THE ECOLINER CONCEPT Dykstra Naval Architects January 29th 2013 p +31 20 6709533 e thys@gdnp.nl w www.gdnp.nl P a g e 1
CONTENTS 1. BACKGROUND DYKSTRA NAVAL ARCHITECTS... 3 1969-1980, racing and project management... 3 1981-1993, development work in Third World Countries... 3 1993- present, designing yachts and ships... 3 Dykstra Naval Architects have received Major Awards for their designs... 4 2. THE ECOLINER CONCEPT... 6 Sailing MultiPurpose vessel... 6 3. RESEARCH AND DEVELOPMENT... 7 Optimized hull shape... 7 Proven rig... 8 Operation... 9 Performance evaluation... 9 4. CURRENT STATUS AND OUTLOOK... 11 Sailing performance... 11 RIG options... 11 Performance... 12 Conclusion... 13 5. GENERAL SPECIFICATION... 15 Main particulars... 15 Performance... 15 Tonnage measurement... 15 Classification... 15 Capacities... 15 Cargo holds... 16 Accomodation... 16 Main propulsion Sailing rig... 16 Auxiliary propulsion... 16 Auxiliary... 16 Deck machinery and equipment... 16 Options... 17 Multi purpose cargo illustrations... 18 General arrangement... 19 SAilplan... 21 6. REFERENCES... 22 P a g e 2
1. BACKGROUND DYKSTRA NAVAL ARCHITECTS Dykstra Naval Architects [Dykstra website] was founded as Ocean Sailing Development Holland BV in 1969 by Gerard Dijkstra. In 2000 Thys Nikkels took over as director. Current staff is 10 Naval Architects. Hereunder an overview of the history is given. There has always been, naturally, an overlap between the various disciplines. 1969-1980, RACING AND PROJECT MANAGEMENT The first ten years the office was mainly involved with sailing and (short-handed) ocean racing in the capacity of sailing as well as managing the projects. However, the specialisation soon included part time yacht design and the building supervision of ocean going sailing yacht and fast shorthanded racers, using the experience of Gerard Dijkstra as skilled sailor. In 1975 the first full design was made: the solo racer Bestevaer. 1981-1993, DEVELOPMENT WORK IN THIRD WORLD COUNTRIES Since 1978 the interest of the company widened to include 'appropriate technology design. These commercial cargo and fishing vessels can be sailing auxiliaries or can be fully powered. In Indonesia where work has been implemented since the early Eighties, the company was much involved in the 'appropriate technology' vessels and the infrastructure needed to build them. By now over 150 vessels to our design have been built in Indonesia. Other countries that are homes for our appropriate technology vessels include: Islamic Republic of Mauritania, Honduras and Papua New Guinea. Of interest is the research done in suitable laminated wooden boat design, production techniques and operational aspects. However, designing the boats was only one aspect of the work. Feasibility studies for local yards, training of staff and craftsmen, social & economic aspects and lecturing at local universities were all part of the programme. The value of the programme in Indonesia was recognised by the fact that, when Dutch project help was stopped in Indonesia in the early Nineties, our Development of Laminated Wooden Boats projects continued under direct sponsorship of the Indonesian Government. 1993- PRESENT, DESIGNING YACHTS AND SHIPS Since 1986 the re-design of the Big Class classic racing yachts of the Twenties and Thirties has become a major activity. Designing rigs and sail handling systems for even the biggest vessels developed into another specialisation. The bureau developed the BESTEVAER concept, a series of semi custom build yachts. They have been designed in the lengths of 45 to 76 ft. This type of vessel is a contemporary classic yacht, the exterior and interior styling is according to the best traditional values, but underwater body and systems are modern state of the art. A number of designs have been made using the AERORIG concept, a free standing, fully rotating carbon wing mast. Smallest is a 60 ft sloop, largest the 47m Dwinger with a 60m high Aerorig. We were responsible for the re-design in the reconstruction and new built of the famous J CLASS yachts Endeavour, Velsheda, Shamrock V, Ranger, Hanuman (Endeavour2), Rainbow A large part of our design work goes into the SPIRIT OF TRADITION Class. Here the traditional good looks and valued romantic atmosphere are combined with a modern, high performance rig and underwater body. The lengths of these yachts range from 90 to 300 ft. Examples are: Carl Linne, Annagine, Windrose, Gweilo, Borkumriff IV, Meteor, Adela, Hetairos, Kamaxitha, Pumula, and Adix. P a g e 3
