Sooyeong Park, Sunghoon Kim, Jeong-yong Park, Hyoungsuk Lee
Efforts to improve propulsion efficiency of a ship in maritime industry are ongoing, researchers are trying to develop a new type of Energy-Saving Devices for better performance. This study deals with fuel saving device called Hyundai Propeller Boss Cap Fin (Hi-Fin®) attached at the hub of the propeller and aimed to investigate the new type of Hi-Fin® to improve propulsion efficiency. Moreover, in order to evaluate the performance of Hi-Fin® more accurately, model tests were conducted at the large cavitation tunnel as well as the towing tank. For this purpose, two kinds of Hi-Fin® with different geometry were designed using self-propulsion CFD analysis considering hull-propeller-rudder interaction. The first was conventional type of Hi-Fin® which has flat plate fin. The other was designed with NACA66 hydrofoil section. Propulsion tests were conducted at the towing tank in HMRI with two designed cases and power savings of Hi-Fin® were also measured at the large cavitation tunnel in KRISO. In the large cavitation tunnel tests, tunnel flow speed and rotational speed of propeller were adjusted in order to investigate the Reynolds number effect on the propulsion performance. The results showed that the Hi-Fin® designed with NACA66 hydrofoil section had better propulsion performance than the flat plate design. And power saving effect of Hi-Fin® is increased at a high Reynolds number in the large cavitation tunnel when compared with the results at relatively low Reynolds number form the towing tank.
{"title":"A Study on The Performance Improvement of Hi-Fin","authors":"Sooyeong Park, Sunghoon Kim, Jeong-yong Park, Hyoungsuk Lee","doi":"10.5957/imdc-2022-244","DOIUrl":"https://doi.org/10.5957/imdc-2022-244","url":null,"abstract":"Efforts to improve propulsion efficiency of a ship in maritime industry are ongoing, researchers are trying to develop a new type of Energy-Saving Devices for better performance. This study deals with fuel saving device called Hyundai Propeller Boss Cap Fin (Hi-Fin®) attached at the hub of the propeller and aimed to investigate the new type of Hi-Fin® to improve propulsion efficiency. Moreover, in order to evaluate the performance of Hi-Fin® more accurately, model tests were conducted at the large cavitation tunnel as well as the towing tank. For this purpose, two kinds of Hi-Fin® with different geometry were designed using self-propulsion CFD analysis considering hull-propeller-rudder interaction. The first was conventional type of Hi-Fin® which has flat plate fin. The other was designed with NACA66 hydrofoil section. Propulsion tests were conducted at the towing tank in HMRI with two designed cases and power savings of Hi-Fin® were also measured at the large cavitation tunnel in KRISO. In the large cavitation tunnel tests, tunnel flow speed and rotational speed of propeller were adjusted in order to investigate the Reynolds number effect on the propulsion performance. The results showed that the Hi-Fin® designed with NACA66 hydrofoil section had better propulsion performance than the flat plate design. And power saving effect of Hi-Fin® is increased at a high Reynolds number in the large cavitation tunnel when compared with the results at relatively low Reynolds number form the towing tank.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"368 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116538457","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
It is probably invidious for anyone to propose some 100 things one should know about regarding an endeavour as diverse and complicated as ship design, however we are all familiar with little books in bookshops with “100 things and artist/architect etc. should know”, often accompanied by witty cartoons. Alas the latter has not yet to be achieved in this case – perhaps readers can provide their own illustrations to many of the items or more likely add their own. The presenter/author of this listing has provided more conventional keynotes than this to several IMDC conferences. These have included “The Fascination of Ship Design” to the 2006 IMDC at Ann Arbor and “Is Marine Design now a Mature Discipline?” to the 2012 IMDC in Glasgow. As the originator of the IMDC State of Art Reports and since 2015 the International Chair of the IMDC series of conferences, the author has sought to bring together those issues that highlight the unique nature of Ship/Marine Design. Aside from ships being our largest mobile artefacts, the process by which they are conceived and brought to fruition is as varied as there are different vessels and consequently it is hard to pin down. In a recent substantial publication, the author produced an argument that the earliest stages of the design of complex vessels were indeed sophisticated, not least in the decision making that should underlie such a process. A summary of this argument and several other publications attempting to address many of the wider aspects of the process are presented as scene setting to the just over one hundred short statements that are listed as one way to convey to current and future practitioners of this challenging “art”, as summarising “what one ought to know”. The listing is largely due to the author ‘though there are some from other practitioners of ship design that were too good to not include. The author has also found that there seems to be about seven broad categories that the statements seemed to address within the overall ”ship design” field. These are also presented for others to challenge.
