Energy-Savings Basics For The Maritime Industry - Hull & Superstructure Optimization
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Transcript of Energy-Savings Basics For The Maritime Industry - Hull & Superstructure Optimization
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Dr.GeorgeGougoulidis
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Typeofresistance %ofRTHigh speed Low
speedFriction 45 90
Wavemaking 40 5
Eddy
5 3Air 10 2
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Fluid
Dynamics
Aerodynamics Superstructure
Hydrodynamics Hull/Propulsion
components
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General
Optimizedimensions
Reduceweight
Minimizeballast
Forepart
Optimizedbowbulb
Nobulb
Wavepiercingbow
Flare
Aft
part Sternendbulb
Skeg
Ducktail/sternflap/
interceptors
Allowforlargepropeller
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Optimize
main
dimensions
lines Lowwavemakingresistance highL/Bratio
Lowfrictionminimumwettedsurface,B/T
ratio~2.25
for
Cb=0.80
Maximizelengthtoreduceresistance
Optimizeskeg todirecttheflowevenlytothe
propeller Shaftlinesshouldbestreamlined
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Flow
disturbance
from
hull
openings
(bow
thrusters,seachests)shouldbeminimized
Reduceweight,uselightweightmaterials
Increasedeadweight
scale
effect
Reduceballast
UseCFD,modeltesting,seatrialstoverify
design
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SEAHORSE35 VECTIS HARRIERSUPER
GREENSHIP CROSSBOW
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B.DELTA DELTAMARIN OSHIMA ECOSHIP2020
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DNVTRIALITY VLCC SINOPACIFIC CROWN63
HYUNDAIMIPODOCKYARD
ECO40
SHALLOWMAX
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TheEnvironship,ofNVC
401LNG
design,
is
the
Eidsvaag Pioner RollsRoyceBergenB
Seriesleanburngasengines
RollsRoycePromaspropulsion
Optimized
bow
and
hullform shape Verticalbow maintain
speedeveninroughseas
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Thedevelopmentofthe
obliqueicebreaker
conceptbeganin1997,byKvrner MasaYardsArcticTechnologyCentre(MARC)
Modeltestsshowedthattheresistanceofalarge
cargo
ship
was
considerablyreducedwhenoperatingbehindtheobliqueicebreaker
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Patented
in
Germany
by
Nonnecke Aimedatreducingseparationinthe
afterbody ofavesselwhentheflowis
influencedby
the
action
of
the
propeller
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By
using
alternative
materials Byreducingballast
Byoptimizingdesign
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Material Density (kg/m3) Yieldstrength(Mpa)
Steel 7850 235390
Aluminum 5083 2650 215
Aluminum 5383 2660 220
Aluminum
5059 (Alustar) 2640 270Titanium6Al4V(Grade5) 4430 880
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215
305
10
220
305
10
270
370
10
0
50
100
150
200
250
300
350
400
0
5
10
15
20
25
30
35
40
ELONG
ATION
(%)
STREN
GTH
(MPa)
AA5083 AA5383 ALUSTAR
Elongation
Elongation
Elongation
YS
UTS
UTS
UTS
YS
YS
Thickness Range 2-20mm
31KSI
44KSI 32
KSI
44KSI
39KSI
53KSI
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SEAGIANT
L
=
458.5
M
EMMAMRSK
L
=
398
M
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Benchijigua ExpressL=124mAluminum
VisbyClassL=73m
CFRPsandwich
SierraI&IIclassMaxSafedepth=700mCrushdepth=915m
L=111mTitanium
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Metal
Matrix
Composites
(MMC) MetalMatrixNanoComposites(MMNC)
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Compositematerialswithmicronscalereinforcements
Abletotailormaterialpropertiessuchasyield&tensilestrength,hardness,ductility,
density,thermal
and
electrical
conductivity,
wearresistance Proventechnology Used
successfully
in
the
automotive
and
aerospaceindustries,insmallenginesandelectronics
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Nanocomposites overcomethelimitationsfor
metalsor
composites
that
contain
micron
scale
reinforcements Theyexhibitultrahighstrength,theyarelighter,
stiffer,lessbrittle Incorporation
of
1%
volume
of
nanosize
ceramicsinAlandMgmatrices,increasesthestrengthdramaticallycomparedtomuchhigher
levels
of
micron
sized
additions Al+2%weightincreaseMWCNTimproveAlproperties
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Veryhighcost
Difficulttomanufacturelargecomplexparts Poorductility
Dueto
the
processing
methods
used
that
result
in
theformationofvoidsanddefects
