News and articles about the latest trends in the maritime industry and around naval architecture

Conoship Zero Emission Concept

Concept Design for Zero Emmision Shipping Presented at IMO London

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On Monday 11th of November, a week after winning the Dutch Maritime Innovation Award 2019, we informed at the IMO Headquarters in London the members of the 6th Intersessional Working Group on Green House Gasses (IMO ISWG GHG 6) on the actual possibilities of Wind Assisted Ship Propulsion (WASP) with the Award-winning eConowind-units and VentiFoils to enable Zero Emission Ocean going shipping.

Conoship at IMO in London

Conoship at IMO in London

We presented in a ZESTAs mini-seminar in the Grand Assembly Hall of the IMO Headquarters (see picture), on behalf of Econowind BV that is a member of ZESTAs: the ‘Zero Emission Ship technology Association’. The development and principle of the eConowind-unit and VentiFoils were introduced very briefly, focusing on the practical application on the MV Lady Christina of WijnneBarends and the MV Ankie of Van Dam Shipping from Spijk. Retrofitting these wind propulsion units on existing vessels enables those vessels to reduce fuel consumption and CO2 emissions while maintaining the same speed up to levels of 20 % in favourable Bft 5 wind conditions. Actual developments were presented for new Short Sea Shipping designs of Conoship International, that can save more than 50% on fuel and CO2 emissions in favourable 5Bft wind conditions, by application of 2 VentiFoils of 20 m (foldable) on the foreship and an additional 2 Foldable VentiFoils on flatracks of 12 m on the hatches. These two can be handled with the hatchcover crane.

Lady Christina with eConowind-unit     van Dam Shipping with Ventifoils rendering

As various IMO delegates are representing countries with large bulkcarriers in their Flag-register, there was quite some interest in the possibilities of the 30 m VentiFoils XL (under development, scheduled for 2020/2023) that can be retrofitted on large bulk carriers in between the cargo hatches. Based on actual results with smaller VentoFoils, it can be expected that on ocean going bulkers sailing at speeds around 11 kn, more than 50% of propulsion power can be generated by six 30m VentoFoils XL at favourable Bft 5 windconditions, depending on size of the vessel and characteristics (and age) of the engineroom installation. The annual average savings in fuel and CO2 emissions are largely influenced by the windconditions of the operational area of the vessel. Saving up to 30% on average annually can be a realistic forecast for the example of the North Atlantic crossings.

This was rather positive news for the IMO delegates of the ISWG GHG 6, because their main focus in this weeks meeting was to discuss possible objectives, methods and regulations for existing vessels, to support and enable IMO’s ambition to reduce ‘the CO2 intensity’ by 40% in 2030. This means that the CO2 emission per ton-mile per ship should be reduced by 40% compared to the level in 2008, as an important step towards IMO’s main ambition to realize a reduction of 50% of the CO2 emission of the complete worldwide fleet of seagoing vessels in 2050. One of the discussed possibilities for the reduction  per ship is ‘slow steaming’: reducing the speed of the ship so much that the consumed fuel (= CO2 emission) is 40% less per ton-mile than in 2008. The application of VentiFoils XL will enable the ships to reduce a large part of the CO2 emission at the original speed and will become a very interesting option to realize IMO’s ambition.

The other ZESTAs partners each presented their solutions for emission reduction:

  • Futureproof Shipping: a 110 m inland navigation vessel that will be retrofitted next year with batteries and fuel cells and will than be sailing 100% zero emission;
  • Nedstack: delivering fuel cells already up to 2000 kW and larger powers are under development;
  • Hyon
  • SPBES
  • Conoship – Econowind: eConowind-units and VentiFoils, plus a new Zero Emission Concept design for the ‘CONOSHIP 33000 ZE’ (Zero Emission) integrating the other zero-emission solutions in an Ocean Going Bulk carrier for the Great Lakes.

