Alternative fuels for ships. Environmental aspects of the use of alternative fuels on ships of the sea and river fleet. Environmental impact

Due to the presence of several power plants on a large ship, for example, the main engine, a diesel generator for generating electricity, a boiler for producing hot water and steam, marine fuel can be represented by several types at once.

Moreover, the main engine of a marine vessel is often fed with not one, but two or more types of fuel alternately. This is due to the fact that in the ocean there are zones of special control of sulfur emissions - the North and Baltic Seas, the Atlantic and Pacific coasts of the USA and Canada.

When approaching them, the engines are switched to diesel fuel with a low sulfur content. The same technique is used before performing maneuvers in which you often have to change engine modes. After leaving the port, diesel fuel is replaced with fuel oil, on which the ship travels the main part of the route.

Types of fuel for shipping

The main types of fuel for ships today are:

diesel fuel;
high-viscosity marine fuels;
other types (KST - a component of marine fuel from gas condensate, oil gas turbine TG and TGVK, LNG - liquefied natural gas, etc.)

Diesel and low viscosity fuel belong to light oil products. They differ from each other in cost (SMT is much cheaper), as well as technical characteristics.

SMT contains more sulfur (from 0.5 to 1.5% versus 0.01%), has a lower cetane number (40 versus 45). The main advantage of replacing low-viscosity diesel fuel is the cheapness of the latter, as well as the fact that in the absence of sulfur, special expensive additives must be introduced into diesel fuel to maintain lubricating properties.

High-viscosity types of marine diesel fuel are classified as dark grades of petroleum products. They are cheaper than light ones, therefore they are widely used for shipping. Subdivided into light, heavy and super heavy. These types include naval fuel oils F-5 and F-12, furnace fuel oils M-40 and M-100, marine fuel IFO-30, IFO-180, IFO-380. They are produced by mixing residual oil products with diesel fractions. Dark grades are used in low-speed and medium-speed engines.

On the storage and preparation of marine fuel

To store fuel on the ship, fuel bunkers located next to the engine room are used. A large ship can consume up to 40 tons of fuel per day, but excess fuel, with the exception of an emergency supply in case of storms, is not taken on a flight, since it creates ballast and reduces the payload of the ship. The ballast also includes the dead fuel supply on the ship - the remains in the bunkers below the intake pipes.

Before use, fuel oils are often subjected to special preparation operations. They consist:

In heating the fuel mass of cold fuel oil, which has lost its fluidity, by adding hot fuel oil to the tank. Heating is also carried out in tanks equipped with special heating systems.
Purification by settling or separation in special ship installations; during these processes, dirt, mechanical inclusions and water are separated. Purified fuel wears out engines less, so cleaning installations more than pay off.

Today, there are many varieties of diesel and other types of fuel for the ship. To avoid mistakes when purchasing, try to purchase fuel and lubricants only from trusted suppliers.

UDC 629.735;

ANALYSIS OF EXPERIENCE IN THE APPLICATION OF ALTERNATIVE FUELS ON AIRCRAFT

D.R.SARGSYAN

Article submitted by Dr. technical sciences, Professor Zubkov B.V.

The article analyzes the experience of using alternative fuels on aircraft, types and features of fuels. Describes the requirements for LNG and supply of BP.

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

Introduction

The ever-increasing demand for air transportation in recent years, the development of the economy, as well as equipment and technology, has caused a great need for fuel resources. As a result, the engineers of many leading aircraft manufacturing companies in different countries, including in Russia, began development to provide aviation with a new type of fuel. A huge number of alternatives to kerosene are being considered: biofuels, synthetic oil, liquefied natural gas (LNG), hydrogen. All the accumulated experience since the world's first flight on alternative fuel (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 stocks natural gas, as well as gases associated with oil production, which are burned in the flares of fields during oil production. On the this stage The development of civil aviation is closest to the implementation of projects of helicopters and aircraft that use liquefied associated gases obtained during oil production (propane and butane) as fuel.

