Wyniki wyszukiwania - BazTech

1

Różne rozwiązania konstrukcyjne sterów jako sposób ograniczania zużycia paliwa na statkach morskich

Giernalczyk M., Górski Z., Krefft J.

Logistyka

|

2015

|

nr 6

1415--1420, CD

PL

Wprowadzony w życie 19 maja 2005 roku Załącznik VI Konwencji MARPOL dotyczący zapobiegania zanieczyszczania powietrza przez statki, wymusił na armatorach stosowanie rozwiązań zmierzających do ograniczenia emisji do atmosfery szkodliwych substancji. Poziom emisji tych związków jest proporcjonalny do ilości spalanego paliwa, stąd poszukiwane są rozwiązania pozwalające ograniczyć jego zużycie. Pośród czynników mających znaczący wpływ na zużycie paliwa jest opór statku. Jedną ze składowych tego oporu stanowi opór steru. W artykule przedstawiono zasadę działania steru płetwowego oraz strukturę sił powstałych w wyniku rozkładu ciśnień w strumieniu wody opływającym wychyloną płetwę, w tym siłę oporu. Przedstawiono różne rozwiązania konstrukcyjne sterów biernych i aktywnych. Zwrócono uwagę na elementy konstrukcje sterów mające wpływ na ograniczanie oporu podczas eksploatacji statku. Na koniec podano przykłady aplikacji opisanych rozwiązań na współczesnych jednostkach pływających.

EN

Annex VI of the MARPOL Convention concerning prevention of air pollution from ships, in force since May 19th 2005, has forced the ship owners to use means for reduction of environment harmful substances emitted into the atmosphere. The emission level of the harmful substances is proportional to the ship’s fuel consumption. Therefore the new solutions are developed to reduce fuel consumption with its application into the marine environment. The ship’s resistance is one of the factors significantly influencing the fuel consumption. The rudder resistance is one of the ship’s total drag. The principle of the passive blade rudder and the phenomenon of the created forces structure as a result of pressure distribution in the water flow along the laid rudder blade, including the resistance force have been presented. Different construction of the passive blade and active rudder types has been discussed in the paper. Structural rudder elements that influence the reduction of drag effect during the ship’s operation were highlighted. The examples of their application in the contemporary oceangoing ships have been raised at the end of the paper.

2

Różne rozwiązania konstrukcyjne pędników jako sposób ograniczania zużycia paliwa na statkach

Giernalczyk M., Górski Z., Krefft J.

Logistyka

|

2015

|

nr 6

1404--1414, CD

PL

Wprowadzony w życie 19 maja 2005 roku Załącznik VI Konwencji MARPOL dotyczący zapobiegania zanieczyszczania powietrza przez statki, wymusił na armatorach stosowanie rozwiązań zmierzających do ograniczenia emisji do atmosfery szkodliwych substancji. Poziom emisji tych związków jest proporcjonalny do ilości spalanego paliwa, stąd poszukiwane są rozwiązania pozwalające ograniczyć jego zużycie. Zastosowanie odpowiedniej konstrukcji pędników o wysokiej sprawności, dostosowanych do określonego typu kadłuba statku pozwala znacząco ograniczyć zużycie paliwa. W artykule przedstawiono różne typy pędników oraz strukturę strat powstających podczas ich eksploatacji i decydujących o sprawności napędowej. Zaprezentowano rozwiązania oraz elementy konstrukcyjne mające wpływ na ograniczanie strat i podniesienie efektywności pędnika podczas eksploatacji statku. Na koniec podano przykłady aplikacji opisanych rozwiązań na współczesnych jednostkach pływających.

EN

Annex VI of the MARPOL Convention concerning prevention of air pollution from ships, in force since May 19th 2005, has forced the ship owners to use means for reduction of environment harmful substances emitted into the atmosphere. The emission level of the harmful substances is proportional to the ship’s fuel consumption. Therefore the new solutions are developed to reduce fuel consumption with its application into the marine environment. The efficiency of the ship’s propeller is one of the factors considerably influencing the fuel consumption and the entire ship’s propulsion efficiency. The correct choice of the high efficiency propellers that are matched to the certain ship’s hull type, result in the significant reduction of the fuel consumption. Different propellers types and the structure of the losses created during the propeller operation strongly contributing in the propulsion efficiency have been discussed in the paper. Technical solutions and construction devices that limit the losses and help to increase the propeller efficiency in the ship’s operational mode have been presented. The application in the contemporary oceangoing ships of described designs have been raised at the end of the paper.

