Concept Design and Validation of LNG Powered Commuter Ferry
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Presentation to 2012 Canadian Ferry Operators Association Conference. The presentation includes an LNG commuter ferry design, and a novel method of validation for commuter ferries.
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Concept Design and Validation of LNG Powered Commuter Ferry
- 1. Concept Design and Validation of LNG Powered Commuter Ferry Presented to: CFOA 2012 Presented by: Mark Mulligan P. Eng., Callum Campbell P. Eng.
- 2. Introduction
- 5. Principal Particulars Length 125.0 m Beam 27.0 m Hull Depth 8.0 m Draft 4.7 m Passengers 1500 Cars / Truck 200 Installed Power 6750 kW Operating Speed 16 – 18 knots
- 6. Bridge Deck
- 9. Car Decks
- 11. Below Main Deck Plan
- 12. Natural Gas Tank and Bunkering
- 13. Machinery
- 15. What Does She Look Like?
- 16. Validation of Concept Design Does the idea make sense? How does it compare against a diesel-driven vessel?
- 17. What does the software do? Accepts input data about a given design, a ferry route, and a ridership model Computes Capital Cost Estimate (CapEx) Based on the Ship’s Main Characteristics Computes Operating Costs Estimate (Opex) Based on the Planned Activities of the Ship Computes Ticket Price Estimate (Tariff) to Cover Expenses and Meet Client’s Economical Expectations
- 18. Why is this useful? For Design For Operations For Procurement
- 19. How does it work? Length, Breadth, Draft, Ship Characteristics Passengers, Cars… Route, Speed Range, Crew, Logistic / Operation Consumable’s Cost… Passengers, Cars, Trucks, Ridership Utilization,... Discount Rate, Bank Financial Factors Interest, Inflation Rate… Hourly Labour Cost, Steel Labour / Material Cost Specific Cost, Machinery…
- 20. Example New LNG Inshore Ferry Route Ridership Financial Model Model
- 21. Sailing
- 22. Summary Ship Characteristics Financial Factors Logistic / Operation Resistance / Powering Shipping Tariffs and Result Summary
- 23. Summary Ticket Price, Opex, Capex
- 24. The New LNG Ferry – Example - 1
- 25. The New LNG Ferry – Example - 2
- 26. The New LNG Ferry – Example - 3
- 27. The New LNG Ferry – Example - 4
- 28. Output 3D Ticket Price - LNG Powered Ticket Price - Diesel Oil Powered 19 19 17 CAD/Roundtrip 17 CAD/Rountrip 15 15 13 13 11 11 9 9 7 7 5 5 10 10 11 11 12 1300 12 14 15 0.5 14 15 16 0.4 900 16 17 19 0.3 17 19 20 0.2 Speed [knots] 20 Speed [knots] 21 500 21 0.1 CAD/liter NG CAD/t Fuel Oil 5-7 7-9 9-11 11-13 5-7 7-9 9-11 11-13
- 29. Output 2D Ticket Price Comparison - Diesel Oil / LNG 15.0 14.0 CAD/Routrip 13.0 12.0 11.0 10.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 Speed [knots] Fuel Oil Nat Gas
- 30. Conclusion Design Analysis
- 31. Who
- 32. Concept Design and Validation of LNG Powered Commuter Ferry
- 33. The New LNG Ferry
Editor's Notes
- Concept design and validation of LNG Powered Commuter Ferry
- Good Afternoon3-D Rotating Our paper today has been developed from inquiries we have had regard LNG-powering of vessels ranging from tugs to large ro-ro vessels. So we decided to assemble a typical vessel (in this case, a mid-sized commuter vessel) to help us understand how the LNG machinery components would be installed into the hull and how everything interface. The basis for these inquiries was of course the interest in reducing the fuel costs of running a vessel like this. We understand that at present, LNG as a marine fuel is around 30% to 40% of the cost of marine diesel.Another interesting figue that we have been given by manufactures is that the cost to build a larger vessel with lng powering is approximately 10% over building a diesel fueled vessel.The paper is in two parts – first the ferry description and then Callum will describe a computer program we have developed that shows the financial advantage of this alternate fuel.
