Kv
K van der Heiden
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5 records found
1
The prediction of the NOx emissions of a 4-stroke marine diesel engine equipped with exhaust gas recirculation
Using a mean value simulation model
Master thesis
(2018)
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Michel van Riet, Peter de Vos, K van der Heiden, Klaas Visser, Mark Duinkerken
The formation of NOx in diesel engines is heavily influenced by the amount of available oxygen and the combustion temperature. This thesis investigates the effects of the implementation of exhaust gas recirculation on the NOx emissions of a 4-stroke marine diesel engine. With EGR implemented a part of the fresh intake air is replaced by exhaust gas. The exhaust gas contains less oxygen and has a slightly higher specific heat. This should result in a lower oxygen concentration and a lower combustion temperature. A mean value simulation model is used to simulate the engine and predictions of the NOx emissions will be made by using emission fits and certain engine parameters.
...
The formation of NOx in diesel engines is heavily influenced by the amount of available oxygen and the combustion temperature. This thesis investigates the effects of the implementation of exhaust gas recirculation on the NOx emissions of a 4-stroke marine diesel engine. With EGR implemented a part of the fresh intake air is replaced by exhaust gas. The exhaust gas contains less oxygen and has a slightly higher specific heat. This should result in a lower oxygen concentration and a lower combustion temperature. A mean value simulation model is used to simulate the engine and predictions of the NOx emissions will be made by using emission fits and certain engine parameters.
Master thesis
(2018)
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Lex Hagenbeek, Eddy Van der Voorde, Koos Frouws, Hans Veeke, K van der Heiden
Digital platforms are on the rise and have affected strategic conduct and market structure in industries. The impact of digital platforms on the heavy lift shipping industry is not clear to Jumbo and they, as a supplier in this industry, need a digital strategy in order to seize the new opportunities and to defend their position against the threats in their industry that are driven by digital platforms. This research provides a strategic advice to Jumbo, by the analysis of the impact of digital platforms on the heavy lift shipping industry and by addressing the opportunities and threats to Jumbo based on their position in the by digital platforms affected market space. A framework is developed by literature research into the impact of digital platforms on industries that can be applied to the heavy lift shipping industry. The market structure and strategic conduct in the heavy lift shipping industry are explored by a market analysis and Jumbo's strategy and performance in the industry are explored by a company analysis. The types, value adding processes, effects and strategic implications of digital platform in the heavy lift shipping industry are addressed by the application of the framework to the market characteristics from the market analysis. The meaning of digital platforms to Jumbo is deduced from Jumbo's position in the heavy lift shipping industry and their potential approach. Strategic options for Jumbo are developed and assessed and finally a strategic advice is provided to Jumbo.
...
...
Digital platforms are on the rise and have affected strategic conduct and market structure in industries. The impact of digital platforms on the heavy lift shipping industry is not clear to Jumbo and they, as a supplier in this industry, need a digital strategy in order to seize the new opportunities and to defend their position against the threats in their industry that are driven by digital platforms. This research provides a strategic advice to Jumbo, by the analysis of the impact of digital platforms on the heavy lift shipping industry and by addressing the opportunities and threats to Jumbo based on their position in the by digital platforms affected market space. A framework is developed by literature research into the impact of digital platforms on industries that can be applied to the heavy lift shipping industry. The market structure and strategic conduct in the heavy lift shipping industry are explored by a market analysis and Jumbo's strategy and performance in the industry are explored by a company analysis. The types, value adding processes, effects and strategic implications of digital platform in the heavy lift shipping industry are addressed by the application of the framework to the market characteristics from the market analysis. The meaning of digital platforms to Jumbo is deduced from Jumbo's position in the heavy lift shipping industry and their potential approach. Strategic options for Jumbo are developed and assessed and finally a strategic advice is provided to Jumbo.
Preliminary design hold opening and load shifting system
Design for the Jumbo Maritime J1800-class vessels
Master thesis
(2018)
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Sjoerd van der Meulen, Andre van der Stap, Hayo Hendrikse, K van der Heiden, Federico Pisano
Part of the innovative character of Jumbo Maritime is a constant search into a more efficient operation of their heavy lift transport vessels. Areas of improvement involve optimizing port time. Currently Jumbo Maritime
requires the onboard cranes to open the hold, decreasing effective use of the cranes. Furthermore an expensive load shifting system is needed when a piece of cargo heavier than 900 tonnes has to be loaded on front of aft of the ship, due to crane limitations.