Miles stones in yacht design were the designs of: Athena, a 3 masted schooner with an overall length of 90mtrs, built in Alustar at the Royal Huisman Shipyard in 2004. Maltese Falcon, a 3 masted Dynarig with an overall length of87mtrs, built at Perini Navi in 2006, with the revolutionary DYNARIG fully developed by Dykstra Naval Architects. Rainbow Warrior 3, the new Greenpeace flagship, a hybrid drive motor sailor, launched in 2011. Since 1996 the design activities include once again racing yachts. This activity is a joint development between young - and not so young designers, operating as part of Gerard Dijkstra & Partners under the name of LUTRA DESIGN GROUP. The range consists at present of 20ft to 80ft length high performance racing sloops. All built in carbon fibre composite. In 1996 the design work started on a 650 GT, fully rigged clipper, the Stad Amsterdam. Two of these ships have been launched to date, one as a Solas >36 passenger vessel, one as a sail training vessel, the sail training ship for the Brazilian Navy, Cisne Branco. Dykstra Naval Architects has built up long standing relations with universities, research institutes and engineering companies (Delft University, Wolfson Unit, Marin, Potsdam, etc.). Research and development at sea, in the towing tank, at yards and, last but not least in the wind tunnel has always been a major support for our designs. DYKSTRA NAVAL ARCHITECTS HAVE RECEIVED MAJOR AWARDS FOR THEIR DESIGNS 1992 Adix, Showboats Award, Best Refit. 1996 Adela, Showboats Award, Best Sail over 36m. 1998 Velsheda, Showboats Award, Best Classic Reconstruction. 2002 Windrose, Showboats Award, Highest Technical Achievement. 2003 Borkumriff IV, Showboats Award, Highest Technical Achievement. 2003 Borkumriff IV, International Super Yacht Award, Best Sail 36m+ 2007 Maltese Falcon, World Super Yacht Awards, Best Sail 45m+ and Best Sail Overall. 2007 Maltese Falcon, 3 Showboats Awards, Best Sail over 40m, Most Innovative Yacht and Highest Technical Achievement. 2007 Maltese Falcon, International Super Yacht Award, Best Sail 36 m+ 2007 Gerard Dijkstra, Netherlands Royal Institute of Engineers KIVI), Maritime Medal of Honor. 2008 Meteor, 3 World Superyacht Awards, Best Sailing yacht of the Year, Best Sailing yacht Exterior Styling and Best Sailing yacht in the 45+m size range 2008 Gerard Dijkstra, Winner Hiswa Excellence Award 2010 Hanuman, 2 World Superyacht Awards, Sailing Yacht of the Year and joint winner Best Sailing Yacht 30-44 m size range 2012 Hetairos, World Superyacht Award, Judges special award 40m+, 2 Showboats Awards, Best design and technology and Best interior 2013 Nominated Sailing yacht 40m+: Kamaxitha, Mikhail S. Vorontsov 2013 Nominated Sailing yacht 30m to 40m: Pumula, Rainbow 2013 Nominated Refitted yacht: Endeavour 2013 Gerard Dijkstra, Nautique Lifetime achievement award P a g e 4
Some examples of the Sailing yacht designs Hanuman Athena Hetairos Maltese Falcon Windrose Rainbow Warrior III P a g e 5
2. THE ECOLINER CONCEPT The initiative for the Ecoliner has come from Fairtransport BV [Fairtransport website]. They have asked us to develop the design for this vessel. SAILING MULTIPURPOSE VESSEL The aim is to design a sailing 8000 DWT Multi Purpose cargo vessel. She can sail a transatlantic route, making good use of the trade winds but other routes are also possible. Goal Sustainable transport by reducing the use of fossil fuels and minimizing toxic emissions. Promotional transport, especially with a first ship. Economical transport by being a good competitor in the freight market. A fair competitor in that respect. The overall increased building costs (for the rigging and a slightly longer hull) will be compensated with fuel reduction over time. Over the total lifespan of 20 years this is an investment well spent. Cargo The Ecoliner concept is setup for a multipurpose ship. Other ship types are possible too: tankers, bulk carriers and heavy cargo ships. These are ship types that can be combined with a sailing rig without losing sail propulsion or cargo handling efficiency. Beside this, cabins for 12 extra passengers or trainees are available. It is Fairtransports experience that there is a lot of interest in this. Speeds and reliability The Ecoliner can reach about 18 knots under sail, depending on the cargo, wind speed and wind angle. The chosen design speed is 12 knots. In operation, the route and speed will be optimized by a routing algorithm. This algorithm ensures the Ecoliner arrives on time while minimizing fuel consumption. When the sailing speed is less than specified by the routing algorithm, an electric motor will be engaged to have the vessel motorsail at the requested speed. While motorsailing, the sails benefit from the higher ship speed reached by using the engine. Because of this, the required power while motorsailing is much smaller than when using no sails at all. With the design of the Rainbow Warrior III and the results of her sea trials we have found this to be a very fuel efficient way of sailing. Motor sailing makes it possible to compete with other 8000 DWT multipurpose ships. Future In the near future the environmental regulations for commercial ships will get stricter. Customers will become more aware of options for cleaner transport. This will force the current market to become more efficient and score well in the so called clean shipping index. Also harbor dues will be lower for cleaner ships. There is one guarantee. The cost of fossil fuels will increase and with a concept like the Ecoliner the environment can only benefit. P a g e 6