- Side Profile We have prepared a vessel utilizing this alternate fuel. The vessel itself is sized to carry up to 200 cars and 1,500 passengers over relatively short commutes. Truck capability in liu of some of the cars is 15 tractor Trailers. As can be seen, the vessel is double-ended and propelled by a single 360° rotating Z-Drive at each end. Navigation bridges are located at each end of the vessel (the bow and the other bow).
- Midship SectionThe midship section best illustrates the various decks here.The two passenger decksThe main car deck shown here with three truck lanes down the centre and the port and starboard platform decks.Below the main deck, the 2.5-meter high full length, double bottom and the again full-length non-watertight port and starboard longitudinal bulkheads.
- Principal Particulars are:Length 125 M (410 feet)Beam 27 M (88 feet)Hull Depth 8 M (26 feet)Operating Draft 4.7 M (17.7 feet)Installed Power 9,000 BHP (6750 kW)Operating Speed 16 to 18 knots
- The deck layouts are as follows:Bridge DeckNavigation bridge at both ends with clear views over the main deck bows for docking.
- Upper Passenger Deck This deck features passenger cabins fore and aft plus ample open sun deck areas.
- Main Passenger Deck This deck features main lounges fore and aft, life saving areas, port and starboard and fore and aft between the fire bulkheads. There is also a coffee shop and news stand plus male and female washrooms.
- Car Decks There are a total of 200 car spaces on the main deck and the two platform decks. This vessel can carry up to 15 semi trailers down the center line on the main deck.Platform Decks These two decks are non-watertight at the side shells as the vessel is intended to operate in protected waters only. Open sides also alleviate concerns we all have about free surface water collecting on the main decks from an accident or heavy weather.
- Centerline ProfileAs can be seen, the vessel itself is quite standard and it is in the powering and propulsion systems that the newer technology is illustrated. In this sectional view, we can see the components of the powering system. For this we most thank Rolls Royce for their assistance in providing drawings, information and basic pricing to allow us to put together this system. At each end we can see the single 360° Z-Drives with each being driven by an electric motor. A full-length double bottom runs from Z-Drive to Z-Drive.
- Below Main Deck PlanSo, from the left we have the forward void.Z-Drive compartmentVoidPotable water tanksTwo free standing LNG storage tanks with connecting pipes to the main deck loading bays and with vent pipes straight up to a position well above the bridge deck.The main engine room, with three (3) Gas Generator sets, each at 2,250 kW for main power. Gas regulating units will be located here to regulate the flow of gas, from the tank. Two diesel driven harbour generators are installed for light duties, as we know of no smaller engines as yet running on LNG.Next compartment contains the control room, workshops, and engineers’ room plus the auxiliary machinery.This compartment contains the sewage system and a diesel fuel tank VoidZ-Drive compartment The mid-ships engine room is connected to the fore and aft Z-Drive and the intermediate compartments via watertight passageways.
- MachineryThe vessel we have developed as an illustration (for this application) is gas electric drawn with three gas generators, each of 2,250 kW. The main reason for this number of gen sets is to allow all three to power for the morning and evening commute and with two running a slightly slower service during the day and late evening. This system also allows for positioning thrust to the fore and aft thrusters as required. The two onboard LNG storage tanks are not refrigerated and are sized to power the vessel for 17 hours per day, seven days a week with a twice-weekly refueling. The hotel loads will be supplies by power from the main generators with backup when necessary from one of the two diesel generators on board. Refueling would be performed twice a week by trucks connecting to the onboard refueling station forward on the open car deck. The LNG storage tanks are slightly tilted to give high points for the vents and sump areas for the return or for emptying the tanks. IllustrationsDelivery truck – not on board but on ramp – refueling connection on main deck tank with cold box on end cold box internals.
