新船在短期内CO2和NOx的减排措施--悉尼Paper代写范文

悉尼Paper代写范文:“新船在短期内CO2和NOx的减排措施”，这篇论文主要描述的是如何在短期内对一艘新船舶进行CO2和NOx等方面的减排，这就需要我们从船舶的燃油规格、机械操作以及效率检测等方面入手，采用一些燃烧性能较好的轻燃油，尽量减少硫氧化物的含量，这不仅能够减少燃料费用的支出，也能够起到保护水域的作用，是个非常不错的方法。

Fuel specifications:

燃油规格：

Combustion properties of Light Fuel Oils are good, and the production of NOx is somewhat lower than that of the Heavy Fuel Oils. Less amounts of SOx is produced because of the lower sulphuric content. A change over from using HFO to MDO will reduce NOx formation [IMO1989]. The CO2 emissions will also be reduced in the range of 4-5 % by using MDO instead of HFO [The Motor Ship, 1999]. The reason for lower CO2 emissions is mainly because of the lower Carbon/Hydrogen ratio of MDO.

However, it is no driving force a change over as long as the difference in price between thetwo is at the current level (80-110$ difference between IFO380 and MDO in January 2000 [Telemarine, 2000]), and present emission requirements can be meet even with HFO [Hennie et al. 1998].

Machinery operation and strategies:

机械操作和战略：

The success of operational strategies is dependent of the overriding and main governing parameters for the specific trade as: cargo owners time schedule, fuel bill payer, fuel oil prices etc.

When looking at operating strategies that favours fuel economy, multi-engine plants are in favour as they open for more flexibility in operation adapted speed requirements, manoeuvring, stand-by etc. [Stenersen et al.1996]. A set of new cruise ship will even have combined gas turbine and steam turbine integrated electric drive system (GOGES), which will offer a thermal efficiency as high as 50% [Diesel & Gas Turbine, 1999].

Machinery condition/efficiency monitoring

机械条件/效率监测

Efficiency monitoring could incorporate more regular use of systems for monitoring machinery efficiency and planning related maintenance and adjustments based on an optimum time interval. This could reduce the specific fuel oil consumption for the diesel engine and hence the emissions level for CO2. For the main engine it is normally today good routines for controlling the efficiency. The deviation in the main engine efficiency is seldom increasing above a level of 1 – 2 % from the normal range. The control is mostly performed at a periodic manner. By using an on-line system, which could catch any deviation more quickly, a potential increase in the average efficiency could possible be obtained. A possible figure could be in the range from 0.5 – 1 % in improvements.

CO and HC

It important to remember that a modern diesel engine basically has very low CO and HC emission, typically in the range of 0.1 - 0.2 g/kWh for both. Measures for reducing fuel consumption also have a positive impact on CO and HC emissions. Measures for CO and HC reduction alone are not cost effective and difficult to justify. Reductions of emission of these components have to come as an extra profit of a CO2 or NOx reduction measure.

SOx

氧化硫

Sulphur from the fuel is during combustion transformed to SOx and particularly SO 2. The SO2 emitted is fuel specific, meaning that reduction of sulphur in fuel gives a reduction in SO2 from the exhaust. A scrubber could remove sulphur in the exhaust gases where the sulphuric compounds are absorbed by seawater. A seawater scrubber a described here is a rather costly and space demanding installation [Geist et al., 1997].About 80% of the marine fuel consumption are HFO with a sulphur content varying from 2.5% to 4.5%. MDO contain less than 1.5% sulphur. For coastal water operation the use of MDO with low sulphur content (0.5%) is steadily increasing. If aiming for a significant reduction of the sulphuric effluent from shipping it seem clear that means like fuel taxation and legislation has to be used more actively [OECD, 1996].

51due留学教育原创版权郑重声明：原创留学生作业代写范文源自编辑创作，未经官方许可，网站谢绝转载。对于侵权行为，未经同意的情况下，51Due有权追究法律责任。

51due为留学生提供最好的服务，亲们可以进入主页了解和获取更多悉尼paper代写范文 提供美国作业代写以及paper辅导服务，详情可以咨询我们的客服QQ:800020041哟。-xz