CONSTANTA MARITIME UNIVERSITY SHIP THEORY AND CONSTRUCTION PART 3- SPECIAL PROBLEMS NEW ENERGETIC ASPECTS IN SHIP DESIGN Draft Edition Naval Architect and Marine Engineer IORDAN NOVAC Ph.D. CONSTANTA 2014Chapter 1, Introduction Inreceat years, sustainability in a climate and an envzonmenal perspective hs become an issue of highest priory. This is an agenda that cannot and should not be ignored. The financial eis has revealed a vulnerable global society. Fortunately, the Intest developments hve shown signs of recovery thanks to deliberate and well-coordiated global political actions ‘which have crete new confidence emong companies and consumers. This poiica commitment can be seta a5 recognition that global production and trade erate wealth forall of us — with shipping and associated martin industries ste primary ensbers. In order to keep focus onthe ‘important agents of sustainable anf green shipping ~ even in difcuk tines ~ we must tum towards inovaton and efficient regulation, Within a foressnbe fture, shipping will ill be dependent on sil fs (1). ‘Wemust work tad o develop energy efficient and environmentally endl technologies xcompasing shipboard energy production and propuion ofthe ship as well ship operation, ‘What we ssn on propulsion sn operation wil be valid in nono tre Amber important aspect is the work done by the International Maritime Organization (@MO), which sth key player in sting regulations applicable for ll ships iespetive of fa, ‘The regultions to beset fo sa, secure and environmentally sustainable shipping must be goa tasod insead of prescribing specific solutions. Such regulations reste ample room for ‘nnovatior of new efficient technologies and operation standards Polution fom maritime industry sems to be stil; curealy i is approximated to be 23%, especilly considering greenhouse sas (GHG) emission, Today considering volume of ships Jn the werd ocean, pollution fom shipping can te considered to be exponentially rising CCuliminatian of oversight regarding emission hs ead to point form pollution tht has contributed 1 the impact of ozone layer depletion incesant flooding, global warming and more unknown calamity whose source shart be determine seem te increasing if auton snot exes in ‘he cue: ways of doing things. Shipping is not let behind inthis, in fc, maritine work Seem 1» be the most to get hit by next big environmental revolt Plluons is about acidemt and cider about pollution, caus, theater the cause ofthe former In ast few decades, the maritime industries have continaoualy endeavored 10 optimize ship's fe consumption, eg, though te development of more efficient engines and propulsionsystems, optimized hull designs and larger ships, and thereby achieved poteworthy redetion in {uel consimption and renting CO» (Green Howse Gas GHG) emissions on a capacity bass (Connemik)[2]-In resent years, soil interest on globel warming issues has grown neessingly in recent years, and topies related to energy conservation and reduction in COs emissions is commipreset (3) International efforts to reduce the impact of climate change stared primarily in Rio in 1992 where the famework for sustainable development was egreol by more than 150 sovermens: This was followed by adoption of the Kyoto Praca in 1997 which bound the Annex | tions to luce GHG emissions to an average of §.2% below 1990 levels, by 2012 Although ships are the most fel efiien! mode of mass trnspo, tbe Second Interstional Maritime Organization GHG Study 2009 idetifed a significant potential for turer Iimpeoversats in enrayefiieney mainly bythe use of aendy existing technologies Due tits inceratioesl suture, marine tanspertation could not be diealy handled though the Kyoto Protocol by Anse I counties, Instead, they are tase to work through IMO. Polite and public presures hive therefore been mounting on IMO, being a responsible organization for intematiora shipping under climate change conventions, 10 ac, sce IMO publications in the references ln 2010, MO invoduced “Tectia! measures, “Operational measures" and “Eeonomic instrumons as instruments for reducing CO> emissions. The teetnical and operational measures ‘mentioned here are dret measures for improving the energy eiciency of a ship. Te former are implemented by improving the ship’ hardware equipment, while the ater are implemented by improversts or innovations inthe operation of te ship a contrast, economic instrument re they may be considered as instruments that fe ‘economic incentives 10 promote implementation ofthe technical measures or the operational ot meant 1 reduce CO? enisson ditet ‘Technical mensures i to enhance the eneray efficiency by hardware (equipment) improvennts ofthe ship. IMO bas introduced the Energy Efficiency Design Index (EE lndex fr evaluting the technics! measures (4. EEDI relates efforts by IMO to lim global warming trough pollution of the envionment by marine engines, slowing speci figure for an individual ship desien o be caeulted by means of fel complex formu. tis expressed in ‘rams of 00> per shi's capacity mile, and a smaller EEDI value indicates a more eneay- ecient ship design. The fr more complex EDI formule elf may be roughly simplified as:[BEDI = C9; Emission Transport Work; broadly then, EEDI may be thought of ship's carbon Aioxde ouput divided by its eargo-carrying capacity. Thas EEDI in gCO> pe tonne mile isan index exrosing the eneray efficiency of new ships. EEDI regultory reduction rats will Intl be applied to dry cargo carr, gas tnker, tankers, container ships, general erg ships and refigeated cargo ships above 400 gross tonages. These ships willbe required to have an Intemational Eneray Eiiency Certificate (IEEC). The regulations exclude cersin yes of ships suchas ofsbore, sing and service vessels an hip sizes blow certain espactes wil ls be exempted Esch ship will need to have venfication ofthe ‘atsned” EDI value at both the design stage (preetication) and the build stage prior to delivery (Final verification). This proces asures ht the EEDI value fr the ships less han the value require by the seine (reference line) fr tat ship type and size. Until the EEDI bucomes mandatory, Llyd's Reger developed 4 scheme which can rovde voluntary verifiation for new ships, for owners who wish o take 2 strategie yoston in early FEDI alopton: and on tetlf ofthe various Nag-sates when it becomes randitory In the BEDI verification proces, it willbe nacesary 10 work closely with ‘owners an yards to delve assurance and provide echaicaladvices where required or necessary. Ie wil ao ensure comprehensive and consistent certification i cari out fr inividual ships apd sister ships and provide support your individual regiments n this way the implementation ‘FED! wll come sn esier proces for owners and ship yrds herby lighten thirds, ‘The main question raised by industry relates to potential for FEDI reduction and how industry i going to comply with EEDI regulations, specially the reduction rates, Techniques for reduction of EEDI is therefore need to be evlusted. From the EEDI equation, it appear that ‘he main categories of FED! reduction technologies and opportunites include the flloing: |. Poly issues on shipping logistic: [B. Mecifed hl form (eduction in propulsion resistance) . Medifed propeller cahanced populsin efficieny) D, Energy-saving appendages on hull , Incase in deadweight capacity by increasing the al sz; F. Us of enemy fiom exhaust heat recovery: G. Use of renewable energy (wind power o oar power, ee)Lye Reise, in addition to the development of EEDI verifzation scheme, has embarked on alge research programme working both collaboratively wih owners and yards ‘hrough Joint Industry Projects (IP), and research progranmes on EEDI rucin technologies and opportunites funded by Lloyd's Register (LR), UK Research Councils (UKRC) and EU Commission under the Siath and Seventh Research Programmes (EU). 