DOCSLIB.ORG

Panamax Main Sept 06 Final

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Panamax Main Sept 06 Final Measurement of Emissions from the Main Propulsion Engine (MAN B&W 11K90MC-C) on a Panamax Class Container Ship Final Report (April 2, 2009) Contract # 05-412 Prepared for: California Air Resources Board 1001 I Street, Sacramento, CA 95814 Authors: Dr. J. W. Miller Mr. Harshit Agrawal Mr. Bill Welch University of California, Riverside College of Engineering-Center for Environmental Research and Technology Riverside, CA 92521 Emissions from the Main Propulsion Engine on a Pamamax Class Ship Disclaimer This report was prepared as the result of work sponsored by the California Air Resources Board (CARB) and as such does not necessarily represent the views of CARB or its employees. CARB, its employees, contractors and subcontractors make no warrant, express or implied, and assume no legal liability for the information in this report; nor does any party represent that the uses of this information will not infringe upon privately owned rights. This report has neither been approved nor disapproved by CARB and CARB has not passed upon the accuracy or adequacy of the information in this report. 2 Emissions from the Main Propulsion Engine on a Pamamax Class Ship Acknowledgements The authors express appreciation to the following associates who contributed much to the success of the project and the furtherance of knowledge of emissions from ocean going vessels operating in waters near California. We very much appreciated the financial support of the CARB throughout the project, their help in planning the test work and the assistance of the shipping company and the helping hands on the vessel for enabling these measurements to be integrated into their busy operating schedule. California Air Resources Board • Ms. Peggy Taricco • Ms. Bonnie Soriano • Mr. Paul Milkey 3 Emissions from the Main Propulsion Engine on a Pamamax Class Ship Table of Contents Disclaimer ---------------------------------------------------------------------------------------------2 Acknowledgements-----------------------------------------------------------------------------------3 Table of Contents-------------------------------------------------------------------------------------4 Table of Figures--------------------------------------------------------------------------------------6 Table of Tables ---------------------------------------------------------------------------------------6 Executive Summary----------------------------------------------------------------------------------7 1 Introduction-------------------------------------------------------------------------------------8 1.1 Project Objective ------------------------------------------------------------------------------ 9 2 Test Plan--------------------------------------------------------------------------------------- 10 2.1.1 Test Engine ----------------------------------------------------------------------------------------------- 10 2.2 Test Fuels---------------------------------------------------------------------------------------11 2.3 Test Cycle and Conditions ------------------------------------------------------------------11 2.3.1 Operating Conditions for Measuring Emissions from the Main Engine------------------------ 12 2.3.2 Calculation of Emission Factor------------------------------------------------------------------------ 12 2.3.3 Calculation of the Exhaust Flow Rate---------------------------------------------------------------- 13 3 Results------------------------------------------------------------------------------------------ 14 3.1 Fuel Properties --------------------------------------------------------------------------------14 3.2 Sampling Ports--------------------------------------------------------------------------------14 3.3 Primary Gaseous Emissions ----------------------------------------------------------------15 3.3.1 Main Engine Gaseous Emissions --------------------------------------------------------------------- 15 3.4 Particulate Matter (PM) Emissions -------------------------------------------------------16 3.4.1 PM Mass Emissions ------------------------------------------------------------------------------------- 16 3.5 Composite Particulate Matter Emissions ------------------------------------------------18 3.5.1 Elemental and Organic Carbon------------------------------------------------------------------------ 18 3.5.2 Emissions of Sulfate------------------------------------------------------------------------------------- 19 3.5.3 Quality Check for Conservation of PM Mass Emissions ----------------------------------------- 19 4 Findings and Recommendations ---------------------------------------------------------- 21 4.1 Findings ----------------------------------------------------------------------------------------21 