#cod the electric/diesel engine

[moonkit60633]

Much less squishable, she will bite you

[perri-the-caboose]

Sweet starlight that is a large engine

Cod couldn’t help the way her jaw dropped- she knew that Peri had met the world champ- of course Perri had told her immediately upon her return to their yard Former Yard But man did she underestimate how large he actually was Perri sniffled as she looked up Rusty, “Oh- oh rusty its-“ Her breath hitched, shoe couldn’t say it. A sobbed ripped its way out of the little cabooses throat. Cod pulled her impossibly closer letter bur bury her face in her neck “They scrapped Doc” Cod looked Rusty dead in the eyes, she knew that they had met, Doc had ranted about how wonderful the starlight chooses steamer was “And they where gonna scrap her too- We ran, Perri said to come here” Cod had broken into their shared shed as soon as she’d heard, grabbing the bare minimus supplies and Perris hand. No way in any star-damned hell would she let anything happen to her best friend Even now she looked at Rusty with zero fear, a near ‘come at me bitch’ expression on her face. Judging his next moves 

"Hello?" Rusty calls out, slamming his breaks to a stop, causing his train to jostle a bit behind him. Rusty turns around and apologizes quietly before standing up as tall as he can and calling out to the fellow piece of rolling stock who seemed to be by themself on the rail. Rusty was uncertain of how to proceed. This wasn't just some debris he could pick up and move...this machine could be hurt. He didn't want to travel any further until he was certain they were okay. "Are you alright?" Rusty calls out again, and for good measure, he whistles loudly. The kind of whistle used as an attention getter by little switching engines...he hadn't quite grown out of that habit.

[david843346]

Heating Oil Additives Market: Global Demand Analysis & Opportunity Outlook 2035

Research Nester’s recent market research analysis on “Heating Oil Additives Market: Global Demand Analysis & Opportunity Outlook 2035” delivers a detailed competitor’s analysis and a detailed overview of the global heating oil additives market in terms of market segmentation by type, fuel type, end-user, and by region.

Growing Incidents of Engine Failures to Drive Growth of the Global Heating Oil Additives Market

The global heating oil additives market is estimated to grow majorly on account of the growing demand for heating oil additives to reduce the number of incidents associated with the failure of engines across the globe. Most engine failure incidents occur owing to clogged tanks where fuel can flow properly. Engine failures are expected to cause multiple unpleasant events and this issue is anticipated to hike the market growth over the forecast period. For instance, the annual rate of engine failure across the globe was estimated to be around 200. If the engine failure is associated with the aviation sector, it was projected to deduct around 300,000 scheduled flight hours. Furthermore, the surge in the prices of fuel worldwide and rising government initiatives towards fuel efficiency are further expected to expand the market size during the forecast period. For instance, it was anticipated that the average price reached around USD 1.35 per liter worldwide in 2022.

Request Report Sample@ https://www.researchnester.com/sample-request-4080

Furthermore, the global heating oil additives market is also anticipated to grow on the back of the growing production of diesel and its growing demand in the automotive industry over the forecast period. Heating oil additives are mixed in the diesel to increase its efficiency and it is also a highly preferable fuel by the consumer owing to its enhanced properties. For instance, more than 45 billion gallons of diesel were noticed to be consumed in the USA in 2021 while around 1 billion barrels of diesel were produced in a similar year in the United States. Additionally, the surge in the production of automobiles with combustion engines worldwide is further anticipated to hike the market growth over the forecast period. As of 2021, nearly 75 million motor vehicles were anticipated to be produced across the globe. Hence, all these factors are projected to influence the growth of the market positively during the forecast period. 

Some of the major growth factors and challenges that are associated with the growth of the global heating oil additives market are:

Growth Drivers:

Surge in Production of Motor Vehicle

Rising Concern of Cod Emission from Vehicles

Challenges:

The presence of substitute products and the requirement for a Large Amount of Money as an Initial Investment are some of the major factors anticipated to hamper the growth of the global heating oil additives market during the forecast period. Furthermore, increasing production of electric vehicles is projected to hamper the market growth as well in every aspect. Electric vehicles are produced with the notion of eliminating the utilization of fuel completely. The higher production of electric vehicles has been observed in recent decades. For instance, there will be more than 120 million electric vehicles on the road by 2030.

By end-user, the global heating oil additives market is segmented into industrial, residential, and commercial. The commercial segment is expected to generate the most revenue by the end of 2035, with a significant CAGR over the forecast period. The growth of the commercial segment can be ascribed to the higher sales volume of fuel additives across the globe on the back of booming demand in the aerospace and automotive industry. Furthermore, the lower quality of the crude oil is furthermore anticipated to propel the segment growth over the forecast period. As of 2021, approximately 65 million automobiles were sold across the globe. Furthermore, by fuel type, the market is further bifurcated into bio-diesel, diesel, LPG, and petrol, out of which, the diesel segment is estimated to hold the largest share during the forecast period. The segment is estimated to grow on the back of higher demand for diesel in various industries such as automotive, aerospace, and others.

By region, the Asia Pacific heating oil additives market is to generate the highest revenue by the end of 2035. This growth is anticipated increasing sales of 2 and 3-wheelers in the region coupled with the escalated production of passenger cars in the region. Asia Pacific has an important role in the global automotive industry which is also one of the major growth factors of the market. For instance, approximately 30 million passenger cars were noticed to be produced in the Asia pacific in 2020. Furthermore, the surge in the manufacturing sector of the region which is being supported by the up-surged investment is also expected to hike the market growth owing to higher demand for heating oil additives over the forecast period. Furthermore, the market is also estimated to witness notable growth in the European region by obtaining the second-largest share during the forecast period. Europe is known to be the leading consumer of heating oil additives which is expected to flourish the market growth over the forecast period.

