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Current development Hydrogen Oceanjet 600 Ivo Veldhuis and Howard Stone, together with Dr Neil Richardson and Dr Steve Turnock of Southampton's Ship Science Department are working on a container ship capable of 65 knots and powered by hydrogen fuel. The re‐ search started in the late nineties. It is a brave new approach to an established industry in order to cater worldwide fuel shortages and the increasing demand of manufacturers to deliver their products to the consumers faster. Smaller and faster is the mantra associated with car manufacturers, and those in the con‐ sumer of electronics industry but it is not the main factor when designing a container ship which travel thousands of nautical miles laden with cargo. In the world of seaborne freight, the bigger is better. The future of sea freight lie in a new breed of container vessels which travel two and half times the speed of their traditional counterparts but carry less containers, allow‐ ing for more sailings between busy ports and therefore delivering cargo within a smaller time frame. At 8,500TEU (one TEU equates to one 20ft container), current container ships are leviathans of the ocean at 335m long. This size is reduced to just 600TEU per ship thus increased the present maximum speed of 25 knots (46.3 kph) to a whopping 65 knots (120.4 kph). Ship Design The design can be qualified by achievable engineering. In order to prove the concept, a new ship design must capable of completing the 18,000km roundtrip from Yokohama to L.A in half the time, thus allowing for double the amount of sailings per week. Hydrogen Ocean‐ jet 600 is a work in progress which is fuelled exclusively by liquid hydrogen and powered by four gas turbine engines. The Oceanjet repre‐ sents an ambitious new set of thinking and MIMET Technical Bulletin Volume 1 (2) 2010 offers real solutions to an industry to the new business improvements. Speed of 65 knots requires an extremely high level of propulsion power for the size of the craft proposed (175m/600TEU). With this in mind, Oceanjet will utilised gas turbine engines derived from similar turbine engines as those found on a Boeing 747, each capable of 49.2 MW of propul‐ sive power when fuelled by hydrogen. This pro‐ pulsive power has to be translated into forward speed, and waterjets is used to give a high propul‐ sive efficiency at this high speed. The design proposed allows for four such 2.5m‐wide waterjets, two inside each demi‐hull transoms of each catamaran hull. This type of pro‐ pulsion system is capable of rotating the outgoing waterjet flow and so the entire propulsion force is utilised to steer the ship at 65 knots. The schematic layout of the ship design, is a catamaran with long and twin hulls known as a 'semi SWATH' (Small Water plane Area Twin Hull), an ideal shape to avoid unwanted wave resis‐ tance. A significant part of the vessel's buoyancy is located beneath the waterline. As a result there is limited wave interaction and this translates into reduced wave resistance. Crucially, this type of design creates an aero‐ foil‐shaped air cavity for running the ship with minimal foil friction. The hydrofoils create a verti‐ cal lift force that reduces the draught of the cata‐ maran and consequently reduces the ship's sur‐ face area exposed to seawater. At such high‐ speeds frictional resistance between seawater and the ship's hull surface is the biggest resistance component. By reducing the draught via the hy‐ drofoils, the frictional resistance is reduced. An additional advantage from using the hydrofoils is damping of the ships motions. Another benefit of the catamaran layout lies in the speed of loading and unloading it creates. Whereas conventional mono‐hulled container ships require cargo to be loaded vertically, via cranes, this design will allows for horizontal 'drive on and drop' container delivery, making the proc‐ ess a lot swifter. | MARINE FRONTIER @ UniKL 19
Fuel system In maintaining such a speed for a long time about 3,000 tonnes diesel are required on‐ board. That is about the same weight as the cargo. Methanol and ethanol are also too heavy. Therefore hydrogen is used in the fuel system. It releases a lot more energy per kilo‐ gram than conventional fuels, and the fuel de‐ livery system devised can use both liquid and gaseous hydrogen, so no fuel is wasted. 0.86kg of liquid hydrogen per second is required in order to operate the turbines at speed of 64 knots. This means 176 m³ of hydro‐ gen burned every hour. For a ship to travel the distances required, it would therefore require a fuel storage capability of 14,500 m³. The design of the Oceanjet allows for ten separate but in‐ terconnected fuel tanks, with a total storage capacity of 1,001 tonnes of liquid hydrogen. Safety first Fig. 3: Hydrogen Oceanjet 600 Naturally, the use of liquid hydrogen raises a number of key safety questions, not least how volatile a liquid fuel can be inside a ship travel‐ ling in excess of 60 knots. Because of hydrogen behaves differently compared to other conven‐ tional fuels, it requires a different approach al‐ together. Current shipbuilding regulations do not allow for the use of liquid hydrogen as a fuel source. The liquefied hydrogen is kept at ‐253°C for safety reason. A safety system can vent the MIMET Technical Bulletin Volume 1 (2) 2010 hydrogen quickly in the event of an accident. Liquid hydrogen turns to gas instantaneously when in contact with the air and does not linger and burn longer like other fuels such as kero‐ sene. SMART H‐2 Project The progress within the SMART‐H2 has been excellent. Already launched is an auxiliary engine on board a whale watching ship “Elding”. The opening ceremony was held at the harbour of Reykjavik, Iceland on April 24th 2008 when media and guests were invited on the first trial run of using hydrogen on board a commer‐ cial vessel. Fig. 4 “Elding” | MARINE FRONTIER @ UniKL 20
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METHODOLOGY Description of Apparatu
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