Upload
duongkhuong
View
222
Download
3
Embed Size (px)
Citation preview
La progettazione di una grande nave da crociera
Alessandro Maccari
18 Dicembre 2013
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
FINCANTIERI at a glance
• 5th
most important shipbuilding group in the world
• 21 shipyards in 3 continents
• About 20000 employees (8400 in Italy)
• 1st player in terms of diversification & activities in high-value sectors:
…
UNIQUE OPPORTUNITIES OF CROSS-FERTILIZATION
65 cruise ships built
1/3 of worldwide fleet
carrying 8M pass./year
.
200 YEARS OF TRADITION, 7000 SHIPS BUILT
Design Documents Completation
Functional Design
Material provision and expediting
Coordination Design
Executive Design and subdivision in Pallets
Executive Planning and work scheduling
Production from raw material
Pre-fitting and pre-assembly of blocks
Keel laying, assembling and launching
Outfitting Commisioning
Delivery
Start Delivery Production Development
Sea Trials
S K L D
PROJECT MANAGEMENT
Basic Design and Negotiation
Approx. 12 months Approx. 24 months
Life-Cycle Management
Operative Planning
Precontractual Phase
CONTRACT
MOA Proposal / Initial Design
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
“Ship design is a complex process
involving the integration of many subsystems
into a final solution
which must simultaneously meet
cost and effectiveness measures”
• Coordination of different stakeholders
• Integration of solutions, systems, components
• Careful planning of make-buy strategies
• Cost-effectiveness & Value for money
• Product & Process optimization (design & production)
The role of a shipyard
Basic Design Dept.
Main Activities
• General Arrangement plan
• Ship Technical specification
• Ship Weight breakdown
• Capacity plan
• Bulkhead plan
• Loading Conditions
• Geometric Midship Section
• Engine room Arrangement and “in principle” Diagrams
• Preliminary balances (electrical, air, water, steam)
• Plants / Architects border definition
• Precoordination plans
• Cabin layouts
• Catering item list and layouts
• HVAC / Ventilation calculations
G020 * CUCINE-RIPOST.-BANCHI BAR-PREPAR. ROOM
G020 * DECK 3
G020 0806 * Deck 3 - Crew galley oss. 44-56
G020 0806 Pavimentazione CR-ARR PRC-01 mq 85 30 2.550 35,00 -7,00 8,62
G020 0806 Coaming, foundation and gutterway CR-ARR PRC-01 mq 85 20 1.700 35,00 -7,00 8,65
G020 0806 Pareti CR-ARR PRC-01 mq 85 35,0 2.975 35,00 -7,00 9,80
G020 0806 Porte CR-ARR PRC-01 n 4 80 320 35,00 -7,00 9,55
G020 0806 Soffittature CR-ARR PRC-01 mq 85 17,0 1.445 35,00 -7,00 11,05
G020 0806 Imp. Elettrico CR-ARR PRC-01 mq 85 16 1.360 35,00 -7,00 9,95
G020 0806 Imp. Idrico CR-ARR PRC-01 mq 85 2 170 35,00 -7,00 9,05
conteggiati gli allacciamenti, il
peso dei tubi delle
sottostazioni è conteggiato
nella WBS D_fam
G020 0806 Arredamenti CR-ARR PRC-01 mq 85 85 7.225 35,00 -7,00 9,55
G020 0806
G020 0806 * Totale area 17.745 35,00 -7,00 9,52
G020 0806 * TOTALE DECK 3 17.745 35,00 -7,00 9,52
G020 * DECK 4
G020 0806 * Deck 4 - Galley oss. 35-76
G020 0806 Pavimentazione CR-ARR PRC-01 mq 560 30 16.800 37,00 0,00 11,52
G020 0806 Coaming, foundation and gutterway CR-ARR PRC-01 mq 560 20 11.200 37,00 0,00 11,55
G020 0806 Pareti CR-ARR PRC-01 mq 560 35,0 19.600 37,00 0,00 12,70
G020 0806 Porte CR-ARR PRC-01 n 6 80 480 37,00 0,00 12,45
G020 0806 Soffittature CR-ARR PRC-01 mq 560 17,0 9.520 37,00 0,00 13,95
G020 0806 Imp. Elettrico CR-ARR PRC-01 mq 560 16 8.960 37,00 0,00 12,85
G020 0806 Imp. Idrico CR-ARR PRC-01 mq 560 2 1.120 37,00 0,00 11,95
conteggiati gli allacciamenti, il
peso dei tubi delle
sottostazioni è conteggiato
nella WBS D_fam
G020 0806 Arredamenti CR-ARR PRC-01 mq 560 85 47.600 37,00 0,00 12,45
G020 0806
G020 0806 * Totale area 115.280 37,00 0,00 12,42
G020 0806 * TOTALE DECK 4 115.280 37,00 0,00 12,42
Maybe we should have done those backups...
