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The Next Generation Stern Trawler

2. Background. The project was initialized by Sintef Fisheries and aquaculture AS together with Rolls-Royce Marine AS.A reference group of eight ship owners with one or more stern trawlers in operation were established. The main objectives of the project were to develop new and improved techno

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The Next Generation Stern Trawler

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    1. 1 The Next Generation Stern Trawler Birger Enerhaug, Roar Pedersen SINTEF Fisheries and aquaculture Norway 1th International Symposium on Fishing Vessel Energy Efficiency, Vigo, Spain, May 2010

    2. 2 Background The project was initialized by Sintef Fisheries and aquaculture AS together with Rolls-Royce Marine AS. A reference group of eight ship owners with one or more stern trawlers in operation were established. The main objectives of the project were to develop new and improved technology in the trawler fleet in order to reduce the fuel consumption, and improve the safety and working conditions on the trawl deck.

    3. 3 Fleet data From 1974 to 2000: Engine output increased by 275% Tonnage increased by 209% The vessel length, however, increased by only 18%. The majority of the last generation of stern trawlers were built between 1986 and 1990 The installed main engine power in these vessels is between 3-4000 kW Gear: Single trawl ? Twin trawl ? Triple trawl

    4. 4 Goal To improve: Hull form and propulsion parameters with respect to energy consumption, as well as the possibilities for improving manoeuvrability and energy saving by transverse and longitudinal transfer of the trawl/towing blocks.

    5. 5 Profile of models

    6. 6 The Next Generation Stern Trawler

    7. 7 Rudder arr. on the twin skeg hull

    8. 8 Main particulars of models

    9. 9 Propeller and nozzle data

    10. 10 MARINTEK Towing tank

    11. 11 Test programme Calm water Resistance: 10 - 18 knots (full scale) Propulsion: 10 - 18 knots Towing pull: 0, 4 & 7 knots Trawling: 4 knots Trawling w. driftangle: 4 knots (0, 7 & 15 degr.) Regular waves Propulsion: 4 & 8 knots Irregular waves Propulsion: 4 & 8 knots Trawling: 4 & 8 knots

    12. 12 Propulsion tests in waves

    13. 13 Trawling arrangement

    14. 14 Trawling arrangement

    15. 15 Trawling with drift angle

    16. 16 Towing point arrangement

    17. 17 Results – Calm water Resistance ( Effective power, Pe =Rts·Vs ) Brake power (Pb = Pd/?M) (Pd = Pe/?D = Delivered power) Towing pull

    18. 18 Effective and brake power

    19. 19 Wave profiles – Calm water, 10 knots

    20. 20 Wave profiles – Calm water, 16 knots

    21. 21 Propulsive coefficients, ?0 and ?D

    22. 22 Towing pull – 4 knots

    23. 23 Towing pull – 4 knots

    24. 24 Thrust calculations – 5 knots, D=3.8m

    25. 25 Results – Power in waves Regular waves Irregular waves

    26. 26 Delivered power (PD) in regular waves

    27. 27 Power in irregular waves and calm water

    28. 28 Trawling in calm water and irregular waves – 4 knots

    29. 29 Yawing moments for twin skeg hull

    30. 30 Delivered power (PD ) at 15 degrees drift angle - twin skeg hull

    31. 31 Conclusions There is a potential to improve the propulsive coefficients and the resistance of the twin skeg hull. The bulbous bow did not work properly in the low speed range and should be redesigned to be more optimal in the low speed range and at the normal steaming speed of 12 knots. The open water efficiency is increasing when trawling or advancing in bad weather. Based on the experience with twin screwed anchor handling vessels there should be a potential to improve the quasi-propulsive coefficient ?D from 0.41 to approximate 0.5. It is possible to reduce the power demand by 20 to 25 %.

    32. 32 NGT – Gear handling

    33. 33 Thank you for your attention!

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