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Ports have an indisputable effect on the decarbonization of urban areas, helping to minimize air and environmental pollution and achieve sustainable development. In this instance, it is crucial to do research that can advance our understanding of how to increase ports' energy independence by utilizing renewable energy sources. The current study aims to study the environmental benefits and techno-economic challenges of converting three Egyptian ports to eco-friendly green ports by using solar panels, offshore wind turbines, and hydrogen fuel cells. The study shows that from a technical point of view, the required green power to be installed at Alexandria, Port Said, and Suez ports is around 13 MW, 5 MW, and 1.5 MW, respectively. Furthermore, the environmental analysis findings demonstrate that integrating green energy will significantly lower emissions in seaports. It is anticipated that the ports of Alexandria, Port Said, and Suez will achieve annual reductions in carbon dioxide emissions of roughly 68,7 k-tons, 25,8 k-tons, and 6,4 k-tons, respectively. From an economic point of view, the ports could be supplied with green energy from wind turbines for a cost of between 0.115 and 0.125 USD/kWh, while solar panels have a cost range of 0.098 to 0.129 USD/kWh. Additionally, hydrogen fuel cell systems cost about 0.102 USD/kWh.

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RESUMEN

The International Maritime Organization (IMO) announced that maritime transport share by 2.89% in global greenhouse gases. Electric propulsion system appears as a promising option for reducing ship emissions, especially for high-powered vessels. The aim of the current paper is to investigate the environmental and economic impact of using electric propulsion systems. Simple eco-environmental model was presented to assess the best propulsion system for passenger ships. A comparison between diesel electric (DE) and combined gas turbine electric and steam (COGES) propulsion systems is conducted. As a case study, one of the cruise ships is selected. The results showed specific environmental benefits of COGES over DE propulsion option. From the design and operational viewpoints, COGES propulsion system is more energy efficient than DE by 9.3% and 27.55%, respectively. Economically, the values of the life cycle costs are 5,013 and 6,042 $/kW for DE and COGES systems, respectively. Finally, COGES seems as a greener option with a life-cycle cost-effectiveness of 612, 1970, and 6 $/ton for NOx, SOx, and CO2 emissions, respectively.

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Shipping faces challenges of reducing the dependence on fossil fuels to align with the international regulations of ship emissions reduction. The maritime industry is in urgent need of searching about alternative energy sources for ships. This paper highlights the applicability of harnessing wind power for ships. Flettner rotors as a clean propulsion technology for commercial ships are introduced. As a case study, one of the bulk carrier ships operating between Damietta port in Egypt and Dunkirk port in France has been investigated. The results showed the high influence of the interaction between ship course and wind speed and direction on the net output power of Flettner rotors. The average net output power for each rotor will be 384 kW/h. Economically, the results reveal that the use of Flettner rotors will contribute to considerable savings, up to 22.28% of the annual ship's fuel consumption. The pay-back period of the proposed concept will be 6 years with a considerable value of levelized cost of energy. Environmentally, NOx and CO2 emissions will be reduced by 270.4 and 9272 ton/year with cost-effectiveness of $1912 and $55.8/ton, respectively, at annual interest rate of 10%.

RESUMEN

The international maritime organization (IMO) has introduced several legislations to optimize the use of energy generated from machinery onboard ships to reduce the emitted exhaust gas emissions. The aim of the current paper is to study the effect of using emission reduction strategies for container ships with emphasis on the improved Energy Efficiency Design Index (EEDI) from environmental and economic points of view. As a case study, A19 and A7 class container ships are investigated. Three different options are considered including natural gas, treatment equipment, and ship speed reduction. The lowest annual emission rates per transported cargo are achieved by A19. These rates are 18.9, 0.93, and 1.8 kg/TEU for NOx, SOx, and CO2 emissions, respectively. In order to improve the EEDI value for the A7, the ship speed should be reduced by 22.5%. This will comply with the three phases of IMO requirements by reducing CO2 emissions with cost-effectiveness of 52.54 $/ton CO2. On the other hand, using the installed dual-fuel engine infrastructure onboard A19 container ship will improve the energy efficiency by 10.13% with annual fuel saving of 23.73 million dollars.

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