Read - FoulXSpel

Transkript

Read - FoulXSpel

Joint Workshop on
Technologies to Reduce Risks in Shipping
Friday
rd
3
May 2013, Istanbul Technical University, Turkey
This workshop is supported by the University of Strathclyde, Istanbul Technical University and Lloyd’s Register.
FOREWORD
It is our privilege to write this introduction to the Proceedings of the first Workshop on Technologies to Reduce Risks in Shipping
organised jointly by the University of Strathclyde, Glasgow and the Istanbul Technical University and held on 3rd May 2013 at ITU.
With their illustrious history, both Institutions have been making significant contributions to education, research and knowledge
exchange in the areas of naval architecture, marine and ocean engineering as reflected in the presentations included in these
proceedings.
Sea transportation is the most sustainable transport mode from economic and environmental point view. In the next 20 years as we
expect a massive increase in sea transportation driven by increasing population, prosperity and demand for energy the challenge for the
marine industries is to develop technologies that will enable us to operate ships with minimum risk to environmental, economic and
social sustainability. The presentations in this workshop will be describing the research which aims at the development of technologies
to reduce risk in shipping under the following thematic areas:
• Towards zero accident ships
• Energy efficient shipping
• Ship decommissioning and recycling
There are twelve presentations included in the proceedings describing research carried out within the above thematic areas.
On behalf of the organising committee we would like to thank our colleagues for sparing their time and effort to prepare and deliver
the presentations and to those for participating at the workshop. We would also like to thank the members of the organising committee
for their excellent help and support in the preparation of the workshop.
We wish you all very fruitful and enjoyable workshop.
Prof. Dr. Atilla Incecik
Prof. Dr. Ahmet Ergin
rd
3
May, 2013
International Organising Committee
Prof. Dr. Atilla Incecik, University of Strathclyde, Glasgow
Prof. Dr. Ahmet Ergin, Istanbul Technical University
Assoc. Prof. Dr. Ismail Hakki Helvacioglu, Istanbul Technical University
Ms. Elif Oguz, University of Strathclyde, Glasgow
Mr. Tahsin Tezdogan, University of Strathclyde, Glasgow
Mr. Yigit Kemal Demirel, University of Strathclyde, Glasgow
Mr. Yalcin Dalgic, University of Strathclyde, Glasgow
Joint Workshop on
Technologies to Reduce Risks in Shipping
WORKSHOP PROGRAMME
Friday, 3rd May, 2013
08:00-08:30
08:30-09:00
09:00-09:30
Registration and Networking
Opening Session
Welcome by Prof. Ahmet Ergin
Introduction by Prof. Atilla Incecik
“Research Activities on Hydroelasticity and Ship Structures” Ahmet Ergin, Gokhan Tansel Tayyar, Istanbul Technical University, Turkey
09:30-10:00
“Nonlinear Time Domain Seakeeping Analysis of Twin-Hull Ships” Tahsin Tezdogan, University of Strathclyde, Glasgow, UK
10:00-10:30
“Assessing and Minimising Risks to Marine Fauna from Shipping Underwater Radiated Noise” Paula Kellett, University of Strathclyde, Glasgow, UK
10:30-11:00
11:00-11:30
Tea / Coffee break
“Research Works on Computational Hydrodynamics” Sakir Bal, Serdar Beji, Istanbul Technical University, Turkey
11:30-12:00
“Prevention of Parametric Rolling Through Design and Operation” Haipeng Liu, University of Strathclyde, Glasgow, UK
12:00-12:30
“Priority Pollutants in Marine Ecosystems: Case studies in the Istanbul Strait and in Marinas/Shipyards/Shipbreakingyards” Oya Okay, Istanbul Technical University, Turkey
12:30-14:00
14:00-14:30
14:30-15:00
15:00-15:30
Lunch at Kucuk ev Restaurant (on the roof of the Faculty of Civil Engineering)
“Research Studies on Ship Emissions” Selma Ergin, Istanbul Technical University, Turkey
“Development of Life Cycle Assessment of Ships and Analysis of Time Dependent Drag Performance of Antifouling Ship Coatings” Yigit Kemal Demirel, University of Strathclyde, Glasgow, UK
“Operational Measures Towards Energy Efficient Shipping” Ruihua Lu, University of Strathclyde, Glasgow, UK
15:30-16:00
16:00-16:30
Tea / Coffee break
“Probabilistic Approach to Emission Modeling in a Seaway, Effectiveness of Emission Reduction Measures” Mustafa Insel, Istanbul Technical University, Turkey
16:30-17:00
“Sustainable Ballast Water Treatment Plant ( EU- FP6 Project )” Fatma Yonsel, Istanbul Technical University, Turkey
17:00-17:30
“University of Strathclyde's Contribution to Ship Recycling Research” Stuart A. McKenna, Rafet Emek Kurt, University of Strathclyde, Glasgow, UK
17:30-18:30
Discussion on future SU - ITU cooperation and plan of action
Venue: Istanbul Technical University, Faculty of Naval Architecture and Ocean Engineering Conference Room
CONTENTS
Research Activities on Hydroelasticity and Ship Structures by Ahmet Ergin
1
New Kinematic Curvature Approach for Finite Strain Post Buckling Behavior of Beams under Combined Axial Compression and Lateral Pressure by G. Tansel Tayyar
9
Nonlinear Time Domain Seakeeping Analysis of Twin-Hull Ships by Tahsin Tezdogan
13
Assessing and Minimising Risks to Marine Fauna from Shipping Underwater Radiated Noise by Paula Kellett
18
Research Works on Computational Hydrodynamics by Sakir Bal
21
Applications of a Depth Integrated Nonlinear Wave Model by Serdar Beji
33
Prevention of Parametric Rolling Through Design and Operation by Haipeng Liu
40
Priority Pollutants in Marine Ecosystems: Case studies in the Istanbul Strait and in Marinas/Shipyards/Shipbreakingyards by Oya Okay
45
Research Studies on Ship Emissions by Selma Ergin
54
Development of Life Cycle Assessment of Ships and Analysis of Time Dependent Drag Performance of Antifouling Ship Coatings by Yigit Kemal Demirel
70
Operational Measures Towards Energy Efficient Shipping by Ruihua Lu
76
Probabilistic Approach to Emission Modeling in a Seaway, Effectiveness of Emission Reduction Measures by Mustafa Insel
83
Sustainable Ballast Water Treatment Plant ( EU- FP6 Project) by Fatma Yonsel
92
University of Strathclyde's Contribution to Ship Recycling Research by Stuart A. McKenna and Rafet Emek Kurt
101
OUTLINE OF PRESENTATION
RESEARCH ACTIVITIES ON HYDROELASTICITY
AND SHIP STRUCTURES
AHMET ERGİN
BAHADIR UĞURLU
SERDAR AYTEKİN KÖROĞLU
MURAT ÖZDEMİR
UĞUR MUTLU
 Hydroelasticity
of Marine Structures
 Ultimate Strength of Ship Panels
 Decomposition Method for Surrogate
Models of Large Scale Structures
 Static and Dynamic Behavior of
Composite Ship Panels
Faculty of Naval Architecture and Ocean
Engineering,
Istanbul Technical University,
Maslak, 34469, Istanbul, Turkey.
Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul
MATHEMATICAL MODEL – Hydroelasticity of
Marine Structures

The fluid is assumed ideal, i.e., inviscid and incompressible,
and its motion is irrotational, so that the fluid velocity vector
associated with the unsteady flow, v, can be defined as the
gradient of a velocity potential function Φ as v (x, t )  Φ (x, t ),
where x  ( x, y, z)T , t denoting the position vector and time,
respectively. In general, Φ satisfies the Laplace equation
throughout the fluid domain; the linearized free-surface
boundary condition on the free-surface.
Marine Structures

For an elastic structure in contact with fluid medium,
the vibratory response of the structure may be
expressed in terms of principal coordinates as
p(x, t )  p0 (x)eit
where p0 represents the response amplitude vector
and ω is the circular frequency.
1
Marine Structures

The velocity potential function due to the vibration of
the structure in the rth in-vacuo vibrational mode may
be written as
Marine Structures

 r (x, t )  r (x) p0r eit

ur (x, t )  ur (x) p0r eit
The kinematical boundary condition for the rth modal
vibration of the elastic structure can be expressed as

r  n  (ur  t )  n,
Marine Structures
The boundary value problem for the perturbation
potential may be expressed in the following boundary
integral equation form:
c (ξ)  (ξ) 
 q (ξ) (x, ξ)   (ξ) q (x, ξ) dS .
*
*
Sw

The following boundary condition is obtained on the
fluid-structure interface:
r  n  i (ur  n).

The vector ur refers to the displacement response of
the structure in the rth principal coordinate and may be
written as
The Green function can be given in the form:
4 *  (1 r  1 r   H )
Marine Structures

H represents the free-surface effects contained in φ*
r  [(  x)2  (  y)2  (  z)2 ]1/ 2
r   [(  x)2  (  y)2  (  z )2 ]1/ 2
denote the distances between the field and source
points and the field point and free-surface image of the
source point, respectively.
2
Marine Structures

The wetted surface can be idealized by using boundary
elements, over which the distribution of the potential
function and its flux can be described in terms of shape
functions and nodal values as
ne
e   Nej ej ,
j 1
ne
qe   Nej qej
Marine Structures

Using the Bernoulli’s equation and neglecting the secondorder terms, the dynamic fluid pressure on the elastic
structure due to the rth modal vibration becomes
Pr (x, t )    f
  r (x, t )
 i f r (x) p0r eit ,
t
j 1
Here, ne represents the number of nodal points assigned
to the eth element, and Nej the shape function adopted for
the distribution of the potential function.
Marine Structures

The rth generalized fluid-structure interaction force
then can be written as follows:
Marine Structures
Ark  (  f  2 ) Re[
 (i )ur .n k dS ],
SW
Zr   f
M
pk k dS  Trk pk
 (i )ur .n 
k 1
SW
Brk  (  f  ) Im[
 (i )ur .n k dS ].
SW
Trk   2 Ark  i Brk
Ark, Brk, respectively, representing the generalized added mass
coefficient in phase with the acceleration and the generalized
hydrodynamic damping coefficient in phase with the velocity.
3
Hydroelasticity of Marine Structures – 1400
TEU Container Ship
Dynamic Response Behaviors of Bulk Carriers
(53 000 dwt – fully loaded)
Mode
FEM
(dry)
2 Node VB
2 Node HB
FEM
(wet)
BEM
(wet)
1.347
0.927
0.963
1.557
1.316
1.322
1 Node T
1.842
1.485
1.519
3 Node VB
2.936
1.992
2.064
3 Node HB
3.179
2.707
2.712
4 Node VB
4.240
3.010
3.187
4 Node HB
5.260
4.423
4.465
5 Node VB
6.137
4.012
4.333
2 Node T
6.044
4.843
4.946
Hydroelasticity of Marine Structures – Bulk
Carriers 20000 Dwt and 76 000 Dwt
Dynamic Response Behaviors of Bulk Carriers
(180 000 dwt)
4
Propeller Induced Ship Tank Vibrations
Dynamics of Pipes Conveying Flowing Fluid
Propeller Induced Ship Tank Vibrations
Simply Supported Shell Conveying Flowing
Fluid
3.5
2.8
Im(W)
2.1
1.4
Constant (ne = 4800)
Linear (ne = 2048)
Quadratic (ne = 200)
Weaver (1973)
Linear (2 mode exp.)
0.7
0.0
0.0
1.0
2.0
3.0
4.0
5.0
V
5
Cylindrical Shell Clamped at Both Ends
Conveying Flowing Fluid
Simply Supported Shell Conveying Flowing
Fluid
Linear (ne = 1200)
20.0
Quadratic (ne = 300)
Misra et al (2001)
16.0
m=2
Im(W)
12.0
m =1
8.0
4.0
0.0
0.0
5.0
10.0
15.0
20.0
25.0
V
Ultimate Strength of Ship Panels


Ultimate strength of ship panels can be investigated by
elastic large deflection analyses, Nonlinear FEM,
ISUM, Smith Method etc.
Ultimate strength of ship panels invesitgated by
Nonlinear FEM and results are compared with those in
literature.
6
A DECOMPOSITION METHOD FOR SURROGATE
MODELS OF LARGE SCALE STRUCTURES - Surrogate
Modeling




MODELS OF LARGE SCALE STRUCTURES –
Domain Decomposition for Surrogate Modeling
Direct usage of FEM is not efficient in
global optimization problems when
evaluating constraints
Surrogate models are approximate but
faster statistical models
Data is sampled from FEM simulations
Most common approaches: Response
Surface Methodology, Artificial Neural
Networks, Kriging, Radial Basis Function
Networks, Support Vector Machines
MODELS OF LARGE SCALE STRUCTURES –
Applications
7
Static and Dynamic Behavior of Composite
Ship Panels

Ship Panels
Composites materials have a large area of usage at different engineering
industries including aircraft, marine and automotive sectors.
Studies about Composite Ship Panels
Ship Panels
8
Introduction
For reliable results in post-buckling:
New Kinematic Curvature Approach
for Finite Strain Post Buckling
Behavior of Beams under
Combined Axial Compression and Lateral Pressure
The axial/in-plane stresses must be defined
precisely
Correct deflection modeling is essential
G.Tansel TAYYAR
Introduction
There are several methods in literature to define the
deflection. Even if it is a numerical method, these
methods employ models based on differential
equations with assumptions. Even the smallest
deviations from these assumptions can be dominant
with respect to equilibrium when large rotations and
large deflections are considered.
Introduction
Curvature has physical and geometrical
meaning. The proposed theory prescribes
how to parameterize the deflection curve with
curvature values.
9
Theory
Displacement Determination
c
If the curvature is constant between two points of a deflection
curve, all points will have the same radius of curvature and the
same center of curvature; sharing the same osculating circle
between these points. The deflection curve between a point on
s1 and a point on s2 forms an arc.
Finally method for deflection curve calculation
s



s



0

0

0

0

 ( s )   ( s)   (0)   cos   (0)    ( ) d d i +  sin   (0)    ( ) d d j
Or for a numeric calculation
xi 1  xi  dxi ,i 1 
1
sin i 1  sin i 
K i ,i 1
zi 1  zi  dzi ,i 1 
Application 1 (analitic)
1
cos i  cos i 1 
K i ,i 1
Application 1
0
Elastic tapered cantilever beam
under a uniform moment of Mz
0.2
0.4
0.15
0.2
0.25
s

L
s

 ( L)   cos    ( )d dsi +  sin    ( )d dsj
0
0
1
0.1
Mz
12 M z

EI ( s )
EB( H  sH / L)3
L
0.8
x(s)/L
0.05
 (s)  
0.6
0

0
0

0.3
0.35
y(s)/L
r(L)/L=
0.0185
0.0243
0.0368
0.0267
0.088
∞
10
Application 1
Application 2 (Numeric)
Combined Axial Compression and Lateral Pressure (Elastic)
rmin/L
0.00625
0.01250
0.01875
0.02500
0.03750
0.06250
0.10000
0.18750
FEM
Numerical
Analytical
-yfree/L
0.33120
0.31851
0.30058
0.30845
0.27903
0.20004
0.13326
0.07321
-yfree/L
0.33117
0.31847
0.30058
0.30842
0.27898
0.20000
0.13324
0.07320
-yfree/L
0.33117
0.31847
0.30058
0.30842
0.27898
0.20000
0.13324
0.07320
δ
q = 1 N/mm
Pmax = 5000 N
L = 1000 mm
E = 200 000 N/mm2
A = 120 mm2
I = 1440 mm4
Application 2 (Numeric)
11
Conclusions
• Theory provides an opportunity to form the most
complex deflection shapes analytically with few inputs,
and without the need to solve differential equations,
• Method is independent from material model, just
needs curvature values.
• Faster and accurate solutions,
• The common assumptions in deflection modeling are
not used.
12
Overview
Nonlinear time domain
seakeeping analysis of twin-hull
ships
Tezdogan, T., Incecik, A., Turan, O., University of Strathclyde, UK
by
Tahsin Tezdogan
[email protected]
1. Motivation
2. Introduction
3. Theory
4. Progress at a glance
5. Determination of the hydrodynamic coefficients by various techniques
5.1. Conformal Mapping Method
5.2. Frank Close-Fit Method
5.3. Results and the validation
6. Operability analysis of a car/passenger ferry
7. Closing remarks
Joint Workshop on Technologies to Reduce Risks in Shipping
Friday, 3rd May 2013, ISTANBUL
1. MOTIVATION (1/2)
1. MOTIVATION (2/2)
Linear theory has some limitations.
Catamarans
Relative
motion
between the
ship and
wave
Developing
proper design
tools for naval
architects
Passenger
&
Vehicle Transportation
large




