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Environmental effects for ship optimization assuming standard resistance prediction
Published in C. Guedes Soares, T.A. Santos, Trends in Maritime Technology and Engineering Volume 1, 2022
H.R. Díaz-Ojeda, A. Martínez-López, M.M. González, Á. Marrero
Table 3 collects the resistance and propulsion power of the base case when the vessel is operating in different navigation stages. In order to compare the results, the required Effective Horse Power (EHP), Break House Power (BHP) and the MCR (Maximum Continuous Rating), for the selection of main engine by assuming free sailing stage) are calculated from the resistance (Holtrop and CFDs results) and BHP estimation (see equations 1 and 2 for J.Mau’s method) according to expression 11 and 12.BHP=EHP/ηH.ηo.ηR.ηTMCR=BHP×1+SM+EM
Ro-Ro ship and fleet sizing in intermodal transportation
Published in Tiago A. Santos, C. Guedes Soares, Short Sea Shipping in the Age of Sustainable Development and Information Technology, 2020
Tiago A. Santos, C. Guedes Soares
The main component of voyage costs is the fuel cost. First, the propulsion power (maximum continuous rating, MCR) is estimated from a ship database. The service margin is applied to the MCR and the normal continuous rating, NCR, is obtained, which is used to calculate the actual propulsion power needed for each ship speed: PProp=NCR.(SSServ)3where S is the speed and SServ is the service speed.
Numerical Analysis on the Flow Instability of a 700 °C Ultra-Supercritical Tower Boiler
Published in Heat Transfer Engineering, 2023
Tiantian Niu, Lingfeng Bi, Chao Nie, Haoyu Yang, Hao Qing, Dong Yang
Li et al. [12] examined the thermal-hydraulic characteristics of the double reheat ultra-supercritical boiler, the water wall system was equivalent to a flow network comprising series-parallel circuits, linking circuits and pressure nodes, while a calculation model was built on account of the conservation equations of energy, momentum, and mass. Through the iterative solving of nonlinear equations, the prediction parameters of the water wall at boiler maximum continuous rating (BMCR), 75% turbine heat acceptance (THA) and 30% THA loads, including the total pressure drops, mass flow rate distribution, outlet steam temperatures, fluid and metal temperatures were obtained. The results of the calculation exhibited excellent thermal-hydraulic characteristics and substantiated the feasibility of the water wall design of the double reheat ultra-supercritical boiler.
Economic and environmental impacts of scrubbers investments in shipping: a multi-sectoral analysis
Published in Maritime Policy & Management, 2022
Thalis P.V. Zis, Kevin Cullinane, Stefano Ricci
SFOC denotes the Specific Fuel Oil Consumption (g/kWh) of the engine, EL (%) is dimensionless and expresses the percentage output of the engine compared to its maximum continuous rating (MCR), EP(kW) is the nominal installed power of the engine, and tA represents the time (hours) of activity A. The SFOC is a measure of efficiency of the engine and is a function of EL. The fuel consumption of the main engines propelling the vessel is governed by the sailing speed. The resistance of a ship during sailing is roughly proportional to the square of the ship’s speed (Bernoulli’s law) and, as a result, the power (speed times resistance) requirement follows the cube of speed. This so-called ‘propeller law’ has been used widely in research to model the effects of slow steaming on emissions or costs (Cariou 2011; Corbett, Wang, and Winebrake 2009). It is shown in equation 2 for two sailing speeds VS1 and VS2, and their respective engine loads.
The evaluating on EEDI and fuel consumption of an inland river 800PCC integrated with solar photovoltaic system
Published in Journal of Marine Engineering & Technology, 2021
Chengqing Yuan, Pengcheng Pan, Yuwei Sun, Xinping Yan, Xujing Tang
‘Anji204’ has two main engines and they are always working simultaneously. Their maximum continuous rating MCRME is 1103kW × 2, however, the total propulsion power is below 10,000 kW. So, according to Equation (10), the PAE value that used to calculate the attained EEDI is 110.3 kW. The specific fuel consumption of the left auxiliary engine is 212.19 g/kWh. Furthermore, the ‘Anji204’ is powered by 0# diesel oil, according to Table 4, the CFAE is 3.026. ‘Anji204’'s capacity at the scantling draught is 1664.7tons. The Peff is zero because the electricity produced by the PV generation system is all used to supply the lighting system rather than to propel the ship. The attained EEDI calculation formulas and parameters are presented in Table 10.