DOCSLIB.ORG

Ship Design Decision Support for a Carbon Dioxide Constrained Future

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ship Design Decision Support for a Carbon Dioxide Constrained Future Ship Design Decision Support for a Carbon Dioxide Constrained Future John Nicholas Calleya A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy of University College London. Department of Mechanical Engineering University College London 2014 2 I, John Calleya confirm that that the work submitted in this Thesis is my own. Where information has been derived from other sources I confirm that this has been indicated in the Thesis. Abstract The future may herald higher energy prices and greater regulation of shipping’s greenhouse gas emissions. Especially with the introduction of the Energy Efficiency Design Index (EEDI), tools are needed to assist engineers in selecting the best solutions to meet evolving requirements for reducing fuel consumption and associated carbon dioxide (CO2) emissions. To that end, a concept design tool, the Ship Impact Model (SIM), for quickly calculating the technical performance of a ship with different CO2 reducing technologies at an early design stage has been developed. The basis for this model is the calculation of changes from a known baseline ship and the consideration of profitability as the main incentive for ship owners or operators to invest in technologies that reduce CO2 emissions. The model and its interface with different technologies (including different energy sources) is flexible to different technology options; having been developed alongside technology reviews and design studies carried out by the partners in two different projects, “Low Carbon Shipping - A Systems Approach” majority funded by the RCUK energy programme and “Energy Technology Institute Heavy Duty Vehicle Efficiency - Marine” led by Rolls-Royce. The model has been used alongside a wider economic and logistic model of the international shipping system, the focus of which is on large cargo ships engaged in ocean-crossing trade, to potentially advise on regulation and what CO2 emission reductions are possible from shipping. The Ship Impact Model (SIM) allows a large design space to be explored quickly, incorporating economic considerations at a single ship level and supporting combinations of technologies and design and operational parameters. Whilst considering that comparisons against actual ship data have been limited, the model has a high enough fidelity and accuracy to be used as a decision tool in the selection between different technologies (providing the technologies are adequately described). Acknowledgements “Don’t take yourself too seriously, and take yourself as seriously as death itself. Don’t worry. Worry your ass off. Have ironclad confidence, but doubt - it keeps you awake and alert. Believe you are the baddest ass in town, and, you suck!” - Bruce Springsteen, SXSW 2012 Jess Timmis, Matt Shynn and Tian Liang for your friendship and kindness these past few years, particularly when you lose things along the way, you are wonderful. You’ll never want for comfort, and you’ll never be alone. Sam Cornwall thanks especially for reading and your support. (John Darnielle for finding the words when I cannot). Those I lost along the way; auntie Rosie and John Wadsworth, who told me: “no rich man made his money honestly”. Grandma and auntie Margaret. My close family but also my friends, Joe, Jake, mum and dad for your understanding, I will call more often now, promise. Tristan for your challenging questions and Tim for your time and advice. Nick Bradbeer for a few things but nothing in particular and the guy who is not a Naval Architect and sits opposite Lucy, can’t remember his name. Thank-you to those who I have worked with, in particular those at Marintek and Rolls Royce, and RCUK for funding me. And of course, Alistair Greig and Rachel Pawling for your guidance and most importantly for giving me the freedom to pick the direction of my work, I know that others are not so lucky. Lucy and Max, thank-you for all the cakes and brownies! Contents 1 Introduction 17 1.1 Shipping in a Greenhouse Gas Constrained Future . 17 1.1.1 Definition of CRM and CRT . 18 1.2 Shipping System Boundaries . 19 1.3 Where Existing Studies Fail . 20 1.3.1 Development of a new CRT selection tool . 21 1.4 Layout of Thesis . 22 1.4.1 Glossary and Appendices . 22 2 The Wider Shipping System and Operational Carbon Dioxide Reducing Measures (CRMs) 23 2.1 The link between Population Growth, Technology, Resources and CO2 Emissions 23 2.1.1 Anthopogenic CO2 Emissions . 25 2.2 Can shipping learn from the CO2 emission reduction incentives and CRMs in other industries? . 