Exposure to wave
impacts
on the bottom of the
cross-deck
in severe sea condition
Investigation of the
seakeeping
characteristics
Large deck area
Large garage area
Good transverse features
Small angle of roll
•
•
•
•
Local structural damage
Speed reductions
Significant safety problems
Transient hull vibrations
The vertical
motions should be
minimised
resonance freq. is slightly higher
Heave and Pitch RAO
Forward
ship speed
Linear Frequency
Domain Theory
Over predicted
In addition,
Non-linear analysis will be required in order to accurately predict, slamming and deck
wetness as well as hull girder loads in severe sea conditions.
One of the main advantages of the time-domain simulation approach is its more precise
description of the forces on a ship, compared with frequency domain calculations.
Once the amplitude of response grows large, its nonlinear nature becomes evident.
13
2. INTRODUCTION (1/3)
The Main Aim of the Research
Research Aims and Objectives
To develop a quasi nonlinear code in 2-D to predict the
large amplitude motions of twin-hull vessels travelling
with forward speed in waves in the time domain.
 To review the methods used by naval architects in order to predict
the non-linear behaviour of ships in rough seas
 To carry out a comparative study between different seakeeping
analysis techniques to predict non-linear wave induced motions and
hull girder loads
 To investigate the reasons for the differences between various
analysis techniques
 To develop a new seakeeping analysis technique
 To conduct seakeeping experiment in the Department’s towing tank
 To correlate the outputs obtained from the numerical analysis with
the experimental results
 To recommend as to how to optimize a double-hull ship form so that
a vessel design can safely resist the roughest sea conditions
3. THEORY (1/2)
Viscosity
ignored
Potential
Theory
Milestones
Literature review
Different seakeeping analysis techniques
Formulation of the problem
Small amplitude motions in waves
2-D Green Function
Mean wetted body surface
Extending the linear frequency domain theory
A quasi nonlinear time domain technique
2-D Strip
Theory
21/2D Theory
3-D Theory
Frequency domain
Large amplitude motions
Instantaneously changing ship wetted surface
Experimental investigation
Numerical results to be validated with experimental results
Hull girder loads
Vertical wave bending moment
Hull optimisation
Recommendations as to how to optimize a double-hull ship form
 Wave exciting forces  Resulting motions  Structural hull girder loads
The major difficulties in seakeeping computations are the nonlinearities.
What causes the nonlinearities?
o Viscosity
o The velocity squared terms in the pressure equation
o The free surface due to
i. The nature of the free-surface boundary condition
ii. The nonlinear behaviour of the incident waves
o The body geometry causes nonlinear hydrostatic restoring forces
14
3. THEORY (2/2)
•
•
•
•
•
•
Level:1 (Body linear solution): Both linear diffraction and radiation potentials and
hydrostatic/Froude-Krylov forces are solved over the mean wetted hull surface
Level:2 (Approximate body nonlinear solution): The linear diffraction and radiation
potentials are solved over mean wetted hull surface while the hydrostatic/Froude-Krylov
forces are solved over the instantaneous wetted hull surface
Level:3 (Body nonlinear solution): Both the linear diffraction and radiation potentials and
the hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull
surface considering the position of the hull with respect to the mean water level.
Level:4 (Body exact solution): Both the linear diffraction and radiation potentials and the
hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull surface
considering the position of the hull with respect to the incident wave surface.
Level: 5 (Fully non-linear solution- smooth waves): Both the non-linear diffraction and
radiation potentials and the hydrostatic/Froude-Krylov forces are solved over the
instantaneous wetted hull surface considering the position of the hull with respect to the
incident wave surface. Level: 5 solution assumes that the waves do not break.
Level: 6 (Fully Non-linear solution): The solution in Level:6 is the same as in Level : 5 but
the breaking waves, sprays and water flowing onto/from the ship’s deck are taking into
account by solving the RANS equations.
5. DETERMINATION OF THE
HYDRODYNAMIC COEFFICIENTS
BY VARIOUS TECHNIQUES
4. PROGRESS AT A GLANCE
1
• Literature review
2
• Historical approaches to seakeeping
3
• Investigation of the various seakeeping techniques
4
• Research on nonlinear time domain simulation technology for seakeeping and wave-load analysis for modern ship design
5
6
• Computation of the hydrodynamic coefficients of two parallel identical bodies oscillating in the free surface by using
conformal mapping method
• Determination of the 2-D heaving added mass and damping coefficients of catamarans by means of source distribution
method,
7
• Learning ShipX software
8
• Carrying out operability analysis of a car/passenger ferry
Determination of hydrodynamic coefficients and excitation forces for
each ship sections is the first step towards predicting ship motions.
This is, unambiguously, the most significant part of the computation
since it directly affects the accuracy of the calculation of ship
motions.
“The advantage of the conformal mapping method is that the velocity potential
of the fluid around an arbitrarily shape of a cross section in a complex plane can
be derived from the more convenient semi-circular section in another complex
plane. In this manner, hydrodynamic problems can be solved directly with the
coefficients of the mapping function” (Journee and Adegeest, 2003).
There are four methods commonly in use for computing two-dimensional sectional
hydrodynamic quantities:
o
o
o
o
The Lewis-form method
The Tasai-Porter close-fit mapping method
The Frank close-fit source-distribution method
Direct method for determining velocity potential
Mapping relation between two planes
15
 Theory of B. de Jong (1970) has been directly applied and a
MATLAB code has been developed.
 Frank (1967) introduced a method in which the required potential is represented by a
distribution of sources over the submerged cross section.
 The vessel in question is divided into a number of sections and the
hydrodynamic coefficients are computed for each section.
 The unknown function of the density of the sources along the cylinder contour is
determined from the integral equations obtained by satisfying the kinematic
boundary condition over the submerged cross section.
 Then it is integrated over the ship length and forward speed effects
are then included.
Linearized Bernoulli Eq.
Velocity Potential
Hydrodynamic pressures
5.3. Results and the Validation
 Two semisubmerged identical horizontal cylinders, connected above the waterline, are
oscillated in a calm water surface with a small amplitude.
 The mathematical tool adopted in solving the problem is the method of source
distribution on the cross sectional contour of the right-hand side cylinder.
 The method given by Lee, Jones, and Bedel (1971) is employed.
16
5.3. Some Results and the Validation
6. OPERABILITY ANALYSIS OF A
CAR/PASSENGER FERRY
INPUT
Hull forms and LC
Geographic area
(wave data)
Limiting criteria
(operational limits)
OPERATE
RAO database
Irregular sea model
Motions VS Limitations
Operability analysis
Vessel response in
regular waves
Vessel response in
seaway
OUTPUT
Operability analysis
Limiting significant
wave heights
Decision making
support
Hull Forms and LC
Ship Particulars
LBP=151.12 m
D=9.4 m
B=10.88 m (beam of demi hull)
B=36.72 m (total beam)
T=9.4 m
7. CLOSING REMARKS
OPERABILITY OUTPUTS
Geographic area
Criteria
(RMS)
Vertical acc.
0.05g
Roll disp.
3o
Pitch disp.
2o
Horizontal
acc.
0.025g
Winter Area 10, Irish Sea
Pierson-Moskowitz Spectrum
Long crested sea
 The predictions should be improved by incorporating the viscous damping
into the time domain simulations.
Criterion-1 (Roll)
25.00
20.00
15.00
10.00
5.00
0.00
30 deg
45 deg
3.5 sec
4.5 sec
5.5 sec
6.5 sec
7.5 sec
8.5 sec
9.5 sec
10.5 sec
11.5 sec
12.5 sec
13.5 sec
Description
Limiting Hs(m)



Limiting criteria
Wave Period
 A CFD determination of hydrodynamic coefficients to be obtained from
CFD analysis will be investigated in the near future to reveal the effect of
viscosity on the added mass and the dampings.
 A significant importance should be given to RANS computational fluid
dynamics predictions of ship motions in a free surface.
 It is very worthwhile to devote continuous efforts in this area of research.
60 deg
75 deg
17
Assessing and Minimising Risks to Marine
Fauna from Shipping Underwater Radiated
Noise
Paula Kellett
University of Strathclyde
ITU, Istanbul
3rd May 2013
Workshop on Technologies to Reduce Risks in Shipping
Overview
• Introduction
• Ship Underwater Noise Sources
• Use of Sound by Marine Fauna
• Risks to Marine Fauna
• Prediction of Ship Noise
• Ship Noise Prediction Model
• Sample Results
• Mitigation of Ship Noise
• Closing Remarks
• Any Questions?
Introduction
Ship Underwater Noise Sources
• Underwater noise from anthropogenic sources have recently
become an important consideration for the marine industry
• Ship noise spectra are generally broadband in nature, with
some tonal peaks, and includes:
• Impacts on marine environments and fauna are of concern, both
in industrialised and newly explored areas
• Noise from propeller movement through the water and
cavitation, which is mostly broadband but with a few tonal
components
• Government organisations and conservation groups are pushing
the IMO to address underwater noise levels and their regulation
• Previously underwater noise from vessels has only been
considered by Defence and Fisheries Research Vessels
• Engine and onboard machinery contribution, which is generally
tonal and relates to operational frequencies of machinery
• Hydrodynamic flow noise, and in-flow turbulence
18
Use of Sound by Marine Fauna
• Use of echolocation clicks and sonar for finding prey and
gaining environment details
• Listening for predators and other biologically important sounds
• Use of natural sounds for understanding location, such as
waves on a shoreline, and ship noise from a shipping lane
• Communication for social cohesion and between individuals,
sometimes over very long distances
Prediction of Ship Noise
Risks to Marine Fauna
• Exact short- and long- term effects on individuals and populations are not well
understood, and much more research is required in this field
• Increased stress on the individuals can occur due to constant increases in ambient
noise levels
• Avoidance of biologically significant areas and routes can occur, usually only while the
sources if active, but in some cases for months or even years
• Masking of biologically important sounds is a key concern from shipping noise
• Behavioural changes and effects such as different diving, breeding and feeding patterns
can be observed as a reaction in most marine fauna species
• In extreme cases, temporary and permanent threshold shift in hearing ability can occur
Ship Noise Prediction Model
• Underwater noise characteristics are very difficult and expensive
to change once the vessel is in service
• Model is based on a URANS hydrodynamic approach in CFD, coupled
with a built-in Ffowcs-Williams Hawkings solver for propagation prediction
• A requirement appears to exist which allows prediction of the
ship radiated underwater noise spectra during the design stages
• Predicted results are validated against measured field data for the same
vessel, in comparable conditions
• Empirical prediction methods exist, however tend to give a
single dB value for the whole frequency range, and are based on
old data which does not reflect current global fleets
• Numerical methods are becoming more prominent as they can
give much more accurate spectra over a suitable frequency range
• Model uses simple information and a hull outline, which should be
available even at early stages in the design, to give an indication of
radiated noise spectra from 0-500Hz
• The model includes a free surface, captures hull flow noise and
propeller noise, and can also be varied to include in-flow noise sources
•Cavitation noise capture is being developed using the build-in solver
19
Sample Results
Mitigation of Ship Noise
200
• Changes to hull design for reduced flow noise and turbulence
180
Sound Pressures Level (dB re 1µPa)
160
• Propeller modifications for improved cavitation performance and better
matching to the inflow from the stern section
140
120
Static Geometry
• Assessment of different propulsor options for optimum operational conditions
Moving Frame of Reference
100
Porous Formulation
Rotating Mesh
80
Open Water Cavitation
Full Scale
60
• Selection of lower noise and vibration machinery installations
• Isolation of main engines using resilient mountings where possible
• Damping of noise and vibration transmission through structure
40
20
• Regular maintenance and cleaning
0
0
50
100
150
200
250
300
350
400
450
500
Frequency (Hz)
Closing Remarks
• IMO is looking to introduce recommended underwater noise
limits and guidelines for commercial vessels in the near future
• The inclusion of noise requirements within the contract and
design philosophy can significantly reduce the cost of achieving
limits
• Further research is required into understanding the impacts of
underwater noise on marine fauna globally
• More work is also required on developing methods and tools for
noise spectra and propagation prediction for commercial vessels,
especially in the design stages
20
81
SHIP RESISTANCE AND SHIP FLOW
82
Iterative Boundary Element Methods
Divide Boundaries into Sub Surfaces
Sub Surfaces Communicate or Talk to Each Other via Potential
Includes Cavity
G
 G   
2π     (U  n) G dS   Δ W  dS  4π ( FSI   FSII )
n
n

SH 
SW
2π 
2π 
 G
1  2 
  n  k 0 x 2 G dS  4π (H  FSII )
SFSI 
 G
1  2

  n  k 0 x 2 G dS  4π ( H   FSI )
SFSII
INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 2008
83
21
Wave contours and deformation on the free surface for
Wigley hull, Fn=0.3
11
9611
0.00169611
2y/H
0.00
16
96
10
0.0
11
016
961
1
15
-10
11
10
0.001696
1
541
-0.0
031
2
5463
0.0
06
0
961
15
-0
.003
1
61
69
01
0.0
0
0.0016
41
15
41
03
0.00169611
.0
-0
0.0
0.
00
16
016
96
5
20
2x/H
Z
Y
X
U
22
The non-dimensional pressure distribution on Wigley hull with
free surface effect.
TURKISH JOURNAL OF ENGINEERING AND ENVIRONMENTAL SCIENCES, Vol. 32, 177-188,
2008 (Co-author: Y. Uslu)
The Non-Dimensional Pressure Distribution on a Chemical
Tanker with Free Surface Effect.
89
TURKISH JOURNAL OF ENGINEERING AND ENVIRONMENTAL SCIENCES, Vol. 32, 177-188,
2008 (Co-author: Y. Uslu)
90
CFD Studies for Validation
Industrial Applications
The general view of the computational mesh (left) and a closer look to the mesh elements
(right)
MXXX Report, ITU Ata Nutku Ship Model Testing Laboratory, 2013.
The limiting streamlines around the bow and aft forms at
Re=8.14x107
91
92
23
CFD Studies for Validation and Industrial Applications
Th nondimensional velocity components and vorticity field on the propeller plane – streamwise velocity component (top left) –
transverse velocity component (top right) - vertical velocity component (bottom left) – vorticity field (in /s) (bottom right)
Viscous pressure distribution around the fore and aft sections of the hull at Re=8.14x107 (in Pa)
93
94
Hull form of DTC with Propeller
A perspective of the fluid domain from the bottom. The blue
cylinder contains the propeller and represents the wake.
On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors:
Kinaci, O.K., Kukner, A.).
95
96
24
A perspective of the open water propeller domain
Propeller swirl at J = 0.8
Pressure coefficient contours on the propeller
97
98
CAVITATING HYDROFOILS
Cavity Flow and a Model (Cavity Height hc Determined
Iteratively)
h c  Φ
Φ  h c  Φ
Φ 
2    Φ in 
 cosθ
 cosθ




