Requirements Concerning POLAR CLASS
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Northern Sea Route Cargo Flows and Infrastructure- Present State And
Northern Sea Route Cargo Flows and Infrastructure – Present State and Future Potential By Claes Lykke Ragner FNI Report 13/2000 FRIDTJOF NANSENS INSTITUTT THE FRIDTJOF NANSEN INSTITUTE Tittel/Title Sider/Pages Northern Sea Route Cargo Flows and Infrastructure – Present 124 State and Future Potential Publikasjonstype/Publication Type Nummer/Number FNI Report 13/2000 Forfatter(e)/Author(s) ISBN Claes Lykke Ragner 82-7613-400-9 Program/Programme ISSN 0801-2431 Prosjekt/Project Sammendrag/Abstract The report assesses the Northern Sea Route’s commercial potential and economic importance, both as a transit route between Europe and Asia, and as an export route for oil, gas and other natural resources in the Russian Arctic. First, it conducts a survey of past and present Northern Sea Route (NSR) cargo flows. Then follow discussions of the route’s commercial potential as a transit route, as well as of its economic importance and relevance for each of the Russian Arctic regions. These discussions are summarized by estimates of what types and volumes of NSR cargoes that can realistically be expected in the period 2000-2015. This is then followed by a survey of the status quo of the NSR infrastructure (above all the ice-breakers, ice-class cargo vessels and ports), with estimates of its future capacity. Based on the estimated future NSR cargo potential, future NSR infrastructure requirements are calculated and compared with the estimated capacity in order to identify the main, future infrastructure bottlenecks for NSR operations. The information presented in the report is mainly compiled from data and research results that were published through the International Northern Sea Route Programme (INSROP) 1993-99, but considerable updates have been made using recent information, statistics and analyses from various sources. -
Flow Study on a Ducted Azimuth Thruster
Flow Study on a Ducted Azimuth Thruster VII International Conference on Computational Methods in Marine Engineering MARINE 2017 M. Visonneau, P. Queutey and D. Le Touzé (Eds) FLOW STUDY ON A DUCTED AZIMUTH THRUSTER PATRICK SCHILLER*, KEQI WANG* AND MOUSTAFA ABDEL-MAKSOUD* * Institute for Fluid Dynamics and Ship Theory (M-8), Hamburg University of Technology, Am Schwarzenberg-Campus 4, 21073 Hamburg, Germany e-mail: [email protected], url: http://www.tuhh.de/fds Key words: Computational Methods, Marine Engineering, Ducted Azimuth Thruster Abstract. This paper presents the results of the numerical validation and verification studies on an azimuth thruster. The numerical investigations include a grid study as well as an analysis of the simulation results obtained by different isotropic an anisotropic turbulence models, such as k-omega, SST, SAS-SST, BSL-EARSM and DES. The numerical simulation results of selected flow conditions are compared with experimental data. To investigate scale effects on the open water results numerical computations are carried out for a thruster in full- and model scale and the calculated thrust and torque coefficients are compared with model scale simulations and measurements. 1 INTRODUCTION Azimuth Thrusters may experience considerable high dynamic loads due to operation in extreme off-design conditions. The flow on Azimuth Thrusters is highly unsteady due to large cavitation and separation areas, which may take place at strong oblique flow conditions. These strong oblique flows can be caused by high steering angles of the azimuth thruster, due to high drift angle of the ship or strong ocean currents. This may lead to high continuous changes in the amplitudes of the forces and moments and to flow separation on propeller blades and other components of the propulsion system, such as the shaft, the connecting struts between the nozzle and propeller hub or to the gondola. -
Numerical Study of the Hydrodynamic Characteristics Comparison Between a Ducted Propeller and a Rim-Driven Thruster