In this report a study is done into an integrated solution for both issues experienced by Jumbo Maritime. A system that is able to open the hold and to shift a load to front and aft of the vessel. First, specifications of the new system are defined, after which a literature study is done exploring the options currently available in the industry.
After that, multiple concepts are generated, after which an integrated system is selected using a comparison method between concepts. The concept selected consists of a load shifting system using the hatches. Opening of the hold is accomplished by rolling the hatches to the aft where a stacking system is located. First the concept is dimensioned and further designed. The new design incorporates a new seafastening design of the hatches, one of the major challenges encountered in the assignment. The new design is evaluated in
structural sense using the finite element analysis program ANSYS to prove its feasibility.
After structural feasibility is proven, the design is tested to its functional requirements and implications on operations for Jumbo Maritime are considered. The new system could reduce the minimum opening time
of the hold by a factor two and could save around half a million euros on skidding rental costs yearly. As the system is autonomous, the risks involved for humans decrease significantly, beneficial for Jumbo Maritime’s
goal of zero Lost Time Injuries. Furthermore the impact on the stability of the vessel is minimal, so there is no impact on cargo loading operations.
An economic analysis is conducted to see if it is attractive for Jumbo Maritime to convert the current system onboard of the J1800-class vessels. Considering conversion rates of €4/kg for the structural conversion costs, a total conversion time of 33 days, it is proven that it is beneficial for Jumbo Maritime to convert the current vessels, with an overall value investment ratio of 1.04 and the payback time being 5.3 years.
Overall is concluded that a new integrated system for load shifting and hold opening is attractive to further investigate for Jumbo Maritime, both for their current vessels as well as new build vessels. ...
requires the onboard cranes to open the hold, decreasing effective use of the cranes. Furthermore an expensive load shifting system is needed when a piece of cargo heavier than 900 tonnes has to be loaded on front of aft of the ship, due to crane limitations.
In this report a study is done into an integrated solution for both issues experienced by Jumbo Maritime. A system that is able to open the hold and to shift a load to front and aft of the vessel. First, specifications of the new system are defined, after which a literature study is done exploring the options currently available in the industry.
After that, multiple concepts are generated, after which an integrated system is selected using a comparison method between concepts. The concept selected consists of a load shifting system using the hatches. Opening of the hold is accomplished by rolling the hatches to the aft where a stacking system is located. First the concept is dimensioned and further designed. The new design incorporates a new seafastening design of the hatches, one of the major challenges encountered in the assignment. The new design is evaluated in
structural sense using the finite element analysis program ANSYS to prove its feasibility.
After structural feasibility is proven, the design is tested to its functional requirements and implications on operations for Jumbo Maritime are considered. The new system could reduce the minimum opening time
of the hold by a factor two and could save around half a million euros on skidding rental costs yearly. As the system is autonomous, the risks involved for humans decrease significantly, beneficial for Jumbo Maritime’s
goal of zero Lost Time Injuries. Furthermore the impact on the stability of the vessel is minimal, so there is no impact on cargo loading operations.
An economic analysis is conducted to see if it is attractive for Jumbo Maritime to convert the current system onboard of the J1800-class vessels. Considering conversion rates of €4/kg for the structural conversion costs, a total conversion time of 33 days, it is proven that it is beneficial for Jumbo Maritime to convert the current vessels, with an overall value investment ratio of 1.04 and the payback time being 5.3 years.
Overall is concluded that a new integrated system for load shifting and hold opening is attractive to further investigate for Jumbo Maritime, both for their current vessels as well as new build vessels. ...
Part of the innovative character of Jumbo Maritime is a constant search into a more efficient operation of their heavy lift transport vessels. Areas of improvement involve optimizing port time. Currently Jumbo Maritime
requires the onboard cranes to open the hold, decreasing effective use of the cranes. Furthermore an expensive load shifting system is needed when a piece of cargo heavier than 900 tonnes has to be loaded on front of aft of the ship, due to crane limitations.
In this report a study is done into an integrated solution for both issues experienced by Jumbo Maritime. A system that is able to open the hold and to shift a load to front and aft of the vessel. First, specifications of the new system are defined, after which a literature study is done exploring the options currently available in the industry.
After that, multiple concepts are generated, after which an integrated system is selected using a comparison method between concepts. The concept selected consists of a load shifting system using the hatches. Opening of the hold is accomplished by rolling the hatches to the aft where a stacking system is located. First the concept is dimensioned and further designed. The new design incorporates a new seafastening design of the hatches, one of the major challenges encountered in the assignment. The new design is evaluated in
structural sense using the finite element analysis program ANSYS to prove its feasibility.
