The presently available requirements with regard to the tightness of pipe connections for flammable, highly inflammable and potentially explosive media and fluids are clearly requesting tightness.
Explosive and highly flammable liquid fuels are already defined with regard to their temperature riseup to its ignition point and above, in some cases also up to 10°C or less below the flash point (wording according to SOLAS). In some cases certain technical regulations the 'technical tightness' is requested.
However, a clear definition of this qualitative requirement and about acceptable leakage rates are not existing at all. Instead of a clear definition, one tries, by means of additional requirements for technical protective means and organizational measures, to safeguard the tightness before commissioning and in operation and to minimize the risk in case of potential leakages.
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The latest publication from CIMAC WG7 ‘Fuels' titled ‘2022 Organic Chlorides, marine fuels incidents’ is now published and available for download.
In February and .. more
The latest white paper from CIMAC WG5 ‘Exhaust Emissions Control' titled ‘CCUS – Carbon Capture, Utilisation and Storage’ is now published and available .. more
The latest position paper from CIMAC WG15 ‘Control & Automation' titled ‘Cyber Security and Related Standards’ is now published and available for download.
This .. more
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This position paper describes how gas engines are influenced by the quality of the gaseous fuel provided. This topic is becoming increasingly important as highly fluctuating renewable energy .. more
New 0.10% sulphur (S) marine fuels recently introduced in the market offer an economically attractive alternative to conventional distillate fuels such as DMA. Before purchasing a new fuel product, .. more
With the introduction of MARPOL Annex VI, the sulphur content of a particular fuel oil is now often the primary factor in assessing whether or not that fuel oil is acceptable for intended use. .. more
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Unburned Methane emissions from gas engines are of concern because of their contribution on global warming. Formaldehyde – a toxic interstage product of the Methane oxidation process – .. more
Over the last few years gas-fuelled engines have become more popular also in the marine industry both for on-board power generation and propulsion duties. Whereas the use of gas-fuelled marine .. more
Crankcase explosion is caused due to the overheating of one of the cylinders in the main machinery space. The consequences of the explosion is severe and it affects the working of other engines. .. more
In the current absence of an officially accepted specification for marine fuel containing more than 0.1% v/v biodiesel, this CIMAC publication provides background information and guidance to .. more
Discussions have started up at IMO about the need and potential for restricting black carbon (BC) emissions in the Arctic region caused by international shipping.
Especially regarding switch of .. more
This document has been prepared to advise the crew, users, vessel owners, charterers, crew, fuel and lubricant suppliers, equipment manufacturers, and classification societies about the fuel .. more
This document intends to collect information about the situations experienced where the Ignition and Combustion properties of the fuel are suspected of having influenced negatively on the .. more
On 10 October 2008, the IMO Marine Environment Protection Committee at its 58th session, by Resolution MEPC.177(58), has adopted amendments to the Technical Code on Control of Emission of Nitrogen .. more
Since many years discussions are ongoing between CIMAC WG2 and the IACS MP with regard to the use of Alu and/or Alu-alloys in engine rooms of category "A".
Today, mainly for 4-stroke medium and .. more
The presently available requirements with regard to the tightness of pipe connections for flammable, highly inflammable and potentially explosive media and fluids are clearly requesting tightness. .. more
This document provides the background information on black carbon emissions from large marine and stationary diesel engines. It discusses about the need and potential for restricting black carbon .. more
Recent emission regulations and the trend towards utilization of waste gases and renewable fuels have generated a rising interest in using gas engines in applications where Diesel/HFO engines were .. more
Current commercial residual fuel specifications cannot reliably predict the ignition and combustion characteristics of a fuel due to lack of a suitable test parameter. They cannot therefore protect .. more
This document briefly explains the importance of technique specific emission regulations. Some general features of the stationary engine plant are presented, such as:
engine types & fuel .. more
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LNG, liquefied natural gas, is natural gas cooled down to about –161 °C at atmospheric pressure and transported as a liquid. It is now rapidly becoming a widely used engine fuel in .. more
Control of Emissions of Air pollution from Locomotive Engines and Marine compression-ignition engines less then 30 litres per cylinder.
This publication discusses the following issues: .. more
Subject: Implementation of new or revised UR
On the occasion of the last CIMAC WG2 meeting at Vaasa in April 2005 we ocassionally learned that some UR have been revised and .. more
Subject: Delivery of EIAPP Certificates
Since that moment when the new IMO regulations regarding NOx came into force claims from engine builders increased. The engine builders .. more
Subject: Attendance at Type Approval Tests (TAT)
Background: Within the last years quite some experience was gained during Type Approval Tests. We have realized that Class surveyors well attended .. more
Use of low sulphur diesel fuels in coastal waters.
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