applied to Port Development and Inland Waterway Transport

Transcription

1 applied to Port Development and Inland Waterway Transport Wytze de Boer March 12, 2018

2 CHALLINGING WIND AND WAVES applied to port development and inland waterway transport AGENDA 1. Introduction Wytze de Boer, MARIN 2. Port design & Manoeuvring Simulation (Barranquilla) 3. Inland ship design 4. Operational performance, CoVADEM 2

3 1.1 INTRO WYTZE DE BOER Msc Naval Architecture (1983), MBA (1998) Inland waterway transport at Ministry of Transport and Public Works Drifted away to railways, public transport, financial service industry 2013: Back in the harbour at MARIN, the inland waterway team; Optimisation of inland ships. Projects on the intersection of Inland Waterway Transport (IWT) and logistics. Research projects, among others: modelling manoeuvring behaviour of inland ships, modelling the inland waterway traffic flow on Dutch waterways. 3

4 1.2 MARIN CLIENTS/DOMAINS Offshore contractors / installation Vessel operators Tugs / Tow operation FLNG Offshore production / monitoring Design & Engineering Port & Waterway design, Safety Offload / terminal design & operation Inland Waterway Transportation Navies & Governements 4

5 1.3 SOME FACTS AND FIGURES Independent research institute Since model tests/yr Located in Wageningen (NL), Ede (NL), Houston (USA) Joint Venture in China Agent in Brazil 8 research facilities 5 basins 2 full bridge simulators plus separate tug bridge simulators single and coupled use Calculation clusters ( >4000 cores) About 350 employees 5

6 1.4 OUR HEADQUARTERS video DT, Offsh 6

7 2.1 DIFFERENT TOOLS & VIEWPOINTS Computations Model testing Full scale Simulation/Training

8 2.0 MANOEUVRING SIMULATION Example lock entrance 8

9 2.1 EXAMPLE BARRANQUILLA (2016) Evaluation of nautical feasibility of the proposed terminal 1. Exploring and evaluation of various aspects (desk study) 2. Focus on safety of manoeuvring to/from Royal Port using Real-time manoeuvring simulations 9

10 2.2 STUDY OF LOCAL SITUATION 1. Two seasons: December to April: wind speeds up to 15 m/s ENE directions and low to average river discharges May to October: wind speeds up to 10 m/s from more variable directions and average to high river discharges 2. The current speed governed by the river discharge, water levels by the sea Current speeds main channel: 0.5 m/s (low discharge) to 3 m/s Tidal water level variation about 0.3 m at spring tide 3. Wind is predominantly from NE to E, occasionally S to SW wind speeds up to about 15 m/s for ENE; 10 m/s for S to SW 4. Waves just outside the river mouth are predominantly from N Up to Hs = m with peak period around Tp = 10.5 s. 10

11 2.3 PORT OF BARRANQUILLA Initial sketch Optimized plan 11

12 2.4 BARRANQUILLA, MODELLING Contour Depth Positions of buoys/lights Etc. 12

13 2.5 MODELLING THE SHIPS Ownship (vessel sailing) Tanker 200x32 m, draughts of 10 m (partial load) and 6 m (ballast) Tugs Instructor operated tugs, automated procedures for approach Vector force based on capability diagram Targets (other traffic, moored or sailing) These ships restricts manoeuvring space 13

14 2.6 FINDINGS 1. Manoeuvres to / from the new Royal Port can be carried out safely with the considered tanker of 200x32 m 2. Manoeuvring is possible for the following conditions: River discharge up to 11,080 m 3 /s (3 m/s in main channel) Wind speed up to 17 m/s (33 kn); 18 m/s (35 kn, port limit) is also feasible Two ASD tugs of about 65 t bollard pull required; third tug standby and ready for use 14

15 2.7 FINDINGS 6. Berthing is done bow out: more safe Escape during berthing is easier Anchor can be used in emergency Emergency departure from berth in case of calamity 7. Arrival strategy First: turn over port sailing forward Easier: turn astern over starboard, use current on bow for turning 15

16 2.8 FINDINGS 7. Strategy arrival manoeuvre (cont.) Sail into the area with low currents by heading for the Digue Guia Stop the vessel on the line between the head of the jetty and the light on the western breakwater Turn astern into turning circle in one smooth manoeuvre; Continue the smooth turn and sail astern towards the berth; don t use tugs (as if the ship is a barge). 16

