presentazione

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presentazione

18 Dicembre 2013
La progettazione di una grande nave da crociera
Alessandro Maccari
• Organizzazione aziendale e project management
• Aspetti generali di progettazione di base di una grande nave
• Strumenti per la progettazione idrodinamica - simulazioni CFD,
ottimizzazione carena ed eliche
• Progettazione strutturale - analisi statica e dinamica, globale e locale
• Rumore irradiato in acqua ed in aria
• Impianti di generazione diesel-elettrica e propulsione – aspetti di
energy saving e contenimento delle emissioni inquinanti
• Production Engineering e logistica di produzione
FINCANTIERI at a glance
•
•
•
•
5th most important shipbuilding group in the world
21 shipyards in 3 continents
About 20000 employees (8400 in Italy)
1st player in terms of diversification & activities in high-value sectors:
…
UNIQUE OPPORTUNITIES OF CROSS-FERTILIZATION
65 cruise ships built
1/3 of worldwide fleet
carrying 8M pass./year
.
200 YEARS OF TRADITION, 7000 SHIPS BUILT
Life-Cycle Management
PROJECT MANAGEMENT
Proposal /
Initial
Design
MOA
Basic Design
and Negotiation
C
O
N
T
R
A
C
T
S
K
L
D
Design Documents
Completation
Functional
Design
Operative
Planning
Coordination
Design
Executive Design
and subdivision
in Pallets
Executive Planning
and work
scheduling
Production
from raw
material
Pre-fitting and
pre-assembly
of blocks
Keel laying,
assembling and launching
Outfitting
Sea
Trials
Delivery
Commisioning
Material provision and expediting
Precontractual Phase
Start
Development
Approx. 12 months
Production
Approx. 24 months
Delivery
“Ship design is a complex process
involving the integration of many subsystems
into a final solution
which must simultaneously meet
cost and effectiveness measures”
The role of a shipyard
•
•
•
•
•
Coordination of different stakeholders
Integration of solutions, systems, components
Careful planning of make-buy strategies
Cost-effectiveness & Value for money
Product & Process optimization (design & production)
Basic Design Dept.
Main Activities
• General Arrangement plan
• Ship Technical specification
• Ship Weight breakdown
• Capacity plan
• Bulkhead plan
• Loading Conditions
• Geometric Midship Section
G020
*
CUCINE-RIPOST.-BANCHI BAR-PREPAR. ROOM
G020
*
DECK 3
G020 0806
*
Deck 3 - Crew galley oss. 44-56
G020
G020
G020
G020
G020
G020
G020
G020
G020
G020
0806
0806
0806
0806
0806
0806
0806
0806
0806
0806
Pavimentazione
Coaming, foundation and gutterway
Pareti
Porte
Soffittature
Imp. Elettrico
CR-ARR
CR-ARR
CR-ARR
CR-ARR
CR-ARR
CR-ARR
Imp. Idrico
Arredamenti
PRC-01
PRC-01
PRC-01
PRC-01
PRC-01
PRC-01
mq
mq
mq
n
mq
mq
CR-ARR PRC-01 mq
CR-ARR PRC-01 mq
*
85
85
85
4
85
85
85
85
30
20
35,0
80
17,0
16
2
85
Totale area
• Engine room Arrangement and “in principle” Diagrams
G020 0806
*
TOTALE
DECK
3
2.550
1.700
2.975
320
1.445
1.360
35,00
35,00
35,00
35,00
35,00
35,00
-7,00 8,62
-7,00 8,65
-7,00 9,80
-7,00 9,55
-7,00 11,05
-7,00 9,95
170
7.225
35,00
35,00
-7,00
-7,00
conteggiati gli allacciamenti, il
peso dei tubi delle
sottostazioni è conteggiato
9,05 nella WBS D_fam
9,55
17.745
35,00
-7,00
9,52
17.745
35,00
-7,00
9,52
16.800
11.200
19.600
480
9.520
8.960
37,00
37,00
37,00
37,00
37,00
37,00
0,00
0,00
0,00
0,00
0,00
0,00
11,52
11,55
12,70
12,45
13,95
12,85
1.120
47.600
37,00
37,00
conteggiati gli allacciamenti, il
peso dei tubi delle
sottostazioni è conteggiato
0,00 11,95 nella WBS D_fam
0,00 12,45
115.280
37,00
0,00 12,42
115.280
37,00
0,00 12,42
• Preliminary balances (electrical, air, water, steam)
G020