11. Alternative sources of energy in shipping In shipping, the International Maritime Organization is working on various fronts to reduce the emissions of polluting gases (sulphur oxides, nitrogen oxides al patculte matter) and of greenhouse gases (meialy CO:) into the atmosphere. The fir ie of ston is smod at stablishig @ mandatory maximum index of CO; emissions for new builds. The second lie of action foeases on alread-bult ves and attempts to achieve a reduction ia emissions. This plan needs to be approved and involves finding technically and economically feasible soltions. Inthe thrd line of action, an Emissions Tradig Scheme (ETS) sims to raluce or offiet ‘To. grea extent, these emission control measures will affect how vesels™ auxiliary systems ae curently powered, the way maritime fuels are improved and, above all, ow Shor ‘Sea Shippng (S85) s used, given tht there area present alterative means of teaspor, sch roads and lays [nem of egislation, Amex Vi ofthe MARPOL Convention eters into force, imposing lms on te vessels’ emisskons of nitrogen oxides (NO, and sulphur exes (0). I hans the se of cern substances that deplete the ozone layer. Its revision had entered ito force on 1 January 2012 and establishes a maxima content of sulphur for onboard els of 3.5%, instead of ‘he 4.5%. Hom I Janunry 2020, this wil bo reduced 1 0.8%. ‘The European Union (EU), in the satgy described in the COM (2002) $95 fn (5) marks turing pie inthe protetion policy aginst atmospheric pollution form vessels. 42% of| the EU's domestic shipping and 90% of fe with non-European countess tasported by sca, The energy consumption and CO: emissions per ton and mile travelled by ship ie approximately 25% of fuel consumption by coud. Therefore, the EU has estblished as a fundamental suategic objective the reduction of poling and grenbouse gas emissions by transfering the uansport of goods by roa 10 SSS and motorways of the sea. Despite thesemeasures, estimated that, by 2020, vessel emissions of sulphur oxes(S0.)nitogen oxides (N0,) and parulate mater (PMD-S) in EU waters will increase by 40%, 50% and $5%, respective, compared with 2000 levels. OF prives are flututng. Sulphur wil gradually be ciminsed from fuels, forcing shipbuildas 10 use high-quality diesel uel (over 50% more expensive than heavy fie ol, Moreover there bas en firm backing for penies agains vessels tht emit COs above set values The maritime sector fice the obligation and challenge to sek aeratives 1 oil based fuels and beip prevent cavironmestal pollution. A the same tine companies have to generate reasonable profits when operating ves. ‘Several ateratives ate proposed to rue oro replee fos fuels onboard sip sails kite etsy in ports iodise > wind turbines > phaovoltsc panels > hydrogen fie els They can be wed on tse own or in comluncion with what ae called hybrid system for power gention onboard a ship. These are grn energy generation systems hat use renewable or clean exergies. 1, Sas and Kites ‘The sole function of sails and kites willbe to sist the propulion ofthe veel Both systems, tough the use of wind power, will provide savings inthe fuel consumed bythe ship's sin engin. 1 1995, the Danish Department of Environment and Energy subsilizd a study by the ‘comuitangy finn, Knud E. Hansen A/S, 10 Jock ino sail propulsion for merchant vessels, As a res, the company between 1995 and 1999 developed a model tsnker of 200 m length and 50,00 dwt designed 1 transport ol products, with silsssised propulsion inthe frm of wing sls awe 1), The feasibility studies or his projet reached thee conchsions > ‘The vessel had an estimated coat increase of 10%,> Poa savings varied between 20% and 27% fr certain routes, depending on the average speed ofthe vessel > The ideal market segment for using sails om commercial vessels long-distance bale ‘easporation, Fuel consumption is greatly reduced by lowering the vessels sped. If, at ‘he same tne, the revenues per eight are maintained when te transported load volume is nereased, money is saved, Another fctor i if these ype of loads run north-south, pall to the major wind systems ofthe planet Figure | Modern wind ship Sls ro not technically feasible in ontanerships due tothe panics arrangement ofthe ‘arg, whi kes up de whole open deck. Tis unfavrable oad arangement is als preset in rult-prpose and general cargo vessels. Sls made of plotovolaic solar panels may take his temative more atracive inthe future. Flees energy could be produced aboard while the ‘ese sen auxiliary form of propulsion Kies are a revoltonary sytem in the area of commercial vessel propulsion and have become more widespread recently, Their efficiency is based on the high aie at which they ‘operate, where wind speds are much greater than onthe sa surfic. This produces greater thrust forces usirg the same sai are assocated with watonl sis, The area ofthe Kites used 1 tow ‘arg vesss varies between approximately 189 and 600 mf. They are attached to the vessel by means ofa cable wo the so-aled towing pein tomally situated forward ofthe forces, ad hence to he winch, which will release or pull te cable depenting onthe thrust requied. Acomputer on the bridge prozeses all the information received by the system's sensors and conto te sya accordingly: ‘The advantages of kts over conventional sis are: > The system can readily generate propulsion power per square meter of sil five times rater than that generate by conventional al. > Thay ean be installed easily and at low cost in sy typeof vessel in servic, > The cost of acquisition, assembly and maintenance is notably Jower than that of conventional > The effect on the heel of the ship caused by the force applied to the sil surfice is rinimized with ies, a this force is transmitted to the vessel towing pin >» They do not inert with loading and unkading ofthe ship in port or when going under Iilges. Kites are always collate snd stowed three mils from shore > When kites and their supporting spsems are stowed they take up litle room and the dons weight othe ship is ot significant, > Thar handling doesnot requir ational specialized crew [A project lke thie was ready in 2008 onboard of Beluga SkySils ship (igure 2). This ‘novation rsduces the fuel consume whit 15% reducing the dangerous gases emissions Figure 2 Beluga SkySails ship ~ wind energy application Stating in erly 2008, SkySilstook the last major te in developing the technology ino 4 produetna-redy product with the fs-time use ofthe sytem aboard the cargo ships “Beluga ‘SkySails” (Beluga Shipping: fs instalation ona newly bil ves) and “Micha A.” (VeselsReeder first retrofit system) flowed by 2 long-term pot esting pus of one and a half years turing reglar (commercial shipping operations. (Oval, the cess of this pt testing phate exceeded expectations in regards to the ‘macve foe produce by Sky-Salls propulsion. The fel consumption