Análise da viabilidade de manter motores ciclo diesel em operação nos serviços extrapesados, diante da atual deficiência energética apresentada por baterias
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Data
2023-06-30
Tipo de documento
Estudo de Caso
Título da Revista
ISSN da Revista
Título de Volume
Área do conhecimento
Engenharias
Modalidade de acesso
Acesso aberto
Editora
Autores
Kalsing, Jordan Enzo
Orientador
Bartex, Sérgio Luiz Telles
Coorientador
Resumo
Historicamente, há uma estreita ligação entre transporte e petróleo: 93% da energia
utilizada nos transportes provem de derivados de petróleo. Esse é o motivo em que
se baseia a transição energética que vem ditando os passos do futuro, uma vez que,
a nível global, o setor dos transportes é o segundo maior contribuinte para as
emissões antropogênicas de gases com efeito estufa. Diante da preocupação com os
gases estufa, governos do mundo todo começaram a impor normas limitando a
poluição, afim de controlar as emissões. O presente trabalho busca evidenciar se é
possível uma transição total imediata para operações de navios extrapesados,
baseando-se, principalmente, em graneleiros da classe Suezmax. Utilizando de
bibliografia nacional e estrangeira, das quais livros seminais, legislações vigentes,
legislações futuras, catálogos de fabricantes e pesquisas na área, foram selecionados
artigos e dados condizentes com o tema proposto nesta pesquisa. Para a seleção dos
dados a serem validados, foi utilizada a observação e uma análise cruzada das
informações obtidas. Como resultados, foram obtidos dados constatando que o navio
apresentado se enquadra nos níveis de emissões estipulados, apenas utilizando a
redução de energia pelo EPL. Com a utilização do EPL, reduzindo algo em torno de
33,5% da potência do motor, foi possível reduzir em 53,5% as emissões de CO2. Para
isso, a rotação do motor foi reduzida em 10 rpm. Da mesma forma, foi calculado o
tempo de viagem na rota Paranaguá, Brasil – Roterdã, Holanda, para ver qual seria o
impacto da redução de velocidade de cruzeiro no tempo final de viagem. Houve 22,5%
de aumento. Entretanto, para o cálculo suposto de baterias, estas ainda se mostram
extremamente inviáveis. Quanto ao custo da bateria, essa seria a maior inviabilidade,
pois o valor gasto para adquirir uma unidade com as características necessárias, seria
da ordem de grandeza de que o navio poderia fazer aproximadamente 3.700 viagens
na rota mencionada, ao mesmo custo da aquisição. Isso sem mencionar os custos em decorrência de modificações, instalação, treinamento de pessoal e carga da mesma. Diante do que fora obtido, conclui-se que no atual momento, é impensável a
substituição da propulsão a diesel nos serviços extrapesados.
Historically, there is a close connection between transport and oil: 93% of the energy used in transport comes from oil derivatives. This is the reason for the energy transition that has been dictating the steps of the future, since, worldwide, the transport sector is the second largest responsible for anthropogenic emissions of greenhouse gases. In the face of concern about greenhouse gases, governments around the world have begun to impose regulations that limit pollution to control emissions. The present work seeks to demonstrate whether an immediate full transition to extra-heavy vessel operations, based mainly on Suezmax-class bulk carriers, is possible. Using national and foreign bibliography, including seminal books, current legislation, future legislation, manufacturers' catalogs and research in the area, articles and data consistent with the theme proposed in this research were selected. For the selection of data to be validated, observation and cross-analysis of the information obtained were used. As a result, data were obtained noting that the ship presented fits the stipulated emission levels, using only the energy reduction by the EPL. With the use of EPL, reducing something around 33.5% of engine power, it was possible to reduce CO2 emissions by 53.5%. For this, the engine speed was reduced by 10 rpm. Likewise, the travel time on the Paranaguá, Brazil – Rotterdam, Netherlands route was calculated to see what the impact of reducing cruising speed would be on the final travel time. There was an increase of 22.5%. However, for the supposed calculation of batteries, these are still extremely impracticable. As for the cost of the battery, this would be the biggest unfeasibility, since the amount spent to acquire a unit with the necessary characteristics would be of the order of magnitude that the ship could make approximately 3,700 trips on the mentioned route, at the same acquisition cost. Not to mention the cost of modifications, installation, staff training and cargo. In view of what was obtained, it is concluded that, currently, it is unthinkable to replace diesel propulsion in extra-heavy services.
Historically, there is a close connection between transport and oil: 93% of the energy used in transport comes from oil derivatives. This is the reason for the energy transition that has been dictating the steps of the future, since, worldwide, the transport sector is the second largest responsible for anthropogenic emissions of greenhouse gases. In the face of concern about greenhouse gases, governments around the world have begun to impose regulations that limit pollution to control emissions. The present work seeks to demonstrate whether an immediate full transition to extra-heavy vessel operations, based mainly on Suezmax-class bulk carriers, is possible. Using national and foreign bibliography, including seminal books, current legislation, future legislation, manufacturers' catalogs and research in the area, articles and data consistent with the theme proposed in this research were selected. For the selection of data to be validated, observation and cross-analysis of the information obtained were used. As a result, data were obtained noting that the ship presented fits the stipulated emission levels, using only the energy reduction by the EPL. With the use of EPL, reducing something around 33.5% of engine power, it was possible to reduce CO2 emissions by 53.5%. For this, the engine speed was reduced by 10 rpm. Likewise, the travel time on the Paranaguá, Brazil – Rotterdam, Netherlands route was calculated to see what the impact of reducing cruising speed would be on the final travel time. There was an increase of 22.5%. However, for the supposed calculation of batteries, these are still extremely impracticable. As for the cost of the battery, this would be the biggest unfeasibility, since the amount spent to acquire a unit with the necessary characteristics would be of the order of magnitude that the ship could make approximately 3,700 trips on the mentioned route, at the same acquisition cost. Not to mention the cost of modifications, installation, staff training and cargo. In view of what was obtained, it is concluded that, currently, it is unthinkable to replace diesel propulsion in extra-heavy services.
Palavras-chave
Navios, Baterias, IMO, EPL, Eficiência, Diesel, Combustíveis, Propulsão