26 2.2.1 Automotive industry . 26 2.2.2 Aviation industry . 27 2.2.3 Building and construction industry . 28 2.2.4 Summary of reducing CO2 emissions in other industries . 28 2.3 Mitigation of Emissions from Shipping . 29 2.3.1 Why must we reduce emissions from shipping? . 31 2.4 Incentives that Stakeholders in the Marine Industry have for reducing CO2 Emissions . 32 2.4.1 Incentives to invest in a Carbon Dioxide Reducing Measures (CRMs) to reduce operating costs (likely through a reduction in fuel consumption) 34 2.4.2 Regulatory incentive: Current and proposed regulatory measures . 34 Contents 6 2.4.3 Incentive to improve a brand or company image . 40 2.5 Carbon Dioxide Reducing Measures (CRMs) . 41 2.6 Operational Carbon Dioxide Reducing Measures (CRMs) . 44 2.6.1 Ballast management and logistics . 44 2.6.2 Weather routing and heading control . 44 2.6.3 Trim optimisation . 45 2.6.4 Cleaning and maintenance . 45 2.6.5 Operating speed profile . 46 2.6.6 Selection of operational CRMs . 47 2.7 Behaviour Change . 48 2.7.1 Public perception of climate change . 48 2.8 Summary and Conclusions . 50 3 Review of Carbon Dioxide Reducing Technologies (CRTs) 52 3.1 Introduction to Literature Review of CRTs . 52 3.2 Reducing the Propulsion Power Requirement . 53 3.2.1 Designing a ship for lower through-life fuel consumption . 53 3.2.2 Improve propulsion coefficient . 54 3.2.3 Hull coatings . 54 3.2.4 Air injection . 55 3.3 Reducing the Auxiliary Power Requirement . 56 3.4 Managing Energy more Efficiently and using Alternative Fuels to Oil-based Fuels 57 3.4.1 Energy sources . 58 3.4.2 Renewable energy sources . 63 3.4.3 Mechanical and electrical power generation equipment . 64 3.4.4 Layout of marine systems . 67 3.5 Capture and Storing versus Recycling CO2 (and other GHGs) . 69 3.6 Selection of Carbon Dioxide Reducing Technologies (CRTs) and Energy Sources 70 3.6.1 Energy source selection . 70 3.7 Summary and Conclusions . 73 4 Ship Design and Implementation of Carbon Dioxide Reducing Technologies (CRTs) 76 4.1 Whole Ship Model (WSM) . 76 4.1.1 Ship survey . 76 Contents 7 4.1.2 Parametric design process . 79 4.2 Implementation of Liquid Natural Gas (LNG) . 81 4.2.1 Main propulsion . 82 4.2.2 Auxiliary power, shaft generator and waste heat recovery . 83 4.2.3 LNG or CNG? . 83 4.2.4 Classification society regulations . 84 4.2.5 Barriers to adopting LNG . 85 4.2.6 Layout and arrangement of LNG tanks and support equipment . 85 4.2.7 Results from initial study . 88 4.2.8 Boil Off Gas (BOG) and leakages . 90 4.2.9 The impact on the Energy Efficiency Design Index (EEDI) . 90 4.2.10 Costing considerations . 91 4.2.11 Further considerations and conclusions . 91 4.3 Implementation of Wind . 93 4.3.1 Kites . 95 4.3.2 Wind rig selection . 95 4.3.3 Ship design considerations . 95 4.3.4 Procedure and results of initial study . 97 4.3.5 Costing considerations . 100 4.3.6 Further Considerations and Conclusions . 101 4.4 Ship and CRT Modelling Observations . 102 4.4.1 Design process for the selection of CRTs . 102 4.5 Summary and Conclusions . 105 5 Development of the Ship Impact Model 106 5.1 Development of a design process for Carbon Dioxide Reducing Technologies . 106 5.1.1 Data sources . 109 5.1.2 Inputs and support data . 110 5.2 Resistance and Powering . 110 5.2.1 Calculation of ship resistance . 111 5.2.2 Calculation of propeller performance parameters . 112 5.2.3 Propeller and engine matching . 113 5.3 Ship Operating Profile and Utilisation Assumptions . 114 Contents 8 5.3.1 Automatic Identification System (AIS) data from the Low Carbon Shipping project . 114 5.3.2 Determination of ship operational speed profiles . 115 5.3.3 On-board measurements of auxiliary power . 117 5.3.4 Auxiliary power assumptions . 118 5.3.5 Summary . 120 5.4 Technology (CRT) Descriptions and Interface with the Ship Description . 120 5.5 Output Format and Utilisation of the Ship Impact Model (SIM) . 123 5.6 Ship Impact Model Proof of Design . 123 5.6.1 Bulbous bow . 125 5.6.2 Hull efficiency elements . 126 5.6.3 Propeller . 127 5.6.4 Design Cargo Capacity (Deadweight) . 127 5.6.5 Summary and Conclusions . 128 5.7 Designing Ships for an Operational Speed Profile . 129 5.8 Summary and Conclusions . 130 6 Initial Results and Further Development of the Ship Impact Model 132 6.1 Introduction to Results presented in Chapters 6 and 7 . 132 6.2 Initial Results using Carbon Dioxide Reducing Measures from the Low Carbon Shipping project . 133 6.2.1 Calculated Ship Impact Model Outputs . 133 6.2.2 Summary of Carbon Dioxide Reducing Technologies (CRTs) modelling assumptions used in Low Carbon Shipping - A Systems Approach (LCS) (shown in Table 6.1) . 135 6.2.3 Summary and Conclusions . 137 6.3 Considerations for using Multiple CRTs .
