Alternative fuels for ships. Use of alternative fuels. Human muscular strength

International initiatives to reduce carbon dioxide (CO2) and other harmful emissions from ships are driving the search for alternative energy sources.

In particular, the report from the classification society DNV GL examines the use of fuel cells, gas and steam turbines together with electric drive systems, which can only be effective in combination with more environmentally friendly fuels.

Use of fuel cells on ships in currently is in development, but it will be a long time before they can replace the main engines. Concepts in this direction already exist, for example, a ferry from VINCI Energies. Such a vessel has a length of 35 m. It will be able to hold a charge of energy obtained from renewable sources for 4 hours. The company's website says that such a vessel will operate between the French island of Ouessant and the continent starting in 2020.

Also as innovative technologies the use of batteries and wind energy is being considered.

Wind powered vessel, The Vindskip

Battery systems are already used in shipping, but the use of the technology for marine vessels is limited due to low efficiency.

Finally, the use of wind energy, although not new, has yet to prove its economic attractiveness in modern shipbuilding.

We remind you that from January 1, 2020, the sulfur content (SOx) in fuel should not contain more than 0.5%, and greenhouse gas emissions should be reduced by 50% by 2050, according to latest decision International Maritime Organization (IMO).

Alternative fuels

Alternative fuels currently being considered include liquefied natural gas (LNG), liquefied petroleum gas (LPG), methanol, biofuels and hydrogen.

The IMO is currently developing a safety code (IGF Code) for ships using gas or other environmentally friendly fuels. Work continues in the area of methanol and low flash point fuels.

An IGF Code has not yet been developed for other fuel types, which shipowners need to take into account.

Environmental impact

According to DNV GL, LNG emits the least amount of greenhouse gases (the main greenhouse gases are water vapor, carbon dioxide, methane and ozone). However, unburned methane, which is the main component of LNG, creates emissions with 20 times more powerful greenhouse gas emissions than carbon dioxide (CO2 - carbon dioxide).

However, according to manufacturers of dual-fuel engines, the volume of unburned methane is modern equipment is not so large, and their use reduces greenhouse gases in shipping by 10-20%.

The carbon footprint (the amount of greenhouse gases caused by organizational activities and cargo transportation activities) from using methanol or hydrogen is significantly greater than that from using heavy fuel oil (HFO) and marine gas oil (MGO).

When using renewable energy and biofuels, the carbon footprint is smaller.

The most environmentally friendly fuel is hydrogen, produced from renewable energy. Liquid hydrogen may be used in the future. However, it has a fairly low volumetric energy density, which leads to the need to create large storage areas.

Regarding nitrogen emissions, to comply with the Tier III standard, engines internal combustion Otto cycle engines running on LNG or hydrogen do not require exhaust gas cleaning equipment. In most cases, dual-fuel engines operating on the diesel cycle are not suitable to meet the standard.

Nitrogen emissions during use different types fuel.

ENVIRONMENTAL ASPECTS OF THE USE OF ALTERNATIVE FUELS ON MARINE AND RIVER FLEET VESSELS

Sergeev Vyacheslav Sergeevich

5th year student, Faculty of Marine Engineering, Omsk Institute of Water Transport (branch) of the Federal Budget Educational Institution of Higher Professional Education "Novosibirsk state academy water transport", Omsk

E-mail: banana 1990@ bk . ru

Dergacheva Irina Nikolaevna

scientific supervisor, Ph.D. ped. Sciences, Associate Professor, Head. Department of ENiOPD Omsk Institute of Water Transport (branch) Federal Budget Educational Institution of Higher Professional Education "Novosibirsk State Academy of Water Transport", Omsk

Currently, about 100 million tons of motor fuels produced from oil are consumed annually in Russia. At the same time, road and maritime transport are among the main consumers of petroleum products and will remain the main consumers of motor fuels for the period until 2040-2050. In the near future, an increase in the consumption of petroleum products is expected, with approximately constant volumes of their production and a growing shortage of motor fuels.

These factors led to relevant Today, the reconstruction of the fuel and energy complex through deeper oil refining, the use of energy-saving technologies, and the transition to less expensive and environmentally friendly types of fuels. Therefore, one of the main ways to improve internal combustion engines, which remain the main consumers of petroleum fuels, is their adaptation to work on alternative fuels.

The purpose of this article is to consider the environmental aspects of the use of alternative fuels on marine and river fleet.