- MachineryIllustrationsMain EnginesGas Regulating UnitsZ DrivesZ drives
- Lloyd’s RegulationsLocation and Arrangement of Spaces - from Lloyd’s RegisterFor this concept vessel, we have used Lloyd’s Register who, along with most regulating societies, has developed special regulations for LNG-powered vessels. Relevant sections that we have noted are:-Emergency escape routes are not to pass through hazardous areas.-Gas bunkering stations are to be physically separated or structurally shielded from accommodation, service areas and control stations.-The areas or spaces in which gas bunkering stations are located are to be considered hazardous.-Gas storage tanks located in enclosed spaces are to be limited to a maximum acceptable working pressure of 10-bar.-The spaces in which gas storage tanks are located are to be gas-tight.-The spaces in which gas storage tanks are installed are not to be adjacent to accommodation spaces, service spaces or control stations.-The spaces in which gas storage tanks are located are to be separated from machinery spaces by means of a cofferdam of at least 900 mm in width.-The spaces in which gas storage tanks are located are to be as close as possible to the centreline of the ship. As a minimum, they are to be the lesser of B/5 and 11.5 m from the ship side; the lesser of B/15 and 2 m from the bottom plating; but not less than 760 mm for the shell plating anywhere.-Gas fuelled machinery is to be located within machinery spaces.
- Callum will now introduce our computer program that demonstrate the merits of LNG fuel
- Mark has presented an attractive ferry design that incorporates the latest LNG propulsion systems. But does the idea make financial sense? How does the LNG ferry compare to a diesel-driven vessel?To help answer these questions, we’ve developed a method to validate the design in terms of lifecycle costs -- capital costs and operating costs. That is, when we pair a ferry design to a particular ferry route, we’ve developed a method that generates a financial model for that operation. The method calculates the full cost of ownership, as well as the minimum revenue required to sustain the service on any particular run. As we’ve developed it so far, the method is broadly applicable to ro-ro ferry operations that operate in protected waters.
- So what – in particular -- have we done?We’re prepared in-house software that:Accepts input data about a given design, a ferry route, and a ridership model;Calculates and presents the full cost of ownership, including expenses for consumables, maintenance, insurance, crew, borrowing costs and the like; andCalculates and presents a minimum revenue required to sustain the service. In the case of ro-ro ferries, we’ve decided to presents revenue in terms of ticket price, which is a readily understandable metric to many ferry stakeholders.In short, for a given a design, a ferry route, and a ridership model, the software calculates the minimum ticket price for each passenger.
- Why would you need this kind of tool? /// RelevanceFor Design To understand the financial performance of a concept design, even at the very early design stage. To track the financial implications of design decisions.To continuously improve the financial model as the design develops. For OperationsTo simulate different scenarios and get immediate cost implications for those scenarios. To easily reproduce in detail the expenses for an existing vessel or an existing operation, to establish rational tariff costing or optimize vessels to routes.For ProcurementTo compare side by side different designs or proposals. To integrated into a standardized decision-making process.
- How do we do it? /// What are the input variables involved?SHIP VARIABLES include basic geometric characteristic of the hull like length, breadth, draft, volume and particulars of the ship like passenger capacity, car capacity and the like. This information is readily sourced the designer. ROUTE VARIABLES include the length of the route, the size of the crew, crewing costs, the unit price of consumables, vessel speeds, the size of the crew , and the like. This in information is sourced from the ship owner, though is often publicly available. RIDERSHIP VARIABLES: includes the expected utilization rate of the ferry, but can optionally include the data describing the relationship between ticket price and ridership. The information is sourced from the operator and is often publicly available. FINANCIAL VARIABLES includes the discount rate (or rate of return), the inflation rate, bank interests and loan duration. This information is sourced from the shipowner and/ or by lenders. OTHER VARIABLES include unitary costing metrics, production rates, steel costs, and regression formulas. For these, Capilano retains an in-house set of proprietary information which we update as market conditions change. For example, in order to estimate the capital cost, we make use of a top down estimate. We created a library of ferries, their particulars, and their contract price. Based on a few relevant characteristics, we’ve developed a reliable regression estimate that allows us to calculate a vessel’s cost with a good degree of accuracy. The software is completely flexible. For any of the variables described, you are welcome to come to us with your own data and we can input them into our software and generate a future projection of lifecycle cost that are customized to your own operations.