  sin θ 
s c  s c
v c  v c  v c
s c 
n 
 n
Comparison of pressure coefficient distribution of DTMB4199 by another method
99
JOURNAL OF SHIP RESEARCH, Vol. 45(1), 34-49, 2001 (Co-authors: S.A. Kinnas, H. Lee)
100
25
Cavity Shape on Elliptic Hydrofoil
Froude Number Effect on Pressure
distribution on NACA16-006
Wave Contours for Cavitating Elliptic
Hydrofoil
101
X
Unbounded Flow
Case
Z
0.15
Y
0.125
1.5
U
Foil Geometry
Iteration No=0
Iteration No=1
Iteration No=2
Iteration No=3
Iteration No=4
0.1
102
1
0.5
2y/T
0.075
2y/s
7
0.05
6
-0.5
/s
2x
-0.05
0
3
-0.1
0
0.1
0.2
U
-1
Cavity Shape on 2D Section of
Rectangular Hydrofoil
-1
-2
Free Surface
Effect (Fn=0.75)
0
0
2x/s
U
2
1
-0.2
/h
1
4
0
-0.025
0
Free Surface Level
5
0.025
2
2 y/s
Wave Deformation on Free Surface
due to Cavitating Hydrofoil
Cavity Shape on Vertical
Hydrofoil
-1.5
-1
0
1
2
3
2x/T
Asymmetric Wave Deformation on
Free Surface due to Cavitating
Hydrofoil
0
-0.1
-0.2
1
-0.3
W ing Geometry
U nbounded Flow
Fc=0 .5
Fc=1 .0
Fc=1 .5
0.75
2y/s
Wing Geometry
Unbounded Flow Case
Fc=0.75
-0.4
y/T
0.5
0.25
-0.5
0
-0.6
-0.25
Converged Cavity Planform on
-0.5
-0.75
-1
-0.7
-0.6
-0.5
-0.4
-0.3
-0.2
-0.1
0
0.1
0.2
-0.7
-0.8
-0.9
0.3
-1
2x/s
-0.2
-0.1
0
0.1
0.2
x/T
COMPUTATIONAL MECHANICS Vol. 28(3), 260-274, 2002 (Co-author: S.A. Kinnas)
103
0.3
0.4
0.5
0.6
0.7
Converged Cavity Planform on
Vertical Hydrofoil
Proceedings of the Institution of Mechanical Engineers, Part C, Journal of Mechanical Engineering
Sciences, Vol. 221, No: 12, pp:1623-1633, 2007.
104
26
NUMERICAL WAVE-TOWING TANK
NUMERICAL WAVE-TOWING TANK
Z
Y
X
1
Free Surface
Level
0.04
0.9
0.03
0.02
0.8
U
0.01
U
0.7
0
0.6
2y/s
-0.01
-0.02
-0.03
Z
Y
Wing Geometry
Unbounded Flow Domain
b/s=3.0
b/s=0.64
0.5
0.4
-0.04
X
Foil Geometry
Unbounded Flow Domain
b/s=3.0
b/s=2.0
b/s=1.0
-0.05
-0.06
0.3
0.2
b/s=0.64
NTT Effect
-0.07
0.1
-0.08
0
-0.09
U
-0.1
-0.2
-0.1
0
0.1
-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
2x/s
0.2
2x/s
Numerical Tank Effect on Wave
Deformation
Cavity Shape on Surface
Piercing Hydrofoil
Tank Wall Effect on Cavity Form
Numerical Towing Tank Effect on
Cavity Planform
Z
1
X
Y
2y/s
0.5
0
-0.5
-1
0
1
2
2x/s
Z
Z
Y
X
X
Y
Numerical Tank Effect on Cavitating
COMPUTATINAL MECHANICS, Vol. 32(4-6), 259-268, 2003 (Co-author: S.A. Kinnas)
105
HIGH SPEED AND SHALLOW WATER
EFFECTS
Towing Tank Wall Effect on Wave
Contours for Cavitating Hydrofoil
U
INTERNATIONAL JOURNAL OF OFFSHORE AND POLAR ENGINEERING, Vol. 18(2), 106-111, 2008.
106
EFFECTS
U
Z
Y
X
20
0
Free Surface Side
-0.1
z
-0.5
-0.6
-0.7
-0.8
-0.9
2Y/s
-0.4
40
-10
30
20
10
0
Fc=1.22
Fd=0.996
-10
-20
-30
0
50
100
150
10
20
30
40
2X/s
200
2x/s1
0
-20
-40
-50
0
-1
0
U
50
2y/s1
-Cp
0.723228
0.624523
0.525817
0.427112
0.328406
0.229701
0.130996
0.0322903
-0.0664151
-0.16512
-0.263826
-0.362531
-0.461237
-0.559942
-0.658647
-0.3
10
Unbounded
Flow Domain
-0.2
0.259
0.121
-0.018
-0.156
-0.295
0.5
Shallow Water Effect on Cavity
Pattern of a Rectangular
Hydrofoil
x
Pressure Distribution on Vertical
Surface Piercing Hydrofoil
Wave Contours for Very High Speed
Cavitating Hydrofoil
Ocean Engineering, Vol. 34, pp: 1935-1946, October 2007.
107
Wave Contours for Very High Speed
Cavitating Hydrofoil in Shalow Water
Journal of Marine Science and Technology, Vol. 16, No: 2, 129-142, 2011.
108
27
MARINE PROPELLER ANALYSIS AND
DESIGN
EFFECTS
Z
Y
Z
X
Y
X
=30 0
Unbounded
Flow
=5 0, =0.4
=30 0
Z
X
=20 0
=10
0
=0 0
Different Very High Speed VType Hydrofoil
Y
=30
Fn=1.0, h/c=1.0
=5 0, =0.4
0
Cavity Pattern on Very High Speed
Cavitating Hydrofoil
Trans of RINA, International Journal of Maritime Engineering, Vol. 147, Part A,
pp:51-64, 2005.
109
Proceedings of the Institution of Mechanical Engineers, Part M, Journal of
Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011.
DESIGN
110
DESIGN
1.8
1.6
1.4
Js=0.833
=1.02
1.2
r/R
Back Side
1
-Cp
0.318
0.126
-0.066
-0.258
-0.450
-0.642
-0.833
-1.025
-1.217
-1.409
-1.601
-1.793
-1.985
-2.177
-2.369
Face side
0.8
0.6
0.4
0.2
0
0.5
1
1.5
Z
Pressure Distribution on an Optimum Propeller
111
112
28
DESIGN
1
1
0.9
0.9
0.8
0.8
0.7
0.7
0.6
0.6
0.5
r/R
r/R
0.5
=1.5
J=0.6
0.4
0.3
0.2
=1.5
J=0.8
0.4
0.3
0.2
0.1
0.1
0
0
-0.1
-0.3
-0.1
-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
-0.2
-0.3
-0.2
-0.1
0
Y
1
0.9
0.9
0.8
0.2
0.3
0.4
0.5
0.8
0.7
0.7
=1.5
J=1.0
0.4
0.3
0.2
0.6
=1.0
J=1.0
0.5
r/R
0.6
0.5
r/R
0.1
Y
1
0.4
0.3
0.2
0.1
0.1
0
0
-0.1
-0.2
-0.3
DESIGN
-0.1
-0.2
-0.1
0
0.1
0.2
0.3
Y
0.4
0.5
-0.2
-0.3
-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
Y
Cavity Pattern on an Optimum Propeller in Different Working Conditions
Proceedings of the Institution of Mechanical Engineers, Part M, Journal
of Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011.
113
PODDED PROPULSORS
Panels on a Podded Propeller
114
PODDED PROPULSORS
Pressure Distribution on a Podded
Propeller
Ocean Engineering, Vol. 36, pp: 556-563, 2009 (Co-author: M. Guner).
Turkish Journal of Engineering and Environmental Sciences, Vol. 35, pp:
139–158, 2011.
Pressure Distribution on a Podded Propeller with Yaw Angle
115
Ocean Engineering, Vol. 36, pp: 556-563, 2009 (Co-author: M. Guner).
116
29
ACOUSTIC PROPERTIES OF MARINE
PROPELLERS
Ongoing Research Project.
ACOUSTIC PROPERTIES OF MARINE
PROPELLERS
Acoustic Wake
Ongoing Research Project.
PRESSURE
0.042
0.039
0.037
0.034
0.031
0.028
0.025
0.023
0.020
0.017
0.014
0.011
0.008
0.006
0.003
Acoustic Pressure on Hull
X
Z
Y
-1
PRESSURE
0.042
0.039
0.037
0.034
0.031
0.028
0.025
0.023
0.020
0.017
-6
0.014
0.011
0.008
0.006
0.003
-4
Y
X
Z
0
1
Y
-6
Z
2
-4
-2
3
-6
Z -2
-4
-6
0
-4
-2
0
0
2
117
2
-2
X
X
0
2
3
2
Y
1
2
0
-1
118
MARINE CURENT TURBINE DESIGN
Ongoing Research Project and PhD Thesis.
PERFORMANCE PREDICTION FOR MCT
“Application of Classical Blade Element Momentum
Theory and a Boundary Element Method to
Cavitating Marine Current Turbines “, INT-NAM 2011,
(Co author: Usar, D.)
119
120
30
SEAKEEPING AND MANEUVERING,
INCLUDING SUBMARINE DYNAMICS
EXPERIMENTAL FACILITIES AND
CAPABILITIES
I.T.U.
Ongoing Research Project. Dynamics of Control Surfaces by Panel
Methods
Ata Nutku Ship Model Testing Laboratory
140
120
Dalga Sayısı
100
4.0
80
60
1.0
10
H iz
6-7
4-5
4
ik
rist
ak te
Kar
ga
Dal
Yuk
0-1
1-2
2-3
3-4
4-5
5-6
7-8
6-7
8-9
5-6
Dalga Peri
yodu (s)
(m)
Probabilistic Wave Distribution for
Mediterrenian Sea
3.0
6
9-10
9-10
10-11
7-8
0
0.0
8
(kn
ot)
20
Dalip Cikma Genligi
2.0
/ Dalga Genligi
40
3.0
2.5
2.0
4
1.0
2
0.5
0 0.0
1.5
/ Ge
Boyu
yu
mi Bo
Dalga
Transfer Function for Heave Motion
Polar Response
Graph
121
CAPABILITIES
CAPABILITIES
Cavitation Tunnel
L = 3.70 m
(Length)
B = 0,6 m
(Breadth)
D = 0.35 m
(Depth)
Vmax = 9 m/sn (Speed)
Ata Nutku Ship Model Test Laboratory
MODEL TOWING TANK
L = 160 m
B=6m
D = 3.40 m
Vmax = 5-6 m/sn
(Length)
(Breadth)
(Depth)
(Speed)
31
CAPABILITIES
CAPABILITIES
Ata Nutku Ship Model Test Laboratory
Turkish Gouletta Model
Circulation Channel
L = 6.0 m (Length)
B = 1.5 m (Breadth)
D = 0.7 m (Depth)
Vmax = 2 m/sn (Speed)
32
Depth integrated continuity and momentum equations
Serdar Beji
Istanbul Technical University
Faculty of Naval Architecture and Ocean Engineering
Discretization procedure
For numerical solutions the wave equations may be discretized by central difference
approximations using Arakawa-C grid system. Usually such a discretization approach works well;
however, for very long waves the ratio r→1 hence the scheme breaks down. In order to overcome
this defect a different approach, as formulated by O’Brien and Hurlburt (1972) for two-layer shallow
water equations, is adopted. Accordingly, the continuity equation is discretized in time first, then
differentiated with respect to x and then substituted into the x-momentum equation. Subsequently,
this re-arranged momentum equation is discretized again. For the y-momentum equation the same
procedure is repeated. The resulting numerical scheme works for the special case of r→1 as well,
without any numerical stability problem.
Wave shoaling over varying water depth
Internal wave generation within the domain
If there are obstucles that cause wave reflection from within the computational domain
it is better to generate waves within the domain and define the boundaires as radiation
type boundaries so that all the waves coming from inside the domain may leave freely.
Free surface elevation for internally generated waves
Upper figure (t=90 s. L=22 m, xl=500 m, x=1 m, t=0.1 s)
Lower figure (t=120 s. L=22 m, xl=500 m, x=1 m, t=0.1 s)
Z
X
Y
R
a
d
i
a
t
i
o
n
C
o
n
d
i
t
i
o
n
W
a
l
lC
o
n
d
i
t
i
o
n
W
a
l
lC
o
n
d
i
t
i
o
n
S
o
u
r
c
e
R
e
g
i
o
n
R
a
d
i
a
t
i
o
n
C
o
n
d
i
t
i
o
n
33
Internally generated random waves
Not only regular sinusoidal waves but also random waves may be generated
internally within the domain according to a specified wave spectrum.
Wave diffraction behind a breakwater gap width of two
wavelengths
Bretschneider spectrum
Time domain simulation after 30
wave periods elapsed from the start
Z
X
Y
Wave height variation behind
the gap for the steady state case
8
7
6
S(f)/S(fo)
5
4
H
e
d
e
f
l
e
n
e
n
H
e
s
a
p
l
a
n
a
n
3
2
1
0
0
.
1
0
.
2
0
.
3
0
.
4
0
.
5
f
/
f
o
Wave diffraction behind a breakwater gap width of two
wavelengths
Theoretical diffraction diagram
(Johnston, 1952)
Numerically obtained diffraction
diagram
0.4
0.2
Obliquely incident (75o) wave diffraction behind a
breakwater gap of one wavelength width
Time domain simulation after 30
wave periods elapsed from the start
Wave height variation behind the
gap for the steady state case
0.4
0.6
0.6
0.2
0.8
0.2
0.2
1.0
1.2
1.0
34
Obliquely incident (75o) wave diffraction behind a
breakwater gap of one wavelength width
Theoretical diffraction diagram
(Johnston, 1952)
Numerically obtained diffraction
diagram
Wave diffraction at Channel Islands Harbor breakwater,
California
Perspective view of the numerical simulation
Wave diffraction at Channel Islands Harbor breakwater,
California
Aerial photograph of the actual
breakwater
Numerical wave simulation for
geometrically similar region
Wave forces acting on
bottom-mounted surface-piercing piles
Wave forces acting on cylindrical pile of circular cross-section
35
Perspective view of a circular pile in waves
Perspective view of time-dependent simulation of waves incident on a circular
cylinder
cylinder
cylinder
36
cylinder
cylinder
Time-dependent variation of dimensionless wave force acting on
a circular cylinder for kr=1.1
3
Comparison of the maximum dimensionless wave forces as given by linear theory
and time domain simulations for different kr values
2
.
5
2
DimensionlessForce
1
.
5
1
0
.
5
0
0
.
5
1
1
.
5
2
2
.
5
3
0
1
0
2
0
3
0
4
0
T
i
m
e
(
s
)
5
0
6
0
7
0
37
Perspective views of an elliptical cylinder in waves for two different instances
Interaction of waves with two circular cylinders placed in line
38
Conclusions
 Depth integrated numerical model developed here
simulates wave shoaling, refraction, and diffraction as well
as reflection effects quite reliably. Waves may be linear or
nonlinear.
 Another application area of the model is computation of
linear/nonlinear wave forces acting on bottom mounted
piles. Cylinders with different cross-sections and different
arrangements may be treated without any modification to
the program.
 Since the theoretical model is depth-integrated the
computations shown here may be performed on a PC
usually within 30 minutes or less, depending on the grid
points and the simulation duration.
39
Presentation Overview
Prevention of Parametric Rolling
Through Design and Operation
I.
Objectives
II.
Background
III. Review of IMO Framework
 Level 1 Vulnerability Criterion
 Containership sample calculation
PhD Candidate : Haipeng Liu
Supervisors
 Level 2 Vulnerability Criteria
: Prof. Osman Turan & Dr. Philip Sayer
 Level 3 Direct Assessment and Operational Guidance
3rd
May, 2013
IV. Current Work
V. Future Study
Objectives
Background
IMO-SLF Framework
Objectives
Ship Design
not
pass
Level 1 Vulnerability
Criterion
test
Criteria
It is a significant amplification of the roll motion in longitudinal seas
Review the proposed framework
of IMO-SLF on Parametric Rolling
Build the Criteria testing system
(Level 1, 2 & 3)
Level 2 Vulnerability
Criteria
pass
Perform model tests and full
scale trial measurements
Operation
Validation
Perform parametric study for
various types of vessels
Operational Guidance
Effect in practice
For small ships , the violent rolling
motions could lead the ship to danger of
Enhance the existing model
Level 3Level 3
Direct Assessment
Definition of parametric rolling
Identify design and operational
parameters
capsizing
For large ships, e.g. containership, it
could introduce extreme loads on
containers and their securing systems,
resulting in failures and lost of
containers overboard
Develop optimization and
decision tool
40
Parametric Rolling Accident Examples
PICTURE:
CONTAINER LOSS AND DAMAGE
Stability changes in waves
VIDEO:
CRUISER EXPERIENCED PARAMETRIC ROLLING
Figure 1: Ship on the wave crest, Stab 2010
Figure 3: Changes in the GZ curves of a ship in various wave
positions, Stab 2010
Figure 2: Ship on the wave trough, Stab 2010
Development of Parametric Roll
Figure 4: Y.S. Shin, “Criteria for Parametric Roll of Large Containerships in Longitudinal Seas”, SNAME Annual Meeting,
2004
41
Review of IMO Framework
Level 1 Vulnerability Criterion for Parametric Rolling
Second Generation Intact Stability Criteria
A ship is considered vulnerable to parametric rolling if:
Reference Wave
 Method proposed by Japan
 Method proposed by Italy
 Method proposed by USA
Level 2 Vulnerability Criteria for Parametric Rolling
 Second Check
 First Check
Theory is based on a single degree of
freedom equation for roll motion
•
Head or Following waves
•
A range of speeds
•
δ roll damping: simplified Ikeda’s
method/type-specific empirical data
•
GM(t): account for influence of
pitch and heave quasi-statically
The ship is considered vulnerable to parametric roll if:
Φ˃25 degree
42
Result
Level 3 Direct Stability Assessment for Parametric Rolling
Sample Calculation
Based on numerical simulation tool
to predict roll angle
 Japan
 Germany
Calculation of Probability of roll
angle exceeding critical value φc:
The maximum admissible roll
angle Φmax is defined as:
Figure 5: the drawing of containership
The load case is considered vulnerable
to parametric roll if:
Number of exceedance events ≥200
Estimation of lost or damaged
container per trip:
Table 1: Data of sample container ship
Figure 6: the reference wave selection proposed by different countries
Table 2: Results of Level 1 Criterion
not pass
Level 3 Operational Guidance
•
Forward speeds from
zero to full design speed
•
All wave directions
•
Seaway period and
wave heights
Current Work
Mathematical Model
The numerical model incorporates non-linear 6 DOF coupled
 Update the SLF work on second generation intact stability criteria
 Continue the Sample Calculation of Level 2 Vulnerability Criteria
motion equations in the time domain, with no restrictions on
the motion amplitude.
Combined Seakeeping and Manoeuvring Model
 Enhancing the existing model
External forces
 wave forces
 manoeuvring force
 Rudder force
 Propeller force
 Wind force
43
ANKA Software Description
 Manoeuvring Motion Prediction in Calm Water and Waves
Future Study
Sample
Vessel
 Hydrostatics Calculations
 Large Angle Static-Stability Calculation
Level 1 Vulnerability Criteria
Design optimisation
 Utilization of Steering/Propulsion System
Level 2 Vulnerability Criteria
Model test
 Active Control Mechanisms
 PID Autopilot
validation
Direct Assessment &
Operational Guidance
 Environmental Effects (Wind & Current)
Enhance existing
numerical model
design/operational
parameters
validation
Full Trial
Measurement
Decision support tool
Future Study
 Enhance the numerical tool to be able to assess the parametric rolling
E.g. , improve the prediction
accuracy.
Future Study
 Perform parametric study for various types of vessels
E.g. , Container vessel, Ropax vessel, Fishing vessel.
 Perform model tests
E.g. , test the container ship model and Ropax ship model in Towing Tank,
 Identify key design/operational parameters
Strathclyde.
E.g., Hull form, propulsion system, heading, vessel speed.
 Full scale trial measurement
By collaboration with ship operator
 Validate the enhanced numerical model
 Develop design optimisation and decision support tool
E.g., “Polar Diagram”.
44
“ Joint Workshop on Technologies to Reduce
Risks in Shipping ”
Faculty of Naval Architecture and Ocean Engineering
İstanbul-TURKEY
03 May 2013
“Research Area”
• Marine Science
• Marine Pollution and Ecotoxicology
Oya Okay
“ Running Projects”
•
Biomonitoring programme in the Northern- Aegean coast by
using the transplanted mussels; determination of priority
pollutants and suitable biomarkers
(TÜBİTAK-GSRT)
• Determination of level and effects of pollution caused by
ship-building/breaking and marina activities in the natural
waters
(TÜBİTAK-BMBF)
Mainly related with the organic pollution and effects
Decision support system for sustainable development in
the Black Sea Region
Romania, Ukraine, Bulgaria, Georgia
Joint Operational programme
“BLACK SEA BASIN 2007-2013”
“Persuasion”
How terrible the organic pollutants
How important to determine the effects
Without effect studies
NO MEANING
Use of organisms
as a tool
45
16
PAHs
Pollutants and
Sources
Petrogenic
12
Oil spills
Ships
Refineries
Platforms
Marinas
Shipyards
Shipbreaking
yards
29
PCB
Crude Oil
•
•
•
•
•
•
POPs
Mostly Producion stopped in 1970s/80s
Pyrolytic
•
•
•
•
•
•
Old machines
Transformer oils
Paints
Cement
Adhesives
Shipbreaking
yards
Heating, Exhausts
(Auto, ship)
Fires
•
OCP
Agriculture
Industry
Marinas
Shipyards
Shipbreaking
yards
Secondary
sources
•
•
POPs- Global concern
•
•
•
•
•
Sediments
Landfills etc
Oil Pollution
• Accumulate
Biomagnify in the food chain
• Toxic/carcinogenic
• Persistent
• Long range transport
46
PROJECTS
Objectives
Effects of Oil in Marine Ecosystems
• To determine the distribution/occurrence of individual PAHs , PCBs and POPs
• To determine the effects of pollutants on the marine organisms
• Kills marine animals
Destroys insulation
Death through ingestion
• Damages ecosystems
Destroys coastal flora and
fauna
Devastates local economies
• To prepare a data base and recommendations that should lead to a better
management strategy and risk assessment
PROJECTS
Sampling sites
Sediments
İstanbul Strait
•
•
•
•
•
Matrices
Different
information
Saros Bay, Çanakkale Strait
Marina 1-Marmara Sea
Marina 2-Mediterranean Sea
Shipyards (3 sites)-Tuzla
Shipbreaking yard-Aliağa/İzmir
Passive Samplers
Transplanted
Mussels
SPMDs
Burak Karacık
PhD student
Installed
BR sorbents
Local Mussels
Removed
after
7 and 21
30 and 60
47
Stresses in Istanbul Strait
50 000/year
Ships
Vessels through the İstanbul Strait
≈13 million
≈18 % of
Turkey
İstanbul City
Automobile and
local marine traffic
Black Sea
over one-half
million people
cross the
waterway daily
RESULTS
İstanbul Strait
6400
6200
6000
T-PCB
(pg/g)
270000
Sediment
4000
T-PAH
(ng/g)
2000
T-PAH
(ng/g)
30000
6000
0
6
20000
10000
1000
6a
12
23
24
1400
0
6
6a
12
23
24
1000
6
6a
Sediment
Local mussel
Tr-Mus(7)
Tr-Mus(21)
SPMD(7)
SPMD(21)
BR(7)
BR(21)
12
23
24
120000
LMW
HMW
800
T-OCP
(pg/g)
600
110000
400
100000
200
40000
30000
20000
10000
0
0
NA
P
AC
L
AC
FL
PH
E
AN
FA
PY
Ba
Bb C A
FA HR
,B
jF
Bk A
FA
Ba
P
Bg IP
DB hiP
ah
A
0
Sediment
1200
6
6a
12
23
24
48
1200
100
150
50
SPMD (7)
SPMD (21)
200
100
50
1800
Local mussel
PCB 118
Mono-ortho PCB
600
250
300
350
Sediment
80000
PCB 153
indicator PCB
40000
0
FA
PY
Ba
A
Bb C H
FA R
,B
jFA
Bk
FA
Ba
P
I
Bg P
hiP
DB
ah
A
150
0
FL
PH
E
AN
P
AC
L
AC
250
NA
I
Bg P
h
DB iP
ah
A
FA
PY
Ba
A
Bb CH
FA R
,B
jFA
Bk
FA
Ba
P
200
20000
200
1200
0
0
1600
1000
PC
PCB-28
PC B-5
2
PCB-10
1
PCB-13
8
B
PC -15
B- 3
1
PC 80
B
PC -77
PC B-8
1
PCB-12
6
PCB-16
9
PCB-10
5
B
PC -11
4
PCB-11
8
B
PC -12
3
PCB-15
6
B
PC 15
7
B
PC -16
B- 7
18
9
60000
50
I
Bg P
h
DB iP
ah
A
0
FA
350
PY
Ba
A
Bb CH
FA R
,B
jFA
Bk
FA
Ba
P
200
FL
PH
E
AN
P
AC
L
AC
Tr-Mus (7)
Tr-Mus (21)
St 24
Individual
PAHs
250
200
300
150
350
100
300
BR (7)
BR (21)
50
100000
St 6
Individual PCBs
(pg/g)
900
30000
60000
90000
3.0e+5
100
6
800
300
200
0
0
6a
12
300
0
0
150
Tr-Mus (21) vs SPMD (21)
600
23
1200
SPMD
400
0
Sediment
400
PC
PCB-28
PC B-5
2
PCB-10
1
PCB-13
8
PCB-15
B 3
PC -180
PCB-77
PC B-8
1
PCB-12
6
PCB-16
9
B
PC 10
5
PCB-11
4
PCB-11
8
B
PC -12
3
PCB-15
6
B
PC 15
7
B
PC -16
B- 7
18
9
1500
NA
100
FL
PH
E
AN
P
AC
L
AC
NA
350
Local mussel
PC
PCB-28
PC B-5
2
PCB-10
1
PCB-13
8
B
PC -15
B 3
PC -180
PCB-77
PC B-8
1
PCB-12
6
PCB-16
9
PCB-10
5
PCB-11
4
PCB-11
8
B
PC -12
3
PCB-15
6
B
PC 15
7
B
PC -16
B- 7
18
9
ng/g
300
PC
PCB-28
PC B-5
2
PCB-10
1
PCB-13
8
B
PC -15
B 3
PC -180
PCB-77
PC B-8
1
PCB-12
6
PCB-16
9
B
PC -10
5
PCB-11
4
PCB-11
8
PCB-12
3
B
PC -15
6
PCB-15
7
B
PC -16
B- 7
18
9
PC
PCB-28
PC B-5
2
PCB-10
1
PCB-13
8
PCB-15
B 3
PC -180
PCB-77
PC B-8
1
PCB-12
6
PCB-16
9
PCB-10
5
PCB-11
4
PCB-11
8
B
PC -12
3
PCB-15
6
B
PC -15
7
PCB-16
B- 7
18
9
350
Sediment
Sediment-Local
mussel
250
2.5e+5
2.0e+5
250
2.0e+4
T-PCB
(pg/g)
200
150
50
24
4000
Local mussel
3000
Tr-Mus (7) vs SPMD (7)
2000
0
1000
SPMD (7) vs BR (7)
SPMD (21) vs BR (21)
6
1200
1000
Transplanted mussel
800
1000
400
800
200
600
0
6a
12
23
24
St 6
Individual PCBs
(pg/g)
PCB 118
Mono-ortho PCB
400
BR
1200
800
600
49
PCBs
Mono-ortho PCB
Indicator PCB
Non-ortho PCB
ST 6
SHIPYARDS-MARINAS
ST 6a
Sea water-Pollutants
(pg/g)
(Estimated from SPMD data)
ST 12
ST 23
ST 24
SED
LOC-MUS
TR-MUS(7) TR-MUS(21)
Shipyard 3
2663
SHIPYARDS-MARINASSHIPBREAKING YARDS
Sediment-Pollutants
35 %
DDT derivatives
Shipyard 2
All transplanted
mussels were died
in a month
164
Ship recycling volumes
(LDT) by country from
1994 to 2009 (NCSG 2011)
50 %
DDT derivatives
50
On the way -Aliağa
On the way -Aliağa
Close-up
Close up
51
LAND
RETURN
Success
A SUMMARY OF CONCLUSIONS
• Shipyards and Shipbreaking yards are important sources for PAH, PCB and
OCP pollution
• Local sources (rivers) carries pollutants to the system in the Istanbul Strait
• Sediments are important pollutant sources for the marine ecosystems
• Among OCPs, HCH+DDT were the dominant
• Generally ,there is a linear relationship between the pollutants in
transplanted mussels and passive samplers; the differences between PAH
and PCB results point out the bioavailability ; higher SPMD results confirm
the existence of resent inputs.
• SPMDs and BR sorbents give similar results for PAHs, but the levels are
generally higher in SPMDs
PROJECT
TEAM
PROJECT TEAM
Istanbul Technical University
Res. Ass. Burak KARACIK (PhD student)
Res. Ass. Sevil Deniz YAKAN DÜNDAR (PhD student)
Res. Ass. Atilla YILMAZ (MSc. student)
MSc Student: Nazmi Can KOYUNBABA
Ass. Prof. Dr. Barış BARLAS
Inönü University
Prof. Dr. Murat ÖZMEN
Assoc. Prof. Dr. Abbas Güngördü
Helmholtz Centrum of Munich
Prof. Dr. Karl-Werner SCHRAMM
Dr.Bernhard HENKELMANN
Dr.Gerd Pfister
• BRs are not good as passive samplers for PCBs
52
PAPERS

