For many years, efforts have been made worldwide to address ship emissions. Nearly three percent of global carbon dioxide emissions are released into the atmosphere by marine vessels. New technologies, penalties, and rewards are being implemented to reduce emissions from ships and marine vehicles.
For many years, efforts have been made worldwide to find solutions to ship emissions.
Nearly three percent of global carbon dioxide emissions are released into the atmosphere by marine vessels. New technologies, penalties, and incentives are being developed to reduce emissions from ships and marine vehicles. One of the most significant outcomes of meetings and incentives related to international criteria and regulations held over the past decade is that penalties aimed at reducing emissions from ships will come into effect for evaluation after 2027. It is anticipated that countries that do not want high emissions in their ports will begin to impose punitive measures starting with commercial vessels. The most effective role in these decisions is taken in meetings held by the European Commission alongside the International Maritime Organization's MEPC (Marine Environment Protection Committee). The decisions made in the upcoming 84th MEPC meetings will significantly impact sanctions.
It is clearly understood that the sanctions to be initiated under the SECA (Sulfur Emission Control Area) and ECA (Emission Control Areas) established by countries and the European Union will affect maritime trade, transferring the roles of small players in maritime trade to larger players.
In this context, countries influencing maritime transport trade aim to acquire new technologies by providing incentives to maintain their economic superiority; they continue research and development activities by collaborating with relevant organizations to produce laboratories, testing centers, and fuels and machines that reduce emissions.
Saudi Arabia, the largest fossil fuel producer closely monitoring the development of new and synthetic fuels, has begun to establish its position in synthetic fuel production by setting up the world's largest King Abdullah laboratory. Germany, France, and China have made significant strides in testing machines powered by synthetic fuels, producing measurement devices that will affect these tests, and commercializing them. Brazil stands out as the largest biofuel producer, while countries such as Australia, Mozambique, and Spain have transitioned to producing zero-emission fuels.
We, on the other hand, continue to hold meetings with our non-governmental organizations, universities, commercial entities, and authorities.
If we produce biofuels, there is no turning back; we do not have sufficient capacity in our fields; we are trying to use imported biofuels due to concerns about disrupting the food chain. Biofuels are not like the fossil fuels we are accustomed to; they can quickly become contaminated in stored tanks, increasing their corrosive properties and damaging machine components, leading to failures in a short time. Therefore, we prefer to mix them rather than use them 100%. If they separate in the tank or system, delayed combustion and flash points can spiral out of control, causing knocking in the engine and requiring premature maintenance.
Believing that methanol is more "gentle," we look to mix methanol with fossil fuel/diesel in certain ratios, thinking it will burn more safely and reduce emissions. However, storage and flammability issues pose challenges.
Hydrogen, on the other hand, is intimidating. The facilities required for its production are still very expensive; storage issues are significant. If we can produce it and use it immediately, there seems to be no problem; however, suitable equipment has not yet been adapted for ships.
Since ammonia production is dependent on fossil fuels, it seems that there is little emission reduction; however, it attracts interest because it reduces emissions when used on ships. Storage and usage issues still persist.
Nuclear energy is seen as the safest option; however, it is impossible to apply it to all ships. Considering the economic lifespan of ships, which is thirty to forty years, it will be necessary to scrap ships that are ten years old.
For this reason, new ship construction is progressing very slowly worldwide. Ship engines are being produced as dual fuel-ready.
Wind farms are attracting attention in terms of construction and testing at sea and on ships. Offshore wind farms can quickly become out of service due to the breaking of blade bolts caused by storms. For this reason, the USA has frozen projects for offshore wind farms, halting those that are planned and ongoing.
Battery-powered and solar energy-supported systems have begun to be developed for passenger ships, short-distance vessels, and riverboats. The selection of battery groups and equipment in such marine vehicles is crucial; inadequate choices can lead to fires and explosions.
While we try to decide what to do by remotely monitoring all these efforts and options, European and global countries have begun to invest in solutions suitable for themselves, implementing them in their ports and on their ships.
We can afford to choose the option of "Oh well; how many times will we stop at a European port? When we do, we will pay the emission penalty and continue on our way."
Both academics and authorities, as well as non-governmental organizations, present the information they have gathered from around the world to enlighten us; we are expected to make a choice similar to "Forty mules or forty knives?"
When the hull of a ship is laid down, its unique characteristics are determined; it is processed like embroidery accordingly. After being launched from the slipway, operators plan to operate their ships at optimal values, economically and with low emissions.
Freight concerns and leasing conditions hinder the realization of these plans, as well as weakening the monitoring and evaluation system. Thousands of pieces of information flowing from the ship become waste without being evaluated; they continue to accumulate somewhere.
However, if systems were established to evaluate the information coming from the ship instantly and provide decision-making support, the data from the ship would ensure that it operates at optimal performance, reduces emissions, and navigates safely. Timely evaluation of the information from the ship can extend its maintenance life and reduce emissions by up to twenty-five percent.
In our case, the information on the ship can change depending on the continuity of the crew, and the crew members, who must hand over the ship in a short time, often fail to provide sufficient information to the ship office, let alone share information with each other.
The immediate and on-site evaluation and sharing of information that will affect the ship's navigational safety and emission capability support the fastest response and action both on the ship and in the office.
Maritime companies influencing global maritime trade have begun to adopt cost-effective real-time management systems that leverage the information superiority provided by directing the data produced on the ship to artificial intelligence for ship operation and management.
These systems, developed using artificial intelligence through fleet-based modeling, can easily be adapted to other ships in a ready-to-use structure; the adaptation process is negligible.
The information-gathering capabilities of these systems, which are not affected by short-term personnel changes, operate entirely based on system integration. Artificial intelligence-driven real-time management systems reduce the rate of erroneous and missing information to negligible levels; they also contribute to emission reduction by affecting route optimization and machine fuel usage.
These artificial intelligence-based ship management systems will provide one of the most significant supports in the process of completing the lifespan of existing ships, and the fact that service providers openly announce trial periods of six months can serve as a striking example in achieving target emissions.
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Source: www.denizhaber.com