4.2 Recommendations ----------------------------------------------------------------------------22 Appendix A ------------------------------------------------------------------------------------------ 23 A.1 Certification Emission Test Protocol for Main Engines------------------------------------------------ 23 A.2 Measuring Gaseous and PM Emissions from Marine Diesel Engines ------------------24 A.2.1 Measuring the Gaseous Emissions ---------------------------------------------------------------------- 26 A.2.2 Measuring the Particulate Matter (PM) Emissions --------------------------------------------------- 27 4 Emissions from the Main Propulsion Engine on a Pamamax Class Ship A.3 Quality Control/Quality Assurance (QC/QA)------------------------------------------------------------ 28 Appendix B ------------------------------------------------------------------------------------------ 30 B.1 Detailed specifications for the Panamax Class Vessel -------------------------------------30 B.2 Detailed specifications for the K90MC Engines --------------------------------------------30 Appendix C – Test Data and Calculations----------------------------------------------------- 32 C.1 Detailed Engine Operational Results ---------------------------------------------------------32 C.2 Emissions Sampling System Dilution Ratios ------------------------------------------------33 C.3 ISO Correction Factors for Temperature and Humidity ---------------------------------34 C.4 Gaseous Emissions Data and Calculations---------------------------------------------------35 C.5 Particulate Matter Emissions Data and Calculations -------------------------------------37 C.6 Criteria Pollutant Summary Results and Statistics ----------------------------------------39 C.7 Fuel Analyses--------------------------------------------------------------------------------------40 C.8 Gas Analyzer Calibrations----------------------------------------------------------------------42 5 Emissions from the Main Propulsion Engine on a Pamamax Class Ship Table of Figures Figure 1-1 Trends for Various Port-Related Emissions (tons/day).............................. 8 Figure 2-1 Picture of the Fuel Injectors on an Engine from the 11K90MC-C Series ........................................................................................................................................... 10 Figure 3-1 Picture of the Partial Dilution Tunnel Direct Connection with the Main Exhaust............................................................................................................................. 15 Figure 2 Emission Factor (g/kW-hr) for Different Gases from the Main Engine as a Function of Load * Note CO 2 scale ............................................................................... 16 Figure 3 Emission Factor (g/kW-hr) for Particulate Matter from the Main Engine as a Function of Load.......................................................................................................... 17 Figure 4 Emission Factors in g/kW-hr for the Elemental & Organic Carbon PM fractions ........................................................................................................................... 18 Figure 5 Figure of the Sulfate Emissions vs. Engine Load.......................................... 19 Figure 6 Comparative Plots of Total PM Emissions with Composite PM Emissions ........................................................................................................................................... 21 Figure A-1 Partial Flow Dilution System with Single Venturi, Concentration Measurement and Fractional Sampling........................................................................ 24 Figure A-2 Field Processing Unit for Purifying Dilution Air in Transport Case ..... 25 Figure A-3 In-field Illustration of Continuous Gas Analyzer and Computer for Data Logging............................................................................................................................. 26 Table of Tables Table 2-1 Main Engine Test Schedule........................................................................... 11 Table 3-1 Selected Properties of the Fuel Used on the Vessel..................................... 14 Table 3-2 Emission Factor of Different Gases for Main Engine ................................ 16 Table 3-3 Numeric PM Emission Factors in g/kW-hr & Statistics ............................ 17 Table 3-4 Sulfate Emissions (g/kW-hr) for the Main Engine ..................................... 19 Table 3-5 Comparison of PM Emission Factors with EC+OC+ Hydrated Sulfate Emission Factors for Main Engine................................................................................ 20 Table 4-1Emission Factors of Criteria Pollutants for Main Engine .........................
