DNV TRIALITY PDF

Pin The tanker shipping industry has ushered in being eco- friendly to its league with the inception of its new crude oil concept vessel, Triality. Running on liquefied natural gas LNG , the Triality is proposed to be environmentally superior to any conventional crude oil tanker and is also feasible financially in comparison to them. The unveiling of the concept of the tanker has fueled hope for the environment as well as investors and producers alike. Developed by DNV innovation project, the Triality was a concept developed in that aims at cutting down environmentally hazardous emissions by tankers. O Madsen in its VLCC version who believes that gas will become the dominant fuel for merchant ships by

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Here is the full press release from DNV on the innovative new design. This concept vessel also recovers hundreds of tons of cargo vapours on each voyage and represents a major step towards the new environmental era for the tanker shipping industry.

The new crude oil concept vessel, named Triality, has been developed through a DNV innovation project. As its name indicates, it fulfils three main goals: it is environmentally superior to a conventional crude oil tanker, its new solutions are feasible and based on well known technology, and it is financially attractive compared to conventional crude oil tankers operating on heavy fuel oil.

By , the majority of owners will order ships that can operate on liquefied natural gas LNG. Both ships have the same operational range and can operate in the ordinary spot market. The new concept tanker has two high pressure dual fuel slow speed main engines fuelled by LNG, with marine gas oil as pilot fuel. The next phase of the Triality concept development will review the use of dual fuel medium speed engines and pure gas engines.

Two IMO type C pressure tanks capable of holding 13 m3 LNG — enough for 25 nautical miles of operation — are located on the deck in front of the superstructure. The generators are dual fuel LNG and marine gas oil while the auxiliary boilers producing steam for the cargo oil pumps operate on recovered cargo vapours VOCs. No ballast water A traditional tanker in unloaded transit needs ballast water to obtain full propeller immersion and sufficient forward draft to avoid bottom slamming.

The new V-shaped hull form and cargo tank arrangements completely eliminate the need for ballast water in the VLCC version. There will also be much less need for ballast water on other kinds of crude oil tankers, such as Suezmax, Aframax and smaller ships.

The new hull shape results in a reduced wetted surface on a round trip and has a lower block coefficient and thus a more energy efficient hull. A VLCC in unloaded transit will normally carry between 80 and tons of sea water containing organisms that can cause damage when released into foreign ecosystems.

In addition, a lot of fuel is needed just to transport this extra water. The Triality VLCC can collect and liquefy more than tons of cargo vapours during one single round trip. These liquefied petroleum gases will then be stored in deck tanks and up to half will be used as fuel for the boilers during cargo discharge, while the rest can be returned to the cargo tanks or delivered to shore during oil cargo discharge.

Environmentally superior ship also profitable When it comes to the additional cost of building a vessel like Triality and the reduced cost of operating it, Henrik O. The Triality concept is based on well known and proven components and systems, so in principle a Triality crude oil tanker introducing all or some of the innovative elements in the concept can be designed today.

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Development of new ship concepts may be an attractive way to respond to these challenges. A noteworthy project undertaken by Det Norske Veritas, called TRIALITY, incorporates several new and interesting concepts in ship design and operations, with the aim of meeting possible future stricter environmental regulations. Figure 1: VLCC side view. A baseline VLCC typically carries 80, to , tonnes of ballast water on the return leg. To illustrate the amount, , tonnes of ballast water equates to about twice the volume of the Eiffel Tower, assuming it is watertight. This gives rise to additional fuel consumption for propulsion power and pumping of ballast water. A significant cost-saving is achieved by eliminating the installation and operation of a ballast water treatment system, in particular for the large plant required by an ordinary VLCC.

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Interesting Concept Design of The Week – DNV’s VLCC concept vessel “Triality”

Shaktilabar A case in point is Singapore Power, which is building an LNG hub with the possibilities of marine bunkering and distribution potentials. The new hull shape results in a reduced wetted surface on a round trip and has a lower block coefficient and thus a more energy efficient hull. We also share information griality the use of the site with our social media, advertising and analytics partners. Driven by its purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. The V-shaped hull permits the twin-screw propellers to be fully immersed even when the ship is carrying no cargo.

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Will TRIALITY become a reality? - An innovative crude oil tanker concept

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DNV TRIALITY PDF

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