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Editorial by Juha Schweighofer, WP8 Leader
Service quality, cost efficiency and environmental friendliness
are the main pillars of a modern transportation system. The EU
project MoVe IT! (www.moveit-fp7.eu) contributes to these pillars
by research and development focussed on modernisation of inland
waterway vessels by retrofitting. A great number of different
technical options was identified, having a positive impact on the
economic and environmental performance of inland waterway
transport. In order to stimulate an implementation of the results
by the industry, visualisation of the positive impacts in a way easily
to be understood is realised by a set of vivid demonstrators, being
described in the following.
Demonstrators in a nutshell
Generally speaking, demonstrators are prototypes that help turn
an idea into a real, practical implementation. With the help of
demonstrators, reliable performance of a concept and / or individual
development will step the way to market capability and operational
suitability will be demonstrated.
In MoVe IT! our demonstrators are associated with the following
objectives:
Show that the implementation of the technologies under
consideration is possible under real-life conditions
Visualize the effects associated with a certain dedicated
technology implementation
Show qualitatively the achievement of the performance
improvements expected
Show quantitatively the achievement of the performance
improvements expected
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In order to achieve maximum impact, three different kinds of
demonstrators are foreseen in MoVe IT!:
8.1 Demonstrations by simulators
8.2 Demonstrations of part solutions
8.3 Demonstrations of full solutions
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IN THIS ISSUE
››Editorial by Juha Schweighofer,
viadonau
Demonstrators in a nutshell
Demonstrators explained
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MoVe IT!, funded by the Seventh
Framework Programme of
the European Union, is a
collaborative project that
develops a suite of options for
the costeffective modernisation
of inland ships. Inland shipping
is challenged by an over-aging
fleet, climate change and
stronger environmental & safety
objectives.
All 23 project members work
together on a suit of options that
will meet these challenges and
also provides in decision support
regarding the application of
these options.
MoVe IT! invests heavily in
assessing the economic viability
of solutions as well as their
contribution to environmental
improvements. Subsequently,
support for ship owners,
policy support and (full scale)
demonstrators will contribute
to lowering the acceptance
threshold for modernisation.
For detailed descriptions of each demonstration performed and
contact information of the respective responsible person consult the
WP8 reports available for download on the MoVe IT! project website:
www.moveit-fp7.eu.
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In the framework of the Move IT! project, demonstrators are being
developed that will help inland shipping companies make the
right choices by investing in retrofitting. Such investments will
enhance the exploitation of their vessels while reducing their carbon
footprint.
Because Move IT believes in the slogan “seeing is believing”,
visual demonstrations will accompany the description of each
demonstrator below.
8.1 Demonstrations by
simulators
What? We are showing here how a set of simple rudder
configuration has a significant influence on the fuel
consumption of a ship.
Why?
A closer look at your rudder system might save you money!
We want to demonstrate that fuel consumption of
inland vessels can easily be improved by changing
rudder configurations that can help potential users of
inland waterways, shipping companies and ship owners
significantly reduce fuel costs.
How?
Instead of using complicated diagrams and scientific
formulas, an animated video of calm-water model tests
explains the effect of rudder configurations on the fuel
consumption in a simplified way.
What? We are showing here on a push boat with barges the effects
that the removal of flanking rudders can have on the
performance of a vessel.
Why?
We want to demonstrate to shipping companies and ship
owners what the effects of removing flanking rudders can
be and how lateral thrusters in the bow of a push boat
can be an interesting alternative to compensate the loss
of backward steering capability caused by removing the
flanking rudders.
How?
A video explains the various effects of the removal of
flanking rudders during a simulated short voyage.
The effect of rudder
configurations on fuel
consumption
Double wing shaped rudders
Simulator demonstration
of removal of flanking
rudders
Danube pusher considered
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What? We are showing here on a motor vessel, the different effects
that ship lengthening can have and how it can affect the
total resistance or the manoeuvrability of the vessel .
For this purpose, two alternatives of the lengthened ship will
be used: the constant load alternative with reduced draught
or the constant draught alternative with an increased load.
Why?
Take the same cargo and less draught and become less
affected by shallow water periods.
We want to demonstrate to shipping companies and ship
owners what the effects of ship lengthening actually look
like in real life.
How?
A video illustrates how constant loads or constant draught
can affect a voyage.
What? We are showing here on the vessel HERSO 1, the effects of
various retrofitting options concerning maneuvering and
the advantages that these represent for ship owners, boat
masters and naval architects.
Why?
We want to demonstrate the effect of lengthening, some
available rudder configurations and the pump propeller for
vessel maneuvering.
How?
Free running and turning tests are performed and
illustrated in a 2D maneuvering simulation.
Simulator demonstration
of ship lengthening
Effect on ship speed
Simulator demonstration
of HERSO 1
Example of a pump propeller
8.2 Demonstrations of
part solutions
What? We are showing here how cooperative depth measurements
can be used for the generation of a so-called “actual local
water depth chart”.
Generation of an “actual
local water depth chart”
These current navigable depth measurements are made
available to shippers so that, in future, these data can be
used for predicting the water depths of the route to be
navigated.
Why?
More cargo, less fuel and a more reliable ETA.
Inland waterway vessels are provided with a basic on-board
computer to read the data from existing sensors, such as
echo-sounders, loading gauges, GPS and optionally, fuel
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gauges, and then compile the data into a message that will
be sent to shore.
Based on these measurements, the current measured keel
clearance is then being converted into the current water
depth of the route being navigated. This will be a great help
for shipmasters to navigate more efficiently.
How?
These current navigable depth measurements are made
available to shipmasters so that, in future, these data can
be used for predicting the water depths of the route to be
navigated.