Conoship Zero Emission Concept with Ventifoils

This new CONOSHIP 33000 ZE-concept of Loa = 220 m, B = 23,75 m and D = 14,50 m and 33.000 DWT, features ten 30m VentiFoils XL, that can deliver more thrust than required to sail at 11 kn, at favourable wind conditions of Bft 5 and more. The intended operation is to cross the North Atlantic at a speed of 11 kn in 100% Zero Emission mode, and to use the Large Diameter Propeller in 2 modes:

1                 delivering the required thrust in the most efficient way, abt. 15% more efficient than a conventional propeller, driven by an electric motor with maximum output of 2500 kW ;

2                 generating electric power from the flow of water in the wakefield of the ship while she is sailing at more than Bft 5: the propeller acts like a water-turbine driven by the passing water, turning the electric motor which will start working as a generator and providing electric power to charge the large battery-bank of 25 mWh (about 250 tons of batteries); the resulting speed of the vessel can be balanced around 11 kn;

At wind speeds below 5 Bft, the battery-bank can provide electric energy for the electric motor, and for longer periods the fuel cells will provide the electric power of the E-motor, fuel by hydrogen. The hydrogen will be stored on board in 2 liquid state at minus 253 degrees Celsius, in 2 tanks of 400 m3 that are actually in production at MAN Cryo in Sweden. The energy content of liquid hydrogen (LH2) per kg and per m3 is considerable, leading to quite feasible size of tanks that can be integrated in the design of the new Zero Emission ship concept. The rather limited amount of fuel is sufficient for the crossing of the North Atlantic, because a relevant part of required thrust for the speed of 11 kn will be provided by the VentiFoils, based on the annual statistic wind-distribution (of wind speed  and – direction) on the North Atlantic ocean.

Conoship Zero Emission Concept Ventifoils up    Conoship Zero Emission Concept Ventifoils down

Application of 10 VentiFoils XL on this concept on this route, reduces the required size (and costs) of the Liquid Hydrogen system, enabling a technical feasible solution for Zero Emission Ocean going shipping. Economic feasibility will come closer with the progress of  actual developments, on which the delegates of the IMO ISWG GHG 6 meeting will have quite some impact. With the presentation on the 11th of November in London, we aimed at gaining awareness of the above mentioned existing technologies and upcoming developments and we are looking forward to the outcome of the meeting.

Click here for the complete presentation given by Conoship International at IMO

 

Conoship Catamaran Ferry 250 PAX

Top design Catamaran Ferry for the Wadden Sea

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This Catamaran Passenger Ferry for 150 / 250 passengers was developed by Conoship International B.V. for Wyker Dampfschiffs-Reederei in Wyk.  The vessel, with an exterior design more closely related to yachts than to commercial ships, was designed by Conoship International in close cooperation with the owner, supported by specialists such as Van Oossanen, SiGu Design and the Vienna Ship Model Basin. The vessel has been built by Thecla Bodewes Shipyards in Harlingen and will be delivered in spring 2019.

This article highlights the design considerations of this innovative, compact, lightweight, shallow draught and fast aluminium catamaran. It presents how the owners’ requirements, the embarking and disembarking possibilities of passengers and specific German Flag State Regulations led to the layout of the vessel. Another interesting feature was the development of the catamaran hull form to achieve a speed of 18 kn in the very shallow waters of the Northern German Waddensea with a limited amount of power.

Read the full article Conoship International design of a Catamaran Ferry for WDR

TSHD Ecodelta

Ecodelta – the new LNG consuming dredger

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In 2015, the project Ecodelta was initiated by Van der Kamp, a Zwolle-based dredging company and Conoship International. Ecodelta is a trailing suction hopper dredger which consumes liquified natural gas (LNG). This one of a kind dredger has two main objectives: recover valuable material from the seabed and create a greater depth of water. The vessel has a length over all of 134.10m, the breadth moulded 21.40m, a dredging draught of 7,770m, a hopper volume of 5900m3, a dredging depth below baseline of 35m and a Gross tonnage of 7560 GT. The ship has been designed by Conoship International and has been built by the Frisian shipyard Barkmeijer. Today, January 11th, the vessel will be christened. Conoship International congratulates Van der Kamp with reaching this milestone and thanks them for the pleasant cooperation throughout the project. Conoship International is very proud of the result and wishes the Ecodelta and her crew many safe journeys.

