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The international conventions regarding the climate change, namely the Kyoto Protocol and the Paris Agreement, include the recommendations for international organisations that are responsible for the supervision over the transportation other than land transport. The recommendations refer to the efforts of these branches of the economy to reduce global CO2 emissions. It has been assessed that the maritime transport is the source of around 800 Mt of CO2 per year emitted to the atmosphere. Given the forecast regarding the increasing CO2 emission by ships, the IMO, under the Kyoto Protocol, developed and implemented, and updated numerous legal tools. Despite the adoption of the tools aimed at the limiting the CO2 emitted by ships, it was stated by the IMO that the intention to maintain the global temperature established in 2009, equalled to 2° above the temperature prior to the preindustrial era, was not sufficient. Therefore, in 2017 further amendments to the existing recommendations were made in terms of the reduction of CO2 emission. They should become determinative to achieve the global temperature included in Art. 2 of the Paris Agreement, which equals to 1,5° above the temperature before the preindustrial era. The international requirements impose the obligation to both ship owners and ship operators to monitor, analyse and report of the CO2 emission level caused by the current operation. The paper presents the process of amendments to the legal acts in the scope of minimizing CO2 emission by the international shipping industry in relation to the already existing and planned (in the form of road maps) amendments to the international legislation. Requirements analysis will enable the reader to learn about the legal restrictions and consequences resulting therefrom for ship owners and ship operators. [ABSTRACT FROM AUTHOR]

The implementation of the Energy Efficiency Operational Indicator (EEOI) by the International Maritime Organization (IMO) is a consequence of the need to specify quantified ships' energy efficiency of the vessels in service. The EEOI enables to monitor the efficiency of the ships in operation in a specific period of time based on an actual operation data. In reference to vessels other than ships which are designed for transporting passengers and / or goods (for which the EEOI has been developed), the application of the recommended methodology may be challenging in terms of obtaining a correct view on the CO2 emission level during the operation. The paper includes an analysis of the merits of using the recommended methodology for EEOI in relation to the specialized vessels. A new concept of defining performed transport work has been introduced. It is a decisive value that affects the energy efficiency level of a specialized vessel. The concept has been presented based on a research - training vessel belonging to the group of specialized ships. [ABSTRACT FROM AUTHOR]

The Ship Energy Efficiency Management Plan (SEEMP) has been introduced by the International Maritime Organisation (IMO) as a desire to develop a system approach to the problem of the increased CO2 emission level generated by the world fleet. The paper is an attempt to answer the question whether the Ship Energy Efficiency Management Plan (SEEMP) may be classified as a management system. It also comprises of a comparative analysis of the requirements included in the IMO guidelines regarding developing the SEEMP and the systems the most commonly encountered in navigation such as the System for Ship Safety Management and for Pollution Prevention, drawn up according to the ISM Code requirements, ISO 9000 and ISO 14000. The author, based on an analysis, specifies the characteristic and key elements for the management systems and indicates variances in the structure of these systems. The SEEMP weaknesses are also identified i.e. the deficiencies in ensuring the plan continuity, responsibilities for the actions mentioned in the plan, risk assessment. The analysis results show that the SEEMP does not meet the formal requirements for the management systems and therefore, in order to obtain the status of the management system, the SEEMP should be incorporated into the existing management systems or it should be completed with the missing elements mentioned in the paper. [ABSTRACT FROM AUTHOR]

According to the literature [9,15] geothermal energy means a part of the Earth's energy resources accumulated in water, water steam and dry hot rocks. It is classified to a group of renewable resources, virtually inexhaustible due to its transfer from the Earth's inside by conduction and convection. M. Kaczmarczyk [6] describes geothermal energy as a primary energy originated in the process of the Earth formation and as the energy generated by the radioactive decay. It has been evaluated that the global geothermal energy resources equal to around 8 1030J [5], while at the depth of 5,000 the resources amount to 1,4 1 026 J. Geothermal energy has also been classified in terms of its source. The classification includes two groups. The first group includes hydrothermal energy resources such as, in particular, underground watercourses containing diluted minerals (NaCl, KCl, CaCl2, SiO2) and gasses (mostly CO2, N2). The latter one comprises of petrothermal energy resources among which there is the dry layer of rocks and salt domes [13]. Taking into consideration the temperature, the geothermal energy sources may be classified as [10,14,15]: - Lower - temperature sources, where the water temperature is < 90 °C, - Medium - temperature sources, where the water temperature is from 90 °C to 150 °C, - High - temperature sources, where the water temperature is >150 °C. [ABSTRACT FROM AUTHOR]