3

Metody zmniejszania oporów kadłuba w celu ograniczenia zużycia paliwa przez statki

Giernalczyk M., Górski Z., Krefft J.

Logistyka

|

2015

|

nr 4

7453--7460, CD2

PL

Wprowadzony w życie 19 maja 2005 roku Załącznik VI Konwencji MARPOL dotyczący zapobiegania zanieczyszczania powietrza przez statki, wymusił na armatorach stosowanie rozwiązań zmierzających do ograniczenia emisji do atmosfery szkodliwych substancji. Poziom emisji tych związków jest proporcjonalny do ilości spalanego paliwa, stąd poszukiwane są rozwiązania pozwalające ograniczyć jego zużycie. Jednym z czynników mających wpływ na zużycie paliwa jest opór statku. W artykule przedstawiono strukturę całkowitego oporu statku i opisano jego elementy składowe. Ponadto wskazano czynniki mające wpływ na ograniczanie oporów pływania podczas eksploatacji. Są to czynniki projektowe i eksploatacyjne. Zwrócono uwagę na wpływ każdego z tych czynników na wielkość całkowitego oporu i przedstawiono metody zmierzające do ich ograniczenia. Na koniec podano przykłady zastosowań opisanych metod na współczesnych jednostkach.

EN

Annex VI of the MARPOL Convention concerning prevention of air pollution from ships, in force since May 19th 2005, has forced the ship owners to use means for reduction of environment harmful substances emitted into the atmosphere. The emission level of the harmful substances is proportional to the ship’s fuel consumption. Therefore the new solutions are developed to reduce fuel consumption with its application into the marine environment. The ship’s resistance is one of the factors significantly influencing the fuel consumption. The structure of the total ship’s resistance with explanation focused on its basic components has been presented in the paper. Additionally the design and operational factors that can reduce the ship’s resistance have been shown. Attention has been drawn to highlight the importance of each factor in the total ship’s resistance and methods that can lead to reduction of each factor have been presented. Finally examples of the methods implemented in the contemporary oceangoing ships have been shown.

4

Metoda wstępnego określania mocy napędu głównego, mocy elektrowni okrętowej i wydajności kotłów różnych typów statków

Giernalczyk M., Górski Z.

Logistyka

|

2015

|

nr 4

3343--3352

PL

W pracy przedstawiono opracowaną na podstawie analiz statystycznych metodę wstępnego wyznaczania mocy napędu głównego, mocy elektrowni okrętowej i wydajności kotłów dla różnych typów statków. W tym celu dla każdej grupy (typu) statków stworzono listy referencyjne (listy statków podobnych) obejmujące statki eksploatowane i nowobudowane na podstawie których przeprowadzono analizy napędów głównych, elektrowni i kotłowni. Do utworzenia listy statków podobnych wykorzystano głównie dane The Royal Institution of Naval Architects, zamieszczającym swoje opracowania w renomowanym roczniku SIGNIFICANT SHIPS OF YEAR. Wzory opracowane omawianą metodą charakteryzują się dobrym odwzorowaniem opisywanych wielkości o czym świadczą wysokie współczynniki korelacji i determinacji regresji. Są one szczególnie przydatne na etapie projektu wstępnego, kiedy nie są jeszcze znane wyniki badań modelowych pozwalające określić opór okrętu i w efekcie moc do napędu statku oraz brak bilansu odbiorników energii elektrycznej i pary. Pozwalają w sposób bardzo szybki i z zadawalającą dokładnością określić moce napędu głównego, elektrowni i wydajności kotłów projektowanych jednostek.

EN

This paper describes an estimation method of ship propulsion power, onboard power station electric power and boilers capacity for the number of ship types by means of statistics. A wide population of being in operation and new built ships was taken into consideration on the base of similar ships list. The list of similar ships was prepared mainly on data given in works of THE ROYAL INSTITUTION OF NAVAL ARCHITECTS published in famous year’s issue the SIGNIFICANT SHIPS OF YEAR. As a result of analysis formulas for calculations of ship propulsion power, onboard power station electric power and boilers capacity for considered types of ships are obtained. Formulas elaborated by means of described method are characterised by good representation of described values as they have high coefficients of correlation and regression determination.

