Objectif
To produce a low cost container ship with innovative design features both in ship design, propulsion, energy supply and efficiency. The ship will be capable of transporting 4,000 tonnes at a speed of 14.5 knots.
The propulsion will be by a four-storke diesel engine at 750 r.p.m. developing a maximum continuous rating of 3,690 kW and continuous operation at 3,000 kW. The engine is to drive a controllable pitch propeller at 150 r.p.m. via a reduction gearbox.
A power off-take from the gearbox is to also drive an alternator having an output of 700 kW at 1500 r.p.m.
The fuel used will be heavy fuel oil.
The new low cost container ship has been successfully demonstrated over 126 voyages and 5022.3 operating hours at sea from 6th October 1992 to 30th September 1993.
The average heavy fuel oil consumption during the total 12 months Monitoring and Measurement Period was 0.484 tonnes/hour. Based on a conventional container ship, the fuel saving has been calculated at 26%. This was slightly lower than anticipated for two reasons :
(i) A reduced benefit from the heat recovery package with the deletion of the absorption chiller for comfort cooling.
and
(ii) Under utilization of the two step propulsion plant during the early stages of the Measurement Period.
The waste heat recovery system installed satisfied all the vessels heating requirements and to date has operated trouble-free.
The two step reduction gearbox installed into the shaft connected to the variable pitch propeller has proved very successful following the early under utilisation. These reduction ratios give two propeller speeds while allowing the power take off generator to operate in either mode. Trials carried out at the varying conditions have shown very good results.
The full economic benefit of the quick turn around has not been realised due to the different type of operational activities the charter has carried out. With charter rates of UKL 12/T.E.U. The financial benefit would be considerable through more voyages. Reduced port cost for stevedoring have, however, resulted due to the open hatch-less design.
With heavy fuel oil at $60/tonne and a consumption of 2430 tonnes over the 12 months period, the annual operating cost was $145,800. The fuel consumption for a conventional container ship would have been 3280 tonnes for a similar period. As the basis for comparison is a chip using marine diesel at IRL 143/tonne, the annual operational cost saving is $323,240 or $230,000.
The cost for the innovatory parts of the ship were $2,251,600, however, the additional cost over a conventional installation would be IRL 900,000. This covers the more expensive fuel handling/treatment equipment or H.F.O. heat recovery system and two step propulsion system. A simple payback period of under 4 years was achieved.
The new design of low cost container ship is the result of 3 years research carried out by Bell Lines Ltd and a prototoype vessel. The ship is of the open hatchless design, which will allow a turn around in port in less than half the present time required. This fast turn around will enable the ship to get up to 180 voyages per year presently 140 would be regarded as good.
The on sea research has enabled the architecture for the demonstration ship covered by this project to be improved in that :
- the ship should operate at greater draughts
- the ship should be longer
- the ship's bow section should be modified
- the ship's engine should have 17% greater output.
The energy innovation is to use a specifically designed fuel oil engine operating at 750 r.p.m. on heavy fuel oil with an increase in efficiency over known technology of 20%. This efficiency increase is gained through the introduction of a pulse-charging system, pistons of modular cast iron, a cylinder liner designed to give a low wear rate even while running on the poorest of heavy fuel qualities, and an inverse cooling system to maintain an acceptable compression temperature in the engine cylinders at all loads, and to prevent cold corrosion of engine components at low speed.
As the inverse cooling system uses no heat from the hot circuit, the temperature in the exhaust gases is higher, and therefore, more energy can be recovered.
Heat is recovered from the exhaust in the from of thermal fluid at 180 deg. C and 991 kW to satisfy the total ship heating requirements. 800 kW of heat from the engine jacket cooling water at 90 deg. C will be used in conjunction with an absorption chiller to satisfy the air conditioning needs.
The mechanical efficiency for shaft power of the engine is 48% with an output of 3,280 kW. The overall system efficiency will be 78%, which compares with the best figures of today at 56%.
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Coordinateur
Waterford
Irlande
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