This report also provides the existing competitive scenario of some of the key players of the global heating oil additives market which includes company profiling of East Cork Oil Company Unlimited Company, Emissions-Reduzierungs-Concepte GmbH, Yorkshire Oils Ltd, Estuary Oils Depot, HomeFuels Direct Ltd, Bell Performance, Inc., Afton Chemical Corporation, BASF SE, Lubrizol Corporation, CPS Fuels Ltd, and others.

Access our detailed report at: https://www.researchnester.com/reports/heating-oil-additives-market/4080

Research Nester is a leading service provider for strategic market research and consulting. We aim to provide unbiased, unparalleled market insights and industry analysis to help industries, conglomerates, and executives to take wise decisions for their future marketing strategy, expansion, investment, etc. We believe every business can expand to its new horizon, provided the right guidance at a right time is available through strategic minds. Our out of box thinking helps our clients to take wise decisions in order to avoid future uncertainties.

Contact for more Info:

AJ Daniel

Email: info@researchnester.com

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U.K. Phone: +44 203 608 5919

[hudsonespie]

Damen Names New Innovative Fishing Trawler For Van der Zwan

On 1st November 2019, the latest Damen Shipyards Group fishing vessel, constructed at Damen Maaskant Shipyards Stellendam (Maaskant) was named in a dedicated ceremony organised by leading fishing company Van der Zwan.

The vessel was named Spes Nova by Director of Fisheries and Rural Affairs at the Ministry of Agriculture, Nature and Food Quality for the Netherlands Nanou Beekman.

The Spes Nova, a UK-205 fly-shooter/twinrigger vessel, is part of a newly-developed range of fishing trawlers based on a Vripack Naval Architects design that sets new benchmarks for the entire sector.

Image Credits: damen.com

The original concept was borne of a collaboration between Vripack Naval Architects, Ekofish Group – a subsidiary of Van der Zwan – and Maaskant. This combination of expert marine design and extensive seagoing knowledge was a unique approach that led to an unconventional ‘future-proof’ solution.

Damen Maaskant Shipyards Stellendam was chosen to construct two such vessels for delivery in 2019 and early 2020. “Damen was chosen thanks to its reputation for high-quality shipbuilding,” says Gerard Zwijnenburg, owner of Van der Zwan. “Damen Maaskant Shipyards Stellendam also has an impeccable track record of vessel maintenance going back many years, so the project was certainly in good hands.”

Image Credits: damen.com

The vessels will help to set new performance standards in the Van der Zwan fleet, thanks to their innovative design. The UK-205 range features a new type of hull design to reduce pitching in head waves. “This is achieved by reducing reserve buoyancy in the bow above the waterline,” explains John van der Maas, project manager at Damen Maaskant Shipyards Stellendam. “An oncoming wave will lift the midbody, but will have less effect on the bow, which results in a softer motion. Rather than slamming into waves, the vessel splits them, reducing resistance and stress on the hull.”

In terms of propulsion, UK-205 vessels can be powered by diesel-electric or by conventional diesel engines, depending on the needs of each client. Gerard Zwijnenburg explains the logic behind Van der Zwan’s opting for a diesel-electric hybrid system in addition to a battery bank. “We’re thinking of the future,” he says. “The battery bank allows silent, emission-free running near populated areas, and also introduces the possibility of peak-shaving to help the vessels run at optimal energy efficiency.”

Image Credits: damen.com

This potential for balancing and optimising energy use is complemented by an energy recovery source in the form of a 700-volt DC-bus connected to the battery bank. As the vessel’s winches let out the fishing nets, the E-motors can work as generators to convert braking energy into battery power, a method very similar to that used in hybrid cars. Along with the vessel’s capability to sail on two or three motors thanks to its inbuilt redundancy, these energy-optimising measures will help Van der Zwan cut operational costs without compromising quality of performance.

Spes Nova, the first Damen Maaskant vessel delivered to Van der Zwan, was put through classification tests in the third week of October, followed by North Sea fishing trials that same month, before returning to Stellendam for final touches in preparation for its naming in Scheveningen. The ship will soon begin its duties fishing for flatfish such as plaice, cod and turbot.

Reference: damen.com

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from Storage Containers https://www.marineinsight.com/shipping-news/damen-names-new-innovative-fishing-trawler-for-van-der-zwan/ via http://www.rssmix.com/

[courtneytincher]

Floating nuclear power plant to be towed across Russian Arctic despite 'Chernobyl on ice' concerns

