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1

Utilization possibility of marine trent 30 gas turbine as prime mover on vessels

Herdzik J., Cwilewicz R.

Journal of KONES

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2017

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Vol. 24, No. 3

95--100

EN

Gas turbines are used as marine prime movers but the market is dominated by the diesel engines (of course turbocharged but they are still diesels). The share of gas turbines is on a level of 4-5% in the worldwide shipping. It was presented the chosen parameters of Rolls-Royce gas turbine MT30 with nominal power 36 MW or 40 MW prepared for marine utilization. It is a good example of development of marine gas turbines with the trial to eliminate the effect of ambient temperature especially on turbine load. It was discussed the significance presented data for possibility of utilization on vessels. It was indicated the advantages and disadvantages of gas turbine sharing. It was mentioned the installation problems: pressure drop in inlet and outlet ducts on the accessible turbine power and specific fuel consumption. It was discussed what important parameters ought to be known for safe turbine operation and maintenance. There is a little information lack. The gas turbine ought not to be treat as a black box. In the end, some final remarks are presented.

2

Remarks on utilization of Marine Trent 30 gas turbine as prime mover on vessels

Herdzik J., Cwilewicz R.

Journal of KONES

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2017

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Vol. 24, No. 2

91--97

EN

Utilization of gas turbines on vessels is a reality. It was presented the examples of utilization on ships of United States Navy and the Rolls-Royce suggestion for sharing on merchant shipping. It was mentioned the advantages of gas turbine MT30 with nominal power 36 MW or 40 MW prepared for marine utilization. It was stated the characteristics of specific fuel consumption, the shaft power rating, the MT30 operating envelope with propeller characteristics as a power receiver. It was given propositions of vessel types for MT30 utilization. It was discussed the remarks on maintenance requirements and needed systems for upkeep the turbine in good technical state for the possibility of full nominal power independent on ambient temperature. It was discussed the requirements of emissions from exhaust gasses to the atmosphere in comparison gas turbines to diesel engines as a one of important problems for utilization engines as prime movers on vessels in merchant shipping. In the end, some final remarks with Rolls-Royce statements are presented.

3

COGES as a future of marine propulsion plants

Cwilewicz R., Górski Z.

Zeszyty Naukowe Akademii Morskiej w Gdyni

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2014

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nr 84

5--13

EN

The paper presents results of analysis concerning type of seagoing ships propulsion plants concerning efficiency, kind of fuel used and influence of propulsion plant operation on marine environment. Application of innovatory combined turbine propulsion plants where gas turbines are thermodynamically connected with steam turbines allows achievement of high efficiency about 60%. Modern design of turbines and using natural gas as a fuel are very important. Gas fuel is characterised by lowered harmfulness for environment than traditional heavy fuel oil. Particularly gas fuel does not contain sulphur and gas fuel exhaust gases are free of solid particles. Additionally calorific value of gas fuel is 25% higher than heavy fuel oil thus the amount of exhaust gases and carbon dioxide emitted to atmosphere are reduced.

4

Prognosis of marine propulsion plants development in view of new requirements concerning marine fuels

Cwilewicz R., Górski Z.

Journal of KONES

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2014

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Vol. 21, No. 2

61--68

EN

Corrected VI Annex to MARPOL Convention requires from January 1st 2015 the use of low sulphur fuels on seagoing ships. The target of requirement is reduction of environment harmful substances in exhaust gases coming from marine fuels combustion. Areas of sea trade are divided into two zones: special Sulphur Oxide Emission Control Areas (SECA) for example Baltic Sea and areas outside SECA. On SECA sea areas the contents of sulphur in marine fuel should not excess 0.1% and on outside SECA the same is 3.5%. In the future i.e. from January 1st 2020, the maximum contents of sulphur in marine fuels on outside SECA areas should be 0.5%. These requirements create serious problems for ship owners operating worldwide. The first problem is considerable higher price of low sulphur fuels, which affects operational costs of fleet. The second problem is adaptation of ship engines to be fuelled with low sulphur fuels. At present, the heavy fuel oils being in common use on ships does not fulfil environ protection requirements. As a result, the use of new grades of marine fuels becomes necessity to fulfil environment protection requirements as well as price requirements to keep merchant fleet operation profitable. The wide use of “ecological fuel” i.e. natural gas as marine fuel is expected. The type of ship propulsion plant, which can be used in the future, will effect on the course of marine energetic plants development. The development of hybrid propulsion, electric propulsion, diesel engines fuelled with natural gas and turbine propulsion driven by natural gas. The paper includes proposal of combined turbine propulsion plant fuelled with natural gas, which according to authors can be leading type of marine propulsion plants in the future.

5

Proposal of ecological propulsion plant for LNG carriers supplying liquefied natural gas to Świnoujście terminal

Cwilewicz R., Górski Z.