G020 0806
• Plants / Architects border definition
• Precoordination plans
G020
G020
G020
G020
G020
G020
*
DECK 4
*
Deck 4 - Galley oss. 35-76
0806
0806
0806
0806
0806
0806
Pavimentazione
Coaming, foundation and gutterway
Pareti
Porte
Soffittature
Imp. Elettrico
CR-ARR
CR-ARR
CR-ARR
CR-ARR
CR-ARR
CR-ARR
PRC-01
PRC-01
PRC-01
PRC-01
PRC-01
PRC-01
mq
mq
mq
n
mq
mq
560
560
560
6
560
560
30
20
35,0
80
17,0
16
• Cabin layouts
• Catering item list and layouts
• HVAC / Ventilation calculations
G020
G020
G020
G020
0806
0806
0806
0806
Imp. Idrico
Arredamenti
*
G020 0806
*
CR-ARR PRC-01 mq
CR-ARR PRC-01 mq
Totale area
TOTALE
DECK
4
560
560
2
85
“This system cannot possibly go wrong”
But if it goes wrong,
it turns out to be impossible to get at, or repair…
Maybe we should have done those backups...
Back to 1994…
“…The vessel should be designed
against performance criteria,
on the basis of the application of
assurance technology techniques,
to ensure that the vessel is safe, reliable,
easily maintained and has high availability”
Owner’s targets for business, environmental & safety performance of the ship
These issues had never before been addressed in this way for a cruise ship
THE RESULT
120 cm / 47 in.
Inaugural Cruise: May 26, 1998
Tonnage: 107,517
Passenger Cabins: 1,301
Length: 949 feet
Height: 188 feet
17 Decks
Registry: Bermuda
past
EVOLUTION OF RELIABILITY, AVAILABILITY, REDUNDANCY
Additional Class Notations
• Availability of Machinery
• Duplicated Propulsion System
• Independent Propulsion System
present
SOLAS – Safe Return to Port
design criteria - not details
Selected scenario
Casualty threshold
(fire / flooding)
One of the first ever
to build a fully certified
SRTP large cruise ship
Today: innovative arrangements, layouts
and design configurations
Pragmatic trade off :
complexity vs. reliability & availability
Naval Architecture
ACTIVITIES COVER THE ENTIRE SHIP LIFE-CYCLE
PRECONTRACTUAL
Main hydrodynamic characteristics (propulsion, manoeuvring, etc.)
Preliminary hull forms
Basic stability requirements
DESIGN DEVELOPMENT
Hull forms, appendages, propeller
Hydrodynamic calculations, model tests
Stability calculations
Capacity plan
DELIVERY
Sea trials, Inclining test
Final delivery documents approved by Class & National Flag Authority
ACTIVITIES DESCRIPTION
HULL FORM DESIGN
Optimised by Computational Fluid Dynamic (CFD - potential and viscous
flow codes) - and model tests
Model basins: MARIN, SSPA, VMB, Krylov, DMI
Hull form developed using NAPA system, for subsequent use in stability
calculations and steel structure design
APPENDAGES DESIGN
Shaft brackets, rudders, pod, bilge keels
Optimum position and orientation carried out by viscous flow CFD and
model tests.
Target: minimum resistance, optimum water inflow to the propeller,
minimisation of cavitation phenomena, maximum comfort
PROPELLER DESIGN
Fixed pitch propeller design & verification
Strict co-operation with controllable pitch propellers suppliers throughout
the design process
Tools: traditional lifting surface theory, newly developed panel method
code, model tests  evaluation of propulsive performance, cavitation,
induced hull pressure pulses, integrated forces for 3D vibration analysis.
Blade design to minimise in-water energy generated by the propeller
(blade frequency pressure pulses, broad-band energy) in relation to noise
and vibration limits. Model tests in advanced facilities, analysed on a wide
frequency range
Application of CFD, based on viscous flow (RANSE codes), to decrease
excitation forces and noise generated by the propeller.