“This system cannot possibly go wrong”
But if it goes wrong,
it turns out to be impossible to get at, or repair…
Back to 1994…
“…The vessel should be designed
against performance criteria,
on the basis of the application of
assurance technology techniques,
to ensure that the vessel is safe, reliable,
easily maintained and has high availability”
120 cm / 47 in.
THE RESULT
Inaugural Cruise: May 26, 1998
Tonnage: 107,517
Passenger Cabins: 1,301
Length: 949 feet
Height: 188 feet
17 Decks
Registry: Bermuda
Owner’s targets for business, environmental & safety performance of the ship
These issues had never before been addressed in this way for a cruise ship
Additional Class Notations
• Availability of Machinery
• Duplicated Propulsion System
• Independent Propulsion System
SOLAS – Safe Return to Port
design criteria - not details
Selected scenario
Casualty threshold
(fire / flooding)
One of the first ever
to build a fully certified
SRTP large cruise ship
Today: innovative arrangements, layouts
and design configurations
EVOLUTION OF RELIABILITY, AVAILABILITY, REDUNDANCY present past
Pragmatic trade off :
complexity vs. reliability & availability
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
ACTIVITIES COVER THE ENTIRE SHIP LIFE-CYCLE
PRECONTRACTUAL
Main hydrodynamic characteristics (propulsion, manoeuvring, etc.)
Preliminary hull forms
Basic stability requirements
DESIGN DEVELOPMENT
Hull forms, appendages, propeller
Hydrodynamic calculations, model tests
Stability calculations
Capacity plan
DELIVERY
Sea trials, Inclining test
Final delivery documents approved by Class & National Flag Authority
Naval Architecture
HULL FORM DESIGN Optimised by Computational Fluid Dynamic (CFD - potential and viscous flow codes) - and model tests Model basins: MARIN, SSPA, VMB, Krylov, DMI Hull form developed using NAPA system, for subsequent use in stability calculations and steel structure design
APPENDAGES DESIGN
Shaft brackets, rudders, pod, bilge keels Optimum position and orientation carried out by viscous flow CFD and model tests. Target: minimum resistance, optimum water inflow to the propeller, minimisation of cavitation phenomena, maximum comfort
ACTIVITIES DESCRIPTION
PROPELLER DESIGN
Fixed pitch propeller design & verification
Strict co-operation with controllable pitch propellers suppliers throughout the design process
Tools: traditional lifting surface theory, newly developed panel method code, model tests evaluation of propulsive performance, cavitation, induced hull pressure pulses, integrated forces for 3D vibration analysis.
Blade design to minimise in-water energy generated by the propeller (blade frequency pressure pulses, broad-band energy) in relation to noise and vibration limits. Model tests in advanced facilities, analysed on a wide frequency range
Application of CFD, based on viscous flow (RANSE codes), to decrease excitation forces and noise generated by the propeller.
MANOEUVRING AND CRABBING
Calculations using a code based on statistical hydrodynamic coefficients
Model tests in an ocean basin (MARIN, SSPA, MARINTEK)
Evaluation of manoeuvring performances
Evaluation of transverse thrusters arrangement & power to meet the required crabbing criteria
SEAKEEPING
Calculations with linear code (motions, accelerations, etc.)
