Improving the Efficiency of a High Speed Catamaran Through the Replacement of the Propulsion System

• Autorzy: Melo G. , Echevarrieta I. , Serra J. M.

Identyfikatory

DOI

10.12716/1001.09.04.09

• Języki publikacji: EN

Abstrakty

EN

The high speed vessels are primarily designed for short distances services as public transport of passengers and vehicles. The range of high speed, according to the Code of high-speed vessels begins at 20 knots, which depends on the cruise speed you desire for your vessel; you will have to use the most appropriate type of propellant. In general, in the past 20 years, they have been building high-speed vessels with speeds above 33 knots, which meant installing water jet propellants coupled to powerful engines and therefore of high consumption of fuel, increasing operating costs and causing increased air pollution. Although the prices of fuel have been reduced to half, due to the sharp fall in oil prices, the consumption of fuel and the air pollution remains high at these speeds and powers used, in addition to that the reduction of the time spent on each trip is not excessive, mainly in short routes that are less than an hour . This article is about adapting a ship of high-speed service, with a maximum speed in tests of 34 knots and to reduce its operating costs (fuel, maintenance, etc.) and make it economically viable; before the transformation, this vessel was operating with a service speed of 22 knots, and with a consumption per mile of 135 litters of MGO. The transformation process has consisted by: – Replacement of the two original water jet with four shaft lines with fix pitch propeller. – Replacement of the two original main engines (2 x 6500 kW = 13000 kW) by four engines (4 x 1380kW = 5.520 kW). – Changing the underwater hull shape to fit the new propellers and maximize its efficiency. – Relocation of auxiliary engines, to achieve the most efficient trim. – Installation of two lateral propellers to improve maneuverability and shorten the total time of journey. After the reform and the return to service of the vessel with a service speed of over 22 knots, it has been verified that the consumption per mile is of 45 litters MGO, representing a reduction of 65% of consumption and even more reduction of emissions as the new engines comply with the latest regulations.

Słowa kluczowe

EN

Ship Propulsion; Propulsion System; High Speed Catamaran; High Speed Craft (HSC); MARPOL Annex VI; Energy Efficiency Operational Index (EEOI); Marine Gas Oil (MGO); efficiency improvement

• Wydawca: Faculty of Navigation, Gdynia Maritime University
• Czasopismo: TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
• Rocznik: 2015
• Tom: Vol. 9, no. 4
• Strony: 531--535
• Opis fizyczny: Bibliogr. 15 poz., rys.

Twórcy

autor

Melo G.

• Polytechnic University of Catalonia, Barcelona, Spain

autor

Echevarrieta I.

• Polytechnic University of Catalonia, Barcelona, Spain

autor

Serra J. M.

• TRASMAPI, Thecnical Manager, Ibiza, Spain

Bibliografia

• [1] Stability Report, Hull 54, “TURGUT REIS 1”
• [2] Furness, P (Editor), “Hydrostatic” Australian Maritime College
• [3] HSC Code‐ International Code of Safety for High Speed Craft 1994
• [4] MEPC.1/Circ.684. Directrices Para La Utilización Voluntaria Del Indicador Operacional De La Eficiencia Energética Del Buque (EEOI)
• [5] MEPC.1/Circ.795/Rev.1. Interpretaciones Unificadas al anexo VI MARPOL
• [6]MEPC 64‐INF.22 Primera Versión de las Directrices de la Industria para el Cálculo y Verificación del EEDI
• [7] MEPC.1/Circ.815. Orientaciones De 2013 Para El Tratamiento De Las Tecnologías Innovadoras De Eficiencia Energética En El Cálculo Y La Verificación Del EEDI Obtenido
• [8] MEPC.213 (63). Directrices De 2012 Para La Elaboración De Un Plan De Gestión De La Eficiencia Energética Del Buque (SEEMP)
• [9] MEPC. 231(65). 2013 Guidelines For Calculation Of Reference Lines For Use With The Energy Efficiency Design Index (EEDI)
• [10] MEPC.232 (65). 2013 Interim Guidelines For Determing Minimum Propulsion Power To Maintain The Manoeuvrability Of Ships In Adverse Conditions
• [11] MEPC.233 (65). 2013 Guidelines for Calculation of Reference Lines for Use with the Energy Efficiency Design Index (EEDI) For Cruise Passenger Ships Having Non‐Conventional Propulsion.
• [12] MEPC.234 (65). Amendments to the 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI) (Resolution MEPC.214 (63)), As Amended.
• [13] MEPC 67/INF.3. Reduction of GHG Emissions from Ships Third IMO GHG Study 2014 – Final Report. (Adopted October 2014)
• [14] COM (2013) 479. Comunicación de la Comisión. Integrating maritime transport emissions in the EUʹs greenhouse gas reduction policies.
• [15] COM (2013) 480. Propuesta de Regulación. On the monitoring, reporting and verification of carbon dioxide emissions from maritime transport and amending Regulation (EU) No 525/2013