Load more

Recommended publications
  • Eskola Juho Makinen Jarno.Pdf (1.217Mt)
    Juho Eskola Jarno Mäkinen MERENKULKIJA Merenkulun koulutusohjelma Merikapteenin suuntautumisvaihtoehto 2014 MERENKULKIJA Eskola, Juho Mäkinen, Jarno Satakunnan ammattikorkeakoulu Merenkulun koulutusohjelma Merikapteenin suuntautumisvaihtoehto Toukokuu 2014 Ohjaaja: Teränen, Jarmo Sivumäärä: 126 Liitteitä: 3 Asiasanat: historia, komentosilta, slangi ja englanti, lastinkäsittely ja laivateoria, Meriteidensäännöt ja sopimukset, yleistä merenkulusta. ____________________________________________________________________ Opinnäytetyömme aiheena oli luoda merenkulun tietopeli, joka sai myöhemmin nimekseen Merenkulkija. Työmme sisältää 1200 sanallista kysymystä, ja 78 kuvakysymystä. Kysymysten lisäksi teimme pelille ohjeet ja pelilaudan, jotta Merenkulkija olisi mahdollisimman valmis ja ymmärrettävä pelattavaksi. Pelin sanalliset kysymykset on jaettu kuuteen aihealueeseen. Aihealueita ovat: historia, komentosilta, slangi ja englanti, lastinkäsittely ja laivateoria, meriteidensäännöit, lait ja sopimukset ja viimeisenä yleistä merenkulusta. Kuvakysymykset ovat sekalaisia. Merenkulkija- tietopeli on suunnattu merenkulun opiskelijoille, tarkemmin kansipuolen päällystöopiskelijoille. Toki kokeneemmillekin merenkulkijoille peli tarjoaa varmasti uutta tietoa ja palauttaa jo unohdettuja asioita mieleen. Merenkulkija- tietopeli soveltuu oppitunneille opetuskäyttöön, ja vapaa-ajan viihdepeliksi. MARINER Eskola, Juho Mäkinen, Jarno Satakunnan ammattikorkeakoulu, Satakunta University of Applied Sciences Degree Programme in maritime management May 2014 Supervisor:
    [Show full text]
  • In This Issue …
    In This Issue … INLAND SEAS®VOLUME 72 WINTER 2016 NUMBER 4 MAUMEE VALLEY COMES HOME . 290 by Christopher H. Gillcrist KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING . 292 by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University RUNNING OUT OF STEAM, NOTES AND OBSERVATIONS FROM THE SS HERBERT C. JACKSON . 319 by Patrick D. Lapinski NATIONAL RECREATION AREAS AND THE CREATION OF PICTURED ROCKS NATIONAL LAKESHORE . 344 by Kathy S. Mason BOOKS . 354 GREAT LAKES NEWS . 356 by Greg Rudnick MUSEUM COLUMN . 374 by Carrie Sowden 289 KEEPING IT IN TRIM: BALLAST AND GREAT LAKES SHIPPING by Matthew Daley, Grand Valley State University Jeffrey L. Ram, Wayne State University n the morning of July 24, 1915, hundreds of employees of the West- Oern Electric Company and their families boarded the passenger steamship Eastland for a day trip to Michigan City, Indiana. Built in 1903, this twin screw, steel hulled steamship was considered a fast boat on her regular run. Yet throughout her service life, her design revealed a series of problems with stability. Additionally, changes such as more lifeboats in the aftermath of the Titanic disaster, repositioning of engines, and alterations to her upper cabins, made these built-in issues far worse. These failings would come to a disastrous head at the dock on the Chicago River. With over 2,500 passengers aboard, the ship heeled back and forth as the chief engineer struggled to control the ship’s stability and failed. At 7:30 a.m., the Eastland heeled to port, coming to rest on the river bottom, trapping pas- sengers inside the hull and throwing many more into the river.