Karacık, B., Okay O.S. Henkelmann, B., Pfister, G., Schramm, K.-W. (2013). Water Concentrations of PAH, PCB
and OCP by using Semi Permeable Membrane Devices and Sediments. Marine Pollution Bulletin, 63, 471-476.
 Yakan, S.D., Henkelmann, B., Schramm, K-W, Okay, O.S. (2013). Bioaccumulation - depuration kinetics and effects
of phenanthrene on Mediterranean mussel (Mytilus galloprovincialis). Journal of Environmental Science and Health,
Part A, 48, 1037-1046.
 Okay, O.S., Li, K.,Yediler, A., Karacık,B. (2012) Determination of selected antibiotics in the Istanbul strait
sediments by solid-phase extraction and high performance liquid chromatography. Journal of Environmental Science
and Health, Part A, 47, 1372–1380.
 Yakan, S.D., Henkelmann, B.,Schramm, K-W., Okay, O.S. (2011) Bioaccumulation and depuration kinetics and
effects of Benzo(a)anthracene on Mytilus galloprovincialis. Marine Pollution Bulletin, 63,471-476.
 Okay, O.S., Özdemir, P.,Yakan, S.D. (2011) Efficiency of Butyl Rubber Sorbent to remove the PAH Toxicity.
Journal of Environmental Science and Health, Part A, 46, 909-913.
 Okay, O.S., Karacık, B., Henkelmann, B., Bernhöft, S., Schramm K-W. (2011). Distribution of organochlorine
pesticides in sediments and mussels from the Istanbul Strait. Environmental Monitoring and Assessment, 176, 51-65.
 Okay, O.S.,Pekey,H.,Morkoç,E., Başak, S. Baykal, B. (2008). Metals in the Surface Sediments of Istanbul Strait
(Turkey). Journal of Environmental Science and Health, Part A, 43, (14), 1725-1734.
 Başak, S., Okay, O., Karacık, B., Henkelmann, B., Schramm, K.W. (2010) Complementary chemical and biological
determination of dioxin-like compounds in sediments of İstanbul strait. Fresenius Environmental Bulletin, 19 (7). 12451253.
 Karacık, B., Okay, O.S., Henkelmann, B., Bernhöft, S., Schramm K-W. (2009). Polycyclic aromatic hydrocarbons
and effects on marine organisms in the Istanbul strait. Environment International, 35, 599-606.
 Okay, O.S., Karacık, B., Henkelmann, B., Bernhöft, S., Schramm K-W. (2009). PCB and PCDD/F in sediments and
mussels of the Istanbul Strait (Turkey). Chemosphere, 76 (2009) 159-166.
 Ceylan, D., Doğu,S., Karacık, B., Yakan, S., Okay, O.S., Okay, O.(2009). Evaluation of Butyl Rubber as Sorbent
Material for the Removal of Oil and Polycyclic Aromatic Hydrocarbons from Seawater. Environmental Science and
Technology, 43, 3846–3852.
“LET’S LEAVE THEM IN PEACE”
Thank you
Questions?
•
53
RESEARCH STUDIES
SHIP EMISSIONS LABORATORY

RESEARCH STUDIES ON SHIP EMISSIONS
Exhaust Emissions Measurements


Selma ERGİN
Professor, Ph.D., M.Sc.
Istanbul Technical University,
Faculty of Naval Architecture and Ocean Eng.,
Department of Naval Architecture and Marine Eng.,
Maslak, 34469, İstanbul.
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
Professor Selma Ergin, ergin@İtu.edu.tr



NOx, CO2, SO2, CO and O2 emissions
Particulate Matter (PM) Emissions: PM2.5 and PM10
measurements
Smoke Measurements
Experimental and Numerical Studies
on the Dispersion of Exhaust Gases
from Ships
The Effect of Biodiesel on Exhaust
Emission Characteristics of a Diesel
Engine
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
RESEARCH STUDIES
RESEARCH STUDIES








Emissions Inventory Studies- Investigation of
Emissions From Ships in Turkish Straits and Marmara
Sea
Emission Control of Marine Diesel Engines
Study of Exhaust Systems and Silencers
Simulation of Engine Room Fires
Ship Fire Evacuation Studies
Energy Efficient Engine Room Ventilation
Thermal and Fire Insulations of Ships
Thermal Signature of Naval Ships
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
EXHAUST SMOKE DISPERSION FOR A GENERIC
FRIGATE: COMPUTATIONAL MODELING AND
COMPARISONS WITH EXPERIMENTS
E. Dobrucalı & S. Ergin
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
54
EXHAUST SMOKE DISPERSION FOR A GENERIC
FRIGATE: COMPUTATIONAL MODELING AND
COMPARISONS WITH EXPERIMENTS



