ECONOMIES OF OPERATION
Above: HARTH 'Very Fast' Ocean Ferries & Ocean Liner Shown - Images linked
| HYDRO LANCE CORPORATION
ECONOMIES OF OPERATION
Above: HARTH 'Very Fast' Ocean Ferries & Ocean Liner Shown - Images linked |
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| VESSEL OPERATION
ECONOMIES ... Engine maintenance and fuel consumption is based on hours of operation, and then translated to distance of travel. We will talk more about speed and time later. Any two identical engines will consume a predictable amount of fuel at the rated rotational speed and horsepower of each engine. If each of those engines is placed in a different vessel (ship #1 and ship #2) of identical GWT (Gross Weight Tons) and hull shapes, then each will consume the same amount of fuel for each hour of operation. However, if ship #2 traveled at twice the speed of the first ship, then ship #2 has twice the operational fuel and maintenance efficiencies of ship #1. The only way this could be possible is if ship #2 has a moving resistance in water that is half of ship #1's moving resistance (lower drag). This can be observed by comparing a barge and a frigate having the same GWT and horsepower. The barge is analogous to moving a "barn door" through the water, while the 8:1 aspect ratio and streamline bow, of the frigate, allows for lower moving resistance and thus, higher speeds for the same amount of engine running time. Accordingly, boat #2 may travel twice the distance between engine overhaul requirements, both a cost savings of fuel and a down time (a period of no revenue) savings. Therefore, the frigate completes twice the miles traveled for the same amount of fuel and maintenance spent by the powered barge of like tonnage. This is generally the difference of conventional ships resulting from drag and bow wake. If the same comparison could be made of two, 175 GWT, 250 passenger ferry boats, having differences of hull design (boat #1 and boat #2), then the operational costs of boat #2 would be half that of boat #1. The feature of "twice-the-speed", when considering increased revenue, may be of greater value than the operational savings. Boat #2 would be capable of completing twice as many route trips as boat #1 in the same amount of time, thus twice the gross revenue at less operating costs, as twice the miles were traveled. If boat #2 were placed on the same route of boat #1, then boat #1 would become non-competitive and soon obsolete. Of course, this depends on market, occupancy and patron needs. Diesel engine fuel consumption is approximately .29 pounds per hour, per horsepower, of operational time. A modern 250 passenger, 200 GWT mono-hull ferry will utilize approximately 5,920 horsepower to travel at a speed of 24 knots up to an approximate Beaufort sea state 4 (higher Beaufort sea states demands that these planning hulls must slow down to avoid hull stress, discomfort and wave 'slamming'. Considering that there is approximately seven pounds to the U.S. gallon of diesel, then that ferry would consume approximately 245 gallons per hour of fuel...and would have traveled 24 nautical miles in one hour. At the approximate cost of $1.10 per gallon (this varies greatly), the cost of fuel would be $269.50 per hour of operation at said speed in calm waters. The new high-tech world has ushered in catamaran designs for ferry operation. The objective is speed and greater stability (for passenger comfort). Greater speeds means more operational trips, which equates to increased passenger revenue. That revenue increase offsets losses due to increased fuel costs. Bazon, Incat, Austral Ships and Wave Master are among the leaders of this catamaran industry. They have delivered into service approximately 180+ new state-of-the-art catamaran vessels during the past several years. The Abraham Class Catamaran This new twin-hull vessel is 411 feet long with a beam of 61.3 feet. The draft is 37 feet and totals a weight of 475 (DWT) tons. Each will carry 135 cars on one deck and 109 on the second. Up to 600 passengers will occupy the upper decks, three and four. The water-jet drive is powered by 33,900 KW of total diesel horsepower for a loaded speed of 39 knots in a maximum sea state of Beaufort Number 5. The catamaran vessel must slow down in greater Beaufort sea states to avoid dangerous 'tunnel slamming' and structural damage. Accordingly, this vessel will consume approximately 9,831 pounds of fuel for each hour of operation...or in the range of 1,404 gallons of diesel fuel per hour. Translated to cost, that consumption is approximately $1,544 per hour of operation, during which time the boat will have traveled 39 nautical miles. Noteworthy, is that in most elevated force sea-states, CATS must slow way down to perhaps 8-10 Knots in order to avoid tunnel slamming which significantly compromises structural reliability and the actual cruising speeds in many of the traveled markets of the real world is elevated beyond these relatively calm waters. However, assuming the CAT can sustain speed