Container
Feeder Ship
Research
& Development
Towing test with "tail-tails"
The design uses single curved plates that are joined so that the welded joints follow
the true water flow. This design will also to some extent simplify the construction of the
steelwork.
Adaptation to
market and safety requirements
In the study we had to consider all
the safety requirements of seaworthiness and market requirements
that had to be met and which influenced the shape of the hull such
as:
-
Reduced width to operate in
concerned channels and locks
-
Hull design adopted to give
desired stability and operational safety
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Modifications to fore body over
waterline for increased seaworthiness
-
Modifications to hull volume to
increase load intake
Fine- tuning to optimise performance
at cruising speed
Hull lines of V5C
The final design we can see on this
picture have the original rounded underwater shape with its smoothly
rising aft lead to minimal wake formation and hence lower energy
consumption, combined with minimal erosion of beaches and seabed
even in higher speed ranges. The unique hull shape also helps the
vessel operate at a wider and higher speed range while maintaining
good economy.
Results of hull
resistance in tank tests at SSPA.
The vessel‘s hull shape has been
extensively tested in a programme of model trials at SSPA Maritime
Consulting in Gothenburg. Hull resistance, power requirement up to
22 knots. Stability test, Seaworthiness tests for Baltic and North
Sea conditions in speeds up to 16 knots, with significant wave
heights up to 3.5 m in an irregular sea.
Ecoship model in tank test. Source: SSPA.
Volvo Penta AB – Project Ecoship. Photos of wave system. Displacement
6,900 tonnes, T = 6,484 m. Test series 2. Vessel speed 16 knots. Fig:
25. Report: 7988-1
The summary of the trial results
shows that the hull resistance is line with the better-performing
hull models for reefer vessels. Good stability, larger movement but
lower acceleration forces in heavy fore and aft seas in the higher
speed range.
An Efficient Vessel
The
results of the consortium‘s work have now become Ecoship Concept, which represents
and includes:
-
A new patented hull shape that has a low water resistance for container vessels. Results
in reduced energy consumption and lower fuel consumption and exhaust emissions.
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The hull is designed for diesel-electric propulsion. With the propulsion system housed
in the fore of the vessel so that the remaining space can be fully exploited for cargo.
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The entire vessel has a double-skinned hull, which gives added safety in case of
grounding.
Diesel-electric propulsion
with full redundancy (RP)
Safety was another high priority during
the project. The layout and design of the propulsion system resulted in
a system with full redundancy (RP), where the power plant and the
electrical propulsion system for each propeller unit is separated
through a fire and flood protected separation combined with a sufficient
back-up system for machineries as electrical operated pumps and
hydraulics. This contributes to excellent operation reliability and
creates the potential for reduced manning.
Diesel-electric power
plant in multiple installation
The propulsion source consists of ten
(10) low emission marine diesel generating-set units with smooth running
and reliable six cylinder engines, which can be run in parallel. The use
of 10 generating sets enable us to adjust the power output in small
power spans where the engines use the fuel energy at its optimum. An
advanced Power Management System (PMS) controls this where the right
number of engines is operated at any given time. Each engine runs at
optimum efficiency, which ensures low fuel consumption, minimal
emissions and increased reliability and engine life.
Advanced electrical system,
monitoring system and Power Management System.- Bridge system for
one-man bridge operation.
The Power Management system
developed for multiple engine installations adapts the power produced
according to current demand by operating the correct number of engines
at each time. This means that every single engine can be driven at its
peak efficiency. The figure shows a typical operating cycle and the
number of engines in operation.
Electric propulsion motors
Electric propulsion through asynchronous
electric motors. Each motor is driven by frequency converters using
variable frequency with speed range from 0 – 1200 rpm. These frequency
controlled motors uses less energy than constant speed motors at
variable load conditions.
CRP Azimuthing
thrusters
The
use of azimuth thrusters with counter-rotating propellers gives a
considerable improvement in efficiency over conventional propellers.
The combination of counter rotating azimuthing thrusters and hull
lines designed to give non-disturbed water flow raises the propulsion
efficiency even more. The twin azimuth thrusters also contribute to
added safety and manoeuvrability, which reduces manoeuvring time in
and out of port.
Environmental Concerns
The diesel engines and
associated generators are housed in soundproofed compartments to
provide noise reduction and an improved environment as well as
reducing the noise output of the vessel at Ports.
From the safety point of view the
entire vessel has a double-skinned hull, which means that in no case
is there any tank containing oil or waste directly in contact with
the outer hull. All types of waste are transferred to a reception
system onshore.
The combination of low hull resistance and efficient drive line
with low emission engines means that major environmental benefits
can be achieved.
Emissions of carbon dioxide (CO2) can
be reduced (by up to 15%) since Ecoship uses less power than an
equivalent standard vessel. The vessel also runs on low-sulphur fuel
(0.5 weight percent) which, combined with the advanced (SCR)
catalytic conversion system, which reduces emissions of nitrogen
oxides (NOx) by 95%, hydrocarbons (HC) and carbon monoxide (CO) by
50–70%. Particulate emissions, or soot, are reduced (by 10%) at
sea as a result of emission control and by 95% in port, thanks to
the installation of a soot filter to units that are used in ports.
NOx emissions
Estimated NOx emissions,
Ecoship VS Conventional ship based on calculated performance on a
journey between Gävle in the Baltic Sea and Rotterdam, Holland on
the European continent.
Estimated
NOx-emissions – Ecoship in comparison with conventional ship
Minimal
environmental impact
The advantage of diesel-electric
propulsion is that the power output is matched to demand by running
the right number of engines at any given time, i.e. each engine runs
under optimum operating conditions, which ensures low fuel
consumption and minimal emissions.
ECOSHIP Route Prediction
program
As a result of the extensive model trials we have developed
a Computer Program that is able to simulate the operating cycle in order to calculate
speed, bunker consumption, running times and report of all engine emissions. This is
possible because the engines that are in operation burn fuel in the most efficient
way, whatever speed of the ship.
Summary
The
overall Ecoship study shows clearly that the concept, with its versatile systems, will
contribute to good freight economy with an outstanding, globally leading environmental
profile that not only meets but also in many cases exceeds the requirements and
regulations of relevant authorities
In additional studies for ro-ro traffic and inland
waterways transport, the Ecoship concept has proven to be equally successful offering
environmental and economical benefits.
