some 2015-mizan
TRANSCRIPT
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5th International Symposium on
Ship Operations, Management and Economics
Athens, Greece
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NEW PROPULSION CONCEPT (Patent Pending)
POWERHOUSETUG and BARGE (PTB) SYSTEM
Mizanur R. MajumderB.Sc. Naval Architecture & Marine Engineering, 1980
M.A.Sc. Mechanical Engineering, 2000Envirotech Products Development & Marketing
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My Background in Tug-Barge Systems
• 1980-84: ITB system design & operations by Mitsui Shipbuilding & Engineering, Japan
• 1984-86: Paper on ITB system design and application for Bangladesh with James Finlay Shipping, Bangladesh
• 1989-2015: Design, operation and maintenance of tug-barge systems in Fiji Islands, Canada and USA
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(Courtesy of Internet)
If ships could be designed like this
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(Courtesy of Internet)
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“Read something no one else is reading, think something no one else is thinking, and do something no one else is doing”.
What can
I do different?
Eureka,
I got it!!!
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(Courtesy of Internet)
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Current Configuration of Tug-Barge System(Courtesy of GoogleSketchUp)
(Courtesy of GoogleSketchUp)
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What’s wrong???
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Notch on the barge (added length with no virtual benefit)
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Expensive/Robust connectionbetween tug and barge
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Reduced Propulsive efficiencyTransitional loss between tug & barge
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Reduced Propulsive efficiencySmaller propulsion gear on the tug than on the barge
(Courtesy of GoogleSketchUp)
ON THE TUG ON THE BARGE
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Operational issues
• Line of Sight
• Connecting & Separating the tug & barge
• Tender/unstable tug when independent
• Reduced operational flexibility
(Courtesy of GoogleSketchUp)
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Powerhouse Tug & Barge (PTB) System
Electric Propulsion
Gear on barge
No superstructure
& Notch
Powerhouse Tug at the bow
Soft articulation
(Courtesy of GoogleSketchUp)
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Basically it providesPropulsive advantage of a ship
with Commercial advantage of a tug
(Courtesy of GoogleSketchUp)
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Factors for Acceptability
• Technical Advantage
• Operational Advantage
• Commercial Advantage
• Regulatory Acceptance
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Technical Advantage
• Increased propulsion efficiency:• Maximization of propulsive gear size on the barge than the tug
• Tug at forward end resulting in added length & better angle of entrance
• Reduced tug-barge transitional loss
• Better design of the stern of the barge
• Simpler articulation system;
Currently a small tug pushes a big barge.
(Courtesy of Internet)
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Technical Advantage
• Increased propulsion efficiency:• Maximization of propulsive gear size on the barge than the tug
• Tug at forward end resulting in added length & better angle of entrance
• Reduced tug-barge transitional loss
• Better design of the stern of the barge
• Smaller and simpler articulation system
Big barge pushing a tug in proposed concept
• Applied to both existing vessels or new constructions
• Ease in environmental compliance
• Powerhouse tug with propulsion gears for independent operation
• Barge with wireless-controlled generators for emergency operations
(Courtesy of Internet)
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Operational Advantage• No line of sight issue
• Flexible operation:• In ATB configuration or
• Quick switching to towing/pushing/berthing mode: • in rough weather or
• Failed propulsion on the barge
• Barge docking or other commercial operation
• Tug and barge as independent units
• Remote operation of barge from tug or shore
• Easy replacement of generators on the tug
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Flexible OperationsNormal Operation
(Courtesy of GoogleSketchUp)
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Flexible OperationsRough Weather Operation
(Courtesy of GoogleSketchUp)
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Flexible OperationsPowerhouse Tug Docking its Barge
(Courtesy of GoogleSketchUp)
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Flexible OperationsShore-side Operator Docking Barge
(Courtesy of GoogleSketchUp)
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Commercial Advantage
• Smaller crewing need
• Lower freeboard, resulting in increased cargo capacity
• Smaller machinery space, thus increased cargo capacity
• Higher Propulsive efficiency, saving fuel
• Cheaper articulation system
• No notch needed saving significant investment
• Increased utility & reduced downtime from build-in flexibility
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Commercial Advantage (cont.)