The wind and rain whipped by at several feet per second as crew members stepped outside for a quick smoke, but the world's only floating nuclear power plant barely shifted in the choppy waves of the Kola bay. The length of one-and-a-half football pitches, the Academic Lomonosov looks the part as the vanguard of Russia's “nuclearification” of the Arctic, at least now that its rusty hull has been repainted in the white, red and blue of the national flag.  Later this month it will be towed 3,000 miles from the northwestern corner of Russia to the Chukotka region next to Alaska, where it will provide steam heat and eventually electricity to the coastal gold-mining town of Pevek, population 4,000.  The state corporation Rosatom is trumpeting the Academic Lomonosov as the next big step in nuclear energy and a solution to electricity needs in Africa and Asia.  “This is like launching the first rocket into space because it's a pilot project, the first in the world,” Vladimir Irimenko, senior engineer for environmental protection, said before showing journalists the reactor control room.  But the floating plant took more than a decade to build at high cost and has been dubbed the “nuclear Titanic” over safety concerns. It has been fuelled up and tested in Murmansk rather than its home port of St Petersburg after 11,000 signed an angry petition and Norway objected to two reactors full of enriched uranium being dragged along along its entire coastline.  A dinghy of Greenpeace activists unfurled a “no to floating Chernobyl” banner next to the plant on the 31st anniversary of the disaster in 2017. This group and others have wondered about the wisdom of sending what is essentially a giant nuclear barge into some of the harshest and most remote conditions on earth, where any cleanup operation would be exceedingly difficult. Greenpeace Russia activists rolled out a banner before the floating nuclear power plant in St. Petersburghttps://t.co/7d6OPmRdQipic.twitter.com/ApMGOfoEtK— Greenpeace Russia (@greenpeaceru) April 26, 2017 “If there's a storm or something, it can't move anywhere, it's helpless,” said activist Konstantin Fomin. “We did an action and boated up to it to show that if we can boat up to it, then terrorists can boat up to it.” It's not exactly true that this floating nuclear power plant is the “first in the world,” as a US army reactor installed on an immobilised cargo ship provided electricity to the Panama Canal zone in 1968-75. The Academic Lomonosov, however, is the first floating nuclear power plant designed for regular production, as Rosatom has claimed that southeast Asian countries are interested in buying such stations for electricity and South American and Middle Eastern countries for desalination.   It has argued that the floating station meets higher safety standards than land-based nuclear plants and said any allusion to Chernobyl is like “comparing a 100-year-old automobile to one today”.  To be fair, while flammable graphite slowed down the neutrons for fission in the Chernobyl reactors, water performs this function in most reactors today, including on the Academic Lomonosov. Its KLT-40 reactors are similar to those that power three of Russia's five atomic icebreakers. A crew member monitors the reactors in the floating plant's control room Credit: Alec Luhn/For The Telegraph After previously complaining that it was only allowed on board to check the plant once a year during construction, Russia's technology oversight agency issued it a 10-year operating license in June. The floating plant will be protected from waves and ice by a pier, and national guardsmen will be deployed to guard against intruders, Rosatom said.  After the Fukishima nuclear disaster in 2011, all Russian nuclear power plants including the Academic Lomonosov were upgraded with new safety systems, it added. The company has declared that the floating plant's reactors are “invincible for tsunamis and other natural disasters”. Yet overweening statements like this, as well a Rosatom official's promise last year that the reactors would be tested “at 110 per cent” of their capacity, hardly alleviate safety concerns. (The company later said the official misspoke.) During construction in 2017, a fire started on the Academic Lomonosov and spread over 170 square feet, according to state media.  Asked about the incident, director Kirill Torkov said sparks from welding had caused a diesel generator to “start burning,” but claimed that what resulted was “smokiness” rather than a fire.  “There are several systems for fire safety on the vessel,” he said. Hazard tape was stretched across several areas with signs instructing crew to access them through different corridors Credit: Alec Luhn/For The Telegraph But safety precautions can never completely eliminate the risk of human error or natural disasters, and Russia has had a spotty nuclear record in the Arctic. In Soviet times, 14 reactors were simply sunk in the Kara Sea, and thousands of iron containers of spent fuel were dumped overboard.  “They might not sink right away, so we'd take a rifle and shoot them,” recalled Andrey Zolotkov, who worked for Atomflot for 35 years before joining the environmental group Bellona in the 1990s.  The nuclear submarine Kursk sank in the Arctic 2000 and K-159 sank in 2003, and last month a fire on a nuclear deep-sea submersible near Murmansk almost caused a “catastrophe of a global scale,” an officer said at the funeral of the 14 sailors killed. While a mishap in Pevek could result in local contamination, what observers really fear is when the Academic Lomonosov is towed the 3,000 miles back to Murmansk for maintenance and refuelling 12 years from now. It will enter the Barents Sea, the source of much of the cod and haddock for British fish and chips shops, full of spent nuclear fuel. “In case of an accident, the reactor can be shut down, but the storage of spent fuel on something like an unpowered vessel is wild to me,” Mr Zolotkov said. “That object can't be completely airtight.” Steam turbines next to the reactor compartment will provide heat and electricity Credit: Alec Luhn/For The Telegraph Perhaps the most serious issue facing Rosatom's plans to sell floating nuclear power plants around the globe is not “Chernobyl on ice” protests but rather cost.  While Rosatom has refused to put a price tag on the Academic Lomonosov as a pilot project, insurance filings and media reports have revealed that it took at least £360 million to build including coastal infrastructure.  “The coastline of Siberia is a wonderful spot for developing wind power, during the summer there are 24 hours of sun a day, and there's geothermal energy like Iceland and China are developing. So there are alternatives, and they are probably much cheaper to develop than to build the Academic Lomonosov plant,” said Thomas Nilsen, editor of the Norway-based Barents Observer news site. Such alternatives are unlikely, however, now that Rosatom has been put in charge of all new infrastructure along the “northern sea route”. Smoking is allowed only on the port deck of the vessel Credit: Alec Luhn/For The Telegraph As global warming melts the sea ice, Russia hopes this route can challenge the Suez Canal for a share of shipping to and from China, and Vladimir Putin has promised its atomic icebreaker fleet will increase to nine by 2035.   It's all part of Moscow's grand plans to conquer the Arctic on the back of nuclear power: An extensive new report by the Barents Observer estimated that in the next 15 years, the number of military and civilian reactors in the Russian Arctic would double from the 62 in operation today. Other plans under consideration include autonomous nuclear reactors installed on the sea floor to power gas and oil drilling.  Perhaps the greatest nuclear threat to the Arctic environment is posed by the secretive Poseidon underwater nuclear-armed and nuclear-powered drone announced by Mr Putin last year, which has been photographed on a ship near Arkhangelsk. Given its small size, the drone almost certainly can't hold a closed-circuit reactor and will emit nuclear waste directly into the water. A crew member passes through a hatch inside the Academic Lomonosov Credit: Alec Luhn/For The Telegraph In this atmosphere, the Academic Lomonosov looks more like a geopolitical PR stunt than an market-beating power source. Mr Irimenko said six floating nuclear power stations and one replacement would have to be produced for the project to be profitable, but admitted that this was not the most crucial aspect.  “A military ship isn't profitable, a space rocket isn't profitable,” he said, “but it's important for the country's development.”