throughout an assigned route, compared that to the first exampled mono-hull ship example at $269.50 per hour of fuel operation for a distance of 24 nautical miles, that higher speed and size would indeed, offset the added fuel cost with more route trips (revenue) in the same amount of time. The cost would have to observed as passenger miles (or cargo weight) per ton of ship displacement and fuel consumption. The Mestral Class Catamaran This catamaran is smaller, having a length of 312 feet and a beam of 48 feet. The boat has a draft of 29.2 feet and weighs in at 175 DWT (Dead Weight Tons). Water-jets drive the vessel with 20,000 (gas turbine) horsepower for a loaded cruising speed of 32 knots (speed must be reduced in sea-states above Beaufort Number 4, or certainly 5, to avoid tunnel slamming). Gas turbines consume approximately .34 pounds per horsepower, per hour of JP-4 fuel (JP-4 is more expensive per gallon). Accordingly, the operational cost equates to approximately $1,263 per hour, in which time the boat travels 32 nautical miles. New turbine technology may improve this economy slightly. The B60-MD Class Catamaran Similar and modified from the (above) Abraham class catamaran vessel, the B60-MD, now in development stages, can carry more coaches and travel at a higher speed and features a draft of only 7-10 feet. The vessel will be powered by four new Caterpillar engines (now in development), each having 42,000 horsepower, or a total of 168,000 horsepower for a loaded top speed of 53 knots in a maximum sea state of 5 (higher sea-states will demand a significantly slower speed to avoid tunnel slamming). The fuel cost to operate this 474 DWT vessel computes to $7,656 per hour for a distance traveled of 53 nautical miles in one hour in relatively calm waters. New State-of-the-art engineering has now evolved to the newest class of marine design; the Hydro Lance, which utilizes the H.A.R.T.H. (High Aspect Ratio Twin Hull) technology. Speed, ultra-stability and sea keeping capabilities significantly exceed both state-of-the-art mono-hulls and catamarans. Operational efficiencies are up to seven times that of either the best of mono-hull or catamaran designs. Hydro Lance Nirvana Class (Image Click Here) The geometry of this twin hull, designed for 170-230 DWT vessels, is significantly different from the catamaran. Compared to the Mestral Class catamaran noted above, which has a draft of 29.2 feet (depth from the waters surface to the bottom of the hull), the Hydro Lance Nirvana Class has only three feet of draft (the displacement lost in depth is made up for in hull length). Where the bows of the catamaran have a bow entry ratio of approximately 8:1, the bow entry ratio of the Hydro Lance is many times higher. The Catamaran has a deep draft; the Hydro Lance has a shallow draft, no or insignificant bow wake, lower hull drag and greatly reduced hull and structure stress in high seas. The Hydro Lance includes a proprietary low energy surface drag reduction system. The catamaran, SWATH, SLICE and other ships have elevated hull drag. The result is that a HARTH ship will have a total reduction in the resistance to forward vessel movement (drag) by approximately 83%. Accordingly, a similar sized Hydro Lance would require only 5,000 total horsepower to travel at the same exampled speeds of the Mestral Class catamaran. Therefore, the cost of fuel could be compared at $228 per hour for the example speed of 32 nautical miles in one hour. However, since speed is so very sensitive to trip time and increased revenues, this vessel would be equipped for 60-90 knots of cruising speed. Two 5,400 horsepower gas turbines ($682 per hour of JP-4 fuel) would provide an 82 knot cruising speed through a Beaufort sea-state 7 (greater Beaufort sea states would require a modest change of course heading). Unlike the mono-hull or catamaran, the Beaufort 7 sea-state rating of the HL Nirvana class, does not slow down the Hydro Lance (See Sea State Forces). Travel route schedules can be kept routine, regardless of weather, short of near hurricane forces, which the greater Hydro Lance speeds can easily outrun or circumvent. These speed differences also translate to the distances traveled between engine overhauls and down-time. Underway, in the Sea State 6 or 7 condition, pitch is eliminated, roll is limited to a maximum of +5 degrees (which can occur in a worse-case beam-sea when powered down), and heave is eliminated. This feature translates to the maximum of passenger comfort and safety, with no roll, heave, pitch, hog, sag, sway or yaw. Comparing the Hydro Lance Nirvana class ship to the mono-hull and the Mestral class vessels, the state-of-the-art 200 ton mono-hull ferry (250 passengers) consumes $269 per hour of fuel to travel 24 nautical miles in a sea state of Beaufort 4. The 175 ton Mestral class (250 passengers) catamaran consumes $1,263 per hour of fuel to travel 32 nautical miles in a sea state of Beaufort 4. The 175 ton Nirvana class Hydro Lance faster ferry (250 