abosed the “Mihvel A.” was at tines able to be reduced by wp 10 579% with the help of StySals propulsion. For ‘ompariscn; The “Michael A.” needs approximately 11 tone of thrust for fll cruising speed ‘Akematvly, the ship's speed can be increased by approximately 1.6 knots thanks 10 the dona power hat the Sky ‘SkySalls propulsion hasbeen integrated ideally imo the ships operations required no major floor expense tobe installed onto the vessels. Ad, i has been proven that ships remain fully maneaverable while employing the SkySails- System. What's more, tals have confirmed shat present crew strengths are filly adoqute for operating the sytem aad tit the operational soncept works as intended, Currey, SkySails is equipping a series of the Rhine class ships System provides. being bul for Wessels atthe Komarno shipyard in Slovakia with ts wind propulsion system. ‘The MV “Theseus” has bacome the Fst ship in this series 19 be equipped withthe lntest- generation SkySails-System, into whose development were channeled the many important Jesson ered during pilot testing. ‘The "Theseus" isthe same typeof ship as the "Michael A” and is 90 meters long has a capacity of some 3,700 dt anda MaK mua engine tat produces 1,500 kW of power A160 m? ‘SkySail eopulsion system works to relieve the main engine ofthe “Theseus” the same way it oes om cad the “Michael A* 1.12. Electricity in port ‘This is to power the vessel's au lary services (lighting, beating i conditioning and ot ater) while te ship is docked. In ts programme Clean Air for Europe (CAFE) towards @ strategy in favor of ir quality, the Buepein Commission confine tht ship engine emissions While a port were insuficenty reyulated. These tis in withthe IMO. The Commission therefore sublshed a recommendation ‘to promote the use of electricity by ships docked in Comunity ports [6) in May 2006. 1 Inthe US.A. this method for reducing emissions into the ai while ships ae docked is Lnowa as Allenative Maritime Power (AMP) or colt ironing. It will be implemented in sixCCaliorian pons fom 2010 In June 2004, the Pot of Los Angee, together wih he shipping company Chins Shipping Container Line, announced the opening of he fist container tenn in the werd using this type of operation, Neighboring Los Angeles ani Long Beach ports ecied to setup a join strategy to reduce emissions, resulting inthe San Peo Bay ors Clean ‘Air Action Pn (CAAP), This plan establishes that, within five to ten years, all ruse and container sip terminals wil be equipped with this system ‘The typed configuration ofa shoe-sie eletristy comnetion nes > A connection to the national grid caring elctrkity Som 20 40 100 kV fom a lval substation where i converted o between 6 and 20 kV > Cables to allow electricity distribution betwosn 6 and 20 KV ffom the substation to the ost terminal ‘Where necesuy, lactic fequeney conversion from $01 60 Hr; ‘Acable oc a winch anda system to load and unlond cables rom the ship; ‘Aconnection onboard the ship fo comet the cable; Anonboard voltage ransormer otansform high-tension clstrcty to 400 Vs Electricity thts distributed to the ship, with auxiliary engines tured of Advantags: > Cabon dioxide (CO:) and Nitrous Oxide (NO) are reduced by more than 50% and CCabon monoxide (CO) by more than 9%; > Thai widespread use could be very significant, with potential emission reduction for vessels of wp to 70%: > Thevibration and noise gencrted by auxiliary engines is limited Dissdvanages: > ecannot be used in vessel es; > nshps that use onboard enegy for loading nd unloading operations, such aso tankers, insaling this system canbe difficult, requiting majo and cosy conversion work > The implementation ofthis system in ports has to be the fist sept persuade shipbuilders to slap tei ships. Private investment i subject o pio public investment1.13. Biodiesel, wind turbines, photovoltale solar panels and hydrogen fuet cell The main faneton of this roup of alternative sources willbe to generate electrical poster for anlar stems, lliough tey will abo be ele provise propulsion, BBodisel is fel derived rom biomass (biofuels) for diesel engines, Taking into account ‘hat almos all propulsion and power generation systems for merchant ships now consis of diese ‘engines its clear hat biofels can play e major role inthis sector. Vegetable oils, in partiular rapeseed ci work bes, hough these fils can alo be obtained fom: > Discarded cooking oi: this is one ofthe akeratves with bat prospect sine it the cuapest aw material and, when used, the cot of treating i as waste i voided; > Avimal tus, > Otter sources, notably single-cell algae, Those accumulate in water reservois and residual waters and ned litte more than carbon dioxide and light to grow. While one hnstareof soya yields around 560 ltrs oF biodiesel, one hate of alge could ye, in ‘henry, more han 45,000 lites of bindieso per yest Furthemmore, sya is harvested once 2 year whilst algae canbe gathered daly, making ats cultivation in very’ diverse places posible. As for is commecialization, biodiesel can be pure or mixed with diesel oil. The lter B Grom biodiesel) followed by a number that indicates the proportion of the mintre is use to identify ite, B1O0=Biodiesl ina pure state Advantages: > The is significant redaction inthe pollutants mite thea: > Wt oderades in watery solutions, degrading between 85% and 88% in a 28-day periods > canbe used in any conventional diesel engine and canbe stored inthe same tanks a8 isl without any adtional modifications 0 investent > Thsenery balances postive, wih rato oft (input S(oupa, Disndvaniages: > tetas high production costs, about twice that for diese oi > ‘The maket price is higher than that of conventional diesel fr ships. Alo, asa result of is enery contents, 1,163 ters of biodiesel are need to substitute 1,00 bers of iseoil ant therefre, the use of MGO and DGO in vessel is more than 30% cheaper tan Dict. > as harmful eect on the envconment:destracton of foes and jungles for his type of| rep and increased enissions of nitrogen oides(NO:). 2 The fueling infasructre fr ships at port stil inthe early stages of development > The curen!prodeton of biodiesel is aroun 10% ofthe global marke of diesel > Problem of spce: producing one toe of ieieselrequies thre hectares of cropland ‘In wind triacs energy fom the wind cts onthe bles, making » generator spin, This in ‘urn conver rotational mechanical energy nt electrical energy [7]. Thr characteristics ae: > Thay use the winds clean and renewable eneray: > They have tobe installed onthe vessel's open deck: > ts nergy production is ot coatinuous owing to the random existence of slequste wind ‘ontitions, ‘Tir most significant application in vessels sa prt ofa hybrid eneray sytem, working in combination with hydrogen fuel cells. In these systems, the elstrcty produced by wind Turbines wil be used o generate hydrogen through the eletolysis of water and this sed to mre the ces ‘The most developed wind wines ate those of the Horizontal Axis Wind Twines (HAW) ype, an excellent method of generating electrical energy on land (igure 2). Their pplication on merchant ships is very aroctive considering thatthe wit fe fe grester at sea than on land and, hence, a better peefommance is yielded, The teccal feasibly of onboard installation will be amlyzed based on their main dimensions: blade dimer, the axis rotation Insight, tose