    [Show full text]
  • Malacca-Max the Ul Timate Container Carrier
    MALACCA-MAX THE UL TIMATE CONTAINER CARRIER Design innovation in container shipping 2443 625 8 Bibliotheek TU Delft . IIIII I IIII III III II II III 1111 I I11111 C 0003815611 DELFT MARINE TECHNOLOGY SERIES 1 . Analysis of the Containership Charter Market 1983-1992 2 . Innovation in Forest Products Shipping 3. Innovation in Shortsea Shipping: Self-Ioading and Unloading Ship systems 4. Nederlandse Maritieme Sektor: Economische Structuur en Betekenis 5. Innovation in Chemical Shipping: Port and Slops Management 6. Multimodal Shortsea shipping 7. De Toekomst van de Nederlandse Zeevaartsector: Economische Impact Studie (EIS) en Beleidsanalyse 8. Innovatie in de Containerbinnenvaart: Geautomatiseerd Overslagsysteem 9. Analysis of the Panamax bulk Carrier Charter Market 1989-1994: In relation to the Design Characteristics 10. Analysis of the Competitive Position of Short Sea Shipping: Development of Policy Measures 11. Design Innovation in Shipping 12. Shipping 13. Shipping Industry Structure 14. Malacca-max: The Ultimate Container Carrier For more information about these publications, see : http://www-mt.wbmt.tudelft.nl/rederijkunde/index.htm MALACCA-MAX THE ULTIMATE CONTAINER CARRIER Niko Wijnolst Marco Scholtens Frans Waals DELFT UNIVERSITY PRESS 1999 Published and distributed by: Delft University Press P.O. Box 98 2600 MG Delft The Netherlands Tel: +31-15-2783254 Fax: +31-15-2781661 E-mail: [email protected] CIP-DATA KONINKLIJKE BIBLIOTHEEK, Tp1X Niko Wijnolst, Marco Scholtens, Frans Waals Shipping Industry Structure/Wijnolst, N.; Scholtens, M; Waals, F.A .J . Delft: Delft University Press. - 111. Lit. ISBN 90-407-1947-0 NUGI834 Keywords: Container ship, Design innovation, Suez Canal Copyright <tl 1999 by N. Wijnolst, M .
    [Show full text]
  • Potential for Terrorist Nuclear Attack Using Oil Tankers
    Order Code RS21997 December 7, 2004 CRS Report for Congress Received through the CRS Web Port and Maritime Security: Potential for Terrorist Nuclear Attack Using Oil Tankers Jonathan Medalia Specialist in National Defense Foreign Affairs, Defense, and Trade Division Summary While much attention has been focused on threats to maritime security posed by cargo container ships, terrorists could also attempt to use oil tankers to stage an attack. If they were able to place an atomic bomb in a tanker and detonate it in a U.S. port, they would cause massive destruction and might halt crude oil shipments worldwide for some time. Detecting a bomb in a tanker would be difficult. Congress may consider various options to address this threat. This report will be updated as needed. Introduction The terrorist attacks of September 11, 2001, heightened interest in port and maritime security.1 Much of this interest has focused on cargo container ships because of concern that terrorists could use containers to transport weapons into the United States, yet only a small fraction of the millions of cargo containers entering the country each year is inspected. Some observers fear that a container-borne atomic bomb detonated in a U.S. port could wreak economic as well as physical havoc. Robert Bonner, the head of Customs and Border Protection (CBP) within the Department of Homeland Security (DHS), has argued that such an attack would lead to a halt to container traffic worldwide for some time, bringing the world economy to its knees. Stephen Flynn, a retired Coast Guard commander and an expert on maritime security at the Council on Foreign Relations, holds a similar view.2 While container ships accounted for 30.5% of vessel calls to U.S.