The use of various alternative fuels in transport provides a solution to the problem of replacing petroleum fuels, will significantly expand the raw material base for the production of motor fuels, and will facilitate the solution of fuel supply issues Vehicle and stationary installations.

The possibility of obtaining alternative fuels with the required physical and chemical properties will make it possible to purposefully improve the operating processes of diesel engines and thereby improve their environmental and economic performance.

Alternative fuels obtained mainly from raw materials of non-petroleum origin, they are used to reduce oil consumption using (after reconstruction) energy-consuming devices operating on petroleum fuel.

Based on the literature analysis, we identified the following criteria for the applicability of alternative energy sources on ships of the sea and river fleet:

· low construction and operating costs;

· life time;

· weight and size characteristics within the dimensions of the vessel;

Availability of energy source.

In the process of our research, the main requirements for alternative fuels for use on ships were determined, namely:

· economic attractiveness and large available reserves of raw materials for its production;

· low capital expenditures on installation of additional equipment on the ship;

· presence in the market, accessibility in ports, availability of the necessary infrastructure or insignificant costs for its creation;

· safety and availability regulatory documents regulating safe use on board.

In accordance with the requirements of the International Convention for the Prevention of Pollution from Ships, there is a systematic tightening of requirements for the content of sulfur, nitrogen and carbon oxides, as well as particulate matter in emissions from seagoing ships. These substances cause great harm environment and are alien to any part of the biosphere.

The most stringent requirements are put forward for Emission Control Areas (ECAs). Namely:

· Baltic and North seas

· coastal waters of the USA and Canada

· Caribbean Sea

· Mediterranean Sea

· coast of Japan

· Strait of Malacca, etc.

Thus, changes in standards for sulfur oxide emissions from marine vessels in 2012 are 0% and 3.5% in special areas and worldwide, respectively. And by 2020, the standards for sulfur oxide emissions from sea vessels in these areas will similarly be 0%, and worldwide will already drop to 0.5%. This implies the need to solve the problem of reducing chemical emissions of harmful substances into the atmosphere from ship power plants.

In our opinion, main types of alternative fuels are: liquefied and compressed flammable gases; alcohols; biofuel; water-fuel emulsion; hydrogen.

In turn, the following types are of particular interest within the framework of our article:

· biodiesel is an organic fuel produced from oilseed crops.

The price of branded biodiesel is approximately two times higher than the price of regular biodiesel diesel fuel. Studies conducted in 2001/2002 in the USA showed that when the fuel contains 20% biodiesel, the content of harmful substances in the exhaust gases increases by 11% and only the use of pure biodiesel reduces emissions by 50%;

· alcohols are organic compounds containing one or more hydroxyl groups directly bonded to a carbon atom. Alcohols are prohibited as low flash point fuels;

· hydrogen is the only type of fuel whose combustion product is not carbon dioxide;

It is used in internal combustion engines in pure form or as an additive to liquid fuel. The danger of storing it on a ship and the expensive equipment for such use make this type of fuel completely not promising for ships;

· water-fuel emulsion is produced on the ship in a special installation - this saves fuel, reduces nitrogen oxide emissions (up to 30% depending on the water content in the emulsion), but does not have a significant effect on sulfur oxide emissions;

· liquefied and compressed combustible gases make it possible to completely eliminate emissions of sulfur and particulate matter into the atmosphere, radically reduce emissions of nitrogen oxides by 80%, and significantly reduce emissions of carbon dioxide by 30%.

Thus, we can claim that the only new type of fuel, the use of which significantly affects the environmental performance of ship engines, is natural gas.

To confirm this fact, let us consider the data on the amount of emissions during the combustion of diesel fuel used on ships and compressed or liquefied gas, as an alternative fuel, presented in Table 1.

Table 1.

Amount of emissions from fuel combustion

From the table it can be seen that ultimately it can indeed be argued that compressed or liquefied gas superior in environmental safety to currently used energy sources on ships. In other words, what is the most promising today for use in sea and river transport.

Finally It should be noted that at present there is a need for the use of alternative types of fuels on ships of the sea and river fleet, which is theoretically implemented in this article.

Emphasis is placed on environmentally valuable characteristics alternative fuels for river and sea transport, namely: environmental reliability and low presence of harmful chemicals.