• Applied to both:• existing vessels; saving them from ending up in scrap yards
• new constructions, with high operational flexibility
• Additional fuel bunker in barge for higher tug endurance
• No superstructure on barge saving investment
• Low overall cost
• Quicker return on investment
• Cost effective in continued environmental compliance
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Operational Expenses(Example Vessels)
• Example Vessels:• Self-propelled vessel : 35000dwt, 730ft Loa, 78ft B, 45 D• Tug & Barge system : 35000dwt, 730ft Loa, 78ft B, 45 D
• Standard for a self-propelled vessel:• Crew wage & benefits: 40 to 45%• Fuel cost: 40 to 45%
• Tug assist: 0.5%
• Standard for a tug & barge:• Crew wage & benefits: 25 to 30%• Fuel cost: 50 to 55%
• Tug assist: 1.0%
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Crewing Need
• 35000dwt cargo vessel: 730ft Loa, 78ft B, 45 D
• Crew need: 22
• 35000dwt Tug & Barge: 730ft Loa, 78ft B, 45 D
• Crew need: 13
• 41% reduction in crew requirement
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Lower Freeboard Assignment
Freeboard assignment for an unmanned barge is up to 25% less than that of a manned vessel. That means:
• The barge will be smaller in overall cubic size
• May be able to maximize its propeller size
• Cheaper in hull cost
• Increased cargo capacity
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Cost Saving in Hull & Superstructure
• 25% reduction in freeboard assignment
• Around 6.4% of depth reduction
• Hull weight saving of around 3% (250Tons)
• Translates into additional cargo capacity
• 41% reduction in cost of superstructure
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Cost of Propulsion and related systems
• May weigh as much as 900Tons for the example vessel
• PowerhouseTug will be around 7% in cubic volume of the example ship
• Expected a saving of over 500Tons in weight• Propulsion power transmission system: No gearbox needed
• Maneuvering system: Saving of bow thruster by using tugs azimuth
• Cost of Regulatory requirements• Bilge & Ballast system: 75% saving
• Navigational Equipment: Same
• Firefighting & Safety Appliances: 40% saving
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Life-cycle Cost
• Crewing: Over 41% reduction than ship
• Fuel: Lower than ship; way lower than Tug & Barge
• Tug Assist: Virtually none
• Maintenance Cost: Less than 50% of ship
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Cargo Capacity Increase
• Manned vessel: 730ft Loa, 78ft B, 45 D, 27.5ft d• 35000dwt
• Unmanned Barge: 730ft Loa, 78ft B, 45 D, 31.85ft d• 41400dwt
• 18.25% increase in cargo capacity
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Typical Powerhouse/Tug
(Courtesy of GoogleSketchUp)
GeneratorsTrunk
Connection System
Electric Azimuth
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Machineries for Tug & Barge6.6KVA system
(Courtesy of GoogleSketchUp)
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Typical Control System
(Courtesy of Marine Automated System Technology)
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Typical Control System (cont.)
(Courtesy of Marine Automated System Technology)
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Any floating structure with portable drive(Extended utilization)
(Courtesy of GoogleSketchUp)
Portable Electrical Propulsion Gear
Powerhouse/Tug
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Powerhouse Tug as Floating Mobile Power Plant(Extended Usage)
(Courtesy of GoogleSketchUp)
Generators
(Courtesy of GoogleSketchUp)
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Regulatory Acceptance
• No new science or technology development will be involved in:• Propulsion gear design
• Articulation system design
• Electrical power transmission & quick disconnect design
• Control system design
• Higher flexibility in operations
• It is more safer than existing systems
• Virtually nothing to be added to existing regulations
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• Invite companies or individuals for connection and propulsion system design
• Invite regulatory authorities to work on rules and requirements for this new concept
• Invite all to add your ideas and suggestions and make it a success.
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Questions or Comments, Please.
Thanks for your patience