total amount of CO₂
captured through time.
Energy
Consumption and System Efficiency
One of the primary challenges of CCUS technology
is the energy required to run the system. The "parasitic load" refers
to the energy consumed by the CCUS system, typically 10-15% of the ship’s total
power output. This energy is used for processes such as CO₂ absorption,
compression, and storage, and it reduces the net available power for ship
propulsion. The energy demand of the CCUS system can be calculated using (8):
𝐸 ,
(8)
where 𝐸CCUS - energy consumed by the CCUS system (kW), 𝜂CCUS - percentage of energy required to operate the system
(typically 10-15%).
Fig. 5. CO₂ captured over time at
different ship power outputs
The graph on Figure 6 shows how varying energy
consumption percentages for CCUS (10%, 12%, and 15%) affect the total ship
power and demonstrates how much power is diverted from propulsion to the CCUS
system, illustrating the balance between emission reduction and operational
efficiency.
Fig. 6. Energy consumption for CCUS compared to
ship power.
System
Optimization and Integration
For CCUS to be successfully implemented on
ships, it must be integrated into the overall energy management system of the
vessel. Energy storage and distribution systems need to account for the
additional energy demands of the CCUS system. Additionally, the capacity and
design of CO₂ storage tanks onboard the ship must be optimized to
minimize the impact on cargo capacity. The integration of CCUS with renewable
energy sources, such as wind and solar power, could also improve overall system
efficiency, allowing the ship to capture and store CO₂ while utilizing
green energy for propulsion.
Figure 7 provides a flowchart of the CCUS
process on a ship, detailing each stage from CO₂ capture to storage and
eventual offloading at port facilities. This diagram demonstrates the key
components and processes involved in capturing and storing CO₂ onboard
ships.
The scheme above presents a
sequence scheme explaining the capture of carbon dioxide (generation),
purification, liquefaction, and storage of CO₂ on-board a ship. Flue
gases are treated (conditioning: cooling and dehumidification) before entering
the absorber, in which CO₂ reacts with a special solvent. Afterwards the
solvent is treated thermally in a regeneration step under the solvent to obtain
purified dry CO₂ at reduced pressure and temperature conditions.
Subsequently, the gas is compressed and liquefied in the Monstag
module for storage in cryogenic tanks. From there, the liquefied CO₂ can
be transported to land-based treatment installations or specialized shuttle
ships for utilization or storage.
Implementing CCUS technologies onto ships opens
enormous possibilities for the reduction of maritime carbon footprints. These
systems can capture almost (about 90% of) the CO₂ emissions, thus
drastically limiting the environmental destruction converted by fossil fuel
consumption. Further improvements in CO₂ capture and storage systems and
their integration with energy could open gates for shipping becoming greener by
means of CCUS.
Fig. 7. Flowchart of the CCUS system onboard
Hybrid options combining CCUS with other
renewable energy sources will make maritime transportation even more
sustainable. As shown in Figure 5, producing carbon from a capture process and
using it along with wind and solar energy would improve overall system
performance, hence leading to lower emissions and greater energy savings.
CCUS technology offers the potential for
immediate carbon reduction in the maritime industry and needs to be optimized
concerning energy efficiency, space use, and integration with renewable energy
sources to attain greatest benefits. The depictions seen from the graphs reveal
the complicated landscape of ship-based CCUS system operation and provide
insight into the improvements needed towards balancing energy use with carbon
capture efficiency. With the maritime industry undergoing evolution, the importance
of CCUS for shipping decarbonization will only grow.
Simulation results confirmed that wind and solar
power systems integrated with carbon capture technologies significantly reduce
ship emissions. This confirms operational sustainability throughout different
climatic conditions along major shipping routes.
2.4. Additional
perspectives on the use of renewable energy sources in shipping
Renewable energy usage in shipping is on the
rise, in association with worldwide goals like the International Maritime
Organization's (IMO) goal of a 50% reduction in greenhouse gases (GHGs) from
shipping by 2050 compared to 2008 levels. There is a whole range of renewable
energy technology methods, each with inherent pros and cons.
Wave and tidal energy converters, able to
convert electricity out of the movement in ocean waves and tidal currents, are
one of the prospective technologies. These systems are particularly suited to
coastal regions with strong tidal currents, presenting a renewable source of
power that can be effectively incorporated into maritime operations.
Another viable option of renewable energy for
ships is biofuel. Biofuels derived from organic-materials, usually algae,
wastes such as waste oil or agricultural waste, can be blended with
conventional marine fuel or used independently in special engines. This option
can conveniently make marine engines nearly carbon-neutral alternatives.
Hydrogen is another promising clean energy
source poised to transform shipping. Such hydrogen fuel cells convert hydrogen
to electricity rendering it a clean source of green power for propulsion and
on-board power systems. Fuel cells emit no pollutants whatsoever except for
water, are very efficient; nevertheless, a greater extent of adoption is
hindered by infrastructural issues such as hydrogen production on large scale,
storage, and transportation, all of which are still a big question mark.
Another innovation in marine energy is
represented by marine fuel cells. These devices, which are electrochemical in
nature, convert hydrogen and oxygen into electricity, making them a
zero-emission energy source. Although their efficiency significantly surpasses
that of traditional marine engines, fuel cells come with very high capital
costs.
3. RESULTS AND DISCUSSION
Using new energy sources for maritime transport
creates an existence-changing opportunity with environmental and economic
potentials. Opposed to global concepts of reducing carbon dioxide emissions,
this change of new energy sources-alike: wind, solar, and hydrogen-can add
towards climate change. Also, considering that the use of renewable energy also
considerably limits emissions, in the long haul, they must also be cheaper as
compared to the fossil fuels. Hence, economic gains enable an enhancement to
the competitiveness of shipping companies by boosting operating revenues while
ensuring the companies' financial sustainability in a volatile energy market.