3. RESEARCH AND DEVELOPMENT Dykstra Naval Architects have always put effort in research and development of all aspects involved in ship building. For the Ecoliner, this is split up into the following aspects: - Hull and appendages - Sailing rig - Operation - Performance evaluation OPTIMIZED HULL SHAPE The hull shape is not a standard motor ship hull shape. Attention is given to the fact that this ship will sail. The hull shape is analysed for minimum drag with heel and side force. The waterline length is larger than most vessels of this DWT size in order to increase sailing speed and decrease motions in a seaway. Towing tank test of the Ecoliner at the Technical University of Delft, the Netherlands CFD calculations by Van Oossanen Naval Architects The performed CFD calculations on the hull will determine the resistance and side force for the ships lines plan. Furthermore, a towing tank test has been performed by Delft University of Technology. Following up tests are planned to study, amongst other, appendages. P a g e 7
PROVEN RIG The proven rig type of the Maltese Falcon [Maltese Falcon website] is chosen. This rig is developed by Dykstra Naval Architects and was initially Mr. W. Prolls idea in the 1960 s as the Dynarig. The reasons for choosing a Dynarig are performance, safety and very easy handling. The rig can be controlled by one person from the bridge so no extra crew is needed. On Maltese Falcon, all sails can be set in under 7 minutes. The rig has been tested in the windtunnel so knowledge about the rig performance is present. Windtunnel tests at the facilities of the Wolfson Unit, Southampton Control panel on the bridge of the SY Maltese Falcon The experience we have from Maltese Falcon teaches us that the rig needs little maintenance. The sails have full support from the yards, so the sail cloth can be regular Dacron which is relatively inexpensive. Maltese Falcon has sailed over 100.000 miles without any rig issues. Sails are replaced for maintenance on a regular basis. A windtunnel test will be carried out by Wolfson Unit [Wolfson Unit website]. This will determine the final rig configuration and sailing performance of the Dynarig used on the Ecoliner. Alternative rig types will be tested in the windtunnel as well to validate the selection of the Dynarig. Furthermore, research has been done on optimizing the rigs structural weight and dimensioning. P a g e 8
OPERATION In order to predict the ship performance, a new Velocity Prediction Program (VPP) is created. This program can calculate the ship speed and other properties like heel and leeway for all wind conditions and engine settings. Also added resistance in waves can be taken into account. Existing VPP programs are not suitable for motorsailers. The performance data created by the VPP is used in a weather routing program. This program uses the ship performance data and weather forecasts for wind, waves and current to find an optimal route between the departure and destination. In fact, various optimal routes are found that each give the minimum fuel consumption for a certain arrival time. The routing program can be seen in the figure below. The graph in the lower left corner shows the fuel consumption on the vertical axis and the trip duration on the horizontal axis. Each point in this graph represents a route on the map. The ship operator can choose the arrival time, and see the fuel consumption required. The weather routing program The weather routing program shown here was developed at Dykstra Naval Architects since existing routing programs are intended for either sailing- or motor ships. This routing program is unique since both the course and the engine setting are optimized, which makes the program suitable for motorsailers. Routing is important because the speed of a motorsailer highly depends on the weather conditions and the engine setting. PERFORMANCE EVALUATION By using the routing program to perform a large number of routings using historical weather data, a large number of combinations of ETA and fuel consumption can be obtained. This data can be used P a g e 9