GENERIC FRIGATE
The exhaust smoke dispersion for a generic frigate is
investigated numerically through the numerical solution of
the governing fluid flow, energy, spicy and turbulence
equations.
The main objective of the work is to obtain the effects of
yaw angle, velocity ratio, buoyancy and stack geometry
on the dispersion of the exhaust gases.
The flow visualization tests using 1/100 scale model of
the frigate in the wind tunnel were also carried out to
determine the exhaust plume path and to validate the
computational results.
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
WIND TUNNEL
İSTANBUL TECHNICAL
UNIVERSITY
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
MATHEMATICAL MODEL
3 May 2013

Continuty Equation:

Momentum Equation:

Energy Equation:
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
55
MATHEMATICAL MODEL
MATHEMATICAL MODEL

Species Equation:

Effective Viscosity:

Turbulence Kinetic Energy:

Turbulent Viscosity:

Dissipation Rate of Turbulence Kinetic Energy

Production term:
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
COMPARISONS OF THE RESULTS
Different Velocity Ratios


İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
Different Yaw Angles
K=0.407

Ψ=0.0

Ψ=10.0
K=0.815
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
56
Different Yaw Angles
The effects of K on the dissipation of the
exhaust gases
K= 0.7349

K=2.772
Ψ=20.0
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
The effects of K on the NOx emission
distribution
K= 0.7349
İSTANBUL TECHNICAL
UNIVERSITY
K=2.772
3 May 2013
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
Effect of the yaw angle on the dissipation of
the exhaust gases
Ψ=0°
İSTANBUL TECHNICAL
UNIVERSITY
Ψ=20°
3 May 2013
57
CONCLUSIONS



CONCLUSIONS
The results show that velocity ratio is the important
factor for the exhaust smoke nuisance problem.
Furthermore, the stack geometry and yaw angle have
also significant effects on the downwash problem.
The momentum of exhaust gases from the stack
increase with the velocity ratio. Therefore, the velocity
ratio should be high enough not to have downwash
problem.
The results show that down wash phenomena occurs
when the velocity ratio smaller than K=0.815.
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013




The results with different yaw angles show that the
plume rise tends to be diminished as the yaw angle
increases from 0° to 20°.
The results show that the best stack geometry is the
stack with bulwark which has openings around it.
The results with different exhaust gas temperatures
show that the buoyancy effect is negligible.
The numerical results are in good agreement with the
experimental results.
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
INTRODUCTION
The objectives of the study
INVESTIGATION OF EMISSIONS FROM
SHIPS IN TURKISH STRAITS AND
MARMARA SEA


The main objective of the study is to investigate the ship-source air
pollution for the Turkish waters and coastal areas.
The Marmara sea and the Turkish straits, which have very special
ecological conditions in terms of both marine environment and
terrestrial environment, have been chosen as the pilot area.
Selma ERGİN
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013
İSTANBUL TECHNICAL
UNIVERSITY
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INTRODUCTION
INTRODUCTION
The specific objectives of the study
Formation of emissions from ships






To investigate the impacts of the ship-source air pollution on the
environment in the region of the Marmara sea and the Turkish
straits.
To propose and define the measures
to prevent air pollution from ships.
To calculate the costs and benefits
of emission control.
To establish an effective control and retribution/rewarding system
for the ship-source air pollution.
To prepare a draft legislation in order to protect the environment;
To review the international and national legislation to define the
responsibilities of Turkey according to the IMO legislation, the EU
acquis and the other international legislation.
İSTANBUL TECHNICAL
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3 May 2013


Exhaust emissions from ships, powered generally by diesel engines,
comprise of mainly carbon dioxide (CO2), carbon monoxide (CO),
sulphur oxide (SOx), nitrogen oxide (NOx), partially reacted and
non-combusted hydrocarbons (HC) and particulate material (PM).
These emissions have been recognized as a main source of
pollution and lead to the environmental impacts such as global
warming, acidification, eutrofication and degradation of air quality.
İSTANBUL TECHNICAL
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INTRODUCTION
INTRODUCTION
Emissions from land, air and maritime transport
Emission rates

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3 May 2013
3 May 2013
The emission of CO2, NOx and SOx by shipping corresponds to about
2-3%, 10-15% and 4-9% of the global anthropogenic emissions,
respectively (see, for example,Corbett et al.( 2003, 2007), Cafola et al.
(2007), Endresen et al. (2008), Eyring et al. (2005, 2007), Marmer et
al. (2009)).
İSTANBUL TECHNICAL
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INTRODUCTION
SHIP EMISSION REGULATIONS
Future Ship Emissions

IMO MARPOL ANNEX VI
It is estimated that without any limitation



the green house gas emissions would have increased about 150250 % by 2050 (IMO-MEPC 59, 2009)
the NOx emissions would have increased more than twice, 2.1
million ton/year by 2030.
The PM2.5 emissions would have increased about 3 times, 170000
ton/year.
İSTANBUL TECHNICAL
UNIVERSITY
3 May 2013



MARPOL Annex VI Regulations are the main international regulations on
the prevention of air pollution from ships developed by the International
Maritime Organisation, IMO and they have been in force since May 19th,
2005.
The revised MARPOL Annex VI sets limits on NOx and SOx emissions
from ship exhausts, and prohibits deliberate emissions of ozone depleting
substances.
Recently, mandatory measures to reduce
emissions of greenhouse gases (GHGs) from
international shipping were also adopted by the
International Maritime Organization. They are
intended to ensure an energy efficiency standard for ships. These
regulations have been in force from 1 January 2013.
İSTANBUL TECHNICAL
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3 May 2013
IMO MARPOL ANNEX VI
IMO MARPOL ANNEX VI
NOx Limits
SOx Limits
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3 May 2013
İSTANBUL TECHNICAL
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( < 6 gr/kWh)
3 May 2013
60
IMO MARPOL ANNEX VI
IMO MARPOL ANNEX VI
EEDI (g CO2/ton. nm)
EEDI requirement for container vessels
İSTANBUL TECHNICAL
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3 May 2013
DESCRIPTION OF THE STUDY


The shipping activity in the Marmara sea and Turkish straits has
increased considerably over the last fifty years, and currently represents
a significant contribution to the global emissions of greenhouse gases
and pollutants, in particularly NOx and SO2.
The health and environmental impacts of air pollutants are highly
dependent on the proximity of the emission sources to sensitive receptor
sites. Therefore, the ship-source emissions are a dominant source of air
pollution for the highly populated Turkish straits and Marmara region.
İSTANBUL TECHNICAL
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3 May 2013
İSTANBUL TECHNICAL
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3 May 2013



The emissions from shipping for the Marmara sea and the Turkish
straits are estimated using the 2010 AIS data and the national
statistics.
The bottom-up approach based on the vessel movement, engine
type, engine speed and fuel type is employed to calculate the
twenty different emissions including NOx, SOx, PM2.5, PM10 and
NMVOC emissions.
The emissions from the Turkish fleet is also estimated for the year
2010.
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


The benefits and the costs of emission reductions including
external environmental costs from the current levels to the
MARPOL Annex VI ECA levels are calculated and presented for
the Marmara sea and Turkish straits.
Possible measures to improve the environmental performance of
the shipping sector in Turkey.
Development of national legislation
on the prevention of air pollution
from ships.
İSTANBUL TECHNICAL
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3 May 2013
 The Marmara sea connects the Black sea to the Aegean sea
through the straits of Istanbul and Çanakkale.
 The area of the Marmara sea is about 11350 km2. The passage
from the Black Sea to the Aegean Sea is carried out in about 304 km
by the Istanbul strait, the Marmara Sea, and the Çanakkale strait.
 These straits are very sinuous, often narrow, and flowed by strong
and complex currents. Geographically, they almost resemble a river
system with narrow and winding channels.
İSTANBUL TECHNICAL
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MARITIME TRAFFIC
The Istanbul strait
3 May 2013
MARITIME TRAFFIC
The Çanakkale strait
 The strait of Istanbul separates the European part of Turkey from its
Asian part, connecting the sea of Marmara with the Black sea.
 It is about 32 km long, with a maximum width of 1500 meters at the
northern entrance, and a minimum width of 700 meters between
Anadoluhisarı and Rumelihisarı.
 The depth varies from 36 to 124 meters in midstream.
 The strait of Istanbul takes several sharp turns.
The ships are bound alter course at least 12
times at these bends.
 The strait of Istanbul runs through the city of
Istanbul with a population of more than 12 million
people. The shorelines of Istanbul are densely
populated and ships frequently come as close as
50 m to the populated areas.
İSTANBUL TECHNICAL
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MARITIME TRAFFIC
The Marmara Sea and Turkish Straits
3 May 2013



The strait of Çanakkale, also known as the Dardanelles connects
the Marmara sea to the Aegean sea.
The length of the strait of Çanakkale is approximately 69 km, with a
general width ranging from 1300 m to 2000 m.
Its geographic features are similar to those of the strait of Istanbul. It
is an established fact that the Turkish Straits
are one of the most hazardous, crowded,
difficult and potentially dangerous, waterways
in the world for marines. All the dangers and
obstacles characteristic of narrow waterways
are present and acute in this critical sea lane.
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MARITIME TRAFFIC
MARITIME TRAFFIC
The Marmara Sea




The type and the number of ships passing through the
Turkish straits.
The Marmara sea has both national and international marine traffic
which covers transit, non-transit ships as well as domestic ships.
Excluding the vessel traffic more than 2.5 million people are daily on
the move at sea by city ferries, sea busses and other shuttle boats
crossing from one side to another in Istanbul.
The number of vessels passing through
the İstanbul strait and the Çanakkale
strait are respectively, 50871 and 46686
in 2010.
The number of transit ships in the
Istanbul strait is about 56% of the total
ships passing through and in Çanakkale
strait about 61%.
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3 May 2013
İSTANBUL TECHNICAL
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MARITIME TRAFFIC
MARITIME TRAFFIC
Transit and non-transit ships passing through the
Turkish straits.
The ships for the domestic lines in the Turkish straits
and the Marmara sea.
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MARITIME TRAFFIC
ESTIMATION OF EMISSIONS
Estimation Methods
The locations of the ports

Emission estimation methods;



The top-down method : This approach based on the fuel
consumption.
The bottom-up method : This based on the vessel movement,
engine type, engine speed and fuel type.
The emissions from navigation for a single trip can be
calculated as
Etrip = EHotelling + EManouvering+ ECruising
İSTANBUL TECHNICAL
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3 May 2013
Flow diagram for the contribution from navigation to
combustion emissions.
Emissions
International
port
Domestic Port
3 May 2013
Emissions of pollutant i can be computed for
a complete trip by
Phases of a Trip
İSTANBUL TECHNICAL
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3 May 2013
Emissions
İSTANBUL TECHNICAL
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

ETrip,i , j ,m   TP  (Pe x LFe x EFe,i , j ,m, p )
p 
e

ETrip = emission over a complete trip (tonnes),
EF = emission factor (kg/tonne)
LF = engine load factor (%)
P = engine nominal power (kW)
T = time (hours),
e = engine category (main, auxiliary)
i = pollutant (NOx, NMVOC, PM)
j = engine type (slow-, medium-, and high-speed diesel, gas turbine and
steam turbine).
m = fuel type (bunker fuel oil, marine diesel oil/marine gas oil, gasoline),
p = the different phase of trip (cruise, hotelling, manoeuvring).
İSTANBUL TECHNICAL
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RESULTS
Total pollutant emissions for the Marmara sea and
Turkish straits
Emission
(t/year)
İstanbul
Strait
Çanakkale
Strait
Marmara
Sea Transit
Marmara
Sea NonTransit
Local
Traffic
Total
NOx
4949
473
169
1810
404
404
404
203339
9808
936
335
3587
801
801
801
403265
15480
1498
529
5707
1235
1235
1235
646212
21037
2302
978
5728
1515
1515
1515
988957
5217
644
180
1740
129
129
129
276423
56491
5853
2191
18572
4084
4084
4084
2518197
11
1
1
37
39
76
1717
12
77
22
2
3
73
77
150
3404
24
152
35
4
4
114
121
239
5342
38
243
49
5
8
116
124
334
5333
49
373
11
1
3
3
4
77
87
9
104
127
13
19
343
366
876
15882
133
949
26
8
34
52
16
68
83
26
108
96
35
149
11
7
33
268
92
393
CO
NMVOC
SOx
TSP
PM10
PM2,5
CO2
RESULTS
Total NOx emissions in the Marmara sea and
the Turkish straits
kg/year)
Pb
Cd
Hg
As
Cr
Cu
Ni
Se
Zn
(g/year)
PCDD/F
HCB
PCB
İSTANBUL TECHNICAL
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3 May 2013
İSTANBUL TECHNICAL
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3 May 2013
RESULTS
RESULTS
Total SOx emissions in the Marmara sea and
the Turkish straits
Total NOx emissions for different types
of the ships in the Marmara sea and the Turkish Straits
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3 May 2013
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RESULTS
RESULTS
Total SOx emissions for different types
of the ships in the Marmara sea and the Turkish Straits
NOx emissions from different types of transit ships in the
Marmara sea
İSTANBUL TECHNICAL
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3 May 2013
İSTANBUL TECHNICAL
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3 May 2013
RESULTS
RESULTS
SOx emissions from different types of transit ship in the
Marmara sea
NOx emissions from different types of non-transit ships
in the Marmara sea
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3 May 2013
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RESULTS
RESULTS
SOx emissions from different types of non-transit ships in
the Marmara sea
NOx emissions from different type of the ships in the
İstanbul strait
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3 May 2013
İSTANBUL TECHNICAL
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RESULTS
RESULTS
SOx emissions from different type of the ships in the
İstanbul strait
NOx emissions from different type of the ships in the
Canakkale strait
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3 May 2013
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RESULTS
SOx emissions from different type of the ships in
the Çanakkale strait
RESULTS & DISCUSSIONS
Comparison of the emissions per coastal length for
different ocean waters
Emission/Coast length
(t/(year km))
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3 May 2013
NOx
SOx
PMtotal
Marmara Sea & Turkish
straits
47.08
15.47
6.8
Istanbul Strait
77.33
28.28
12.6
Canakkale Strait
71.07
25.99
11.61
Black Sea
10.29
7.43
0.84
Mediterranean
38.72
27.19
3.28
Baltic Sea
37.38
26.5
3.0
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3 May 2013
RESULTS
The Costs and Benefits of Marmara Sea ECA




For the Marmara ECA, the calculations show that the total costs
of improving the emissions of ships in the Marmara sea and
Turkish straits from the current performance to ECA standards
will be less than approximately 241.7 million Euro in 2020.
A study for the ships passing through the Marmara sea and the
Turkish straits were carried out to show the impact of the
requirements of ECA on the external costs.
The relevant marginal external costs of shipping are the costs of
climate change and the costs of air quality affecting human health
and causing environmental damage. These environmental costs
are directly related to the fuel use.
The total annual environmental benefits of reducing emissions
from the current levels to ECA limits is obtained to be 211.7
million Euro.
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3 May 2013
CONCLUSSIONS I




The shipping activity in the Marmara sea and Turkish straits has
increased considerably over the last fifty years, and currently
represents a significant contribution to the global emissions of
greenhouse gases and pollutants, in particularly NOx and SO2.
The emissions of the twenty different pollutants including NOx,
SOx, PM2.5, PM10 and NMVOC from transit and non-transt ships
including the local traffic are calculated for the Istanbul strait,
Çanakkale strait and the Marmara sea.
The total shipping emissions in the Marmara sea and Turkish
straits are estimated as 56.5 kt/year NOx, 18.6 kt/year SOx, 5.9
kt/year CO, 2.2 kt/year NMVOC, 8.2 kt/year PM, and 2518.2 CO2
kt/year.
The estimated emission values compare well with the previous
results found in the literature.
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3 May 2013
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CONCLUSSIONS II



CONCLUSSIONS III
From the emission inventory, it is found that the transit ship
emissions are approximately between 40 and 43 percent of the total
emissions from shipping in the Marmara sea and Turkish straits. On
the other hand, It is found that the non-transit ship emissions are
about 48 to 49 percent and the local traffic emissions about 9 to11
percent.
The results show that the general cargo ships have responsible from the
largest amount of the emissions in the Marmara sea and the Turkish straits.
The NOx, SOx and PM emissions per coastal length for the Marmara and
Turkish straits are calculated and compared with those for different ocean
waters including the Baltic sea, the Black sea and the Mediternean sea. The
results show that the emission per costal length for the İstanbul strait is the
highest one.
İSTANBUL TECHNICAL
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3 May 2013



