EP2601095A1 - Gaseous fuel powered vessel - Google Patents
Gaseous fuel powered vesselInfo
- Publication number
- EP2601095A1 EP2601095A1 EP11813959.1A EP11813959A EP2601095A1 EP 2601095 A1 EP2601095 A1 EP 2601095A1 EP 11813959 A EP11813959 A EP 11813959A EP 2601095 A1 EP2601095 A1 EP 2601095A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- storage means
- marine vessel
- vessel according
- gaseous fuel
- hulls
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
- B63B17/0027—Tanks for fuel or the like ; Accessories therefor, e.g. tank filler caps
- B63B17/0036—Arrangements for minimizing pollution by accidents
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
- B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
Definitions
- This invention relates to a marine vessel having a propulsion system powered by a gaseous fuel.
- gaseous fuel refers to compressed gas fuel such as compressed natural gas (CNG) and hydrogen (H 2 ), and liquefied gaseous fuel such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG).
- compressed gas fuel such as compressed natural gas (CNG) and hydrogen (H 2 )
- liquefied gaseous fuel such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG).
- the invention has, however, been devised particularly, although not necessarily solely, as a marine vessel such as a ferry having engines powered by LNG
- LNG is a naturally-occurring and predominantly methane gas that has been converted into liquid form for ease of transportation.
- One method of transportation concerns the use of ships with specially-designed insulated tanks in order to keep the gas at low temperatures and hence in liquid form.
- LNG carriers have also evolved to utilise the excess boil-off gas to augment the fuel for the propulsion system, and in some cases to operate entirely on the boil- off gas. More recently some ship designs have come into service where the engines run directly off LNG stored in tanks which are pressurised by a small amount above atmospheric in order to feed the engines without excessive pumping.
- the Glutra is an example of a 95-metre long passenger and vehicular ferry that was built in 2000 and is primarily operated on LNG. It is one of several such ferries now operating in Norway, where LNG is available through a network of road tankers and pipelines.
- LNG may be conceived as a dangerous substance, but nevertheless methane gas will only ignite if the ratio of gas and air is within a relatively small ratio band (between 5% and 15%). LNG itself will not burn or ignite, rather it is only the gaseous form mixed with air within the above ratios that will ignite in the presence of an ignition source.
- LNG floats on water and will evaporate very rapidly in this situation in a very agitated state. This can cause a flammable or an explosive mixture, although this would also require a heat source for ignition to occur.
- LNG is an attractive fuel for propulsive power for small ferries, and will no doubt extend its attractiveness to larger sizes of vessel as environmental regulations covering exhaust emissions progressively come into force.
- LNG does not meet the standard SOLAS requirements for ships, and special regulations have evolved covering the design of LNG carriers. Typically this is done by double-walled containment systems, with inert gas contained in between, and extended to double-hulled ships with containment systems to prevent accidental spillage overboard. Extensive fire-detection and fire-fighting requirements are standard. Recognising that LNG powered ships are evolving through demand for a less- expensive and more environmentally-friendly fuel, new safety guidelines are currently under discussion at IMO for the design and operation of ships powered by LNG. It is against this background, and the problems and difficulties associated therewith, that the present invention has been developed.
- the present invention seeks to provide a marine vessel capable of carrying a gaseous fuel such as LNG in an intrinsically safe manner.
- a marine vessel comprising at least two hulls and a portion disposed between the two hulls, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel for the propulsion system, the storage means being accommodated in said portion between the two hulls.
- the storage means is disposed between and isolated from the two hulls, which is beneficial in terms of safety.
- the vessel may comprise two hulls only; that is, the vessel may be configured as a catamaran.
- the vessel may comprise a main hull and a plurality of side hulls at least one of which is to each side of the main hull, wherein the two hulls are each defined by a respective one of the side hulls.
- the marine vessel typically comprises the main hull and two side hulls, one of which is to each side of the main hull; that is, the vessel is configured as a trimaran.
- Other vessel configurations are, of course possible, such as for example a pentamaran.