from Yahoo News - Latest News & Headlines

The wind and rain whipped by at several feet per second as crew members stepped outside for a quick smoke, but the world's only floating nuclear power plant barely shifted in the choppy waves of the Kola bay. The length of one-and-a-half football pitches, the Academic Lomonosov looks the part as the vanguard of Russia's “nuclearification” of the Arctic, at least now that its rusty hull has been repainted in the white, red and blue of the national flag.  Later this month it will be towed 3,000 miles from the northwestern corner of Russia to the Chukotka region next to Alaska, where it will provide steam heat and eventually electricity to the coastal gold-mining town of Pevek, population 4,000.  The state corporation Rosatom is trumpeting the Academic Lomonosov as the next big step in nuclear energy and a solution to electricity needs in Africa and Asia.  “This is like launching the first rocket into space because it's a pilot project, the first in the world,” Vladimir Irimenko, senior engineer for environmental protection, said before showing journalists the reactor control room.  But the floating plant took more than a decade to build at high cost and has been dubbed the “nuclear Titanic” over safety concerns. It has been fuelled up and tested in Murmansk rather than its home port of St Petersburg after 11,000 signed an angry petition and Norway objected to two reactors full of enriched uranium being dragged along along its entire coastline.  A dinghy of Greenpeace activists unfurled a “no to floating Chernobyl” banner next to the plant on the 31st anniversary of the disaster in 2017. This group and others have wondered about the wisdom of sending what is essentially a giant nuclear barge into some of the harshest and most remote conditions on earth, where any cleanup operation would be exceedingly difficult. Greenpeace Russia activists rolled out a banner before the floating nuclear power plant in St. Petersburghttps://t.co/7d6OPmRdQipic.twitter.com/ApMGOfoEtK— Greenpeace Russia (@greenpeaceru) April 26, 2017 “If there's a storm or something, it can't move anywhere, it's helpless,” said activist Konstantin Fomin. “We did an action and boated up to it to show that if we can boat up to it, then terrorists can boat up to it.” It's not exactly true that this floating nuclear power plant is the “first in the world,” as a US army reactor installed on an immobilised cargo ship provided electricity to the Panama Canal zone in 1968-75. The Academic Lomonosov, however, is the first floating nuclear power plant designed for regular production, as Rosatom has claimed that southeast Asian countries are interested in buying such stations for electricity and South American and Middle Eastern countries for desalination.   It has argued that the floating station meets higher safety standards than land-based nuclear plants and said any allusion to Chernobyl is like “comparing a 100-year-old automobile to one today”.  To be fair, while flammable graphite slowed down the neutrons for fission in the Chernobyl reactors, water performs this function in most reactors today, including on the Academic Lomonosov. Its KLT-40 reactors are similar to those that power three of Russia's five atomic icebreakers. A crew member monitors the reactors in the floating plant's control room Credit: Alec Luhn/For The Telegraph After previously complaining that it was only allowed on board to check the plant once a year during construction, Russia's technology oversight agency issued it a 10-year operating license in June. The floating plant will be protected from waves and ice by a pier, and national guardsmen will be deployed to guard against intruders, Rosatom said.  After the Fukishima nuclear disaster in 2011, all Russian nuclear power plants including the Academic Lomonosov were upgraded with new safety systems, it added. The company has declared that the floating plant's reactors are “invincible for tsunamis and other natural disasters”. Yet overweening statements like this, as well a Rosatom official's promise last year that the reactors would be tested “at 110 per cent” of their capacity, hardly alleviate safety concerns. (The company later said the official misspoke.) During construction in 2017, a fire started on the Academic Lomonosov and spread over 170 square feet, according to state media.  Asked about the incident, director Kirill Torkov said sparks from welding had caused a diesel generator to “start burning,” but claimed that what resulted was “smokiness” rather than a fire.  “There are several systems for fire safety on the vessel,” he said. Hazard tape was stretched across several areas with signs instructing crew to access them through different corridors Credit: Alec Luhn/For The Telegraph But safety precautions can never completely eliminate the risk of human error or natural disasters, and Russia has had a spotty nuclear record in the Arctic. In Soviet times, 14 reactors were simply sunk in the Kara Sea, and thousands of iron containers of spent fuel were dumped overboard.  “They might not sink right away, so we'd take a rifle and shoot them,” recalled Andrey Zolotkov, who worked for Atomflot for 35 years before joining the environmental group Bellona in the 1990s.  The nuclear submarine Kursk sank in the Arctic 2000 and K-159 sank in 2003, and last month a fire on a nuclear deep-sea submersible near Murmansk almost caused a “catastrophe of a global scale,” an officer said at the funeral of the 14 sailors killed. While a mishap in Pevek could result in local contamination, what observers really fear is when the Academic Lomonosov is towed the 3,000 miles back to Murmansk for maintenance and refuelling 12 years from now. It will enter the Barents Sea, the source of much of the cod and haddock for British fish and chips shops, full of spent nuclear fuel. “In case of an accident, the reactor can be shut down, but the storage of spent fuel on something like an unpowered vessel is wild to me,” Mr Zolotkov said. “That object can't be completely airtight.” Steam turbines next to the reactor compartment will provide heat and electricity Credit: Alec Luhn/For The Telegraph Perhaps the most serious issue facing Rosatom's plans to sell floating nuclear power plants around the globe is not “Chernobyl on ice” protests but rather cost.  While Rosatom has refused to put a price tag on the Academic Lomonosov as a pilot project, insurance filings and media reports have revealed that it took at least £360 million to build including coastal infrastructure.  “The coastline of Siberia is a wonderful spot for developing wind power, during the summer there are 24 hours of sun a day, and there's geothermal energy like Iceland and China are developing. So there are alternatives, and they are probably much cheaper to develop than to build the Academic Lomonosov plant,” said Thomas Nilsen, editor of the Norway-based Barents Observer news site. Such alternatives are unlikely, however, now that Rosatom has been put in charge of all new infrastructure along the “northern sea route”. Smoking is allowed only on the port deck of the vessel Credit: Alec Luhn/For The Telegraph As global warming melts the sea ice, Russia hopes this route can challenge the Suez Canal for a share of shipping to and from China, and Vladimir Putin has promised its atomic icebreaker fleet will increase to nine by 2035.   It's all part of Moscow's grand plans to conquer the Arctic on the back of nuclear power: An extensive new report by the Barents Observer estimated that in the next 15 years, the number of military and civilian reactors in the Russian Arctic would double from the 62 in operation today. Other plans under consideration include autonomous nuclear reactors installed on the sea floor to power gas and oil drilling.  Perhaps the greatest nuclear threat to the Arctic environment is posed by the secretive Poseidon underwater nuclear-armed and nuclear-powered drone announced by Mr Putin last year, which has been photographed on a ship near Arkhangelsk. Given its small size, the drone almost certainly can't hold a closed-circuit reactor and will emit nuclear waste directly into the water. A crew member passes through a hatch inside the Academic Lomonosov Credit: Alec Luhn/For The Telegraph In this atmosphere, the Academic Lomonosov looks more like a geopolitical PR stunt than an market-beating power source. Mr Irimenko said six floating nuclear power stations and one replacement would have to be produced for the project to be profitable, but admitted that this was not the most crucial aspect.  “A military ship isn't profitable, a space rocket isn't profitable,” he said, “but it's important for the country's development.”

