内河LNG燃料动力船航行安全风险控制研究外文翻译资料

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Sustainability in Inland Shipping 内河航运可持续发展

The use of LNG as Marine Fuel 使用LNG最为船舶燃料

Preface 前言

In September 2010 we, six students Marine Engineering at the TU Delft in the Netherlands, started our Minor project called “Verduurzaming van de Binnenvaart” (translated: Sustainability in Inland Shipping). In this project we were faced with some challenges provided to us by MARIN, the Port of Rotterdam, Interstream Barging and our teachers at the TU Delft concerning inland shipping and making it more sustainable and environmental friendly. One of these tasks concerned some research for the Port of Rotterdam Authority concerning three different subjects, the Container Transferium at Alblasserdam, the use of LNG as fuel for inland barges and the emissions of inland barges. In this report use of LNG as fuel for inland barges will be discussed, evaluated and reviewed by two to the six students of the group.

This report can be useful for anyone interested in the matter. First of all the chemical composition and the properties of LNG are discussed. Then, three different kinds of engines that run on LNG are described and an analysis of the necessary adjustments to the ship is made. The necessary bunkering facilities are examined as well. The use of LNG as marine fuel for inland shipping has an economical impact; this is discussed in one of the chapters. At last, some measures to assure the success of LNG operation are described.

The entire group of six would like to thank its teachers Ir. R.G. Hekkenberg, Ir. J.H. Welink and Ir. P. de Vos for their advice and assistance in the completion of these reports. We would also want to mention the Port of Rotterdam Authority for their critical and supportive advice and suggestions and Interstream Barging, more specifically Ton Mol and Rene Overveld, for their field experience and the necessary data. Also TNO, Rijkswaterstaat, EICB and the crew of the MS Aventura and the Da Vinci deserve credit for giving us a view on the world of inland shipping and help broaden our horizon. Last but not least we would want to thank TopTrack, the excellence program of the 3mE faculty of the TU Delft, for enabling us to do this project.

Sustainability in Inland Shipping – The use of LNG as Marine Fuel

2010年9月,我们六个学生在荷兰代尔夫特,海洋工程开始了我们称为“Verduurzaming van de Binnenvaart”(翻译:内陆航运的可持续性) 的小项目。在这个项目中我们面对一些马林向我们提供的挑战，港口鹿特丹，河道驳运和我们老师在代尔夫特理工大学关于内陆航运

使它更可持续和对环境友好。这些任务有关的一些研究之一，鹿特丹港口管理局有关的三个不同的主题，容器，液化天然气作为燃料在内河驳船上的使用和内河驳船的排放。在这个报告中，小组中俩到六个学生将讨论,评估和审查液化天然气作为燃料在内河驳船上使用。

这个报告对对这件事感兴趣的人是有用的。首先，对液化天然气的化学组成和性质进行了讨论。然后，描述使用液化天然气的三种不同的发动机和分析船舶必要的调整。检查必要的仓储设施。液化天然气作为内陆运输的船用燃料的使用有一个经济影响；这将在其中的一个章节讨论。最后,介绍一些保证液化天然气的成功操作措施。

整个组的六个学生要感谢Ir.R.G. Hekkenberg，Ir.J.H. Welink和Ir.p . de Vos老师为他们完成这些报告提供的建议和帮助。我们也想说鹿特丹港口管理局的批判和支持的意见和建议 ,更具体地说Ton Mol和Rene Overveld在各自领域的经验和必要的数据。还有TNO、Rijkswaterstaat ，EICB，MS Aventura和达芬奇的船员奇值得表扬，给了我们看对内河航运的世界视图和帮助拓宽我们的视野。最后同样重要的是我们要感谢TopTrack,荷兰代尔夫特科技卓越的3mE计划,使我们能够做这个项目。

内河航运可持续发展—LNG作为船舶燃料的使用

Summary 概要

To reduce the emissions of inland shipping, several methods have been introduced. One of these methods is the use of LNG as marine fuel. To evaluate this subject, research is needed. In this report some of the most important issues are discussed.

LNG Is a mixture of hydrocarbons, primarily of methane (more than 90 %). It has a high energy density, but compared to diesel the same amount of volume had only 60% of the energy. In other words: a bigger amount of LNG is needed to produce the same amount of energy. Compared to diesel, the emission of CO2 is lowered with 20 to 25%. The NOx emission is reduced between 85 and 90 % and the SOx production is virtually zero. The amount of particulate matter is close to zero as well.

Three types of engines can be used to run on LNG: lean burn gas engines, dual fuel engines and bi fuel engines. Lean burn gas engines operate on exclusively LNG. Dual fuel engines can run on a mixture of diesel and LNG (the amount of LNG can be up to 90%). Bi fuel engines can run on either diesel of LNG, not on a mixture of both. It is hard to say how the maintenance costs of thse engines are compared to the maintenance costs of regular diesel engines. This is because of the lack of experience with these engines.

为了降低内河航运的排放，本文已经介绍了几种方法。这些方法之一是使用LNG作为船用燃料。为了评估这个课题，需要进行研究。在这份报告中讨论了一些最重要的问题。

液化天然气是烃的混合物，主要成分是甲烷（90％以上）。它具有很高的能量密度，但是与柴油相比,相同的体积只有60%的能量。换句话说：需要更大量的LNG，以产生相同的能量。相比柴油，二氧化碳的排放量降低20％至25％。 NOx排放减少85%到90％且Sox的产生几乎是零，颗粒物的量也接近于零。

三种类型的发动机可用于液化天然气运行：稀薄燃烧燃气发动机，双燃料发动机和双燃料发动机。稀薄燃烧燃气发动机使用完全液化天然气。双燃料发动机可以使用柴油和液化天然气的混合物（LNG的量可高达90％）。双燃料发动机可以运行在柴油的液化天然气,而不是两者的混合物。很难说这些发动机的维护成本比一般柴油发动机的维护成本如何。这是因为缺乏这些发动机的使用经验。

To operate on LNG not only a suitable engine needs to be installed. An LNG storage system and pipes are required as well. So far, pressurized cylindrical tanks have been used to store LNG on board of ships. Double walled pipes can be used to cancel the need for an explosion chamber. These and many more safety precautions must be taken to operate on LNG. Several authorities can have regulations concerning the use of LNG as marine fuel for inland shipping. The IMO, CCR, Port Authorities and National authorities have rules, procedures and guidelines for this.

Bunkering can be done in two different ways, the normal way, which is bunkering the LNG from shore or a ship to the barge, or via a container that is loaded on board. At the normal bunker points special LNG storage and bunker station need to be constructed. The costs for these stations canrsquo;t be determined in detail, because new technology makes it possible to create less expensive stations.

The costs of building an LNG fueled ship are 30 % higher than the building costs of a diesel fueled ship. The costs of the LNG systems are more expensive and the engineering work is costly. The difference will change since the larger scale of production for the LNG systems will lead t

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