applied sciences Article Numerical Study of the Hydrodynamic Characteristics Comparison between a Ducted Propeller and a Rim-Driven Thruster Bao Liu and Maarten Vanierschot * Department of Mechanical Engineering, Group T Leuven Campus, KU Leuven, B-3000 Leuven, Belgium; [email protected] * Correspondence: [email protected] Abstract: The Rim-Driven Thruster (RDT) is an extraordinary innovation in marine propulsion applications. The structure of an RDT resembles a Ducted Propeller (DP), as both contain several propeller blades and a duct shroud. However, unlike the DP, there is no tip clearance in the RDT as the propeller is directly connected to the rim. Instead, a gap clearance exists in the RDT between the rim and the duct. The distinctive difference in structure between the DP and the RDT causes significant discrepancy in the performance and flow features. The present work compares the hydrodynamic performance of a DP and an RDT by means of Computational Fluid Dynamics (CFD). Reynolds-Averaged Navier–Stokes (RANS) equations are solved in combination with an SST k-w turbulence model. Validation and verification of the CFD model is conducted to ensure the numerical accuracy. Steady-state simulations are carried out for a wide range of advance coefficients with the Moving Reference Frame (MRF) approach. The results show that the gap flow in the RDT plays an important role in affecting the performance. Compared to the DP, the RDT produces less thrust on the propeller and duct, and, because of the existence of the rim, the overall efficiency of the RDT is Citation: Liu, B.; Vanierschot, M. Numerical Study of the significantly lower than the one of the ducted propeller. -
Structural Challenges Faced by Arctic Ships
NTIS # PB2011- SSC-461 STRUCTURAL CHALLENGES FACED BY ARCTIC SHIPS This document has been approved For public release and sale; its Distribution is unlimited SHIP STRUCTURE COMMITTEE 2011 Ship Structure Committee RADM P.F. Zukunft RDML Thomas Eccles U. S. Coast Guard Assistant Commandant, Chief Engineer and Deputy Commander Assistant Commandant for Marine Safety, Security For Naval Systems Engineering (SEA05) and Stewardship Co-Chair, Ship Structure Committee Co-Chair, Ship Structure Committee Mr. H. Paul Cojeen Dr. Roger Basu Society of Naval Architects and Marine Engineers Senior Vice President American Bureau of Shipping Mr. Christopher McMahon Mr. Victor Santos Pedro Director, Office of Ship Construction Director Design, Equipment and Boating Safety, Maritime Administration Marine Safety, Transport Canada Mr. Kevin Baetsen Dr. Neil Pegg Director of Engineering Group Leader - Structural Mechanics Military Sealift Command Defence Research & Development Canada - Atlantic Mr. Jeffrey Lantz, Mr. Edward Godfrey Commercial Regulations and Standards for the Director, Structural Integrity and Performance Division Assistant Commandant for Marine Safety, Security and Stewardship Dr. John Pazik Mr. Jeffery Orner Director, Ship Systems and Engineering Research Deputy Assistant Commandant for Engineering and Division Logistics SHIP STRUCTURE SUB-COMMITTEE AMERICAN BUREAU OF SHIPPING (ABS) DEFENCE RESEARCH & DEVELOPMENT CANADA ATLANTIC Mr. Craig Bone Dr. David Stredulinsky Mr. Phil Rynn Mr. John Porter Mr. Tom Ingram MARITIME ADMINISTRATION (MARAD) MILITARY SEALIFT COMMAND (MSC) Mr. Chao Lin Mr. Michael W. Touma Mr. Richard Sonnenschein Mr. Jitesh Kerai NAVY/ONR / NAVSEA/ NSWCCD TRANSPORT CANADA Mr. David Qualley / Dr. Paul Hess Natasa Kozarski Mr. Erik Rasmussen / Dr. Roshdy Barsoum Luc Tremblay Mr. Nat Nappi, Jr. Mr. -
Modern Day Pioneering and Its Safety in the Floating Ice Offshore
Modern Day Pioneering and its Safety in the Floating Ice Offshore Arno J. Keinonen AKAC INC. Victoria, B.C. Canada [email protected] Evan H. Martin AKAC INC. Victoria, B.C. Canada [email protected] ABSTRACT al. (2006a), Keinonen et al. (2006b), Keinonen et al. (2000), Pilkington et al. (2006a), Pilkington et al. (2006b), Reed (2006), Tambovsky et al. Floating ice offshore pioneering has been performed since the mid (2006), Wright (1999), and Wright (2000). 