Bibliography:

Erofeev V.L. The use of advanced fuels in ship power plants: textbook. allowance. L.: Shipbuilding, 1989. -80 s.
Sokirkin V.A., Shitarev V.S. International maritime law: textbook. allowance. M.: International relationships, 2009. - 384 p.
Shurpyak V.K. Application of alternative types of energy and alternative fuels on sea vessels [ Electronic resource] - Access mode. - URL: http://www.korabel.ru/filemanager (accessed November 15, 2012)

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100 years after abandoning sailboats altogether, shipbuilders are turning to wind power again in an attempt to reduce fuel costs.
Here are some transport ship designs that use alternative sources for delivery of goods.

Eco Marine Power - solar panels work like sails

Japanese company Eco Marine Power(EMP) decided to create both a sailing and high-tech vessel, replacing traditional sails with .

EMP is innovative company, which applies new technologies to the design and construction of marine vessels. The company's engineers and researchers have set themselves the goal of developing cleaner engines for marine and river transport, to reduce both traditional energy sources and reduce the harm caused by their use to the environment.

Instead of traditional sails they used steerable ones solar panels. Firstly, their large area and the presence of a controlled rotary mechanism will allow the panels to be used as regular sails. And secondly, accumulated during the voyage Electric Energy will be used to power the engines when maneuvering the ship in port.

The rotating system of each solar panel allows you to position it perfectly in the wind or remove it completely in bad weather. When folded horizontally, the solar panels will still have their active surfaces facing sunlight and will additionally charge the on-board batteries.

EMP representatives claim that the rigidity and reliability of the design of their high-tech sails can withstand even very strong storms at sea, and therefore the ship will remain afloat and move on the approved course even when conventional sailing ships cannot. In addition, new sails require minimal Maintenance.
EMP engineers have calculated that equipping a conventional ship with such unique sails will reduce fuel consumption by 20%, and if the ship is also equipped with additional electric motors, then the consumption will be reduced by almost half - by about 40%.

UDC 629.735;

ANALYSIS OF EXPERIENCE IN USING ALTERNATIVE FUELS ON AIRCRAFT

D.R.SARGSYAN

The article was presented by Doctor of Technical Sciences, Professor B.V. Zubkov.

The article analyzes the experience of using alternative fuels on aircraft, types and characteristics of fuels. The requirements for LNG and power supply are described.

Keywords: alternative fuel, types of alternative fuels, liquefied natural gas (LNG), flight safety (FS).

Introduction

The ever-increasing demand for air travel over recent years of economic development, as well as engineering and technology, has created a greater need for fuel resources. As a result, engineers of many leading aircraft manufacturing companies in different countries, including in Russia, began developments to provide aviation with a new type of fuel. A huge number of alternatives to kerosene are being considered: biofuel, synthetic oil, liquefied natural gas (LNG), hydrogen. All the accumulated experience since the world's first flight on alternative fuel (the Tu-155 aircraft in 1988) shows the effectiveness, efficiency and environmental friendliness of developments in this direction.

Russian aviation is considering the possibility of using LNG, in particular, due to natural gas reserves, as well as gases associated with oil production, which are flared in fields during oil production. At this stage of development civil aviation The projects closest to implementation are helicopters and airplanes that use liquefied associated gases obtained during oil production (propane and butane) as fuel.

Refurbishment aircraft requires minimum costs- only alterations of fuel tanks and fuel supply systems to engines. It is also necessary to provide airports with cryogenic filling stations, fuel storage and LNG delivery infrastructure to storage facilities. At this stage, not only the participation of the aviation industrial complex is required, but also the participation of gas producing companies to create the appropriate infrastructure.

Application experience

They began to look for an alternative to jet fuel in the middle of the twentieth century. History of work at OKB A.N. Tupolev on alternative fuels goes back to the 60s. - even then the possibility of transferring the power plants designed at the A.N. Design Bureau was considered. Tupolev aircraft on liquid hydrogen.

In the mid-70s. The USSR Academy of Sciences, together with a number of research institutes and design bureaus, developed a research and development program for the widespread introduction of alternative fuels into the national economy. So on April 15, 1988, the Tu-155 took to the skies for the first time with an experimental NK-88 engine running on cryogenic fuel, which performed almost 100 flights using LNG and hydrogen. In October 1989, this aircraft made a demonstration flight along the route Moscow-Bratislava-Nice (France) to the 9th International Congress on Natural Gas. In July 1991, the plane flew on the Moscow-Berlin route to participate in the International Natural Gas Congress.