Refurbishment aircraft requires minimal cost- only alterations of fuel tanks and fuel supply systems to engines. It is also required 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 industry complex is required, but also the participation of gas producing companies to create the appropriate infrastructure.

Application experience

An alternative to jet fuel began to be sought in the middle of the 20th century. History of work in OKB A.N. Tupolev on alternative fuels goes back to the 60s. - even then, the possibility of transferring the power plants designed by A.N. 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 program of research and development work for the widespread introduction alternative species fuel for the national economy. So on April 15, 1988, Tu-155 with an experimental NK-88 cryogenic fuel engine took to the skies for the first time, which performed almost 100 flights on LNG and hydrogen. In October 1989, this aircraft made a demonstration flight on the route Moscow-Bratislava-Nice (France) to the 9th International Natural Gas Congress. In July 1991, the aircraft 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 has developed. As a result of this work, the ways of creating aircraft and airfield cryogenic systems and equipment were determined. However, the 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-330SPG), new regional aircraft Tu-136. In addition, these aircraft will be able to use alternative fuels and jet fuel at the same time, making them more versatile and reliable. The modifications of the Tu-204 (Tu-204K) aircraft and the project of the new regional aircraft Tu-136, which takes into account the features of cryogenic fuel, have been most deeply worked out (Fig. 1).

The fuel efficiency of the Tu-334K and Tu-330SPG aircraft will practically not differ from the basic Tu-334 and Tu-330. All 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

Liquefied natural gas (LNG) is the most widely used alternative fuel. Gas belongs to the category of cryogenic fuels. Thermophysical and thermal characteristics show a number of advantages of aviation condensed fuels (ACF) over traditional TS-1 jet fuel. There are also synthetic fuels derived 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 it is accompanied by 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 inferior to it in terms of

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, cryogenic fuel can be considered - 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 a specific fuel consumption about three times less than that of kerosene. This makes it possible to significantly improve flight performance aircraft;

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

Thirdly, an increased self-ignition temperature and lower emissivity, which will positively affect the operation of the combustion chamber.

However, hydrogen fuel has inherent disadvantages that require the solution of 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 that of kerosene) density, which significantly worsens the overall weight characteristics of an aircraft when switching from jet fuel to hydrogen.

The advantages of light hydrocarbons also belong to the category of advantages of hydrogen, but differ in availability and low cost of production (Table 1).

Table 1

Thermophysical and thermotechnical characteristics of hydrogen, hydrocarbon components of ASCT and aviation fuel TS-1

Index 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 square, С -259.21 -182.49 -183.27 -187.69 -138.33 -129.72 -60

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

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

sq. 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

i, C 510 542 518 470 405 284 -

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

Сн, % (vol) 4.1 5.3 3.0 2.2 1.9 - 1.2

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

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

Lo, kgnail/kgfuel 34.5 17.19 16.05 15.65 15.42 15.29 -

LNG - (methane) its density (even at the boiling point) is 1.7 times greater 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 being in the liquid phase (-20 C), a low critical temperature (-82.6 C). This necessitates

creation of new cold-resistant structures for sealing materials for tanks, fittings and communications of 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 exclude a two-phase state, which completely eliminates the use of standard fuel units, communications, manifolds and injectors. This greatly 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 the same properties of liquid methane, very bulky and expensive ground means for its transportation, storage, refueling, etc., close in their parameters to hydrogen ones, will be required. Additional equipment of the airport cryogenic fuel base should include special storage facilities equipped with thermal protection, means of maintaining the cryogenic state of the fuel and devices preventing its loss, as well as a network of receiving devices, a fleet of special Vehicle with heat-insulated containers, etc.

At the same time, in terms of mass heat of combustion, methane surpasses kerosene by 14%, which will ensure the flight range and payload. Liquefied methane has a cooling capacity 5 times higher than that of kerosene, which makes it possible to use the cooling resource to cool engine parts and assemblies. Experience in the operation of gas turbine engines used as superchargers on compressor stations gas pipelines and those running on natural gas showed that the service life of such engines is increased by 25%.

