energy efficiency and reducing EEDI. We are redesigning hull lines and have seen more interest in diesel engines recently.” Swedish designer KFAB’s technical manager,
Stefan Johnsson, says most tankers are built to standard yard designs, which are changing to meet owners’ requirements. “Some people are looking to reduce hull friction. Some are looking at finding propeller or hull appendages, but most are looking at ordinary designs. If vessels go into emission control areas they have to reduce sulphur emissions, so they may have scrubbers or use other types of fuel – but for larger vessels, owners are looking for cheap solutions.” He splits the market into owners who want more environmentally friendly tankers and those who want low costs. “At the moment nobody is looking at ballast
water treatment for larger tankers as solutions are expensive and the capacity is too low. But shipyards are making space for this equipment. Tankers will likely place ballast water treatment systems on deck with a deckhouse around it for protection,” Mr Johnsson explains. Deltamarin’s Mr Kanerva says ballast water
treatment will be included in designs, but scrubber technology will be limited. “Owners will either go for scrubbers or for gasoil. If they go for gasoil, they will need more tanks available for different fuels. This adds to the piping and apparatus for these systems. There have been some studies on using LNG for fuel. The reality is owners will only invest in LNG for operations mostly in emission control areas, so it is not for ocean-going tankers.” There is growing evidence that owners are
ordering tonnage with environmental extras. Stena Bulk has made additional investments in Suezmax tanker design to incorporate energy efficiency and environmental extras. The Swedish operator had seven Suezmax tankers on order from Samsung Heavy Industries (SHI) designed with energy efficiency in mind. The Stena Bulk Eco Suezmax tankers are 274m long with 48m beam and full scantling weight of 159,236 dwt. The design enhancements included
optimised hull lines, propellers with increased diameters, fins on the hull sides and rudder bulbs. Eco Suezmax has electric-controlled main engines that were optimised and de-rated for efficient sailing speeds. The tanker designs take into account environmental considerations. The vessels will have Knutsen VOC recycling and engines able to burn less than 0.1 per cent sulphur heavy fuel oil. The efficiency upgrades increased the
price of each tanker by around US$7 million, compared with standard newbuildings, says Stena Bulk’s vice president for fleet operations and contracts, Jan Sonesson. “The first vessel, Stena Superior, was delivered on 7
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September 2011 and delivery of sister vessels will follow: Stena Suede on 30 November 2011, and Montesperanza in January 2012.” More Bureau Veritas-classed Eco Suezmax
tankers will be delivered in the next 12 months. MonteStena is due to enter service in March 2012, followed in June by Stena Supreme and in November by AST Sunshine. The final vessel of the series due to be delivered will be Stena Sunrise in early 2013. Mr Sonesson says part of the upgrades will increase the fatigue life of these tankers to 40 years and should reduce fuel consumption by 15 per cent compared with existing Suezmax tankers. The Samsung Vibration and Energy
Reducing (Saver) Fins on the hulls reduce propulsion power requirements and low hull vibration from the propeller forces. There are two curved Saver Fins each side of the hull facing towards the bow. The fore savers are 3m long and 70cm wide. The aft ones are 2m long and 50cm wide. The propeller on Eco Suezmax is another
SHI innovation. The Samsung Tip Advanced Rake Propeller is nickel-aluminium and bronze with a fixed pitch but a specially designed tip. Stena says this increases the lift-drag ratio by reducing induced drag. SHI says the advances improve propeller efficiency by 2 per cent and reduce vibrations by 30 per cent. The MAN
B&W 6S70ME-C8 engines were de-rated to produce more efficient torque for driving the larger propellers at reduced revolutions for energy efficiency. MAN Diesel & Turbo has introduced another
engine, tailored for reducing fuel consumption on VLCCs. Greek ship management company Almi Tankers is the first to order VLCCs with the new G-Type MAN 7G80ME-C9.2 engines, designed for slower steaming. The engines, designed for optimum speeds
of 13 knots, will be built by Hyundai Heavy Industries in South Korea, where a testbed will start running in January 2013. The tankers will be built at DSME and are due to enter service in May and December 2013. MAN says other tanker operators are considering ordering VLCCs from South Korean shipyards with similar engines. ExxonMobil subsidiary SeaRiver Maritime
is another owner willing to pay extra. In October it ordered two 115,000 dwt Aframax tankers from Aker Philadelphia, at a combined price of US$400 million. The Liberty class tankers will transport crude from Alaska to the US West Coast when delivered from 2014. The double-hulled vessels will have the latest energy-efficient engines, which will generate lower air emissions than required by current regulatory standards, Aker says. TST
Aker Philadelphia will be building two Aframax tankers with the latest energy-efficient engines for SeaRiver Maritime
Tanker Shipping & Trade I October/November 2011 I 55
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