1970s. This paper presents the key lessons learned from 5 such operations of wide geographic as well as operational range. The intent FLOATING STATIONARY OPERATIONS IN PACK ICE is to present the safety related lessons from these operations for the OFFSHORE benefit of the future safety of similar operations. Beaufort Sea Drillships KEY WORDS: ice offshore operations; station keeping in ice; ice management; safety in ice. When four open water drillships, upgraded to an ice class and winterized, entered the Beaufort Sea mid seventies, together with INTRODUCTION several ice class supply vessels, the operators had an expectation of having an open water season of a few months each year to be able to Several early pioneers going to the Arctic went all out, all thinking that explore for oil and gas (Keinonen and Martin, 2010). The operation they were well prepared, yet some were clearly not prepared for what itself was expected to be a seasonal summer operation only and not to could happen. Some became heroes while others left their names on interact with ice. pages of history books for not completing their missions, at times paying the ultimate price, losing their lives, equipment and leaving The first pioneering lesson was that the so-called summer season had behind a low level, local pollution to the environment. -
Coatings and Cold Hard Truths | International Paint
Ice Class Vessels Coatings and cold hard truths The sophisticated ships destined to recover hard to reach resources under ice-covered polar seas have required new thinking on design and construction. No matter how profound that thinking has been, however, owner preference for the protective coating Intershield® 163 Inerta 160 has remained a constant. Despite the challenges posed the Arctic Circle promises to yield around 22% of the world’s oil and gas still known to be available. hile the wider harshest of environments. natural gas liquids. newbuilding market Despite the challenges posed by their More than a fifth of Russian territory for ships may only now recovery, the Arctic Circle promises to lies north of the polar circle. The W be showing any signs of yield around 22% of the world’s oil and nation’s Arctic and sub-Arctic regions recovery, few can doubt that sustained gas still known to be available, in the account for 90% of its gas reserves and high oil and gas prices dictate the shape of up to an estimated 90 billion over 20% of its crude oil. Accordingly, future need for increasing numbers barrels of oil, 1,670 trillion cubic feet Russian gas giant Gazprom, for of vessels capable of operating in the of natural gas, and 44 billion barrels of example, has gone on record as saying 1 Ice Class Vessels that field development offshore Russia to 2020 alone will drive orders for over 10 production platforms, over 50 ice class tankers and other specialised ships, and at least 23 liquefied natural gas carriers. -
GATE RUDDER® PERFORMANCE Noriyuki Sasaki, University of Strathclyde, UK Sadatomo Kuribayashi, Kuribayashi Steam Co. Ltd., Japan
GATE RUDDER® PERFORMANCE Noriyuki Sasaki, University of Strathclyde, UK Sadatomo Kuribayashi, Kuribayashi Steam Co. Ltd., Japan Masahiko Fukazawa, Kamome Propeller Co. Ltd., Japan Mehmet Atlar, University of Strathclyde, UK The world first gate rudder was installed on a 2400 DWT container ship “Shigenobu“ at the end of 2017, and the vessel is showing her extraordinary superior performance for not only trial conditions but also service conditions. Shigenobu has a sistership “Sakura” built in 2016, and the design is exactly the same except the gate rudder system. Two vessels were built by Yamanaka shipyard and have been operated by Imoto line. Both companies are the leader company for the market of coaster shipbuilding and shipping respectively. It was very lucky for the Authors that Imoto line decided to operate two vessels in the same navigation route on the same day. Addition to these operation conditions, Imoto line has swapped the captain and the chief engineer of Sakura for Shigenobu when Shigenbu was delivered. This has provided an opportunity to share the comparative experiences of the vessel crew with both ships as reported in this paper. The paper presents an investigation on the performance of the gate rudder system based on the sea trial data and navigation data which have been collected by the same performance monitoring system “e-navigation” installed on the two vessels. The remarkable difference between two vessels is being investigated using CFD methods at several places such as Istanbul Technical University (ITU) and Kamome Propeller. In addition to the above Shigenobu data, two scaled model test data of Japanese coastal cargo ship are introduced in the paper to explain the scale effect issue of the gate rudder system 1. -
Role of Classification Society in Arctic Shipping
