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Storage commercial marine boilers, auxiliary mechanisms, shaft shafts, propulsion systems, electrica

Storage commercial marine boilers, auxiliary mechanisms, shaft shafts, propulsion systems, electrica

Sm shall not exceed f. S1 shall not exceed 1. Sb shall not exceed 1. If leakage of fuel oil is suspected or detected, the following actions must be taken immediately:. Previous Version. Fixed Pitch, Controllable Pitch and Directional Propellers 10 Identification from material test or component inspection certificates, before construction is commenced, of materials to be used for propellers, nuts, glands, keys, cones and, as applicable, hubs, blades, nuts, pitch and directional control mechanisms.

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Marine propulsion

Power into the future with confidence. Our environmentally friendly seal and bearing solutions are designed to ensure smooth and continuous operation of all vessel types, even in the most challenging environments. Americas Sulphur Cap Conference 10 A look at how one of the most pressing issues facing the industry — fuel prices — was considered at the Americas Sulphur Cap Conference.

Container-handling technology 16 Why ultra large container ships have facilitated the need for new lashing and twistlock solutions to optimise cargo capacity 19 The latest developments in loading software, including revised route-specific lashing rules 23 How new cargo-handling systems are allowing container-ship operators to increase carrying capacity and earnings potential.

Yard profile 26 Ferguson Marine Engineering is taking a lead in hydrogen-fuelled propulsion, evidenced by two ground-breaking new projects.

Driveline: gearboxes 43 The demands placed on gearboxes and transmissions by hybrid and electric vessels. Driveline: shafting, couplings and dampers 47 How Dellner Brakes is looking to develop and grow its business.

But should they have been spotted earlier? Driveline: propellers 55 A look at the fabrication techniques and modern materials being utilised in the quest for the perfect propeller. Performance management 58 More reliable sensor data can bring dramatic improvements in performance 60 A new tool that helps owners know when to spend on hull cleaning 62 Could artificial intelligence facilitate predictive maintenance in shipping?

Fuels and lubricants 64 With less than a year before the sulphur cap, there remains no consensus on the damage compliant fuels may do to engine cylinders. Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur.

Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

To find out more, visit totallubmarine. Growing use of environmentally acceptable lubricants is one common explanation for the trend. Others point to design changes demanded by energy efficiency requirements, including heavier propellers combined with shorter, thinner propeller shafts.

Another suggestion led me down a different avenue. Giulio Gennaro of Gennaro Consulting argued that the source of the problem often lies in propulsion systems that are poorly designed knowingly, to save on cost. The problem is compounded as poor design is not often included in insurance. So, shipowners are tempted to ignore bad design and file claims that are easier to recover.

The true cause of the incident is never recorded, and the design flaw can easily go unrectified, compromising safety and reliability in a market where these are paramount.

That impact of insurance practices on bearing failures was the first unexpected link I came across. The second came about when I asked our website readers about these issues. Do insurance practicalities affect reporting of incidents and hinder design improvements?

I was not expecting a response from an automation company. The various electronic systems are also lacking key features for logging data for later analysis. This prevents an overall approach to the underlying causes of incidents. There are people who are afraid that the real causes of incidents will be laid bare. But looking to the future there is reason to take comfort.

Automation and integration will inevitably play a wider role in shipping, be that through power management of hybrid propulsion concepts, regulating engines burning new fuels, or striving to improve efficiency and optimise maintenance.

As these trends take hold, a more holistic view of the ship will enable us to identify, isolate and even prevent incidents. That enhanced understanding of root causes should lead to a dramatic improvement in safety and reliability. As for a journalist chasing a story, there are likely to be many unexpected revelations along the way. Book now to access critical insights on market-defining issues as shipping counts down to But that may be where it leads.

The hugely influential study has acted as a reference point for carbon and energy efficiency regulations at IMO since it was published in There has been an unprecedented volume of emissions legislation in that time, including the establishment of an initial GHG reduction strategy, a data-collection system for emissions and significant revisions in the Energy Efficiency Design Index. A fourth study will be started in the first half of and is due to be completed next year.

An expert workshop preparing for the study will meet in London on March. The document will be relied on heavily, like its predecessor. This time the stakes are arguably even higher, as IMO assesses the candidate measures that will help it meet its GHG emission reduction ambitions.

These scenarios project short- to mid-term economic growth that is considerably higher than current economic trends. BIMCO wants to avoid that happening again. The companies have produced a revised calculation that includes the most recent OECD projections. To pick the right solutions, the industry needs realistic projections. A boat. A ship. A vessel. Whatever her job, whatever her purpose, we take pride in building you something useful, something good.

Others will have to look to technologies that have so far played only a small role in the maritime sector. The challenge remains the selection of the appropriate compliance method and the preparation of fleet, crew and ancillary functions. Opportunities include improving the cost base relative to competitors, investing in efficient new technologies and processes and safeguarding the fleet against future environmental regulation. Book your place online today at www. MAN Energy Solutions has announced it will spend the next two to three years developing a two-stroke engine — more accurately, modifying its existing dual-fuel concept — that burns ammonia as fuel.