{"title":"100 Things (or so) a Ship Designer Needs to Know","authors":"D. Andrews","doi":"10.5957/imdc-2022-230","DOIUrl":"https://doi.org/10.5957/imdc-2022-230","url":null,"abstract":"It is probably invidious for anyone to propose some 100 things one should know about regarding an endeavour as diverse and complicated as ship design, however we are all familiar with little books in bookshops with “100 things and artist/architect etc. should know”, often accompanied by witty cartoons. Alas the latter has not yet to be achieved in this case – perhaps readers can provide their own illustrations to many of the items or more likely add their own.\u0000 The presenter/author of this listing has provided more conventional keynotes than this to several IMDC conferences. These have included “The Fascination of Ship Design” to the 2006 IMDC at Ann Arbor and “Is Marine Design now a Mature Discipline?” to the 2012 IMDC in Glasgow. As the originator of the IMDC State of Art Reports and since 2015 the International Chair of the IMDC series of conferences, the author has sought to bring together those issues that highlight the unique nature of Ship/Marine Design. Aside from ships being our largest mobile artefacts, the process by which they are conceived and brought to fruition is as varied as there are different vessels and consequently it is hard to pin down. In a recent substantial publication, the author produced an argument that the earliest stages of the design of complex vessels were indeed sophisticated, not least in the decision making that should underlie such a process. A summary of this argument and several other publications attempting to address many of the wider aspects of the process are presented as scene setting to the just over one hundred short statements that are listed as one way to convey to current and future practitioners of this challenging “art”, as summarising “what one ought to know”.\u0000 The listing is largely due to the author ‘though there are some from other practitioners of ship design that were too good to not include. The author has also found that there seems to be about seven broad categories that the statements seemed to address within the overall ”ship design” field. These are also presented for others to challenge.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"107 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116387556","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Haibin Wang, Nikoletta L. Trivyza, E. Boulougouris, Foivos Mylonopoulos
Recent regulations are targeting the carbon footprint of ships and the International Maritime Organisation (IMO) has set a target to reduce the GHG emissions by 50% until 2050, compared to the 2008 levels. Therefore, attention has been placed on the variety of available fuels and technologies that can be potential pathways for decarbonisation and special focus has been given to developing practical design options for the new generation ships. Shipping applications of batteries, hydrogen and ammonia powered fuel cells have a critical role to meet the IMO requirements by 2050. Hydrogen and batteries are emerging technologies that can be effective solutions, especially for short shipping routes. On the other hand, ammonia is also an attractive alternative option and with further development, it can potentially be utilised for ocean-going vessels. However, safety and risk assessments must be performed to support the endorsement of any new marine system design. Therefore, this work aims to guide safe and practical design solutions that can comply with the decarbonising regulatory framework. Therefore, a qualitative Hazard Identification (HAZID) approach was conducted for potential solutions with hydrogen, battery and ammonia and guidance for potential safe designs were proposed. Considering the lack of past accident statistics due to the novelty of applications, the HAZID results were discussed with experts. Hydrogen is usually stored in liquefied form in double-walled super-insulated tanks to reduce the risk of large accumulations of gas in the air, in case of potential leakage, which can induce fire (4-75% gas concentrations in the air) or explosion risks (18-59% gas concentrations in the air). Fuel cells, which produce the electricity required, should be placed within gastight enclosures in a well-ventilated space with redundant hydrogen or ammonia detection systems. Batteries use stored energy to produce electric energy, however, their use is associated with high fire risk. They are placed in battery holds/compartments in which fire doors and effective firefighting systems are mandatory to prevent the escalation of fire in adjacent places and reduce the fire duration respectively. Leakage in the fuel cell room due to pipe damage and fire in the battery room was considered the most severe hazards for hydrogen and battery version respectively. On the other hand, ammonia is considered as a low reactive gas and explosion should be a concern of only enclosed spaces at concentrations close to the stoichiometry. However, ammonia is a highly toxic gas and in high concentration, it can even be even fatal. Therefore, one of the main hazards for ammonia is the ammonia leakage from different parts of the system that can lead to injuries or fatalities to the crew due to the high toxicity of ammonia. This can be prevented with various measures, among which are sufficient ventilation and identification of hazardous zones. Overall, all the designs seem feasible i