Flight safety when using LNG

The main types of hazards created by specific properties, liquefaction of hydrocarbon gases, including LNG, as well as the conditions of their production, storage, transportation and refueling include: flammability (fire hazard), explosiveness, chemical activity, exposure to low temperatures, toxicity. Safety rules for the production, storage and distribution of liquefied natural gas (LNG) at gas distribution stations main gas pipelines(GDS MG) and automobile gas-filling compressor stations (CNG filling stations) contain organizational, technical and technological requirements for the organization of 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 ensure the safe operation of such fuels, it is necessary to have qualitative and quantitative methods for assessing and comparing each type of hazard. Quality and quantification, i.e. determination of the type and degree of danger, allows you to carry out comparative analysis condensed fuel according to hazard criteria, and in the future to formalize the problem 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 Readiness for Aircraft Maintenance are presented in terms of those characteristics that directly affect the provision of flight safety and the fulfillment 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 aviation equipment, its purpose and content Maintenance, technology for performing and quality control of work on it, the equipment used;

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

E - general experience in aviation technology.

As the analysis of the requirements for the safe operation of the Tu-154 aircraft during refueling and storage of fuel (LNG) showed, the engineering and technical personnel of the IAS should know the features of the use of this type of fuel.

LITERATURE

1. Alternative types of aviation fuel / Proceedings of the meeting on international aviation and climate change. ICAO document HLM-ENV/09-WP/9.- Montreal, 10.08.09.

2. www.tupolev.ru Cryogenic technology.

3. Safety rules for the production, storage and distribution of liquefied natural gas (LNG) at gas distribution stations of main gas pipelines (GDS MG) and automobile gas filling compressor stations (CNG) 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 increase of 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 Moscow State Technical University of Civil Aviation (2010), postgraduate student of Moscow State Technical University of Civil Aviation, author of 2 scientific papers, region scientific interests- flight safety, alternative fuel, aircraft repair and modernization.

ENVIRONMENTAL ASPECTS OF THE APPLICATION OF ALTERNATIVE FUELS ON SHIPS OF THE SEA AND RIVER FLEET

Sergeev Vyacheslav Sergeevich

5th year student, Faculty of Ship Engineering, Omsk Institute of Water Transport (branch) FBOU VPO "Novosibirsk state academy water transport”, Omsk

E-mail: banana [email protected] bk . en

Dergacheva Irina Nikolaevna

scientific supervisor, Ph.D. ped. Sciences, Associate Professor, Head. Department of ENiOPD of the Omsk Institute of Water Transport (branch) FBOU HPE "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 sea transport are among the main consumers of petroleum products and will remain the main consumers of motor fuels for the period up to 2040-2050. In the short term, 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 have led to relevant to date, the reconstruction of the fuel and energy complex through deeper oil refining, the use of energy-saving technologies, the transition to less expensive and environmentally friendly 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 the consideration of environmental aspects of the use of alternative fuels on ships of the sea and river fleet.

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

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

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

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

· low construction cost and cost in operation;

· life time;

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

the availability of an energy source.

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

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

· low capital costs for installation of additional equipment on the vessel;

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

safety, as well as normative documents governing the 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 oxides of sulfur, nitrogen and carbon, as well as particulate matter in emissions from ships. These substances cause great harm to the environment and are alien to any part of the biosphere.

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

Baltic and North Seas

US and Canadian coastal waters

Caribbean Sea

· Mediterranean Sea

the coast of Japan

Strait of Malacca, etc.

In this way, the change in regulations for sulfur oxide emissions from ships in 2012 is 0% and 3.5% in special areas and worldwide, respectively. And by 2020, the norms for sulfur oxide emissions from ships in these areas will similarly be 0%, and worldwide will already decrease to 0.5%. It follows that the need to solve the problem of reducing chemical emissions of harmful substances into the atmosphere by ships power plants.

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

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

Biodiesel is organic fuel produced from oilseed crops.

