Post on 14-Apr-2018
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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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