After structural feasibility is proven, the design is tested to its functional requirements and implications on operations for Jumbo Maritime are considered. The new system could reduce the minimum opening time
of the hold by a factor two and could save around half a million euros on skidding rental costs yearly. As the system is autonomous, the risks involved for humans decrease significantly, beneficial for Jumbo Maritime’s
goal of zero Lost Time Injuries. Furthermore the impact on the stability of the vessel is minimal, so there is no impact on cargo loading operations.
An economic analysis is conducted to see if it is attractive for Jumbo Maritime to convert the current system onboard of the J1800-class vessels. Considering conversion rates of €4/kg for the structural conversion costs, a total conversion time of 33 days, it is proven that it is beneficial for Jumbo Maritime to convert the current vessels, with an overall value investment ratio of 1.04 and the payback time being 5.3 years.
Overall is concluded that a new integrated system for load shifting and hold opening is attractive to further investigate for Jumbo Maritime, both for their current vessels as well as new build vessels.
requires the onboard cranes to open the hold, decreasing effective use of the cranes. Furthermore an expensive load shifting system is needed when a piece of cargo heavier than 900 tonnes has to be loaded on front of aft of the ship, due to crane limitations.
In this report a study is done into an integrated solution for both issues experienced by Jumbo Maritime. A system that is able to open the hold and to shift a load to front and aft of the vessel. First, specifications of the new system are defined, after which a literature study is done exploring the options currently available in the industry.
After that, multiple concepts are generated, after which an integrated system is selected using a comparison method between concepts. The concept selected consists of a load shifting system using the hatches. Opening of the hold is accomplished by rolling the hatches to the aft where a stacking system is located. First the concept is dimensioned and further designed. The new design incorporates a new seafastening design of the hatches, one of the major challenges encountered in the assignment. The new design is evaluated in
structural sense using the finite element analysis program ANSYS to prove its feasibility.
After structural feasibility is proven, the design is tested to its functional requirements and implications on operations for Jumbo Maritime are considered. The new system could reduce the minimum opening time
of the hold by a factor two and could save around half a million euros on skidding rental costs yearly. As the system is autonomous, the risks involved for humans decrease significantly, beneficial for Jumbo Maritime’s
goal of zero Lost Time Injuries. Furthermore the impact on the stability of the vessel is minimal, so there is no impact on cargo loading operations.
An economic analysis is conducted to see if it is attractive for Jumbo Maritime to convert the current system onboard of the J1800-class vessels. Considering conversion rates of €4/kg for the structural conversion costs, a total conversion time of 33 days, it is proven that it is beneficial for Jumbo Maritime to convert the current vessels, with an overall value investment ratio of 1.04 and the payback time being 5.3 years.
Overall is concluded that a new integrated system for load shifting and hold opening is attractive to further investigate for Jumbo Maritime, both for their current vessels as well as new build vessels.
Master thesis
(2018)
-
Joeri Haaker, Riaan van 't Veer, Joost den Haan, Henk Polinder, K van der Heiden
With the shift towards a more sustainable energy society, the increase in the electricity produced by renewable energy sources is steadily rising. However the cost of renewable energy sources still remains high compared to the traditional fossil fuel based energy sources. With the total worldwide energy demand also rising, combining renewable energy sources helps to reduce the cost through a shared infrastructure and increase in energy production. This thesis investigates the feasibility of a combination of floating offshore wind and marine current energy. As a basis the Hywind spar type floating offshore wind turbine is used. This 5 MW system is combined with a 1 MW marine current turbine. The characteristics of the current turbine will be examined with the program Aerodyn and the blades are designed with the program Harp_opt. As a cost reduction, the effect of scaling down the weight of the mooring system in combination with reversing the direction of the thrust of the current turbine is also investigated.
The program ANSYS AQWA is used to investigate the dynamic behavior of the
combined system. The thrust forces of the wind and current turbines are calculated via an external python server and added to the simulation in AQWA. The structure is modeled in a rigid body approximation, assuming no structural deformations. The behavior of the combined system is investigated in 3 operational and 1 survival load case. The operational load cases represent the environmental conditions of the cut-in, rated and cut-out wind speed of the wind turbine. In the fourth load case the system is subjected to survival conditions and the direction of the thrust of the current turbine is reversed. The environmental conditions are simulated with a steady wind velocity and the sea state is modeled using the JONSWAP wave spectrum. In all 4 load cases the system is subjected to a strong current.
