6 Test progress and main experienced inconvenience
Test progress of the first test ship (IKOMASAN)
6.1 The operational situation of the test
The test in this fiscal year was carried out in the following procedure.
.1 Though the test to the 4th voyage was finished during the preceding fiscal year and the test would be continuously continued after the 5th voyage, the sensor fault was generated during the 5th voyage.
.2 Data after December 2001 of the 4th voyage and data of the 5th voyage, which were partly included for the preceding fiscal year report, were considered being invalid.
.3 The test in this fiscal year was carried out from the 6th voyage to the 9th voyage.
.4 In the 9th voyage, since it passed through 1 year from the start of the test on this ship, it was supposed to expire in the test period, and the removal of the measuring instruments was carried out. (11th August 2002 at Mizushima port)
6.1.2 The movement of this ship
The route of this ship is both ways of the unloading port (Japan or Korea) --- Singapore channel --- Malacca Strait --- Indian Ocean --- Persian Gulf --- loading port (coastal oil supply base in Persian Gulf), and the 1 voyage (both ways) is carried out in the period in about 40 days. It was run under this fiscal year test in the schedule as the following.
.1 The 6th voyage
February (Mizushima) --- March (Kawasaki), 2002
(bunkered in FUJAIRAH)
.2 The 7th voyage
April (Kawasaki) --- May (Kawasaki), 2002
(bunkered in FUJAIRAH)
.3 The 8th voyage
May (Kawasaki) --- June (Kawasaki), 2002
(bunkered in FUJAIRAH)
.4 The 9th voyage
June (Mizushima) --- August (Kawasaki), 2002
(bunkered in FUJAIRAH)
6.1.3 The situation of data acquisition
During each voyage, the acquisition of operational (engine) data and exhaust gas data was carried out. The manner of the data acquisition is similar to that of the preceding fiscal year. (3-1) Weekly Data (operational data).
Once a week as a general rule, logging data and manually measured data were acquired by crew of this ship and were reported (transmitted to MES by E-mail) as a Weekly Data. Data of Pmax and Pcomp were also acquired once in outward way and once in return way respectively. The situation of data acquisition is described in the following.
.1 The 1st data acquisition of the 6th voyage (February 23rd)
.2 The 2nd data acquisition of the 6th voyage (March 1st)
Pcomp and Pmax were also acquired.
.3 The 3rd data acquisition of the 6th voyage (March 8th)
.4 The 4th data acquisition of the 6th voyage (March 16th).
.5 The 5th data acquisition of the 6th voyage (March 22nd)
Pcomp and Pmax were also acquired.
Sampling of the fuel (Sample No. F202004047)
.6 The 6th data acquisition of the 6th voyage (March 30th)
.7 The 1st data acquisition of the 7th voyage (April 6th)
.8 The 2nd data acquisition of the 7th voyage (April 10th)
Pcomp and Pmax were also acquired.
.9 The 3rd data acquisition of the 7th voyage (April 27th)
.10 The 4th data acquisition of the 7th voyage (April 30th)
Pcomp and Pmax were also acquired.
Sampling of the fuel (Sample No. F202006179)
.11 The 1st data acquisition of the 8th voyage (May 17th)
Pcomp and Pmax were also acquired.
.12 The 2nd data acquisition of the 8th voyage (May 25th)
.13 The 3rd data acquisition of the 8th voyage (June 8th)
.14 The 4th data acquisition of the 8th voyage (June 13th)
Pcomp and Pmax were also acquired.
Sampling of the fuel (Sample No. F202008029)
.15 The 5th data acquisition of the 8th voyage (June 22nd)
.16 The 1st data acquisition of the 9th voyage (June 29th)
.17 The 2nd data acquisition of the 9th voyage (July 6th)
Pcomp and Pmax were also acquired.
.18 The 3rd data acquisition of the 9th voyage (July 13th)
.19 The 4th data acquisition of the 9th voyage (July 20th)
.20 The 5th data acquisition of the 9th voyage (July 27th)
.21 The 6th data acquisition of the 9th voyage (July 29th)
Pcomp and Pmax were also acquired.
Sampling of the fuel (Sample No. F202010116)
.22 The 7th data acquisition of the 9th voyage (August 3rd)
(3-2) Exhaust gas data (continuous measurement and record)
Exhaust gas data (NOx concentration and 02 concentration) were automatically measured, and they were recorded in the recorder. Recorded data were acquired from the recorder memory, when persons from the measuring instrument maker visited the vessel at the timing of her calling at Japan port. In this fiscal year, visit on the vessel by persons from the measuring instrument maker was done at the timing of her calling at Japan port after the 8th voyage and after the 9th voyage.
Although data during the 6th voyage, the 7th voyage, and the 8th voyage seemed to be measured continuously and to be recorded, only data during slight period after the departure from Japan in the 6th voyage and data during slight period before the arrival at Japan in the 8th voyage could be acquired from the recorder memory. Similarly, data during the 9th voyage hardly remained in the recorder memory. Consequentially, iii case of this vessel, most of continuous monitoring data in this fiscal year were lost. Since NOx concentration and O2 concentration are recorded in the operational data measured by crew of this ship, the NOx emission rate could be calculated by applying those data.
6.1.4 Main experienced inconvenience
Inconveniences experienced through the test by the No. 1 ship are the following 2 items on the NOx monitoring device.
.1 The trouble of the sensor.
.2 The losing of the memorized data in the recorder memory.
Both of these seem to be problems in the handling. In the practical use, the appropriate handling and the selection of the appropriate recorder can be the countermeasure. (in details see the clause 6.4)
6.1.5 Actual data of the NOx (and O2) continuous monitoring
Since most of the monitoring data of the test in this fiscal year were lost as above-mentioned, it is regrettable, no data can be reported as long term monitoring data. Data of 4 case which were the NOx and O2 monitoring data during an hour corresponding to the measurement period of periodically acquired engine data have barely remained. Those data are shown in Fig.6.1.1. Although there are a few data, it can be found that stable data have been got.
6.1.6 Measurement data and analysis results
.1 Engine operational data and calculation of NOx emission rate
Engine operational data, fuel property analysis results, exhaust gas measured data (data that the crew read and recorded with engine operational data), and calculation results of NOx emission rate by the oxygen balance method are shown in table.6.1.1, table.6.1.2, table.6.1.3, and table.6.1.4, respectively on each voyage. Engine output power that engine builder estimated and calculated by the engine operational data were used, because the shaft power meter is not unequipped in case of this vessel.
.2 The relationship between NOx emission rate and engine load
The relationship between ISO converted NOx emission rate and engine output power (engine load) together with data (NOx emission rate on test bed) at the shop trial is shown for each voyage in Fig.6.1.2, Fig.6.1.3, Fig.6.1.4, and Fig.6.1.5.
Including data in the preceding fiscal year report, Fig.6.1.6 shows the relationship between NOx emission rate and engine load of all 9 voyages (excluding abnormal data such as those of the 5th voyage). From this figure, it can be found that NOx emission rate on shipboard of this vessel is distributed within a range from -10% to +15% relative to shop trial data.
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