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This thesis presents an analysis of stability criteria and characteristics of passenger ships. The study examines international conventions, regulations and codes related to passenger ship`s stability. This research investigates the factors affecting passenger ship`s stability. Findings of the research contribute to an understanding of stability principles and operations at passenger ships. As a conclusion a table made to show differences between stability operations at passenger ships and at cargo ships.

The maritime industry plays a significant role in the trade of goods worldwide. According to statistical data, about 80% of world trade by volume and over 70% by value is transported by sea. This highlights the key importance of the maritime industry as the backbone of international trade, but also contributes significantly to greenhouse gas (GHG) emissions. Challenges in reducing emissions stem from the industry's heavy reliance on fossil fuels, especially heavy fuel oil, which emits significant amounts of carbon dioxide (CO2) and other pollutants. This research provides an overview of International Maritime Organization (IMO) Greenhouse Gas (GHG) regulations, which play a crucial role in reducing emissions, and their implications for the design and operation of cargo ships. The IMO has initiated a policy to decarbonize ships by introducing energy efficiency regulations, with short-term goals that progressively strengthen requirements. The IMO has also announced ambitious medium and long-term targets, which aim to reduce CO2 emissions from transport for a 40% by 2030 and a 70% reduction by 2050 compared to 2008 levels. To achieve these goals, the maritime industry implemented operational and technical measures. Operational measures, such as slow steaming, resulted in a significant reduction in power. Technical measures have also been implemented, including energy-saving devices and the use of liquefied natural gas (LNG) as fuel. However, these measures alone are not sufficient to achieve significant emission reductions. Therefore, the future is the application of alternative fuels for propulsion purposes, capable of reducing GHG emissions by up to 100%. However, these technologies are still under development, expensive, and face safety and scalability challenges. The findings contribute to the understanding of the implications of the IMO GHG regulations on the design and operation of cargo ships and highlights the need for alternative fuels to achieve significant e

The research explores the impact of energy efficiency regulations on the author's custom-built database of over 200 ferries commuting in the Mediterranean Sea region (Mijatovic 2023) in order to address their near future and urge design adjustments. For that purpose, an attained and a required Energy Efficiency Existing Ship Index (EEXI) are calculated for each ship. The findings indicated that 172 ferries, or 87% of the ships, met IMO requirements as shown in Fig.1.The IMO's reduction factors for EEXI reveals a notable pattern. In most ship categories, these factors closely resemble the reduction factors employed during the second phase of Energy Efficiency Design Index (EEDI) implementation. However, this congruence doesn't extend to Ro-Pax ferries, where a distinct trend emerges. Specifically, it's intriguing to observe that for newly constructed vessels, the reduction factor stands at 20% (IMO 2021), while for existing ferries, it's a mere 5% (IMO 2021). This significant discrepancy prompted the decision to conduct also an EEDI calculation for the existing fleet of ferries. The aim was to gain valuable insights into how effectively the current design and inherent attributes of these ships align with the requirements set for newly built counterparts. While the EEDI calculation has primarily been applied to new ship designs, it has often served as the primary metric for evaluating energy efficiency in both new and existing vessels throughout the years.

Emissions from ships at berth are small compared to the total ship emissions; however, they are one of the main contributors to pollutants in the air of densely-populated areas, consequently heavily affecting public health. This is due to auxiliary marine engines being used to generate electric power and steam for heating and providing services. The present study has been conducted on an engine representative of a marine auxiliary, which was a heavy duty, six-cylinder, turbocharged and after-cooled engine with a high pressure common rail injection system. Engine performance and emission characterisations during cold start are the focus of this paper, since cold start is significantly influential. Three tested fuels were used, including the reference diesel and two IMO (International Maritime Organization) compliant spiked fuels. The research engine was operated at a constant speed and 25% load condition after 12 h cooled soak. Results show that during cold start, significant heat generated from combustion is used to heat the engine block, coolant and lubricant. During the first minute, compared to the second minute, emissions of particle number (PN), carbon monoxide (CO), particulate matter (PM), and nitrogen oxides (NO x) were approximately 10, 4, 2 and 1.5 times higher, respectively. The engine control unit (ECU) plays a vital role in reducing engine emissions by changing the engine injection strategy based on the engine coolant temperature. IMO-compliant fuels, which were higher viscosity fuels associated with high sulphur content, resulted in an engine emission increase during cold start. It should be taken into account that auxiliary marine diesel engines, working at partial load conditions during cold start, contribute considerably to emissions in coastal areas. It demonstrates a need to implement practical measures, such as engine pre-heating, to obtain both environmental and public health advantages in coastal areas.

This study presents an overview of the context and global impacts of recent International Maritime Organization (IMO) regulations on the marine fuel oil refining industry, future marine fuel mix and ship emissions. IMO limited marine fuel sulphur content in both Sulphur Emission Control Areas (SECAs) and Nitrogen Oxide Emission Control Areas (NECAs) to 0.1% (wt. %) by 2015, and to 0.5% globally by 2020. It is anticipated that the newly implemented IMO regulations will help to mitigate negative impact of ship emissions on public health and environment. IMO regulations require significant changes to refineries to increase the production of low sulphur fuels through a shift to distillates, use of novel deep desulphurization techniques, or fuel blending. Changes to the refinery processes can bring forth increases in greenhouse gas emissions and high capital investments. Alternative fuels will need to meet the required reduction of air pollutants and greenhouse gas emissions in coastal areas. Alternative marine fuels consisting of liquefied nature gas (LNG) and biofuel may be suitable fuels to meet both targets. These two fuels are predicted to account for 50% of shipping energy demand by 2050, while the remainder will still be supplied by conventional heavy fuel oil (HFO)/marine gas oil (MGO). Switching to low sulphur fuels as a results of the new IMO regulations has led to measureable reductions in ship emissions generally. This fuel switching also resulted in changes in engine emission characteristics, especially on particulate matter chemical composition.

This project developed an in-vessel emission measurement system and emission evaluation protocol to aid air quality modellers, government regulators and industry. The work enables characterisation of emissions emitted in different ships using heavy fuel oil and operating under a full range of conditions such as at-berth, manoeuvring and ocean-going. Results from the project will improve the quality of input data to air quality modellers who assess the impact of ship emissions on coastal and port areas.