The results show that the Istanbul strait is the most sensitive area
in Turkey.
Emissions from the increasing shipping activities in the Turkish
straits and Marmara sea represent a significant and increasing air
pollution source. Since the health and environmental impacts of
air pollutants are highly dependent on the proximity of the
emission sources to sensitive receptor sites. It can be concluded
that the ship emissions is a dominant source of air pollution for
the highly populated Turkish straits and Marrmara region.
İf the Marmara sea and Turkish straits are recognized as ECA,
the highly populated Marmara region will experience significant
improvements in air quality due to reduced NOx, SOx, PM and
ozone from ships complying with ECA standards.
İSTANBUL TECHNICAL
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3 May 2013
For a clean sea & sky….
Thank you for your attention...
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Content
1. Introduction
Development of Life Cycle Assessment of
Ships and Analysis of Time Dependent Drag
Performance of Antifouling Ship Coatings
Demirel, Y. K., Turan, O. and Incecik, A., University of Strathclyde, Glasgow, UK
by
Yigit Kemal Demirel
[email protected]
2. Progress at a glance
3. Background
4. CFD Approach
5. Determination of Roughness Functions
6. Frictional Resistance Prediction of Ships exposed to Fouling
7. Conclusions
Joint Workshop on Technologies to
Reduce Risks in Shipping
1. Introduction (1/8)
Aims
The main aim is to develop a time dependent fouling model of antifouling coatings and
their effect on the hull resistance performance of ships.
Specific objectives can be listed as:
 Development of time dependent fouling model and resistance performance of ships.
To the best of our knowledge, there exists no systematic study
comparing drag behavior of fouling control coating families with
ageing time in the presence of fouling species under realistic
speed-activity conditions.
 Full scale fouling tests at sea and measurements of the roughness characteristics through
lab based resistance tests.
 Development of a Life Cycle Assessment Model and assessment of the energy and
environmental efficiency of new generation of paints applied to various types of ships.
 Development of time dependent fouling rate of different types of paint as a function of
environmental parameters such as temperature and geographical locations.
 Development of a CFD approach to model the effect of fouling and antifouling
technologies on ship resistance and power.
70
£
FOUL-X-SPEL
“Environmentally Friendly Antifouling Technology to Optimise the Energy Efficiency of Ships”
(FOUL-X-SPEL). “The basic idea concerns the modification of usual hulls by providing a new
antifouling coating, by fixing bioactive molecules, which can provide biocide activity, in order
to avoid leaching and to promote a long-term effect of surface protection”
Negative Effects
on Environment
Partners
- Instituto Superior Tecnico
- Estaleiros Navais De Peniche, S.A.
- Hempel A/S
- Fundacion Tekniker
- University of Strathclyde
- Instituto De Soldadura E Qualidade
- Carnival Plc
- Lloyd's Register Emea
- University of Southampton
- National Technical University of Athens
FOUL-X-SPEL
FOUL-X-SPEL
Main activities to be performed by the University of Strathclyde :
The objectives of the project :
 A CFD Approach










To enhance the energy efficiency of ships
To reduce fuel consumption of ships over the medium to long term
To enhance the antifouling ability of the paint
To reduce the air emissions
To reduce the dry dock intervals
To increase the lifetime of the paint by avoiding wear and corrosion
To control deterioration of the paint and to avoid toxic emissions
To improve of environmental impact
To validate the new antifouling coating properties by field tests
Life Cycle Assessment (LCA) of the new coating in compliance with technical, safety,
environmental regulations
 To provide coating guidelines
 Time dependent hull roughness of the new
paint
 Sea exposure tests
 The hydrodynamic resistance tests
 Long term full scale field tests
 Life Cycle Assessment
 Energy efficiency of the ships and savings
owing to the use of new coating addressing
the EEDI and EEOI
Development of the new empirical formula to predict the time dependent fouling effect
on resistance performance of the paints
Development of a new model to determine the energy and environmental efficiency
of the new paint within EEDI and EEOI of existing ships
71
2. Progress at a glance (1/2)
FOUL-X-SPEL
 The optimum compromise among antifouling ability, safety, environmental issues, ecotox
issues and the IMO and EU Regulations is expected to be achieved.
 It is believed that it might be a leap forward towards environmentally friendly antifouling
systems.
 Resistance prediction of plates as function of roughness using a CFD approach
 Schlichting uniform sand roughness function
 Colebrook roughness function
 Grigson roughness function
 Resistance prediction of ships using a CFD Approach
 Model scale
 Full scale
 Establishing the most suitable CFD modeling techniques for
accurate resistance prediction as function of roughness
(Ongoing)
2. Progress at a glance (2/2)
3. Background
The Roughness Effect on Flow
U 
 Determination of roughness functions (drag characterization), U+, and Roughness
Reynolds Numbers, k+, of fouled and painted plates by using the Granville’s indirect
(overall) method.