MANOEUVRING AND CRABBING
Calculations using a code based on statistical hydrodynamic coefficients
Model tests in an ocean basin (MARIN, SSPA, MARINTEK)
Evaluation of manoeuvring performances
Evaluation of transverse thrusters arrangement & power to meet the
required crabbing criteria
SEAKEEPING
Calculations with linear code (motions, accelerations, etc.)
Operational study based on longt term analysis tailored on ship mission
profile
Model tests in an ocean basin (MARIN, SSPA, MARINTEK, Krylov)
STABILITY
Intact and Damage stability calculations, using NAPA system
Approval process with Flag Authorities & Classification Societies
LOADING CONDITIONS
Stability, trim, bending moments and shear forces
Continuous check of deadweight and stability margins compared with the
scheduled lightweight throughout the design process
SEA TRIALS
Check proper loading condition to reach the required draught and trim
Carry out speed and manoeuvring preliminary and official trials
INCLINING TEST
Preparation of the official inclining test (loading condition and procedure)
Performing the test, measurement of all necessary data
Stability manual based on final lightweight data and submission to Class for
approval
Naval Architecture activities
Free surface simulation
(viscous code)
-Shaft and Struts orientation
-Wake analysis
(Viscous Computation)
Appendages Design
Hull and superstructure design
Hull Activities
PRECONTRACTUAL
Structural Configuration for G.A. Plan;
Midship Section: Main Scantlings, preliminary assessment of Longit. Strength (DNV NAUTICUS, LR
Rules)
Hull Weight and Center of Gravity;
Technical Specification for Hull and Painting
CONTRACTUAL
Detailed Midship Section
Hull Modelization (NAPA Steel )
Horizontal, Longitudinal, Transversal Sections for Class and Owner approval (NAPA Steel /
MICROSTATION)
Rule Scantlings and Structural Static Analyses for Longitudinal / Transversal / Local Fatigue / Buckling
strength by F.E. Models (PATRAN / NASTRAN)
Qualitative Dynamic Analyses (PATRAN / NASTRAN)
Design of Passenger Crew Stairs
Painting Specification and related documents
Hull Activities
STRUCTURAL DESIGN
from Macro to Micro
(PATRAN/NASTRAN)
Longitudinal Strength (Still water/ Wave/ Whipping)
Transversal Strength (Racking)
Global F.E. Models
Global F.E. Models
Local Strength: Local Areas of Overhanging/Critical Openings in
Longitudinal/Transversal Bulkheads/Main Lounges/ Atrium/ Funnel/ Mast
and Dynamic, Local Stress Concentration, Buckling, Fatigue
Static
Local F.E. Models
Hull Tools
NAPA STEEL
Global finite elements
models
Disco of Grand
Princess Class
Analysis of stress
concentration
Hull Activity
Pod of Vista Class
Transverse deflection of
superstructure
Hull Tools
Local Strength (door frame model): NASTRAN PATRAN
Noise and Vibration Activities
Max Vibration Velocity
Torsion
Mode 1
Noise and
Vibration
Activities
Mode 3
Underwater Noise Emissions
ISO
Protecting marine ecosystem from underwater radiated noise
Measurement and reporting of underwater sound radiated from merchant ships
Standardization in the field of under water acoustics
IMO
Provision for the reduction of noise from commercial shipping and its adverse impacts
on marine life
EC
Several research projects & specialist groups
Standard and Regulations do not specify or provide any criteria for adverse effect of
underwater sound radiated from ships to marine ecosystem.
6
overlapping groups and initiatives
lack of coordination and clear objectives
who is doing what ?
what are we looking for ?
impact on ship design - production –
operation ?
