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Vervanging Midsland (ontwikkelingsfase 2008-2016)

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Evert Jan:
Beste Nagier, dat weet alleen Doeksen...


--- Citaat van: Leen op  3 november 2011, 18:10:11 ---
Zo langzamerhand komen we aan het eind van het jaar en nog steeds geen definitief bericht over de nieuwbouw.
Doeksen heeft het er maar steeds over dat de Midsland op de nominatie staat te worden vervangen maar het wordt wel tijd dat dit eens concreet wordt gemaakt lijkt me zo.


--- Einde van citaat ---

Leen:


Van de website van itransferproject.eu


Green Ferry Design

14 Oct 2011

iTransfer partners, Rederij Doeksen and Damen Shipyards have been developing a vision to create a ferry whose operations have a minimal impact on the natural environment. 

Although moving people by ferry is more environmentally friendly than other transport modes – and provides a lifeline service to isolated and island communities – the iTransfer project is attempting to make ferry transport even greener.  At a recent project workshop,  Doeksen and Damen explained their vision and canvassed opinion and expertise from the partners in order to further improve the green design concept.

Ferry travel is a green mode of passenger transport

Doeksen’s vision
With a heritage spanning more than 100 years, Rederij Doeksen has extensive experience in operating passenger and vehicle ferries. Innovation has always featured prominently and the company was the first non-Norwegian operator to introduce passenger catamarans, the first in Europe to operate a ro-ro cargo catamaran and the first to develop a steel constructed catamaran.  Today, Rederij Doeksen provides ferry services between Harlingen, Terschelling and Vlieland in the Wadden Sea – a world heritage site.

Rederij Doeksen have been operating ferries for more than 100 years

Safeguarding the environment is a core value for Doeksen and the company, together with Damen, has a vision to create the greenest ferry in Europe. Through the iTransfer project, both companies are hoping to set an example for other North Sea Region ferry operators.

What makes a ferry green?
The new concept demands that Doeksen and Damen fully investigate the following key areas:

    Hullshape: a catamaran or trimaran hull shape offers less resistance through the water meaning less drag and a lower fuel consumption. Less fuel means less harmful emissions.
    Hull material: a lighter material such as aluminium or composite saves on fuel consumption. In the case of the Doeksen ferry concept , an aluminium hull would be 150 tonnes lighter than a steel construction saving fuel and around 50% carbon emissions.
    Fuel: the choices are between traditional diesel fuels which are finite and harmful to the environment; new fuels such as electric power and gas; or renewables such as wind or solar power. Current limitations on battery capacity precludes the sole use of electric power and wind or solar power is simply not yet practicable. A gas powered propulsion system – or gas combined with electric or diesel power – is thought to be the cleanest and most achievable option.

The Doeksen green ferry concept comprises an aluminium constructed catamaran powered by a mix of electric and Liquified Natural Gas (LNG) fuel. This would emit less harmful emissions into the environment, cause less seabed and shore erosion and better preserve the natural environment.

Catamarans are an efficient hull shape

Refining the design
Damen Shipyards designs and builds over 150 ships each year and operates a dedicated ferry product division. Through working together, Damen and Doeksen are combining design and build expertise with practical ferry operational experience to develop the innovative new concept into a workable ferry design.

This requires reviewing a range of design considerations from a green perspective such as:

    Owner requirements: this includes sailing schedules, payloads and operating environment. A tighter sailing schedule often requires a faster speed which burns more fuel and emits more harmful gases. But, conversely, a slower vessel might require the operator to run two ferries on the same service which would increase fuel consumption. A compromise must be identified.
    Vessel dimensions: this is governed by restrictions at the port and on the waterway as well as the number of passengers or vehicles that the service is predicted to carry.
    Weight/stability: aluminium construction is lighter than steel and so uses less fuel. But depending on hull configuration, ballast tanks might need to be fitted to increase stability – this will also increase overall weight and fuel use.
    Power and fuel: consideration must be given to the type of propulsion used (main engines, thrusters) and how they will be powered. Will the ferry use conventional diesel power or a cleaner hybrid of diesel-electric or electric-LNG?
    Regulations: all vessel designs must comply with local, national and international regulations, particularly those that govern safety and environmental impact.
    Cost: it is extremely important that costs are contained so that vessels may be operated economically.

Workshop with iTransfer partners
The Interreg project provides the ideal forum for commercial companies to pool their knowledge and experience in a non-competitive and open environment. This often enables an optimum solution to an industry challenge to emerge.

iTransfer partners discussed the green ferry design concept during a workshop facilitated by Damen Shipyards in Rotterdam. Participants included representatives from a number of ferry operators together with naval architects and transport authorities. The group was asked to review the concept from the perspectives of a range of stakeholder groups to indentify how the design could be improved upon.
Useful input was gathered which ranged from the possibility of utilising recycled material for hull construction to using shore-supplied electricity to save on engine emissions whilst the vessel was alongside. The group also shared best practice on efficient passenger and vehicle loading procedures as well as training to enable the crew to operate the vessel in a more environmentally friendly way.

Damen Shipyard and Rederij Doeksen are currently reviewing their design concept which will shortly be shared with the remainder of the iTransfer project.


Leen

nagier:
is er ook nederlandse beschrijfing?

willem boot:
Mooi verhaal, Leen. De heren zitten niet stil, al zijn ze dat wel.

Je zal er met een oud Duits veerbootje naast varen......

willem boot:
Op de itransferproject.eu site staat nog wat meer, het vervolgsrtikel betreft het probleem van de brandstofvoorziening aan LNG-gebruikende schepen (vloeibaar aardgas). Enige tijd terug heeft Doeksen al de publiciteit gezocht met het LNG verhaal, waarbij werd gedacht aan landvoorzieningen ("tankpark"?) waarvoor de EU en de Staat de nodige subsidies zouden moeten regelen. Dit verhaal is duidelijk een voortzeting van de eerdere projecten.

Interessant is ook het vervolgartikel, dat verwijst naar een Noors, klein project. Daar wordt de brandstof over de weg vervoerd. Leuk natuurlijk (of niet), maar dat vereist wel een kleine omvang van de operaties en speciale tankwagens.
Het samenwerkingsverband denkt nu aan LNG-tankers op het water. Verder schijnt er in de regelgeving veiligheid (dus scheepvaartinspectie) nogal wat hinder te bestaan om LNG op passagiersschepen toe te passen. dat zal dus tot een vrij dure constructie van het schip leiden, al heeft dat waarschijnlijk geen erg zware financiële gevolgen bij een levensduur van het schip tot 30 jaar (Concessievoorwaarden!).

Als er voor LNG wordt gekozen (en de site van itranfser lijkt daarop aan te sturen), dan blijft natuurlijk bij de TSM het probleem, dat er nog wat schepen rondvaren, die het gewoon op diesel doen. Met de juiste voorzieningen kan elke diesel in principe op LNG lopen, maar dat zou bij schepen toch wat problematisch worden, omdat de bestaande boten gewoon niet aan de LNG-eisen passagiersschip voldoen.

Zo'n operatie kan alleen uit de kosten komen als er vrijwel tegelijkertijd fors op LNG wordt omgeschakeld door meer dan één rederij. In deze financieel niet erg gunstige tijd zie ik dat nog niet gebeuren. 't Is machtig interessant, natuurlijk, maar de ogen sluiten voor de alledaagse realiteit kan moeilijk.
De brandstofvoorziening via speciale tankers is wel een idee, maar er zullen massa's veiligheidsregels bij komen om zo'n apparaat aan de kaai te krijgen.

Goed volgen maar.

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