U  U
Roughness function

smooth

 U rough
 Frictional Resistance Prediction of Ships exposed to fouling (any roughness)
 Development of a code based on
turbulent boundary layer similarity
3 flow regimes:
 Hydraulically smooth regime
 Transition regime
 Fully rough regime
72
4. CFD Approach (1/6)
a) Resistance Prediction of Plates as a Function of Roughness using a
CFD Approach
CFD Approach
CFD simulations of towing tests of coated plates were performed by using STAR-CCM+.
Plate
Domain
CFD Approach
CFD Approach
Validation
CF values of each surface were obtained and validated against experimental data
Surface
CF
condition (Experiment)
CF (CFD)
Difference
(%)
Smooth
~ 0.003605
~ 0.003630
~ -0.697236
SPC TBT
~ 0.003783
~ 0.003775
~ 0.209476
220 grit
~ 0.004254
~ 0.004254
~ 0.009948
60 grit
~ 0.006048
~ 0.005701
~ 5.745406
Parametric Study
Fouling and AF coating
The roughness condition, viz.
roughness height, was varied
systematically from 0 to 800 m
Prediction of the increase in CF due to
fouling and AF coating on frictional
resistance
Description of condition
CFD CF values vs. Experimental CF values
CF values for varying roughness parameter (k)
%CF
(Re=2.8E+6)
Smooth
-
Typically as applied AF coating
3.99
Deteriorated coating or light slime
5.67
Heavy slime
31.12
Prediction of the increase in CF due to fouling and AF
coating on frictional resistance
73
b)
Resistance
Prediction
of
Ships
using
a
CFD
Approach
• KRISO Container Ship (KCS)
- Model scale
- Full scale
• Validation against experimental results
b)
Resistance
Prediction
of
Ships
using
a
CFD
Approach
Investigation of the effect of some retrofitting technologies on the
performance of Kriso container ship
WED
Pre-swirl fin
 Next Step: Prediction of fouling effects on full scale ship frictional
resistance based on a CFD analysis, employing the recently
developed model.
5. Determination of Roughness Functions
6. Frictional Resistance Prediction of Ships
exposed to Fouling (1/2)
U+ = f (k+) can be found indirectly utilizing towing tests of flat plates with any kind
of roughness.
Schematic of Granville scale-up procedure
 A MATLAB Code has been developed to predict the frictional resistance of ships
exposed to fouling or any type roughness.
Towing test of a flat plate (an example from YouTube)
74
6. Frictional Resistance Prediction of Ships
exposed to Fouling (1/2)
The Developed Code
Once the towing tests of a flat plate, which is covered with a specific roughness
(fouling, newly painted, etc…), are conducted, it is possible to predict the
frictional resistance of ships covered with that roughness by using a similarity
law scaling procedure.
7. Conclusions
 A novel, non-leaching antifouling coating is to be developed within the FOUL-X-SPEL
Project.
 A systematic study comparing drag behavior of fouling control coating families with
ageing time in the presence of fouling species under realistic speed-activity conditions is
to be carried out.
 Time dependent fouling model of antifouling coatings addressing their effect on the hull
resistance performance of ships is to be developed.
 A CFD approach to model the effect of fouling and antifouling technologies on ship
resistance and power has been developed.
 Experimental data is still absolutely necessary and complementary towards developing
accurate CFD prediction methods.
 It is believed that, the research activities on antifouling coatings will lead to very effective
prevention of marine biofouling while maintaining the harmony between man-made
structures and marine life.
Reduce Risks in Shipping Friday, 3rd
May 2013, ISTANBUL
Thanks for your attention
Q&A
Any questions or comments are welcome
Yigit Kemal Demirel
[email protected]
75
Background of Energy Efficient Shipping
- Global Warming
Operational Measures Towards Energy
Efficient Shipping
• - It is unequivocal that the global
average surface temperature
increased and sea level rose
during the second half of 20th
century and early part of the 21st
century.
Workshop on Technologies to Reduce Risks in
Shipping
Istanbul, 2013
• - During the same period, the
snow cover in the Northern
Hemisphere decreased.
Ruihua Lu
Department of Naval Architecture and Marine Engineering
University of Strathclyde, Glasgow
Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013
- Global Warming
For 2007, it is estimated that the shipping have
emitted 1,046 million tonnes of CO2, which
accounts 3.3% of the global CO2 emission during
2007. International shipping CO2 emission is
estimated to account 2.7% of the global CO2
emission in 2007.
Source: Climate Change 2007: The Physical Science Basis,
Summary for Policymakers, Intergovernmental Panel on Climate Change
- Increasing Fuel costs
Ship transports accounts 90% of world trade, and it is predicted that
the trade transported by ships will triple by the year 2020.
Although the commercial ship
engines burn the cheapest ‘bunker
fuel’, the cost of bunker fuel has
risen sharply with other petroleum
products, increasing more than
250% (from $170/ton) since 2002
and 160% (from $230/ton) since
2005, to nearly $600/ton today.
Source: Bloomberg, 2009
The global warming requires the
higher energy efficient shipping
The fierce competition requires the higher energy efficient shipping
76
- Regulations come into force
the Ship Energy Efficiency
Management Plan (SEEMP) has been
made mandatory for all ships by the
International Maritime Organization
(IMO) since 1 January 2013 to
encourage efficient ship operation.
Energy Efficiency Operational
Indicator (EEOI) is used to show
the energy efficiency of a ship
in operation by calculating the
mass of 𝐶𝑂2 emitted per unit of
transport work.
The Regulations require the
higher energy efficient shipping
Due to IMO report in 2000, the effective operation methods to
reduce GHG includes fleet planning, weather routing and
optimization of speed, etc. Voyage optimization can reduce CO2
emissions by 1%-10%, and enhance efficiency of fuel oil
consumption.
Ship performance and fuel consumption modelling
respond to specific sea state and weather condition
Voyage Optimization - Through ship performance modelling
based on weather forecast to select optimal routes with
optimized speed (refers to fleet planning, weather routing
and optimization of speed)
Operational Measures for Energy Efficiency
Voyage Optimisation
• Improved voyage planning
• Weather routing
•Hull Maintenance
• Just-in-time arrival
•Propulsion system
• Speed optimisation
•Propulsion system
maintenance
• Optimised shaft power
• Optimised ship handling
– Optimum trim
– Ballast
– Optimum propeller and propeller
inflow considerations
– Optimum use of rudder and heading
control systems (autopilots)
•Waste heat recovery
•Improved fleet management
•Improved cargo handling
•Energy Management
•Fuel Type
•Other measures
Voyage Optimisation
- Definition
1. Voyage optimisation is the optimisation of ship operation, which
refers to ‘Improved Voyage Planning’, ‘Weather routeing’, ‘Speed
Optimisation’ and ‘Just-in-time arrival’. The targets of voyage
optimisation are to increase energy efficiency, to arrive in time
and to reduce the carbon oxide emissions.
To reduce the negative effect from severe weather and waves, etc.
To enhance safety and fuel consumption efficiency of ship voyage
Saving fuel and ship operational cost
More friendly to environment and contribute to restrain global warming
77
Voyage Optimisation
- Objective
Voyage Optimisation
- Definition
2. Energy Efficiency of Operation (EEO) is defined as an indicator
to illustrate the main engine fuel consumption efficiency in my
study.
the unit of EEO is tonne of heavy fuel consumption per tonne of cargo and
per nautical mile.
EEO attributes to the calculation of EEOI, which is the key parameter in
SEEMP
•
The target of my study is to explore the method to enhance fuel consumption efficiency by route
optimization, speed optimization, etc. with respect to the time of arrival and safety.
•
1. To build up the ship operational performance(fuel consumption) model respond to specific sea
state, voyage speed and ship loading condition.
•
2. To refine the ship operational performance model based on each specific category of vessel
(Basic dimensions, ship hull form, etc.) to enhance the accuracy of ship operational performance
prediction.
•
3. To analyse and select optimal routes – with highest Energy efficiency during overall voyage
within limited time on arrival based on ship operational performance (fuel consumption) model.
•
4. Setting up a decision support system to assist ship masters for energy efficient under safety
principals.
•
5. Setting up voyage planning and fleet management system for managers.
Voyage Optimisation
Voyage Optimisation
- Analysis Diagram
- Calm water total resistance 𝑅𝑇𝐶𝑊 modelling
The total resistance of a ship in calm water has been
subdivided into:
𝑅𝑇𝐶𝑊 = 𝑅𝐹 1 + 𝑘1 + 𝑅𝐴𝑃𝑃 + 𝑅𝑤 + 𝑅𝐵 + 𝑅𝑇𝑅 + 𝑅𝐴
Where:
𝑅𝐹
Note: The total added resistance modelling method in my
study is modified based on Kwon’s method
Frictional resistance according to the ITTC1957 friction formula
1 + 𝑘1 Form factor describing the viscous resistance
of the hull form in relation to 𝑅𝐹
𝑅𝐴𝑃𝑃 Resistance of appendages
𝑅𝑤
Wave-making and wave-breaking resistance
𝑅𝐵
Additional pressure resistance of bulbous bow
near the water surface
𝑅𝑇𝑅
Additional pressure resistance of immersed
transom stern
𝑅𝐴
Model-ship correlation resistance
78
Voyage Optimisation
Voyage Optimisation
- Total added resistance 𝑅𝑇𝐴𝐷𝐷 modelling (speed loss modelling)
- Total added resistance 𝑅𝑇𝐴𝐷𝐷 modelling (speed loss modelling)
2.
1.
Block coefficient Cb
Ship loading conditions
Speed reduction coefficient Cu
0.55
normal
0.6
normal
2.2-2.5*Fn-9.7*(Fn^2)
0.65
normal
2.6-3.7*Fn-11.6*(Fn^2)
1.7-1.4*Fn-7.4*(Fn^2)
0.7
normal
3.1-5.3*Fn-12.4*(Fn^2)
0.75
loaded or normal
2.4-10.6*Fn-9.5*(Fn^2)
0.8
loaded or normal
2.6-13.1*Fn-15.1*(Fn^2)
0.85
loaded or normal
3.1-18.7*Fn+28.0*(Fn^2)
0.75
ballast
0.8
ballast
3.0-16.3*Fn-21.6*(Fn^2)
0.85
ballast
3.4-20.9*Fn+31.8*(Fn^2)
2.6-12.5*Fn-13.5*(Fn^2)
3.
Beaufort Number (BN) is an indicator of sea state and wind speed
Voyage Optimisation
Voyage Optimisation
- Relation between actual speed and engine output power required
- Relation between fuel consumption and actual speed
Based on the speed loss due to weather effect, the relation between actual speed in calm water and
corresponding engine output power can be figured out as following, (with respect to draft and sea state)
Based on the Specific Fuel Oil
Consumption (SFOC) diagram on
the left, the relation between fuel
consumption and actual speed can
be plotted through the parameter
of Power.
Up to this step, the fuel
consumption under each specific
speed, sea state and sea direction is
able to be predicted.
Based on the results above, the relation between fuel consumption and speed can be
converted into EEO.
EEO is defined as an indicator to illustrate the main engine fuel consumption efficiency;
the unit of EEO is tonne of heavy fuel consumption per tonne of cargo and per nautical mile.
79
•
•
Voyage Optimisation
Voyage Optimisation
- Note
- Note
The accuracy of ship operational performance model was assessed
through the comparison between predicted EEO (from the update ship
operational performance model) and actual EEO (from noon data
recorded on board).
•
The uncertainty factors affect the accuracy of ship operational performance
model include:
-
The sea state and weather condition may change during each 24
hours(normal recorded period in noon data)
Errors exist in recording of wave height, wind speed, valid average speed
and power, etc.
Lacking of well completed noon data record or not accurate sea trial data
The setting up of the ship operational performance model was started
with oil tanker, while the model can be modified to adapt to specific
category of ship.
-
•
Voyage Optimisation
Case Study 1 – Oil tanker A
comes from the noon report on board, it is recorded actually.
The comparison between predicted EEO and recorded EEO of Oil Tanker A
and Oil Tanker B in Case Study 1 and 2 are shown in the following slides.
Under each sea state (sorted by Beaufort number), the
predicted EEO and actual recorded EEO with each wind
direction are compared as following, (take BN=3 as example)
comes from my fuel consumption modelling.
By using the updated ship performance prediction method, the absolute difference
between predicted EEO and recorded EEO of Oil Tanker A is 5.12%.
By using the original ship performance prediction method, the absolute difference
between predicted EEO and recorded EEO of Oil Tanker A is 14.7%
28 April 2013
PhD first year progress presentation
Workshop on Technologies
to Reduce Risks in Shipping – Istanbul 2013
80
Voyage Optimisation
Case Study 2 – Oil tanker B
comes from the noon report on board, it is recorded actually.
Under each sea state (sorted by Beaufort number), the
predicted EEO and actual recorded EEO with each wind
direction are compared as following, (take BN=4 as example)
comes from my fuel consumption modelling.
By using the updated ship performance prediction method, the absolute difference
between predicted EEO and recorded EEO of Oil Tanker B is 7.15%.
By using the traditional ship performance prediction method, the absolute difference
between predicted EEO and recorded EEO of Oil Tanker B is 21.6%
28 April 2013
PhD first year progress presentation
Workshop on Technologies
to Reduce Risks in Shipping – Istanbul 2013
Voyage Optimisation
Voyage Optimisation
- Global ocean weather forecast modelling
- Application
For voyage optimisation, effective and accurate use of the global ocean
weather forecast is a quite important issue.
Based on the GRIB2 weather
forecast file from NATIONAL
OCEANIC AND ATMOSPHERIC
ADMINISTRATION(NOAA), I have
written a program to read and
output the global ocean weather
forecast, which includes
significant wave height, swell,
wind speed & directions, etc.
•
A reasonable and practical prediction of ship performance (especially fuel
consumption performance) in actual environment is the first and key step of
voyage optimisation.
•
When the voyage optimisation is well developed, the ship owner could
benefit from increasing safety of vessel (avoidance of severe weather);
saving fuel consumption (manage a voyage route with low fuel consumption
from a few suggested routes); arriving in time (manage ship speed and
voyage route based on suggested speed and routes).
• The usage of voyage optimisation has a potential to reduce the fuel
consumption and operational cost, which are quite important in the
fierce competition of shipping market.
81
Voyage Optimisation
Thank you for your attention
- Conclusions
•
As the Ship Energy Efficiency Management Plan (SEEMP) has been made
mandatory for all ships by the International Maritime Organization (IMO)
since 1 January 2013, it is necessary and wise to develop voyage
optimization not only to comply with relevant regulations but also to save
vessel operational cost by reducing fuel consumption and decreasing
carbon oxide emissions.
•
Through the comparison between the traditional ship performance
prediction method and the update version, the absolute difference between
predicted EEO and actual recorded EEO of oil tanker A reduced from 14.7%
to 5.2%, oil tanker B reduced from 21.6% to 7.15%. The results prove the oil
tanker fuel consumption modelling is very reasonable considering the
uncertainty in some factors.
Any questions or comments are
more than welcome
82
Background
TARGETS
Auxiliary
energy
Energy audits
Engine Room and prime driver
Added Resistance
Auxiliary Energy
Modules
M. Insel
• Experience gained in 2 EU FP7 projects:
TARGETS, TEFLES
• Know-how on energy-emission modelling in
ships
• Know-how on emission reduction measures
(ERMs)
• Know-how on effectiveness of ERMs
Wave Resistance
Propeller
Modules
Probabilistic Approach to Emission
Modeling in a Seaway, Effectiveness
of Emission Reduction Measures
Hydrodynamic
efficiency
Propulsion Improvement Devices
Ship
propulsion
Advanced Surface technology
Frictional resistance/
Hull coatings
Integration and
simulation
83
Most accurate way of emisson
determination
Prediction of Emissions for a Ship in
Specific Conditions
Measurement of Fuel Consumption
Exhaust
Propulsion
Engine
Coversion of Fuel consumption
to Emissions
IMO GHG ? or DNV ? Or other ?
Direct measurement
Top Down
Emission Estimations for a Fleet
Fuel Consumption
Resistance
Auxiliary
Bottom Up
Probabilistic Approach
Not readily available
ERM effect can not be predicted
Top down
Ship size can not be accounted
Route can not be accounted
ERM can only be effective for one ship
Bottom Up
84
Example Fleet and Voyage : MoS
Route
Number of
ships
Route Length
Ship Size
Heading
Weather
Ship Size
Wind Direction
Wind
Speed
Number of Ships in Database
1200
1000
800
600
400
200
0
DW
Wave Height
85
Ship Characteristics
Breadth (m)
Length (m)
250
200
150
100
50
0
0
DW
10000 20000 30000 40000 50000 60000
y=
3E-13x3
-
3E-08x2
10
8
CB
Draught (m)
12
6
4
2
0
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
y = 36.8083718e-0.0000934x
20
200
150
100
0
0
10000 20000 30000 40000 50000 60000 70000
-20
-40
-60
0
0.1
0.2
0.3
V/(gL)^0.5
0.4
30000
40000
50000
60000
-80
-100
DW
0.5
Ship characteristics probabilistic
representation
1400
20000
y = -0.88x + 0.8491
0
10000 20000 30000 40000 50000 60000
10000
DW
DW
Model
100
1200
Auxiliary Power Error (%)
Auxiliary Power (kW)
40
250
0
+ 0.0008x + 2.1881
14
0
60
y = 4.0086x0.3917
300
50
DW
16
350
Length Error %
40
y =358E-13x3 - 8E-08x2 + 0.0023x + 10.275
30
25
20
15
10
5
0
0
10000 20000 30000 40000 50000 60000
y = 4.0046x0.3918
300
Length (m)
350
Probabilistic Approach
1000
800
y = 135.22ln(x) - 653.92
600
400
200
0
0
5000
10000
15000
20000
25000
DW
50
0
-50
0
5000
10000
15000
20000
25000
-100
-150
-200
-250
-300
DW
Average Power for DW
± % Variation
86
Engine Modelling
Engine Emission Models
Simulations by Monte Carlo Method
Validation
87
Validation
Paint Effect
Air Lubricaton
Surface patterns
88
Hull Form
Trim Optimisation
Stern Form
Air Resistance
89
Appendages
Thruster Tunnels
Electric Consumers
Scrubbers
90
Slow Steaming
Drydocking Period
Efectiveness of ERMs
Efectiveness of ERMs
91
Ballast Water Problem
BaWaPla
ITU & BaWaPla
Experimental design
Electrochemical cells
Results
Conclusions
www.bawapla.com
Sustainable Ballast Water Management Plant
Assoc.Prof.Dr. Fatma Yonsel
[email protected]
PhD. Ceren Bilgin Güney
[email protected]
Istanbul Technical University Faculty of Naval Architecture and Ocean
Engineering, 34 469 Maslak- Istanbul, Turkey
366/36
Ballast Water Problem
•
•
•
•
The IMO Marine Environment Protection Committee (MEPC) meeting,
MEPC 64, held in October 2012, discussed several issues related to the
Ballast Water Management Convention (BWM Convention), and reached
the following conclusions:
Marine plants, animals and microorganisms are
being carried around the world attached to the
hulls of ships and in ships’ ballast water.
When discharged into a new environment they
may become invaders and seriously disrupt the
native ecology and economy.
It is estimated that as many as 10,000 alien
species of plants and animals are transported per
day in ships around the world.
Finally IMO adopted International Convention for
the Control and Management of Ships’ Ballast
Water and Sediment in February 2004. The
convention is now open to the signature of the
member states. After the ratification of the
convention all ships will be required to manage
their ballast water in compliance with the
standards of the convention within a designated
timetable.
•
•
•
Implementation dates of the D-2 Standard (Treatment)
It was agreed that a Correspondence Group (CG) headed by Japan is to
examine what options there are for implementation of the BWM Convention
for existing ships given that the Convention is not yet ratified. The intention is
to prepare an Assembly Resolution addressing the above issues.
The two main proposals on the table are as follows:
Consider ships built before the entry into force of the Convention to be
existing ships and postpone the requirement for those ships to install
treatment systems until their periodical surveys after 2016.
Remove the requirement to retrofit a treatment system at the intermediate
survey after 2014/2016, and keep only that ships must retrofit a treatment
system by the renewal survey after the anniversary date of the delivery of the
ship in 2016.
.
367/36
368/36
92
Status Ratification BWM Convention ,
•
Updated list of contracting states; Updated: 02/01/2013
Nr. of Contracting States: 36 % world tonnage: 29,07%
Availability of treatment systems
The MEPC agreed that there are enough ballast water
treatment systems on the market, with 28 systems
already type approved.
•
Ratification status
Denmark ratified the Convention in early September,
bringing the ratifying countries’ gross tonnage
percentage to 29% of the 35% required for the
Convention to enter into force. Both Germany and
Belgium announced in plenary at the MEPC that they
are on the verge of ratifying the Convention. Germany
represents around 1.4% of the world’s gross tonnage.
•
It is advisable for ship owners to consider the various
treatment systems available on the market in order to
be prepared once the Convention obtains enough
signatories to be ratified.
http://globallast.imo.org/index.asp?page=announcements.asp#228
Algeria
Antigua & Barbuda
Barbados
Brazil
Canada
Cook Island
Croatia
Denmark
Egypt
France
Iran
Kenya
Kiribati
Korea
Liberia
Lebanon
Maldives
Marshall Islands
369/36
•
•
•
•
•
There are serious R&D efforts all over the world to solve this problem.
An overview of the methods are:
Mechanical treatment methods such as solid-liquid separation (filtration,
hydrocyclone, coagulation) ,
Physical treatment methods such as sterilization by ozone, ultra-violet light,
electric currents and heat treatment,
Chemical treatment methods such adding biocides (oxidizing biocides:
chlorination, electrochlorination, ozonation, cholorine dioxide, peracetic acid and
hydrogen peroxide or non-oxidizing biocides: menadione/ vitamin K) to ballast
water to kill the most unwanted organisms.
371/36
Mexico
Malaysia
Mongolia
Montenegro
Nigeria
Niue
Norway
Palau
Russia
Saint Kits and Nevis
Sierra Leone
South Africa
Spain
Sweden
Syrian Arab Republic
The Netherlands
Trinidad & Tobago
Tuvalu
370/36
•
Technologies to treat ballast water are
