FUTURE SHIP DESIGNS

AND DESIGN CONCEPTS

FOR ICE-GOING SHIPS
Arctic Shipping 2005
Lloyd’s List Events
27.-28.4.2005 Helsinki, Finland

Markku Kanerva
Tapani Skarp
 Contents

0. Introduction
1. Design for Ice Conditions
2. Hull Form Selection
3. Machinery Selection
4. Winterisation of Existing Vessels
 Introduction

SHIPPING ACTIVITY IN ICE COVERED WATERS

INCREASING
z Oil transport growing at high rate

z Offshore support activity increasing

z Offshore building activity

z Typical commercial activity increasing

Tankers and vessels used for offshore building activity are

discussed in this presentation.
 Design for Ice Conditions
The basic issue is to define in detail the actual operational modes to find
the right solutions and optimum design features. This issue defines the
commercial success of project.

The following should be answered:

z Operational area
z How many days a year operation in ice?
z Operation in broken channel or icebreaking
z Expected average and maximum ice conditions
z Expected icebreaker assistance
z Harbour entrances and required manoeuvring
z Lowest operational temperatures
z Traffic density, especially in if channel operation in ice
Design for Ice Conditions

DESIGN OBJECTIVES

Main task to be defined and solved:

z Specific design for heavy ice conditions
z Open water design with ice class
z Compromise between above two

Decision to be based on:

z Investment costs
z Cargo carrying capability/vessel functionality
z Operating and maintenance costs
z Risk for stopped operation
Design for Ice Conditions

DEFINE FIRST
z Operational area
z Maximum and average ice conditions
z Minimum temperatures
z Winds during ice and low temperature periods
z Other traffic in same area / route
z Ice breaker support and help
z Ice class options / restrictions

Develop annual service profile, open water and ice

operation, severe and average ice conditions (winter).
 Hull Form Selection

DEFINE
z Operational modes
z Sea and ice conditions
z Duration of ice conditions, per voyage, per season
z Broken channel, continuous operation
z Frozen channel, periodic operation
z Level ice, packed ice
z Harbour ice conditions
z Icebreaker assistance
z Density of other traffic on same route
Hull Form Selection

BOW

Four basic alternatives available:

z Open water bow
z Ice bow
z Ice bulb
z Combination of above

Thorough study is required as bow shape has influence on:

z Propulsion power for intended ice class
z Propulsion power in open water, fuel economy
z Hull volume, tank / cargo capacity and deadweight
z Loading and trimming
 Hull Form Selection

Figure 1. This figure shows two alternative hull forms for a product/
chemical carrier intended for 1A ice class service in the Baltic region.
Hull Form Selection

PRODUCT – CHEMICAL CARRIER

Two hull forms presented in figure 1 were tested in open

water.
Hull form with ice bulbous bow and compromise stern of
combined U- and V-shaped sections and stern bulb had

22 % lower propulsion power

15 knots speed
Hull Form Selection

OPERATION OF THIS PRODUCT – CHEMICAL CARRIER

z 35 – 40 annual operational days in ice

z Operation mostly in broken channel

z Operation in densely operated routes

z Ice breaker support in harbours available

Mostly speed in ice in broken channel 5 to 8 knots

Bulbous bow works better in channel than ice bow at

speeds above 3 – 4 knots!
Hull Form Selection

PRODUCT – CHEMICAL CARRIER

z Bulbous bow configuration selected
z Compromise stern selected
z Bulb stern for propeller configuration selected
z Ice knife big and strong enough to protect rudder in
manoeuvres
z Transom height selected to allow backing in all loading
conditions,even with heavy aft trims
z Propeller location and diameter selected to give high
efficiency and clearance to ice
Hull Form Selection

HULL AND PROPULSION CONFIGURATION

Ramming, backing, manoeuvring, turning in ice requires

robust design for hull, propulsion and manoeuvring
configuration
z Propeller and rudder location, clearance to ballast wl
z Ice knife, rudder type and dimensioning
z Adequate ballasting and trimming capacity
z Proper dimensioning of hull, propeller, rudder
Hull Form Selection

EXAMPLE: TANKERS

POWER REQUIREMENT FOR ICE CLASS:

z Present FMA formula not valid for ships above 40m in B
z Aframax tanker power requirement high with FMA rule
formula
z Ice model tests proper way to define final engine power
z Clever hull form, bow, reduces remarkably propulsion
power
z Ice tests in brash channel, 5 knots speed
 Example: Tankers

Figure 2. Ice Type vs. Combined Open Water - Ice Bulbous Bow
Example: Tankers

BULBOUS BOW
z Ice Bulb: Creates high bow wave
Deep wave trough behind bow wave

z Combined Open Water – Ice Bulb:

Low bow wave and trough behind
5% less power required for 15 knots
Example: Tankers

Figure 3. Ice Type vs. Combined Open Water - Ice Bulbous Bow
Example: Tankers

COMBINED OPEN WATER – ICE BULBOUS BOW

z Better ice breaking capability than with typical ice bulb
z Lower resistance in brash channel, ice pushed
sideways/downwards
z High bulb contour allows better shaping of buttocks over
forward shoulder area, better move of ice and lower
resistance
z Power saving in open water as well
CFD work combined to open water and ice tests lead to
novel improved designs!
Example: Tankers

Figure 4. Combined Open Water – Ice Bulb in load and ballast drafts,
smooth ice flow in both conditions, sideways and downwards
Example: Tankers

Case Aframax (105,000 DWT) Ice Class 1A

AFRAMAX TANKER ICE CLASS 1A 3.6.03 JOA
COMPARISON OF BOW FORMS

BOW FORMS

OPEN W ATER BULB ICE BULB DELTAMARIN BULB ICE BOW

Example: Tankers

Case Aframax (105,000 DWT) Ice Class 1A

MAIN DIMENSIONS

Loa Lpp B D Tscantling Tdesign

[m] [m] [m] [m] [m] [m]

