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6.3.2.2 Safety considerations While no commercial solution with flammable or mildly flammable solutions are available, the number of relevant scientific studies presented at recent conferences to manage flammability for transport applications, is testimony of significant research and development. König et al. (2014) have shown that frequency of hazard and probabilities of fatalities for the global reefer container fleet would be below 10-6 if adequate design changes were in place and best practice guidelines were established. A second paper studies energy efficiency of the different replacement options in container or truck/trailer, and identifies 3 different design approaches to mitigate the flammability risks (König et al., 2016). The mitigation approaches are described in the paper, and can be (1) reduction of joints, use of leak proof components, addition of sensors, shut off valves, door interlocks and alarms; (2) multi-circuit solution, to reduce the amount of charge associated with leaks; and (3) indirect cycle using a non-flammable fluid in the second loop. Two manufacturers of container units have announced an interest to use HC-290 and HFC-32 in the long term especially focusing on energy efficiency (WCN 2016a, b). Two other manufacturers have expressed concerns about safety. In February 2016, the first meeting took place to develop the ISO 20854 (ISO, 2018a) safety standard for refrigerating systems using flammable refrigerants in marine containers. The ISO committee for thermal containers is currently working on revising one standard and drafting a new standard of safe operation of reefers with flammable refrigerant. Committee draft of ISO 20854 for flammable refrigerants for reefers was distributed for national voting in late 2016 with a positive result and the final standard can be expected to be published in the first half of 2019. The standard will include risk-based assessment for design and operation. In addition, the latest revision of ISO 1496-2 (ISO, 2018b) includes an energy efficiency test. Whilst R-744 is non- flammable, it operates at high pressure, safety precautions need to be taken in design, operation and service. 6.3.3 Ships This sector was described in a special TEAP report (requested by Decision XXVII/4) in 2016. In the section below there is a summary and an update. All vessels above 100 GT, of which according to International Maritime Organization (IMO) there are in excess of 180,000, have a cooling requirement for their provision rooms, air conditioning for cabin space, bridge and for the electrical equipment in the engine control room. More specialised ships have greater cooling requirements, including cruise ships, ferries, refrigerated cargo ships, juice carriers, fishing vessels and fish factory ships, chemical/LPG carriers and nuclear fuel carriers. IMO, FAO and the classification companies will consider the impact of the Kigali amendment on the marine sector once the CO2 emission monitoring is rolled out (including engine emissions). As of 2018, during all voyages from and to EU ports as well as stays at EU ports, monitoring, reporting and verification for ship emissions are required. An emission report is likewise required for each ship annually. IMO already has minimum requirements regarding highest allowed GWP in new equipment (DNV-GL, 2016). CO2 equivalent emissions are now monitored. Despite the generally declining market for reefer ships due to the higher demand for refrigerated containers, several reefer ships have been delivered and further vessels including a juice carrier are currently under construction for delivery in 2018, with options for future deliveries. All of these ships use R-717 as the primary refrigerant with a secondary refrigerant circulating of calcium chloride brine. The fuel efficiency of these ships is said to be slightly superior to direct 2018 TOC Refrigeration, A/C and Heat Pumps Assessment Report 123PDF Image | Heat Pumps Technical Options
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