{"title":"Comparison of Decarbonisation Solutions for Shipping: Hydrogen, Ammonia and Batteries","authors":"Haibin Wang, Nikoletta L. Trivyza, E. Boulougouris, Foivos Mylonopoulos","doi":"10.5957/imdc-2022-297","DOIUrl":"https://doi.org/10.5957/imdc-2022-297","url":null,"abstract":"Recent regulations are targeting the carbon footprint of ships and the International Maritime Organisation (IMO) has set a target to reduce the GHG emissions by 50% until 2050, compared to the 2008 levels. Therefore, attention has been placed on the variety of available fuels and technologies that can be potential pathways for decarbonisation and special focus has been given to developing practical design options for the new generation ships. Shipping applications of batteries, hydrogen and ammonia powered fuel cells have a critical role to meet the IMO requirements by 2050. Hydrogen and batteries are emerging technologies that can be effective solutions, especially for short shipping routes. On the other hand, ammonia is also an attractive alternative option and with further development, it can potentially be utilised for ocean-going vessels. However, safety and risk assessments must be performed to support the endorsement of any new marine system design. Therefore, this work aims to guide safe and practical design solutions that can comply with the decarbonising regulatory framework. Therefore, a qualitative Hazard Identification (HAZID) approach was conducted for potential solutions with hydrogen, battery and ammonia and guidance for potential safe designs were proposed. Considering the lack of past accident statistics due to the novelty of applications, the HAZID results were discussed with experts. Hydrogen is usually stored in liquefied form in double-walled super-insulated tanks to reduce the risk of large accumulations of gas in the air, in case of potential leakage, which can induce fire (4-75% gas concentrations in the air) or explosion risks (18-59% gas concentrations in the air). Fuel cells, which produce the electricity required, should be placed within gastight enclosures in a well-ventilated space with redundant hydrogen or ammonia detection systems. Batteries use stored energy to produce electric energy, however, their use is associated with high fire risk. They are placed in battery holds/compartments in which fire doors and effective firefighting systems are mandatory to prevent the escalation of fire in adjacent places and reduce the fire duration respectively. Leakage in the fuel cell room due to pipe damage and fire in the battery room was considered the most severe hazards for hydrogen and battery version respectively. On the other hand, ammonia is considered as a low reactive gas and explosion should be a concern of only enclosed spaces at concentrations close to the stoichiometry. However, ammonia is a highly toxic gas and in high concentration, it can even be even fatal. Therefore, one of the main hazards for ammonia is the ammonia leakage from different parts of the system that can lead to injuries or fatalities to the crew due to the high toxicity of ammonia. This can be prevented with various measures, among which are sufficient ventilation and identification of hazardous zones. Overall, all the designs seem feasible i","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"415 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132530645","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Naval ships, or more generically naval systems, rarely operate as a single asset, most often they operate in small or large task-groups. Individual ships are thus part of a larger complex interacting system-of-systems performing a variety of tasks and missions in support of national and international naval operations. In such a system-of-systems composition naval systems are mutually supportive. For example, a replenishment ship is there to support task-group combatants, while the combatants in turn protect the replenishment ship which typically has few self-defence measures. Timely insight into system interactions and trade-offs driving the performance, effectiveness and affordability of these system-of-systems is crucial in achieving balanced designs which work and operate effectively in naval operations. A NATO Research Task Group (RTG) was initiated to investigate how systems-of-systems technical, operational and cost modelling can help in identifying and understanding such insights aiding requirements elucidation. In support of this RTG, the Netherlands Defence Materiel Organization has worked on a test-case to demonstrate the benefits and possibilities of assessing alternative naval ship designs, and their individual technical requirements, in a system-of-systems modelling approach. In this test-case, a small task-group performing two consecutive naval operations, mine clearance and a non-combatant evacuation, was modelled with the purpose of investigating the influence of ship design requirements on the overall mission effectiveness. Specifically, the interactions of varying requirements on ship signatures and mine clearance sonar performance were investigated. Also, the difference between a single large or two smaller amphibious assault ships was included. This was done to investigate the trade-off between a single large ship with concentrated but possibly vulnerable landing capacity versus two smaller ships with distributed and less vulnerable landing capacity. Each system-of-systems alternative was evaluated in terms of the overall mission effectiveness, which is defined as the number of evacuees rescued, and total acquisition cost. The results of the test-case indicate that indeed a significant trade-off in mission effectiveness and cost exists between investing in mine clearance sonar performance versus reducing the vulnerability of the task-group ships, either by distributing the landing capacity over two assault ships, or by reducing the ship signatures. The cost-benefit results clearly show these distinct trade-offs giving the supporting information for setting the task-group ships requirements. In conclusion, the applied system-of-systems modelling approach has made it possible to identify and quantify important interactions in the test-case. Traditional single ship, single operation modelling and simulation would not have captured these essential insights. Hence, designing effective and affordable (war) ships requires a broadenin