Windfarm developer Siemens Gamesa approached MAN when it began considering producing ammonia at its windfarms. It wanted to make sure it had a consumer. Ammonia, which is used as a fertiliser, cleaning agent and refrigerant, is shipped in industrial quantities by LPG carriers. Developing that engine to burn ammonia would bring more fuel flexibility to the LPG carrier fleet.

The engine could eventually be used by other ship types, given a clean and abundant supply of ammonia. A project slated for April investigating the fuel also includes a container-ship owner.

But MAN notes that it is easy to clean exhaust gases using ammonia as a catalyst in a selective catalytic reduction unit, leaving just nitrogen and water vapour. Today, mostly. Methane-rich natural gas from coal, oil and gas operations is converted to hydrogen, by steam reforming, and then to ammonia by the Haber-Bosch process. So although ammonia burns cleanly at the funnel, there is a carbon footprint.

That is about to change. Renewable electricity can power an alternative method of hydrogen creation, using electrolysis to extract hydrogen from water.

Combine this with nitrogen extracted from the air and you have truly clean ammonia with no carbon footprint. Hydrogen is a potential clean fuel for shortsea and coastal shipping applications, particularly as an energy source for fuel cells. But Siemens has calculated that it is more efficient to convert hydrogen into ammonia than to either liquefy or compress hydrogen after it is produced. Ammonia does not need to be compressed and is liquid at normal temperatures under relatively low pressures — another reason why it could be a good shipping fuel.

Not much. A fuel gas system would supply ammonia at around 20 bar. Injection will need to be considered, but is likely to be around bar, which is the pressure used for injecting LPG today. Kyushu University in Japan is already studying combustion and heat transfer characteristics.

These will enable MAN to programme software controlling fuel injection, as well as informing any optimisation of nozzle design. Another obstacle is the use of a toxic substance as a fuel, which is currently prohibited under the IGC Code governing the bulk carriage of lowflashpoint fuels. Total offshore wind capacity reached Oil analyst predicts short, sharp sulphur shock At the Americas Sulphur Cap Conference in Houston on March, Argus Media oil pricing analyst Stefka Wechsler discussed the fuel price factors influencing compliance decisions.

That is the pareddown message behind forward curves — the current price at which a deal for future delivery can be struck — for both high-sulphur fuel oil and low-sulphur distillates, according to the most recent analysis from price reporting agency Argus Media.

Similarly, the charts for US Gulf ultra-low sulphur diesel with 0. They may not be forecasts, but the changes do indicate increased clarity on fuel pricing as nears. Suppliers including BP, Shell and ExxonMobil have been testing blends and are now pegging prices for compliant fuels, while there is evidence that trades are emerging.

In Dubai, the company has received inquiries for compliant fuel oil in Fujairah. Prices are important, but for those comparing the cost of compliance options, it is the spread between complaint fuels that is crucial.

Ms Wechsler forecasts that the spread between low-sulphur and highsulphur fuel oil will widen, starting in Q4 With around 10 months to go, the situation remains complex, says Ms Wechsler. Pricing, demand and availability will continue to evolve rapidly as the fateful day approaches.

The European Sulphur Cap Conference, to be held in Amsterdam on May, will advance these themes and explore industry readiness for the changes ahead. For more information visit: www. We cannot rule the waves, but we do control our foundry and machining facilities.

For 90 years and 3 generations our company has provided the marine propulsion industry with high integrity castings in Nickel Aluminium Bronze. Our success is built on delicate blending of traditional foundry practice with cutting edge technology. We strive to stay in front, our products do the driving.

We are absolutely deliwww. We are absolutely delighted to confirm we are a totally independent company not associated with any engine builder We are Weabsolutely are delighted absolutely todelighted confirm we to confirm are totally wea are independent a totally independent company not company associated not associated with any withengine any builder engine builder Weabsolutely are delighted to confirm wea are totally independent company not associated withengine any builder.

The container-ship sector has traditionally been focused on ultra-large tonnage, but with the sulphur cap just around the corner, attention is now turning to making vessels as environmentally friendly as possible. Eight 23,TEU newbuilds belonging to MSC are due to be delivered this year — the largest box ships ever ordered — with the last three to be phased in in

Marine Machinery Regulations

Read more at www. See what we can do for you at Posidonia , Stand 3. Our customers trust Chevron Oronite to help create value for their marine businesses. As a leader in marine lubricant additive technology, we leverage relationships with Original Equipment Manufacturers and monitor key industry trends in the marketplace. This enables us to deliver timely new products to meet evolving lubrication needs while complying with stringent emission regulations.