 

Environmentally friendly

Van der Kamp has signed a contract with the Port of Rotterdam Authority, in order to perform maintenance of port of Rotterdam until 2023. The final goal is to become the most sustainable port by replacing the fuel oil with LNG for shipping. Another advantage of LNG is cost-efficiency. The LNG tank of approximately 300m3, can store an energy which can be used in a period of two weeks.

Ecodelta is already meeting the upcoming regulations for emission reduction that will come in force in 2020. The usage of LNG reduces the emissions of CO2 up to 20% and NOx up to 85%. In addition, SOx is reduced to zero.

 

Read more about this ship:
Ecodelta 5,500 m3 TSHD on LNG (portfolio page)

Methanol as marine fuel

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The potential of methanol as alternative marine fuel:                                                                            LeanShips

As member of the LeanShips project Conoship International plays a great role in the research of the possibility to use methanol as a marine fuel.

With its simple molecule, methanol has great potential to become the future marine fuel as it is safe to handle, environmentally friendly and can be produced from a large number of available raw materials from natural gas to biomass.

Conoship International already has a wide experience with assessments for conversions on existing ships but we also developed several new ship designs where the use of methanol as main fuel has a central role. These designs are made for new builds that will be powered with methanol as main fuel from the build or are easy to convert from one type of fuel to another.

Beside the technical part Conoship International has also developed a great Economic Assessment Tool. With this program several combinations of ship types, voyages and used fuel can be analyzed to compare alternative fuel options and to get an optimal prediction of the cost and returns for these scenarios.

 

Why methanol,

No sulfur and low NOx > near to zero emission.Methanol

Still liquid under ambient circumstances so easy and safe to transport and store.

Dilutes in water so no environmental harm in case of spills.

Already adopted within the provisional rules and regulations of Lloyd’s Register.

Widely available all around the world.

Can be used as fuel for combustion engines and also with a DMFC (Direct Methanol fuel Cell)

 

Is it Green?

With methanol as a fuel you are in compliance with Tier III regulations without any further aftertreatment.

Methanol has a very small ecologic footprint as it can be produced from a variety of renewable sources.

Methanol readily dissolves in water and biodegrades rapidly.

 

Conoship International will keep on investing in new designs and knowledge and we are ready to help you with questions about new solutions for your future ship propulsion.

European Commission Horizon 2020

 

Sanaborg Ragnar

Refit Icebreaker to Superyacht

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In the summer of 2017 Conoship’s research and Consultancy department was assigned with the conversion design study for an icebreaker vessel (originally also designed by Conoship International) to a luxurious explorer super yacht. On basis of the owners and Icon Yachts’ wishes and demands we provided a technical general arrangement plan together with a positive advice for the technical feasibility of the refit.

Together with Icon Yachts architects we fit the needs and class of a luxurious explorer yacht into an existent icebreaker/maintenance vessel within current rules and regulations and modern technical demands. Keeping the characteristics of the ship, resulting in a modern yacht like no other.

With the owners and Icon Yachts’ approval we are proud to announce that Conoship Internationals naval architects proceed with the refit of this conversion. Carrying out the basic design including rules and regulations study (large yacht code 3 and polar code), construction, arrangements drawings and HVAC design and integration Conoship International has proven again to be a design and engineering company with great expertise in a wide range of vessels.

For more information about other refits, luxury yachts, explorer vessels, cruise vessels, other vessels or research and consultancy in the maritime industry, please check our ships or contact us at sales@conoship.com.

Ontwikkeling prototype eConowind-unit van start

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VentiFoil windhulpvoortstuwing voor schepen

Als innovatieve scheepsontwerpers zijn wij altijd op zoek naar nieuwe mogelijkheden die het schip net dat beetje extra geven om zich te kunnen onderscheiden van de rest. Om dit te realiseren  onderzoeken we continu nieuwe mogelijkheden die leiden tot een beter schip. Een van deze onderzoeken is gestart in 2008 en heeft geleid tot de veelbelovende econowind-unit. Samen met het in 2016 opgerichte Econowind wordt nu het eerste prototype gerealiseerd, gesteund door Samenwerkingsverband Noord Nederland (SNN).