The price of branded biodiesel is about twice the price of conventional diesel fuel. Studies conducted in 2001/2002 in the USA showed that when the fuel contains 20% biodiesel, the content of harmful substances in 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 bonds directly attached to the carbon atom. Alcohols are banned 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 fuels. The danger of storing it on a ship and the expensive equipment for such use make this species fuel completely not promising for ships;

· the water-fuel emulsion is produced on board the ship in a special unit - 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%.

In this way, we can state that the only new type of fuel, the use of which significantly affects the environmental performance of marine engines, is natural gas.

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

Table 1.

The amount of emissions from fuel combustion

It can be seen from the table that in the end it can indeed be argued that compressed or liquefied gas surpasses, in terms of environmental safety, currently used energy sources on ships. In other words, which is the most promising today for use in sea and river transport.

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

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

Bibliography:

Erofeev V.L. The use of promising 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 VK Application of alternative types of energy and alternative fuels on sea vessels [Electronic resource] - Access mode. - URL: http://www.korabel.ru/filemanager (accessed 11/15/2012)

The relevance of this topic is due to the fact that a ship needs a large amount of fuel for its operation, which adversely affects the state of the environment, since huge cargo ships annually emit millions of cubic meters of carbon dioxide into the atmosphere, causing great harm to the atmosphere and bringing closer the melting of glaciers at the poles. Also, due to unstable prices for petroleum products and limited stocks These fossils force engineers to constantly look for alternative fuels and energy sources.

Global shipping is a major source of pollution as world trade requires huge amounts of oil and other combustible materials for ships, but as more attention is paid to reducing CO2 emissions, it is clear that the time has come to make changes in power plants Or even find a replacement for them.

Currently, within just one country, the consumption of motor fuels produced from oil can reach hundreds of millions of tons. At the same time, road and sea transport are among the main consumers of petroleum products and will remain the main consumers of motor fuels for the period up to 2040-2050.

Also a significant impetus to the development this issue is the fact that, 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 oxides of sulfur, nitrogen and carbon, as well as particulate matter in emissions from ships. These substances cause great harm to the environment and are alien to any part of the biosphere.

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

Baltic and North Seas

US and Canadian coastal waters

Caribbean Sea

· Mediterranean Sea

the coast of Japan

Strait of Malacca, etc.

In this way, the change in regulations for sulfur oxide emissions from ships in 2012 is 0% and 3.5% in special areas and worldwide, respectively. And by 2020, the norms for sulfur oxide emissions from ships in these areas will similarly be 0%, and worldwide will already decrease to 0.5%. This implies the need to solve the problem of reducing chemical emissions of harmful substances into the atmosphere by ship power plants and the search for new, more “friendly” types of fuel or energy for the use of the latter on ships.

To address these issues, it is proposed to introduce innovations in two various directions:

1) The use of new, more environmentally friendly and economical types of fuel in the operation of ships;

2) Refusal of the fuel we are used to in favor of using the energy of the sun, water, wind.

Let's consider the first way. The main types of alternative fuels are the following:

Biodiesel is a fossil fuel produced from oil crops.

Alcohols are organic compounds containing one or more hydroxyl bonds directly attached to a carbon atom. Alcohols are banned as low flash point fuels;

Hydrogen is the only fuel whose combustion product is not carbon dioxide;

It is used in internal combustion engines in pure form or as an additive to liquid fuels. 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;

The 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, dramatically reduce nitrogen oxide emissions by 80%, and significantly reduce carbon dioxide emissions by 30%.

In this way, it can be argued that the only new type of fuel, the use of which significantly affects the environmental performance of marine engines, is natural gas.

Let's move on to the second way. Wind and sun are the most common sources of energy on earth. Many organizations offer all kinds of projects to implement them in everyday life.

In international practice, there are already several implemented and yet unrealized projects of ships using wind and solar energy for their navigation.

In an effort to reduce fuel consumption on large fleet merchant ships in the world's oceans, a group from the University of Tokyo developed the "Wild Challenger" project.