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Marine propulsion is the mechanism or system used to generate thrust to move a ship or boat across water. While paddles and sails are still used on some smaller boats, most modern ships are propelled by mechanical systems consisting of an electric motor or engine turning a propeller , or less frequently, in pump-jets , an impeller. Marine engineering is the discipline concerned with the engineering design process of marine propulsion systems. Manpower, in the form of paddles, and sail were the first forms of marine propulsion. Rowed galleys , some equipped with sail, also played an important early role.

To browse Academia. Skip to main content. You're using an out-of-date version of Internet Explorer. Log In Sign Up. PART — B. Sam Baltazar. The scope would include following: 1. Technology of materials - Metallurgy of Steel and Cast Iron, Properties and application of material used in machinery on board ships, Destructive and non-destructive testing of material, Engineering processes used in construction and repair, Materials and welding. Refrigerants used in the marine refrigeration plants, green house effects and future refrigerants. Air conditioning including psychometric process for heating, cooling and humidification.

Power into the future with confidence. Our environmentally friendly seal and bearing solutions are designed to ensure smooth and continuous operation of all vessel types, even in the most challenging environments. Americas Sulphur Cap Conference 10 A look at how one of the most pressing issues facing the industry — fuel prices — was considered at the Americas Sulphur Cap Conference. Container-handling technology 16 Why ultra large container ships have facilitated the need for new lashing and twistlock solutions to optimise cargo capacity 19 The latest developments in loading software, including revised route-specific lashing rules 23 How new cargo-handling systems are allowing container-ship operators to increase carrying capacity and earnings potential.

Повернувшись, она увидела, как за стеной, в шифровалке, Чатрукьян что-то говорит Хейлу. Понятно, домой он так и не ушел и теперь в панике пытается что-то внушить Хейлу.

Или жадность заставит его продать алгоритм. Она не могла больше ждать. Пора. Она должна немедленно поговорить со Стратмором.

Все обошлось. Сьюзан огляделась. Третий узел был пуст, свет шел от работающих мониторов.

Сьюзан была согласна с этим, но в то же время прекрасно понимала: Фонд электронных границ никогда не узнает, насколько важен и нужен ТРАНСТЕКСТ. Эта машина помогла предотвратить десятки преступлений, но связанная с ней информация строго засекречена и никогда не будет раскрыта. Причина такой секретности проста: правительство не может допустить массовой истерии. Никто не знает, как поведет себя общество, узнав, что группы фундаменталистов дважды за прошлый год угрожали ядерным объектам, расположенным на территории США.

Ядерное нападение было, однако, не единственной угрозой. Только в прошлом месяце благодаря ТРАНСТЕКСТУ удалось предотвратить одну из самых изощренных террористических акций, с которыми приходилось сталкиваться агентству.

- Стратмор хмыкнул, раздумывая, как поступить, потом, по-видимому, также решил не раскачивать лодку и произнес: - Мисс Флетчер, можно поговорить с вами минутку. За дверью. - Да, конечно… сэр.

 - Сьюзан не знала, как. Бросила взгляд на монитор, потом посмотрела на Грега Хейла.  - Сейчас.

Air Pollution Prevention In Propulsion and Auxiliary Machinery. C. Aiachini - RINA 13) GAS TURBINES FOR MARINE ELECTRIC PROPULSION .. The propulsion system is based on four shafts, acting four waterjets. turbine each and the high speed shaft of the two GT reduction gears can be cross connected, in order.

Поликарбонатная крыша еще была цела, но под ее прозрачной оболочкой бушевало пламя. Внутри клубились тучи черного дыма. Все трое как завороженные смотрели на это зрелище, не лишенное какой-то потусторонней величественности.

Оказавшись наконец в шифровалке, Сьюзан почувствовала, как на нее волнами накатывает прохладный воздух. Ее белая блузка промокла насквозь и прилипла к телу.

Было темно. Сьюзан остановилась, собираясь с духом.

Сверху хлестала вода, прямо как во время полночного шторма. Стратмор откинул голову назад, словно давая каплям возможность смыть с него вину. Я из тех, кто добивается своей цели.

Стратмор наклонился и, зачерпнув воды, смыл со своих рук частицы плоти Чатрукьяна.

Идемте, мисс Флетчер, - сказал Фонтейн и прошел .

Мидж как ни чем не бывало стояла в приемной возле двойной двери директорского кабинета и протягивала к нему руку ладонью вверх. - Ключ, Чед. Бринкерхофф покраснел до корней волос и повернулся к мониторам. Ему хотелось чем-то прикрыть эти картинки под потолком, но .

Как вы можете убедиться, этого не произошло. На экране Танкадо рухнул на колени, по-прежнему прижимая руку к груди и так ни разу и не подняв глаз. Он был совсем один и умирал естественной смертью. - Странно, - удивленно заметил Смит.  - Обычно травматическая капсула не убивает так .

Он скатился набок, сжавшись в клубок, а Сьюзан, высвободившись из-под него, направилась к двери, отлично понимая, что у нее не хватит сил ее открыть. Но тут ее осенило. Она остановилась у края длинного стола кленового дерева, за которым они собирались для совещаний.

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