17 2.9 FINDINGS Training of the pilots for the new manoeuvres is essential Manoeuvres completely new for pilots Quite different from present operations in the river Include tug masters on free-sailing tugs in training video 03 Effect of training! 17

18 3.0 INLAND SHIP DESIGN 1. Design for operation 2. Optimisation of hull and propellor 3. Operational performance In Europe we face (also): 1. longer periods of low water 2. lowering emissions zero emission 3. development of autonomous sailing 18

19 Current [kts], depth [m] 3.1 CONCEPT SELECTION (1) 1. Flow of cargo or passengers between origin and destination 2. Information of the fairway or river (depth, current, width) Example: Water depth and current along (downstream) trip German Rhine Dutch Rhine Distance travelled [NM] Rotterdam port Water depth Current speed 19

20 Propulsion power [kw] 3.2 CONCEPT SELECTION (2) 1. Vessel type (push-barge convoy, self-propelled vessels) 2. Number of ships 3. Compare for fuel consumption, speed, flexibility Example: Propulsion power along (downstream) trip Distance travelled [NM] 20

21 3.3 SHIP DESIGN IN LOGISTIC CHAIN (COUPLED UNIT) 21

22 3.4 EXAMPLE SCENARIO ANALYSES Fairway Depth (m) Width (m) Sailing height (m) Max. convoy length (m) ,50 m. 5,25 m. 4,50 m Berlin Rotterdam Nijmegen 1 Duisburg 2 3 Munster Magdenburg Number of Containers 1. New ship+barge, barge with propulsion. 78 * TEU 2. Charter ship+barge barge with propulsion 72 * TEU Fees 510/45 255/TEU 3. = 1. situation 2022 No propulsion in barge 78 * TEU Payback time 11 years N.A. 7 years Net Present Value (NPV) 1,1 M 2,6 M 3,8 M 22

23 3.5 ANALYZING AND OPTIMIZING SHIPS Analyzing existing ships with respect to; Bow design (wave making resistance, pressure resistance) Stern configurations Bow thruster canals and rudder profiles 23

24 3.6 IMPACT OF BOW SHAPE ON WAVE MAKING (SAVE PROJECT)

25 3.7 CROSS SECTION WAVE SYSTEM, 17M FROM CENTERLINE Overall similar wave patterns: mainly transversal waves caused by the bow and smaller diverging waves. Differences in wave height. Ship B lowest. bow C D midship F B E

26 3.8 SHAPE OF THE WATERLINES IN THE BOW The differences are small! Water line 2.0 m, Ship A (oranje), B (black), C (blue), D (green), E (red), F (purple)

27 3.9 PRESSURE DISTRIBUTION ON THE BOW

28 3.10 RECENT EXAMPLE: PREPARED FOR HYDROGEN? Engine rooms 90m container ship, electric engine around the propeller shaft, generators in container box shaped engine rooms in the fore ship, at both sides of the hold, see picture left below. 28

29 3.11 AFT SHIP, TYPICAL DESIGNS WITH TUNNEL AND NOZZLE

30 3.12 AFTSHIP, BOTTOM LINE AND TRANSITION TO THE SIDE

31 3.13 RESEARCH! Topships: a joint industry project to develop a method for improving the hydrodynamic design of an inland ship. Participants besides MARIN: The focus is on the stern, determining impact of different parameters characterizing the stern. Y - propellor L - stern 31

32 3.14 TUNNEL NOZZLE CONFIGURATIONS Without actuator disc Without actuator disc Dynamic pressure coefficient distribution with limiting streamlines for hull C1711K, ballast condition (left) hull C1711J, ballast condition (below) Without actuator disc Without actuator disc With actuator disc With actuator disc Example research Inland ship With actuator disc With actuator disc 32

33 3.15 PROPELLER DESIGN 33

34 4.1 OPERATIONAL PERFORMANCE Co-operative Depth Measurements, operational performance 34

35 4.2 COVADEM- COLLECTION OF DATA CARGO LOAD

36 4.3 COVADEM NETWORK OF SHIPS Over 50 Vessels, 6 of them measure also fuel consumption

37 4.4 WATERDEPTH MAP & APPS FOR PARTICIPANTS Actual waterdepth chart, derived of ships measurements, corrected for sinkage/trim and applying riverbed models

38 GRACIAS! PREGUNTAS? Wytze de Boer 38