ROLE OF CLASSIFICATION SOCIETY IN ARCTIC SHIPPING Seppo Liukkonen, Station Manager, DNVGL Station Helsinki Abstract The core mission of a classification society is “to protect human lives, property and the environment”. In first place the classification societies are fulfilling this function in marine environment, because the classification business in its current form started within sea transportation and shipping. Since then the function of the classification societies has widened to comprise shipbuilding, different kinds of off- shore activities and also some on-shore activities. When fulfilling their function the classification societies are using their own classification rules as their main, own tool. Additionally, the classification societies are often fulfilling their above-mentioned function by working together with and on behalf of the flag state administrations. Here the so-called IMO instruments such as the SOLAS and MARPOL conventions, for instance, are the main basis of the work. Also, international standards, such as the EN-ISO and IEC standards, for instance, and other national and international regulations, such as the Finnish-Swedish Ice Class Rules and Canadian Arctic Pollution Prevention Regulations, for instance, are used by the classification societies. Basically, the work of the classification societies is to ensure that the object in question, e.g., a ship, an off-shore structure, a quality management system, etc., is in compliance with the above-mentioned relevant rules and regulations. In practice this can be done, e.g., with plan approvals, supervision of manufacturing, surveys, inspections and audits. This presentation gives an overview about the role of the classification societies in ensuring and developing the safe Arctic shipping. -
7.5-02-03-02.1, Revi- Benchmark Data Are Collected and Described Sion 01
ITTC – Recommended 7.5-02 -03-02.1 Procedures and Guidelines Page 1 of 10 Testing and Extrapolation Methods Effective Date Revision Propulsion, Propulsor 2008 02 Open Water Test Table of Contents 3.3.6 Temperature ................................. 7 Open Water Tests........................................... 2 3.4 Calibrations ....................................... 7 1. PURPOSE OF PROCEDURE ............... 2 3.4.1 General remarks ........................... 7 2. PARAMETERS: ...................................... 2 3.4.2 Propeller dynamometer: ............... 7 3.4.3 Rate of revolutions ....................... 8 2.1 Data Reduction Equations ............... 2 3.4.4 Speed ............................................ 8 2.2 Definition of Variables ..................... 2 3.4.5 Thermometer ................................ 8 3. PROCEDURE .......................................... 3 3.5 Test Procedure and Data Acquisition ................................................... 8 3.1 Model and Installation ..................... 3 3.6 Data Reduction and Analysis........... 9 3.1.1 Model ........................................... 3 3.7 Documentation .................................. 9 3.1.2 Installation .................................... 3 3.2 Measurement Systems ...................... 5 4. VALIDATION ......................................... 9 3.3 Instrumentation ................................ 6 4.1 Uncertainty Analysis ........................ 9 3.3.1 General remarks ........................... 6 4.2 Benchmark Tests ........................... -
A Comparison of Pumpjets and Propellers for Non-Nuclear Submarine Propulsion
A comparison of pumpjets and propellers for non-nuclear submarine propulsion Aidan Morrison January 2018 Trendlock Consulting Contents 1 Introduction 3 2 Executive Summary 5 3 Speed and Drag - Why very slow is very very (very)2 economical 9 3.1 The physical relationship . .9 3.2 Practical implications for submarines . 10 4 The difference between nuclear and conventional propulsion 12 4.1 Power and Energy . 12 4.2 Xenon poisoning and low power limitations . 12 4.3 Recent Commentary . 14 5 Basics of Ducted Propellers and Pumpjets 16 5.1 Propellers . 16 5.1.1 Pitch . 16 5.1.2 Pitch and the Advance Ratio . 18 5.2 Ducted Propellers . 20 5.2.1 The Accelerating Duct . 21 5.2.2 The Decelerating Duct or Pumpjet . 22 5.2.3 Waterjets . 24 5.3 Pump Types . 25 6 Constraints on the efficiency of pumpjets at low speed 28 6.1 Recent Commentary . 28 6.2 Modern literature and results . 28 6.3 A simple theoretical explanation . 31 6.4 Trade-offs and Limitations on Improvements . 34 6.5 The impact of duct loss on an ideal propeller . 36 6.6 An assessment of scope for improving the efficiency of a pumpjet at low speeds . 41 6.6.1 Increase mass-flow by widening area of intake . 42 6.6.2 Reduce degree of diffusion (i.e. switch to accelerating duct) to reduce negative thrust from duct.................................................. 45 6.6.3 Reduce shroud length to decrease drag on duct . 46 6.6.4 Summary remarks on potential for redesign of pumpjet for low-speed conditions . -
