Marine engineering turbines

PAMETRADA Parsons and Marine Engineering Turbine Research Developme Assoc iation(Brit)... 

A specific case of mobile sources, where nearly the same conventional system used for stationary sources (SCR-NH3) can be applied, regards the reduction of NO in the exhaust gas from marine engines and gas turbines. The first marine installation was in 1989 on a 37 000tdw deep-sea bulk carrier [61]. Many more installations exist today, but this still remains a niche application. 

The medium-speed diesel (railroad locomotive, marine engines) appears to be another potential application for SRC-II coal liquids to displace petroleum fuels. Other applications being studied by potential users include the automotive turbine, reheat furnace fuel in the steel industry and reformer feedstock for fuel cells. All in all, the products to be derived from coal liquefaction processes like SRC-II can, over time, displace a portion of our requirements for imported petroleum in a variety of end uses. 

The introduction and development of gas turbine engines led to the development of new lubricants. While the early gas turbine engines ran successfully on mineral oil lubricants, and in fact many Russian aircraft engines still operate on such lubricants, the demand for higher specific thmst, with the concomitant high operating temperatures, needed lubricants with better thermal stability. Carboxylic esters were developed which, with yet further improvements, are still used today. These lubricants are also used in aero-derived industrial and marine gas turbines, meaning that for the first time lubricants developed for aircraft were used in other applications. 

Until the 1990s, any discussion concerning the lubrication of marine engines would have included steam turbines but, due to the rapid escalation of fuel prices in the late 1970s, their use has been virtually discontinued. The improved design and... 

Testing of the Shale-II JP-5 jet fuel, which is currently underway in four different gas turbine engines, shows good combustion performance. No problems have been encountered. Likewise, testing of ship steam boilers, marine gas turbines, and diesel engines on the Shale-II diesel fuel marine (DFM) is demonstrating highly acceptable performance. 

See also Fossil Fuel Power Plants Gas Turbine Technology Mechanical Engineering Naval Architecture and Marine Engineering Solar Energy. 

Douglas, C.A., Harrison, G.P. and Chick, J.P. (2008), Life cycle assessment of the Seagen marine current turbine , Proc. IMechE, Part M Journal of Engineering for the Maritime Environment, Vol. 222, Issue 1, pp. 1-13. 

Karyotakis, A. BucknaU, R. (2010). Planned intervention as a Maintenance and Repair Strategy for Offshore Wind Turbines. Journal of Marine Engineering and Technology, No. A16 27-35. 

Steam-turbine lubricants Lubricants in steam turbines are not exposed to such arduous conditions as those in engines. The main requirement is for high oxidation stability. However, they may be exposed to aqueous condensate or, in the case of marine installations, to sea water contamination, so they have to be able to separate from water easily and to form a rustpreventing film on ferrous surfaces, and it is usual to employ rust inhibitors. The problem of tin oxide formation on white-metal bearings is associated with the presence of electrically conducting water in lubricants and can be over-come by keeping the lubricant dry . 

Marine boilers currently in operation tend to be oil-fired, packaged, D-type units. However, in many of the latest merchant marine and naval ships constructed, marine boilers have become relegated only to auxiliary and heat-recovery use because diesel engines and gas turbines have become the primary form of equipment employed for marine propulsion. 

Combined-cycle systems are used in both land and marine applications employing diesel engines or gas turbines (which usually provide the first power source) and by large process industries that produce significant heat-containing, by-product waste streams. 

Fuels used in marine applications are quite diverse in their properties. Low-viscosity distillate fuels and high-viscosity residual fuels can both be considered marine fuels. The applications, though, would differ and could include use in direct injected diesel engines, boilers, and gas turbines. Also, high-speed, medium-speed, and slow-speed engines can be found in marine applications. 

Jewitt, C. H., S. R. Westbrook, D. L. Ripley, and R. H. Thornton. 1993. Fuels for land and marine diesel engines and for nonaviation gas turbines. In Manual, on Significance of Tests for Petroleum Products, ed. George V. Dyroff, pp. 54-68. Philadelphia American Society for Testing and Materials. 

Hot corrosion32 is encountered in the operation of gas turbines between 730 and 1730°C. Operation of gas turbine engines in marine atmosphere is prone to hot corrosion, which involves oxidation and reaction with sulfur, sodium, vanadium and other contaminants present in the fuel or ilnet air. The consequence of this is the loss of protective action of chromium oxide on the blade and sometimes engine failure. 

Westbrook, S. R. 2003. Fuels for Land and Marine Diesel Engines and for Non-Aviation Gas Turbines. In Rand, S. J. (Ed.), Significance of Tests for Petroleum Products (7th ed., pp. 63-81).West Conshohocken PA ASTM International. 

The most important applications of superalloys are in aircraft engines, marine vehicles, and stationary powder imits as turbine blades and vanes, and in sheet form for exhaust case assemblies and burner liners. Moreover, they are used in furnace combustion tubes, muffles, cracking and reformer tubes. 

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