By using a levelized cost of energy prediction model, a first estimation of the levelized cost of energy of the combined system is obtained. Adding a current turbine to the Hywind spar increases the cost of the initial investments and operational cost of the system, but also increases the total energy generation. Compared to the original Hywind spar, adding a current turbine to the system lowers the levelized cost of energy from 149.4 €/MWh to 142.3 €/MWh. Scaling down the weight of the mooring system lowers the levelized cost of energy to 141.9 €/MWh.
From the results of the simulations it is found that using the current turbine during survival conditions has a positive effect on the motions and maximum tension in the lines. It is concluded that by using the thrust of the turbine the weight of the mooring system could be scaled down, but the effect on the levelized cost of energy is minimal and doesn’t justify the increased risk of failure.
...
The program ANSYS AQWA is used to investigate the dynamic behavior of the
combined system. The thrust forces of the wind and current turbines are calculated via an external python server and added to the simulation in AQWA. The structure is modeled in a rigid body approximation, assuming no structural deformations. The behavior of the combined system is investigated in 3 operational and 1 survival load case. The operational load cases represent the environmental conditions of the cut-in, rated and cut-out wind speed of the wind turbine. In the fourth load case the system is subjected to survival conditions and the direction of the thrust of the current turbine is reversed. The environmental conditions are simulated with a steady wind velocity and the sea state is modeled using the JONSWAP wave spectrum. In all 4 load cases the system is subjected to a strong current.
By using a levelized cost of energy prediction model, a first estimation of the levelized cost of energy of the combined system is obtained. Adding a current turbine to the Hywind spar increases the cost of the initial investments and operational cost of the system, but also increases the total energy generation. Compared to the original Hywind spar, adding a current turbine to the system lowers the levelized cost of energy from 149.4 €/MWh to 142.3 €/MWh. Scaling down the weight of the mooring system lowers the levelized cost of energy to 141.9 €/MWh.
From the results of the simulations it is found that using the current turbine during survival conditions has a positive effect on the motions and maximum tension in the lines. It is concluded that by using the thrust of the turbine the weight of the mooring system could be scaled down, but the effect on the levelized cost of energy is minimal and doesn’t justify the increased risk of failure.
...
With the shift towards a more sustainable energy society, the increase in the electricity produced by renewable energy sources is steadily rising. However the cost of renewable energy sources still remains high compared to the traditional fossil fuel based energy sources. With the total worldwide energy demand also rising, combining renewable energy sources helps to reduce the cost through a shared infrastructure and increase in energy production. This thesis investigates the feasibility of a combination of floating offshore wind and marine current energy. As a basis the Hywind spar type floating offshore wind turbine is used. This 5 MW system is combined with a 1 MW marine current turbine. The characteristics of the current turbine will be examined with the program Aerodyn and the blades are designed with the program Harp_opt. As a cost reduction, the effect of scaling down the weight of the mooring system in combination with reversing the direction of the thrust of the current turbine is also investigated.
The program ANSYS AQWA is used to investigate the dynamic behavior of the
combined system. The thrust forces of the wind and current turbines are calculated via an external python server and added to the simulation in AQWA. The structure is modeled in a rigid body approximation, assuming no structural deformations. The behavior of the combined system is investigated in 3 operational and 1 survival load case. The operational load cases represent the environmental conditions of the cut-in, rated and cut-out wind speed of the wind turbine. In the fourth load case the system is subjected to survival conditions and the direction of the thrust of the current turbine is reversed. The environmental conditions are simulated with a steady wind velocity and the sea state is modeled using the JONSWAP wave spectrum. In all 4 load cases the system is subjected to a strong current.
By using a levelized cost of energy prediction model, a first estimation of the levelized cost of energy of the combined system is obtained. Adding a current turbine to the Hywind spar increases the cost of the initial investments and operational cost of the system, but also increases the total energy generation. Compared to the original Hywind spar, adding a current turbine to the system lowers the levelized cost of energy from 149.4 €/MWh to 142.3 €/MWh. Scaling down the weight of the mooring system lowers the levelized cost of energy to 141.9 €/MWh.
From the results of the simulations it is found that using the current turbine during survival conditions has a positive effect on the motions and maximum tension in the lines. It is concluded that by using the thrust of the turbine the weight of the mooring system could be scaled down, but the effect on the levelized cost of energy is minimal and doesn’t justify the increased risk of failure.