- the main hull comprises said portion between the two hulls.
- the storage means is so disposed within the main hull relative to the side hulls so that the side hulls afford side impact protection to the storage means.
- the propulsion system comprises an engine in each of the two hulls operable using gaseous fuel received from the storage means.
- the propulsion system may be located entirely in the after part of the main hull.
- the propulsion system comprises an engine in each side hull with the storage means in the main hull is advantageous, as the storage means in the main hull is isolated from the engines in the side hulls.
- the engines may be configured to use more than one fuel type, including a liquid fuel in addition to the gaseous fuel, or combinations of gaseous and liquid fuels.
- the engines may comprise diesel engines configured for operation using gaseous fuel or a combination of gaseous and liquid fuels.
- the diesel engines may transmit mechanical energy through drive transmission systems to deliver rotational power to propulsion devices.
- diesel engines may drive electric generators for powering electric motors for driving propulsion devices.
- the propulsion devices may take any appropriate form, including propellers, propulsors, water jet drives and right-angle drive units.
- the storage means may comprise one or more reservoirs installed within the confines of the main hull.
- the reservoir, or each reservoir, may be configured as a cylindrical tank.
- the storage means is accommodated in a zone isolated from areas within the vessel designed to accommodate personnel, passengers and/or cargo.
- the zone containing the storage means preferably does not contain any crew or cargo spaces.
- the main hull incorporates a deck, and the storage means is accommodated in a zone below the deck.
- the storage means is isolated from the deck.
- Passengers, their vehicles, and other cargo, are typically carried on or above the deck and so are also isolated from the storage means.
- the main hull is configured to provide a substantial length of structure forward of the storage means.
- This forward structure section is preferably devoid of any essential systems or cargo and preferably presents a readily deformable section in case of collision with a solid object such as a wharf or other ship without affecting the storage means.
- a solid object such as a wharf or other ship without affecting the storage means.
- Such an arrangement is particularly suitable for a hull designed in aluminium, which is an easily deformed material but relatively strong, and would decelerate the vessel in such a way that the storage means and its associated systems would be protected from damage.
- This main hull configuration is preferably provided by a hull that is long and slender.
- a hull that is long and slender.
- Such a configuration presents a hull shape with a minimum of drag and hence a low fuel consumption.
- the long and slender hull would also provide a substantial length of structure forward of the storage means.
- the presence of the side hulls provides sufficient stability to allow the main hull to be designed to be extremely long and slender.
- the storage means is substantially protected from damage resulting from collision by another vessel striking the side of the vessel.
- Aluminium is a particularly suitable material for construction of the main and side hulls, as it does not suffer from loss of strength at extremely low temperatures, such as may occur in case of gas leakage from the storage means.
- the phenomenon known as brittle fracture, has led to the loss of steel containment vessels, and also substantial damage to steel-hulled LNG carriers.
- the hull structure accommodating the storage means may be configured to provide a secondary containment system in case of leakage of gaseous fuel from the storage means.
- a marine vessel comprising a main hull and a plurality of side hulls at least one of which is to each side of the main hull, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel for the propulsion system, the storage means being accommodated in the main hull.
- a marine vessel comprising a hull having a forward section and an aftermost section, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel for the propulsion system, the storage means being accommodated in the aftermost section of the hull, and the forward section of the hull being deformable upon a significant impact in a collision.
- the aftermost section comprises the aftermost 50% of the hull.
- the forward section is devoid of any essential systems or cargo.
- a marine vessel comprising a hull, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel for the propulsion system, the storage means being accommodated in the hull at a location spaced rearwardly from the bow thereof to define a forward section, the forward section providing a forward deformable region between the storage means and the bow.
- the hull is constructed of aluminium to provide the deformable characteristic of the forward deformable region.
- the forward section is devoid of any essential systems or facility for holding cargo.
- a marine vessel comprising a main hull and two side hulls one of which is to each side of the main hull, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel, the storage means being accommodated in the main hull, the propulsion system comprising an engine in each side hull operable using gaseous fuel received from the storage means, the storage means being so disposed within the main hull that it is between the side hulls.