Load more

Recommended publications
  • On the Calculation of Propulsive Characteristics of a Bulk-Carrier Moving in Head Seas
    Journal of Marine Science and Engineering Article On the Calculation of Propulsive Characteristics of a Bulk-Carrier Moving in Head Seas S. Polyzos and G. Tzabiras * School of Naval Architecture & Marine Engineering, National Technical University of Athens, 15780 Athens, Greece; [email protected] * Correspondence: tzab@fluid.mech.ntua.gr; Tel.: +30-210-772-1107 Received: 14 September 2020; Accepted: 8 October 2020; Published: 9 October 2020 Abstract: The present work describes a simplified Computational Fluid Dynamics (CFD) approach in order to calculate the propulsive performance of a ship moving at steady forward speed in head seas. The proposed method combines experimental data concerning the added resistance at model scale with full scale Reynolds Averages Navier–Stokes (RANS) computations, using an in-house solver. In order to simulate the propeller performance, the actuator disk concept is employed. The propeller thrust is calculated in the time domain, assuming that the total resistance of the ship is the sum of the still water resistance and the added component derived by the towing tank data. The unsteady RANS equations are solved until self-propulsion is achieved at a given time step. Then, the computed values of both the flow rate through the propeller and the thrust are stored and, after the end of the examined time period, they are processed for calculating the variation of Shaft Horsepower (SHP) and RPM of the ship’s engine. The method is applied for a bulk carrier which has been tested in model scale at the towing tank of the Laboratory for Ship and Marine Hydrodynamics (LSMH) of the National Technical University of Athens (NTUA).
    [Show full text]
  • Chapter 17. Shipping Contributors: Alan Simcock (Lead Member)
    Chapter 17. Shipping Contributors: Alan Simcock (Lead member) and Osman Keh Kamara (Co-Lead member) 1. Introduction For at least the past 4,000 years, shipping has been fundamental to the development of civilization. On the sea or by inland waterways, it has provided the dominant way of moving large quantities of goods, and it continues to do so over long distances. From at least as early as 2000 BCE, the spice routes through the Indian Ocean and its adjacent seas provided not merely for the first long-distance trading, but also for the transport of ideas and beliefs. From 1000 BCE to the 13th century CE, the Polynesian voyages across the Pacific completed human settlement of the globe. From the 15th century, the development of trade routes across and between the Atlantic and Pacific Oceans transformed the world. The introduction of the steamship in the early 19th century produced an increase of several orders of magnitude in the amount of world trade, and started the process of globalization. The demands of the shipping trade generated modern business methods from insurance to international finance, led to advances in mechanical and civil engineering, and created new sciences to meet the needs of navigation. The last half-century has seen developments as significant as anything before in the history of shipping. Between 1970 and 2012, seaborne carriage of oil and gas nearly doubled (98 per cent), that of general cargo quadrupled (411 per cent), and that of grain and minerals nearly quintupled (495 per cent) (UNCTAD, 2013). Conventionally, around 90 per cent of international trade by volume is said to be carried by sea (IMO, 2012), but one study suggests that the true figure in 2006 was more likely around 75 per cent in terms of tons carried and 59 per cent by value (Mandryk, 2009).