5

COGES as a future of marine propulsion plants

Cwilewicz R., Górski Z.

Zeszyty Naukowe Akademii Morskiej w Gdyni

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2014

|

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.

6

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

|

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.

7

Analysis concerning possibilities of reduction of toxic substances and co2 emission by use of dual fuel diesel engines for seagoing ships main propulsion

Giernalczyk M., Górski Z.

Journal of KONES

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2014

|

Vol. 21, No. 2

77--82

EN

The goal of the paper is to focus the problem of emission of toxic compounds e.g. NOx, SOx and CO2 from seagoing ships to environment. The VI Amendment to Marpol Convention concerning prevention against air pollution by seagoing ships brought into practice in May 19th 2005 forced ship owners to use means for reduction of environment harmful substances emission to atmosphere. Considerable reduction of these harmful substances can be use dual fuel diesel engines for ship propulsion. Dual fuel engines are fuelled by natural gas having methane as main component. Leading producers of marine diesel engines introduced into production diesel engines DF (Dual Fuel) type. These engines can be fuelled alternatively with natural gas or with heavy fuel oil and marine diesel oil. Today the propulsion by diesel engines fuelled with natural gas is the most popular on ships carrying natural gas cargo i.e. LNG carriers (Liquefied Natural Gas Carriers). Natural gas is freight in liquid form under atmospheric pressure in temperature -163 °C. Due to heat penetration into cargo tanks, the liquefied gas evaporates. Evaporated cargo BOF (Boil Off Gas) is used as a fuel in ship diesel engines. However, dual fuel engines are used on other types of ships not only on LNG carriers. A number of seagoing ships fuelled with natural gas are now under construction. For example container ship 9,000 TEU in Japan shipyard Kawasaki Heavy Industries or container ship 14,000 TEU in Korean shipyard Daewoo Shipbuilding & Marine Engineering for company CMA-CGM. Ships fuelled with natural gas e.g. modern ferries are also built by Stocznia Remontowa Shipbuilding in Poland for Norwegian owner. Adaptation of presently operated ships for fuelling with natural gas is also considered.

8

Wyznaczanie współczynnika dyfuzji kompleksu kobaltu z kwasem di(2-etyloheksylo)fosforowym (D2EHPA) w toluenie z wykorzystaniem hiperspektralnego obrazowania cyfrowego oraz metody elementów skończonych

Stasiak M., Bogacki M., Górski Z., Musielak G., Szłapka M., Żywek E.

Inżynieria i Aparatura Chemiczna

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2014

|

Nr 1

38--39

PL

W pracy zaproponowano metodę wyznaczania współczynnika dyfuzji. Metoda ta polega na określeniu rozkładów przestrzennych stężenia badanych związków w czasie za pomocą hiperspektralnego obrazowania cyfrowego. Następnie otrzymane rozkłady są porównywane z rozwiązaniami numerycznymi równania dyfuzji. Rozwiązania te są otrzymywane za pomocą MES. Współczynnika dyfuzji poszukuje się wykorzystując optymalizacyjne rozwiązanie zagadnienia odwrotnego. W pracy wyznaczono współczynnik dyfuzji wybranego związku w toluenie.

EN

A method for the determination of diffusion coefficient is proposed in the paper. The method deals with finding out the spatial concentration distribution of compounds using hyperspectral digital imaging. Then, the obtained distributions are compared with numerical solutions of diffusion equation. These solutions are obtained by using FEM. The diffusion coefficient is sought applying the optimization solution of inverse problem. The diffusion coefficient of selected compound in toluene was determined.

9

Methods of reduction of fuel consumption as means for CO2 emitted by seagoing ships minimising

Giernalczyk M., Górski Z.