Een eConowind-unit bestaat uit een 40-voets container met 2 VentiFoils: vleugelvormige masten van 11 m hoog welke met innovatieve grenslaagafzuiging en ‘flaps’ voor aanvullende windvoortstuwing op schepen op zee kan zorgen. Het brandstofverbruik van de conventionele, fossiele brandstofvoortstuwing en dus de CO2-uitstoot, worden daarmee evenredig gereduceerd. De ontwikkeling van deze innovatieve VentiFoil windvoortstuwing is geïnitieerd door Conoship International BV en ondergebracht in een aparte onderneming eConowind BV, beiden gevestigd te Groningen.

Het gehele project bestaat uit ontwikkeling en testen van een 1:1 prototype van de eConowind-unit met speciale VentiFoil vleugelprofielen, de mechanische constructies (zwenken en inklappen), de besturing voor inklappen en autonoom varen. Voor een 1:2 schaalmodel (resultaat van een voorbereidend onderzoek, voorafgaand aan dit project) worden instellingen (zoals ‘zeilstanden’ in relatie tot windsnelheden) en werkingscondities (luchtafzuigparameters) theoretisch en proefondervindelijk onderzocht en vastgesteld. Met de resultaten van het 1:2 model wordt een 1:1 prototype van de eConowind-unit ontwikkeld. Het prototype wordt na sterkteberekeningen voor de vleugelmast, klapconstructie, behuizing en dekbevestiging ontworpen en gebouwd.

Gemiddelde besparingen van 20 tot 30% op brandstof en CO2-uitstoot zijn te verwachten, met het juiste aantal eConowind-units per schip. Ook de volledig autonome besturing van de VentiFoils, steeds optimaal afgestemd op de actuele windsnelheid en –richting, wordt ontwikkeld en getest op zee. Te onderzoeken en testen veiligheidsaspecten omvatten onder ander de constructie, montage aan boord en automatisch inklappen van de VentiFoils bij zware storm en te grote hellingshoeken van het schip.

 

 

 

 

 

 

 

 

 

 

 

The Challenge of Big Data

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The Challenge of Big Data, Conoship Internationals New Years reception

The 2017 Conoship New Year’s Event was a big success. Despite the early morning snow and the icy weather, many guests came to Groningen to toast to an exciting 2017.

Through the interesting presentations at our mini-symposium we got a glimpse of what the future might hold for the maritime industry: The Challenge of Big Data.

After Guus van der Bles (Conoship) shared Conoship’s thoughts on a number of subjects, including the potential of Big Data in Ship design, the questions it might raise and how Conoship is innovating and getting ready for the future, four other speakers followed and presented their view on big data from their own field of expertise.

Geert Schouten (Shipbuilder) showed us how big data has already been implemented in ship design and what advantages it can bring us through his program “Shipbuilder.” As an example, using a random GA and the application of augmented reality he showed us only a small part of what big data can mean not only for designers but also for ship-owners and shipyards.

Dan Veen (We4Sea) shared in a very clear presentation how his program uses big data to reduce fuel consumption up to 20% leading to lower emissions and getting grip on CO2 output. All this to save costs and at the same time comply with the latest emission regulations.

Robert Hekkenberg (TU Delft) put forth some interesting questions about autonomous shipping, referring to many commercial and non-commercials initiatives building on this subject. A Dutch Joint Industry Project and a European project concerning Autonomous Shipping are about to start, which should lead to two actual operational demonstrators.

Gijsbert de Jong (Bureau Veritas) presented to us how the class societies are getting ready for the future and how big data could bring all parties in shipbuilding closer together and make classification better and easier as well as part of the whole process of shipbuilding and shipping.

Conoship wants to thank all the guests for their presence and especially the speakers for their inspiring presentations.

We wish you all the best for 2017 and are certain that together we can make the best designs and vessels of the future.

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