These new services comprise the following:
Actual local water depth chart for inland waterways in
Europe
Depth contour lines suitable for ENC devices
Locations of depth measurements (required for
determination of the reliability of a depth chart)
A zoom functionality
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What? We are showing here in simulations the differences in
impact in case of collisions and what the crashworthiness
of different hull structures can look like.
Why?
We want to demonstrate to the public how newly developed
innovative structures of double hulls for inland vessels with
improved cargo carrying capacity can, in case of a crash,
reduce the collision time and penetration depths on the
vessel.
How?
Animations with several side-impact scenarios are showing
the differences between the impacts of collisions on vessels
with different double-side structures and on a vessel with a
single hull or a basic ADN double hull structure.
What? We are showing here the effects of a collision case and the
crash capabilities of innovative structures for double hulls
on inland waterway vessels in an attempt to verify crash
simulation models.
Why?
We want to demonstrate to the public how well newly
developed innovative structures do on vessel crash tests
and to verify crash simulation models.
General overview of a water
depth chart generated
Simulation of crashworthy
structures
Y-shape steel structure of a
double hull tanker
Crash impact test
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How?
An impact test will be carried out at a maritime research
facility, giving viewers a first insight into the crash
capabilities of innovative structures for double hulls on
inland waterway vessels.
Deformed steel-foam-steel
model
What? We are showing here on several vessels (CARPE DIEM,
HERSO 1, DUNAFOELDVAR, VEERHAVEN X, INFLEXIBLE)
how using a Computational Fluid Dynamics calculator can
optimise the performance of a ship.
Why?
We want to demonstrate that fuel consumption of inland
vessels can easily be improved by making relatively simple
calculations that can help shipping companies and ship
owners make real profit!
How?
An animation film shows you in a simple way how CFD works
and how it can help reduce fuel consumption.
Ship optimisation with CFD
Computed flow separation
between the HERSO 1 and a
lighter
8.3 Demonstrations of
full solutions
What? We are displaying here a mobile application that provides
basic features of the economy planner.
Why?
We want to keep shipping companies on the know and upto-date on the developments of the economy planner and
allow them to use this tool at any time and any place on
their mobile devices.
How?
A prototype version of the app is already available on a
MARIN server. Ship owners participating in the cooperative
depth measurements may see this version upon request.
Soon, whenever you need, just check your smart phone or
tablet and consult this new mobile application.
Economy planner App
Shallowest point on the river
presented
Contact: Arno BONS
Email: [email protected]
Phone: +31 317 49 35 33
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What? We are showing here on a ThyssenKrupp vessel how
hydrogen injection in the combustion chamber of a vessel
can lead to an improved combustion process, in turn
reducing exhaust gas emissions such as NOX and PM.
Why?
How?
We want to demonstrate how gas emissions can be reduced
by the application of hydrogen injection to an existing
marine engine.
The added value is twofold: for society it is the reduction
of external costs and for a ship owner it is the improved
environmental performance of his/her vessel and the
possibility to receive the green award label. That can
tremendously enhance the ship owner’s reputation and can
reduce port fees.
A real-life installation onboard a vessel with live exhaust
gas measurements show before and after effects of the
application of the hydrogen injection, offering live results of
the effects.
Consortium
››Maritime Research Institute Netherlands – MARIN (The Netherlands)
Centre for Ship Technology and Transport Systems – DST
››Development
(Germany)
››via donau – Österreichische Wasserstraßen-gesellschaft mbH (Austria)
››Delft University of Technology – DUT (The Netherlands)
››Center of Maritime Technologies e.V. – CMT (Germany)
››Stichting Projecten Binnenvaart – SPB (The Netherlands)
Organisation for Applied Scientific Research – TNO (The
››Netherlands
Netherlands)
››Ecorys Nederland BV (The Netherlands)
››Autena Marine (The Netherlands)
››S.M.I.L.E. - FEM GmbH (Germany)
››University of Plymouth (United Kingdom)
››University Dunarea de Jos of Galati (Romania)
››Ship Studio Sarl (France)
››University of Belgrade (Serbia)
››Compagnie Fluviale de Transport – CFT (France)
››Ship Design Group – SDG (Romania)
››Voies Navigable de France – VNF (France)
››Swerea SICOMP AB (Sweden)
››Thyssen Krupp Veerhaven B.V. (The Netherlands)
››Helogistics (Austria)
››Plimsoll Ltd. (Hungary)
››Budapest University of Technology and Economics (Hungary)
››Masson Marine (France)
The content of the publication herein is the sole responsibility of the publishers and it does not
necessarily represent the views expressed by the European Commission or its services. While
the information contained in the documents is believed to be accurate, the authors(s) or any
other participant in the MoVe IT! consortium make no warranty of any kind with regard to this
material including, but not limited to the implied warranties of merchantability and fitness for
a particular purpose. Neither the MoVe IT! Consortium nor any of its members, their officers,
employees or agents shall be responsible or liable in negligence or otherwise howsoever in
respect of any inaccuracy or omission herein.
Real-life demonstration of
hydrogen injection
Vessel used for the
demonstration of hydrogen
injection
Feel free to contact us:
MoVe-IT! is a project by over
20 participants. If you have any
questions please contact the
front office. Here we will either
answer your question directly
or involve the relevant project
partners.
MoVe-IT! project coordination
and front office:
MARIN IWT Team
Attn. Mr. M. Van Wirdum
@ [email protected]
 www.moveit-fp7.eu
MoVe-IT! dissemination is
lead by SPB. For questions on
dissemination, please contact:
Stichting Projecten Binnenvaart
Attn. Mr. Bas Kelderman
@ [email protected]
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