- a marine vessel comprising at least two hulls and a portion disposed between the two hulls, a propulsion system operable using a gaseous fuel, and storage means for containing a supply of gaseous fuel for the propulsion system, the storage means being accommodated in said portion between the two hulls, said portion being constructed of aluminium and being configured to provide a secondary containment system in case of leakage of gaseous fuel from the storage means.
- Figure 1 is a schematic plan view of a multi-hulled vessel according to the first preferred embodiment configured as a trimaran having a main hull and two side hulls;
- Figure 2 is a schematic side view of the vessel
- Figure 3 is schematic rear view of the vessel
- Figure 4 is a schematic plan view of a multi-hulled vessel according to the second preferred embodiment configured as a trimaran having an alternative layout with its propulsion devices and engines located in the central main hull; and
- Figure 5 is a schematic rear view of a multi-hulled vessel according to the second embodiment configured as a catamaran.
- the first embodiment which is shown in Figures 1 to 3 of the drawings, is directed to a multi-hulled vessel configured as a trimaran.
- the trimaran according to the embodiment is a high speed, commercial, sea-going vessel operating as a ferry for passenger, and cargo transport, including in particular vehicle transport.
- the trimaran may also have military applications.
- the trimaran comprises an understructure comprising an inner portion 1 configured as a centrally located main hull, and two laterally spaced side hulls 2, commonly known as amahs.
- the trimaran also usually comprises a superstructure above.
- a propulsion system is provided for delivering propulsive power to the trimaran.
- the propulsion system is operable using a liquefied gaseous fuel, which in this embodiment comprises LNG.
- the propulsion system comprises a storage means 3 for a supply of LNG and engines 4 adapted to be fuelled by LNG.
- the engines 4 supply power to one or more propeller units 5.
- the storage means 3 is accommodated in the main hull 1, and the engines 4 are accommodated in the side hulls 2.
- the storage means 3 is isolated from the engines 4, which is beneficial in terms of safety. Additionally, the storage means 3 is disposed between, and isolated from, the side hulls 2, which again is beneficial in terms of safety. More particularly, the storage means 3 is so disposed within the main hull 1 relative to the side hulls 2 that the side hulls 2 afford side impact protection to the storage means 3.
- the main hull 1 which accommodates the storage means 3, may be configured to provide a secondary containment system in case of leakage of gaseous fuel from the storage means 3.
- the storage means 3 comprises a reservoir configured as a cylindrical tank. Additionally, in the arrangement shown, there are four engines 4, two in each side hull 2. Other arrangements are, of course, possible; for example, the storage means 3 may comprise a plurality of tanks, and there may be any appropriate number of engines 4 in each side hull 2.
- the engines 4 comprise diesel engines configured for operation using LNG as a fuel, although other suitable types of engines may be used, including gas turbines.
- the engines 4 may be configured to use more than one fuel type, including a liquid fuel in addition to LNG, or a combination of LNG and liquid fuel.
- the trimaran also comprises a main deck 10 above which are various areas, including a vehicle garage 7, passenger cabins 8, and a crew navigational space or wheelhouse 9 at various levels. Other arrangements are, of course, possible.
- the storage means 3 is accommodated in a zone below the deck 10, thereby isolating the stored LNG from the deck 10 and areas above the deck, including the vehicle garage 7, the passenger cabins 8, and the crew navigational space or wheelhouse 9.
- the storage means 3 is isolated from areas within the trimaran designed to accommodate personnel, passengers and cargo.
- the zone below the deck 10 in which the storage means 3 is accommodated does not contain any crew or cargo spaces.
- the main hull 1 is configured to be long and slender, thereby providing a substantial length of structure forward of the storage means 3, as best seen in Figure 1.
- This main hull configuration presents a hull shape with a minimum of drag and hence a low fuel consumption.