During the development of this aircraft, an experimental base was created for testing cryo-

genetic equipment and the world's only team of highly qualified specialists in the field of cryogenic aviation was formed. As a result of this work, ways to create aircraft and airfield cryogenic systems and equipment were identified. However, the A.N. Tupolev Design Bureau continued work in this direction; at the level of technical proposals, projects of modified cryogenic aircraft Tu-204 (Tu-204K), Tu-334 (Tu-334K), Tu-330 (Tu-330LNG), new regional aircraft Tu-136. In addition, these aircraft will be able to simultaneously use alternative fuels and aviation kerosene, making them more versatile and reliable. The most thoroughly developed modifications of the Tu-204 aircraft (Tu-204K) and the project of the new regional aircraft Tu-136, taking into account the features of cryogenic fuel (Fig. 1).

The fuel efficiency of the Tu-334K and Tu-330LNG aircraft will practically not differ from the basic Tu-334 and Tu-330. All of these aircraft can be converted to use LNG within 3-4 years. Special attention deserves the project of a cargo-passenger regional cryogenic aircraft Tu-136 with two TV7-117SF turboprop engines, capable of using LNG, liquid hydrogen and propane-butane fuel with minor modifications.

Types and features of alternative fuels

The most common alternative fuel is liquefied natural gas (LNG). Gas belongs to the category of cryogenic fuels. Thermophysical and thermal characteristics show a number of advantages of aviation condensed fuels (ACF) over traditional jet fuel TS-1. There are also synthetic fuels produced from coal, gas, biomass and vegetable oil. But the synthesis of such substances requires additional costs for the processing of coal, biomass and vegetable oils, which is more expensive than kerosene, and comes with the same resource and environmental problems. Therefore, it can hardly be considered as promising. Alcohols (ethyl and methyl) and ammonia can also replace kerosene, but they are almost twice as powerful.

heat of combustion, therefore, their specific consumption will be greater. In addition, the exhaust from the combustion of these fuels contains harmful oxides of nitrogen and carbon.

As an alternative to kerosene for aviation, it may be considered cryogenic fuel- liquid hydrogen H2 and light hydrocarbons from methane CH4 to pentane C5H12.

The advantages of hydrogen as an aviation fuel include the following:

Firstly, the highest calorific value per unit mass, which gives specific fuel consumption approximately three times less than that of kerosene. This makes it possible to significantly improve the flight performance of aircraft;

Secondly, the greatest cooling resource per unit mass (12-15 times more than kerosene), which can be effectively used to cool hot engine and aircraft parts;

Thirdly, an increased auto-ignition temperature and lower emissivity, which will have a positive effect on the operation of the combustion chamber.

However, hydrogen fuel has inherent disadvantages that require solving complex technical problems. Liquid hydrogen is seriously inferior to standard jet fuel in terms of volumetric calorific value due to its low (almost 11 times less than kerosene) density, which significantly worsens the overall weight characteristics of the aircraft when switching from jet fuel to hydrogen.

The advantages of light hydrocarbons also fall into the category of advantages of hydrogen, but they are distinguished by their availability and low cost of production (Table 1).

Table 1

Thermophysical and thermal characteristics of hydrogen, hydrocarbon components ASKT and aviation fuel TS-1

Indicator H (hydrogen) CH4 (methane) C2H6 (ethane) C3H8 (propane) C4H10 (butane) C5H12 (pentane) TS-1

M 2.016 16.04 3007 44.10 5812 7215 140

t pl., C -259.21 -182.49 -183.27 -187.69 -138.33 -129.72 -60

C -252.78 -161.73 -88.63 -42.07 -0.50 36.07 180

t l.s., C 6.43 20.76 94.64 145.62 137.83 165.79 290

pl. kg/m 77.15 453.4 650.7 733.1 736.4 762.2 835

bale, kg/m 71.05 422.4 546.4 582.0 601.5 610.5 665

Qn, kJ/kg 114480 50060 47520 46390 45740 45390 43290

Qv.pl, kJ/dm 8832 22700 30920 34010 33680 34550 36150

Qv, kip, kJ/dm 8136 21150 25970 27000 27530 27710 28900

Nisp, kJ/kg 455.1 511.2 485.7 424.0 385.5 3575 287

and, C 510 542 518 470 405 284 -

^n, cm/s 267 33.8 40.1 39.0 37.9 38.5 39

CH, %(vol) 4.1 5.3 3.0 2.2 1.9 - 1.2

St,%(vol) 75.0 15.0 12.5 9.5 8.5 - 7.1

Ro, J/(kg C) 4157.2 518.8 276.7 188.6 143.2 115.5 59.4

Lo, kg air/kg fuel 34.5 17.19 16.05 15.65 15.42 15.29 -

LNG - (methane) its density (even at boiling point) is 1.7 times higher than that of kerosene, which leads to the need to increase the volume of fuel tanks by more than 1.5 times (with equal energy intensity). In addition, methane has a very low range of presence in the liquid phase (-20 C) and a low critical temperature (-82.6 C). This makes it necessary

creating new cold-resistant designs for sealing materials for tanks, fittings and fuel lines, as well as high-quality low-temperature thermal insulation that prevents rapid boiling of methane and icing of the structure.