    [Show full text]
  • Load Line Length - Policy Clarification - Hullform Cut- Outs, Extensions and Steps
    Maritime and Coastguard Agency LogMARINE GUIDANCE NOTE MGN 645 (M) Load Line Length - Policy Clarification - Hullform Cut- Outs, Extensions and Steps Notice to all Owners and builders of Small Commercial Vessels, Shipowners, Designers, Masters, Assigning Authorities and Surveyors This notice should be read with.. The Merchant Shipping (Load Line) Regulations 1998 - SI 1998 No.2241, as amended The Safety of Small Commercial Motor Vessels - A Code of Practice (Yellow Code) The Safety of Small Commercial Sailing Vessels - A Code of Practice (Blue Code) The Safety of Small Workboats and Pilot Boats - A Code of Practice (Brown Code) The Code of Practice for the Safety of Small Vessels in Commercial Use for Sport or Pleasure Operating from a Nominated Departure Point (Red Code) MGN280: Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats - Alternative Construction Standards Summary This Note clarifies the UK policy when determining Load Line Length on vessel hullforms featuring cut-outs, removable end sections, or bathing platforms. 1. Foreword 1.1 This MGN relates to vessels with under 24m in Load Line Length, where the keel of which was laid on or after the date these regulations were implemented and were measured in accordance with the regulations in force at that time. 2. Introduction 2.1 Load Line Length (L) is used as a breakpoint for determining whether a vessel should comply with the requirements for either small vessels or large vessels. Identifying this size breakpoint is particularly important when the determination of the length of the vessel on the 85% waterline or identification of the point of least moulded depth is not straight forward due to particular design arrangements.
    [Show full text]
  • 2. Bulbous Bow Design and Construction Historical Origin
    2. Bulbous Bow Design and Construction Ship Design I Manuel Ventura MSc in Marine Engineering and Naval Architecture Historical Origin • The bulbous bow was originated in the bow ram (esporão), a structure of military nature utilized in war ships on the end of the XIXth century, beginning of the XXth century. Bulbous Bow 2 1 Bulbous Bow • The bulbous bow was allegedly invented in the David Taylor Model Basin (DTMB) in the EUA Bulbous Bow 3 Introduction of the Bulbous Bows • The first bulbous bows appeared in the 1920s with the “Bremen” and the “Europa”, two German passenger ships built to operate in the North Atlantic. The “Bremen”, built in 1929, won the Blue Riband of the crossing of the Atlantic with the speed of 27.9 knots. • Other smaller passenger ships, such as the American “President Hoover” and “President Coolidge” of 1931, started to appear with bulbous bows although they were still considered as experimental, by ship owners and shipyards. • In 1935, the “Normandie”, built with a bulbous bow, attained the 30 knots. Bulbous Bow 4 2 Bulbous Bow in Japan • Some navy ships from WWII such as the cruiser “Yamato” (1940) used already bulbous bows • The systematic research started on the late 1950s • The “Yamashiro Maru”, built on 1963 at the Mitsubishi shipyard in Japan, was the first ship equipped with a bulbous bow. • The ship attained the speed of 20’ with 13.500 hp while similar ships needed 17.500 hp to reach the same speed. Bulbous Bow 5 Evolution of the Bulb • Diagram that relates the evolution of the application of bulbs as
    [Show full text]
  • Nautical Terms English Translated to Creole
    Nautical Terms Translated English to Creole A Abaft Aryè Abeam Atraver Aboard Abò Adrift En derive Advection fog Bouya advection Aft Arrière Aground A tè Ahead De van Aids to navigation (ATON) Ed pou navigasyon Air draft Vent en lè a Air intake Rale lè a Air exhaust Sorti lè a Allision Abodaj Aloft Altitid Alternator Altènatè Amidship Mitan bato an Anchor Lank Anchorage area Zòn ancrage nan Anchor’s aweigh Derape lank nan Anchor bend (fisherman’s bend) Un tour mort et deux demi-cle (mare cord pecher poisson utilize) Anchor light Limyè lank Anchor rode Lank wouj Anchor well Lank byen Aneroid barometer Bawomèt aneroid Apparent wind Van aparan Astern Aryèr Athwartship A travè bato Attitude Atitid Automatic pilot Pilot otomatik Auxiliary engine Motè