August 04, 2019 at 03:59PM via IFTTT

[deniscollins]

As VW Pleads Guilty in U.S. Over Diesel Scandal, Trouble Looms in Europe

In the U.S., VW cooperated with federal authorities and car owners regarding the emissions test scandal and has, to date, incurred $22 billion in fines and other costs for the 600,000 vehicles. In Europe there are 8.5 million diesel VWs. If you were a VW executive, would you take a cooperative approach with European consumers and governments or a tougher approach to avoid more huge financial agreements? Why? What are the ethics underlying your decision?

Volkswagen took a big step toward resolving its legal problems in the United States when it pleaded guilty on Friday to its vast emissions deception. But in Europe, its troubles may be just beginning.

Across the Continent, the German carmaker faces not only an expanding criminal investigation but also thousands of lawsuits from consumers demanding recourse.

An Irish nurse wants compensation for the plunging value of her Volkswagen diesel car. Lawyers in London have filed the British version of a class-action suit. And a German seafood supplier claims it was tricked into believing it was going green by shipping shrimp and cod to market in a fleet of Volkswagen “clean diesel” vehicles.

The lawsuits are a potentially costly unknown, since there are far more diesel car owners in Europe than in the United States — and they only add to Volkswagen’s ballooning legal bill, which has weighed on profits and shaken management ranks.

Already, Volkswagen has paid heavily for its crimes, as the American government has tried to take a tougher approach to corporate wrongdoing. After being accused of treating Wall Street too gingerly in the wake of the 2008 financial crisis, the Justice Department, under the Obama administration, pushed in its final months to hold more companies and corporate executives accountable.

Volkswagen, which admitted to equipping cars with software to cheat emissions tests, has been a prime example of the aggressive new posture. The company formally pleaded guilty in a Detroit courtroom on Friday to federal charges that included conspiracy to violate the Clean Air Act and obstruction of justice. Six executives have so far been charged in the United States, and one engineer has pleaded guilty to conspiring to defraud regulators and car owners.

It is too soon to tell whether the new attorney general, Jeff Sessions, will adopt the same approach as the previous administration. Separately, the fate of the executives’ cases is unclear, since five of the six people indicted are believed to be in Germany, which does not usually extradite its citizens outside the European Union.

