Post on 16-Oct-2021
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Nuno Kim / Basic Design Group, DSME
Green Technologies for Future Container Ship
Oct. 28, 2011
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TREND–Green Shipping(DSME’s Econology)
Introduction of DSME 18,000 TEU
TREND–Economical Shipping
Contents
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Unstable Oil Price [Economic Fuel Consumption] New Panama Canal [Wider Breadth] Increasing Trading Capacity [Improved Loadability] Environmental Protection [Lower Emission]
Trends in Container Shipping
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Container Market Outlook
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Container Market Outlook
Containership Age Profile
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RFR of DSME Containerships
55.00
B=37.4m : 4,700 ~ 5,700 TEU
B=34.8m : 4,200 ~ 5,100 TEU
B=40.0m : 6,300 ~ 7,600 TEU
B=42.8m : 7,900 ~ 9,300 TEU
B=45.2m : 10,000 ~ 12,000 TEU
B=48.4m : 12,000 ~ 13,000 TEU
B=51.2m : 13,500 ~ 15,0200 TEU
B=32.2m : 4,000 ~ 4,800 TEU
B=53.6m : 15,000 ~ 16,000 TEU
4,000 ~ 5,500 TEU
6,000 ~ 9,000 TEU
10,000 ~ 14,000 TEU
Over 15,000 TEU
B=56.0m : 16,000 ~ 17,000 TEU
B=59.0m : 18,000 ~ 19,000 TEU
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600 USD/ton
200 USD/ton
400 USD/ton
500 USD/ton
Higher bunker price Bigger Gap of RFRs
Variation of RFR as per the Bunker Price
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In general, the Bigger the Lower transportation cost Breadth is more sensitive In cases of fixed Breadth, the Longer the Lower the Bigger Cb the Lower
The effect of Length or Cb variation is less sensitive for over 10,000 TEU class designs. Current Panamax design shows significantly higher transportation cost Wider design (34.8 ~ 37.4m Beam) has competitiveness New Panamax design might be the substitute for former post-panamax
(42.8m Beam) 8,000 TEU class heads to ;
Narrow & Slow 7,000 TEU class, or Wide 10,000 TEU class
Mega Containership (greater than 15,000 TEU) can get more attention if terminals are available
Obtained Tendency – Design point of view
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3,600 TEU 7,100 TEU 13,000 TEU 17,200 TEU
No. of Bay on Deck (40ft) 15 18 22 24
No. of Row on Deck 13 17 19 23
No. of Tier in Hold 7 9 11 11
Ts (m) 12.4 13.5 15.5 16
Nominal Capa.(TEU) 3,630 7,090 13,100 17,240
Homo. (14T/TEU) 2,620 5,400 9,250 12,800
Speed (kts) 21.5 22.2 23 23
DWT at Ts 50,800 93,430 145,500 196,050
DFOC at NCR (ton/day) 88.2 153.8 169.1 226.1
Availability (TEU basis) 72.2% 76.2% 70.6% 74.2%
Availability (Payload basis) 72.2% 80.9% 89.0% 91.4%
FOC/TEU (kg/TEU) 33.7 28.5 18.3 17.7
FOC/DWT (kg/ton) 17.4 16.5 11.6 11.5
Result – Sample projects
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60.0%
65.0%
70.0%
75.0%
80.0%
85.0%
90.0%
95.0%
3,630 7,090 13,100 17,240
Availability (TEU basis)
Availability (Payload basis)
5.0
10.0
15.0
20.0
25.0
30.0
35.0
40.0
3,630 7,090 13,100 17,240
FOC/TEU (kg/TEU)
FOC/DWT (kg/ton) x 10
Result – Sample projects
Availability
Homo. Loadable No. of CTN (14T/TEU) / Nominal Max. No. of CTN
Cargo Payload (14T/TEU) / DWT
Fuel Economy
Required amount of fuel oil for 1 TEU of cargo at service speed
Required amount of fuel oil for 1 metric ton of DWT at service speed
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Length (Bay)
Brea
dth
(row
)
HIGHER SPEED -RARE DEMAND-
NEW TREND -SLOW
STEAMING-
Obtained Tendency – Design point of view
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TREND-Economical Shipping
TREND-Green Shipping(DSME’s Econology)
Contents
Introduction of DSME 18,000 TEU
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More Economic More Environmental Friendly
Higher Performance Higher Operating Flexibility • Market wants a BIGGER & SAFER vessel
Now 18,000, How big in near future? Pirate attack in gulf of aden
• Rapid & continuous increase of oil price • Legislation intensified
• Cargo type/amount variation due to rapid economic change
Future Needs
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More Economic More Environmental Friendly
Higher Performance Higher Operating Flexibility
Lower hull resistance
Higher power train efficiency
Slow streaming
Switching to more environmental
friend fuel
Emission reduction device
Speed history
Service speed
Optimum vessel design
( speed , size etc. )
Higher safety ( crew , system etc. )
CARGO multi purpose
Less maintenance
+ ?