- This forward structure is also devoid of any cargo or essential systems below main deck, and presents a readily deformable section adapted to deform upon a significant impact without affecting the storage mean 3. Such an impact might typically arise as a result of a collision with a solid object, such as a wharf or other ship.
- the deformable forward section thus affords some protection to the storage means 3 in a collision.
- the main hull 1 in the forward 50% of its length is substantially empty and contains no cargo or crew spaces, nor essential safety systems, and the storage means 3 is accommodated in the aftermost 50% in the main hull 1.
- the presence of the side hulls 2 provides sufficient stability to allow the main hull 1 to be designed to be extremely long and slender, as described.
- the storage means 3 is substantially protected from damage resulting from collision by another vessel striking the side of the vessel.
- the understructure comprising the centrally located main hull 1 and the two laterally spaced side hulls 2 may be constructed of aluminium. This is particularly advantageous because aluminium, which is an easily deformed material but relatively strong, can crumple during a significant impact to thereby decelerate the trimaran in such a way that the storage means 3 and its associated systems would be protected from damage. Other construction materials could also be used to achieve this, and should not be assumed that the main hull 1 and the two laterally spaced side hulls 2 are limited to being constructed from aluminium.
- the second preferred embodiment shown in Figure 4 of the drawings is directed to a multi-hulled vessel configured as a trimaran.
- the trimaran has its engines 4 and propellers 5 situated in the central main hull 1 together with its storage means 3.
- the engines 4 are shown aft of the storage means 3 but an arrangement could also be conceived with the engines 4 forward of the storage means 3.
- This arrangement could reduce the length of the vessel forward of the storage means 3 to less than 50% of the waterline length, and would also allow for a substantial distance between the bow and the storage means 3.
- propulsion 5 and storage 3 occupy the same hull it is most likely that part of the storage 3 could be within the aftmost 50% of the waterline length and wholly within 75% of the waterline length.
- the third preferred embodiment which is shown in Figure 5 of the drawings, is directed to a multi-hulled vessel configured as a catamaran.
- the multi-hulled vessel according to the third preferred embodiment is similar in many respects to the multi-hulled vessel according to the first preferred embodiment and so similar reference numerals are used to identify similar parts.
- the catamaran comprises the understructure comprising the inner portion 1 which is centrally located, and two laterally spaced hulls 2.
- the inner portion 1 is not configured as a hull as was the case with the first embodiment.
- the inner portion 1 is, however, configured to accommodate the storage means 3, with the engines 4 being accommodated in the side hulls 2.
- the storage means 3 is isolated from the engines 4, which is beneficial in terms of safety. Additionally, the storage means 3 is disposed between, and isolated from, the two hulls 2, which again is beneficial in terms of safety.
- the storage means 3 is accommodated in a zone below the deck 10, thereby isolating the stored LNG from the deck 10 and areas above the deck, including the vehicle garage 7 and the passenger cabins 8. In this way, the storage means 3 is isolated from areas within the catamaran designed to accommodate personnel, passengers and cargo. In particular, the zone below the deck 10 in which the storage means 3 is accommodated does not contain any crew or cargo spaces.
- the present preferred embodiments provide a multi-hulled marine vessel having a propulsion system powered by a gaseous fuel, in which the storage means for the gaseous fuel is isolated from the engines and in which the storage means is also protected by virtue of the multi-hull configuration of the vessel.
- the storage means is also isolated from parts of the vessel that ordinarily accommodate crew, passengers and any cargo.
- the side hulls provide protection to the fuel storage means in the multi-hulled vessel. This can be important; for example, as it is a realistic scenario that a passenger ferry could be crossing a river when the other river traffic is travelling along the river, thereby providing a situation in which a collision could possibly occur.
- Conventional monohull ferries are required by SOLAS to withstand damage extending into the hull by a distance equivalent to 20% of the hull beam in the event of such a collision.
- a multi-hulled vessel according to any of the preferred embodiments could withstand damage of much greater extent, extending into the hull by a distance of approximately 40% of the hull beam or greater without disturbing the fuel storage means.