But Volkswagen’s exposure in the United States has already dwarfed previous cases for vehicle manufacturers in pollution cases and safety malfunctions. Volkswagen agreed to pay $4.3 billion in civil and criminal penalties in the case brought by the Justice Department. It was just a piece of the overall $22 billion in settlements and fines in the United States.

“Volkswagen deeply regrets the behavior that gave rise to the diesel crisis,” the company said in a statement. “The agreements that we have reached with the U.S. government reflect our determination to address misconduct that went against all of the values Volkswagen holds so dear.”

General Motors, by comparison, paid $2 billion in fines and civil settlements over faulty ignition switches that left more than 100 dead. No executives were charged in the matter.

Takata, the Japanese auto parts maker, recently pleaded guilty to criminal charges linked to faulty airbags, agreeing to pay $1 billion in fines and penalties. Three Takata executives face criminal charges.

Daniel Riesel, a partner at Sive, Paget & Riesel in New York, said the Justice Department has been taking a noticeably harder line in recent corporate cases.

“They have made clear they are not going to be satisfied with a company plea, and would go after individuals when they can,” he said. “There is a lot of resentment against Volkswagen, and they have considerable evidence of guilt, so it is easy for the D.O.J. to follow through.”

Europe is now the big, possibly expensive, wild card that remains for Volkswagen. This week, consumer protection authorities from a group of European Union countries agreed to join forces to put pressure on the company to compensate car owners.

But the automaker, in contrast to its strategy in the United States, is refusing to negotiate with unhappy diesel Volkswagen owners.

It is betting instead that Europe’s less consumer friendly laws will allow it to avoid potentially ruinous financial damage. Volkswagen refuses to even admit that the emissions-cheating software that prompted the guilty plea in the United States is illegal under European Union law.

The scandal has exposed the stark differences between laws governing corporate behavior in Europe and the United States.

With a few exceptions, like Britain, most European countries do not provide for class-action suits, forcing owners to challenge corporations alone. Emissions regulations in the European Union are also full of loopholes, and it is harder to prove wrongdoing. There is no single agency in the bloc with the enforcement powers of the Environmental Protection Agency or Federal Trade Commission.

Volkswagen, for its part, has good reason to take a hard line in Europe.

In the United States, criminal and civil fines, settlements with owners and other costs have come to more than $22 billion for fewer than 600,000 vehicles. If it had to pay as much per car in Europe, where there are 8.5 million diesel Volkswagens with the emissions software, the cost would be more than $300 billion — enough to destroy the company.

Even in a worst-case scenario, Volkswagen is unlikely to have to pay more than a few thousand euros per car in Europe. Still, any additional financial burden would divert yet more funds that Matthias Müller, the company’s chief executive, would rather spend to develop new models and stay on the cutting edge of a shift to electric and self-driving vehicles.

Whatever the outcome in the European lawsuits, they will be a long-running headache for Volkswagen. While the American court proceedings were costly for the company, they were at least efficient.

The class-action lawsuits by owners were bundled into one case and settled in less than a year. In Europe, Volkswagen is facing thousands of legal pinpricks — lawsuits by owners brave enough to take on one of the Continent’s biggest corporations.

A nurse named Eithne Higgins, for example, has filed a lawsuit in a district court in Castlebar, in northwest Ireland. She argues that her diesel vehicle, made by a Volkswagen unit, has plunged in value because it is equipped with the software designed to fool emissions tests.

Her lawsuit has taken on broader significance because her lawyer, Evan O’Dwyer, is trying to use it to get Volkswagen to surrender large quantities of potentially incriminating documents. Unlike in the United States, courts in many European countries do not allow plaintiffs broad leeway to subpoena evidence from corporations.

Mr. O’Dwyer is cooperating with the firm managed by Michael Hausfeld, a Washington lawyer who played a major role in the class-action lawsuit against Volkswagen in the United States. Mr. Hausfeld, whose firm has an office in Berlin, has been trying to find creative ways to bring American-style litigation methods to Europe.

Wary of the precedent that might be set, Volkswagen has hired a prominent Dublin firm to defeat Ms. Higgins’s suit. Lawyers for Volkswagen have asked an Irish appeals court to rule that the lower court has no jurisdiction.

In other European cases, Volkswagen has argued on technical grounds that the software in the cars is not an illegal “defeat device” under the region’s rules.

The company admits that the software caused the cars to produce impermissible amounts of harmful nitrogen oxides. But the software worked by changing the way the engine functioned and did not affect the emissions control system. So, according to Volkswagen’s reasoning, it did not meet the European definition of a defeat device.

Volkswagen also argues that a recall underway across Europe fixes the emissions problem, claiming that customers have suffered no damage. A similar fix was not possible in the United States, which has more stringent limits on nitrogen oxides.

The extent of the legal threat to Volkswagen will become clearer once some of the cases reach appeals courts. Mr. Hausfeld and others hope that a successful case would encourage more plaintiffs to come forward.

But it is by no means certain that a higher court would rule in favor of vehicle owners.

By Volkswagen’s count, it has won more than three-quarters of about 2,000 lawsuits that have been decided by lower courts in Germany. The relatively small number of suits, out of 2.5 million diesel Volkswagens in Germany, is evidence that most customers are not unhappy, the company says.

“Consumer law is very weak in Germany,” said Ferdinand Dudenhöffer, a professor at the University of Duisburg-Essen. “You won’t get the big damages you get in the U.S.A.”

But Mr. O’Dwyer, the Irish plaintiffs’ lawyer, warned that Volkswagen would face a deluge of lawsuits if higher courts rule in favor of aggrieved owners.

