Environmental Engineering Reference
In-Depth Information
Fig. 4.8 Critical fuel scenario
with analysis of possible
additional fuel demand
ETP
flight track
ERA2.
ERA1.
fuel on-board will cover the new trip fuel, i.e., fuel required from the diversion
point to destination, the new route reserve fuel, alternate fuel, final fuel reserve,
and, if applicable, the new additional fuel amount [
41
].
Further aspects affecting the fuel plans of airlines:
• Applying known alternatives for route reserves, i.e., contingency, which are
depending on the statistical method approved by the authorities for continuous
measurement and analysis of fuel consumption by the fleet;
• Monitoring of the engine degradation due to wear and tear by aircraft which can
reveal degraded fuel efficiency in addition to performance losses. The degra-
dation as compared to a novel engine can be expressed as a percentage and can
be included in planning the required fuel quantity according to the Emission
Index consideration; and
• Assuming engine failures that occur at the most critical points of the operation.
4.3 Fuel Systems in Ships
Fuel systems in ships are used for the supply of the diesel engine. It contains the
fuel system for the daily tank and the setting tank. The fuel system is processed in
accordance with the performance data of the different engine manufacturers and
the physical and chemical properties of fuels. The main elements of processing are
storage, filtration, heating, and pressurizing [
42
].
4.3.1 Fuel Preparation and Fuel Supply
Sea-going ships use HFO or IFO fuels to drive the main engines at sea. MDO and
MGO are high-grade fuels of low viscosity, which are used when the vessel is
maneuvering.
HFO is a by-product from refining petroleum. It is warmed to 40C (104F) in
the storage tanks and stored on the raised decks of the ship. This allows the fuel to
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