1 / 21

Ship Design principles

The Impact of the Panama Canal Expansion on Ship design and trade Elizabeth Lindstad Sintef Ocean AS.

abarnes
Download Presentation

Ship Design principles

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. The Impact of the Panama Canal Expansion on Ship design and tradeElizabeth LindstadSintef Ocean AS Sintef Ocean AS: The merger of Norwegian Marine Technology Research Institute (MARINTEK), SINTEF Fisheries and Aquaculture, and the environmental technology group of SINTEF Materials and Chemistry from January 2017

  2. In 2006, The Panama Canal Authorities decided to build new canal locks to enable significantly larger vessels to pass through the canal • Achieve economies of scale by employing larger vessels in trades through the canal, to reduce transport costs. • Enable vessels too large for the existing canal, to re-route and thus reduce their voyage length and cost. • Make the sea-route from Asia through the canal directly to the east coast of the US more competitive vis-à-vis the west coast and the land-bridge route across the country to the east coast. • The Old Locks • Maximum Beam 32.26 meter • Draft 12.04 m • Length 290 m • The New Locks • Maximum Beam 49 m • Draft 15.2 m • Length 360 m • Source of drawing and map: • Dagens Industri 15 January 2013 3

  3. Ship Design principles • Seagoing vessels have traditionally been designed to operate at their boundary speed based on hydrodynamic considerations. • For any given hull form, the boundary speed can be defined as the speed range where the resistance coefficient goes from an almost nearly constant value to rise rapidly as speed increases. • For an average Panamax bulker or tanker with block coefficient in the 0.85 to 0.9 range (1.0 for a shoebox) the boundary speed area starts at 12 – 13 knots, with a gradual increase in the resistance coefficient, which approaches infinity at speeds above 16 – 17 knots. • Higher fuel prices and growing environmental concerns have challenged the practice of maximising cargo-carrying ability and the practice of powering vessels to operate at their boundary speeds.

  4. Alternative hull forms for a dry bulk Panamax of 80 000 dwt (displacement 92 000 ton • Beam - Block • 28.2m – 1.0 • 32,3m – 0.87 • 56.0m – 0.5 • 38.0 m – 0.75

  5. Slender hull forms – Boundary speed Vb=(1.7-1.4*Cb)*(Lpp/0.304)0.5 (Silverleaf & Dawson 1996)

  6. The Maximum economic speed for a design is a function of the fuel cost

  7. Low fuel prices favours fullbodied bulk and tank designs 8

  8. Example of typical Block coeffisients and how increasing the beam, or the length, or both enables more slender vessels Source: Lindstad,H,2015.AssessmentofBulkdesignsEnabledbythePanamaCanalexpansion. (SNAME) Transactions 121, page 590-610, ISSN 0081 1661

  9. Out of all global restrictions, none had the impact on vessel design as the original Panama Canal locks dating back to 1914 • Apart from a few scientific papers, there has been relatively little focus on how the Canal's expansion will influence ship design and thus the energy efficiency of the global merchant shipping fleet. Source : MT- Marine Technology, page 42 – 46 . Volume 53, Issue 4, October 2016

  10. Expansion Impact – Container and car carriers built for the new locks

  11. DNV-GL VLCC TRIALITY a block of 0.6 compared to 0.8 for a conventional vessel -> a slender design

  12. Laden and ballast voyage cost per as a function of vessel speed 9000nm roundtrip with a 110' dwt Aframax (Fuel = 600 USD/ton) Source: Lindstad and Eskeland 2015 Low carbon maritime transport: How speed, size and slenderness amounts to Substantial Capital Energy Substitution. Transportation Research Part D 41

  13. Fuel and cost per ton transported as a function of: vessel design – vessel size and vessel speed 900 USD/ ton of fuel Source: Lindstad and Eskeland 2015 Low carbon maritime transport: How speed, size and slenderness amounts to Substantial Capital Energy Substitution. Transportation Research Part D 41

  14. Building more slender bulk and tank vessels might be the easiest way to meet EEDI - IMO requirements

  15. Potential reduction in CO2

  16. 2050 BAU scenario' s for shipping and reductionpotentialsidentifiedthroughprevious studies FIG.2 Annual CO2 emissions from the global shipping fleet, distinguished by business-as-usual and reduction scenario pathways (Bouman et al. 2017) Fig 1: Lindstad 2016, owncalculations and adapted from Bows-Larkin et al. (2015) Shipping charts a high carbon course. Nat. Clim. Chang.5a

  17. CO2 emission reduction potential from individual measures Source: Bouman et al 2017

  18. MAIN GOALS ENERGY EFFICIENCY EMISSIONS REDUCTION MARITIME CLUSTER COMPETITIVENESS POTENTIAL AREAS SAVINGS UP TO RESEARCH AREAS 83% HULL DESIGN and Block Cofficient 30% 10% 45% POWER SYSTEMS AND FUELS 35% 25% 20% NOVEL PROPULSION & PROPULSION OPTIMIZATION 30% 50% VESSEL PERFORMANCE SIMULATION 60% EEDI TECHNOLOGY INNOVATION COMPETITIVE ADANTAGE EMISSION REGULATIONS FUEL COST EEOI GLOBAL WARMING URGENCY - CHALLENGES OF MARITIME INDUSTRY

More Related