derived from municipal and other
industrial applications. But they need to be
adapted regarding IMO guidelines and
need to be safe, environmentally
acceptable, cost-effective and of course
practicable.
•
However, it is generally agreed that a
single treatment method would not be
sufficient to achieve IMO standards for all
seawaters and all ship types. Meanwhile,
various projects dealing with ballast water
treatment were initiated and different
treatment systems have been developed
and tested.
372/36
93
BaWaPla
BaWaPla Partners
This work has been conducted within
the project “BaWaPla – Sustainable
Ballast Water Management Plant”,
funded by European Union under
contract number 031529.
Start date:15-11-2006
End date: 14-05-2010
BaWaPla:
A Combined System for
Sustainable Ballast Water
Management
“Sustainable
Ballast
Management Plant”
Water
From: Germany, England, Spain, Turkey,
France, Portugal, Israel
www.bawapla.com
373/36
BaWaPla
374/36
BaWaPla HYBRID SYSTEM CONCEPT
Aim of the project BaWaPla
is to develop of a new hybrid
ballast
water
treatment
technology (UV + filters +
electrolysis) built in a selfcontrolled
ballast
water
treatment system.
BS Filter
LVPG
Generator
To Ballast
Tanks
By
producing
active
substances
through
electrolysis of seawater, the
requirement to carry or store
hazardous and corrosive
chemicals
onboard
is
eliminated: an economical
alternative
to
using
chemicals for treating large
volumes of ballast water.
UV Light
375/36
376/36
94
EXPERIMENTAL DESIGN
ITU-BaWaPla
The LPD (liters per day) series of
“On-site” production systems
produce a highly effective general
purpose sanitizer: Anofluid.
The production of this sanitizing
fluid requires, salt, water and
electricity. The heart of the LVPG
system is hybrid production cell.
The aim of this study is
to optimize a laboratory
chlorine
generation
system
to
disinfect
ballast water organisms.
A laboratory system/
test bed is prepared by
LVPG GmbH, Germany
and provided to Istanbul
Technical University.
This “test bed” is used
to test assumptions and
proposals for the best
and optimal cell design.
Employing ECA (electrolysis)
techniques
to
produce
disinfectants,
saline
water/
seawater is introduced into an
electrochemical cell.
377/36
378/36
ELECTROCHEMICAL CELLS
EXPERIMENTAL DESIGN
• Seawater contains a wide range of salts at various concentrations
and combinations. These characteristics have a direct effect on the
capability of an electrochemical system. It has been anticipated that
several iterations of cell design may be required to optimize a
laboratory system.
ITU has tested 5 different types of cells which are coded as
Standard Cell, FTEC 100, FTEC 500, EC Nr. 201 and EC Nr. 240.
The electrolysis cells were provided by Fuma-Tech GmbH,
Germany.
• The Standard Cell has already been used for chlorine production for
disinfection at land based plants.
Electrochemical reaction within the
cell results in the production of
highly effective “Hypochlorous acid
rich” disinfectant.
Water, salt and electricity combine
to
produce
highly
effective
“Hypochlorous
acid
rich”
disinfectants (here AnoFluid).
The sanitizing / disinfecting
properties of Hypochlorous acid
(HOCl)
have
been
well
researched. It is proven to have a
broad spectrum of antimicrobial
activity and to be capable of killing
microorganisms very rapidly.
Standard
Cell
379/36
380/36
95
The cells called FTEC 100 and FTEC 500 are designed to produce
chlorine directly from seawater and to be used onboard for ballast
water disinfection. Preliminary experiments are conducted to
investigate the properties of Anofluid produced with the Standard Cell.
The other cells are tested to investigate the effectiveness of new cell
designs regarding Anofluid quality and appropriateness to seawater
usage.
FTEC 500 has the same properties and geometry of anode and
cathode as FTEC 100. However dimensions of FTEC 500 are larger
than FTEC 100 to obtain higher flow rates of Anofluid and higher
chlorine concentrations at higher currents
EC 100 Nr. 201 has electrodes with special design for future stackable
systems and is equipped with reversal polarity finish to make
production of Cathofluid with good disinfection quality available while
working in reverse current direction. The electrodes are expected to be
‘seawater resistant.
Both EC 100 Nr. 201 and EC 100 Nr. 240 are built with special
electrode geometry for testing a new kind of contact arrangement in
order to design a stack system. Because the electrodes are expected
to be seawater resistant, the stability is reached by optimizing the
mixture of ruthenium and iridium as well as of tempering process.
FTEC 100
EC 100 Nr. 201
&
&
FTEC 500
EC 100 Nr. 240
381/36
WATER FOR THE EXPERIMENTS
MEASURED PARAMETERS AND METHODS
The total and free available chlorine concentrations were measured as
main parameters for Anofluid quality. Hach DR 2000
spectrophotometer and DPD method was used for determination of
both total and free chlorine concentrations. Redox potential, pH,
temperature, salinity, conductivity and chloride concentration are also
observed as control parameters.
Parameter
Instrument
Redox Potential
Hach Sension1 pH / mV Meter
pH
Temperature
WTW 720 InoLabseries - pH Meter
WTW 720 InoLabseries - pH Meter
WTW LF 196 –Microprocessor Conductivity
Meter
Salinity
Conductivity
WTW LF 196 –Microprocessor Conductivity
Meter
Chlorine Total and
Free Available
Hach DR 2000- DPD (N,N-diethyl –pphenylenediamine) method .
(Adapted from Standard Methods
for Examination of Water and Wastewater)
382/36
To produce Anofluid for the
preliminary experiments with the
Standard Cell, deionised water and
saturated saline solution are used.
To avoid any uncontrolled effects of
natural seawater, artificial seawater
prepared with tap water and salt is
used as test media for the
preliminary investigations of cell
types FTEC 100 and FTEC 500.
Several sets of investigations are
carried out to develop specifications
for regular operation.
383/36
Further experiments are carried out
with
seawater
gathered from
Bosporus (S‰:~18). The seawater
is salinated with salt (S‰:~30) or
diluted with tap water (S‰:~9).
384/36
96
EXPERIMENTS WITH FTEC 500
FTEC 500 experiments with natural seawater are carried out at four different
current settings (30A, 40A, 50A, and 60A) and at the constant flow rate of 100
l/h, with seawater taken from the Bosporus at a depth of 2 m: initial pH 7.75,
salinity 18‰.
For the preliminary experiments with FTEC 500, artificial seawater
prepared with tap water and salt is used. Several test runs are
carried out to develop specifications for regular operation.
Comparisons are carried out between the results obtained from the natural
and the artificial seawater experiments.
Water samples with three different salinities are tested at four
different currents (30A, 40A, 50A and 60A) with constant Anofluid
flux (100 l/h). The salinities are adjusted to represent the seawater of
the Baltic Sea (~10‰), of Istanbul (~20‰) and the average seawater
in the world’s oceans (~30‰ ).
The measured chlorine concentrations of Anofluid produced with natural
seawater are considerably below the ones produced with artificial seawater.
The highest total chlorine content (286 mg/l) is obtained with natural seawater
at 30 A. Apart from this value, all chlorine concentrations of Anofluid produced
with natural seawater are below 200 mg/l.
The results show that the higher chlorine contents are obtained with
higher currents as expected, except for the substrate salinity of 10‰.
In comparison with FTEC 100, the percentage of free chlorine in total
chlorine is found to be higher.
The lowest total chlorine concentrations of Anofluid produced with artificial
seawater is 308 mg/l, raising up to 777 mg/l at 60A.
The redox potentials of Anofluid produced with natural seawater are also lower
than the redox potentials of artificial seawater
385/36
RESULTS
RESULTS
FTEC 500
Further experiments are carried out with seawater (S ‰:18, SW1),
salinated seawater (S ‰:30, SW2) and diluted seawater (S ‰:9,
SW3) at 4 current settings (30A, 40A, 50A, 60A) at the constant
Anofluid flow rate of 100 l/h. After one set is completed with SW1 and
SW2, duplication experiments are carried out to determine the stability
of the cell performance.
FTEC 500
total chlorine [mg/L]
386/36
1000
800
600
400
FTEC 500 produces Anofluid with the
best disinfectant properties.
‘Standard’ and FTEC 100 follow with
their performance.
Even the lowest values of FTEC 500
(with seawater) are better than the
best values of FTEC 100 and the
Standard Cell.
200
0
natural seawater
low value
artificial seawater
high value
387/36
388/36
97
RESULTS
RESULTS
FTEC 500
Seawater vs. Artificial Seawater
S: ‰ 18
900
Chlorine [mg/l]
The effects of some physical and chemical parameters are
investigated on the Anofluid quality and durability.
Chlorine, Total (AW)
750
600
Chlorine, Free (AW)
450
Chlorine, Total (SW1)
300
Chlorine, Free (SW1)
150
Chlorine, Total (SW2)
0
Chlorine, Free (SW2)
20
30
40
50
60
The chlorine concentration decreases dramatically when the Anofluid
is produced from seawater. The hardness [concentration of Ca 2+ and
Mg2+] of seawater has a direct effect on the cell performance and
disinfectant quality.
Next Figure shows the results of the long term Anofluid production with
substrates containing 400 mg/l Ca2+ and 1300 mg/l of Mg2+.
70
Current [A]
Comparison of chlorine contents
389/36
390/36
RESULTS
RESULTS
FTEC 500
EXPERIMENTS WITH EC 100 Nr. 201 &
EC 100 Nr. 240
Chlorine [mg/l]
Long Term AnoFluid Production
Ca2+: 400 mg/l,
Mg2+: 1300mg/l
200
180
160
140
120
100
80
60
40
20
0
0
1
2
3
4
5
duration [h]
6
7
Total
8
FuMa-Tech desinged cells with electrodes having a novel coating:
electrodes are equipped with a polarity reversal finish + additional
protective layer between the coating + metal electrode surface with gloss
finish.
New electrodes are designed to be "seawater resistant". Precipitation due
to the hardness (Ca2+, Mg2+ ) that would usually lead to scaling on the
cathode is effectively counteracted by the current reversal during the run.
Working with reverse current direction provides the cell with the ability to
work in reversed polarity leading to a self-cleaning process.
9
Free available
Anofluid quality decreases as the production duration is increased.
Accumulation of Ca2+, and Mg2+, on the electrodes and membranes
cause the decrease in the Anofluid quality
391/36
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98
RESULTS
RESULTS
EC 100 Nr. 201 & EC 100 Nr. 240
EC 100 Nr. 201 & EC 100 Nr. 240
Two different test procedures are conducted with each cell. The
maximum obtained voltage is tested under constant current adjustment
of 8A.
The maximum voltage values are increased stepwise at 2V, 4V, 6V, 8V,
10V, 12V, 14V, 16V, 18V and 20V sequentially.
Consequently, the reverse polarity and standard polarity modes are
tested: the Anofluid is produced with the standard current direction and
the Cathofluid is produced with the reverse current direction.
The results of the tests with the cells EC 100 Nr. 201 and EC 100 Nr.
240 show that the Cathofluid produced both with the tap water and the
seawater has less free and total chlorine content compared to the
Anofluid.
On the other hand, the Anofluid produced with tap water has higher free
chlorine concentrations than the Anofluid produced with seawater. The
Ca2+, Mg2+ present in the seawater is thought to cause such a
difference.
It should be noted that the hardness of the tap water in Istanbul is far
below the average values of Ca2+, Mg2+ of the world seas and the
salinity of seawater from the Bosporus (18‰) is less than the average
salinity of world’s seas (30-35‰).
All these results indicate that the reverse polarity cells are essential for
the systems using seawater as substrate. These reverse polarity cells
are currently used in the BaWaPla Land Based system in Newcastle .
393/36
394/36
CONCLUSIONS
Land based BaWaPla system
in Newcastle at Blyth
A total of 5 different cell types are included in the experiments to
determine the properties of Anofluid produced under various seawater
conditions. The parameters tested are pH, temperature and shelf life.
• The results show that the enlargement of electrode surfaces result in
increased chlorine concentrations in the disinfectant. FTEC 500
produces the best Anofluid with natural seawater.
free chlorine [mg/L]
seawater from bosporus S 18‰
250
200
150
100
50
0
Seawater obtained directly from Blyth Harbour in a location ships would take on
ballast.
Tests were performed at the Blyth test site in August – September 2009
FTEC 500
395/36
EC100/201
EC100/240
396/36
99
CONCLUSIONS
CONCLUSIONS
• According to the findings of the laboratory test system at ITU, FuMaTech GmbH designed cells with novel electrode coatings.
• The variable parameters of the cell design were the geometry and
dimensions of the electrodes.
•
• The effects of Ca2+ and Mg2+ concentrations, along with ammonia,
were also investigated (aside with the cell design) as external
parameters for system capability.
Electrodes are equipped with a polarity reversal finish which has
additional protective layer between the coating and the metal electrode
surface with gloss finish.
• The cells have the ability to be run with reversed polarity, that a selfcleaning process take place, presenting substantial advantages
considering on board operations.
• The concentrations of Ca2+ and Mg2+ in the seawater is found to
have a direct effect on the cell performance and the disinfectant
quality
• Ammonia, if present in ballast water, has a negative effect on
disinfection quality
397/36
398/36
References
•
http://globallast.imo.org/
•
www.bawapla.com
•
YONSEL F., Neue Anzaetze zur Ballastwasserreinigung in Schiffen, TU International, Nr: 61, S.22-23, Januar
2008
•
BILGIN GUNEY C., YONSEL F., Onboard electrochemically generation of disinfectant for ballast water
treatment , 13th Congress of Intl. Maritime Assoc. of Mediterranean, IMAM 2009, Proceedings Vol: 2, ISBN
:978-975-561-357-4, Pages: 815-821. İstanbul, Turkey, 12-15 Oct. 2009
•
YONSEL F., BİLGİN C.,Electhrochemical Chlorine Generation Applications for Ballast Water Treatment, Ship
Design and Operation for Environmental Sustainablity -RINA , ISBN No : 978-1-905040-69-8 , Pages: 95-103,
10-11 March , London,UK , 2010
•
BİLGİN C GUNEY., YONSEL F., Effects of Ammonia on Electrochemical Chlorine Generation for Ballast Water
Treatment, OMAE 2011-49224 , June 19-24,2011 Rotterdam, The Netherlans-Proceedings of the ASME 2011
30th International Conference on Ocean, Offshore and Arctic Engineering
•
BİLGİN C GUNEY., YONSEL F., Lab – Scale Chlorine Generation , 2nd IMO-GloBallast and IMarEST
Shipbuilders’ Forum on the Ballast Water Management Convention, 25-28 October 2011, Istanbul ,
Proceedings of the Global R & D Forum on Compliance Monitoring and Enforcement , The Next R & D
Challenge and Opportunity; ISBN 978-975-403-730-2
Let’s Return Water Cleaner than when we borrowed it !
THANK YOU FOR YOUR ATTENTION
[email protected] ; [email protected]
•
BİLGİN C GUNEY., YONSEL F., Electrochemical Cell Applications for Ballast Water Treatment, Marine
Technolgy Society Journal, 2013, Vol 47, Nr: 1 ; p: 134-145
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100
Stuart A. McKenna
• Research Assistant
University of Strathclyde's
Contribution to Ship Recycling
Research
Stuart A. McKenna & Rafet Emek Kurt
ITU, ISTANBUL MAY 2013
• Writing up PhD
• Ship Recycling, Offshore Decommissioning, HSE,
Risk Analysis, Maritime History
• EU FP7 DIVEST Project
www.divest-project.eu
• Leonardo Da Vinci Ship DIGEST
www.shipdigest.eu
Overview
•
•
•
•
•
•
Introduction to Research Area
What We Do
Research Aim
Research Work
Issues for Future Research
Conclusions
Life Cycle of a Ship
Design
Ship
Recycling
Ship
Operation
Ordering
Ship
Building
101
Current Locations
Market
Recycling Capacity (Million LDT)
Pakistan, 1
Turkey, 1
India, 4.5
Bangladesh,
1.5
China, 3
Why Ship Recycling?
Source:
http://www.edwardburtynsky.co
m/WORKS/Ships/Shipbreaking
Why Ship Recycling?
Source: Field Trip
102
Why Ship Recycling?
What We Do?
• New Impending Regulations:
Research
Training
– International Maritime Organisation
– European Union
• Requiring:
Assist
Develop
– All ships in the world over 500 gross tons required to
keep an up to date Inventory of Hazardous Materials
onboard
– Ship Recycling facilities to be of an appropriate
standard
What We Do?
Advise
Cooperate
Research Aim
• Investigate and quantify the potential
impacts that ship recycling activities cause
to the human and the environment
“Investigating and quantifying the key issues in
a scientific manner while developing tools and
changing attitudes and behaviours through
training and education”
• Develop business and decision support
tools for ship recycling facilities
• Develop Vocational Education & Training
103
Problem: HazMat
Materials
Problem: HazMat
Agreement/Convention
Asbestos
1974 SOLAS – 2000
Amendments (Reg II-1/3-5)
Organotin Compounds
which act as biocides in
antifouling
systems (tributyltins
(TBT’s), Triphenyltins
(TET’s) and tributyltins
Oxide (TBTO’s))
International Convention on
the Control of Harmful
Anti-Fouling Systems on
Ships 2001
Ozone Depleting
Substances,
Chlorofluorocarbons
(CFC’s)
Ploychlorinated biphenyls
(PCB’s)
MARPOL Annex VI Reg 12 &
Montreal Protocol
Asbestos containing gasket seals
Stockholm Convention on
Persistent Organic
Pollutants (POP’s) (Part II)
List of banned hazardous materials
Rubbish with Asbestos Detected
(http://www.lesservicesjag.com)
Problem: HazMat
Problem: Heavy Metals Environment
Supply Chain
Problems:
• Large
amount of
different materials
•Many Suppliers and
suppliers of Suppliers
•Undocumented and
unchecked
Material Declaration Example for IHM (DNV)
Heavy metal sediment concentrations
(DIVEST)
104
Problem: Heavy Metals –
Health and Safety
Problem: Heavy Metals Environment
Toxic Dust Experiment
Findings
Heavy Metals
•UK limits
•Presence of heavy metals in
paint
•135 mg/kg of Cu,
•75 mg/kg of Ni
•300 mg/kg of Pb
•Iron,
•Arsenic,
•Nickel,
•Lead
•Manganese
•Range and quantity of
heavy metals present
•Systematic pollution of
coastal regions by toxic
heavy metals.
•A major occupational health
and safety hazard
Heavy metal sediment concentrations
Problem: Heavy Metals
• Heavy Metals
– Paints
(DIVEST)
•Exceeding legal exposure
limits
Measuring toxic dust of cutting operation(DIVEST)
Future Work
• Continue Quantification of Ship Recycling Hazards
• Improving Ship Recycling Standards
• Transfer
– Beaching operation
– Oxy torch cutting process
• Investigate innovative design and system technologies
which assist ‘design for recycling
• Propose standards to which all new ship designs
should conform to in relation to ‘design for recycling’
105
Future Work
Conclusions
•Lots more research is required to accurately
quantify the impacts of Ship Recycling
•The Ship Recycling Industry requires assistance
and solutions for it to change
•Improvements in Ship Recycling can be
influenced by all
• Global cooperation is needed for this to happen
Rafet Emek Kurt
• Research Assistant
SHIP DIGEST: VOCATIONAL
EDUCATION FOR THE SHIP
DISMANTLING INDUSTRY
Rafet Emek Kurt & Stuart A. McKenna
ITU, ISTANBUL MAY 2013
• ITU Naval Architecture & Marine Engineering
• Human Factors, Noise and Vibration,
Fatigue, Ship Recycling
• EU FP7 SILENV Project
http://www.silenv.eu/
• Leonardo Da Vinci Ship DIGEST
http://www.shipdigest.eu/
106
Overview
•
•
•
•
•
•
Introduction
Introduction
SHIP DIGEST Aims & Objectives
SHIP DIGEST Approach
SHIP DIGEST Progress
Future Activities
Conclusion
Ship Dismantling Insight by Generating
Environmental and Safety Training
Introduction
Leonardo Da Vinci
Transfer of Innovation programme
Introduction
Vocational Education
Pilot for Turkish Ship
Dismantling Industry
107
Aims & Objectives
• Improve ship dismantling through
knowledge transfer
• Create and pilot bespoke ship
dismantling vocational education
Approach
Identification of Needs
Review of Innovative Products, Tools and Education
Development and Adaptation of Training Module Content
Development of Delivery Mediums
Training of Trainers
• Provide sustainable outputs
Progress
Identification of Needs
Report on Training Needs Analysis for the Turkish Ship
Dismantling Industry
•Stakeholder Workshop
•Review of Turkish ship dismantling accident stats
•Overview of current practices
•Results, analysis and feedback from the Ship DIGEST
questionnaire
•Recommendations and identification of the key problem
areas and training needs
Piloting, Evaluation and Validation
Progress
Review of Innovative Products, Tools and Education
Report on Innovative Products, Tools and Education
•Extensive database of products, tools and training which
has been reviewed in terms of its suitability for application
in a ship dismantling context
108
Progress
Ship Dismantling Worker Training Award (3 Units)
•Personal Protective and Safety Equipment
•Hazard Identification, Common Accidents and Risk
Assessment
•Oxy-Fuel Metal Cutting
•Ship Dismantling Management Training Award (3 Units)
•Managing Health and Safety Liabilities
•Accident/Incident Reporting and Investigation
•Hazard Identification, Risk Assessment and Mitigation
Progress
Units will be accredited by Scottish Qualifications Authority
(SQA)
•Learning outcomes
•Performance criteria
•Evidence requirements
Participants will receive a recognised vocational award which
demonstrates knowledge, skills and competences gained.
Progress
Future Activities
Training of Trainers
Development of Delivery Mediums
Piloting, Evaluation and Validation
Vocational education
has to be informative
AND interesting
•Visual
•Interactive
2 Vocational Education Pilots planned in Aliaga, Turkey
•May/June
•July/ August
Overall aim to train:
•3-5 trainers
•20-30 ship dismantling workers
•10-15 ship dismantling managers
109
Conclusions
Conclusions
• Within the scope and life cycle of the
project the aim is to deliver a vocational
education pilot for the Turkish ship
dismantling workers and management
• Investment will be sought to further
develop outputs and a full vocational
education suite covering all elements of
ship dismantling
• Continuation of the development of
vocational education for the ship
dismantling industry is planned
• Transferred to ship dismantling locations
worldwide
www.shipdigest.eu
110

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