Green Dolphin– a concept design for a new Handysize bulk carrier

02 GREEN DOLPHIN

The Green Dolphin Handysize bulk carrier concept design is the result of the first development phase of a joint project between Shanghai Merchant Ship Design & Research Institute (SDARI), Det Norske Veritas (DNV) and Wärtsilä. The objective was to design a vessel that meets both the expecta-tions of ship owners and ship yards as well as relevant environmental regula-

tions. Efforts have focused on fuel efficiency, environmental impact, main-tenance friendliness and operational flexibility. The project concentrates on existing technologies that are currently available for commercial use.

The project started with a market and logistics study of the Handysize bulk carrier segment. A large number of ship

A response to a complex and demanding market situation with low freight rates, high fuel costs and new environmental standards

GREEN DOLPHIN – a concept design

FUEL AND ENERGY EFFICIENT

ENVIRONMENT-FRIENDLYAND PREPARED FOR FUTURE REGULATIONS

SAFE, ROBUST AND RELIABLE

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owner and shipyard inputs have been utilized in order to map current and future needs and expectations.

Green Dolphin is a five-cargo hold CSR double hull bulk carrier with high cubic and deadweight capacity. Its large transport capacity in combination with its low fuel consumption and opera-tional strengths provides a significant advantage in today’s flexible market.

The hull is designed to achieve optimal fuel efficiency without compromising

on strength and operational flexibility. Specific attention has been given to engine configuration, performance and emission reduction technologies. The concept design is fitted with an efficient Wärtsilä two-stroke low-speed main engine, 5RT-flex50. Green Dolphin is designed for compliance with current and future expected local and global emission regulations, such as those relevant for IMO Tier III, Emission Control Areas (ECAs) and EU ports, through different alternatives; switch to low sulphur fuels, installation of

exhaust gas cleaning systems or dual-fuel operation with LNG.

The concept design is equipped with wide foldable double-skin steel hatch covers and four energy-efficieny fully electric deck cranes with variable fre-quency drive.

OPERATIONAL FLEXIBILITY AND MAINTENANCE FRIENDLINESS

0 1 2 3 4 5

Prepared for LNG operation

Low fuel consumption

Low newbuilding price

Low maintenance costs

Second-hand value of ship

Trading area flexibility

Crew comfort

Robust construction

Use of proven technology

Environment friendly

Dangerous bulk cargoes

Ice-class ICE-E, ICE-C, ICE-1C

Double skin cargo holds

Wash water holding tanks

Example of input from ship owners (1-Not important, 5-Very important)

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■■ Hull lines optimised for a representative operating profile (draught and speed range, focusing on 10-14kn), including no bulb for improved overall performance

■■ Improved propulsion efficiency; wake equalising duct in front of a large diameter slow-rotating propeller, rudder with rudder transition bulb and rudder fins to reduce the hub vortex and recovery of rotational losses

■■ Low Energy Efficiency Design Index (EEDI)

■■ Main engine with economical fuel consumption over the whole operating range

■■ Faired funnel and superstructure corners for reduced wind resistance

■■ Prepared for shaft torque and fuel consumption monitoring systems to facilitate performance monitoring and support the implementation of SEEMP and EEOI

Optimal fuel efficiency without compromising on strength and operational flexibility

Fuel and energy efficient

Wave pattern from hull design optimisation process using CFD tools Wake distribution obtained by CFD and used during aftbody design

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Forebody design variations

0%

At sea laden normal

10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Operational profile(Time in different states)

At sea ballast w/ballast pumps

Sailing

In port

At sea ballast

At sea manoeuvring At port loading/discharge At port anchor/waiting/idle

Wake distribution obtained by CFD and used during aftbody design

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■■ Main engine with low emission levels, IMO Tier II compliant■■ Fuel tanks for different grades of fuel (HFO, MDO and low sulphur fuels/ distillates)

■■ Ballast water treatment system ■■ Sewage water treatment system■■ Integrated bilge water treatment system (IBTS)■■ Waste management system ■■ Water lubricated stern tube bearing■■ Energy efficient fully electric deck cranes with variable frequency drive, electric windlass and mooring winches

■■ Prepared for installation of SCR and scrubber systems for IMO Tier III and ECA compliance

■■ Prepared for dual-fuel operation with LNG for IMO Tier III and ECA compliance

■■ Class notations CLEAN and Recyclable

Concept design available in different versions to comply with current and future expected local and global emission regulations

Environment-friendly and prepared for future regulations

1.0% ECAsulphur limit

3.5% global sulphur limit

DMA or DMB <0.1%S in California

2010

HFO prohibited in Antarctica

2011

Entry into force of EEDI and SEEMP

2013

EU MBM fully implemented (?)