Submarine Pumpjets
UNCLASSIFIED REPORT FOR THE SENATE ECONOMIC REFERENCES COMMITTEE SUBMARINE PROPULSORS DEPARTMENT OF DEFENCE INTRODUCTION 1. At the Senate Economics References Committee (“Committee”) hearing of 7 June 2018, the Department of Defence was requested to provide an evaluation of views of Mr Aiden Morrison on submarine propulsors1, which he has expressed through a number of reports and in testimony to the Committee. The Department welcomes these contributing views and the opportunity to comment on such reports to aid a broader understanding of issues related to defence technology and the development of Australia’s Future Submarine capability. 2. The Department has examined Mr Morrison’s report with the support of experts in Defence Science and Technology, and has consulted with external experts in pumpjet technology. 3. In summary, Mr Morrison’s conclusions are based on analysis which does not fully address essential design parameters and considerations important to evaluating propulsor performance on submarines. Mr Morrison has also used surface ship data in part as evidence, which he has extrapolated to the submarine environment to form his conclusions. 4. In his testimony to the Committee, Mr Morrison stated, ‘The key conclusions that I arrived at were that pump jets have a far lower efficiency than propellers at a low speed of travel in contrast to high speeds, where jets tend to become more efficient.’ 5. The Department maintains the view that this conclusion is incorrect in the case of submerged submarine for the following reasons: a. The efficiency of a propulsor, whether it is a pumpjet or propeller, for a submerged submarine is related to the total submerged resistance and is essentially constant over speed, noting the submerged resistance of a submarine is dependent on the total skin friction and the shape of the submarine. -
Cavitation and Induced Excitation Force of Ice-Class Propeller Blocked by Ice
Journal of Marine Science and Engineering Article Cavitation and Induced Excitation Force of Ice-Class Propeller Blocked by Ice Pei Xu 1, Chao Wang 1 , Liyu Ye 1,*, Chunyu Guo 1, Weipeng Xiong 1 and Shen Wu 2 1 College of Shipbuilding Engineering, Harbin Engineering University, Harbin 150001, China; [email protected] (P.X.); [email protected] (C.W.); [email protected] (C.G.); [email protected] (W.X.) 2 National Key Laboratory on Ship Vibration and Noise, China Ship Scientific Research Center, Wuxi 214082, China; [email protected] * Correspondence: [email protected]; Tel.: +86-18-845-596-576 Abstract: The presence of broken ice in the flow field around a propeller causes severe blade erosion, shafting, and hull vibration. This study investigates the performance of the propeller of a ship sailing in the polar regions under the propeller–ice non-contact condition. To this end, we construct a test platform for the propeller-induced excitation force due to ice blockage in a large circulating water channel. The hydrodynamic load of the propeller, and the cavitation and propeller- induced fluctuating pressure, were measured and observed by varying the cavitation number and ice–propeller axial distance under atmospheric pressure and decompression conditions. The results show that the fluctuation range of the blade load increases with a decrease in cavitation number and ice–propeller axial distance. The decrease in the cavitation number leads to broadband characteristics in the frequency-domain curves of the propeller thrust coefficient and blade-bearing force. Under the Citation: Xu, P.; Wang, C.; Ye, L.; combined effects of ice blockage and proximity, propeller suction, the circumfluence zone around Guo, C.; Xiong, W.; Wu, S.