oksilyè B Back and drill Utilize pousse lateral helice lan pou manevrer bato an Backing plate Kontre plak Backing spring (line) Line pou remorkage Backstay Pataras Ballast Lèst Bar Barre Barge Peniche Barograph Barograf Barometer Baromèt Bathing ladder Echèl pou bin yin Batten Latte Batten down! Koinsez pano yo Batten pocket Poche ou gousset pou metez latte yo ladan Battery Batri Battery charger Chag batri Beacon Balis Beam Poto Beam reach Laje poto Bearing Relevman Bear off Pati lot bo Beating Remonte vent Beaufort wind scale Echel vent Beaufort Before the wind Avan vent Bell buoy Bouye ak kloche Below Anba Berth Plas a kouche Belt Kouroi Bilge Cale (kote tout dlo/liqid ranmase en ba bato an) Bilge alarm system System alarm pou cale Bilge drain Evakuation pou cale Bilge pump Pomp pou cale Bimini
    [Show full text]
  • With Addendum) St
    Annex A Inspection report (with addendum) St. Mary’s House Commercial Road Penryn, Falmouth Cornwall, TR10 8AG Marine Surveyors and Consulting Engineers Tel: +44 (0) 1326 375500 Fax: +44 (0) 1326 374777 http://www.rpearce.co.uk 23rd March 2012 THIS IS TO CERTIFY that at the request of the Marine Accident Investigation Branch (MAIB), Mountbatten House Grosvenor Square, Southampton, SO15 2JU, a survey was held on the wooden single screw fishing vessel “HEATHER ANNE” of the port of Fowey, FY126, GT 11.67, whilst shored up on the Queens Wharf in Falmouth Docks, Cornwall, for the purpose of assisting with an investigation following the vessels sinking on the 20th December 2011. BACKGROUND The vessel had been fishing for pilchards and was returning to port when at about 2213 hours on the 20th December 2011 she capsized and sank in Gerrans Bay. The incident was seen by the crew of the fishing vessel LAUREN KATE who raised the alarm and recovered the two man crew from the water. Sadly one of the crewmen died. VISITS TO VESSEL The undersigned visited the vessel on the following dates:- 27th February 2012 – Meet with representatives of the MAIB to discuss the survey of the vessel. 7th March 2012 – Attend the vessel in the company of a representative of the MAIB to conduct a survey in accordance with the instructions below. 8th March 2012 – Attend the vessel to obtain additional data for this report. 14th March 2012 – Attend the vessel in the company of the Salver to discuss sealing the hull in order to re- launch the vessel for a stability test.
    [Show full text]
  • Journal of KONES 2013 NO 2 VOL 20
    Journal of KONES Powertrain and Transport, Vol. 20, No. 2013 DIMENSIONAL CONSTRAINTS IN SHIP DESIGN Adam Charchalis Gdynia Maritime University Faculty of Marine Engineering Morska Street 83, 81-225 Gdynia, Poland e-mail: [email protected] Abstract The paper presents general rules for calculations of ship’s hull principle dimensions at preliminary stage of design process. There are characterized and defined basic assumptions of design process and limitations for calculations of dimensions and some criteria numbers. Limitations are an outcome of shipping routes what is related to shipping restrictions, diminishing of hull drag, achieving of required strength of hull and safety of shipping requirements. Shipping limitations are because of canals and straits dimensions or harbours drafts. In order to diminish propulsion power, what is related to economically justified solution, selected form and dimensions of hull must ensure minimizing of resistance, including skin friction and wavemaking resistance. That is why proper selection of coefficients of hull shape and dimensional criteria according to ship owner’s requirements i.e. deadweight (DWT) or cargo capacity (TEU), speed and seakeeping. In the paper are analyzed dimensional constraints due to shipping region, diminishing of wavemaking and skin friction resistance or application of Froude Number, ships dimensional coefficients (block coefficient, L/B, B/T, L/H) and coefficients expressing relations between capacity and displacement. The scope of applicability above presented values for different modern vessels construction were analyzed. Keywords: ship principal dimensions, hull volumetric coefficients, hull design 1. Methodology of ship’s principal dimensions selection at early design stage Process of ship design consist of several subsequent stages.