diameter nd weighsFigure 1.3 Vese with horzotal-ais wind turbines In nerchant vessels, the most equent power rnge for auxiliary engines varies between 300 and 900 KW: To provide this ype of ower, horizontal-axis wind thine (HAWT) would need to hve blades with dimeters varying between 30 and SO meters respectively ana weight of upto 80 tons These dimensions would havea detrimental inact onthe ship's stability, For this reasor, iti advisable to install various AWTS with les power, whereby thst combined power wok equal tht of wind turbines oF bauer dimensions. Tus, their blade dimension ae reduced, the added weight is evenly distributed and the negative impact on vessel sbi is compensate, Vestal Ais Wind Turbines (VAWT)pevforns bate than HAWTs with ir ubulene, changes in wind dzetion and high-speed winds. Owing to thur wale they alo have less lmpact on the ships stability, and this in tum makes their maintenance easier, However, they produce St ess energy than HAWTS, This means th, to produce sini power, VAWTS ae significant larger than HAW and ths ft makes them inferior to the later. The best known ‘example of VAWT use ina merchant vessel is that of the Hydrogen Challenger (Fire 4), 3 65 neler long coastal tanker that produces exygen and hydrosen,Figure 14 Hydrogen Challenger Despite de ft that HAWTS are best suited to merchant vesels, ther istalltion is wat always posible. They cannot be installed on vessel, such a continerships or mutpurpose ‘hips, a which loads are stowed on open decks, Nor wou! their insalltion be posible on passenger ships, chemical tankers and gn carries. They coud, however, be installed on bulk ‘aries, Ro-Ro's and oibianker. Inthe thie ase, they could be syrmetricallyinsaled on port snd stars, over the transverse! bulkheads tat sper the tanks, Photovoiaic systems are renewable energy soures wih various applications and their implemenstions ia energy production and sving are verified, Intaling those systems onto ‘merchant msrne vessels (igure 5) ould prove to bean efisient way of minimizing ful costs a simuttineously protecting the environment by reducing significant carbon dioxide emissions. Figure L$ Istalltion of solar panels on the deck of bulk carerFeasibility of installing solar panels ono vessels considering the payback prio Som ‘he adopted investment with respect to fuel ol savings. Thus, the two important parameters incorpoatd fra good parametric analysis are the solar anton density andthe fie cost In order to caleulate the energy production ofthe sla intl systems, the globe divided in six diferent zones (Figure 6), according to solar radiation density [8]. Each zone Ins a range of 30" in tude (9). The zones were divided amongst the liude asad of the longitude since the ‘variation ofthe solar radiation density depends onthe late, Hence the thee developed zones ae the folowing: > zone (0-29 noth: > none 2 (30-59 north > zone 3160-89* prt). Similarly forthe south hemisphere there i > zone (1-29° south) > none 2 (30-S9° south; > rome 3 60-90° south Figue 1.6 Different zones scoring to dlleent tides For one square mater ofthe considered solar panels the pen output power is taken gu to 130W (10) The payback period ofthe investment depends greatly on the fuel pices. For restonible fel price annual increase at about 10-15% te estimate payback period varies from 16 to 27 years. The more the fue il increases, he methodology reveals that the payboek period ‘comerzes © minimum of 10 years. When using any storage media sich as yg, the‘methodol shows that he payback period increases and this depends on the proponton ofthe nergy stored and fom the storage modia isle (One good example of inplemeting solr panels onboard is PlanetSolr(Sgure 7), the biggest soar ship in the wold [11]. The $37 n?of photovoisie panel power 6 bloeks ofthis jon batten, a techoology that offers maxinal power and energy density, ths enabling A navigation time that is unmatched to date, Indeed, cach new sunrise provides the cata ‘vith he ight needed o contin its jue: Figure 1.7 Deck view of PlnetSolr Bestsed Tiranor PlanetSola, which means power of the sun in IRR Tolkien mytholog, thi clean and quit vessel hs been Inunched in March 2010 in Kiel, German, in he shipyards of Knivim Yachtbauar 14 months of construton. In table | there are presented some chanctristics ofthe ship ‘Table 1.1 PlnetSolar main characterises [onesie *d angi wih aps Sm Tiegh 6Tom Weight 9 Dat 1m Surkice ae oF oir modules S37 wi PV panel efciecy: TRE Installed PY power SEW (1270 HP) | Paissnce mater maximal: T2O EW Aiea eine CsUMIPOR 20 EW BS Autonomy: neverending slr aviation HP) ae Crews pes ‘Number of people tat can goon oan: 4 m asAnther good example is Nichioh Maru (igure 1.8), a massive roll-ontolLoff coastal ‘anspor ship replaces the usual diesel-powered elecrcty generators found on most sips with 281 phtom olr panels mounted above deck Figue 1.8 Nickioh Mara ‘Cable of meeting the majority ofthe ship's electrical power requirements, the solar Panels masvely reduce the amount of ese uel burned to generat electricity on each rip. The ship is lo fited wih energy-saving LED lighting throughout its hol and tving quarters, while ‘he hl spied withthe latest in low-friction pint, allowing ito slip trough the water more cenily. And while itis powered by a huge diesel engine, osu i bars as litle iets posible, reducers, Nisan, says #8 new ship wil lower is fel bill by 1400 tons of diss per yes, ad wer earbon emissions by 4,200 tons (12. iylrogen fel cells ae electrochemical devices that can convert the chemical energy contained in hydrogen inc elecical energy, yielding water a the only by-product, They are similar to batteries, except tat they are designed to produce eletrity continously, provided ‘hat hydrogen and oxyuen are supplied from an extemal source. Batteries, onthe oer Hand, hve 2 limited expat [13]. Hydogen is the most abundant elemeat on Earth It makes up more than 80% ofall mater in the universe and can be found iminly as pat of water, biomass and hydrocarbons. Is therefore necessary te produce it nough another source of ener an “energy vector", Lean eneray carrie. Almost 95% of hydrogen is produced from hydrocarbons (crimarityraturl gas) trough awe: step proces called steam reforming: CH+H.0-C0+5H CO+H:0-sCO-+# engine is controled electoniclly to‘Asa result, CO- is eeasd into the atmosphere andthe proces urs out tobe poling Since the infrastructure noaded in ports fr ships to refiel hydrogen is ant even inthe design has, ships carrying hydrogen ful cells wll needa short and medium frm mena of podveing and storisg hydrogen onboard. An interesting application on ships is by means of water slecrolysis process in which electric curent passing though water produces dkasociaton ofits molcules into hydrogen and oxygen. This isa clean hydrogen generation system, The clectriciy required can be provided using renewable energy, sich 8 wind o solr power (power generation hybrid systems), Advantages: > High yes result fom the process of obtaining elecicity (two to tre times that of interal combustion engine): > Hydrogen stocks ae limitless. This ot the ease with ai energy systems based on this ‘ype of produet are prcsrious > When operating the hydrogen fel cel, water & the only waste, This ea 2x0 emission, clean enerays > Low levels of nose are produced, Iss than a quarter of those produced by