SHIP DESIGN

for energy efficiency

Sunawan

Ship Design for Energy efficiency 1

 SHIP DESIGN
for Energy Efficiency

The following are some options for energy efficiency:

Effeciency Of Scale < 4%

A larger ship will in most cases offer greater Regression analysis of recently built ship
transport efficiency –“Efficiency of Scale”ef- show that a 10% larger ship will give
fect. about 4-5% higher transport efficiency.
A larger ship can transport more cargo at the
same speed with less power per cargo unit.
Limitations may be met in port handling.
Efficiency of scale < 4%

A larger ship will in most cases offer greater Regression analysis of recently built ships
transport efficiency – “Efficiency of Scale” effect. show that a 10% larger ship will give about
A larger ship can transport more cargo at the 4-5% higher transport efficiency.
Reduce Ballast
same speed with less power per cargo unit.
Limitations may be met in port handling.
< 6%
Removing 3000 tons of permanent ballast from
MORE INFO
a PCTC and increasing the beam by 0.25 metres
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to achieve the same stability will reduce the
propulsion power demand by 8.5%.
12 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Minimising the use of ballast (and other unneces-

sary weight) results in lighter displacement and thus
lower resistance. The resistance is more or less directly propor-
tional to the displacement of the vessel. However there must be
enough ballast to immerse the propeller in the water, and pro-
vide sufficient stability (safety) and acceptable sea keeping be-

Ship Design for Energy efficiency 2

Lightweight <6%

The Use of Lightweight structure can reduce tha ship weight, in structure that to do not con-
tribute to global strength, the use of aluminium or some other light material may be an attrac-
tive Solution.

The weight of the steel structure ca also be reduced. in a conventional ship, the steel weight
can be lowered by 5 - 15%, depending on the amont of high tensile steel alredy in use.

A 15 % reduction in steel weight will give q reduction of < 10% in propulsion power require-
ment. However, a 5% saving is more realistic, since high tensile steel has already been used to
some extent in many cases.

Optimum main dimension <10%

Finding the optimum length and hull fullness ratio (Cb) has a big impact on ship resistance. A
high L/B atio means that the ship will have smooth lines and low wave making resistance. On
the other hand, increasing the length means a larger wetted surface area, which can have a
negative effect on total resistance.

A too high blok coefficient (Cb) makes the hull lines too blunt and leads to increased resis-
tance.

Ship Design for Energy efficiency 3

Adding 10 - 15 % extra length to a typical product tanker can reduce the power demand by
more than 10%

Minimising resistance of hull openings <5%

The water flow disturbance from opening to bow truster tunnels and sea chest can be high. It
is therefore beneficial to instal a scallop behind each opening. Alternatively a grid that is per-
pendicular to the local flow direction can be installed. The location of opening is also impor-
tant. Minimising resistance of hull openings < 5%

The water flow disturbance from openings to bow Designing all openings properly and locating
Designing all openingthruster tunnels and sea chests can be high. It is
properly and locating them correctly
therefore beneficial to install a scallop behind each
them correctly can give up to 5% lower power
can give up to 5% lower power de-
demand than with poor designs. For a container
opening. Alternatively a grid that is perpendicular vessel, the corresponding improvement in total
mand than with poor todesigns.
the local flow direction can be installed. The energy consumption is almost 5%.
location of the opening is also important.

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20 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Ship Design for Energy efficiency 4

Air lubrication <15%

Compressed air is pumped into a recess in the bottom of the ship’s hull. The air build up a
“carpet” that reduces the frictional resistance between the water and the hull surface. This re-
duces the propulsion power demand. The challenge is to ensure thats the air stays bellow the
Air
hull andlubrication
the does not escape. Some pumping power is needed. < 15%

Compressed air is pumped into a recess in the Saving in fuel consumption:

bottom of the ship’s hull. The air builds up a “carpet” Tanker: ~15 %
Saving
that in fuel the
reduces consumption:
frictional resistance between the Container: ~7.5 %
water and the hull surface. This reduces the
propulsion power demand. The challenge is to PCTC: ~8.5 %
Tanker ~ 15% Ferry: ~3.5%
ensure that the air stays below the hull and does not
escape. Some pumping power is needed.
Container ~ 7.5%

Ferry ~ 3.5% MORE INFO

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21 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Ducktail waterline extension <15%

A ducktail in basically a lengthening of the aft ship. The basic idea is to lengthen the affective
waterline and make the wetted transom smaller.

This has a positive effect on the resistance of the ship. In some cases the best result are
achieved when a ducktail is used together with an interceptor.

5 - 10% lower propulsion power demand. corresponding improvement of 3 - 7% in total energy

consumption for a typical ferry.

Ship Design for Energy efficiency 5

 Ducktail

Ship Design for Energy efficiency 6

References

WARTSILA.

Ship design.

february 2009.

Dr. M. INSEL

Design Techniques for Advanced Marine Vehicles

february 2000

Ship Design for Energy efficiency 7