    [Show full text]
  • Port Developments
    UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT REVIEW OF MARITIME TRANSPORT 2012 Report by the UNCTAD secretariat Chapter 4 UNITED NATIONS New York and Geneva, 2012 PORT DEVELOPMENTS :RUOGFRQWDLQHUSRUWWKURXJKSXWLQFUHDVHGE\DQHVWLPDWHG}SHUFHQWWR}PLOOLRQ IRRWHTXLYDOHQWXQLWV 7(8V LQLWVKLJKHVWOHYHOHYHU7KLVLQFUHDVHZDVORZHU WKDQWKH}SHUFHQWLQFUHDVHRIWKDWZDVLWVHOIDVKDUSUHERXQGIURPWKHVOXPS of 2009. Chinese mainland ports maintained their share of total world container port WKURXJKSXWDW}SHUFHQW 7KH81&7$'/LQHU6KLSSLQJ&RQQHFWLYLW\,QGH[ /6&, VKRZHGDFRQWLQXDWLRQLQ of the trend towards larger ships deployed by a smaller number of companies. Between 2011 and 2012, the number of companies providing services per country went down E\ } SHU FHQW ZKLOH WKH DYHUDJH VL]H RI WKH ODUJHVW FRQWDLQHU VKLSV LQFUHDVHG E\ }SHUFHQW2QO\}SHUFHQWRIFRXQWU\SDLUVDUHVHUYHGE\GLUHFWOLQHUVKLSSLQJ connections; for the remaining country pairs at least one trans-shipment port is required. This chapter covers container port throughput, liner shipping connectivity and some of WKHPDMRUSRUWGHYHORSPHQWSURMHFWVXQGHUZD\LQGHYHORSLQJFRXQWULHV,WDOVRDVVHVVHV how recent trends in ship enlargement may impact ports. 80 REVIEW OF MARITIME TRANSPORT 2012 A. PORT THROUGHPUT HFRQRPLHV IRU LV HVWLPDWHG DW } SHU FHQW signifying a return to previous year-on-year growth Port throughput is usually measured in tons and by levels. Developing economies’ share of world FDUJR W\SH IRU H[DPSOH OLTXLG RU GU\ FDUJR /LTXLG throughput continues to remain virtually unchanged at cargo is usually measured in tons
    [Show full text]
  • 1 Seagoing Ships 8 Fishing Vessels Edition 2007
    Rules for Classification and Construction I Ship Technology 1 Seagoing Ships 8 Fishing Vessels Edition 2007 The following Rules come into force on October 1st , 2007 Germanischer Lloyd Aktiengesellschaft Head Office Vorsetzen 35, 20459 Hamburg Phone: +49 40 36149-0 Fax: +49 40 36149-200 [email protected] www.gl-group.com "General Terms and Conditions" of the respective latest edition will be applicable (see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys). Reproduction by printing or photostatic means is only permissible with the consent of Germanischer Lloyd Aktiengesellschaft. Published by: Germanischer Lloyd Aktiengesellschaft, Hamburg Printed by: Gebrüder Braasch GmbH, Hamburg I - Part 1 Table of Contents Chapter 8 GL 2007 Page 3 Table of Contents Section 1 General A. Application ................................................................................................................................. 1- 1 B. Class Notations ........................................................................................................................... 1- 1 C. Ambient Conditions ................................................................................................................... 1- 2 D. Definitions .................................................................................................................................. 1- 2 E. Documents for Approval ...........................................................................................................