diesel generators > Is easy to use and mattis, working a low temperstures and having very few moving ats; > Is versatile in that it canbe part of hybrid ystems in combination with other renewable cenepies, suchas wind, solr oF photovokas, Disadvantages > Atpresnt, te estimeted investment cost to produce & hydrogen fuel cell system i about 600 Euros per kW. > The technology bas not unlergone sulfcient testing: thre will be certain risks for In recent years, polymer membrane hydrogen fel eels (PEMEC) have been ted to power submarines, with satisfactory resuks. Specifically, this type of ell was assembled in the submarines 212-A (figure 9) but for the navies of Germany’ and Italy and the 214 (30 BZM 120 modus) for Groce and South Kore,Figure 1.9.212~A type submarine ‘Additonal heveits of this typeof fel cel, making it very atrasive for insta commercial vessels, are dati is ualimited power, quick tars and sops; a completely modular Assign of the propulsion system; high perfomance, especially with pari loads; etsy sutomaton, and an excellent dynamic response, withthe ability to withstand overloads during short peidsof tie. They ae also smal, tha large nunber of modules can be stalled in ‘he spacious engine rooms of merchant ships. 1.2.Concepts of grea ships ‘The Aquarius MRE System will use aray of rigid sil and solar panes to form a hip ‘sed renewable every system, On lage ships up to wen rig sis ould be installed whereas ‘on smaller vessel just one or two sails would be needed (igure 10). The Aquarius MRE System 1s not intended to be ship's primary source of propulsion (14. Instead the sysem is being designed to work alongside other technologies inorder to reduce fel consumption snd harm 2s emissins fra variety of ships such as bulk eases ol tankers nd cago ships. Depending con the number, sz, shape and configuration ofthe rig sail iti ested thatthe system wil seduce a vsel rma fel eonsumption hyp to 20%Figure 1.10 Rigi solar sls Large commer ships seh tout carers and ol tankers operate with a small erem, Uherefire 1 renewable energy Solution for these rypes of vessels neads 9 be automated. To achive this, an advanced computer contol system is being develope so tht the rigid sails will automaticly be positioned to het suit the prevailing wether conditions. The rigid sails can be rotate to est use the available wind ori ther sno win, then the solar paleo ells wil be ble to collet solr energy during the day, The solar panels cou be mounted on thesis or sitemativy they coul be mounted elsewhere onthe ship. The computer control system wil aso include a umber of safety features to prevent the sails or ship being damaged. Each rigid sil willbe pisically raised, lowered snd maneuvere by a positional sytem which will interface ‘withthe eumputr control system. The rigid sails wl be ble to move a an aay or indvitually cltherauteratialy as directed by the computer contol system, or via mani consmas entered by the ere via the control console, Most importantly the positional system willbe abl store the rig silsin a protective housing so thar they are not damaged during storms or dono nterfire ‘with cargo loadngunleading operations fr example. Another important feature of the Aquarias MRE Systemis that it incorporates an advanced energy torage sytem basd on Lithiua lon technology. The batteries will hen belp power the sips electrical equipment o ulized as & power source when the ship isin harbor or at anchor. Further important fates ofthe battery modules aretha they are 99% recyclable, ightweight and equre no ongoing maintenance. (On large butk ore carrie the total installed solar power could be $00 kWp or mare However 15 the cost of solar panels decrease and ther efficiency increstes, it may become ‘easbe to expand the capacity ofthe installed solar power towards 1 MWp,Amer concept is Solar Fery Mevaka co Marine Power (EMP) is leading project to develop a 20-enlly solar ves! specifically designed to operates commater fey in urban sews. The vesel design is known as ‘Medska (Figure 11) and willbe one ofthe fst of anew clas of geen passenger ferries which will incorporates range of technologies o minimize fuel consumption and emissions of noxious gases Figure {11 Solar fory Medaka The Medaka isan eco-solar ferry meaning tht at only uses solr power a a vource of renewable energy but it will ls incorporate a range of other features so that i fr more cavionmasaly iendly than existing vaditiona fer designs, In addition the Meas will use a ‘mpi hybrid electric marine propulsion system that willbe easy to msintsin and make the overl vese a cost fective allermative to vessels powered by diese engines slone. The solar ‘modules mounted onthe roof ofthe Medaka will we «natin solar panel concept developed by "Eco Marne Power which wil allow them tobe asd or lowered. In norm operation the panes tre ata slit angle and the overll vessel i low enough withthe panels in this positon to pass under lw bridges. It can also be configure to use a variety of power sources ination tothe solar pan such ss an NG orbofel generator. It wl also be possible to recharge the oxboerd ateres when alonide pet or wharf Soke Stor, an Australian company’ specializing in renewable energy ecologist will installs solar and wind power systems on a massive dry cargo ship tat coud be used tal ironore from Australis to China,Figure 1.12 Solr Sar Solar and wind dry cargo ‘The equipment is likely to besinilar- bt on a more massive scale - tothe zero-mission systems th company has istlled on four dusl-fel passenger ferries operated bythe Hong Koa Jockey Clb. ‘Solar Albatross (figure 1.13) is 24 meter 100 passenger carrying catamaran fry with ts tow-abe SolerSail (18) reg: Figure 1.13 Sola Atbatoss ‘The boat servse is between the Hong Kong Jockey Clubs Kai ai Chats Golf CW, ferrying elf club patrons to and from thei hee island based 18 hole courses off Hong Kong Island. The sails are enginesed and approved by DNV for 44 knots of apparent wind with a 100% safety factor. The sails canbe ethered or lowered into headwind In erly tials when ‘sling in 15 knot rue wind 45 depres off he bow giv a 1.8 knot crease in boat sped ‘fom 14.20 16 knots with no increas in engine pm. SolwSail envisages several huge sls of 850 square meters each fit 1 cae, The sails, whica woud cost about 7 milion, could be folded away during loading and unloading.Fully, «concept that gather all the renewable sources avaible on se is ES Orelle (igure 14 produced by Wallenias Wilhelmsen. sles 1 Na Figue 114 FS Orcelle The BIS Orel wll have an optimum cargo capacity of 5,000 of cargo deck stowage area roughly equivalent to 14 football elds, This sup to 50% moe space tha toys modern ‘carat, which are capable of transporting 6,500 vehicles, ‘The min design considerations iclode: > Using he sun, wind and waves to employ mulile energy generator that nce uel ells; > Optimizing argo capacity and lowering energy consunption per tansported ui >> Taking into consideration other environmental challenges, sich as completely eliminating the ‘roblems related to ballast water, thanks tothe new hull design, pp > Sob energy Wind enesy Wave energy Figure 1.15 Design ofthe energy conversion systems1.3 Primary energy sources include sola, wind and wave energy. Soar eoerny will be utilized tough photovoaic panels Incated in the vess's sis ‘When ot in use for wind propulsion