Operational study based on longt term analysis tailored on ship mission profile
Model tests in an ocean basin (MARIN, SSPA, MARINTEK, Krylov)
STABILITY Intact and Damage stability calculations, using NAPA system Approval process with Flag Authorities & Classification Societies
LOADING CONDITIONS
Stability, trim, bending moments and shear forces Continuous check of deadweight and stability margins compared with the scheduled lightweight throughout the design process
SEA TRIALS
Check proper loading condition to reach the required draught and trim Carry out speed and manoeuvring preliminary and official trials
INCLINING TEST
Preparation of the official inclining test (loading condition and procedure) Performing the test, measurement of all necessary data Stability manual based on final lightweight data and submission to Class for approval
Naval Architecture activities
Free surface simulation
(viscous code)
Naval Architecture activities -Shaft and Struts orientation
-Wake analysis
(Viscous Computation)
Naval Architecture activities
Appendages Design
Naval Architecture activities
Naval Architecture activities
Naval Architecture activities
Naval Architecture activities
Hull and superstructure design
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
PRECONTRACTUAL
Structural Configuration for G.A. Plan;
Midship Section: Main Scantlings, preliminary assessment of Longit. Strength (DNV NAUTICUS, LR
Rules)
Hull Weight and Center of Gravity;
Technical Specification for Hull and Painting
CONTRACTUAL
Detailed Midship Section
Hull Modelization (NAPA Steel )
Horizontal, Longitudinal, Transversal Sections for Class and Owner approval (NAPA Steel /
MICROSTATION)
Rule Scantlings and Structural Static Analyses for Longitudinal / Transversal / Local Fatigue / Buckling
strength by F.E. Models (PATRAN / NASTRAN)
Qualitative Dynamic Analyses (PATRAN / NASTRAN)
Design of Passenger Crew Stairs
Painting Specification and related documents
Hull Activities
Longitudinal Strength (Still water/ Wave/ Whipping) Global F.E. Models
Transversal Strength (Racking) Global F.E. Models
Local Strength: Local Areas of Overhanging/Critical Openings in
Longitudinal/Transversal Bulkheads/Main Lounges/ Atrium/ Funnel/ Mast Static
and Dynamic, Local Stress Concentration, Buckling, Fatigue Local F.E. Models
STRUCTURAL DESIGN from Macro to Micro (PATRAN/NASTRAN)
Hull Activities
NAPA STEEL
Hull Tools
Global finite elements
models
Disco of Grand
Princess Class
Analysis of stress
concentration
Hull Activity
Pod of Vista Class
Transverse deflection of
superstructure
Local Strength (door frame model): NASTRAN PATRAN
Hull Tools
Noise and Vibration Activities
Noise and Vibration Activities
Max Vibration Velocity
Noise and Vibration Activities
Torsion
Mode 3
Mode 1
Noise and Vibration Activities
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
Underwater Noise Emissions
6
ISO Protecting marine ecosystem from underwater radiated noise Measurement and reporting of underwater sound radiated from merchant ships Standardization in the field of under water acoustics IMO Provision for the reduction of noise from commercial shipping and its adverse impacts on marine life EC Several research projects & specialist groups Standard and Regulations do not specify or provide any criteria for adverse effect of underwater sound radiated from ships to marine ecosystem.
7
overlapping groups and initiatives
lack of coordination and clear objectives
who is doing what ?
what are we looking for ?
impact on ship design - production –
operation ?
Industry
noise WG
Calculation model based on SEA (Statistical Energy Analysis): 1. Covering a large range of frequencies;
2. Showing how energy generated by sources on board (vibrations and/or sound waves)
spread through the structure into the sea;
3. Building a large data base of materials and structural response
Yard Efforts
MACHINERY ROOM AIRBORNE NOISE
IRRADIATED INTO THE WATER
MACHINERY ROOM STRUCTURAL NOISE
IRRADIATED INTO THE WATER
11
Underwater Noise Limits and
Measurement Procedures
Human hearing
Human beings can
hear frequencies from
about
20Hz to 20kHz
Biologists
TTS temporary
threshold shift
PTS permanent
threshold shift
• Experiments to measure PTS in marine mammals are unethical
• Consequently, researchers have concentrated the study on TTS
• The sound pressure levels at which PTS are expected to occur are estimated using the experience on human beings of the sound level differences between TTS & PTS
ISO Methodology
12
3
D
d
4
51
2
3
4
5
7
d
6
1
4
2
3
56
7
1
4
2
3
78
9
10
56
D
L
2L2L
12
3
A BC
CPA
4
• 1 target ship • 2 Sailing course • 3 Observation vessel or buoy • 4 hydrophone • A Measurement start point • B Measurement end point • C Position of the hydrophone • D Horizontal distance between the
target ship and hydrophone • L Overall length of the target ship
The in-water unit is deployed using a lifeboat
The buoy is fastened to the lifeboat by a floating rope.