Energy security gets enhanced because of
renewable energy applications by reducing fossil fuel dependence that is
subject to price fluctuations and also geopolitical risks. The other critical
free impact remains air quality improvement since emissions from renewable
energy systems are negligible or none, reducing the threat to health and
environment posed by fossil fuel combustion. The results show the possibility
to use renewable energy in transforming shipping into a more sustainable and
resilient industry capable of facing the global challenges of today (Fig. 8).
A crucial step toward this transition is
implementing a structured algorithm for integrating renewable energy into
maritime systems, as shown in Fig. 9.
The very first step involves analyzing
the energy demand from maritime transportation activities, including shipping
and fishing. Such assessment informs the choice of the most appropriate
renewable energy source, which can be wind, solar, tidal, or wave energy. Next
comes a feasibility study that would look into the viability of each identified
source, considering availability, impact, cost, reliability, and environmental
effects. The most suitable renewable energy system, based on an analysis of the
above factors, would be chosen and developed; the infrastructure would then be
installed.
Fig. 8. Advantages
of renewable energy in maritime transport
Fig. 9. Algorithm for renewable energy
implementation in maritime transport
In ensuring that the system runs at optimum
efficiency, alongside maintenance, monitoring would be made continuously.
Periodic assessments will then check whether the system meets energy needs
efficiently. Modifications can be made as a result to improve the efficiency
and sustainability of the system. Promotion of renewable energy within the
maritime sectors will serve even to tilt the stakeholders in the direction of
greener practices.
Maritime decarbonization, hence, is a critical
issue. In 2023, the IEA reiterated. That the shipping industry needed to
improve energy efficiency by at least 4% per year to stay on track to zero
emissions by 2030. This, therefore, means that it will call for not just
technology but also a radical transformation in terms of sustainable business
practices.
The diagram (Figure 10) shows a detailed
representation of how the different renewable energy inputs interact in the
ships' energy system. The model incorporates wind turbines for propulsion,
photovoltaic panels for auxiliary power, and CCUS units for abatement. The
share of each energy source is adjusted dynamically based on real-time
operational data.
Fig. 10. Integration of renewable energy sources and
energy flow management on board ships
As illustrated in Figure 10, the CCUS system's
efficiency improves significantly when integrated with renewable energy
sources. This integration allows for optimized energy recovery and reduced
carbon emissions, which is essential for sustainable maritime operations.
An energy management system on board the ship
involves wind turbines at 85% efficiency, solar panels at 90% efficiency, and
batteries with a 500-kWh storage capacity for storing excess energy. The
components are tied together by an integrated control system with an
optimization index of 0.95 that distributes power between the main engines (5
MW) and the ship's systems (2 MW). Going green, a carbon capture and storage
machinery captures some 75% of the CO₂ emissions from engine storage of
carbon dioxide up to 500 tons. Approximately 10 percent of energy losses are
considered due to heat dissipation.
It may be reasonable to assume that the creation
of an all-inclusive ecosystem whereby new technologies, including renewable
energy systems, are fully integrated in order to establish a sustainable and
efficient industry constitutes the future of maritime transportation. The
companies that implement these integrated solutions may, in turn, benefit from
an enhanced brand image, thus attracting environmentally aware consumers.
Nevertheless, our journey is impeded by some key challenges such as high up-front
costs, our unacceptable infrastructure, and various technical barriers.
Overcoming these barriers, the maritime sector does have the potential to
transit toward a sustainable, low-emission future set within appropriate
policies and investments.
The maritime transport systems are geared to be
substantially altered in the future by integrating renewable energy
technologies and other state-of-the-art systems to reduce emissions and improve
efficiency. The research evidently demonstrates deployment of renewable energy
sources such as wind, solar, and CCUS technologies as a viable means of
decarbonizing the maritime sector. The synergy of these technologies with improved
energy storage and hybrid propulsion systems would enable the maritime industry
to make a noteworthy impact in greenhouse gas emission cuts while ensuring
economic sustainability.
4. CONCLUSIONS
With the advantages presented in this paper, one
acknowledges that integrating renewable energy in maritime transport bears
multiple long-term cost benefits, energy security, and environmental
enhancements. Simulation and analysis reveal renewable energy systems as an
efficient path to reducing fossil fuel dependence, decreasing price
fluctuations, and improving air quality by lowering emissions. Moreover,
renewable energy aligns with global climate agenda and supports the maritime
industry in realizing reduction targets launched by the International Maritime
Organization (IMO).
The study indicates that a hybrid propulsion
comprising wind, solar, and CCUS technologies can usher in a great assessment
of reductions in the environmental impacts of maritime transport. Hence, by
surmounting those associated with high costs and limited options for energy
storage, these systems appear to represent a pathway for decarbonization.
Future works should be geared toward optimizing system components concerning
different conditions at sea and the improvement of economic viability for
widespread deployment.
On the other hand, several impediments must be
overcome for it to be commercially deployed. Among others, these include the
prohibitively high initial capital costs of installing renewable energy
systems, the lack of infrastructure required for the alternative operation, and
the technical complexities coupled with integrating these systems into existing
maritime crafts. Further research toward advanced energy storage and CCUS
technology will be essential in intensifying energy utilization and performance
within the backdrop of evolving maritime conditions.
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Received 08.12.2024; accepted in revised form 19.04.2025
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