thesis maybe tilted, id down or in other ways dzeted for maximum solar energy collection, The solar energy wil then be tasformed ito elesrcty for immediate use oF fr storage Wid energy will manly be utilized for propulsion deectly through three sails constructed of lightweight composite mer: uniquely new tit othe age-old at of lng Capable of folding upward and outward the rigs con rotate about the mead to fx the best positon to extract wind energy through tbe creation of diag force oF it free, or & combination ofthe 1, Weve enery may be transformed into various types of energy by combining the relative movement ofthe waves, the fis and the vessel, The BS Orcelle will have a ttl of 12 ins in sl, enabliag the vessel to tars and tanaform wave energy into hydrogen, letriity of mechanical energy The fins ar also propulsion units that are drvea by wave eneay or bythe ecrcity or mechanical energy aailable onboard, 1.4, Conclusions The idea of gradually substituting conventional fils, used in propuision and power generation for merchant vessels, with alternative fics that we clean or renewable ergs, is ‘becoming ¢ realty diven by two fundamental tors. Fist, thee has been an increase in international policy simed at eliminating the use of polluting fuels in ships. Secondly, the price of| ‘hese fuels has aso risen, because of dwindling oil reserves. In search of a “green ship to _avigat the seas, the conclusions obtained for ech sitemative presented are Alternatives to asst propubion: > Kites are the most suitable system inthe short erm because oftheir ease of instalation, Smpisty of use, high performance allow costs > Saistavea more concrete range of application; thy could be very efiient in tankers sad bik eases. Thr poteuial sucess inthe lng term ein sis made of photovoltaic solar mate;> Akemative of geneaton of eletcty in port: The we of elect in port could be inspira by examples inthe USA, although itis not expected to be widespread in the short to medium tom. Alternatvsto generate enerny onboard: 2 Bindisl is not expected to be competitive in the shot term bacause of high rive and ‘he fact tat i is dffoult 1 aceleate produetion. The ws of bine! in combination it sor kites to provide propulsion would greatly reduce polluting emisions and the renuing cost increase could be compensate by the savings offered by sis ad ites, > HAWT oer the most profitable alerntive. The dependency on optimum wind conftons means that they cannot be relied on o generat all the power needed onboard. ‘Therefore, their short tem installation on vessels will be in combination with diesel eterators and, in the long term, combined with hydrogen fuel cells, making them prt of| hybrid systems > Photovoliaic solar panels present conclusion similar to those for wind turbines, except that they are not so profitable and that tee urent technical development is not very vanced therefore hey yield lower performance > Hyekogen fie cllsrpreseat the system with hes future prospects within renewable energies, as hydrogen isthe most stunt ckment in nature and cause they the energy produced by other renewable sources. Their not sigifeat application on Ship, while there is no adequate infrastructure to distibate hydrogen in prs, wll be as pat of hybrid systems, in combizstion with Wind turbines or photovoltaic pane 1 gona th use of renewable energies to generte power onboard is more profitable ia the long term than the use of diesel generators using conventional fils. Therefore, in those ships where i istechicly feasible, they are an excellent economic and environmental et nthe lng[REFERENCES (1) pow greenship org [2] Intermtiooal Maritime Onguizstin, Marine Environment Protection Comune “Report on ‘he outcome of the IMO Study on Greenhouse Gas Fiissions from Ships”, MEPC 45/% Intemational Marie Orsanization, London 2000, [3] IMO Techical Measures in Reducing Greenbouse Gas Emissions fom Ships: A Lloyd's Reiser Paspeatve (4) Iterations Maritime Organization, Marine Environment Protection Commitee, Inerim Guidelines on the voluntary verfestion of the Energy Elfciney Design Index for new ships MEPC.1/Cire 682, 2009, [5] Communicstion fom the Commission COM (2002) 595 final The Clan Air for Europe (CAFE) Pogramme: Towards a Thematic Sratexy for Air Quality [6] Commission Recommendation of 8 May 2006 on the promotion of shor-sideeletricty for ‘se by ship at berth in Community ports (Text with EEA relevance) (2006/3399BC) 04 L125 [7] Davia 8 pera etor, Wind urine technology: Number 0-791 1205-7. ASME, 198, Is] Stuckiowse, P., WhitockC., 2008. Surface Meteoroogy and Solr Energy: A Renewable Eneray Resource WebSite (Yelease.0) sponsored ty NASA's Eath Science Enterprise Program, Available om Muplosweh ar sa gis (9) GlykasA., Papaioannou, G.,Perisakis, S, Application and cost-tenefit analysis of sole hybrid pover installation on merchant marine vessel, Ocean Engnesrng 37,2010, . $92 -602 (10) Kagan, K. 2001, Photovotae Technology. Symmetria Publications, ISBN: 978-960-266- 1833, pp.$2-129, [01] itp planetsolrcrpte-boat (12) tp msrnensight com newsnichio-ma-the-new-grea-car-carir- fons! (13) Ewoyean Commission. EUR 20719 EN. Hydrogen Energy and Fuel Cells. A vision of our ‘inure. Lusembourg: Office for Official Publications ofthe European Communities. 2003 — 36 pp ISBN 82. 894-5589-6, (pe europa euesearehlenegy/pdhle vision report ene)[14 pw ecomarinepowercomien/marine-renewabl-cnegy- fake [15] hpwww sat worldcomieuising/index efutaid“S80548ri811Chapter. Vessels oscllatons on calm sea 21. Overview ‘Ves’ oscillation i the periodic wave movement excited by the hl considered as 8 ‘iad body? when Noting on calm or rough sa, Tull dynamic studi there ae the ling types of oxillations + transverse oscillations ~roling movement ~ determined by the rotational osilatory movement fof the ll across the longitudinal axis and being studied as periodic slemative angular Alisplacements in the mama width plane: Longitudinal oscillations ~ pitch movement ~determined by the rotations scilstory movement of the hull across the tranwveral axis and being stitiod as periodic altemive angular Asptcements in the longi plane; « Verisalosiltions, determined bythe hls vertical detion near displacement; = Combinsoscilations, resulted afer combining two or thee diferent movements (the most ‘common 286), ‘Theosulaons ofthe vessel on calm rough ea are similar othe harmonics osilatons, with he elowing Form: snot + 6) e1 whee, 1y-eloreton A-amptitde: (o— pulsation ( 2em-ysand ¥~ frequency) 0:4 = g ~oscillaton phase; initia phase (oe 0)COsillation period (T) retest the necessary time for # vessel describing the esciltory ‘movemenr, 10 execute two eonscutve passes inthe same direction, vn the initial postion ( Miulescu, 1973), ‘The ratio between the period and time represents the oscillations frequency: @2) tere ere two oscillations with sila periods, but with diferent inital phases, the Aisplcemen equations wl be: % sin(w:t +B) 23) Ya = Aasin(w€+ 6) ea “Th diference § = ff tis called phase difrence or the gap between the wo xilatory displacements. Te ntl phase al the gap are mesure in rian or degre, 2.3, The influence ofthe ocilatory deplaement ‘The osiltry displacements are negatively influencing the vessel's matical qualities snd the drag foes. The consequences of these displacements are negative phenome, with direct inenceson the ves: - Esublshng