CETENA Methodology
16
Acoustic Signature Database for Cruise Vessels
ambiguous response because there are no unique and agreed criteria…
Underwater Noise Emission Sources
Underwater sound transmission
Noise sources with respect to underwater
noise emission
Finite Element models (software Actran + ANSYS) built up for machinery and propeller noise sources
Hull
vibration
Propeller
noise
Calculations
20
20*Log(r/r0), i.e. 6 dB
Calculations
21
Broad Band Sheet cavitation
150 mm spacing 100 mm from the hull
Transfer function
Propeller Source
Calculations
Summary
Calculations
Objective: Automatic system on board to evaluate
actual noise emissions lower emission strategies
(e.g. changing speed)
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
REDUCED FUEL USAGE – FUEL COST SAVING
MARPOL Annex VI (Jan.2013) “Energy Efficiency ”
EEDI mandatory for new ships, SEEMP for all ships
Rising cost of fuel is the real driver
behind marine clean technology adoption
Focus on solutions by pay back timescale
Return of 3-5 years required on environmental tech. investment
Shipbuilders live merrily…
…until they meet the accountant
Why emphasis on Life-Cycle Cost ?
NPV costs of a product over its entire life-cycle
Initial investment costs + running costs and revenues
The life-cycle can be subdivided into different phases, as necessary
e.g. addition of new cabins, energy-saving retrofitting
Net Present Value calculation
Pay-Back-Time
For the past several years
cruise lines and yards looking for more energy efficiency
Price targets for cruise ships getting more and more challenging
Ships getting more and more complex
Improved guests expectations, enhanced safety standards
Strict environmental requirements.
Are we reaching the end of the road ?
Can we streamline any more and cut costs ?
How?
Energy saving as a key design driver
FINCANTIERI:
More than 90 energy-saving interventions implemented on new ships:
• Hydrodynamic & Propulsion Efficiency
• Energy Generation & Distribution
• Accurate & Dynamic power management
• Air Conditioning & Ventilation
• Heat Recovery
• Electrical
• Control Systems & Automation
Energy saving = propulsion … or more ???
maximum speed, ambient temperature, house lighting,
ventilation, galley equipment, local entertainment,
thermal insulation, k-factor of glazing, solar cells, pods,
new materials, air conditioning, hull forms, antifouling, propellers, fixed/variable speed equipment, led lights, fan coils,
friction coefficient, painting systems, fin stabilizers,
side thrusters, trim wedges, hull appendages, video eq.,
hvac chillers, smart cards for cabin energy, propulsion motors,
heat recovery, equipment cooling, air supply fans,
fresh water generators, adsorption chillers, laundry equipment,
heaters, amplifier racks, communication, theatre equipment,
elevators, swimming pools, and many many more … … …
Energy ≠ Power
Energy = Power x Time
Energy balance = how energy is produced and consumed
Electric load analysis = evaluation of energy flows
(mechanical, thermal)
Too often systems are designed for full power operation
They do not work effectively at part load (e.g. slow steaming).
This is also true for heat recovery
(e.g. low engine load = low heat recovery,
oil-fired boilers continuously needed to cover evaporators heat demand)
31
Energy efficiency : how ?
