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Failure to carry out fumigation according to best management practices on board cause death and casualties



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The expansion of Emission Control Areas (ECA) in North American and European waters leaves ship owners using HFO with little choice other than to use a more expensive low sulfur HFO, change to MDO completely or use a dual fuel arrangement. The latter not only necessitates installing additional tanks and fuel handling equipment but also requires careful change over procedures to be followed every single time to avoid potential engine problems that can be very severe. An area that a few operators are pioneering is the use of exhaust seawater scrubbers. Hamworthy Krystallon produce a Seawater Scrubber that is designed to operate on a 3.5 per cent S HFO 380 fuel while complying with the EU in-port and MARPOL Annex VI requirement of a 0.1 per cent sulfur fuel. Hamworthy Krystallon early orders from Italian owner have been followed this month by an order to equip four 45,000 dwt ro-ro new builds at Daewoo. Sembawang Shipyard (SSPL), Singapore are interested in a potential retrofit project for seawater scrubbers. Switching to low sulfur fuels will create supply problems according to he International Petroleum Industry Environmental Conservation Association

Posted to Marine Propulsion Report by Keith Henderson on 8/16/2010 8:29:14 AM | with 0 comments


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Two Panamanian vessels which collided on 7th August 2010 in the approach channel of Mumbai port have caused oil spill and brought all shipping activity in the port to a stop



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As emission requirements become stricter as the years pass, the question arises, what to do with older engines. The EPA Marine Engine Re manufacture Program introduces a law effective March 2008 to force operators of older ship engines to upgrade them to reduce emissions. The rules are rather limited, specifying that the improvement must reduce particulates (PM) by at least 25 per cent, that the engines concerned are commercial (not recreational) applications, manufactured after 1973, over 600kW, cylinder displacement under 30 liters and be a US flagged vessel. The upgrade only becomes compulsory if there is an EPA approved upgrade available and must be carried out at the next scheduled ‘re manufacturing event’ e.g. replacing cylinder liners. Changing many parts to effectively convert an old engine into a new model is usually not economic, nevertheless changing some parts can make a significant reduction in emissions. Although other ways to achieve the same end of reduced emissions are changing fuels, fuel additives or adopting an after treatment system.

Posted to Marine Propulsion Report by Keith Henderson on 6/16/2010 11:20:24 AM | with 2 comments


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Lower exhaust emissions of large bore diesel engines without after treatment, can be realized by increasing the mean effective pressure. One way to achieve a higher m.e.p. is to increase the boost pressure of the turbocharger however standard turbo designs are already at or approaching the limit of their capability to go from atmospheric pressure to the desired boost pressure in one unit: the solution is therefore to use two turbo stages. Simply, it comprises a low pressure turbine feeding via an inter cooler a second high pressure turbine which in turn passes through a second inter cooler to the engine. Control of a two stage turbo system including the suppression of compressor surging.is complex and is effected with the aid of variable nozzle rings (VTA) and bypasses. MAN Diesel & Turbo have recently announced their own series of two-stage turbos called the New TCX Generation. Using a configuration with the turbos at 90 degrees to each to provides a compact solution and reduce the amount of piping.

Posted to Marine Propulsion Report by Keith Henderson on 6/13/2010 11:29:27 AM | with 0 comments


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Dr Herman Klein, of Germanischer Lloyd expressed his belief that the forthcoming IMO Tier 3 NOx rules will make the continued use of heavy fuel oil impractical, forcing commercial shipping fleets to switch permanently to distillate fuel from 2016. Using SCR catalysts is not an alternative as they quickly become clogged using HFO. Dual fuel HFO / distillate is impractical – hence his prediction of the demise of after 2016. A possible alternative is the Ecospec CSNOx system of exhaust gas scrubbing. A solution is passed through an exhaust scrubber to remove CO2, SO2 and NOx by absorption. Normal HFO can continue to be used, meeting the 0.1 per cent sulfur 2010 EU Directive, Tier 1 and 2 emission regulations and Tier 3 emission requirements.

Posted to Marine Propulsion Report by Keith Henderson on 5/14/2010 12:19:51 PM | with 2 comments


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