Industry
noise WG
7
Yard Efforts
Calculation model based on SEA (Statistical Energy Analysis):
1. Covering a large range of frequencies;
2. Showing how energy generated by sources on board (vibrations and/or sound waves)
spread through the structure into the sea;
3. Building a large data base of materials and structural response
MACHINERY ROOM AIRBORNE NOISE
IRRADIATED INTO THE WATER
MACHINERY ROOM STRUCTURAL NOISE
IRRADIATED INTO THE WATER
Underwater Noise Limits and
Measurement Procedures
11
Human hearing
Human beings can
hear frequencies from
about
20Hz to 20kHz
Biologists
TTS temporary
threshold shift
PTS permanent
threshold shift
• Experiments to measure PTS in marine
mammals are unethical
• Consequently, researchers have concentrated
the study on TTS
• The sound pressure levels at which PTS are
expected to occur are estimated using the
experience on human beings of the sound level
differences between TTS & PTS
ISO Methodology
2
4
L
1
2L
2L
d
3
A
2
1
4
CPA
C
D
B
D
•
•
•
•
6
5
3
7
1
5
d
2
1
2
3
4
target ship 3
Sailing course
Observation vessel or buoy
hydrophone
4
5
6
1
7
7
8
1
5
4
9
6
• A Measurement start point
• B Measurement end point
4
2
2
3
3
10
• C Position of the hydrophone
• D Horizontal distance between the
target ship and hydrophone
• L Overall length of the target ship
CETENA Methodology
The in-water unit is
deployed using a lifeboat
The buoy is fastened to
the lifeboat by a floating
rope.
Acoustic Signature Database for Cruise Vessels
16
ambiguous response because
there are no unique and
agreed criteria…
Underwater Noise Emission Sources
Underwater sound transmission
Noise sources with respect to underwater
noise emission
Calculations
Finite Element models
(software Actran + ANSYS)
built up for machinery and propeller noise sources
Hull
vibration
Propeller
noise
Calculations
20*Log(r/r0), i.e. 6 dB
20
Calculations
Propeller
Source
Sheet
cavitation
Broad Band
Transfer function
150 mm spacing
100 mm from the hull
21
Calculations
Summary
Objective: Automatic system on board to evaluate
actual noise emissions  lower emission strategies
(e.g. changing speed)
REDUCED FUEL USAGE – FUEL COST SAVING
MARPOL Annex VI (Jan.2013) “Energy Efficiency ”
EEDI mandatory for new ships, SEEMP for all ships
Rising cost of fuel is the real driver
behind marine clean technology adoption
Focus on solutions by pay back timescale
Return of 3-5 years required on environmental tech. investment
Why emphasis on Life-Cycle Cost ?
Shipbuilders live merrily…
…until they meet the accountant
Net Present Value calculation
NPV  costs of a product over its entire life-cycle
Initial investment costs + running costs and revenues
The life-cycle can be subdivided into different phases, as necessary
e.g. addition of new cabins, energy-saving retrofitting
Pay-Back-Time
For the past several years
cruise lines and yards looking for more energy efficiency
Price targets for cruise ships getting more and more challenging
Ships getting more and more complex
Improved guests expectations, enhanced safety standards
Strict environmental requirements.
Are we reaching the end of the road ?
Can we streamline any more and cut costs ?
How?
Energy saving as a key design driver
FINCANTIERI:
More than 90 energy-saving interventions implemented on new ships:
•
•
•
•
•
•
•
Hydrodynamic & Propulsion Efficiency
Energy Generation & Distribution
Accurate & Dynamic power management
Air Conditioning & Ventilation
Heat Recovery
Electrical
Control Systems & Automation
Energy saving = propulsion … or more ???
maximum speed, ambient temperature,
house lighting,
ventilation, galley equipment, local entertainment,
thermal insulation, k-factor of glazing, solar cells, pods,
new materials, air conditioning, hull forms, antifouling,
propellers, fixed/variable speed equipment, led lights, fan coils,
friction coefficient, painting systems, fin stabilizers,
side thrusters,
trim wedges, hull appendages, video eq.,
hvac chillers, smart cards for cabin energy, propulsion motors,
heat recovery, equipment cooling, air supply fans,
fresh water generators, adsorption chillers, laundry equipment,
heaters, amplifier racks, communication, theatre equipment,
elevators, swimming pools,
and many many more … … …
Energy ≠ Power
Energy = Power x Time
Energy balance = how energy is produced and consumed
Electric load analysis = evaluation of energy flows
(mechanical, thermal)
Too often systems are designed for full power operation
They do not work effectively at part load (e.g. slow steaming).
This is also true for heat recovery
(e.g. low engine load = low heat recovery,
oil-fired boilers continuously needed to cover evaporators heat demand)
Energy efficiency : how ?