to quantify the average fuel consumption on a specified route for a chosen average speed. This is valuable information since it links the fuel cost to the income. Also decisions in the design process can be made on the basis of this information when routings are done for various design options. The main question is whether it is economically viable to install sails on a cargo ship. By using weather routing simulations, the Ecoliner can be compared to a multipurpose cargo ship of the same deadweight but with no sails. By calculating the difference in fuel cost, the payback period of the higher building cost can be calculated. Two economical models are used for the cost calculation of the Ecoliner. The first is based on the Required freight rate method and the second on the Net present value method. More information about these methods can be found in [Stopford]. The Required freight rate method uses the operational expenses, write off costs and loan interest to calculate the cost for operating the ship per time unit. A route is chosen that gives the desired operating speed. The duration and fuel consumption of this route are then used to calculate the total cost of sailing the route. The required freight rate is the freight rate that covers the total cost, in other words, the breakeven point. The Net present value method calculates the annual cash flow for the ship. The fuel costs result from the routing simulations and a chosen operating speed. The income is calculated by a constant freight rate. Using this model, the ship operator can decide whether the annual income covers the risk of the investment. P a g e 10
4. CURRENT STATUS AND OUTLOOK We have finished the concept design phase. In this phase the main dimensions of the vessel and the general arrangement have been determined. The Ecoliner has been designed to meet all requirements for a modern cargo ship. We learned about important aspects of a sailing cargo ship from the design and performance evaluation of the Ecoliner. These lessons will be taken into the next design iteration. SAILING PERFORMANCE When sailing, a main feature of the hull is the ability to resist the side force of the sails. This requirement calls for a hull shape and appendages that provide sufficient lateral surface. The placement of lateral surface has a large impact on the rudder balance under sail and on the maneuvering capability of the ship. This calls for careful consideration of the various options to improve the sailing performance. More CFD calculations will be done to investigate the effect of variations in hull shape and appendages. These can include rudders, fins, bilge keels and/or skegs. CFD is a good way to compare options in a short time. More towing tank tests will be done for the most promising option in order to check the CFD calculations. Example of a setup with a rudder and two fins RIG OPTIONS Various rig setups are under consideration. The rig naturally influences the sailing performance but also the rig cost and the effect on cargo capacity and handling must be investigated. In order to make a choice, various sail configurations will be tested in the windtunnel. This includes varying the sail area, the number of masts, the mast construction, the sail shape and the camber distribution. The influence of reefing and the presence of cargo will also be tested in the windtunnel so the rig performance is known in all conditions. P a g e 11
Two examples of rig configurations: 3 masts with 2 cargo holds and 4 masts with 3 cargo holds PERFORMANCE The results of the routing simulations show that the Ecoliner can reach a significant amount of fuel. The Ecoliner and a motor ship of the same deadweight were simulated to sail between two ports in the North Atlantic. At an average operating speed of 12 knots, which is the design speed of the Ecoliner, the fuel savings more than compensate the rig cost. When a lower average speed is chosen, the fuel savings are larger which causes the operational costs of the Ecoliner to be considerably lower than those of an equivalent motor ship. This method can also be used to compare the investment of an alteration to the design, for example extra appendages, to the fuel savings it results in. P a g e 12