Journal of KONES

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2013

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Vol. 20, No. 4

85--91

EN

The subject of paper is to focus the problem of carbon dioxide emission from seagoing ships. The paper presents analysis of possibilities of fuel consumption minimizing and this way reduction of carbon dioxide emission from seagoing ships. However, The VI Amendment to MARPOL Convention concerning prevention against air pollution by seagoing ships did not take into consideration carbon dioxide emission, the importance of this problem was perceived by international organizations among others by IMO. As a result corrections in VI Amendment to MARPOL Convention were introduced thus forcing reduction of CO2 emission by seagoing ships. Among means reducing emission of carbon dioxide into atmosphere the following are mentioned: construction modifications of new built ships i.e. reduction of ship speed, optimization of main engine and propeller selection, optimization of ship hull shape, application of resistance reducing hull coatings, use of alternative (ecological) fuels and utilization of propulsion plant waste heat. In turn, for ships already in operation methods for fuel consumption and carbon dioxide reduction can be individual for each ship full monitoring of main engine operational parameters and measurement of waste heat utilization rate. According to opinion of paper authors, the minimizing of carbon dioxide reduction can be mainly achieved by utilisation of exhaust gases heat for electric power production in steam turbo alternators running in one- or two stage steam pressure systems. The analysis executed in the paper of one- and two stage steam system advantages shows that one stage steam system is more economically profitable in practice application.

10

Modernizacja układu torowego i peronów stacji kolejowej Wrocław Główny w ramach przygotowania do UEFA EURO 2012TM

Paśko L., Górski Z., Roszkowski R.

Przegląd Komunikacyjny

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2012

|

Nr 5-6

56-61

PL

Wrocław Główny - dworzec kolejowy i największa z osobowych stacji kolejowych we Wrocławiu. Jeden z nielicznych w Polsce, który ma halę peronową. Położony na liniach kolejowych prowadzących z południowego wschodu (Opole oraz Lubliniec) i południa (Świdnica oraz Kłodzko) na zachód (Jelenia Góra oraz Legnica), północ (Poznań), północny zachód (Głogów) i południe (Kamieniec Ząbkowicki, Kłodzko, Międzylesie) a przez stację Wrocław Nadodrze - na północny wschód (Oleśnica).

11

Obrazowanie bioluminescencji jednym z narzędzi do określania skuteczności zabezpieczeń budowli przed korozją biologiczną

Łowińska-Kluge A., Górski Z.

Materiały Budowlane

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2012

|

nr 5

73-74

EN

The paper presents a part of the test research aimed at determining effectiveness of building protection under the conditions of biological corrosion. The tests have been carried out for corroding samples of the material collected from real building objects before and after the use of various measures aimed at combating the reasons of the biological corrosion. The light emission (i.e. bioluminescence) accompanying vital functions of unwanted organisms (e.g. fungi) has been used as a measure of effectiveness of the treatment. The light intensity has been read out from the images registered by CCD camera operating in the technology of single photon counting. So obtained results indicate that bioluminescence imaging may be used for quick qualitative evaluation of the protection.

12

Statistic determination of main propulsion power and total power on board electric power station on anchor handling tug supply vessels AHTS servicing oil rigs

Górski Z., Giernalczyk M.

Journal of Polish CIMAC

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2012

|

Vol. 7, no 1

16-18

EN

The paper presents statistic method of preliminary determination of main propulsion power and total power of onboard electric power station for AHTS (Anchor Handling Tug Supply Vessel) type ships servicing oil rigs. At the beginning a characteristic and classification of AHTS vessels was presented. Also analysis of AHTS main propulsion plants and onboard electric power station was executed. Conventional and diesel-electric propulsion plants were taken into consideration as well as propulsion plants equipped with fixed pitch and controllable pitch propellers. Statistic methods elaborated in Marine Power Plants Department of Gdynia Maritime University make possible in quick and simple way to determine parameters of ship energetic system. Good accuracy of methods is confirmed by coefficients of regression determination and coefficients of correlation. Statistic methods also make possible to forecast the development trends in energetic systems construction of ships, which can be built in the future. Elaborated dependencies of main propulsion power and total power of onboard electric power station are not universal and should be determined separately for every type of ships. In this paper results concerning AHTS tugs servicing oil rigs are presented.

13

Method for determination of energy demand for main propulsion and onboard electric power for modern harbour tug boats by means of statistics

Górski Z., Giernalczyk M.