Inabilityofnanostructuredgrainstosustainahigh
rateof
strain
hardening
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AlB4
C Al
Al2O3
AlDiamond AlCNT Cu
CNT
MgSiC TiSiC Al
SiC
ZnSiC MgY2O3
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Material Form Price ineuros
Aluminumoxide
Al2O3 Nanopowder 76.20
/50
g
Carbonnanofibers Graphitized(ironfree),conicalplatelets
126/25g
Carbonnanofibers Graphitizedconical
platelets
112/25g
Carbonnanofibers Pyrolitically strippedconicalplatelets
85.90/25g
Carbonnanotube,multiwalled 505/100g
Carbonnanotube,
single
walled 277.50
/250
g
Graphite Nanofibers 426/10g
Graphite Plateletnanofibers 137.50/1g
SiliconCarbideSiC Nanopowder 1275/250g
SigmaAldrichproducts PricesasofDec13
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DevelopedbyUniversityofMichigan
Itallowswatertoflowinto"trunks"insidetheship'shull,andthentopassoutthrough
outlets
at
the
stern Itworksbyreducingthebuoyancyinsteadof
increasingthedisplacementweight
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ThefirstNOBSarebeingbuiltatNingboEastShipyard,China
26,500
DWT
and
24,500
DWT
NOBS
BunkerTankers DesignedbyXEDafter3yearsofresearch
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Bow bulbs are common practice in ship design, both for
commercial and naval ships The maturing of the bulbous bow theory and design has
resulted in several bulbous bow designs which reduce
resistance by 10% or more
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Reduction of wave making resistance (through the reduction
of bow pressure wave, due to the interaction with thepressure field created by the bulb)
Promoting of uniformity of the flow velocity around the hull
(which means reduction of the drag due to turbulent flow and
eddy-making resistance) Reduction of wave breaking resistance at the bow
Reduction of pitching motion
Increase in frictional resistance
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Mostshipshavebeendesignedandoptimizedfor
acertain
design
speed
and
draft
However,theyoperateinoffdesignconditionssuchasslowsteaming
Redesignand
modify
the
bulbous
bow
of
aship
Savingspotentialupto10%,withgreatest
reductionsforshipswithahighFroudenumberi.e.
containerships
Worthonvesselsover15mlong
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RetrofitBow
Bulb
on
aUSN
DDG
51 model
Anearsurface,smallvolume,hydrodynamicbowbulb,for
useon
USN
Combatants
DevelopedbyNSWCCarderock Division
Integratedintotheexisting
combatant
bow,
which
houses
asonardome Nabla shaped(invertedtear
drop) DDG51RetrofitBowBulb
calculationsindicated
afuel
reductionof2.4%
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ASternFlapisanextensionofthehullbottom
surfaceaft
of
the
transom
Sternflapsmodifythepressurefieldunderthehullafterbody,causingtheflowtoslowdown
Decreasedflow
velocity
increase
in
pressure
reducedresistanceduetoreducedafterbody
suctionforce
Waveheights
in
the
near
field
stern
wave
system
andfarfieldwaveenergyarereduced
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Additionalsecondaryeffectsduetolengthening
ofthe
hull,
and
to
improved
propeller
performance
Reducedpropulsivepower,propellerloading,cavitation,
vibration,
noise
Matureandproventechnologytestedsince1989
173sternflapsinstalledonUSNavyandCoastGuard
ships
Cumulatedfuelsavings$665million19892011
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USSKEARSARGELHD3 USSWHIDBEYISLANDLSD41
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USSPORTROYALCG73 USS ARTHUR W.RADFORDDD968
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Interceptorsgeneratean
increasein
pressure
on
the
hullbottomdirectlyahead
ofthetransomby
intercepting
the
water
flow.
Thegeneratedliftcanbe
usedtoalterthelongitudinaltrimofthe
vessel,allowing
it
to
be
optimizedforthespeedandtheseaconditions
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Promising - under research innovation (USN)
especially for ships not able to bear a stern
flap (i.e. little transom immersion)
Unlike the bow bulb, SEB has been used only
on a few ships In one full scale application, resistance
reduction of 5-7 % was claimed
It also improves the course keeping ability
50
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SEBonUSNTAKE drycargoship
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DDG51PhaseISternendbulbwithsternflapinstalledonmodel
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SemiSpherical
Shape
(SSS)
bow
Reductioninwindresistance=50%
NissanPCTC