2017

BW treatment on all ships

2020

Entry into force of Recycling Convention (?)

2020

- BW Convention entry intro force (?) BW treatment (D2)

on some ships

2012

0.1% ECAsulphur limit

2015NOx tier III in ECAs for NBs

2016IMO LS fuel

availability review

20180.5% global sulphur(delay until 2025?)

2020

2012 2012

20122011NOx tier II for NBs North American ECA

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Prepared for scrubber installation

Timeline for existing and new environmental regulations

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1.0% ECAsulphur limit

3.5% global sulphur limit

DMA or DMB <0.1%S in California

2010

HFO prohibited in Antarctica

2011

Entry into force of EEDI and SEEMP

2013

EU MBM fully implemented (?)

2017

BW treatment on all ships

2020

Entry into force of Recycling Convention (?)

2020

- BW Convention entry intro force (?) BW treatment (D2)

on some ships

2012

0.1% ECAsulphur limit

2015NOx tier III in ECAs for NBs

2016IMO LS fuel

availability review

20180.5% global sulphur(delay until 2025?)

2020

2012 2012

20122011NOx tier II for NBs North American ECA

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Prepared for LNG tank installation

EMISSIONS REGULATIONS DESIGN SOLUTIONS

SOx 1 January 2015 – 0.1% S in ECA;1 January 2020 or 2025 – 0.5% S globally

Low sulphur fuels/ distillates or Scrubber system or LNG

NOx 1 January 2016 – NOx Tier III in ECA

Selective Catalytic Reduction (SCR) system or LNG

CO2 1 January 2013 – EEDI; Market Based Measures

Energy efficient design development

Prepared for LNG tank installation

Engine arrangement with SCR and scrubber installation

GREEN DOLPHIN design solutions for compliance with environmental regulations

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■■ Main dimensions allow operation in the major Handysize bulk carrier ports

■■ High cubic and deadweight capacities ■■ No hopper or top wing tanks in cargo holds 2, 3 and 4 – easy stowage of project cargoes and steel coils

■■ Separated side and double bottom ballast tanks for dirty and clean ballast water, avoiding sediment build-up in the double bottom

■■ Easy cargo hold cleaning to allow decreased port turnaround time

■■ Cargo holds equipped with compressed air, power and wash water supply at tank top level for portable cleaning systems

■■ Permanent bilge and wash water supply and return lines■■ Fresh water storage tanks for cargo hold cleaning and wash water holding tanks

■■ Trunked ladders, shedder plates , steep hopper plates (in holds 1 and 5)

■■ Wide hatch openings fitted with foldable double-skin steel hatch covers

■■ Electric variable frequency drive deck cranes■■ GRP pipes for ballast and bilge main lines■■ High tank top load capacity, fitted for steel coil loading■■ Prepared for transportation of packaged dangerous goods■■ Prepared for container loading on hatch covers incl. lashing points

■■ Timber cargo on hatch covers ■■ Timber cargo on deck (optional)

Efficient cargo handling and easy cargo hold cleaning

Operational flexibility and maintenance friendliness

Midship section representative for cargo holds 2-4, steel coil loading

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■■ Double hull construction■■ Designed in accordance with IACS Common Structural Rules (CSR) for Bulk Carriers

■■ Continuous hatch coamings■■ Safe working environment for crew and stevedores ■■ Citadel for crew protection■■ A60 engine room bulkhead■■ Cargo hold CO2 firefighting system

■■ All fuel oil tanks located in the engine room■■ Temperature regulation of fuel oil tanks adjacent to cargo hold 5

■■ Available with ICE class (ICE-1C) ■■ No need to use cargo hold 3 in heavy ballast condition, adequate ballast water capacity provided in the double sides and double bottom

Highest structural standards for bulk carriers

Safe, robust and reliable

Safety arrangement – clearly marked ladders and handrails

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Main particularsLength over all: 180 mLength between perpendiculars: 177 mBreadth: 32 mDepth: 15 mDraught, scantling: 10.5 mDraught, design: 9.5 mEndurance, service speed: 18,000 nmFreeboard: B Complement: 24 + 1 Pilot

Deadweight and cargo hold capacity Deadweight, scantling: 38,800 mtDeadweight, design: 33,400 mtCubic capacity (grain): 50,500 m3