Journal of KONES

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2012

|

Vol. 19, No. 1

147-154

EN

The paper presents the method of preliminary estimation of harbour tugs main propulsion power and on board electric power station based on statistical analysis. At the beginning of paper, the classification of tug boats is executed. Tug boats are classified according to their type of service, type of main propulsion, equipment and way of service. For harbour and roadstead tug boats, the analysis of main propulsion plants and on board power station is executed. Pushing and tractor propulsion plants are presented in which different types of thrusters i.e. azimuth, cycloid and classic propellers are analysed. Advantages and defects of each type of main propulsion are pointed. Statistic methods of analysis are elaborated in Department of Marine Propulsion Plants of Gdynia Maritime University. These methods make possible in simple and quick way to estimate parameters of ship energetic system. The estimation is carried out with good correlation coefficient and high determination of regression coefficient. Statistic methods make also possible to forecast energetic systems parameters for ships to be built in the future. Dependencies for main propulsion power and electric power of onboard power station are not universal for all types of ships. They should be elaborated separately for each type of ships. In this paper, the results concerning only harbour and roadstead tug boats are presented.

14

Model niszczenia zmęczeniowego spawanego złączy prostopadłych płyt

Kozak J., Górski Z.

Przegląd Spawalnictwa

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2011

|

R. 83, nr 4

49-53

PL

Występujące w konstrukcjach statków pęknięcia zmęczeniowe powstają w miejscach szczególnie wrażliwych na obciążenia zmienne, tj. miejscach koncentracji naprężeń, do których należą złącza spawane. W przypadku zmęczeniowego pękania spawanych konstrukcji złożonych, do których należą konstrukcje kadłubów statku, proces pękania można podzielić na dwa stadia: propagacji pęknięcia w kierunku grubości oraz rozwoju pęknięcia na jego szerokości. Dodatkowo, niektóre z pęknięć zmęczeniowych rozwijają się w sposób niewidoczny i nie mogą być zauważone przez inspektora nadzoru, ze względu na warunki, w jakich odbywa się inspekcja (statek stojący w doku, oględziny w miejscach podatnych na pękania z reguły trudno dostępne, zanieczyszczone, znajdujące się w zamkniętych, nieoświetlonych przestrzeniach). W celu wyjaśnienia mechanizmu powstawania i rozwoju zmęczeniowego niszczenia w złożonych konstrukcjach spawanych przeprowadzono badania zmęczeniowe modelu spawanego złącza prostopadłych płyt poszycia w modelu węzła konstrukcyjnego statku - decydującym o wytrzymałości kadłuba. Badany model stanowił replikę węzła obłowego (miejsca połączenia burty z dnem) statku, wykonaną w skali zbliżonej do rzeczywistej i poddany był sinusoidalnemu wahadłowemu obciążeniu zmiennemu, które odpowiadało obciążeniu występującemu w konstrukcji rzeczywistej, wywołanemu siłami bezwładności od przyśpieszeń konstrukcji poddanej kołysaniu poprzecznemu. Na podstawie analizy wyników zaproponowano dwustopniowy model niszczenia zmęczeniowego węzła obłowego statku, wg którego opracowano analityczną metodę (wykorzystującą metodologię naprężeń nominalnych lub mechaniki pękania) określania trwałości zmęczeniowej złożonych węzłów konstrukcji okrętowych.

EN

Occurring in the ship construction fatigue cracks arise in the areas of design are particularly susceptible to changing loads such as acute stress concentration area, which includes the welded joints. For fatigue fracture of welded construction of complex structures which include the hulls of the ship, the process of cracking can be divided into two stages: propagation through the element thickness stage and the stage of crack propagation in the width direction of the element. In addition, some of the fatigue cracks are not visible in the developing process, and as such can not be seen by an observer (inspector), given the conditions in which the inspection (the ship standing in the dock, just out of service, places susceptible to cracking as a rule are hard-contaminated, in a closed, unlit spaces). In order to clarify the mechanism of formation and propagation of fatigue damage in the composite structures was carried out fatigue tests of welded perpendicular plate of the hull of the ship design of node model - determines the strength of the hull on a global scale. The test model was a replica of the bidge corner (ship's side with the bottom side joint) of the ship, made in a scale similar to the actual and subjected to a sinusoidal changing load, which corresponded to the load occurring in the actual structure induced by forces of inertia from the acceleration of the structures subjected to transverse swing. Based on the analysis results, it is proposed two-stage model of the fatigue ship bilge node damage on which analytical method (a combination of deformation methods and the methods based on fracture mechanics) to determine the fatigue life time of complex nodes in the ship structures was proposed.