{"title":"System-Of-Systems Modelling and Simulation in Warship Design for Operations","authors":"E. Duchateau, R. Logtmeijer","doi":"10.5957/imdc-2022-261","DOIUrl":"https://doi.org/10.5957/imdc-2022-261","url":null,"abstract":"Naval ships, or more generically naval systems, rarely operate as a single asset, most often they operate in small or large task-groups. Individual ships are thus part of a larger complex interacting system-of-systems performing a variety of tasks and missions in support of national and international naval operations. In such a system-of-systems composition naval systems are mutually supportive. For example, a replenishment ship is there to support task-group combatants, while the combatants in turn protect the replenishment ship which typically has few self-defence measures. Timely insight into system interactions and trade-offs driving the performance, effectiveness and affordability of these system-of-systems is crucial in achieving balanced designs which work and operate effectively in naval operations. A NATO Research Task Group (RTG) was initiated to investigate how systems-of-systems technical, operational and cost modelling can help in identifying and understanding such insights aiding requirements elucidation. In support of this RTG, the Netherlands Defence Materiel Organization has worked on a test-case to demonstrate the benefits and possibilities of assessing alternative naval ship designs, and their individual technical requirements, in a system-of-systems modelling approach. In this test-case, a small task-group performing two consecutive naval operations, mine clearance and a non-combatant evacuation, was modelled with the purpose of investigating the influence of ship design requirements on the overall mission effectiveness. Specifically, the interactions of varying requirements on ship signatures and mine clearance sonar performance were investigated. Also, the difference between a single large or two smaller amphibious assault ships was included. This was done to investigate the trade-off between a single large ship with concentrated but possibly vulnerable landing capacity versus two smaller ships with distributed and less vulnerable landing capacity. Each system-of-systems alternative was evaluated in terms of the overall mission effectiveness, which is defined as the number of evacuees rescued, and total acquisition cost. The results of the test-case indicate that indeed a significant trade-off in mission effectiveness and cost exists between investing in mine clearance sonar performance versus reducing the vulnerability of the task-group ships, either by distributing the landing capacity over two assault ships, or by reducing the ship signatures. The cost-benefit results clearly show these distinct trade-offs giving the supporting information for setting the task-group ships requirements. In conclusion, the applied system-of-systems modelling approach has made it possible to identify and quantify important interactions in the test-case. Traditional single ship, single operation modelling and simulation would not have captured these essential insights. Hence, designing effective and affordable (war) ships requires a broadenin","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117327142","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
As the marine industry looks to develop and integrate autonomous vessels and platforms into the global fleet, new design challenges emerge as the complexity of the vessel design process increases in parallel with the growing need for larger and more diversified multi-disciplinary design teams. The design of autonomous vessels presents the need for novel marine designs with the use of diverse skill sets, knowledge sets, and technical backgrounds from the early stages of the design process. In developing novel marine designs, explicit, implicit, and tacit knowledge is needed for the development of successful concepts. Given the novelty and complexity of autonomous vessels, a significant amount of conditional, path dependent tacit knowledge is required in the design process. To form successful designs and to form a foundation for future development of autonomous vessels, it is critical that methods and frameworks be developed to represent, share, and codify necessary tacit knowledge and its interdependencies within system design in explicit form ahead of full product development. To be able to account for the multidimensional relationships that should, could or will exist between design parameters and associated design decisions, a bridge between implicit and tacit knowledge is needed. One approach to bridging the gap between tacit and implicit knowledge is through the shared conceptualization of an ontology. Due to the fact that ontologies can separate concepts and define context-dependent relationships, ontologies have the possibility to enable the understanding of potential design implications associated with integration of the multiple contextual views of design artifacts within a singular framework. This paper will provide a survey of the current uses of ontologies and their possible applications ranging from concept to detailed design across naval design generally and autonomous vessels specifically.