Journal of Polish CIMAC

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2011

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Vol. 6, no 1

25-32

EN

The liquefied natural gas should be delivered to Świnoujście terminal by the biggest and the most modern ships. Ships should be operated by Polish owners. Cargo capacity of these ships is limited by depth of waterway on Świnoujście terminal entry. The largest recently built LNG carriers with cargo capacity 250000 m3 have drought about 12m which corresponds to waterway depth. The propulsion plants of such a ships should be fuelled by natural gas witch is considered to be an “ecological fuel”. The natural gas is widely used in onshore energetic plants however in marine applications the heavy fuel oil is still dominating. It is the result of problems in adaptation of marine diesel engines to burn natural gas. That is why LNG carriers should be equipped with combined propulsion plant COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System) made up of gas turbines burning natural gas from boiled off cargo and thermodynamically connected steam turbine. Such a propulsion plant is successfully competing in efficiency with conventional diesel engines fuelled with heavy fuel oil.

6

Environmentally friendly fuel system for liquefied gas carrier propelled with 45 MW main propulsion plant

Górski Z., Cwilewicz R., Krysiak M.

Journal of KONES

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2010

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Vol. 17, No. 1

149-154

EN

This paper describes the problem of improvement in environment protection by application "environment friendly" fuel natural gas for ship propulsion. In thepaper the most suitable type of ship main propulsion system using natural gas was take into consideration. Propulsion using Iow speed diesel engine, medium speed diesel engine, steam turbine and combined systems were taken into consideration. As a result of analysis it was affirmed that COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System) is the most suitable propulsion plant to be fed with natural gas in contrary to ship diesel engines which adaptation to natural gas use still is in initial condition. COGES type propulsion plant consists in thermodynamic join of gas turbines and steam turbines. Ali turbines drive generators ofmain ship power station supplying simultaneously electric power to ship main propulsion electric motors and to ship electric network as well. It is suggested to use natural gas as fuel for gas turbines. Steam turbines are driven by steam produced in boilers warmed by gas turbines exhaust gases. This way a high efficiency of ship propulsion is obtained. The simplest source of natural gas is cargo carried by LNG (Liquefied Natural Gas) carriers. The preliminary project of such a carrier fuel system is presented in the paper. In addition conditions of application, advantages and disadvantages of natural gas fuel system are discussed.

7

Wspomaganie komputerowe wykonania bieżącej charakterystyki napędowej zużycia paliwa statku morskiego ze śrubą nastawną

Górski Z., Cwilewicz R.

Logistyka

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2009

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nr 6

CD-CD

PL

Zużycie paliwa przez układ napędowy statku morskiego jest istotną wielkością określającą aspekt ekonomiczny eksploatacji statku i jego wpływu na środowisko morskie. Bardzo przydatnym narzędziem w eksploatacji statku jest charakterystyka napędowa. Jej prawidłowe wykorzystanie pozwala na istotne oszczędności w zużyciu paliwa przez układ napędowy statku. Charakterystyki napędowe zmieniają się z wiekiem statku i aktualnymi warunkami pływania. Charakterystyki wykonane podczas prób morskich nowozbudowanego statku po czasie deaktualizują się. Stąd konieczna jest znajomość charakterystyki napędowej w aktualnych warunkach pływania. Referat prezentuje prostą metodę wykonania charakterystyki napędowej zużycia paliwa statku ze śrubą nastawną przy pomocy programu komputerowego i jej wykorzystanie do racjonalizacji nastaw głównego układu napędowego.

EN

Ship main propulsion fuel consumption is an essential data characterising an economical aspect of ship operation as well as an influence of ship on sea environment. A very helpful tool in ship operation is propulsion characteristic. Proper use of propulsion characteristic can seriously minimise fuel consumption of ship main propulsion. Propulsion characteristics change along with the ship age and due to actual sailing conditions. Characteristic made during new ship sea trials loss their adequateness as the time passes. Thus it is necessary to posses the propulsion characteristic in present sailing condition. The paper presents a simple method of propulsion characteristic obtaining for the ship equipped with controllable pitch propeller and application of this characteristic for optimisation of ship main propulsion operation with aid of simple computer programme.

8

Modernizacja bazy laboratoryjnej Katedry Siłowni Okrętowych WSM Gdynia na przełomie ostatnich trzech lat

Cwilewicz R., Przybyt A.

Zeszyty Naukowe / Akademia Morska w Szczecinie

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2008

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nr 15 (87)

259-266

PL

W niniejszym referacie przedstawiono możliwości dydaktyczne i badawcze zmodernizowanej na przełomie ostatnich lat bazy laboratoryjnej Katedry Siłowni Okrętowych. Referat zawiera opis wybranych stanowisk i plany rozwojowe w latach nastepnych.