15

Fatigue strength determination of ship structural joints. Part I. Analytical methods for determining fatigue strength of ship structures

Kozak J., Górski Z.

Polish Maritime Research

|

2011

|

nr 2

28-36

EN

Spectacular accidents at sea which have happened for a few last years show that hull structures of contemporary sea-going ships are not perfect and must be systematically improved. Fatigue strength is one of the groups of strength problems which affect design of contemporary ship’s structures and greatly contribute in their improvement process. In this paper several approaches to estimation of fatigue life of hull structural elements are presented. In practice the some approaches based on nominal stresses, „hot spot” stresses or notch stresses which constitute the basis for fatigue life determination by using ó-N design curves are applied. In this paper the existing proposals have been critically analyzed and their drawbacks (often hidden) presented.

16

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

|

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.

17

Energetic plants of container ships and their development trends

Górski Z., Giernalczyk A.

Journal of Polish CIMAC

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2011

|

Vol. 6, no 1

71-78

EN

The paper deals with problem of energy demand for main propulsion as a function of deadweight and speed for container vessels. Changes in power of main propulsion and trends observed in the matter are appointed. In the same way analysis of electric power and boilers capacity are carried out. Summary conclusions and prognosis concern energetic plants of container vessels are expressed.

18

Estimation method of ship main propulsion power, onboard power station electric power and boilers capacity by means of statistics

Giernalczyk A., Górski Z., Kowalczyk B.

Journal of Polish CIMAC

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2010

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Vol. 5, no 1

33-42

EN

This paper describes an estimation method of ship propulsion power, onboard power station electric power and boilers capacity for the number of ship types by means of statistics. A wide population of being in operation and new built container ships, ferries, ro-ro vessels, passenger cruisers, tankers, LNG carriers and bulk carriers was taken into consideration on the base of similar ships list. The list of similar ships was prepared mainly on data given in works of THE ROYAL INSTITUTION OF NAVAL ARCHITECTS published in famous year’s issue the SIGNIFICANT SHIPS OF YEAR. As a result of analysis formulas for calculations of ship propulsion power, onboard power station electric power and boilers capacity for considered types of ships were obtained. Formulas elaborated by means of described method are characterised by good representation of described values as they have high coefficients of correlation and regression determination.

19

Analysis of trends in energy demand for main propulsion, electric power and auxiliary boilers capacity of tankers

Górski Z., Giernalczyk M.

Journal of Polish CIMAC

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2010

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Vol. 5, no 1

51-57

EN

The paper deals with problem of energy demand for main propulsion as a function of deadweight and speed for tanker ships built in 60-ties, 70-ties, 8--ties as well as recently built. Changes in power of main propulsion and trends observed in the matter are appointed. In the same way analysis of electric power and boilers capacity are carried out. In summary conclusions and prognosis concerning energetic plants of tanker ships are expressed.

20

Main propulsion of modern cruise liners and main propulsion power estimation

Górski Z., Giernalczyk M.

Journal of KONES

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2010

|

Vol. 17, No. 1

155-161

EN

This paper describes development trends of modern cruise liners and their main propulsion plants as well The growing size of such vessels and growing power of propulsion plants is observed in the population. Diesel-electric propulsion plants, combined propulsions plants CO D AG type (diesel and gas turbines) and COGES type (gas turbines and steam turbines) are mostly used on this class ships. In this types of propulsion diesel engines, gas turbines and steam turbines drive generators thus creating central electric power station to supply electric power to main propulsion electric motors and to ship electric network as well. Medium speed diesel gear type main propulsions are used on older cruise liners only. The paper presents the method of preliminary estimation of ship energetic system parameters i. e. main propulsion power, onboard electric power station power and auxiliary boilers capacity. The method is based on statistic analysis of cruise liners being in service and under construction. Statistic methods are elaborated in Department of Marine Propulsion Plants of Gdynia Maritime University. These methods make possible in simple and quick way to estimate parameters of ship energetic system. The estimation is carried out with good correlation coefficient and high coefficient ofregression determination. Statistic methods make also possible to forecast energetic systems parameters for ships to be built in the future.