Wyniki wyszukiwania - BazTech

1

Bezpieczeństwo konstrukcji okrętów i systemy zabezpieczeń instalacji pomocniczych i siłowni z napędem zasilanym paliwami LNG w odniesieniu do przepisów Bureau Veritas i wymagań kodeksu IGF

Stachów Jakub

Autobusy : technika, eksploatacja, systemy transportowe

|

2019

|

R. 20, nr 1-2

408--413

PL

W artykule omówione zostały wybrane zagadnienia dotyczące bezpieczeństwa konstrukcji statków, systemów magazynowania, przesyłu, obróbki i przygotowania skroplonego gazu jako paliwa zasilającego okrętowe systemy napędowe i zespoły prądotwórcze, w odniesieniu do niektórych wymagań Kodeksu IGF oraz przepisów towarzystwa klasyfikacyjnego Bureau Veritas. W pracy przedstawiono fundamentalne kryteria i założenia Kodeksu IGF, które mogą być uwzględnione w trakcie tworzenia koncepcji i projektowania jednostek zasilanych paliwem LNG mając na uwadze problematykę limitu emisji zanieczyszczeń powietrza pochodzących ze statków a określone w Załączniku VI Konwencji MARPOL.

EN

The article presents generally selected issues regarding the safety of ship structures, fuel containment systems, processing and preparation of LNG liquefied gas as fuel for marine propulsion systems and generating sets, in relation to certain requirements of the IGF Code and the provisions of the classification society Bureau Veritas rules. The publication presents the fundamental criteria and assumptions of the IGF Code, which may be taken into account when creating the concept and design of units powered by LNG fuel, also considering the limits of air pollution emissions from ships defined in Annex VI of the MARPOL Convention.

2

Improving the Efficiency of a High Speed Catamaran Through the Replacement of the Propulsion System

Melo G., Echevarrieta I., Serra J. M.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

|

2015

|

Vol. 9, no. 4

531--535

EN

The high speed vessels are primarily designed for short distances services as public transport of passengers and vehicles. The range of high speed, according to the Code of high-speed vessels begins at 20 knots, which depends on the cruise speed you desire for your vessel; you will have to use the most appropriate type of propellant. In general, in the past 20 years, they have been building high-speed vessels with speeds above 33 knots, which meant installing water jet propellants coupled to powerful engines and therefore of high consumption of fuel, increasing operating costs and causing increased air pollution. Although the prices of fuel have been reduced to half, due to the sharp fall in oil prices, the consumption of fuel and the air pollution remains high at these speeds and powers used, in addition to that the reduction of the time spent on each trip is not excessive, mainly in short routes that are less than an hour . This article is about adapting a ship of high-speed service, with a maximum speed in tests of 34 knots and to reduce its operating costs (fuel, maintenance, etc.) and make it economically viable; before the transformation, this vessel was operating with a service speed of 22 knots, and with a consumption per mile of 135 litters of MGO. The transformation process has consisted by: – Replacement of the two original water jet with four shaft lines with fix pitch propeller. – Replacement of the two original main engines (2 x 6500 kW = 13000 kW) by four engines (4 x 1380kW = 5.520 kW). – Changing the underwater hull shape to fit the new propellers and maximize its efficiency. – Relocation of auxiliary engines, to achieve the most efficient trim. – Installation of two lateral propellers to improve maneuverability and shorten the total time of journey. After the reform and the return to service of the vessel with a service speed of over 22 knots, it has been verified that the consumption per mile is of 45 litters MGO, representing a reduction of 65% of consumption and even more reduction of emissions as the new engines comply with the latest regulations.

3

Metody redukcji emisji tlenków siarki stosowane na statkach w celu spełnienia przyszłych wymagań aneksu VI konwencji MARPOL, wchodzących w życie 1 stycznia 2015 roku

Pawelski J.

TTS Technika Transportu Szynowego

|

2013

|

R. 20, nr 10

3375--3384

PL

W artykule przedstawiono różne metody redukcji emisji tlenków siarki, stosowane na statkach, w celu spełnienia obecnych i przyszłych wymagań aneksu VI konwencji MARPOL odnośnie limitów emisji tlenków siarki do atmosfery. Dużo uwagi poświęcono dostosowaniu się do bardzo ścisłych limitów obowiązujących w strefach ograniczenia emisji na morzu. Opisane są zalety i niedostatki przytoczonych metod.

EN

Paper discussed the variety of methods currently being in use for purpose of complying with current and impending requirements of MARPOL Annex VI regarding limits of sulphur oxides emission into atmosphere. Special attention was given to ways of meeting the most strict limits applicable to emission control areas at sea. Advantages and shortcomings of each method were explained.

4

Legal aspects of low-emission shipping in the light of provisions of “sulphur directive” adopted by the European Union

Madejska B.

Polish Maritime Research

|

2013

|

nr 4

87--94

EN

Shipping emits a variety of air pollutants: sulphur dioxide (SOx), nitrogen oxides (NOx ), carbon dioxide (CO2 ) and particulate matter PM. Air pollutant emissions from maritime transport can be transported over long distances and thus increasingly contribute to air quality problems. Key environmental regulations (international and European) coming into force in this decade address emissions of SOx , NOx , CO2 and PM to control and limit their impact in the atmosphere. In the European Union, accordingly to the legal regulations, in the sulphur emission control areas the required SOx content of fuel will be reduced from 1.5 % to 0.1 % beginning January 2015. Globally, from 2020 onwards, ships operating in all other European Sea areas will have to use fuels with sulphur content of 0.5 % or less.