Feature 2 |GERMANY
the Indosail rig. Renzsch (2012) gives an assessment of equivalent horsepower for Dyna rig equipped bulk carrier obtaining up to 7500kW power. Te figures 7 and 8, which show some results of the wind power study performed in the project.
Energy audits and simulation Energy Audits are anything but new for the land-based industry. However this concept is only recently applied to ships, mainly because shipping contribution to CO2
emissions represents a very small
portion of the world’s emissions and related international legislation for emissions from ships has recently been put into force. Nevertheless, energy audits conducted at proper intervals can provide a thorough insight of the hull and machinery energy performance trends. This, together with the day-to- day ship monitoring may lead to an optimisation of performance, effective reductions in fuel consumption and evident financial benefits. TARGETS undertakes the task of
performing Energy Audits on cargo ships such as container vessels, tankers, bulk carriers and ro-ro vessels, with the aim of identifying Energy Saving Potentials (ESP). ESPs are defined as the room for improvement (to procedures, processes or equipment or replacement of equipment with more efficient and / or better sized units, etc.). They are identified when measuring and analysing an energy consuming / converting system, which can lead to increased energy efficiency and decreased energy consumption. Te ESPs are identified through the investigation of a number of energy consumption indicators, which are determined according to past experience gained in this field by the TARGETS partners. Operational scenarios covering all
modes of operation (fully laden, anchorage, loading / discharging, ballast voyage, etc.) are considered for a variety of weather conditions, where there is documented evidence of poor performance of the ships under consideration. These scenarios address aspects of: i. Replacement of installed energy systems with others of more fit-for- purpose performance, and
ii. Energy management during operation 86
Figure 9. “Simulated response surface – Power requirements for different operation conditions”
i.e. identification of the systems that do not perform as expected under the current operational conditions and require various levels of intervention.
Te identified ESP highlight the areas of
largest impact and describe the maximum achievements in terms of energy savings, when applying the best possible set of technologies and routines available in the industry whilst not sacrificing fundamental aspects of waterborne transportation such as safety of lives and cargo at sea. Te results collected from the onboard
investigation of the abovementioned ESPs are analysed and ranked based on a Cost-Benefit Analysis in order to obtain the required conclusions. A comparison of the theoretical CO2
emission against actual
onboard measurements is performed. Te actual NOX
and SOX emissions will
be measured too. Energy performance benchmarking will also be undertaken, with the purpose of comparing the selected ships’ performance
against industry
standards, with the objective of improving their performance. For this, simulations using tools described above are applied. Te following figures shows numerically predicted results for propulsive power for a capesize bulk carrier. For the different benchmarking cases
pre-defined comparisons will be performed with design alternatives generated in DEM. Te latter will cover a broad range
of different options and combinations of technologies identified and developed in the course of the project.
Dynamic energy modelling Recent developments in the maritime industry strongly advocate performance- based approaches in the assessment of the operational behaviour of ships. Stemming from a long incubating period in the area of safety, the environmental performance of a ship arrives as a follow-up requirement and occupies the top lines of the agenda of all national and international forums related to global warming, GHG emissions and over-utilisation of natural energy sources. Although shipping is the most environmentally-efficient means of transportation (low ratio of emitted gases over transport capacity), it attracts attention as the vast majority of ships use fuel of poor quality, a fact which in combination to the increased shipping traffic due to emergence of new economies in the international markets, is expected to raise the contribution to GHG of shipping substantially in the immediate future. Not-withstanding this situation and in
direct response to the immediate need to rationalise further the design and operation of cargo ships, the partners in the TARGETS consortium elaborate on the development of
the DEM The Naval Architect September 2012
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