The program ANSYS AQWA is used to investigate the dynamic behavior of the
combined system. The thrust forces of the wind and current turbines are calculated via an external python server and added to the simulation in AQWA. The structure is modeled in a rigid body approximation, assuming no structural deformations. The behavior of the combined system is investigated in 3 operational and 1 survival load case. The operational load cases represent the environmental conditions of the cut-in, rated and cut-out wind speed of the wind turbine. In the fourth load case the system is subjected to survival conditions and the direction of the thrust of the current turbine is reversed. The environmental conditions are simulated with a steady wind velocity and the sea state is modeled using the JONSWAP wave spectrum. In all 4 load cases the system is subjected to a strong current.
By using a levelized cost of energy prediction model, a first estimation of the levelized cost of energy of the combined system is obtained. Adding a current turbine to the Hywind spar increases the cost of the initial investments and operational cost of the system, but also increases the total energy generation. Compared to the original Hywind spar, adding a current turbine to the system lowers the levelized cost of energy from 149.4 €/MWh to 142.3 €/MWh. Scaling down the weight of the mooring system lowers the levelized cost of energy to 141.9 €/MWh.
From the results of the simulations it is found that using the current turbine during survival conditions has a positive effect on the motions and maximum tension in the lines. It is concluded that by using the thrust of the turbine the weight of the mooring system could be scaled down, but the effect on the levelized cost of energy is minimal and doesn’t justify the increased risk of failure.
Jumbo Maritime is a heavy lift shipping and offshore transportation & installation contractor. The Fairplayer is one of the J-class vessels that is capable of performing offshore installation work. The two 900 ton Huisman cranes can lift up to 1800 ton combined, but the insufficient static stability of the Fairplayer results in a maximum lifting capacity of 1000 ton in offshore conditions. This limited lifting capacity in offshore conditions is a missed opportunity to make use of the Fairplayer in a wider segment of the offshore installation market. In this research, the increase of static stability is obtained by the use of a sponson. A sponson is an extension of the hull, which can be seen as a local widening on the side of the Fairplayer. This sponson is expected to result in an increase of the total resistance. The goal of this thesis is to investigate the influence of the position and shape of a sponson on the Fairplayer with respect to the resistance. The influence of the position and shape of a sponson is analysed by the variation of the longitudinal position, the vertical position and the length over width ratio of the sponson. A combination of the Holtrop-Mennen method and the potential flow program RAPID is used to give an estimation of the increase in resistance. RAPID is used to calculate the influence of the wave-making resistance of the Fairplayer, whereas the frictional resistance is calculated according to the ITTC-57 flat plate friction formula and a form factor. It can be concluded that the position of the sponson turned out to have a significant influence on the wave pattern and therefore on the wave-making resistance of the vessel. The sponson can be positioned in a way that the wave system generated by the sponson interferes with the wave systems generated by the vessel. With this combination of the Holtrop-Mennen method and RAPID, a position of the sponson is found where the increase of the total resistance is minimized to 7%.
...
Jumbo Maritime is a heavy lift shipping and offshore transportation & installation contractor. The Fairplayer is one of the J-class vessels that is capable of performing offshore installation work. The two 900 ton Huisman cranes can lift up to 1800 ton combined, but the insufficient static stability of the Fairplayer results in a maximum lifting capacity of 1000 ton in offshore conditions. This limited lifting capacity in offshore conditions is a missed opportunity to make use of the Fairplayer in a wider segment of the offshore installation market. In this research, the increase of static stability is obtained by the use of a sponson. A sponson is an extension of the hull, which can be seen as a local widening on the side of the Fairplayer. This sponson is expected to result in an increase of the total resistance. The goal of this thesis is to investigate the influence of the position and shape of a sponson on the Fairplayer with respect to the resistance. The influence of the position and shape of a sponson is analysed by the variation of the longitudinal position, the vertical position and the length over width ratio of the sponson. A combination of the Holtrop-Mennen method and the potential flow program RAPID is used to give an estimation of the increase in resistance. RAPID is used to calculate the influence of the wave-making resistance of the Fairplayer, whereas the frictional resistance is calculated according to the ITTC-57 flat plate friction formula and a form factor. It can be concluded that the position of the sponson turned out to have a significant influence on the wave pattern and therefore on the wave-making resistance of the vessel. The sponson can be positioned in a way that the wave system generated by the sponson interferes with the wave systems generated by the vessel. With this combination of the Holtrop-Mennen method and RAPID, a position of the sponson is found where the increase of the total resistance is minimized to 7%.