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Rivers of the World,

Innovative Ship Design


December 8th,9th,10th 2010, SS Rotterdam, MARIN, Henk Blaauw

MARIN: Maritime Research Institute of the Netherlands

Maritime applied research and projects for: Industry and governements or governmental agencies 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% Export: 71% 34% NL turnover SME

Organisation

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

Facilities

Offshore basin Seakeeping and manoeuvring basin Depressurized towing tank Deep water towing tank Shallow water basin High speed basin Cavitation tunnel Full mission simulators (MSCN) tug stations Vessel traffic simulator

Inland Water Transport (IWT), advantages

IWT can deal with massive volumes of transport IWT is environmentally friendly looking at the production 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 integrating ships in transport chains


Conceptual design of chains and ships and 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 Design of CO2 optimal (plus cost optimal) 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 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
Coupled

units Pushing units Self propelled ships Riversea/ 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

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 Design Lines Propeller Manoeuvring Couplings Energy management

Technical elaboration of the concept


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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) Transport now: per train, but more capacity is needed 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) 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
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 fairway restrictions (but also the voyage planning Making profit of each others experiences

Optimization of loading depth and trim


Transporting more cargo per trip Prediction of water heights and current velocities when loading (cooperation with Deltares)
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Further reduction of environmental impact (2)

For diesels:

Clean fuel (EN590) Second generation of bio fuel 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 CO2

exhaust in tons per year Nox 1281 998 78% 7,8 11,7 150% 10,881 10,88 1,63 0,00 0,00 0% PM 0,13 Sox 0,01

all transport via road all transport via water related to road transport in percents diesel electric engines clean diesel after treatment gas engines with generators same, with bio gas related to road transport in percents 7% over all 30% less PM, no Sox 85% less Nox, no PM 5% less CO2, no Nox, no PM, no Sox 90% less CO2

0,22 1,09 169% 15571,43% 0,2046 0,14 0,00 0,00 0,00 0% 1,0137 0,00 0,00 0,00 0,00 0%

928,14 928,14 928,14 881,73 88,17 7%

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Thanks for your attention!

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