Energy Efficiency
Design Index (EEDI)
P erc entag e of T otal F leet D is tanc e T ravelled with R es pec tive
S peed - S ummer
0.00
0.05
0.10
0.15
0.20
0.25
Re
lati
ve
fre
qu
en
cy
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
S peed [kn]
New Configuration of Machinery and Aux. Systems
Propulsion Power Management
Electric Loads
Fresh Water Generators Waste Water Treatment Ship Power Station
Fresh Water Consumption & Production
Black Water Vacuum System
Passenger Vessel Cruise Profiles
Rules for LNG Pax Vessels
Dual-Fuel Engines & Systems
Design of Dual-Fuel LNG Vessel
New Energy Balance
Alternative green power generation
Hydrodynamic & Propulsion Efficiency…
• Computational Fluid Dynamics / potential / viscous codes
• Simulation Based Design for numerical optimization
• Hull forms and appendages
• Hull surface treatment
• Propeller / Rudder design
Latest piece of this puzzle: five-year term agreement between
FINCANTIERI and KRYLOV State Research Center of Russia
Joint R&D activities,
Realization of new generation products and technical services
…and more
Air Conditioning
HVAC is 2nd
energy user after propulsion
Fan-coils / adaptive recirculation / heat recovery / natural ventilation
Electrical
Reduced distribution losses in the network
AC vs. DC with variable speed generation and distribution
Frequency controlled consumers
Lighting - energy and heat efficient, reducing demand for power & HVAC
Control Systems & Automation
Advanced Integrated Automation Monitoring & Control System
for process efficiency and lowest cost operational performance
Impiantistica elettrica sulla C.6223 Royal Princess
3.900.000 m di cavi
65.000 m di strade cavi
20.300 alimentazioni elettriche
510 sottoquadri di distribuzione
33 quadri centralizzati avviatori in apparato motore
16 sottostazioni
…
3.900.000 m di cavi elettrici così ripartiti
Automation
5%
Air Conditioning
7%
Lighting
14%
LV Distrib.
15%
Miscellaneous
9%
Local
Entertainment
System
8%
Navigation
2%
Comm.
& Security
40%
Operation
Mechanical & Thermal power originate from fuel
Optimum ship operation means fuel saving
• Focusing on both energy production & consumption
• Avoiding system operating at low efficiency modes
• Running devices only when needed
• Tuning systems to meet actual operation modes
• Voyage planning / route optimization
• Training - understanding how any single device affects the whole
What is next ?
• Intelligent control system balancing the loading of each
component for maximum system efficiency
• Hybrid auxiliary power generation:
fuel cell, diesel generating set and batteries
37
Lessons Learned
Ships sharply defined, highly optimized for service profiles
Solutions integrated in a comprehensive
all-encompassing ship configuration assessment
based upon Cost Effectiveness
Benefits from partnership shipyard-cruise lines
proceeding by steady evolution
incremental changes
constant improvement
GREEN
Gas Naturale Liquefatto:
soluzioni progettuali per navi passeggeri
ed interfaccia logistica bordo-terra
39
PERCHE’ IL GAS NATURALE
NOx
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.0
11.0
12.0
13.0
14.0
2000 2005 2010 2015 2020 2025
Year
NO
x L
imit
g/k
Wh
(5
14
rpm
)
Tier I
Tier III (ECA)
2011
2016
Tier II Global
SOx
LNG come combustibile consente sensibili riduzioni delle emissioni inquinanti rispetto ai combustibili attualmente in uso (Heavy Fuel Oil, Marine GasOil):
- 99% di SOx - 90% di NOx - 20% di CO2 - 99% di particolato
Le normative internazionali impongono limiti progressivamente più severi
Fonti: • Bob Alton PCL: Emissions Abatement Technology
LNG Strategy – Miami, March 12 • Danish Maritime Autority: North European LNG
Infrastructure Project
Marine LNG Terminals
Existing or
under construction
Proposed
Exisiting & Expected ECA’s
Existing