Innovative Technology Keywords
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Green Enhanced Design
Fuel(= CO2) Saving Max. (EEDI)
Efficient Operation (EEOI)
Emission Reduction
Less Maintenance
High Performance Ship Design
Optimum Dimensions
Excellent Speed Performance
Maximum Capacity (DWT, VOL)
Competitive FOC
Safety
Conventional Design Goals New Requirements of
Environmental Associations & Shipping Industry
Econology = Ecology + Economy + Technology
Hi-Performance & Environment Friendly Ship
DSME Econology Plan
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FEEL 389 FEEL 599
DSME Econology Plan
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Material Operation Trim Optimization LNG Fueled Propulsion
Energy
Nuclear Powered Propulsion
Fuel Cell Hybrid Electricity Generation
Solar Powered Ship
Wind assisted Propulsion
Non-Corrosive Material
Environment Friendly Painting Material Optimum Weather Routing
Arctic Routing
Slow Steaming (Eco-Speed)
Advanced A/F Paint
Consideration of Ship Recycling Convention
Pre-Swirl Stator (PSS) Ducted PSS Rudder Bulb Fin
Ballast Water Treatment System (BWTS)
Waste Heat Recovery System (WHRS)
NOx Reduction Device SOx Reduction Device
Air Cavity System (ACS)
VOC Reduction Device
Grey Water Treatment System
Shaft Generator
Device Design
Optimized Hull Form Design
Protective Piping Arrangement
High Efficiency Propeller Design
Optimized Main Engine Selection and De-rating
Enhanced Hull Structure Electric Driven Deck Machinery
Bulbous Bow Optimization
Build Econology
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TREND-Green Shipping(DSME’s Econology)
Introduction of DSME 18,000 TEU
Contents
TREND-Economical Shipping
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Econology for DSME 18,000 TEU Containership
High Efficiency Propeller design
Full Spade Rudder Superior performance and efficiency Protective design against cavitation
Optimized Hull-form design Optimization for wide operating range in draft, trim and speed
Bulbous Bow optimization
Showing actual position on the curve Optimum Trim
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Full Compliance of Emission Criteria MARPOL Annex VI (NOx, SOx) EU Port Regulation (SOx) CARB (SOx)
Enhanced Hull Structure Electric Driven Type Deck Machinery Non-Corrosive Material
Variable Frequency Control Motor
GRE Pipe Ballast main lines in pipe duct Main sea cross pipe Non-Corrosive Material
GRE Pipe
GRP* Grating GRP Door
8S80ME-C9 with Derating (Twin Skeg design) Maximized fuel economy High efficiency in wide range with electronic control Superior performance at slow steaming
Control
Panel
Frequency
Converters
Central
FW Coole
r
TT
Central CFW System
Main Cooling Sea Cross Pipe
Overboard
Temperature Transmitter
Central CFW System
Sea Chest
Sea Chest
Main CSW Pump
Cooling Fresh
Water
Cooling Sea
Water
Electric signal
Central
FW Coole
r
CENTRAL
CENTRAL
TT
CO
N
C C S S
TT
Temperature Transmitter
Contr
olle
r
Econology for DSME 18,000 TEU Containership
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AOT
Filter
CIP
High thermal insulation 100 mm thermal for accommodation Exh. gas economizer for GE
Environment friendly material PVC free material for the finish of door, wall panel Steel furniture for future recycling potential and non-toxic material use Low energy type refrigerator Refrigerant with low global worming potential, R-134A Halogen-free cable
Windows with Low U-value -All window except wheelhouse : 1.1 W/m2K - Wheelhouse : 2.8 W/m2K
Ballast water treatment system (UV type) Low energy loss & refrigerant leakage Chilled water system for main air-con. unit Whole air con. plant (AHU & CDU) & Provision, ref. plant at the same air-con. machinery room
Econology for DSME 18,000 TEU Containership
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Full scale Waste Heat Recovery System (WHRS)
Exh. gas economizer for GE
Sewage & Grey water Treatment Separate sewage treatment plant for Accommodation & Engine casing Disposal water tank for Grey water & Treated sewage
ME optimization /De-rating PTI/PTO (Shaft generator/motor)
Hospital Grey Water
ACCOM. Grey Water
Laundry Water
Galley Water
HOLDING TANK
Black + Grey water
P U M P P U M P
Aeration Tan
k
Clarification
Tank
Disinfectio
n Tank
Disinfectio
n Syste
m
Grease Trap
Black Water
Vacuum System
Dilution Water for Vacuum System, if required
Air Blower
Aeratio
n Tan
k
Flushing Water
Discharge
Discharge
Low VOC Emission Paint No fire/explosion hazard Environmentally friendly Advanced A/F paint
Silyl acrylate type A/F paint
High Solid Volume Epoxy
Water-borne Epoxy in Accommodation and E/R Spaces
Solvent Free Paint for Drinking Water Tanks
Econology for DSME 18,000 TEU Containership
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Through Green Ship Technologies
Environment Friendly
Economical Operation