“There are a lot of people waiting on the fence for things to happen,” he said.

[moonkit60633]

Happy Holidays from the gang!

[moonkit60633]

It’s Cod! Strange name considering she’s salmon colour but whatever

She’s a freight tr- freight engine, of course shes a freight engine what else would she be?

Competitive and head strong, she’s currently on the run with her (crush) friend Perri

[moonkit60633]

Yeah they’re gay keep scrolling

[moonkit60633]

ON MY TOYHOUSE THEY LOOK LIKE THEYRE LOOKING AT EACH OTHER!

Gay! GAY PEOPLE! GAY TRAINS

[moonkit60633]

Can I ask for some Periwinkle lore? 👉👈

Ok so Its 3 characters!

Perri the Green Caboose

Cod the goods truck (I'M GONNA DRAW HER I PROMISE)

And Somebody the diesel engine i haven't decided his name

Perri was made as a caboose, during the boom of them. She's sweet and slightly shy. She tries her hardest to help everyone in the yard. Mostly to counteract the….dubious reputation cabooses have gained.

Cod the goods truck is loud and annoying, just how she wants to be. Within the freight she's the friendliest to everyone, and super competitive. She dreams of racing, but she cant seem to find a partner…

So-and-so the diesel engine is a himbo, good and simple. He's tender of heart, strong of body and Dumb of ass. Not as quiet as Perri but not the level of loud Cod can get. He's mostly the face of the group, he's quite pretty.

The trio grew up together, and were assigned the same freight yard. 

One fateful day when just hauling the three of them, So-and-so’s throttle malfunctioned, causing him to be unable to slow down on a very squiggly track. Perri tried her best to break, since that's what she's for, but a small caboose is no match for a giant freight hauler, her brakes failed and broke. 

Upon her yell of pain, So-and-so realised what happened and took drastic measures. He uncoupled Cod (who was behind him) and pushed her and Perri back along the track. He crashed, rerailing and slamming hard into a tunnel wall, Cod and Perri where spared most of the damage, though they also crashed. Cod was knocked out while Perri tried her best with her medical knowledge, she was radioing for help

So-and-so was extremely broken, he almost died and would be in stasis for a while. Cod and Perri returned to work despite their engine.

Rumours started flying around about the pair. That (of course) Perri stopped her breaks on purpose, and that's why she was relatively unharmed. Engines started refusing to run with her, causing Control to get in this shiny new thing called an EOT.

Due to the implication of the EOT, Control also was debating on scrapping her entirely. Cod was not having this, and had herself retrofitted into a diesel/electric split (and also gained boobs, shes trans, trans train)  (also i don't care about the semantics about making a goods car an engine it happened and we are moving on) Anyways Cod starts *only* taking Perri as a caboose and refusing the EOT. However Control realised how much money they would save with just the EOT and was going ahead with scrapping Perri for parts anyways.

Cod wasn't having that, took Perris hand and booked it away from the yard.

After running away for a while, away from the coast, they came to a certain yard….(cough cough Apollo Victoria, Cough)

Theres more but thats the basic backstory, i really have to name that diesel i do love him a lot

[hudsonespie]

Greenland Research Vessel Picks MAN Hybrid Propulsion Package

The Astilleros Balenciaga S.A. shipyard in Spain has ordered a complete MAN propulsion package – including MAN 27/38 and 175D engines, a 5-bladed MAN Alpha propeller and both remote-control and MAN HyProp systems – in connection with the construction of a research vessel for the Greenland Institute of Natural Resources.

The 61-metre, ice-class trawler is designed by Norwegian company, Skipsteknisk, responsible for the design of many other, Arctic trawlers. It will come equipped with modern research and laboratory facilities, as well as accommodation for 32 people. Delivery of the propulsion package is scheduled for Q1, 2020 with the vessel expected to enter service from spring 2021.

MAN Energy Solutions further reports that a large number of fishing vessels featuring a Skipsteknisk design are currently under construction, of which 18 feature MAN propulsion packages.

Image Credits: marine.man-es.com

Lex Nijsen, Head of Four-Stroke Marine Sales – MAN Energy Solutions, said: “This marks the first time that we have sold an MAN 175D unit to a research vessel, yet another market niche that it capably fills and testament to how versatile a performer this engine is. That it forms part of a complete propulsion package with our 27/38 engine and other MAN equipment is most welcome, and sits well with our intention to increasingly become a supplier of complete propulsion solutions.”

Propulsion package

The MAN propulsion package comprises:

1 × MAN 8L27/38 Tier III with an MAN SCR (Selective Catalytic Reduction) system

1 × five-bladed Alpha propeller

1 × Alphatronic 3000 Remote Control system

1 × MAN 12V175D auxiliary GenSet Tier III with an MAN SCR (Selective Catalytic Reduction) system

1 × MAN D2862 auxilliary GenSet Tier III with an MAN SCR system

1 × HyProp ECO system.

MAN Energy Solutions reports that the vessel’s propulsion package has been assembled with a special focus on minimising noise. As such, the research vessel will be driven by a diesel-mechanical set-up with the 27/38 acting as main propulsion and the MAN 175D and D2862 engines as auxilliary gensets. The 175D and D2862 will receive double-resilient mounting to comply with the vessel’s SILENT F notation. Similarly, the fully-integated MAN HyProp ECO frequency drive for DE operation system will control the rotation of the five-bladed Alpha propeller. Notably, both auxiliary engines are double-resilient seated.

