New international marine regulations concerning sea transport indicate that one of the ways to meet them is the use of renewable energy sources (RES) on ships. The PV installation mounted on ships is one of solutions. Cooling of PV modules is a way to improve their capacity. The paper presents results of calculation on capacity of PV modules mounted on ships where seawater is used as cooling agent. The calculations were carried out for conditions prevailing in the harbour Świnoujście/Poland. The aim of this paper is to compare PV module's power gain in six characteristic months (January to June) of the statistic year. Analysis of the results obtained for Świnoujście shows that application of seawater in cooling systems of PV modules on ships is justified only for spring and summer seasons.

The aim of the International Maritime Organization (IMO) to reduce by half the amount of greenhouse gases emitted by marine ships by 2050, and its vision of the fastest total decarbonisation in the maritime shipping industry within the present century, calls for implementation with various means of decarbonisation. The IMO approaches the process of decarbonisation in two phases. Firstly, short-term, compact projects are to be considered, next, more complex, medium- and long-term solutions should be aimed at. The preferred arrangements to be applied are photovoltaic systems. Their performance depends to a high degree on the solar incidence angle. In the case of a ship swinging as a result of its course in relation to the wave and incidence direction, the incidence angle undergoes significant periodic changes with a significant effect on the power generated by the PV panels. As a result, the total amount of energy produced by the PV panels diminishes. The paper presents experimental research results obtained on the stand that allowed the investigation of PV panels in simulated marine conditions. Two characteristic positions of a PV panel’s rotation axis in relation to the solar rays’ incidence direction were investigated. It was proved for both variants that the rolling period and solar incidence angle affected the power generated by the PV panel.

The aim to reduce the carbon dioxide emissions, for all newly built vessels of more than 400 GRT the Energy Efficiency Design Index (EEDI) must be determined. In addition, a voluntary determined Energy Efficiency Operational Indicator (EEOI) was introduced to allow continuous assessment of the ship's transport efficiency. Favourable values of indicators are possible to achieve by reducing CO2 emissions, among others thanks to the use of unconventional energy sources in ship power systems. In the article an analysis of the possibilities of using such sources on ships, including renewable energy sources is presented. From many different energy sources, only those whose application is most intensively developed, i.e. wind energy and solar radiation, were considered. W dążeniu do ograniczenia emisji dwutlenku węgla wszystkie obecnie nowo budowane statki większe niż 400 BRT muszą mieć określony Projektowy Wskaźnik Efektywności Energetycznej (Energy Efficiency Design Index – EEDI). Ponadto wprowadzono dobrowolnie określany Eksploatacyjny Wskaźnik Efektywności Energetycznej (Energy Efficiency Operational Indicator – EEOI), pozwalający na bieżącą ocenę efektywności transportowej statku. Korzystne wartości wskaźników możliwe są do osiągnięcia przez redukcję emisji CO2 m.in. dzięki zastosowaniu niekonwencjonalnych źródeł energii w układach energetycznych statków. W artykule przedstawiono analizę możliwości wykorzystania na statkach takich źródeł, w tym odnawialnych źródeł energii. Spośród wielu różnych źródeł rozważono tylko te, których zastosowanie jest najintensywniej rozwijane, tj. energię wiatru i promieniowania słonecznego.

The article presents the problems related to the application of alternative fuel like solid biomass in the shipbuilding. The decreasing resources of the crude oil, the requirements regarding environmental protection as well as the increase of the liquid fuel prices were the reason for the study. The solid biomass comparing to the liquid or gaseous forms has relatively low calorific value. In order to increase this value the solid biomass is subject to the densification or torrefaction process and most often occurs in the shape of pellets. In this form it could be useful on ships. A test stand has been characterised where it can be experimentally verified whether ship’s rolling does affect the changes in flow resistance values during the pneumatic transportation of solid fuel from the storage facility to the boiler. On the basis of the measurements the hydraulic characteristics have been provided for the piping located on the movable platform with and without granular material. The changes in the platform oscillation period have influence on the change in the pressure inside transport piping for each investigated material. The results also show that the platform constantly inclinations do exert an influence on the pressure drop in the transport pipeline during transporting the granular material. It is smaller when the position is inclined. Comparing the results obtained for the different transported materials of a similar nature of the pressure fluctuations could be observed.

In July 2023, the International Maritime Organization (IMO) revised its strategy for reducing greenhouse gas (GHG) emissions from ships. The changes adopted mean that ships should not emit GHGs as early as 2050, not, as originally assumed in the first version of this strategy, 2100. In turn, on 1 January 2025, a European Union regulation (FuelEU Maritime) on ships entering European Union ports with the aim of supporting the decarbonisation of shipping came into force. In this situation, alternative fuels and all technologies related to the use of renewable energy sources on ships, low-emission fuels and clean technologies are of particular importance because they contribute to the reduction of the consumption of fossil fuels. One of the alternative fuels that meets these criteria is ordinary or torrefied timber pellets. This type of fuel requires the use of special transport installation solutions, such as pneumatic solutions. The article presents selected results of experimental tests conducted using a test stand. On their basis, the hypothesis that the pressure drop in the installation depends on various operating states of the ship and the parameters of the transported material was confirmed.

Heavy oils (HFO fuels) used on ships play a part in degradation of technical condition of heat exchange surfaces of utilization boilers especially on the exhaust gas side. Presence of sulphur in these fuels is the main factor favouring degradation. The upper limit for sulphur content in the fuel used outside the SECA areas equal to 3.5% is currently in force, at least until the year 2020 or 2025. The recommended by classification societies overhauls of utilization boilers are, therefore characterized by a specially chosen strategy thanks to which it is possible to maintain their appropriate technical condition. The requirement to use fuels with low sulphur content (LSFO), which are significantly more expensive than MDO fuels, in the areas of controlled sulphur emissions also led to a further introduction of alternative fuels, such as methanol and above all liquefied natural gas (LNG), onto ships. That is especially valid for the ship owners whose vessels e.g. ferries sail mainly within SCECA This article analyses the consequences of the introduced fuel change on utilization boiler maintenance. A change in the technical condition maintenance strategy for utilization boilers has been suggested.