Passenger Vessel
Propulsion
Power
Management
Electric
Loads
Cruise Profiles
Fresh Water
Consumption &
Production
P erc entag e of T otal F leet D is tanc e T ravelled with R es pec tive
S peed - S ummer
Black Water
Vacuum System
S pe e d [kn]
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
0.25
Fresh Water Generators
0.20
0.15
Waste Water Treatment
R elative frequenc y
Ship Power Station
Alternative green
power generation
0.10
0.05
0.00
New Configuration of Machinery and Aux. Systems
Rules for LNG Pax
Vessels
Dual-Fuel Engines &
Systems
Design of Dual-Fuel
LNG Vessel
New Energy
Balance
Energy Efficiency
Design Index (EEDI) 31
Hydrodynamic & Propulsion Efficiency…
•
•
•
•
•
Computational Fluid Dynamics / potential / viscous codes
Simulation Based Design for numerical optimization
Hull forms and appendages
Hull surface treatment
Propeller / Rudder design
Latest piece of this puzzle: five-year term agreement between
FINCANTIERI and KRYLOV State Research Center of Russia
Joint R&D activities,
Realization of new generation products and technical services
…and more
Air Conditioning
HVAC is 2nd energy user after propulsion
Fan-coils / adaptive recirculation / heat recovery / natural ventilation
Electrical
Reduced distribution losses in the network
AC vs. DC with variable speed generation and distribution
Frequency controlled consumers
Lighting - energy and heat efficient, reducing demand for power & HVAC
Control Systems & Automation
Advanced Integrated Automation Monitoring & Control System
for process efficiency and lowest cost operational performance
Impiantistica elettrica sulla C.6223 Royal Princess
3.900.000 m di cavi
65.000 m di strade cavi
20.300 alimentazioni elettriche
510 sottoquadri di distribuzione
33 quadri centralizzati avviatori in apparato motore
16 sottostazioni
…
3.900.000 m di cavi elettrici così ripartiti
Miscellaneous
9%
Navigation
2%
Automation
5%
Local
Entertainment
System
8%
Comm.
& Security
40%
Air Conditioning
7%
Lighting
14%
LV Distrib.
15%
Operation
Mechanical & Thermal power originate from fuel
Optimum ship operation means fuel saving
•
•
•
•
•
•
Focusing on both energy production & consumption
Avoiding system operating at low efficiency modes
Running devices only when needed
Tuning systems to meet actual operation modes
Voyage planning / route optimization
Training - understanding how any single device affects the whole
What is next ?
• Intelligent control system balancing the loading of each
component for maximum system efficiency
• Hybrid auxiliary power generation:
fuel cell, diesel generating set and batteries
Lessons Learned
Ships sharply defined, highly optimized for service profiles
Solutions integrated in a comprehensive
all-encompassing ship configuration assessment
based upon Cost Effectiveness
Benefits from partnership shipyard-cruise lines
proceeding by steady evolution
incremental changes
constant improvement
37
EEN
GR
Gas Naturale Liquefatto:
soluzioni progettuali per navi passeggeri
ed interfaccia logistica bordo-terra
PERCHE’ IL GAS NATURALE
LNG come combustibile consente sensibili riduzioni delle emissioni inquinanti rispetto
ai combustibili attualmente in uso (Heavy Fuel Oil, Marine GasOil):
 - 99% di SOx
 - 90% di NOx
 - 20% di CO2
 - 99% di particolato
Le normative internazionali impongono limiti progressivamente più severi
SOx
Tier II
2005
Global
Tier III (ECA)
2016
Fonti:
• Bob Alton PCL: Emissions Abatement Technology
LNG Strategy – Miami, March 12
• Danish Maritime Autority: North European LNG
Infrastructure Project
13.0
12.0
11.0
10.0
9.0
8.0
7.0
6.0
5.0
4.0
3.0
2.0
1.0
0.0
2000
2011
NOx Limit g/kWh (514rpm)
NOx
14.0
Tier I