SILENT F designation

The DNV-GL’s SILENT class is the first set of rules for underwater noise emission from vessels ever published. It provides owners of acoustically-sensitive vessels with concise, realistic criteria regarding underwater noise-emissions. It also gives environmentally-conscious owners an opportunity to demonstrate a low eco-footprint. Compliant ships are given the SILENT notation with an additional letter denoting a particular segment. In the case of the new research vessel, ‘F’ is reserved for vessels engaged in fishing.

Enhanced functionality

The newbuilding will replace the Institute’s former research vessel, ‘Paamiut’, that also featured a complete MAN propulsion package but the new vessel will be equipped to carry out many more types of surveillance and research. It will be capable of fishing by bottom-trawling (shrimps, halibut, cod) and pelagic trawling (mackerel, etc.). A drop keel and acoustic equipment will enable the Institute to carry out acoustic examinations of depth soundings and other, pelagic resources.

The vessel’s main purpose is to ensure the scientific basis for the sustainable exploitation of the living resources in offshore West and East Greenland. With the ship’s size and expanded capabilities, the Institute will also be able to search new, more-northerly, fishing grounds and alternative fish stocks.

About HyProp ECO

HyProp ECO is a system solution that combines a diesel engine with a frequency-converter-driven shaft-alternator/motor and features multiple operational modes including diesel-electric propulsion for low-acoustic research activitites. The system combines the advantages of a bi-directional operating frequency converter for the shaft machine with a high-efficiency CP propeller plant. HyProp ECO is also open for shore connection and the integration of energy-storage devices/batteries.

Reference: marine.man-es.com

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[perri-the-caboose]

The girls smile at the interaction, twin pangs of loss striking their non existant hearts. Poppa really did remind them of Doc Perri noticed the hoppers staring, eventually the older steamers joining their gazes. She stepped forward and curtsied “A pleasure to meet you, sirs” No clue what they wanted to be called so thats a good default “My names Perri the green caboose, me and my engine just transferred here” she neglected to say the finer details “I hope I can be of help and service A very practiced speech, one she could do in her sleep. Though the familiarity of it didnt help nerves crossing though her, she fiddled with the bottom of her dress “Im Cod, an electric/diesel engine. Happy to be here” Cod slapped a fist into her chest in a short of salute, giving a nod to the steamers

"Hello?" Rusty calls out, slamming his breaks to a stop, causing his train to jostle a bit behind him. Rusty turns around and apologizes quietly before standing up as tall as he can and calling out to the fellow piece of rolling stock who seemed to be by themself on the rail. Rusty was uncertain of how to proceed. This wasn't just some debris he could pick up and move...this machine could be hurt. He didn't want to travel any further until he was certain they were okay. "Are you alright?" Rusty calls out again, and for good measure, he whistles loudly. The kind of whistle used as an attention getter by little switching engines...he hadn't quite grown out of that habit.

[perri-the-caboose]

Perri quite violently wiped her eyes, pulling back from Cod “thank you Rusty” her voice was small “for everything- we’ll manage in the shed, wouldn’t want to intrude more” “We’re staying, I guess, My names Cod” She stuck her hand out, realizing she’d never actually introduced herself to him “I’m an electric/diesel” Cod puffed her chest out in pride, obviously very…borderline smug..about her engine “Yknow when Perri told me about you, I almost didnt believe her” Cod nudged her with her hip, getting a small smile from the caboose 

"Hello?" Rusty calls out, slamming his breaks to a stop, causing his train to jostle a bit behind him. Rusty turns around and apologizes quietly before standing up as tall as he can and calling out to the fellow piece of rolling stock who seemed to be by themself on the rail. Rusty was uncertain of how to proceed. This wasn't just some debris he could pick up and move...this machine could be hurt. He didn't want to travel any further until he was certain they were okay. "Are you alright?" Rusty calls out again, and for good measure, he whistles loudly. The kind of whistle used as an attention getter by little switching engines...he hadn't quite grown out of that habit.

[perri-the-caboose]

“Mostly diesel yeah, though we have a few electric and steam kicking around” 

“The diesels are a rowdy bunch, nice enough though- if you give them a wide berth to tussle. We’re a mostly freight yard, not to many passenger engines or coaches- Our electrics take care of those” She wasn’t lying about the niceness of her yard, their were are close until….she hums. She supposes they’re just a little scared. She can’t blame them, though it stings. “We only have two steamers, both of them are older. Doc doesn’t run anymore, usually he just helps with shunting” Everyone loves Doc, Perris certain he’s the sweetest train alive “Our other steamer still runs, hes’…” She coughed “certainly a character, he means well though-“ For everyone else in the yard. “Though!” She perked up “My best friend, Cod, she’s an electric/diesel. Electric for local lines, and diesel for longer hauls” 

Cod was very proud of her dual engine, going on long rants over her own manual. Its the engine she choose herself after all, quite the big deal.

"Hello?" Rusty calls out, slamming his breaks to a stop, causing his train to jostle a bit behind him. Rusty turns around and apologizes quietly before standing up as tall as he can and calling out to the fellow piece of rolling stock who seemed to be by themself on the rail. Rusty was uncertain of how to proceed. This wasn't just some debris he could pick up and move...this machine could be hurt. He didn't want to travel any further until he was certain they were okay. "Are you alright?" Rusty calls out again, and for good measure, he whistles loudly. The kind of whistle used as an attention getter by little switching engines...he hadn't quite grown out of that habit.