EN

The paper presents didactic and research possibility of the Merine Power Plant Laboratory base. The view of didactic and research stands have been described. The new trends of developments of the laboratory base have been also presented.

9

Kształcenie studentów w zakresie turbinowych napędów okrętowych w uczelniach morskich

Adamkiewicz A., Behrendt C., Cwilewicz R., Dzida M., Michalski R.

Zeszyty Naukowe / Akademia Morska w Szczecinie

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2008

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nr 15 (87)

217-231

PL

Referat prezentuje problematykę kształcenia studentów w zakresie parowych i spalinowych turbinowych napędów statków j okrętów. Obejmuje on: tradycje kształcenia w zakresie turbin, aktualny stan przedmiotu, wykorzystywane skrypty, podręczniki, pomoce dydaktyczne, Iaboratoria i relizowane zajęcia praktyczne, iloścl studentów na kierunku dyplomowania. Stan aktualny odniesiono do innych ośrodków kształcących oficerów mechaników okrętowych.

EN

The paper presents the methodology of student education on steam and gas turbine engines used on naval ships and merchant vessels. The following aspects are discussed: the history and present status of educational systems on turbine engineering, hand books and teaching aids used lab and skiIIs training, and numbers of students on licence examination. The present status of such education in Poland is compared with mechanics other centers training.

10

Proposal of propulsion for liquefied natural gas tanker (LNG carrier) supplying LNG terminal in Poland

Górski Z., Cwilewicz R., Konopacki Ł., Kruk K.

Journal of KONES

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2008

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Vol. 15, No. 2

103-108

EN

The diversification of natural gas supply to Poland and plans to build liquefied natural gas (LNG) terminal in Poland are obvious. Regarding, independent of supply from Russian sources through inland pipelines the sea transport of natural gas is necessary. Provisional analysis shows the possibility of supply from Gulf via Suez Channel or from Black Sea area. Due to economical reasons the transport should be performed by the biggest ships, which can pass Suez Channel and Danish Straits under full load. Referring to analysis presented in paper ,,Proposal of turbine propulsion for new generation liquefied natural gas carrier with a capacity of 250000-300000 cbm" (European CONES 2007) the COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System) propulsion fed with natural gas from carried cargo is proposed. Basic advantages of such propulsion are: "ecological fuel" application, high efficiency and maintenance friendly propulsion plant. The indubitable qualities of a COGES type ship's powerplant, fuelled with natural gas induce interest for this kind of powerplant with cheaper capital expenditure and low exploitation costs, but at the same time showing simplicity in service and ,,ecological fuel" application. In conclusion a discussion about construction of LNG carries for Polish gas terminal supply as well as kind of propulsion plant for these ships is called.

PL

Potrzeba dywersyfikacji zaopatrzenia Polski w gaz naturalny i plany budowy terminalu gazowego w Polsce są oczywiste. Ze względu na konieczność uniezależnienia od dostaw gazu systemem rurociągów ze źródeł rosyjskich konieczny jest transport morski surowca zbiornikowcami do przewozu gazu naturalnego (LNG). Wstępna analiza wskazuje na możliwość dostaw z obszaru Zatoki Perskiej poprzez Kanał Sueski lub z obszaru Morza Czarnego. Ze względów ekonomicznych zakłada się, że gaz powinien być przewożony możliwie największymi statkami zdolnymi przepłynąć pod pełnym załadunkiem przez Kanał Sueski i Cieśniny Duńskie. Nawiązując do analiz zaprezentowanych w referacie ,,Propozycja napędu turbinowego zbiornikowca nowej generacji do przewozu skroplonego gazu naturalnego o ładowności 250000-300000 m3" (European KONES 2007) zakłada się zastosowanie dla takich statków kombinowanego napędu turbinowego COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System) zasilanego gazem naturalnym z przewożonego ładunku. Podstawowe zalety tego rodzaju napędu to: zastosowanie ,,paliwa ekologicznego", wysoka sprawność i łatwość eksploatacji napędu głównego. Niewątpliwe zalety napędu okrętowego typu COGES napędzanego gazem ziemnym skłaniają do zainteresowania tym rodzajem napędu tańszego inwestycyjnie oraz eksploatacyjnie a jednocześnie prostego w obsłudze i stosującego ,,ekologiczne paliwo". W konkluzji proponuje się podjęcie szerokiej dyskusji na temat budowy zbiornikowców LNG do zaopatrzenia terminalu gazowego w Polsce oraz rodzaju zastosowanego na nich napędu.

11

Usefulness assessment of standard measuring instruments installed on sea-going ships to perform energy measurements

Górski Z., Cwilewicz R.