    [Show full text]
  • Ship Stability
    2018-08-07 Lecture Note of Naval Architectural Calculation Ship Stability Ch. 7 Inclining Test Spring 2018 Myung-Il Roh Department of Naval Architecture and Ocean Engineering Seoul National University 1 Naval Architectural Calculation, Spring 2018, Myung-Il Roh Contents þ Ch. 1 Introduction to Ship Stability þ Ch. 2 Review of Fluid Mechanics þ Ch. 3 Transverse Stability Due to Cargo Movement þ Ch. 4 Initial Transverse Stability þ Ch. 5 Initial Longitudinal Stability þ Ch. 6 Free Surface Effect þ Ch. 7 Inclining Test þ Ch. 8 Curves of Stability and Stability Criteria þ Ch. 9 Numerical Integration Method in Naval Architecture þ Ch. 10 Hydrostatic Values and Curves þ Ch. 11 Static Equilibrium State after Flooding Due to Damage þ Ch. 12 Deterministic Damage Stability þ Ch. 13 Probabilistic Damage Stability 2 Naval Architectural Calculation, Spring 2018, Myung-Il Roh 1 2018-08-07 How can you get the value of the KG? K: Keel G: Center of gravity Ch. 7 Inclining Test 3 Naval Architectural Calculation, Spring 2018, Myung-Il Roh The Problem of Finding an Accurate Vertical Center of Gravity (KG) The problem of finding an accurate KG for a ship is a serious one for the ship’s designer. FG G ü Any difference in the weight of structural parts, equipment, or welds in different ship will produce a different KG. K There is an accurate method of finding KG for any particular ship and that is the inclining test. 4 Naval Architectural Calculation, Spring 2018, Myung-Il Roh 2 2018-08-07 Required Values to Find the KG (2/3) Heeling moment produced by total weight Righting moment produced by buoyant force Static equilibrium of moment t =F × GZ Inclining test formula r B 6 Naval Architectural Calculation, Spring 2018, Myung-Il Roh Required Values to Find the KG (1/3) GZ» GM ×sinf (at small angle f ) GM= KB +BM - KGKG The purpose of the inclining test is to determine the position of the center of mass of the ship in an accurately known condition.
    [Show full text]
  • Safe Harbor Worksheet
    Safe Harbor Worksheet Description: Why should we care about Harbors? Roughly 90% of the world's goods are transported by sea. The port of NY/NJ is the third busiest port in the U.S. and the 18th in the World. Without our ports, life as we know it would not exist, however they are often overlooked. As trade volume increases, so does the size of ships. When European explorers first visited the New York Harbor, they found an estuary with a natural depth of 17 feet. As colonies became established and trade flourished, shipping channels were needed to allow for bigger ships. By 1880, the main ship channel was dredged to a depth of 24 feet and by 1891 to a depth of 30 feet. In 1914 the Ambrose Channel became the main entrance to the port of New York and had a depth of 40 feet and 2,000 feet wide (ship design changes/technological advancements allowed for wider ships). During World War II the main channel was dredged to 45 feet deep to accommodate larger ships up to Panamax size (the largest size ship which could travel through the Panama Canal). Panamax (1916) New Panamax (2016) Tonnage: 52,500 DWT Tonnage: 120,000 DWT Length: 950 ft Length: 1,201 ft Beam: 106 ft Beam: 161 ft Height: 190 ft Height: 190 ft Draft: 39.5 ft Draft: 50 ft Capacity: 5,000 TEU Capacity: 13,000 TEU Eventually even the Panama Canal was not big enough. In 2016, an expanded Panama Canal opened to allow for significantly larger ships (see above).
    [Show full text]
  • Measurement of Fishing
    35 Rapp. P.-v. Réun. Cons. int. Explor. Mer, 168: 35-38. Janvier 1975. TONNAGE CERTIFICATE DATA AS FISHING POWER PARAMETERS F. d e B e e r Netherlands Institute for Fishery Investigations, IJmuiden, Netherlands INTRODUCTION London, June 1969 — An entirely new system of The international exchange of information about measuring the gross and net fishing vessels and the increasing scientific approach tonnage was set up called the to fisheries in general requires the use of a number of “International Convention on parameters of which there is a great variety especially Tonnage Measurement of in the field of main dimensions, coefficients, propulsion Ships, 1969” .1 data (horse power, propeller, etc.) and other partic­ ulars of fishing vessels. This variety is very often caused Every ship which has been measured and marked by different historical developments in different in accordance with the Convention concluded in Oslo, countries. 1947, is issued with a tonnage certificate called the The tonnage certificate is often used as an easy and “International Tonnage Certificate”. The tonnage of official source for parameters. However, though this a vessel consists of its gross tonnage and net tonnage. certificate is an official one and is based on Inter­ In this paper only the gross tonnage is discussed national Conventions its value for scientific purposes because net tonnage is not often used as a parameter. is questionable. The gross tonnage of a vessel, expressed in cubic meters and register tons (of 2-83 m3), is defined as the sum of all the enclosed spaces. INTERNATIONAL REGULATIONS ON TONNAGE These are: MEASUREMENT space below tonnage deck trunks International procedures for measuring the tonnage tweendeck space round houses of ships were laid down as follows : enclosed forecastle excess of hatchways bridge spaces spaces above the upper- Geneva, June 1939 - International regulations for break(s) deck included as part of tonnage measurement of ships poop the propelling machinery were issued through the League space.