Unlike kerosene, methane will have to be supplied to the engine combustion chamber in gaseous form to eliminate the two-phase state, which completely eliminates the use of standard fuel units, communications, manifolds and injectors. This significantly complicates the design of the engine, and in some cases makes it impossible to modify it to be powered by two types of fuel.

Due to these same properties of liquid methane, very bulky and expensive ground-based means will be required for its transportation, storage, refueling, etc., similar in their parameters to hydrogen ones. Additional equipment of the airport's cryogenic fuel base should include special storage facilities equipped with thermal protection, means of maintaining the cryogenic state of the fuel and devices to prevent its loss, as well as a network of receiving and dispensing devices, a fleet of special vehicles with thermally insulated containers, etc.

At the same time, in terms of mass calorific value, methane exceeds kerosene by 14%, which will ensure flight range and payload. Liquefied methane has a cooling capacity 5 times higher than that of kerosene, which makes it possible to use the coolant resource for cooling engine parts and components. Experience in operating gas turbine engines used as superchargers at compressor stations of gas pipelines and operating on natural gas has shown that the service life of such engines increases by 25%.

Flight safety when using LNG

The main types of hazards created by the specific properties of liquefied hydrocarbon gases, including LNG, as well as the conditions of their production, storage, transportation and refueling include: flammability (fire hazard), explosion hazard, chemical activity, exposure low temperatures, toxicity. Safety rules for the production, storage and delivery of liquefied natural gas (LNG) at gas distribution stations main gas pipelines(GRS MG) and automobile gas filling compressor stations (CNG filling stations) contain organizational, technical and technological requirements for organizing production safety, the implementation of which is mandatory for all enterprises producing and transporting LNG, when designing and operating complexes for the production, storage and delivery of LNG.

To provide safe operation For such fuel, it is necessary to have qualitative and quantitative methods for assessing and comparing each type of hazard. Qualitative and quantitative assessment, i.e. determination of the type and degree of danger allows comparative analysis condensed fuel according to hazard criteria, and in the future formalize the task of choosing technical means and methods for the safe operation of fuel systems using LNG, as well as its storage and transportation.

Requirements for candidates for obtaining a Certificate of Technical Preparedness for aircraft maintenance are based on those characteristics that directly affect flight safety and the completion of production tasks on time.

These include:

A - age;

B - psychophysical ability to perform the upcoming work;

B - basic training (university, college, technical school, vocational school, etc.);

G - special training for work on a given type of aircraft or AT, knowledge of specific aircraft equipment, the purpose and content of its maintenance, technology for performing and quality control of work on it, the equipment used;

D - ability to perform work provided for by the functions, the right to perform which is represented by the requested Certificate;

E - general experience working on aviation equipment.

As an analysis of the requirements for the safe operation of the Tu-154 aircraft when refueling and storing fuel (LNG) has shown, engineering and technical personnel of the IAS must know the specifics of using this type of fuel.

LITERATURE

1. Alternative aviation fuels / Proceedings of the meeting on international aviation and climate change. ICAO document HLM-ENV/09-WP/9.- Montreal, 08/10/09.

2. www.tupolev.ru Cryogenic technology.

3. Safety rules for the production, storage and delivery of liquefied natural gas (LNG) at gas distribution stations of main gas pipelines (MGS MG) and automobile gas filling compressor stations (CNG filling stations) PB 08-342-00.

ANALYSIS EXPERIENCE OF ALTERNATIVE FUELS ON AIRCRAFT

In article the technique of carrying out of expert estimations of activity of aviation enterprise of the civil aircraft directed on increasing the level of safety of flights is presented.

Key words: increase of level of safety of flights, questioning, aviation enterprises, expert estimations.

Sargsyan David Robertovich, born in 1982, graduated from MSTU GA (2010), postgraduate student at MSTU GA, author 2 scientific works, area of scientific interests - flight safety, alternative fuel, repair and modernization of aircraft.