{"title":"Ontologies in the Marine Domain and Use Cases for Autonomous Vessel Design and Other Novel Designs","authors":"C. Arrigan, R. Emmitt, D. Singer","doi":"10.5957/imdc-2022-342","DOIUrl":"https://doi.org/10.5957/imdc-2022-342","url":null,"abstract":"As the marine industry looks to develop and integrate autonomous vessels and platforms into the global fleet, new design challenges emerge as the complexity of the vessel design process increases in parallel with the growing need for larger and more diversified multi-disciplinary design teams. The design of autonomous vessels presents the need for novel marine designs with the use of diverse skill sets, knowledge sets, and technical backgrounds from the early stages of the design process. In developing novel marine designs, explicit, implicit, and tacit knowledge is needed for the development of successful concepts. Given the novelty and complexity of autonomous vessels, a significant amount of conditional, path dependent tacit knowledge is required in the design process. To form successful designs and to form a foundation for future development of autonomous vessels, it is critical that methods and frameworks be developed to represent, share, and codify necessary tacit knowledge and its interdependencies within system design in explicit form ahead of full product development.\u0000 To be able to account for the multidimensional relationships that should, could or will exist between design parameters and associated design decisions, a bridge between implicit and tacit knowledge is needed. One approach to bridging the gap between tacit and implicit knowledge is through the shared conceptualization of an ontology. Due to the fact that ontologies can separate concepts and define context-dependent relationships, ontologies have the possibility to enable the understanding of potential design implications associated with integration of the multiple contextual views of design artifacts within a singular framework. This paper will provide a survey of the current uses of ontologies and their possible applications ranging from concept to detailed design across naval design generally and autonomous vessels specifically.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130044387","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The ship hull hydrodynamics impact to global energy consumption is about quarter of all energy used in the world. The amount of fuel consumed in an average Panamax container is over 200t per day. The ship hydrodynamics is improved by careful design of the body, but also all the appendages needed in the ship are aligned with streamlines to avoid excess resistance. The bow thruster tunnels and propeller units providing transversal thrust forces for maneuvering purposes are typically adding ship total resistance 2-3% per tunnel. The additional resistance from the tunnels is commonly decreased by vertical grid bars mounted in the opening – those reduce the resistance to 1-2% per tunnel. However those grids typically decrease the maneuverability increasing the propeller thrust resistance 7-12% depending on grid density and design. Vertical grids density having best performances reducing tunnel additional resistance contribute highest thrust losses. Elogrids (pat.pend) A new design for the tunnel opening grids has been developed to maintain the impact decreasing additional resistance at same level with commonly used dense vertical grids, but instead of reducing the thrust - keep or improve the thrust forces from the tunnel thrusters when needed in maneuvering. Basic idea of the stator type Elogrids is with the bars and circles prevent water flow into the tunnels while ship steaming and improve the propeller performances with same components to concentrate propeller jet produced at propeller pressure side and improve the flow pattern into the propeller at suction side. Testing The Elogrid performances has been simulated by computational fluid dynamics, designed based on the dimensions optimized and manufactured. Now these first pilots of the Elogrids has been installed to a passenger ferry with two Dp=2.4m tunnels and also tested in full scale. The testing of Elogrids include bollard pull tests to find these impact on thrust forces, vibrations and noise – and comparison of ship fuel economy before and after installation of Elogrids. The fuel economy comparison need as similar circumstances as possible to detect the impact reliably. Main challenge is slightly different conditions each time the ferry operates. A huge amount of ship data is needed to get statistically reliable results. Conclusions The full scale testing of Elogrids show 1.5% reduction of additional resistance, simulated results are between 2 – 2.5%. Compensating the draught differences lead test results closer to simulated values. Bollard pull testing show in average 5% improvement to thrust when Elogrids were installed, simulated values were between 1.6-3.6%. The simulated values were proposing bit higher saving potential, possibly explained with draught differences in test and simulation data, and for pull test they were noticed to be slightly conservative when compared to test results. The vibration levels dropped 12% in average after grids were installed.