Using giant retractable sails measuring 50 meters high and 20 meters wide, annual consumption fuel can be reduced by almost 30 percent. The sails are individually steered for maximum power and each sail is telescoping with five tiers, allowing them to be folded down when the weather becomes unfavorable. The sails are hollow and curved, made of aluminum or reinforced plastic, making them more like wings. Computer simulations as well as wind tunnel testing have shown that the concept can work even in crosswinds. Thus, the project “Wind Challenger” can really become the development of economical ships of the next generation.

“Eco Marine Power” company developed the project “ Aquarius”, which means “Aquarius” in translation. A feature of this project is the use of solar panels as a sail.

Such sails even got their own name "rigid sail". They will become part of a major project that will allow ships to easily use alternative energy sources while at sea, in the roadstead and in port. Each sail panel will automatically change position using computer control, which is being developed by the Japanese company " KEI System Pty Ltd". Panels can also be removed in adverse weather conditions.

The latest advancement in solar technology means that it is now possible to use a combination of solar panels and a sail, and this fact brings this project to the forefront in the development of modern shipbuilding.

System " Aquarius» is designed in such a way that it does not require much attention from the ship's crew and is relatively easy to install. The materials from which the rigid sail and other components of the system are made are recycled.

System " Aquarius» will become attractive for investments by shipping companies and ship operators, due to the quick payback of the project.

It can be concluded that both of these ways are designed to solve the same problems. The implementation of these projects has a significant impact on global maritime transport, contributing to a significant reduction in environmental pollution and a reduction in fuel and maintenance costs. What to choose is everyone's business. A simpler way to implement is the use of economical fuel, since this technology does not require a complete replacement of the fleet, but can be applied on existing ships, however, at the same time, a certain level of fuel costs and emissions of harmful substances into the atmosphere remain. The choice in favor of building ships that use alternative energy sources in their operation, on the one hand, requires a complete replacement of the fleet, but on the other hand, eliminates fuel costs and significantly reduces different kinds environmental pollution.

Literature

1. Sokirkin V.A. International maritime law: textbook / Sokirkin V.A.,

Shitarev V.S. - M: International relations, 2009. - 384 p.

2. Shurpyak V.K. The use of alternative types of energy and alternative

fuels on sea vessels [Electronic resource]. - Document access mode:

http://www.korabel.ru/filemanager

3. Ships of the future [ electronic resource]. – Document access mode:

http://korabley.net/news/korabli_budushhego/2010-04-05-526

4. Economic vessels are possible [electronic resource]. – Access mode to

document: http://korabley.net/news/ehkonomichnye_suda_vozmozhny/2014-01-06-

5. Aquarius alternative system could change shipping

[electronic resource]. – Document access mode: http://shipwiki.ru/sovremennye_korabli/na_ostrie_progressa/alternativnaya_sistema_emp_aquarius.html

100 years after sailing was completely phased out, shipbuilding companies are returning to wind power in an attempt to reduce fuel costs.
Here are some projects transport ships that use alternative sources for the delivery of goods.

Eco Marine Power - solar panels work like sails

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

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

Instead of traditional sails, they used steerable solar panels. Firstly, their large area and the presence of a controlled turning mechanism will allow the panels to be used as ordinary sails. And secondly, accumulated during the sailing period Electric Energy will be spent to power the engines when maneuvering the vessel in the port.

The swivel system of each solar panel allows you to set it perfectly in the wind or remove it completely in bad weather. In the folded horizontal position, the solar panels will still be turned active surfaces towards the sunlight and will additionally charge the onboard batteries.

EMP representatives claim that the rigidity and reliability of the design of their high-tech sails will be able to withstand even a very strong storm at sea, and therefore the vessel will stay afloat and move on the approved course even when conventional sailing vessels cannot. In addition, new sails require minimal maintenance.
EMP engineers calculated that equipping a conventional vessel with such peculiar sails would reduce fuel consumption by 20%, and if at the same time equipping the ship with additional electric motors, the fuel consumption would be reduced by almost half - by about 40%.

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