• Hold no. 1: 8,100 m3

• Hold no. 2: 11,100 m3

• Hold no. 3: 10,800 m3

• Hold no. 4: 11,100 m3

• Hold no. 5: 9,400 m3

Hatch openingsNo.1 hold: 9.6 x 20.8 / 6.4 x 16.2 mNo. 2-5 holds: 20.0 x 27.0 m

Uniform distributed loadsDeck: 4 mt/ m2

Hatch covers: 3 mt/m2

Tank top: 25 mt/ m2

CapacitiesHeavy fuel oil: 1,350 m3

Marine diesel oil, marine gas oil: 150 m3

Fresh water: 250 m3

Ballast water: 12,400 m3

Cargo hold wash water: 250 m3

• All fuel oil tanks arranged in engine room• No cargo hold for heavy ballast condition

Cargo listSolid bulk cargoes, e.g. ore, grain; IMSBC Code cargoes (including dangerous solid

bulk cargoes), all Group A and C cargoes, e.g. cement, distillers dried grains with solubles (DDGS); Group B cargoes, e.g. coal, DRI(A), fertiliser, seedcake(a), sulphur, wood products.

Steel coil loading: 2 tiers of 20 t/coil Timber cargo on hatch coverOptional: Container fitted (2-tiers on hatch covers)Optional: Timber cargo on deck

Machinery Main engine: Wärtsilä 5RT-flex50• CMCR: 6,100 kW x 99.0 r/min• CSR: 4,575 kW x 89.9 r/min Auxiliary engines: 3 x 500 kWEmergency generator: 120 kW Ballast pumps: 2 x 600 m3/hBallast water treatment plant: 2 x 600 m3/h

GREEN DOLPHIN 1110 GREEN DOLPHIN

Optional:• Exhaust Gas Scrubber for main and

auxiliary engines – SOx reduction • Selective Catalyst Reducer (SCR) for main

and auxiliary engines – NOx reduction (Tier III)

• Dual-fuel configuration – SOx, NOx and CO2 reduction:

− Low-speed dual-fuel main engine − Medium-speed dual fuel auxiliary engines

− Wärtsilä LNGPac with 485 m3 (max. 550 m3) capacity double-wall vacuum-insulated IMO Type C LNG tank and gas supply system

Speed and fuel consumption at design draughtService speed at CSR with 15% sea margin: 14.0 knDaily main engine fuel consumption at 14.0 kn service speed: 17.7 t

Daily main engine fuel consumption at 10.0 kn slow steaming: 6.4 t (ISO Ambient Conditions, LCV=42,700 kJ/kg)

EEDIAttained index 4.7 gCO2/tonne nm (25%below IMO reference line for bulk carriers)

EquipmentElectric variable frequency drive deck cranes: 4 x 30 t SWL, 26 m max. outreachHatch covers: 5 x wide steel foldable, double-skin, integrated grain feeder and cement openingsDeck and hatch cover lashing pointsCargo hold CO2 firefighting systemCargo hold compressed air, power and wash water supplyCargo hold natural ventilation systemSewage water treatment systemIntegrated bilge water treatment system (IBTS)

Waste management system Remotely operated valves and tank readingsOptional: Shaft torque and fuel consumption monitoring systemsOptional: Cargo hold mechanical ventilation system

Design and ClassificationDesign: Shanghai Merchant Ship Design & Research InstituteClassification society: Det Norske Veritas Class notation: +1A1 Bulk Carrier ESP, CSR, BC-A (CH 2&4 empty), GRAB(20), DG-B, BIS, TMON, BWM-T, CLEAN, E0, HA(+), COAT-PSPC(V), RecyclableOptional notations: DK(+), DG-P, ICE-1C, Gas Fuelled

Phase 1 – Concept design: SDARI, DNV, Wärtsilä January-May 2012 Phase 2 – Basic and

detailed design: SDARIApproval in principle: DNV

DNV is a global provider of leading risk management competence. We help customers safely and responsibly improve their business performance, and turn risks into rewards. DNV is an independent organisation with dedicated risk professionals in more than 100 countries.

www.dnv.com

SDARI is a ship design consultant under China State Shipbuilding Corporation (CSSC) with more than 600 employees. SDARI is the market leader in merchant ship design and development in China and has accumulated more than 800 as-built designs in the past four decades.

http://sdari.cssc.net.cn/Contact: rnd@sdari.com.cn

Wärtsilä is a global leader in complete lifecycle power solutions for the marine and energy markets. By emphasising technological innovation and total efficiency, Wärtsilä maximises the environmental and economic performance of the vessels and power plants of its customers.

www.wartsila.com

In the next phase, SDARI will continue to prepare the basic and detailed design. DNV will later carry out the approval in principle.