Features: - Tanker Operator

TECHNOLOGY - EMISSIONS
voyage speed through the analysis of bunker
costs, charter demand and laytime. The
optimisation of route planning and vessel speed
to arrive at the most cost and environmentally
effective balance between tonnage supply and
demand is ongoing, TORM said.
The ‘Green Ship of the Future’ is a Danish
project involving equipment suppliers and
shipowners. It is being co-ordinated by the
Danish Centre for Maritime Technology
(DCMT). The target is to be able to
demonstrate technologies that can deliver
CO2, SOx and NOx reduction to the tune of
30%, 90% and 90% respectively.
TORM is participating in the project
covering the electronic main engines with
variable turbochargers.
NORDEN - a 50:50 partner in the Norient
Product Pool (NPP) along with Interorient -
has developed its own software system called
Master Operations & Environmental
Performance System (MOEPS), which is
about to be implemented across the whole
fleet. It includes a weather routing system.
Fleet enhancements
The company manages drybulk carriers, as
well as tankers and to save fuel and therefore
to reduce emissions, several enhancements
have also been added across the fleet.
These include the fitting of slide valves;
CASPER software, which is a continuous
performance monitoring system; Alpha
lubrication system; ExxonMobil’s scrape
down analysis system, which is an early
warning system for the main engine; torque
measuring system; garbage monitoring and
reporting system; NORDEN’s FLAME engine
analysis system; non-oscillating p/v valves on
the tankers; hull cleaning every five years to
SA 2.5 level; propeller cleaning every six
months; frequent turbocharger, scavenge air
cooler, fuel and injection pumps control and
servicing; plus active research support.
For the future, the company is also looking
at variable geometry turbochargers and a CO2
measuring system. For last year, the company
claimed a 2.4% reduction in CO2 emissions
and a 3.34% reduction in 2009 year-to-date.
NORDEN is also introducing the Green
Steam trim system, which collects data
relating to wind, weather, waves, draught,
speed etc and then gives online
recommendations on optimum settings and
sailing conditions. This system could give
potential savings on fuel and CO2 of around
4.5% the company claimed. By using this
system, comparisons can be made with sister
vessels across the fleet.
The company has also introduced Norient
Re-imbursement System (NORS). This is an
environmental benefit sharing scheme, which
includes the ‘Virtual Arrival’ software.
Both companies said that they were
champions of the Danish bunker levy/tax
system for emissions control (see page 30).
NITC sets targets
Another major international tanker operator has
also given detailed information on the steps it is
taking in response to the shipping industry’s
quest to lower vessel GHG emissions.
Iran’s NITC currently manages 42 crude
oil tankers totalling over 10 mill dwt; these
include 28 VLCCs, nine Suezmaxes and five
Aframaxes.
In addition, there is a large newbuilding
programme, with 22 crude oil tankers due for
delivery between 2010 and 2013, including
three Caspimax (Caspian Sea) tankers.
Speaking in Dubai at ME Ship Tech 2009
conference last month, Mohammad Souri,
chairman and managing director of NITC,
said that climate change was the greatest
challenge facing the world today. The IMO
has agreed to voluntary proposals aimed at
cutting vessels’ carbon emissions. How should
shipowners respond?
Given the industry’s global nature,
mandatory measures to reduce carbon
emissions must have almost universal
participation. Improvements in clean
technology were seen as an efficient means to
reduce CO2 intensity, he said.
Therefore, a step-wise plan of action was
needed. He advocated promoting broad
participation in voluntary measures. There was
a vast potential for improvements in
operational efficiency, fleet management, traffic
control, cargo handling and energy efficiency.
As to NITC’s stated potential targets to
reduce its energy consumption by 28%, these
were - voluntary speed reduction (10%);
reduced hull roughness (5%); reduced
propeller roughness and propeller vortex loss
recovery (3% each); speed optimisation (5%);
main engine fine tuning (2%).
The company also intends to apply silicon
antifouling to reduce hull resistance,
consequent to reduction of fuel consumption
(by 2.1%); modification of propeller edge and
installation of Cap Fin propellers (newly
designed by Wärtsilä), resulting in 6% saving
in fuel consumption; plus the installation of
Cap Saver Fin on newbuild VLCCs, reducing
fuel consumption by three tonnes per day.
In addition, there will be underwater and
hull inspection every four months and
cleaning if needed; optimising fuel by
maintaining the fuel and turbocharger system;
and installing a Marinox system on the new
vessels in order to tune the engine further by
looking at all aspects of the engine
combustion system and to deliver greater fuel
saving while remaining within the limits of
the NOx technical code.
Souri revealed that NITC had formed a
strategic partnership with Carbon Limits,
Oslo, a leading international climate change
consultancy and developer. Together they will
analyse approaches and methods by which the
Iranian and international shipping industry,
proactively, effectively and without market
distortion, could contribute to climate
mitigation efforts.
NITC will co-operate in development of the
Clean Development Mechanism (CDM) project
related to reduction of natural gas wastage,
such as reducing flaring, elimination of leaks
from infrastructure, and bringing gas to markets
for use to foster sustainable development. TO
NORDEN is
introducing the
‘Virtual Arrival’
concept.
36
TANKEROperator November/December 2009