    [Show full text]
  • User Manual – Tanker Rapid Response Damage
    USER MANUAL – TANKER RAPID RESPONSE DAMAGE ASSESSMENT September 2019 © 2019 American Bureau of Shipping. ALL RIGHTS RESERVED. USER MANUAL – TANKER RRDA Contents 1.1 General Information .................................................................................................. 5 1.2 Instructions for Validating Enrollment Status ........................................................... 6 1.3 Types of Analyses for Response ............................................................................... 7 1.4 Drills .......................................................................................................................... 7 1.5 Training ..................................................................................................................... 8 2.1 Activating/Notifying RRDA Team ........................................................................... 9 2.2 Time to Respond. ...................................................................................................... 9 2.3 Office Hours .............................................................................................................. 9 2.4 After Office Hours .................................................................................................. 10 2.5 Action After Voice Notification .............................................................................. 10 3.1 Information Requirements ....................................................................................... 11 3.2 Load Condition Before the Incident. ......................................................................
    [Show full text]
  • Maritime Transport Over Danish Ports 2015 Quarter 4
    Documentation of statistics for Maritime Transport over Danish Ports 2015 Quarter 4 Statistics Denmark Sejrøgade 11 DK 2100 København Ø 1 / 11 1 Introduction The purpose of statistics on maritime transport over Danish ports is to describe the volume of and the development in ship traffic to and from Danish ports. The statistics have been compiled in the present form since 1997. Maritime statistics have been produced since 1834 and published annually from about 1900. In the period from 1991 to 1996, Statistics Denmark compiled only summary statistics on the throughput of ports. 2 Statistical presentation The most important variables used in the statistics are: Calls at port, type of ship, size of ship, flag state, port of loading/unloading, weight of goods and type of goods and passengers. The statistics are based on two separate data collections: Maritime traffic on larger Danish ports (quarterly) and Maritime traffic on minor Danish ports (annually). It is supplemented with information on goods on ferries from the data collection on Ferries and Passenger ships (quarterly). 2.1 Data description The statistics contain information on calls at port, type of ship, size of ship, flag state, port of loading/unloading, weight of goods and type of goods and passengers. The statistics are based on two separate data collections: Maritime traffic on larger Danish ports (quarterly) and Maritime traffic on minor Danish ports (annually). It is supplemented with information on goods on ferries from the data collection on Ferries and Passenger ships (quarterly). The larger ports that handles at least 1 mill. tonnes of goods annually report every single port call with detailed information on the vessel, origin or destination port and type of goods.
