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.

　

　

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.

　

　

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.

　

　

 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.

　

　

 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

　

　

 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.