    [Show full text]
  • Tendency Toward Mega Containerships and the Constraints of Container Terminals
    Journal of Marine Science and Engineering Article Tendency toward Mega Containerships and the Constraints of Container Terminals Nam Kyu Park 1,* and Sang Cheol Suh 2 1 Department of International Logistics, Tongmyong University, Busan 48520, Korea 2 Institute of Port & Logistics Industry, Busan 48520, Korea; [email protected] * Correspondence: [email protected]; Tel.: +82-010-3575-1004 Received: 25 February 2019; Accepted: 17 April 2019; Published: 6 May 2019 Abstract: This paper focuses on the coping ability of the existing container terminals when mega containerships call at a port. The length of 30,000 TEU (Twenty Equivalent Unit) ships are predicted to be 453 m and occupy 498 m of a quay wall. As a result, the length of berth should be more than a minimum of 500 m. If a 25,000 TEU ship or 30,000 TEU ship call at a terminal, the outreach of QC (Quay Crane) should be a minimum 74.3 m or 81.0 m respectively. As mega ships are calling at the port, the ship waiting time, the available stacking area, and the number of handling equipment can be limited. The analysis reveals that larger ships wait for longer than the smaller ones because they have difficulty allocating the proper seat on berth. As a result of the survey in a terminal, the average occupancy is shown to be 60.4%, the minimum is 52.4%, and the maximum is 73.3%. Surveying the monthly equipment operation rate for 3 years, the average is 85.8%, the minimum is 80.1%, and the maximum is 90.1%.
    [Show full text]
  • (CWP) Handbook of Fishery Statistical Standards Annex LIII
    Coordinating Working Party on Fishery Statistics (CWP) Handbook of Fishery Statistical Standards Annex LIII: Length of Fishery Vessels (Approved at the 11th Session of the CWP, 1982) Length overall (o/l): The most frequently used and preferred measure of the length of a fishing vessel is the length overall. This refers to the maximum length of a vessel from the two points on the hull most distant from each other, measured perpendicular to the waterline Other measures of the length of vessels are: Waterline length (w/l) refers to the length of the designed waterline of the vessel from the stern to the stern. This measure is used in determining certain properties of a vessel for example, the water displacement; Length between perpendiculars (p/p) refers to the length of a vessel along the waterline from the forward surface of the stern, or main bow perpendicular member, to the after surface of the sternpost, or main stern perpendicular member. This is believed to give a reasonable idea of the vessel’s carrying capacity, as it excludes the small, often unusable volume contained in her overhanging ends. On some types of vessels this is, for all practical purposes, a waterline measurement. In a vessel with raked stern, naturally this length <change as the draught of the ship changes, therefore it is measured from the defined loaded condition. p/p Length between perpendiculars w/l Waterline length o/a Length overall b Breadth f Freeboard d Draught Coordinating Working Party on Fishery Statistics (CWP) Handbook of Fishery Statistical Standards Vessel size (length overall in Code meters) Lower limit Upper limit 210 0 5.9 221 6 11.9 222 12 17.9 223 18 23.9 224 24 29.9 225 30 35.9 230 36 44.9 240 45 59.9 250 60 74.9 260 75 99.9 270 100 and over Annex LVII: Vessel size (Approved by CWP-11, 1982) .
    [Show full text]
  • Impact of Hard Fouling on the Ship Performance of Different Ship Forms
    Journal of Marine Science and Engineering Article Impact of Hard Fouling on the Ship Performance of Different Ship Forms Andrea Farkas 1, Nastia Degiuli 1,*, Ivana Marti´c 1 and Roko Dejhalla 2 1 Faculty of Mechanical Engineering and Naval Architecture, University of Zagreb, Ivana Luˇci´ca5, 10000 Zagreb, Croatia; [email protected] (A.F.); [email protected] (I.M.) 2 Faculty of Engineering, University of Rijeka, Vukovarska ulica 58, 51000 Rijeka, Croatia; [email protected] * Correspondence: [email protected]; Tel.: +38-516-168-269 Received: 3 September 2020; Accepted: 24 September 2020; Published: 26 September 2020 Abstract: The successful optimization of a maintenance schedule, which represents one of the most important operational measures for the reduction of fuel consumption and greenhouse gas emission, relies on accurate prediction of the impact of cleaning on the ship performance. The impact of cleaning can be considered through the impact of biofouling on ship performance, which is defined with delivered power and propeller rotation rate. In this study, the impact of hard fouling on the ship performance is investigated for three ship types, keeping in mind that ship performance can significantly vary amongst different ship types. Computational fluid dynamics (CFD) simulations are carried out for several fouling conditions by employing the roughness function for hard fouling into the wall function of CFD solver. Firstly, the verification study is performed, and the numerical uncertainty is quantified. The validation study is performed for smooth surface condition and, thereafter, the impact of hard fouling on resistance, open water and propulsion characteristics is assessed.
    [Show full text]