forces and moments tat ean determine los of stability - Esablising high inertia forces and powerfil wave strikes, tht can dstoy totaly or partially the ese = Lowering the propulsion sped, de tothe fc that he propels unstoning in tensor ae, (ry ~a) sin. The Gs movements wil be considered, on he same basi, oxiltory movements. ‘movements there wil Bethe hull recovery tun, Me The study ofthe hl’ ossilltory movements is performed afer consiterng the fllowing simplifying hypotheses: =the hl slopes are of small amplitudes so there will be still considered the stability metaentis. formulas; Inthe ie surface ara, the hull have linear shapes, hls vertical displacements re smal = the resistance fore, determine by the osillatory movements is considered es proportional ‘he angular oscillating velocity or withthe square valu of this parameter the presre on every pont fom the fice surfce is considered o have the same value withthe ‘one establshed before considering the hls poston =the wave profiles considered to be sinusoidal, and the waves will reserve the same shape on the ship's ents 24 The study ofthe rolling movement on calm sea ‘The willbe considered the hl that ating on calm se, that will get a wansverse angle 0, aterwards its released (figure 2.2). Due the actions of graviationl and Archimedic ‘orc, the mull will execute a series of tansversalescilations, onthe Ge longitnal axis, These oscillations ae the inertia rolling movements or cal sea rolling movement (the hall's “ce rolling) »Figure 22, The ul’ roling movement ‘The study ofthe rolling movement bas practical implications when the oscillations are enerated and amplified by the ground swell. The experimental data on the ground swell ling ‘movement revels tht the oscillation’ period isprety mach the same with he period ofthe roling ‘movement in cal sea —and that's justifies te intial study ofthe cl Sa rolling movement ‘Te study ofthe rolling movements is necessary inorder to determine the tres induced by thei nein forces, cause by te osilstry movements. The daa. the ling movements is detemnined afer considering that thetic surfice wll be pina dring the entre time ofthe ‘owl comer ofa poskive dection be én pcting eg =, th snarl sod sau sont £8, ow. Thisdietio wil also be considered forthe ape torque the clockwise direction, when the observer looks fom tem to ‘Theres thal are conse t alse ling ae: = ves seh, P the abi =the nets foros, beth or the water andthe hall ‘The dag frees wil engl for the moment ‘The hall's weight, P, wil be considered tobe a constant, during the rling movement, ‘because he load is constant. Therefore, the postion ofthe gravity center wil be the sme. »‘The buoyancy force will be variable, because the rolling hull wll ave a variable volume and hull im, in comparison wit the horizontal buoyancy. Alo, the positon ofthe hall enter (the application pint fo the buoyancy force) wil be vrai. The buoyancy forces during the rolling movements wll create resvery moments, opposed ‘othe rolling movement, tht wil be tented andthe ul’ stability will be improved The value forthe reovery momeat Myo the calm sea roling moverent wil be described with he flowing equation: My = Phe es) “Te oling hl will rive a centain mass of water which, duet the inertia frees will oppose the the movement withthe M, moment = ~19- £8 ee) where jp the neta moment fr the ven water quantity, on the Gy nis ‘The vae ofthe inertia moment yy will depend on the hulls shape and dimensions and it Is usualy determined on experimental bis ‘When studying the rlling movement andthe all's dynamic inertia moment Mx opposed 1o the movement, wi the flowing formu Mya en where the hul's inertia moment on the longitudinal Gy axis. The value ofl, expressed in ¢- +5 isdetemined with sone empiri ormuls ad he ‘mos ofter used one (1. Miulescu, 1973): oan-2.a2 es) _D—hul's displacement, expressed in tons; ~pravitational acceleration'B--the moulded teadth, expressed in meters By considering d'Alembert principle (D, Rady, 2005), the sum ofthe thee considered moments fr the fe oling mast be ml My Met My = 0 29) [By using inthe (2.9, equation, the determined vals fr the moments withthe (25), (2.6) and(27) equations there willbe develop the oiowing fore Phe wef @10) By dividing the both members ofthe second expression of the (210) ration. Miles, 1973) wihabe expression, +, we wil obtain: en) By considering that (. Miulescu, 1973), te fee roling movement diferent cquation vite at (211, wil become: en) ‘There can be seen thatthe equation (2.12) bas complex solution, wih the flowing exression = Cy-cosln-+Gy-sinin- 8) 1) ‘Theconstans Cand Can be determined by consering the boundary conditions: inthe inal moment (0), webave:¢ = Oand $= 0. ARer saving te atsinedestins sem we wil hae: Ci and Co. ‘The exon 2.13) wil become: 0 = b9-cosin0) es) ‘Afex considering the (2.14) relation, we can demonstrate tht the fe rolling movement ‘is practaly «harmonics osillstory movement. Te amplitude ofthe feeling i constat and qual withthe inal tit ange, , when the hull mets the statical stability conditions 2‘The guar fequency ofthe fee oscilation isn and Bs the folowing value where Ty the period ofthe ee rolling osilations. ‘By considering the above demonstration sad by replicing inthe expression ofthe ee silts angular velocity, the value calculated fr in equation (2.12), the expression ofthe rolling pero will be: Bea 2-n- fies es) “The length ofthe rling period will depend onthe value of transverse metaceti height, h.IFh has high vale, then Ts will ave a small one, and the osilation occurs suddenly ad in this cas, he angular velocities will have higher magnitudes Forth effective calculus ofthe rolling period there are some empiial equations, sochas (Minis, 1973 maak 16) where: .¢- proportionality coefsist with values between 0.6... 0.8 depending onthe ship ype; B-moulded breath, in meters; [fer considering the q and B are constant measurements for every ship, fama (2.16) ‘am be wren 38 follows Tpeh=et en) Rettion (2.17) hs a practical importance (, Mileseu, 1973), because i allows an easy efnton of the inal ship stability with the osiations method has we can se thatthe hell's oxilstion inthe fice rolling motion ar iscchroneus ‘osiltion, wih time length determined with the (2.15) ration. The variation chart for these ‘siltion i represented in igre 23.Figure 2:3, Unmet oxilitions in si’ ie ling movement ‘Tie ely stows tte onlin, shares the fering movement don't seve conv ampitde, big mon hy he estat ns pli on hl and pend by iran water This essa ce propor the ih angle spend nd an be crores bya moms My opps the ling oven, ie byt flowing retin: M,= aN a9 whet: 2-N — proportionality eoetisint In this case, the stability equation wil be: My Mat My +My = 0 es) Byrepicing the values ofthese moments and considering the relation (210) the stability equation vill be: Get) en 042 W- 220) [Aer solving the (2.20, expression, we will obtain the passive drag rolling movement equation o=em e21) whe isthe intial phase, “By using the term (L. Miulescu, 1973) B+ Oye +9 OF en) ‘he equation (221) will ave the lowing exprestion: 8 = Gq sin(ny +t +a) e2) where 8 the movernent’s amplitude Equation 2.28) sates that the rolling movement i actly a amortized harmonic, with the pulse dese by ng Ve 024) and the pari 028) 02, the wing 26) ‘This means thet the ped wil be mainaind withthe same value asthe