UlCS with asc powerpoint rev.a DKGROUP
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Transcript of UlCS with asc powerpoint rev.a DKGROUP
Knud E. Hansen A/S
Ultra Large Container Ships
Saving Fuel by Reducing the Hull Friction Resistance with ACS
A Presentation by DK Group Na.Nv.
& Knud E. Hansen A/S
Knud E. Hansen A/S
12,670 TEU Container Ship
Present Design
Loa.: 400.0 m Lpp.: 378.0 m B: 54.2 m Depth: 29.0 m Draft: 14.5 m Speed: 25.5 kn Power: 2 x 57 MW
Knud E. Hansen A/S
12,670 TEU Container Ship
Present Design Lightweight 53,000 T
Deadweight (draught 14.5 m) 152,000 T
Displacement (draught 14.5 m) 205,000 T
HFO capacity 17,300 m3
Range – 25.5 kn, 15% sea margin, 85% MCR, 13 m draft 26,500 nm
BW capacity 63,000 m3
Number of Container Positions (TEU): On hatches: 6,410 TEU
In Holds: 6,260 TEU
Total: 12,670 TEU
Loading Condition 1 (14 T/TEU - no water ballast):
On hatches: 14 T/TEU 3,300 TEU ~ 46,200 T
In holds: 14 T/TEU 6,260 TEU ~ 87,640 T
Total: 9,560 TEU ~ 133,840 T
Loading Condition 2 (no water ballast):
On hatches: 5 T/TEU 4,150 TEU ~ 20,750 T
On hatches: 10 T/TEU 1,540 TEU ~ 15,400 T
On hatches: 14 T/TEU 720 TEU ~ 10,080 T
In holds: 14 T/TEU 6,260 TEU ~ 87,640 T
Total: 12,670 TEU ~ 133,870 T
Knud E. Hansen A/S
12,670 TEU Container Ship
Propulsion Alternatives: • Single-propeller – single engine
• Twin-propellers – twin engines • Contra rotating propellers
Knud E. Hansen A/S
12,670 TEU Container Ship
Propulsion Alternatives: • Single-propeller – single-engine
Theoretical advantages: • Low installation costs
Technical problems:
• Very low propulsion efficiency and severe risk of cavitation • A propeller size of approximately 11.5 m – 12 m with 4 - 6
blades and a weight of 200 t can not be produced today • Building a 125 MW engine is possible but difficult. (Largest
engines today: 14 cylinders, 98 cm bore, 81 MW) • The engine will be so long that it might participate in the
longitudinal strength of the hull • Thrust block and propeller bearing will be huge • No redundancy
CONCLUSION: Feasible for a 23 kn vessel, but not for a 25.5 kn vessel!
Knud E. Hansen A/S
12,670 TEU Container Ship
Propulsion Alternatives: • Twin-propellers – twin engines
Advantages: • Reliability because of well proven components • Short main engines (21 m) • Reasonable propeller size • High propulsion efficiency and thereby low fuel costs • Full redundancy • Low maintenance costs & limited number of spare parts • Better manoeuvrability than single-propeller solution
Disadvantages:
• Relatively high installation costs
Knud E. Hansen A/S
12,670 TEU Container Ship
Propulsion Alternatives: • Contra rotating propellers
• Mechanical solution • Azipod solution
Knud E. Hansen A/S
12,670 TEU Container Ship
Propulsion Alternatives: • Contra rotating propellers
Advantages: • Short main engine and reasonable propeller size • Very high propulsion efficiency (10 % improvement vs. twin
screw depending on relation between main engine and thruster) => less installed power and low fuel costs
• Propulsion redundancy • Very good manoeuvrability • Very high flexibility – propulsion and electrical power • Reduced size of engine room / higher container capacity
Disadvantages: • Probably higher installation costs than twin-propeller
solution • No steering redundancy • Needs careful considerations to avoid cavitation
Knud E. Hansen A/S
12,670 TEU Container Ship
Means of Saving Fuel: • Increasing the propeller efficiency
• Recovering the waste gas heat • Reducing the friction resistance of the
hull
Knud E. Hansen A/S
12,670 TEU Container Ship
Means of Saving Fuel: • Increasing the propeller efficiency
• PBCF – (Propeller Boss Cap Fin) – Fuel saving up to approximately 4 %
• High-efficiency propellers e.g. with Kappel blades
– Fuel saving up to approximately 4 %
Knud E. Hansen A/S
12,670 TEU Container Ship
Means of Saving Fuel: • Recovering the waste gas heat
– Fuel saving 7 - 12 % depending on sophistication of heat recovery plant
Knud E. Hansen A/S
12,670 TEU Container Ship
Means of Saving Fuel: • Reducing the hull resistance by air
lubrication – Air Cavity System (ACS)
Knud E. Hansen A/S
12,670 TEU Container Ship with ACS
Modified Design with ACS
Loa.: 400.0 m Lpp.: 378.0 m B: 54.2 m Depth: 30.5 m Draft: 14.5 m Speed: 26.0 kn Power: 2 x 57 MW
ACS area 6700 m2
ACS volume 10,000 m2
Knud E. Hansen A/S
12,670 TEU Container Ship with ACS
ACS Air Supply System • Triple air compressors
• Common air feed pipe
• Redundant distribution system
Knud E. Hansen A/S
12,670 / 13,370 TEU Ship with ACS
Widened Ship with ACS
Present Ship:
Breadth: 54.20 m
Capacity: 12.670 TEU
Widened Ship:
Breadth: 56.70 m
Capacity: 12.670 + 700 = 13.370 TEU
Knud E. Hansen A/S
12,670 / 13,370 TEU Ship with ACS
Speed and Power • Fuel saving by ACS ~ 7.6 % ~ 28 t per day
• or speed increase ~ 0.6 knots
• or speed increase ~ 0.3 knots + 700 TEU
Knud E. Hansen A/S
12,670 TEU Container Ship with ACS
Conclusion Installation of an Air Cavity System gives the choice between:
• Saving approx. 7.6 % in fuel consumption
corresponding to approx. 28 t per day or
• Increasing the speed by 0.6 kn or
• Increasing the speed by 0.3 kn + increasing the capacity by 700 TEU
Knud E. Hansen A/S
11,000 TEU Container Ship
Single-engine single-propeller design
Loa.: 385.3 m Lpp.: 363.3 m B: 51.7 m Depth: 29.0 m Draft: 14.5 m Speed: 24.5 kn Power: 81 MW
Knud E. Hansen A/S
11,000 TEU Container Ship with ACS
Modified Design with ACS
Loa.: 385.3 m Lpp.: 363.3 m B: 51.7 m Depth: 30.5 m Draft: 14.5 m Speed: 25.0 kn Power: 81 MW
ACS area 5200 m2
ACS volume 7,800 m2
Knud E. Hansen A/S
11,000 TEU Container Ship with ACS
Speed and Power • Max. speed with largest available engine
(81 MW) without ACS system: 24.6 knots • Max. speed with ACS system: 25.1 knots