This page contains a Flash digital edition of a book.
Feature 1 | SHIPBUILDING IN CHINA CSBC refines its designs


Te Taiwnese shipbuilder is looking at making its designs for a number of new vessel types more environmentally friendly and to improve on the ships’ cost efficiency. Sandra Tsui reports on the latest research from CSBC.


nowadays as they are often asked about by shipowners.


E


TECHNICAL PARTICULARS 1700TEU container vessel


Length o,a .......................................175.10m Length b,p .......................................164.90m Breadth (moulded) ..........................27.90m Depth (moulded) .............................13.80m Design draft (moulded) .....................8.50m Deadweight at design draft ................... abt.18,370tonnes Scantling draft (moulded) .................9,50m Deadweight at scantling draft ............... abt.22,300tonnes Tonnage ...................................abt.18,100gt Service speed .......................... abt. 20knots Class ........... ABS,+A1E, “container carrier”, +AMS, ACCU, SH, SHCM, UWILD


Complement...............................24 persons Tank capacity Heavy fuel oil ......................abt. 2,150m3 Marine diesel oil .....................abt. 300m3 Fresh water .............................abt. 300m3 Ballast water .........................abt. 7200m3 Main engine ..........................7S60MC-C7 or 7RTA58T 1 set


MCR ................................21,490PS x 105rpm NOR ..............................19,340PS x 101.4rpm Power equipment ............................. 3 sets x 1500kW diesel generator 1 set emergency generator


Propulsion .......1 set x 800kW Bow thrusters, controllable pitch propeller


Container capacity ....................... 10 rows across and four tiers of 8’-6” container plus one tier of 9’-6”


container can be stowed in hold. Meet SOLAS’s visibility requirement.


On deck (Max. 6 tiers) ................... 1095TEU In hold ............................................ 618TEU Total ............................................ 1713TEU


72


nergy ef f iciency, carbon emissions, green design ... these are all too familiar to shipyards


“The emphasis on energy efficiency


and carbon emission levels of ship designs are partly due to the cost saving effects and partly the trend towards international regulatory requirements,” said Robert Kuo-cheng Tseng, deputy director of the design department at Taiwanese shipbuilder CSBC Corporation. “More attention has been paid to issues such as minimising water ballast etc,” he added. Based in the industrial city


Kaohsiung in southern Taiwan, CSBC mostly handles the basic, detailed and production designs of all vessels on its own, according to Mr Tseng. In response to the demand for greener and more fuel efficient designs, CSBC has cooperated with universities, classification societies and international professional institutes, such as Hamburg Ship Model Basin (HSVA), to carry out research on particular technical issues in order to improve its existing ship designs.


ES10 and ES20 energy saving research projects One of CSBC’s latest initiatives is


ES10, a three-year joint project started in 2006 with three local universities, National Taiwan University, National Taiwan Ocean University and Chung Yuan Christian University. The ES10 scheme has set targets to achieve 10% of fuel saving on an existing design of 1700TEU container vessel, of which 5% was planned to be attained by reducing air resistance of the ship and 5% optimising the propulsion system. The four partners have carried out


Results of the ES10 project. Hull form optimisation


Target Result


5% 7%


studies on methods to reduce ship resistance and raise the efficiency of the propulsion system. These include optimising the hull shape, twisted rudder, rudder fin and pre-swirl stator, etc. A series of ship model tests were


implemented at HSVA in early 2009 and National Taiwan University. The results of these tests for the


project ES10 project will be applied in the next batch of 1700TEU boxships built at CSBC, according to Mr Tseng. One cylinder can be left out from the main engine in the future design which will lead to a 10% fuel saving. With this arrangement, the speed will be maintained while the power and fuel oil consumption will be cut by 10%. Following the success of ES10, the


company has started the ES20 scheme which has set targets to achieve at least 10% more savings in fuel consumption on the already improved 1700TEU ship model by the end of 2011. The initial plan is to reduce 8% of


the energy consumption through the reduction of frictional drag by micro bubble technology, 2% through further optimisation of the propulsion system and 2% through the new design of the ship’s bow shape, what CSBC has termed the ‘Sea Sword Bow’. Research on designs of tip fin propeller and rudder fin will also be carried out. For the ES20 project, CSBC has formed


several joint development projects with ABS, DNV and Texas A&M University. Up to June 2010, CSBC and its partners have improved the energy efficiency of


Energy saving device, trim optimisation, etc


>3%


5% _


Total energy saving >10%


10% _


The Naval Architect September 2010


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44  |  Page 45  |  Page 46  |  Page 47  |  Page 48  |  Page 49  |  Page 50  |  Page 51  |  Page 52  |  Page 53  |  Page 54  |  Page 55  |  Page 56  |  Page 57  |  Page 58  |  Page 59  |  Page 60  |  Page 61  |  Page 62  |  Page 63  |  Page 64  |  Page 65  |  Page 66  |  Page 67  |  Page 68  |  Page 69  |  Page 70  |  Page 71  |  Page 72  |  Page 73  |  Page 74  |  Page 75  |  Page 76  |  Page 77  |  Page 78  |  Page 79  |  Page 80  |  Page 81  |  Page 82  |  Page 83  |  Page 84  |  Page 85  |  Page 86  |  Page 87  |  Page 88  |  Page 89  |  Page 90  |  Page 91  |  Page 92  |  Page 93  |  Page 94  |  Page 95  |  Page 96  |  Page 97  |  Page 98  |  Page 99  |  Page 100  |  Page 101  |  Page 102  |  Page 103  |  Page 104  |  Page 105  |  Page 106  |  Page 107  |  Page 108  |  Page 109  |  Page 110  |  Page 111  |  Page 112  |  Page 113  |  Page 114  |  Page 115  |  Page 116  |  Page 117  |  Page 118  |  Page 119  |  Page 120  |  Page 121  |  Page 122  |  Page 123  |  Page 124  |  Page 125  |  Page 126  |  Page 127  |  Page 128  |  Page 129  |  Page 130  |  Page 131  |  Page 132  |  Page 133  |  Page 134  |  Page 135  |  Page 136  |  Page 137  |  Page 138  |  Page 139  |  Page 140  |  Page 141  |  Page 142  |  Page 143  |  Page 144  |  Page 145  |  Page 146  |  Page 147  |  Page 148  |  Page 149  |  Page 150  |  Page 151  |  Page 152  |  Page 153  |  Page 154  |  Page 155  |  Page 156  |  Page 157  |  Page 158  |  Page 159  |  Page 160  |  Page 161  |  Page 162  |  Page 163  |  Page 164