Discussed
Planned
Fonte: Bob Alton PCL: Emissions Abatement Technology LNG Strategy – Miami, March 12
Verranno ampliate le aree protette a livello globale
PERCHE’ IL GAS NATURALE
Si prevede un trend del prezzo del gas (LNG) inferiore del 30-40% rispetto ai combustibili tradizionali
PERCHE’ IL GAS NATURALE
Gli Armatori di navi passeggeri - da crociera e traghetti - chiedono già oggi ai cantieri la progettazione di navi alimentate a LNG / dual-fuel
SVILUPPO DELLA PROPULSIONE A GAS NEL NORD EUROPA
Fonte: Bob Alton PCL: Emissions Abatement Technology LNG Strategy – Miami, March 12
CONSEGNA NOME ARMATORE LFT COSTRUTTORE
2000 Glutra 122,0
2006 Bergensfjord 130,0
2007 Stavangerfjord 129,0
2007 Raunefjord 130,0
2007 Mastrafjord 129,0
2007 Fanafjord 130,0
2009 Moldefjord Fjord1 122,2 Remontowa Shipbuilding SA (PL)
2009 Tideprinsen Tide Sjø 50,0 STX France
2009 Tidekongen Tide Sjø 50,0 STX France
2009 Tidedronningen Tide Sjø 50,0 STX France
2010 Fannefjord Fjord1 122,2 Remontowa Shipbuilding SA (PL)
2010 Romsdalsfjord Fjord1 122,2 Remontowa Shipbuilding SA (PL)
2010 Korsfjord Fjord1 122,2 Remontowa Shipbuilding SA (PL)
2012 Landegode Torghatten Nord 93,0 Remontowa Shipbuilding SA (PL)
2012 Vaeroy Torghatten Nord 93,0 Remontowa Shipbuilding SA (PL)
2012 Baroy Torghatten Nord 93,0 Remontowa Shipbuilding SA (PL)
2013 Lodingen Torghatten Nord 93,0 Remontowa Shipbuilding SA (PL)
2013 Viking Grace Viking Line 214,0 STX Finland
2013 Stavangerfjord Fjord Line 170,0 Bergen/Fosen (N)
2013 Bergensfjord Fjord Line 170,0 Bergen/Fosen (N)
2013 NA Tide Asa 124,0 Remontowa Shipbuilding SA (PL)
2013 NA Tide Asa 124,0 Remontowa Shipbuilding SA (PL)
2014 STQ STQ Quebec 130,0 Fincantieri (I)
TOTALE 23
STX Europe-Norwegian ShipyardsFjord1
Esistono già normative internazionali specifiche, anche se talvolta riferite al trasporto piuttosto che all’utilizzo di LNG:
• International Code for the Construction & Equipment of Ships Carrying Liquified Gas in Bulk – IGC Code;
• International Code of Safety for Ships using Gas or other low flash point fuels – IGF Code & Guidelines,
• Regolamenti e linee guida dei principali Registri di Classifica
GAS NATURALE LIQUEFATTO: SOLUZIONI PROGETTUALI PER NAVI PASSEGGERI
IMPIANTISTICA DI BORDO: MOTORI E GENERATORI
In produzione tre tipi di motori alimentati a LNG:
- Gas-Diesel: funzionamento mediante miscelazione di gasolio e gas o solo gasolio. Ciclo Diesel con l’immissione del gas ad alta pressione
- Dual-Fuel: funzionamento a gas con 1% di MGO e il restante di gas; può funzionare a solo gasolio. Immissione del gas a bassa pressione.
Tali sistemi implicano la presenza di una doppia alimentazione, doppi serbatoi e doppio piping di alimentazione, sistemi di sicurezza per entrambe le alimentazioni…
- Spark Ignition Gas: L’unico combustibile è il gas, la combustione della miscela di gas ed aria avviene in un ciclo Otto, innescata da una scintilla. L’immissione del gas avviene a bassa pressione.
Source: MAN Diesel & Turbo
IMPIANTISTICA DI BORDO: STOCCAGGIO DEL GAS
Studi su sistemi dual-fuel e progetti precompetitivi: • nave passeggeri con serbatoi gas orizzontali • ferry con serbatoi gas verticali
INIZIATIVE DI RICERCA FINCANTIERI PER NAVI ALIMENTATE A LNG
Breakthrough in European Ship and Shipbuilding Technologies
Ministero Istruzione Università e Ricerca PON R&C - Progetto SEAPORT • Studio di sistemi per le aree portuali e l’interconnessione
nave–porto finalizzato all'alimentazione di navi bi-fuel.
Typical Mediterranean Passenger Ferry
LNG as environment friendly marine fuel
4 Wärtsilä 9L50DF Diesel Electric Engines
(500 rpm, 50Hz)
Vertical LNG tanks
TOTAL ENERGY MANAGEMENT AND ALTERNATIVE ENERGY SOURCES
2 independent tanks type C,
in accordance with IMO IGC Code
Filling and loading limit in accordance
with IMO IGF Code.
