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Ferry Energy Saving Technologies
Background : Fleetway & Knud E Hansen will be working together to prepare the new design for an 80m-ish ferry for Canadian operation. The ferry operates back and forth on a very short route (~40min) making around 15 trips over a 12hr period. It then sits at the dock until the nexts days service begins (Fogo Island Service). The vessel must content with ice in the winter.
Discussion : What fuel consumption technologies are suitable for such a small vessel operating in this sort of service? The available maintenance team is rudimentary suggesting that exotic materials and equipment is not practical.
Discussion : What fuel consumption technologies are suitable for such a small vessel operating in this sort of service? The available maintenance team is rudimentary suggesting that exotic materials and equipment is not practical.
Replies to This Discussion
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Permalink Reply by Esa Jokioinen on -
John,
is that a double ender? If not, I would pay attention on port manoverability and docking procedures to ensure effective departures and arrivals (minimize crossing speed). Considering the 12hr idle time I would also focus on adaptibility and load response on all systems to minimize excess hotel load. Likewise, auxiliaries for the machinery as well as the main machinery itself should be able to adapt to load variations as powering and external conditions assumably vary depending on season.
-Esa
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Permalink Reply by John Volc on -
I like the idea of flexibility within auxiliary systems as they will be running 24-7. Any specific examples of how to accomplish this?
There is also a need for considerable flexibility in propulsive power to run efficiently in the summer and still be able to push through ice in the winter. Any thoughts? Is there anything that can be learned from Baltic ferries?
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Permalink Reply by Esa Jokioinen on
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Flexibility of auxiliary systems is rather easy to accomplish by utilizing e.g. novel automation systems and vfd's for pumps and fans etc.. Savings in fuel costs can be considerable when comparing to a standard technology and as we have experienced pbt is usually also very attractive (0,5-2 yrs) if the systems are configured wisely taking into account building and commissioning costs.
It also crossed my mind that taking into account the long idle time it might be a good idea to consider using chargable batteries or shore supply in combination with "flexible systems".
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Permalink Reply by John Volc on
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The project is progressing nicely. As the ambient sea water is quite cold (~15C max) we are looking into using skin cooling thereby eliminating the SW Circ pumps entirely. Has this been done before? Any operational considerations?
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Permalink Reply by Think twice on -
For operational consideration I would suggest standard Back-up system, just in case...It could be only a 50% Back-up if cost considération but something there in case ski colling in ont suffisaient or something happend.
For flexibilties diesel électricité could be consider as they offer the fuel economy on a system lie yours. Also, for energy efficiency I would also consider using jacquet wasted Heat to heat-up accommodations, domestication hot Water or any other heat load that you have.
Avoir any type of electric heating as much as possible. Use exhaust gas wasted heat with a thermal oil waste heat sytem if you can fond a heat custommer for it.
Diesel engines are only 50% efficient thermally, the best way to save fuel and money is to recover part of this heat. thé problème is that lot of ship don't havé thé heat load to absorb all thés waste heat. If your ship run in cold région you should consider this you should havé a return on investiment in les than 2 years.
Good luck!
John Volc said:The project is progressing nicely. As the ambient sea water is quite cold (~15C max) we are looking into using skin cooling thereby eliminating the SW Circ pumps entirely. Has this been done before? Any operational considerations?
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