2010
2015
2020
2025
Year
39
Verranno ampliate le aree protette a livello globale
Existing or
under construction
Existing
Proposed
Planned
Marine LNG Terminals
Discussed
Exisiting & Expected ECA’s
Fonte: Bob Alton PCL: Emissions
Abatement Technology LNG
Strategy – Miami, March 12
Si prevede un trend del prezzo del gas (LNG) inferiore del 30-40% rispetto ai combustibili
tradizionali
Gli Armatori di navi passeggeri - da crociera e traghetti - chiedono già
oggi ai cantieri la progettazione di navi alimentate a LNG / dual-fuel
SVILUPPO DELLA PROPULSIONE A GAS NEL NORD EUROPA
CONSEGNA
2000
2006
2007
2007
2007
2007
2009
2009
2009
2009
2010
2010
2010
2012
2012
2012
2013
2013
2013
2013
2013
2013
2014
TOTALE
NOME
Glutra
Bergensfjord
Stavangerfjord
Raunefjord
Mastrafjord
Fanafjord
Moldefjord
Tideprinsen
Tidekongen
Tidedronningen
Fannefjord
Romsdalsfjord
Korsfjord
Landegode
Vaeroy
Baroy
Lodingen
Viking Grace
Stavangerfjord
Bergensfjord
NA
NA
STQ
23
ARMATORE
Fjord1
Fjord1
Tide Sjø
Tide Sjø
Tide Sjø
Fjord1
Fjord1
Fjord1
Torghatten Nord
Torghatten Nord
Torghatten Nord
Torghatten Nord
Viking Line
Fjord Line
Fjord Line
Tide Asa
Tide Asa
STQ Quebec
LFT
122,0
130,0
129,0
130,0
129,0
130,0
122,2
50,0
50,0
50,0
122,2
122,2
122,2
93,0
93,0
93,0
93,0
214,0
170,0
170,0
124,0
124,0
130,0
COSTRUTTORE
STX Europe-Norwegian Shipyards
Remontowa Shipbuilding SA (PL)
STX France
STX France
STX France
STX Finland
Bergen/Fosen (N)
Bergen/Fosen (N)
Fincantieri (I)
Fonte: Bob Alton PCL: Emissions Abatement Technology LNG Strategy – Miami, March
12
GAS NATURALE LIQUEFATTO: SOLUZIONI PROGETTUALI PER NAVI
PASSEGGERI
Esistono già normative internazionali specifiche, anche se talvolta riferite al trasporto
piuttosto che all’utilizzo di LNG:
• International Code for the Construction & Equipment of Ships Carrying Liquified Gas in
Bulk – IGC Code;
• International Code of Safety for Ships using Gas or other low flash point fuels – IGF
Code & Guidelines,
• Regolamenti e linee guida dei principali Registri di Classifica
IMPIANTISTICA DI BORDO: MOTORI E GENERATORI
In produzione tre tipi di motori alimentati a LNG:
-
Gas-Diesel: funzionamento mediante
miscelazione di gasolio e gas o solo gasolio. Ciclo
Diesel con l’immissione del gas ad alta pressione
- Dual-Fuel: funzionamento a gas con 1% di MGO
e il restante di gas; può funzionare a solo
gasolio. Immissione del gas a bassa pressione.
Tali sistemi implicano la presenza di una doppia
alimentazione, doppi serbatoi e doppio piping di
alimentazione, sistemi di sicurezza per entrambe le
alimentazioni…
- Spark Ignition Gas: L’unico combustibile è il gas,
la combustione della miscela di gas ed aria
avviene in un ciclo Otto, innescata da una
scintilla. L’immissione del gas avviene a bassa
pressione.
Source: MAN Diesel & Turbo
IMPIANTISTICA DI BORDO: STOCCAGGIO DEL GAS
INIZIATIVE DI RICERCA FINCANTIERI PER NAVI ALIMENTATE A LNG
Breakthrough in European Ship and Shipbuilding Technologies
Studi su sistemi dual-fuel e progetti precompetitivi:
• nave passeggeri con serbatoi gas orizzontali
• ferry con serbatoi gas verticali
Ministero Istruzione Università e Ricerca
PON R&C - Progetto SEAPORT
• Studio di sistemi per le aree portuali e l’interconnessione
nave–porto finalizzato all'alimentazione di navi bi-fuel.
TOTAL ENERGY MANAGEMENT AND ALTERNATIVE ENERGY SOURCES
Typical Mediterranean Passenger Ferry
LNG as environment friendly marine fuel
4 Wärtsilä 9L50DF Diesel Electric Engines
(500 rpm, 50Hz)
Vertical LNG tanks
TOTAL ENERGY MANAGEMENT AND ALTERNATIVE ENERGY SOURCES
2 independent tanks type C,
in accordance with IMO IGC Code
Filling and loading limit in accordance
with IMO IGF Code.