Cost per day [ /day sailing] ECOLINER - FUTURE DESIGN IN PROGRESS 18000 16000 14000 12886 14174 16037 16363 12000 10000 8000 6000 Time cost Fuel cost Total cost 4000 2000 0 Ecoliner 10 kts Motorship 10 kts Ecoliner 12 kts Motorship 12 kts Fuel-, time- and total cost of the Ecoliner and a comparable motor ship at 10 and 12 knots These calculations were made using initial estimations of the various costs involved with building and operating the ship. The intention is to develop the design of the ship and rig further in order to make more accurate estimates of their costs. The operation track can be optimized for the occurrence of wind and wave conditions. Better use of the sails can be made when another sailing track is used. It is expected that a more elaborate routing simulation using the trade routes in the Atlantic will yield higher fuel savings due to using sails. CONCLUSION All design tools are present to optimize the design of the Ecoliner further. Currently, work is put into studying the hull, the appendages and the rig. It is the aim to use routing to decide if a change is worth the investment. The routing program and the cost estimations are further developed in order to make accurate predictions of fuel savings and operating costs. P a g e 13
The 3D Rhino model of the Ecoliner P a g e 14
5. GENERAL SPECIFICATION MAIN PARTICULARS Length o.a. Length p.p. Length w.l. Beam mld. Depth main deck Ballast draft Draft max. Airdraft Deadweight at draft = 6.50 m Displacement 138.00 m 135.50 m 138.00 m 18.20 m 10.20 m 4.50 m 6.50 m 62.50 m (Panamax) 8210 tons 11850 tons PERFORMANCE Range 25 days (engine only) Design speed 12 kts (engine only) * Performance given for engine-only condition. Range and speed will differ when using sails only or when motor sailing. TONNAGE MEASUREMENT London-Convention 1969 3,730 GT 2,650 NT CLASSIFICATION Lloyd s Register of Shipping 100 A1, LMC, UMS. Equipped for carriage of containers Complies with Solas 2009 stability requirements CAPACITIES Cargo hold No 1 3,950 m 3 (139,500 cft) Cargo hold No 2 4,730 m 3 (167,000 cft) Cargo hold No 3 4,320 m 3 (152,600 cft) Cargo hold total 13,000 m 3 (459,100 cft) Fuel oil (MDO) 466 m 3 Potable water 127 m 3 Sewage 127 m 3 Lubrication oil 35 m 3 Dirty oil 35 m 3 Hydraulic oil 42 m 3 Ballast water 3260 m 3 Containers, in hold Containers, on deck Total container capacity 264 TEU 212 TEU 476 TEU 14ton homogeneous container capacity 350TEU Stack loads in hold Stack loads on hatches 96t/20 & 96t/40 25t/20 & 48t/40 P a g e 15
CARGO HOLDS 6 Hydraulic folding hatch covers, hatch openings are 25,7 x 15,6 m Tank top and lower part of longitudinal bulkheads suitable for grab unloading, grab weight <12 tons Hold dimensions: Cargo hold No 1 Box shaped; L: 27,30m/29,40m B: 10,10m/15,20m H: 10,60m Cargo hold No 2 Box shaped; L: 29,40m B: 15,20m H: 10,60m Cargo hold No 3 Box shaped; L: 21,70m/29,40m B: 10,10m/15,20m H: 10,60m ACCOMODATION For a crew of 12 persons with heating, ventilation and air-conditioning Extra is the accommodation space for 12 guests with heating, ventilation and air-conditioning MAIN PROPULSION SAILING RIG 4 Dynarig masts, total of approx. 4000 m2 4 Hydraulic yaw systems, yaw radius of 180 Full control of the rigging from the navigation bridge AUXILIARY PROPULSION Diesel electric Running on MDO, installed power 3.000 kw Emergency/ harbor generator set Propeller ø 3.85 m diameter AUXILIARY 1 GO separator 1 Fuel oil treatment booster unit 1 Lubrication oil separator 2 Fuel oil trim pumps 1 Bilge water separator acc. Marpol 2 Bilge/ballast pumps, each 200 m3/hr at 1,2 bar 1 Emergency fire fighting pump 1 CO2 fire fighting system for engine room and cargo hold DECK MACHINERY AND EQUIPMENT 2/3 Cargo handling cranes 40t x 28 m reach 2 Electrically driven bow anchor winch with two warping heads 1 Electrically driven stern anchor winch with one warping head 1 Set of navigation masts 1 Rescue boat with davit 2x 24 person Life rafts Electrically driven bow thruster unit, total installed power approx.530 kw Electric hydraulic steering gear, spade type rudder Container fittings on tank top and on hatch covers Lashing eyes in hold and on outside of coaming Electrically driven hold ventilation for 6 air changes per hour Sewage plant Ballast water treatment unit P a g e 16
OPTIONS Tweendecks throughout entire length of holds No cargo handling cranes 2/3 Integrated cargo handling cranes 40t x 28m reach Steel pontoon hatches Equipped for dangerous cargo according to SOLAS regulation 19-II-2 (Excluding I and VII) Use of LNG as fuel Classification Strengthened for heavy cargo up to 15 t/m2 homogenous and 20 t/m2 according to loading pattern (or equivalent notation of any other main Classification Society) P a g e 17
MULTI PURPOSE CARGO ILLUSTRATIONS Protected cargo in closed hold or setup as tanker Lightweight deck cargo Specialist type of cargo P a g e 18
GENERAL ARRANGEMENT P a g e 19
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SAILPLAN P a g e 21
6. REFERENCES [Dykstra website] www.gdnp.nl [Fairtransport website] www.fairtransport.nl [Maltese Falcon website] http://www.symaltesefalcon.com/ [Stopford] Martin Stopford, Maritime economics, 2009 [Wolfson Unit website] http://www.wumtia.soton.ac.uk/ P a g e 22