Ships are an effective way to move cargo and, at present, are responsible for carrying nearly 80% of the world’s goods (by volume). However, these are also one of the biggest threats to the ecosystem, climate, and human health. Shipping emissions have turned out to be one of the significant sources of air pollution in coastal areas and port cities, leading to health issues such as asthma, stroke, lung cancer, pulmonary, and cardiovascular diseases among the people living in these areas. One large and medium-sized container ship which sails with 70% load produces particulate matters (PM)2.5 equivalent of emissions produced from 21,000 National IV standard trucks.
As per IMO estimates, the shipping industry accounts for 2.20% of the GHG emissions, around 16% of global SOx emissions, and 14% of global NOx emissions primarily through the burning of residual fuels. Ship emissions are expected to contribute nearly 20% of total GHG emissions by 2050. To reduce airborne emissions such as SOx, NOx, ODS, VOC, and shipboard incineration from ships, the IMO implemented Annex VI to the International Convention for the Prevention of Pollution from Ships (MARPOL Convention).
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To meet the environmental obligations, since 2005, IMO has established stringent requirements for a reduction in the sulfur limit. The adoption of the new IMO 2020 rule will reduce total particulate matter emissions, protecting up to 200,000 premature deaths over the next five years. It is also expected to prevent acid rain, which shall further lead to reduced crop failure, and harm to the forest and aquatic species. On October 26, 2018, the IMO adopted its pollution prevention treaty, MARPOL Annex VI, which will reduce sulfur oxide releases from shipping to 0.5%, down from3.5%, effective from January 1, 2020.
IMO 2020 is highlighted in the following section:
- For ships running outside the designated Emission Control Areas (ECAs), IMO has set a limit for sulfur in fuel oil used on board ships of 0.50% m/m (mass by mass) from 1st January 2020.
- Sulfurlimit for fuel oil used by ships operating in ECAs, designated by IMO, for the control of SOxhas been 0.10% m/m since 2015. Further establishment of ECAs has also been planned by IMO.
The obligatory rules require ship owners to shift to ultra-low-sulfur fuel, use LNG, or fit an authorized exhaust gas cleaning system (EGCS), also known as a scrubber, to eliminate the emissions before they are released into the atmosphere. The EGCS is mandated to be approved by the ship’s Flag Administration and demonstrated in the ship’s International Air Pollution Prevention Certificate. For LNG to become a viable fuel for a majority of ships, a global network of LNG bunkering terminals must be established. This will mark a substantial shift from the present scenario where 3.50% sulfur m/m fuel is considered the main fuel in the global industry that allows nearly 85% of international trade.
The IMO is also focused on making efforts to reduce air pollution and global warming for improving the health of the local population in the coastal areas. The shipping industry has conventionally used residual fuel oils, such as HFO, that are developed as a residue from crude distillation in refineries for marine bunkers. These residual fuel oils include sulfur, which, upon burning, ends up in ship emissions in the form of SOx.
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The shipping industry is constantly facing several challenges as well as uncertainties while preparing for compliance with the sulfur cap. One of the main concerns is the availability of compliant low-sulfur fuel. Another major concern is regarding the installation capacity of shipyards in order to fit an adequate number of scrubber systems before the deadline. The new rule has created a risk as well as posed as a liability for shipowners with regard to compliance. In addition, the recent prohibition of open-loop scrubbers by many member states has further reduced the number of options available for ship owners.
Penalties for non-compliance have been determined in various port states, and include fines, arrest, and confiscation of the vessel. However, the implementation of MARPOL Annex VI could be difficult as flag states and port control authorities would require supervision vessels on a continuous basis. For the same, “sniffer” drones are being used in territorial waters to verify the compliance of ships.
The global IMO 2020 compliant marine oil market recorded a consumption of 68.68 million tons in 2018 and is projected to reach 217.07 million tons by 2029, registering a CAGR of 8.58% during the period 2019-2029.
The growth in the global IMO 2020 compliant marine oil market is attributable to growing emphasis on reductions of particulate matter, and sulfur oxide emissions.
This research also analyzes the adoption of IMO 2020 compliant marine oil in different regions and countries and comparative analysis of alternatives available.
Around 80% of global trade by volume is carried by sea.
The increasing demand for lowering air pollution and global warming for improving health of local population in coastal areas has further led to the surging demand for alternative fuels, which in turn have positively affected the existing market for IMO 2020 compliant marine oil.
However, high operating cost of IMO 2020 compliant marine oil and growing preference for alternatives are some of the factors that are restraining the growth of IMO 2020 compliant marine oil.
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Giá bao nhiêu 1 lít ?Dầu thủy lực là gì ?
Và giá 1 lít của chúng là bao nhiêu ?…Chắc hẳn những câu hỏi này đã từng xuất hiện trong đầu mỗi chúng ta khi tiếp xúc với những máy móc công nghiệp, những hệ thống trục nâng đỡ như máy nén, cần cẩu hay máy xúc,… Dầu thủy lực khác với các loại dầu nhớt ô tô hay xe máy, không chỉ là chất bôi trơn, nó còn là phương tiện truyền năng lượng trong toàn hệ thống thủy lực.
Và độc đáo hay hữu dụng ra sao, Totachi sẽ phân tích cho các bạn kĩ hơn trong bài viết này.1.
Tránh các tình trạng bị xước đường dài trên bề mặt gây hao tổn dầu.Chống ăn mòn và chống oxy hóa: Trong quá trình làm việc bề mặt kim loại tiếp xúc với dầu thủy lực dễ bị ăn mòn bởi các tác nhân có tính axit.
Ngoài ba loại độ nhớt phổ biến trên, còn có các loại độ nhớt khác, ít thông dụng hơn như dầu thủy lực 22, dầu thủy lực 100,… Các loại này sử dụng ở những nước có khí hậu khắc nghiệt như Châu Âu, Nga , Mỹ… còn ở Việt Nam thì do khí hậu nhiệt đới nên chỉ thông dụng 3 loại chính là 32-46-68.Chúng ta cùng tham khảo bảng chỉ số của VG 68 của dầu nhớt TOTACHI xem như thế nào nhé:Hydraulic oil ISO 68PropertyValue in metric unitValue in US unitDensity at 60°F (15.6°C)0.880 *10³kg/m³54.9 Kinematic viscosity at 104°F (40°C)68.0cSt68.0cStKinematic viscosity at 212°F (100°C)10.2cSt10.2cStViscosity index135 135 Flash point204ºC400ºFPour Point-40ºC-40ºFAniline Point88ºC190ºFColormax.7.0 max.7.0 Và cũng như nhớt bôi trơn động cơ ô tô, xe máy, thì độ nhớt thấp được ưu tiên cho động cơ mới do khoảng cách giữa xi – lanh và thành piston còn nhỏ.
Nhược điểm của dầu gốc khoáng (dầu mỏ) là khả năng chống cháy thấp (điểm chớp cháy thấp), độc tính và khả năng phân hủy sinh học rất thấp.2/ Dầu thủy lực phân hủy sinh họcEste phốt phát (Phosphate esters) được tạo ra bởi phản ứng của axit photphoric với rượu thơm.