Tot. design pressure = 11.6 bar (g)
Design temp. range = -196 +45 ˚C
LNG Low Heating Value = 49,2 MJ/kg
Inner shell = Austenitic stainless steel
Insulation = Vacuum insul. + perlite
LNG tank dimensions = 3,6 x 24 m
LNG capacity = 2 x 165 m3
TOTAL ENERGY MANAGEMENT AND ALTERNATIVE ENERGY SOURCES
A ship with traditional E.R 100% HFO B1 ship with Dual-Fuel E.R. 100% LNG B2 ship with Dual-Fuel E.R. LNG 50% HFO 50%
Thanks to lower emissions,
good performance in all
environmental KPIs
Notwithstanding a higher
investment, benefits also
on NPV KPI
Loss of 16
internal cabins
traditional
50% LNG
100% LNG
traditional
100% LNG
50% LNG
traditional
50% LNG
100% LNG
traditional
100% LNG
50% LNG
traditional
50% LNG
100% LNG
traditional
100% LNG
50% LNG
Trend of
positive
effects
Innovation effect
traditional
100% LNG
Loss of 16 internal cabin revenue is minimal in comparison with fuel consumption over 30 years
NPV reduced because of LNG propulsion
LNG + HFO effects to be added together
FINCANTIERI C.6239 «GAUTHIER» Matane–Baie-Coeau–Godbout Ro-Ro Passenger Ferry
L=133m, B=22m, T=5m, Vel.20 nodi, 1000 passeggeri, 180 auto Consegna fine 2014 in Canada. Concentrato di tecnologia e innovazione. • Standard più evoluti in termini di risparmio energetico e basso impatto ambientale. • Propulsione diesel-elettrica, 4 diesel “dual fuel” (LNG/marine diesel oil) tot. 20,9 MW • 2 motori elettrici di propulsione • 2 propulsori azimutali, ciascuno con 2 eliche contro-rotanti • Capacità di carico / scarico in tempi molto rapidi • Certificato con max. classe prevista dai registri e max. classe ghiacci (1 A ed 1 AS)
35 Nm
30 Nm
FINCANTIERI C.6239 «GAUTHIER» Matane–Baie-Coeau–Godbout Ro-Ro Passenger Ferry
1.600 viaggi/anno = 205.000 passeggeri + 118.000 veicoli
Svantaggi • Potere energetico inferiore ad altre fonti • Infrastrutture:
• effetto NIMBY • costo degli impianti, serbatoi, pompe criogeniche, vaporizzatori,
stazione di controllo, formazione e professionalità, ecc. • Come varierà il costo del gas all’aumentare della domanda e della
dipendenza? • Legislazioni future
LNG: SVANTAGGI E ALTERNATIVE
Alternative • Bio-fuels: realtà ? quantità? • Energie rinnovabili: solare, eolica … : quantità? efficienza? • Fuel cells: da vent’anni “saranno utilizzabili tra 5 anni” • Idrogeno: caro, pericoloso, di difficile stoccaggio • Nucleare: dipende dalle politiche • Petrolio: da cent’anni “ce n’è solo per i prossimi 20 anni” • Scrubbers, SCR, filtri: spostano l’inquinamento, non lo eliminano
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
Production Engineering (P.E.)
processo di industrializzazione
integrata del prodotto nave nelle sue
due componenti principali:
SCAFO e ALLESTIMENTO.
• Individuazione delle migliori
modalità costruttive (risorse
Stabilimento e investimenti previsti)
• Individuazione degli investimenti
necessari e/o specifici per la
commessa
• Ottimizzazione costi e riduzione dei
TEMPI DI PRODUZIONE - requisiti
contrattuali, tecnici, programmatici e di
qualità
Stabilimento di Monfalcone
Principali caratteristiche
• 750.000 mq di superficie (300.000 mq coperti)
• dimesioni bacino: 350 x 56 x 11.3 m
• 1260 m di lunghezza delle banchine
• 2 gru a cavalletto di 400t ciascuna, serventi il bacino
• 2 gru a cavaliere, ciascuna di 1000t, per l’area premontaggio
• 2 gru di 50t ciascuna, serventi lo scalo
• 11 gru, di portate da 2 a 20t
• 40.000 t/anno di strutture d’acciaio per carpenteria navale
• 1.500 t/anno di strutture navali in lega leggera
• fino a 2 navi/anno di circa 115000 t.s.l.