{"title":"The Hydrodynamics of Elogrid","authors":"Juha Tanttari, Raimo Hämäläinen, P. Rautaheimo","doi":"10.5957/imdc-2022-298","DOIUrl":"https://doi.org/10.5957/imdc-2022-298","url":null,"abstract":"The ship hull hydrodynamics impact to global energy consumption is about quarter of all energy used in the world. The amount of fuel consumed in an average Panamax container is over 200t per day.\u0000 The ship hydrodynamics is improved by careful design of the body, but also all the appendages needed in the ship are aligned with streamlines to avoid excess resistance. The bow thruster tunnels and propeller units providing transversal thrust forces for maneuvering purposes are typically adding ship total resistance 2-3% per tunnel. The additional resistance from the tunnels is commonly decreased by vertical grid bars mounted in the opening – those reduce the resistance to 1-2% per tunnel. However those grids typically decrease the maneuverability increasing the propeller thrust resistance 7-12% depending on grid density and design. Vertical grids density having best performances reducing tunnel additional resistance contribute highest thrust losses.\u0000 Elogrids (pat.pend) A new design for the tunnel opening grids has been developed to maintain the impact decreasing additional resistance at same level with commonly used dense vertical grids, but instead of reducing the thrust - keep or improve the thrust forces from the tunnel thrusters when needed in maneuvering. Basic idea of the stator type Elogrids is with the bars and circles prevent water flow into the tunnels while ship steaming and improve the propeller performances with same components to concentrate propeller jet produced at propeller pressure side and improve the flow pattern into the propeller at suction side.\u0000 Testing The Elogrid performances has been simulated by computational fluid dynamics, designed based on the dimensions optimized and manufactured. Now these first pilots of the Elogrids has been installed to a passenger ferry with two Dp=2.4m tunnels and also tested in full scale.\u0000 The testing of Elogrids include bollard pull tests to find these impact on thrust forces, vibrations and noise – and comparison of ship fuel economy before and after installation of Elogrids. The fuel economy comparison need as similar circumstances as possible to detect the impact reliably. Main challenge is slightly different conditions each time the ferry operates. A huge amount of ship data is needed to get statistically reliable results.\u0000 Conclusions The full scale testing of Elogrids show 1.5% reduction of additional resistance, simulated results are between 2 – 2.5%. Compensating the draught differences lead test results closer to simulated values. Bollard pull testing show in average 5% improvement to thrust when Elogrids were installed, simulated values were between 1.6-3.6%.\u0000 The simulated values were proposing bit higher saving potential, possibly explained with draught differences in test and simulation data, and for pull test they were noticed to be slightly conservative when compared to test results. The vibration levels dropped 12% in average after grids were installed.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124928791","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
An algorithm for quantifying interfaces in general arrangement 2D drawings is the core of this work. The method here presented builds upon an unpublished prototype developed in 2015, representing each relevant GA space as a two-dimensional design block, heavily inspired by the design building block (DBB) philosophy. An algorithm checks the interfaces of all design blocks in real-time and presents a matrix with the quantification. Both algorithm and interactive web-application are available online for use and scrutiny. The idea is relatively simple, almost ludic, but to the knowledge of the authors no similar method has been public available yet. Fancy data-driven graphics are used to grasp interpretations of these values. A proposal for diverse use of interaction data in GA is mentioned in the discussion, as well as an invitation for colleagues to reproduce and improve the method.
{"title":"Quantifying Interfaces in General Arrangement Drawings","authors":"H. Gaspar, David Andrews","doi":"10.5957/imdc-2022-269","DOIUrl":"https://doi.org/10.5957/imdc-2022-269","url":null,"abstract":"An algorithm for quantifying interfaces in general arrangement 2D drawings is the core of this work. The method here presented builds upon an unpublished prototype developed in 2015, representing each relevant GA space as a two-dimensional design block, heavily inspired by the design building block (DBB) philosophy. An algorithm checks the interfaces of all design blocks in real-time and presents a matrix with the quantification. Both algorithm and interactive web-application are available online for use and scrutiny. The idea is relatively simple, almost ludic, but to the knowledge of the authors no similar method has been public available yet. Fancy data-driven graphics are used to grasp interpretations of these values. A proposal for diverse use of interaction data in GA is mentioned in the discussion, as well as an invitation for colleagues to reproduce and improve the method.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121893989","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Lagemann, S. O. Erikstad, P. O. Brett, Jose Jorge Garcia Agis
With the need for low-emission maritime transport solutions, ship owners and designers face uncertainty and unpredictability when it comes to the selection of fuel today and in the future. The effects of this unpredictability can be mitigated to a certain extent by fuel-flexible ships. In the light of flexibility, both agility and affordability, i.e. the time and cost of changes, are important parameters to be considered in the early design phase. We apply and discuss these parameters and their consequences for both existing flexible solutions and new ship design alternatives.