cate ofthe ling ‘movement without pasiveresistace. The conclusion stat the oscillations ar isoehronous. ‘The amortsement 3, known a logarithmic decrement is been e271) hich will developed inthe following manner: im 6= 228) bm ‘The oscillations amorizement,aseording to the (228, equation, will be develope ina Iinfit ine. The reality shows that, afer removing the extemal free, the amvtizemet wil Imppen in ew minutes 3s‘The figure 2.4. shows the chart of the hul’s amortized osilations in cam sex rolling, ‘when comidering the influence of pessiveresistaces. Figure 24. The amwvtzed oscillations in he calm sealing moverent 226.The pitch movement on small amplitude waves Te osellatory movement around the G tresversal axis called pith, The forces that are ‘stablishel inthe piich movement have the same basis like the rolling movement. The pitch ‘movements studi onthe wave The pas work shoes that on cl es, the pitch movement ie rapidly aortzed and doesn't allow measurements and frter observations. Figure 25. The moments that ae acing inthe pitch movernent ‘When considering ship lating on relatively small waves, inlined on the bow with yo angle and » angular spec, thats seted up fee afterwards, then the moment std in 25. have the flowing meaning: figureE+ (Ry ~a)-p = D-H isthe logit stbibty moment, Reand Hare the radios sd espenively he longitudinal meacentre heights 1,28 ic the dynamic inein omens, opposed to the pitch movement 1 6 the ul’ 5M ‘nein meme on the Gy trnsversl axis and i is itfrent tothe buoyancy surace’s inertia moment onthe same axis, Meee ‘Sb isthe mont gaat yh wt as dive bythe ba, peed te pitch movement, onthe G transversal axis 1D My= coticen 2 te mer cca byte dig freon water ds, 2-H the ph “Th algebraic sum of these moments should be nl Mi i My ea By replcathe monet voy, we wl ita SE tng SE 42-4 Dy) H=0 20) Finally, at he roling movement aul, theres obtained the different equation: ea) ye andn = ED ‘The solution ofthe 231) equations: B= ew (G,costnie) +6, sinbni0)) ex) where: nj = VRE ‘Aferobtsining the C; and Cs constants by applying the Boundary conditions, there is developed the itch moving equation ”ning +) ea) where: ‘ye the amplitude ofthe ptcing movement; the inal phase “Te period of the pitching movement Ty is: Boon Bee 238) In order to determin the Ty valve iti necessary to know the value of l, which i is “experimentally determined ‘Hae sa series of empirical formulas, ait flows: the nets moment (t+), determined with the following elation: 1, =2-(007..009)-a-12 38) where ithe sting ine ceficint and isthe ship's gh in ters the nei moment ofthe driven water es on he transverse axis Gy Wel, 036) =the longi! metacenr: height ea) ‘whore the ship's medium daft te values determined withthe relations 2.35), (2.36) and (2.37.)are sein the relation umber (234), there wll be obtained the valve ofthe pitching oscillation period Ty withthe Sollowing expression: Ty = 2507 38) ‘The calm sex pitching prod wil be tw times smaller thea the fe rolling period27. Hus vertical oselations om ean sea ‘The previous hypotheses established during the study of lng and pitching movements ‘on calm sa are the sae with the hypotheses considered forthe versal osilaons on calm sa Aaionaly there isthe assumption that the smplitudes ae smal and in the Boating line are, the ‘ull’ socton is elingtcal 'B assuming the ulin orizontl buoyancy (igure 2.6), pressed with a vertical oriented ‘ore that ntereetsthepravity center, it maybe observed tha the daft ofthe sip wil be increased ¢ withthe BT va, te oatng line having anew poston, Wi La. Ifthe Force is emoved, then the hull wil start to osilate inthe vertical dreton, around the intial position ofthe Noting line Wot Figure 2.6.— Hull's vertical osilations When we ae considering the buoyancy ae, S, onthe ship's ul there will be developed the folowing forces: - weight force P applied in the gravity center; ‘buoyancy force 7V, applied in the buoyancy center, doa buoyancy force, BV, generated by he a Sor; ional volime: 57£ AD. snorted bythe hls mass, applied inthe gravity conten, >, where the ul driven water mass the driven water mas inertia «the dag force inthe vertical detin, propetiona tothe submergind velocity, 2+" “Theterm 2: "is used forthe proportionality coeficient By writing the equation of forces dynamic stability, we wil obtain 3) |Afer considering that P bosom: V and 6Y = $47, the diferent equation 239) will 240) ‘There canbe adopted the following notations Mh and = vt eay cr ‘he itera equation (2.40) will be writen as: 2 yr HD eo a en) where 1 is the frequency of te osilatory movements, witout considering the diag force generated by the wate ‘The ciratrisic equation ofthe (2.42) expresion is Keg Ken ea) nd it have the folowing solaton: Kaeo emy ‘The solution forthe (2-42, difrema equation isBT = e*"(C, -cos(n"st) + Cz cos(n”t)) (4s) ‘he constant terms C; and C; are determined by applying the boundary conditions ‘The period [s] ofthe fe verti ossillations i 2.46) Inpractical situations, he period is determined with empirical formulas (I, Miulesoa, 973) ANF 4s) where ithe medium dra, expressed in meters 2% Case study. Calculus of the fee oscllatons period for a model hull describing rolling, ching or vertical movement 2.8.1. Characteristic of the model ‘The MOERI KVILCC2 was concsve to provide data fr both explication of low physics snd CFD saliaton for a moder ker bul frm, No fill cle ship exists, Te planned mode tests fr the KVLCC? includes sppended hull PMM tests in deep ad Shallow water, bare hull ests in shallow water a well at fe model tests. The specific test rogram hat should be followed foreach ofthese test series sre described under Test Progra ‘Made! dat and test conditions are given below in flan mode cles es bul Table 2.1, ~The main characterise fr the KVLCC ship Cee mn eT enor Aenean Cen Pond 0.000 ‘ain particulars Tee F000 THOT [aa | ORT Tory Tie Tos | _aaa00 | TONE Bara TH Taam | oT | aT Day Tse TaraT | oan | Ota TH Tas Tier | OSE) oe a sam o2mo | azn | a.28 @) Sworaller aS a1 224s | 4sqs | 26168 a TOF Tao | ORE | ONO Or THT ToHRD | _OOHRT | OTR TCE Coy Fed aa Ta a] a Rudder i Tom Tom [Hom | Hom lsarrater | Tir Tone | oR | Ose Tara) Tos Tors | puns] OnE mae (da BS ws [ma] as Propeller Te 7 WP ] No-at bade 7 7 7 7 Day oor ooo 0a PDO ay a a RAT a va oa | aT as Tair Rig | Ram) Rane and tand fant | andCem mera Tppendsges Tee RY Ne RRR Nove [Nowe Soe "Fst conto Ta sy Te | 0a] ae Din ony aT Tas [oma] ae Se) ma 13144 2am | asses | 12704 alder Testa oat Tro | one] Oe Gey Oe Tast_| 007] Or Ta var va] NA | WE Talla os os] os | as Beier speed deep wir Ties Bir 1179 70 | ose | rar seal kn) Faasodon a oa ou | or | ora Tie model was inillly developed as case sudy Tor Smnman0e workshop (Quip inman201 4 ‘The purpose of the workshop is to benchmark the capabilites of diferent ship smaroeurng simulation methods incading systems and CFD based methods trough comparisons ‘with resuls fr tanker, container ship and surface combatant hl fem test cass. Systems based ‘methods wil be compared with ffe-model test data using provided PMM and CMT (eculir ‘motion mechanism/otatng-ann) data, whereas CFD based methods will be compared with both PMMICMT sn fre-model test data In addition to the deep water IMO manveures, SIMMAN 2014 will also focus on ‘manoeuvrng in shllow water. New fee sling and captive model tests are curently being