Tot. design pressure = 11.6 bar (g)
Design temp. range = -196 +45 ˚C
LNG Low Heating Value = 49,2 MJ/kg
Inner shell = Austenitic stainless steel
Insulation = Vacuum insul. + perlite
LNG tank dimensions = 3,6 x 24 m
LNG capacity = 2 x 165 m3
Notwithstanding a higher
investment, benefits also
on NPV KPI
Thanks to lower emissions,
good performance in all
environmental KPIs
A
B1
B2
50%
ship with traditional E.R
ship with Dual-Fuel E.R.
ship with Dual-Fuel E.R.
100% HFO
100% LNG
LNG 50% HFO
Loss of 16
internal cabins
traditional
50% LNG
100% LNG
traditional
100% LNG
50% LNG
traditional
50% LNG
100% LNG
traditional
50% LNG
100% LNG
traditional
50% LNG
100% LNG
traditional
50% LNG
100% LNG
100% LNG
Innovation effect
traditional
Trend of
positive
effects
Loss of 16 internal cabin revenue is
minimal in comparison with fuel
consumption over 30 years
LNG + HFO
effects to be
added together
NPV reduced
because of LNG
propulsion
FINCANTIERI C.6239 «GAUTHIER»
Matane–Baie-Coeau–Godbout Ro-Ro Passenger Ferry
L=133m, B=22m, T=5m, Vel.20 nodi, 1000 passeggeri, 180 auto
Consegna fine 2014 in Canada.
Concentrato di tecnologia e innovazione.
• Standard più evoluti in termini di risparmio energetico e basso impatto ambientale.
• Propulsione diesel-elettrica, 4 diesel “dual fuel” (LNG/marine diesel oil) tot. 20,9 MW
• 2 motori elettrici di propulsione
• 2 propulsori azimutali, ciascuno con 2 eliche contro-rotanti
• Capacità di carico / scarico in tempi molto rapidi
• Certificato con max. classe prevista dai registri e max. classe ghiacci (1 A ed 1 AS)
FINCANTIERI C.6239 «GAUTHIER»
Matane–Baie-Coeau–Godbout Ro-Ro Passenger Ferry
30 Nm
35
Nm
1.600 viaggi/anno = 205.000 passeggeri + 118.000 veicoli
LNG: SVANTAGGI E ALTERNATIVE
Svantaggi
• Potere energetico inferiore ad altre fonti
• Infrastrutture:
• effetto NIMBY
• costo degli impianti, serbatoi, pompe criogeniche, vaporizzatori,
stazione di controllo, formazione e professionalità, ecc.
• Come varierà il costo del gas all’aumentare della domanda e della
dipendenza?
• Legislazioni future
Alternative
• Bio-fuels: realtà ? quantità?
• Energie rinnovabili: solare, eolica … : quantità? efficienza?
• Fuel cells: da vent’anni “saranno utilizzabili tra 5 anni”
• Idrogeno: caro, pericoloso, di difficile stoccaggio
• Nucleare: dipende dalle politiche
• Petrolio: da cent’anni “ce n’è solo per i prossimi 20 anni”
• Scrubbers, SCR, filtri: spostano l’inquinamento, non lo eliminano
Production Engineering (P.E.)
processo di industrializzazione
integrata del prodotto nave nelle sue
due componenti principali:
SCAFO e ALLESTIMENTO.
• Individuazione delle migliori
modalità costruttive (risorse
Stabilimento e investimenti previsti)
• Individuazione degli investimenti
necessari e/o specifici per la
commessa
• Ottimizzazione costi e riduzione dei
TEMPI DI PRODUZIONE - requisiti
contrattuali, tecnici, programmatici e di
qualità
Stabilimento di Monfalcone
Principali caratteristiche
•
750.000 mq di superficie (300.000 mq coperti)
•
dimesioni bacino: 350 x 56 x 11.3 m
•
1260 m di lunghezza delle banchine
•
2 gru a cavalletto di 400t ciascuna, serventi il bacino
•
2 gru a cavaliere, ciascuna di 1000t, per l’area premontaggio
•
2 gru di 50t ciascuna, serventi lo scalo
•
11 gru, di portate da 2 a 20t
•
40.000 t/anno di strutture d’acciaio per carpenteria navale
•
1.500 t/anno di strutture navali in lega leggera
•
fino a 2 navi/anno di circa 115000 t.s.l.