{"title":"Understanding Agility as a Parameter for Fuel-Flexible Ships","authors":"B. Lagemann, S. O. Erikstad, P. O. Brett, Jose Jorge Garcia Agis","doi":"10.5957/imdc-2022-259","DOIUrl":"https://doi.org/10.5957/imdc-2022-259","url":null,"abstract":"With the need for low-emission maritime transport solutions, ship owners and designers face uncertainty and unpredictability when it comes to the selection of fuel today and in the future. The effects of this unpredictability can be mitigated to a certain extent by fuel-flexible ships. In the light of flexibility, both agility and affordability, i.e. the time and cost of changes, are important parameters to be considered in the early design phase. We apply and discuss these parameters and their consequences for both existing flexible solutions and new ship design alternatives.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129119867","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The maritime industry is transitioning toward zero emission. To ensure compliance with future emission reduction regulations, many different alternative fuels and technology options are being investigated and evaluated. However, as these are ongoing developments, this results in varying and changing data on the performance and requirements of options. On top of that, while regulatory ambitions are aiming for increasingly larger reductions of Green House Gases (GHG) and other harmful substances, the level and details of the future regulations are unknown and subject to ongoing scientific and societal discussions. The level of uncertainty regarding regulation and technology for the energy transition can be defined as being deeply uncertain, which means uncertainty cannot be ordered in terms of possibility or occurrence. Although uncertainty is not uncommon in ship design, ship owners and designers are faced with an unprecedented level of uncertainty and require new methods to deal with this. This paper therefore investigates and compares several methods that could be used to increase the feasibility of future energy carriers in the design process, while accounting for the uncertainty in regulation and technical details of alternative fuels. Three promising methods were identified in a literature research: Firstly, Dynamic Adaptive Policy Pathways (DAPP) evaluates alternative options and develops possible pathways to compliance. Secondly, Responsive Systems Comparison (RSC) determines performance of a design in established scenarios (epoch), also allowing evaluation including retrofit (changeability). Thirdly, Robust Decision making (RDM) explores the effect of uncertainties on a pre-specified design and analyses its vulnerability. Within this paper, a first comparison is carried out by applying each method to a general cargo ship case. The goal is to better understand the usability and potential of each method for the energy transition in shipping. Each of the researched methods was shown to allow for different insights in option performance in uncertain conditions during the early design stage. With DAPP providing a global, but clear overview of the possible future pathways toward emission reduction compliance of the design, RSC giving a more detailed insight of technology options in specific scenarios (including evaluation of changeability in a scenario) and RDM allowing a more in depth research of the alternative fuel’s parameters and the circumstances under which these might comply. With each method demonstrating its own strength, future research will develop more realistic and complex designs and processes to be applied to a combination of the beneficial aspects of two or more methods.