- How does it work? Let’s run an example of the software by taking the LNG ro-ro presented by Mark, and applying the vessel to a well known inshore route. Let’s also compare the LNG ferry to a conventionally diesel driven vessel on the same route.
- Here is our ferry sailing from West Vancouver to the Sunshine Coast. We’ve selected this route because there’s good, publicly available information on this run [... and because I believe there are sources of LNG at both ends of the route.]The service we envisage is slightly different than what is currently provided. We have set input data as if two ferries are simultaneously deployed on the route, rather than one ferry, which is -- I believe -- the how it currently works.
- Based on the inputs, we run the software, and we get this type of summary sheet.Ship’s characteristics summarizes the input data. The financial factors summarizes the input data.The logistical factors summarizes the input data.Now here’s the core of the software: resistance prediction, propeller selection, mechanical/electrical efficiencies and power required for the propulsion to estimate the number and the model of engine required.Here’s some some speed-related information like the number of cycles, number of passengers and cars moved, and utilization rates.Finally, here’s the calculated walk-on ticket price required to meet the financial goals. In the case of the diesel ferry, at 21 knots, the walk on ticket price is calculated to be $14 return. I believe the actual price is just over $14, so as you can see the software is actually predicting the ticket price quite well, and is well calibrated to the existing situation. The ticket price for the LNG ferry is slightly less.
- Second part of the Summary, here we have summarized the acquisition costs for several ships, optimized for different speeds and fuel. As we can see the LNG version is about 10% more expensive than the diesel-driven one.
- Example – 1Principals characteristics of our ferry and consumables costs used for the simulation
- Example – 2Resistance and powering prediction. Propellers are selected for the optimum rpm
- Example – 3Summary of the tariff applicable for the diesel and the LNG ferry, annual passengers and cars displaced on the round trip and utilization. ( short explanation about the constant utilization rate). It is also reported the annual number of cycles and the average sailing time to cover the distance. (time for loading and unloading are non included in this value but they are included into the software).Maximum speed is reported but a proper speed course kept by the ship while sailing is modelled into the software and can be modified at will.
- Example – 4 Revenues, Operating Cost for the first year and capital costs are reported here for different speed.
- Let’s see how the software can be used to explore different scenarios. The surfaces here indicate the ticket price required while operating the ferry at different speeds and while varying the consumables price. The surface on the left represents the LNG ferry and the surface on the right represents the Diesel ferry. The surfaces appear quite similar, but in fact, there are a number of important difference. For example, the operation involving the LNG ferry is less sensitive to fuel price variations than the diesel ferry. Given these results, we return to our original questions: Does the LNG ro-ro presented by Mark make financial sense? How does the LNG ferry compare to a diesel-driven vessel?In the case of our worked example, we conclude that yes, the LNG ro-ro leads to lower overall lifecycle costs than a diesel vessel, and can lead to benefits for the shipowner, and for the travelling public.
- Here we have a section of the previous surfaces in order to compare them better at the price considered for the example. We can see that they have a different minimum point and a different shape. The LNG is definitely less sensitive at speed variations than diesel oil.
- In this talk, we have presented the design of an LNG ro-ro ferry, and a method of analysis for validating that design against any particular ferry route. In our role as naval architects, we feel that it’s important to convey the full scope and implications of our designs. We hope we’ve been able to show how it’s possible to integrate design and analysis, even at the very early design stages.
- Finally, I’d like to give credit to Massimo Vanfretti, a recent hire at Capilano. Massimo’s been working hard on the software for some time now, and we’re all very pleased with the results. He has recently completed his Master’s Thesis in Italy, and specialized in the cost modelling of LNG ships. Feel free to drop by the booth and say hello.
- We hope you’ve enjoyed this presentation describing the close interrelationship between technology, design, analysis and business of ferries. Thank you.
- Questions