Innovative Ship Design

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vers o t e or ,Innovative Ship Design

December 8th,9th,10th 2010, SS Rotterdam,

MARIN, Henk Blaauw


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MARIN: Maritime Research Institute of the Netherlands

Maritime applied research and projects for:

Industry and governements or governmental

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Comprising:

Extensive experience (data basis, statistics)

Simulations on basis of mathematical models(Computational Fluid Dynamics)

Real time simulations (simulators)

Measurements at model scale

Prototype measurements


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MARIN turnover 2007

Turn over: 33 M euro

Profit: 7%

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34% NL turnover SME


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Organisation Located in Wageningen (main office) 350 employees Foundation, non-profit Since 1932 GTI (Large Technical Institute)

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Facilities

Offshore basin

Seakeeping and manoeuvring basin

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Deep water towing tank Shallow water basin High speed basin

Cavitation tunnel

Full mission simulators (MSCN) tug stations Vessel traffic simulator


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Inland Water Transport (IWT), advantages

IWT can deal with massive volumes of transport

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IWT is environmentally friendly looking at theproduction of CO2 per transported ton/km

Transport via water contributes directly to better

mobility on the roads. Especially on longer distances IWT is competitive

with road transport


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Marin and IWT: four main working fields

(I) Determination of feasibility of integratingships in transport chains

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Design of ships

(II) Detailed (hydrodynamic) ship design

(III) Reduction of environmental impact

(IV) Nautical safety and efficiency: MSCN


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I: Feasibility of IWT: Economical aspects

Determination of potential cargo flows

Desi n of CO2 o timal lus cost o timal

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transport chains (conceptual designs) Always make door to door economical

calculations; cost aspects:

Fore and aft transport Inland terminal(s), cargo handling

Transport by ships


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Feasibility of IWT: infrastructure

Dimensions of wet infrastructure

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Environmental conditions and constraints Currents, wind, bends, waves

Survey of developments

Plans with respect to infrastructure

Climate change


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Feasibility of IWT: selection of the ships

On basis of logistical requirements:

Selection of possible IWT solutions

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Coupled unitsPushing units

Self propelled shipsRiversea/ Sea river


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Example 1: feasibility study of the Barge Truck

Development of the Barge Truck Aiming at intensification of the use of smaller waterways

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Uncoupling cargo from bridge/engine room Hardly any waiting times

Better planning stevedores

Easy to couple and uncouple Maximal use of existing infrastructure

Large capacity


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Barge Truck

Economical feasibility studies for

Bulk and Containers

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Technical elaboration of the concept Design

Lines

Propeller Manoeuvring

Couplings

Energy management


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Example 2: Feasibility of transport of coal, SE India

Transport of import coal from:

Ports of Paradip and/or Haldia to Farakka (power plant)

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Consortium to make first design plan

NEA: Logistics

Haskoning: Cargo handling, transshipment

MARIN: first design of ships (4 alternative solutions)

HITT: RIS systems

EICB: linking pin to inland shipping in the Netherlands

After first mission (December 2009) next step expected soon..


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II Detailed ship design: CO2 reduction

1. Speed to power relations (DESP)

2. Lines of fore ship (Rapid)

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3. Lines of aft ship and interaction with propellers(Parnassos)

4. Selection and design of propellers

5. Manoeuvring (SHIPMA) 6. Verification at model scale

7. Prototype measurements


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Example: design of 4 inland ships for the Yangtze River (EVD)

Design of 4 ships for the Yangtze River:

Shallow draught, large displacement, high currents

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1. First designs by Damen ship yard 2. Optimization with CFD

3. Model testing, see films

Inland container ship, 110 X 19,2 m Sea River ship, 124 X 19,2

Large inland container ship, 140 X 20,2 m

Estuarine ship, 110 X 19,2 m


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Reducing wave generation

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Pressure distribution fore and aft

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Shaping the lines of aft ship

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Further reducing the frictional resistance of ships

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Air chambers reducing friction: www.damen.nl

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Improving the efficiency of the propeller, whale tail concept:www.vanvoorden.nl

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Improving the efficiency of the propeller, dolphin tail concept:www.ofoil.nl

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III: Further reducing Environmental impact

Development of Economy Planner

Optimizing energy demand taking into account the

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a rway restr ct ons ut a so t e voyage p ann ng

Making profit of each others experiences

Optimization of loading depth and trim

Transporting more cargo per trip

Prediction of water heights and current velocitieswhen loading (cooperation with Deltares)


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Further reduction of environmental impact (2)

For diesels: Clean fuel (EN590)

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econ genera on o o ue

Diesel electric Dual fuel SCR and PM filters (NOx and feinstof)

Even more: Use gas engines, LNG, liquid bio gas (also CO2 nearly to zero)


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LNG Ferry, Thailand: www.hollandinnovationteam.nl

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Heading for zero emission ship (Barge truck calculations)

Transport of waste to Alkmaar reduction exhaust in tons per year

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CO2 Nox PM Sox

all transport via road 1281 7,8 0,13 0,01

all transport via water 998 11,7 0,22 1,09

related to road transport in percents 78% 150% 169% 15571,43%

diesel electric engines 7% over all 928,14 10,881 0,2046 1,0137

clean diesel 30% less PM, no Sox 928,14 10,88 0,14 0,00

after treatment 85% less Nox, no PM 928,14 1,63 0,00 0,00

gas engines with generators 5% less CO2, no Nox, no PM, no Sox 881,73 0,00 0,00 0,00

same, with bio gas 90% less CO2 88,17 0,00 0,00 0,00

related to road transport in percents 7% 0% 0% 0%


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Thanks for your attention!

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Innovative Ship Design

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