    [Show full text]
  • Inclining Test and Lightweight Survey V2.1
    GL Leaflet for Inclining test and Lightweight survey V2.1 Leaflet for Inclining test and Lightweight Survey Version 2.1 dated 2011-08-24 1 GL Leaflet for Inclining test and Lightweight survey V2.1 Version information Version Date Editor Items treated Approved 1.0 2005-05 Fim, TBo, Pei initial version HB 2.0 2011-04 Pei, GLe, SKl, MBst draft readings, status of vessel, FSM, tank fillings AFl 2.1 2011-08 Pei, Jasch BW shifting tanks, amount of additional masses, AFl shifting weights, editorial changes 2 GL Leaflet for Inclining test and Lightweight survey V2.1 Table of contents: 1 Inclining Test........................................................................................................................ 4 1.1 Purpose and objective..................................................................................................................... 4 1.2 Acceptance of the test..................................................................................................................... 4 1.3 Procedure of the inclining test ......................................................................................................... 5 1.3.1 Notification of the inclining test/lightweight survey.................................................................. 5 1.3.2 Condition of the vessel ........................................................................................................... 5 1.3.3 Mooring Arrangement.............................................................................................................5
    [Show full text]
  • AFRAMAX Tanker Design
    The Society of Naval Architects and Marine Engineers (SNAME) Greek Section – Technical Meeting 15. March 2012, Athens HOLISTIC SHIP DESIGN OPTIMISATION: Theory and Applications by Apostolos Papanikolaou National Technical University of Athens - NTUA Ship Design Laboratory – SDL http://www.naval.ntua.gr/sdl A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 1 List of contents 1. Introduction to Holistic Ship Design Optimisation • Important Design Optimization Notions • Holistic Optimisation Methodology 2. Optimization of RoPax ships – Case study • Projects ROROPROB (2000-2003) and EPAN-MET4 (2004-2007) 3. Optimisation of High-Speed vessels • Project FLOWMART (2000-2003) 4. Holistic Optimisation of Tanker Ships – Projects SAFEDOR and BEST (2005-2011) • Multi-objective Optimization of Tanker Ships • Case study-reference ship • Alternative configurations • Discussion of results 5. Conclusions- The Way Ahead A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 2 Important Design Optimization Notions (1) • Holism (from Greek όλος, meaning entire, total)-holistic The properties of a system cannot be determined or explained by looking at its component parts alone; instead of, the system as a whole determines decisively how the part components behave or perform. “The whole is more than the sum of the parts” (Aristotle Metaphysics) • Reductionism-reduction: is sometimes interpreted as the opposite of holism. “A complex system can be approached by reduction to its fundamental parts” • Holism and reductionism need, for proper account of complex systems, to be regarded as complementary approaches to system analysis. • Systemic and analytical approaches are also complementary and strongly related to holism and reductionism • Risk (financial): “A quantifiable likelihood of loss or of less-than-expected returns” • Risk (general): “A quantifiable likelihood of loss of an acceptable state or of a worse-than-expected state condition” • Safety: may be defined as “An acceptable state of risk” A.
    [Show full text]
  • Panamax - Wikipedia 4/20/20, 1018 AM
    Panamax - Wikipedia 4/20/20, 1018 AM Panamax Panamax and New Panamax (or Neopanamax) are terms for the size limits for ships travelling through the Panama Canal. General characteristics The limits and requirements are published by the Panama Canal Panamax Authority (ACP) in a publication titled "Vessel Requirements".[1] Tonnage: 52,500 DWT These requirements also describe topics like exceptional dry Length: 289.56 m (950 ft) seasonal limits, propulsion, communications, and detailed ship design. Beam: 32.31 m (106 ft) Height: 57.91 m (190 ft) The allowable size is limited by the width and length of the available lock chambers, by the depth of water in the canal, and Draft: 12.04 m (39.5 ft) by the height of the Bridge of the Americas since that bridge's Capacity: 5,000 TEU construction. These dimensions give clear parameters for ships Notes: Opened 1914 destined to traverse the Panama Canal and have influenced the design of cargo ships, naval vessels, and passenger ships. General characteristics New Panamax specifications have been in effect since the opening of Panamax the canal in 1914. In 2009 the ACP published the New Panamax Tonnage: 120,000 DWT specification[2] which came into effect when the canal's third set of locks, larger than the original two, opened on 26 June 2016. Length: 366 m (1,201 ft) Ships that do not fall within the Panamax-sizes are called post- Beam: 51.25 m (168 ft) Panamax or super-Panamax. Height: 57.91 m (190 ft) The increasing prevalence of vessels of the maximum size is a Draft: 15.2 m (50 ft) problem for the canal, as a Panamax ship is a tight fit that Capacity: 13,000 TEU requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships Notes: Opened 2016 transit in daylight.
    [Show full text]