- the preferred embodiments relate to displacement and semi-planing craft, the invention is also suitable for use with planing and hydrofoil supported craft.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Environmental & Geological Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2010903520A AU2010903520A0 (en) | 2010-08-06 | Gaseous Fuel Powered Vessel | |
PCT/AU2011/000996 WO2012016295A1 (en) | 2010-08-06 | 2011-08-05 | Gaseous fuel powered vessel |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2601095A1 true EP2601095A1 (en) | 2013-06-12 |
EP2601095A4 EP2601095A4 (en) | 2017-05-03 |
Family
ID=45558858
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11813959.1A Withdrawn EP2601095A4 (en) | 2010-08-06 | 2011-08-05 | Gaseous fuel powered vessel |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2601095A4 (en) |
AU (1) | AU2011286173B2 (en) |
WO (1) | WO2012016295A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9132892B2 (en) | 2013-12-06 | 2015-09-15 | Gva Consultants Ab | Floating vessel with tunnel |
US10081412B2 (en) | 2013-12-06 | 2018-09-25 | Gva Consultants Ab | Floating vessel with tank trough deck |
US9718516B2 (en) | 2014-09-30 | 2017-08-01 | Maine Center For Coastal Fisheries | Trimaran hull and boat |
USD811983S1 (en) | 2015-11-25 | 2018-03-06 | Maine Center For Coastal Fisheries | Trimaran hull |
CN110155257B (en) * | 2019-05-15 | 2020-09-01 | 武汉理工大学 | Novel safety device for automobile roll-on/roll-off ship |
WO2022229191A2 (en) | 2021-04-26 | 2022-11-03 | Propelwind S.A.S. | Trimaran sailing vessel and method for distribution of cargo |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6073569A (en) * | 1998-02-26 | 2000-06-13 | Murata Electric Boatworks Llc | Advantageous use of battery mass in electric watercraft |
AU2009100540A4 (en) * | 2009-06-05 | 2009-07-16 | Austal Ships Pty Ltd | Redundancy of Propulsion for Sea-Going Vessels |
EP2571750A1 (en) * | 2010-02-23 | 2013-03-27 | Arne Osmundsvaag Shipbroking & Consulting | Double-ended trimaran ferry |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH431190A (en) * | 1965-02-02 | 1967-02-28 | Sulzer Ag | Method for operating a power plant with a diesel internal combustion engine with liquid fuel and with gas as well as system for carrying out the method |
US7872363B2 (en) * | 2006-04-13 | 2011-01-18 | Morse Arthur P | Wave energy harvesting and hydrogen-oxygen generation systems and methods |
FI123864B (en) * | 2006-06-19 | 2013-11-29 | Waertsilae Finland Oy | Watercraft |
DE202007007985U1 (en) * | 2007-06-06 | 2007-08-09 | Teppert, Peter | Production ship for LNG (Liquid Natural Gas) |
-
2011
- 2011-08-05 AU AU2011286173A patent/AU2011286173B2/en active Active
- 2011-08-05 EP EP11813959.1A patent/EP2601095A4/en not_active Withdrawn
- 2011-08-05 WO PCT/AU2011/000996 patent/WO2012016295A1/en active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6073569A (en) * | 1998-02-26 | 2000-06-13 | Murata Electric Boatworks Llc | Advantageous use of battery mass in electric watercraft |
AU2009100540A4 (en) * | 2009-06-05 | 2009-07-16 | Austal Ships Pty Ltd | Redundancy of Propulsion for Sea-Going Vessels |
EP2571750A1 (en) * | 2010-02-23 | 2013-03-27 | Arne Osmundsvaag Shipbroking & Consulting | Double-ended trimaran ferry |
Non-Patent Citations (1)
Title |
---|
See also references of WO2012016295A1 * |
Also Published As
Publication number | Publication date |
---|---|
AU2011286173A1 (en) | 2013-03-21 |
AU2011286173B2 (en) | 2017-04-13 |
WO2012016295A1 (en) | 2012-02-09 |
EP2601095A4 (en) | 2017-05-03 |
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