{"title":"An Evaluation of Suitable Methods to Deal with Deep Uncertainty Caused by the Energy Transition in Ship Design","authors":"J. Pruyn","doi":"10.5957/imdc-2022-252","DOIUrl":"https://doi.org/10.5957/imdc-2022-252","url":null,"abstract":"The maritime industry is transitioning toward zero emission. To ensure compliance with future emission reduction regulations, many different alternative fuels and technology options are being investigated and evaluated. However, as these are ongoing developments, this results in varying and changing data on the performance and requirements of options. On top of that, while regulatory ambitions are aiming for increasingly larger reductions of Green House Gases (GHG) and other harmful substances, the level and details of the future regulations are unknown and subject to ongoing scientific and societal discussions. The level of uncertainty regarding regulation and technology for the energy transition can be defined as being deeply uncertain, which means uncertainty cannot be ordered in terms of possibility or occurrence. Although uncertainty is not uncommon in ship design, ship owners and designers are faced with an unprecedented level of uncertainty and require new methods to deal with this.\u0000 This paper therefore investigates and compares several methods that could be used to increase the feasibility of future energy carriers in the design process, while accounting for the uncertainty in regulation and technical details of alternative fuels. Three promising methods were identified in a literature research: Firstly, Dynamic Adaptive Policy Pathways (DAPP) evaluates alternative options and develops possible pathways to compliance. Secondly, Responsive Systems Comparison (RSC) determines performance of a design in established scenarios (epoch), also allowing evaluation including retrofit (changeability). Thirdly, Robust Decision making (RDM) explores the effect of uncertainties on a pre-specified design and analyses its vulnerability. Within this paper, a first comparison is carried out by applying each method to a general cargo ship case. The goal is to better understand the usability and potential of each method for the energy transition in shipping.\u0000 Each of the researched methods was shown to allow for different insights in option performance in uncertain conditions during the early design stage. With DAPP providing a global, but clear overview of the possible future pathways toward emission reduction compliance of the design, RSC giving a more detailed insight of technology options in specific scenarios (including evaluation of changeability in a scenario) and RDM allowing a more in depth research of the alternative fuel’s parameters and the circumstances under which these might comply. With each method demonstrating its own strength, future research will develop more realistic and complex designs and processes to be applied to a combination of the beneficial aspects of two or more methods.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123676292","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper follows on from a recent IJME paper and summarises a new early stage ship design approach. This is termed the Network Block approach and merges the advantages of the UCL 3D physically based ship synthesis Design Building Block (DBB) approach and the Virginia Tech originated Architecture Flow Optimisation (AFO) method for distributed ship service systems (DS3). The approach has been applied to submarine DS3 design and utilises Qinetiq’s Paramarine CASD suite features and various frameworks. The proposed Network Block approach enables the development of a submarine concept design to different levels of granularities. These range from modelling individual spaces to locating various DS3 components and routings. The proposed approach also enables the designer to balance the energy demands of a set of distributed systems. This is done by performing a steady-state flow simulation and visualising the complexity of the submarine DS3 in a 3D multiplex network configuration. The potential benefits and limitations from such a 3D based physical and network synthesis are presented. The paper concludes with a discussion of the Network Block approach comparing it to previous applications of network theory which have been to surface ship design. It concludes that it would be possible to better estimate DS3 weight and space inputs to early stage submarine design and also enable radical submarine configurations and DS3 options to be reflected in early stage submarine design for better concept exploration and requirement elucidation. Finally, further work on the sensitivity of the approach to designer inputs will be addressed in future papers.
{"title":"The Network Block Approach Applied to the Initial Design of Submarine Distributed Ship Service Systems","authors":"Muhammad Hary Mukti, R. Pawling, D. Andrews","doi":"10.5957/imdc-2022-249","DOIUrl":"https://doi.org/10.5957/imdc-2022-249","url":null,"abstract":"The paper follows on from a recent IJME paper and summarises a new early stage ship design approach. This is termed the Network Block approach and merges the advantages of the UCL 3D physically based ship synthesis Design Building Block (DBB) approach and the Virginia Tech originated Architecture Flow Optimisation (AFO) method for distributed ship service systems (DS3). The approach has been applied to submarine DS3 design and utilises Qinetiq’s Paramarine CASD suite features and various frameworks. The proposed Network Block approach enables the development of a submarine concept design to different levels of granularities. These range from modelling individual spaces to locating various DS3 components and routings. The proposed approach also enables the designer to balance the energy demands of a set of distributed systems. This is done by performing a steady-state flow simulation and visualising the complexity of the submarine DS3 in a 3D multiplex network configuration. The potential benefits and limitations from such a 3D based physical and network synthesis are presented. The paper concludes with a discussion of the Network Block approach comparing it to previous applications of network theory which have been to surface ship design. It concludes that it would be possible to better estimate DS3 weight and space inputs to early stage submarine design and also enable radical submarine configurations and DS3 options to be reflected in early stage submarine design for better concept exploration and requirement elucidation. Finally, further work on the sensitivity of the approach to designer inputs will be addressed in future papers.","PeriodicalId":314110,"journal":{"name":"Day 2 Mon, June 27, 2022","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116805369","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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