OPEN WATER BULB 250 239 42 22 15,3 14,5

ICE BULB 250 235 42 22 15,3 14,5
DELTAMARIN BULB 250 238 42 22 15,3 14,5
ICE BOW 250 240 42 22 15,3 14,5
Example: Tankers

Case Aframax (105,000 DWT) Ice Class 1A

POWER/SPEED

MCR power 85% MCR ME power

for Ice 1A v available v design for v design % of
[kW] [knots] [knots] [kW] MCR power

OPEN WATER BULB 24500 17 15 13000 53 %

ICE BULB 15400 15 15 13100 85 %
DELTAMARIN BULB 14500 15,2 15 11800 81 %
ICE BOW 11300 13,2 15 14400 127 %
Example: Tankers

Case Aframax (105,000 DWT) Ice Class 1A

CAPACITIES

dwt scantling dwt design Vcargo

[tonnes] [tonnes] [m^3]

OPEN WATER BULB 109000 101000 124000

ICE BULB 105000 98000 121000
DELTAMARIN BULB 105000 98000 121000
ICE BOW 103000 95000 120000
Example: Tankers

SOME CONCLUSIONS:
z Aframax: Open water power demand for 16 knots is
adequate for 1A with fixed pitch propeller
z Suezmax: Open water power demand for 16 knots may
not be enough for 1A ice class, higher power or
controllable pitch propeller required
z CPP or FPP with diesel electric machinery give better
operability and lower power requirement (ice class)
 Concept and Configuration
Tankers
To be considered:
z machinery location,
z machinery modularisation,
z cargo tank location,
z cargo volume capacity,
z loading capabilities,
z hull form,
z power requirement,
z structural principles,
z machinery and operational
availability,
z operation under special
service conditions (restricted
waterways, ice etc.),
z maintenance,
z building procedure,
z installation,
z timing
z environmental issues.
Concept and Configuration
Example of Chemical Carrier for Baltic Operation
M/T Turchese / Crystal Pool/Finbeta

Customer: Main Dimensions

C.N. Mario Morini SpA, Ancona, Italy Length overall 136,0 m
Owner: Length between perp. 125,50 m
Breadth mld 20,40 m
Finbeta SpA, Savona, Italy
Depth to main deck 10,30 m
Shipyard: Design draught 8,0 m
C.N. Mario Morini SpA, Ancona, Italy Speed, trial 15,0 kn. minimum
Deadweight 12 000 tonnes
3
Cargo capacity 13 850 m
Ice class 1A Super
Class RINA
 TANKERS
Diesel-Electric Configuration
TANKERS
Diesel-Electric Configuration

Arrangement and cargo volume

z Power generating machinery freely located.
z Shorter engine room
z 3-6.5 % more cargo volume
3 3
z 1300 m in 40,000 m chemical carrier
3 3
z 800 m in 13,000 m chemical carrier
3 3
z 350 m in 5,200 m chemical carrier
TANKERS
Diesel-Electric Configuration

MACHINERY CONCEPT SELECTION

Items to be considered (cont.):

z Operational profile - flexibility

z Machinery type - power source
z Power transmission - propulsion
z Weight - stability
TANKERS
Diesel-Electric Configuration

MACHINERY CONCEPT SELECTION

Items to be considered (cont.):

z Redundancy - power availability

z Investment and operational costs
z Manning
z Revenue

Sensitivity analysis for all relevant changing parameters.

TANKERS
Diesel-Electric Configuration

Hull form and power

z Shift of machinery and cargo aftwards.
z Shift of longitudinal centre of buoyancy aftwards.
z Less pronounced forward shoulder.
z Pram type aft ship hull form.
z Optimised propeller diameter.

Overall reduction in propulsion power 5-12 %

in comparison to good conventional configuration.
TANKERS
Diesel-Electric Configuration

z Power plant principle saves total installed power, total

saving up to 15 % (including better hull form).
z Power availability high with three generators located above
waterline, each in own fire safe engine room.
z Fuel cost equal or lower.
z Maintenance cost 20-30 % lower due to less installed
power.
z Investment cost higher.
z Building and installation costs lower.
Winterisation of Existing Vessels

Starting point:

z The vessels to be winterisized are very often not

designed for operating in cold areas or in ice conditions.
z The equipment onboard (e.g. crane) is certified for
temperature > -10 oC .
z The water piping is partly situated on open deck without
any insulation or trace heating.
z The stand-by heating is not adequate or totally missing.
z The sea chests are not constructed for ice condition.
Winterisation of Existing Vessels

The winterisation project:

The project work divided into five stages:
Step 1: The study of documentation of the vessel available.

Step 2: The auditing of the vessel.

Step 3: Reporting the activities required.

Step 4: The basic design for modified structures and systems.

Step 5: Detail design for conversion.

Winterisation of Existing Vessels

The typical modifications:

z The structural strengthenings for hull

z The water piping on open deck to be modified
z The heating in various accommodation spaces must be arranged
by additional radiators.
z Tank heating for water tanks
z The equipment on open deck must be suitable for operations in
cold areas
z The de-icing on open decks e.g. by steam must be arranged
Winterisation of Existing Vessels

Conclusions:

z It’s possible to convert the vessels suitable for operating cold

conditions.

z In some cases one part of the design is to take into account the
sufficient assisting activities done by ice breakers .

z Winterisation plan is often made for one/two years operation so the

modifications must be as limited as possible.

z The cost varies from 1 M€ to 10 M€