Flusso produttivo
Officine Scafo
Area di stoccaggio lamiere e profili: 15000 m2
Officina Taglio e Sagomatura
Impianto sabbiatura e primerizzazione
Taglio e sagomatura profili
Officina Taglio e Sagomatura
Impianti di taglio lamiere (Plasma e Ossimetanico)
Officina Prefabbricazione
Linea pannelli – Arco Sommerso
Linea pannelli – Tracciatura e taglio pannelli
Linea pannelli – Saldatura automatica profili
Linea blocchi piani – Robot di saldatura
Nuova Linea Pannelli + Linea blocchi Piani
Officina Prefabbricazione – Area Blocchi piani, curvi e
speciali
Officina Allestimento
Sistema ribaltamento blocchi
Nuova Area Premontaggio e Preallestimento
• 2 nuove gru a cavaliere, ciascuna di 1000t.
Officine Montaggio
Assemblaggio Sezioni di Montaggio
Officine Montaggio
Nuova area PREMONTAGGIO
Officine Montaggio
PREMONTAGGIO SCAFO
Imbarco in bacino
Ciclo di produzione nave (teorico)
Progettazione  costruzione scafo  montaggio impianti  montaggio arredo
Ciclo di produzione reale
Progettazione contrattuale + modifiche 
costruzione scafo 
montaggio impianti 
montaggio arredo
Documentazione
a.
Documentazione PLA (piani di montaggio esecutivi, liste tubi, disegni progettuali di
dettaglio, disegni di arredo...)
b.
Documentazione MET (piani di premontaggio blocchi e sezioni, P.E. di allestimento, Fire
Prevention Plan, Sistemazione impianti provvisori, programma imbarco cabine, istruzioni
di lavoro…)
PLA / Piani di Montaggio
Si sviluppano sulla base dei piani coordinati, i quali sono a loro volta figli degli
schemi di montaggio (unifilari) dei vari impianti, emessi dalla progettazione
funzionale.
PLA / Disegni di arredo
Si sviluppano sulla base dei piani generali, dei “concept drawings” dell’architetto
di S.A., etc.
• Considerazioni finali
Safety regulations
Continuously updated
• Learning from past accidents
• Preventing future problems
Examples
Safe Return to Port, Formal Safety Assessment,
Alternative Design, Fire Prevention,
Time to Flood-Sink-Capsize, Water on Deck,
Goal-based / Performance-based Design,
Probabilistic Damage Stability, New Generation Intact Stability Criteria,
Innovative Life-Saving Appliances, Evacuation Analysis,
Pollution Prevention and Control,
Collision & Grounding, Navigation & Bridge Equipment… …
New regulatory framework:
Consequences on cruise market development
• Significant evolution in newbuilding designs  New prototypes
• Higher production cost (generated by new regulations)
• Higher costs for smaller vessels
• Prices cannot easily be driven downwards: Yards already at cost
• Financing much more difficult and costly than before
• Increased demand for conversions & refitting
R&D
REGULATORY
FRAMEWORK
SHIPBUILDING
New operational requirements foster new designs
which have to comply with new rules & regulatory changes
Goal
Permit innovation in design
MAIN DRIVERS OF
INNOVATIVE DESIGN
safety
environment
business
new technology
Future Designs & Sustainability
New rules & regulations:
exploiting new design opportunities
New technologies:
impact on systems, interfaces, lay-outs,
arrangements
Cruise ship design is big puzzle:
if the shape of one piece changes,
all the adjacent change accordingly
Impact on design:
non linear, not simply the addition of all
factors
Next generation design:
finding the right balance on business /
safety / environment
The role of applied research and innovation
GRAZIE PER L’ATTENZIONE
Ing. Alessandro Maccari
Fincantieri S.p.A.
Corporate – Research & Innovation Manager
Via Genova, 1 - 34121 Trieste
Tel.
+39 040 319 2583
E-mail
[email protected]

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