Polish Maritime Research

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2007

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nr 1

23-27

EN

The presented work is a contribution to discussion on usefulness of application of measurement instrumentation used on sea-going ships for energy measurement and scientific research purposes. Contemporary sea-going ships are equipped as a rule with up-to-date measurement instrumentation usually based on electronic data processing and computer technique. These authors have made many times use of such instruments in their research work. This way it was not necessary to install any special instruments, that significantly reduced measurement cost. In such cases to obtain a sufficient accuracy of measurements constitutes a crucial problem. In this paper was presented an analysis of measurement errors of some operational parameters of ship and its main propulsion system, elaborated within the frame of the KBN research project no. 9 T12D 033 17. Results of the analysis confirm usefulness of the standard measurement instrumentation installed on ships, and its sufficient accuracy.

12

Proposal of turbine propulsion for a new generation liquefied natural gas carrier with a capacity of 250 000-- 300 000 cbm

Górski Z., Cwilewicz R.

Journal of KONES

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2007

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Vol. 14, No. 2

179-186

EN

Liquefied natural gas carriers (LNG carriers) are built nowadays with the capacity of 135,000 division sign 165,000 cbm. LNG carriers with capacity of about 200,000 cbm are also in project works and under construction. Projects of new generation LNG carries with the capacity ranging from 250,000 to 300,000 cbm will be executed soon. Estimated main propulsion power of such LNG carriers will be 40 to 50 MW. The gas turbine propulsion with carried natural gas used as a fuel is proposed for these ships. To improve efficiency of propulsion a COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System) propulsion system is suggested. With the relatively simple configuration, the COGES system makes possible to achieve acceptable propulsion efficiency. COGES drive system also simplifies operation of propulsion plant, decreases engine room space and considerably contributes to environment protection as natural gas is considered to be an "ecological fuel". In particular the schema of the COGES propulsion system, ccomparison of machinery space of LNG carrier propelled by the low speed diesel engine and the COGES system are presented in paper.

PL

Obecnie eksploatowane i budowane zbiornikowce do przewozu skroplonego gazu naturalnego LNG posiadają ładowność rzędu 135.000 do 165.000 m3. Projektowane są też i budowane zbiornikowce LNG o ładowności rzędu 200000 m3. W niedługim czasie będą realizowane projekty zbiornikowców LNG nowej generacji o ładowności 250.000 do 300.000 m3. Ocenia się, że zapotrzebowanie mocy napędu głównego dla nowej generacji zbiornikowców LNG będzie rzędu 40 do 50 MW. Proponuje się zastosowanie do napędu takich statków turbin gazowych zasilanych przewożonym gazem naturalnym. Celem podniesienia sprawności siłowni proponuje się zastosowanie siłowni kombinowanej typu COGES (Combined Gas Turbine and Steam Turbine Integrated Electric Drive System), która przy stosunkowo prostej konfiguracji umożliwi uzyskanie akceptowalnej sprawności napędu. Siłownia typu COGES pozwoli też na uproszczenie procesu eksploatacji napędu, zmniejszenie objętości siłowni na rzecz przestrzeni ładunkowej, a spalanie gazu naturalnego powszechnie uważanego za "paliwo ekologiczne" będzie ważnym przyczynkiem do ochrony środowiska naturalnego. W szczególności schemat układu napędowego typu COGES, porównanie wielkości siłowni zbiornikowca LNG z napędem tłokowym silnikiem spalinowym wolnoobrotowym i napędem typu COGES są prezentowane w artykule.

13

Experimental determination of propulsion characteristics of a ship with controllable pitch propeller by applying a standardization method of input parameters

Górski Z., Cwilewicz R.

Polish Maritime Research

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2002

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Vol. 9, nr 3

15-19

EN

In the paper a practical method of determination of propulsion characteristics of a ship with controllable pitch propeller is presented. The method is based solely on the results of the energy measurements performed onboard the ship. Therefore it is not necessary to make use of any results of ship hull model tests and engine bed tests. Planning of the experiment with the use of standard values of input parameters makes it possible to considerably lower the number of measurement points and this way to shorten time and cost of the measurements.

14

Ocena energetyczna siłowni współczesnych zbiornikowców

Cwilewicz R., Giernalczyk M.

Budownictwo Okrętowe i Gospodarka Morska

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2002

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nr 1

22-24

15

New developments in Computer Based Training (CBT) interactive programs for marine engineering students and ship engineers

Cwilewicz R., Gałecki W., Tomczak L., Zheng H.

Polish Maritime Research

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1999

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nr 1

13-18

EN

This paper describes new developments in application of CBT interactive programs intended for familarization with indyvidual equipment devices such as boilers, fresh water generators, steering gear, anti-pollution plants, diesel electric generators etc. Experience gained in CBT applications, benefits and advantages of the use of interactive programs in the education process of ship's engineers are also presented.