Stabilimento di Monfalcone
Flusso produttivo
Stabilimento di Monfalcone
Officine Scafo
Area di stoccaggio lamiere e profili: 15000 m2
Stabilimento di Monfalcone
Officina Taglio e Sagomatura
Impianto sabbiatura e primerizzazione Taglio e sagomatura profili
Stabilimento di Monfalcone
Officina Taglio e Sagomatura
Impianti di taglio lamiere (Plasma e Ossimetanico)
Stabilimento di Monfalcone
Officina Prefabbricazione
Linea pannelli – Arco Sommerso
Stabilimento di Monfalcone
Officina Prefabbricazione
Linea pannelli – Tracciatura e taglio pannelli
Stabilimento di Monfalcone
Officina Prefabbricazione
Linea pannelli – Saldatura automatica profili
Stabilimento di Monfalcone
Officina Prefabbricazione
Linea blocchi piani – Robot di saldatura
Stabilimento di Monfalcone
Nuova Linea Pannelli + Linea blocchi Piani
Stabilimento di Monfalcone
Officina Prefabbricazione – Area Blocchi piani, curvi e speciali
Stabilimento di Monfalcone
Officina Allestimento
Sistema ribaltamento blocchi
Nuova Area Premontaggio e Preallestimento
• 2 nuove gru a cavaliere, ciascuna di 1000t.
Stabilimento di Monfalcone
Officine Montaggio
Assemblaggio Sezioni di Montaggio
Stabilimento di Monfalcone
Officine Montaggio
Nuova area PREMONTAGGIO
Stabilimento di Monfalcone
Officine Montaggio
PREMONTAGGIO SCAFO
Stabilimento di Monfalcone
Imbarco in bacino
Stabilimento di Monfalcone
Ciclo di produzione nave (teorico) Progettazione costruzione scafo montaggio impianti montaggio arredo
Ciclo di produzione reale Progettazione contrattuale + modifiche costruzione scafo montaggio impianti montaggio arredo
Stabilimento di Monfalcone
Documentazione a. Documentazione PLA (piani di montaggio esecutivi, liste tubi, disegni progettuali di
dettaglio, disegni di arredo...)
b. Documentazione MET (piani di premontaggio blocchi e sezioni, P.E. di allestimento, Fire Prevention Plan, Sistemazione impianti provvisori, programma imbarco cabine, istruzioni di lavoro…)
Stabilimento di Monfalcone
PLA / Piani di Montaggio Si sviluppano sulla base dei piani coordinati, i quali sono a loro volta figli degli schemi di montaggio (unifilari) dei vari impianti, emessi dalla progettazione funzionale.
PLA / Disegni di arredo Si sviluppano sulla base dei piani generali, dei “concept drawings” dell’architetto di S.A., etc.
Stabilimento di Monfalcone
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD, ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
• Considerazioni finali
Safety regulations
Continuously updated
• Learning from past accidents
• Preventing future problems
Examples
Safe Return to Port, Formal Safety Assessment,
Alternative Design, Fire Prevention,
Time to Flood-Sink-Capsize, Water on Deck,
Goal-based / Performance-based Design,
Probabilistic Damage Stability, New Generation Intact Stability Criteria,
Innovative Life-Saving Appliances, Evacuation Analysis,
Pollution Prevention and Control,
Collision & Grounding, Navigation & Bridge Equipment… …
New regulatory framework:
Consequences on cruise market development
• Significant evolution in newbuilding designs New prototypes
• Higher production cost (generated by new regulations)
• Higher costs for smaller vessels
• Prices cannot easily be driven downwards: Yards already at cost
• Financing much more difficult and costly than before
• Increased demand for conversions & refitting
New operational requirements foster new designs
which have to comply with new rules & regulatory changes
Goal
Permit innovation in design
SHIPBUILDING REGULATORY
FRAMEWORK
R&D
safety
environment
business
MAIN DRIVERS OF
INNOVATIVE DESIGN
new technology
Future Designs & Sustainability
New rules & regulations:
exploiting new design opportunities
New technologies:
impact on systems, interfaces, lay-outs,
arrangements
Cruise ship design is big puzzle:
if the shape of one piece changes,
all the adjacent change accordingly
Impact on design:
non linear, not simply the addition of all
factors
Next generation design:
finding the right balance on business /
safety / environment
The role of applied research and innovation
GRAZIE PER L’ATTENZIONE
Ing. Alessandro Maccari
Fincantieri S.p.A.
Corporate – Research & Innovation Manager
Via Genova, 1 - 34121 Trieste
Tel. +39 040 319 2583
E-mail [email protected]