passengers) consumes $682 per hour of fuel to travel 72-80 nautical miles through a Sea State of Beaufort 6. In this sea state, the other exampled more conventional vessels would be forced to travel, at reduced speeds, of approximately 8-12 MPH, and in great discomfort. Each Hydro Lance ferry could complete approximately three trips for every one trip that the mono-hull completes one trip, and two trips for every one trip that the Mestral class catamaran completes. In Sea States of Beaufort 5 or 6, the disparity is even greater. Larger Hydro Lance Ferries can pass through at speed, even at higher Sea States. Accordingly, in calm waters, and all three vessels charging a $58 fare for a one-way, 130 mile trip, the Nirvana class Hydro Lance would generate a gross revenue of $43,500 in the same time that the mono-hull would generate $14,500 and that the catamaran would perhaps generate $29,000. In that same period of time, the Hydro Lance ship would spend $3,244 for fuel, the mono-hull would spend $1,457 for fuel and the catamaran would spend $5,131 for fuel. Operating Comparison Summary (Below) 130 Mile (One Way) Ferry Route Comparison Profit Contribution Difference Comparisons are 250 Passenger Ferries Projected Profit Performa (80% Occupancy) ......Vessel Type ................. 5.4 Hours.......Gross Revenue....Total Fuel Cost....Profit Contribution/Trip Nirvana Class Hydro Lance (200 Passenger Load) .............3 Trips...................$34,800...............$3,244.....................$32,056 Mestral Class Catamaran (200 Passenger Load).............2 Trips ...................$23,300...............$5,131.....................$18,169 Monohull Ferry (200 Passenger Load)..............1 Trip.....................$11,600...............$1,457....................$10,143 Profit By Passenger Hour 250 Passenger Ferries 80% Average Occupancy Per 320 day Year Vessel Type............Revenue............Fuel Cost.........Expense...............Passenger Hour Profit Mono-hull................. $10.74.................$ 1.34................$3.94........................$ 5.46 CAT.......................... $14.50.................$ 3.20...............$4.42........................$ 6.88 Hydro Lance..............$38.66.................$11.26...............$4.15........................$23.25 Engine overhaul is expensive for ferry operations. The most significant cost is the lost revenues due to down time during these maintenance periods. The operating time of diesel and gas-turbine engines approximates 10,000 hours between overhauls. At this time of overhaul, there is usually one to two months required to complete. During this time the owner will usually complete any other boat maintenance required. While this is a common requirement to all vessel types, there are important differences. During 10,000 hours, the example mono-hull vessel will have traveled 240,000 nautical miles, the catamaran will have traveled 320,000 nautical miles and the Hydro Lance will have traveled 820,000 miles. Based on 12 hours of engine operation per day, each vessel will require an overhaul of the engines every 25 months. The Hydro Lance vessel is considered for integration into the NASA developed S.C.O.R.E. program rotary diesel engine and the Opus rotary external combustion engine utilizing a mono-tube boiler. Engine overhaul for these power plants is extended to approximately 15,000 hours. We also anticipate future incorporation of the OPUS mono-tube external combustion boiler and rotary piston 'any-fuel' steam prime power plants, increased efficiencies with low to zero pollution is achievable. These relatively light weight prime movers may also afford some appreciation of greater fuel economies. Given the example above, these power systems would extend the time of overhaul to approximately 37 months. The Hydro Lance Vessel having significantly higher speeds, affords greater economies of distance traveled between any such engine overhauls. Both the Catamaran and the Hydro Lance have a capital cost which is approximately 30-40% higher than the cost of the mono-hull designs. In each case, the return on investment favors the higher capital cost for the benefit of speed. Hydro Lance adds the benefits of even faster speeds, real stability in elevated sea-states, greater safety and significantly (up to seven times) greater fuel economies. Select newer Hydro Lance ferry designs are capable of smooth cruising speeds in elevated sea-states at speeds in excess of 120 Knots. CAPITAL COSTS vs. ROI One 320 day Year, 80% Occupancy* Equalized Ferry Comparison ($000) .....Vessel..............Capital Cost**...... Gross Rev.........Fuel..........Crew/Other........Operating Profit.........ROI Monohull 250 Passenger....$ 9,600................$ 7,424........$ 932...........$3,400...............$ 3,092.............37/Mo. Catamaran 250 Passenger....$12,867................$11,136........$2,463............$3,400..............$ 5,273.............29/Mo Hydro Lance 250 Passenger....$14,385@................$29,696... ..$8,649....... ...$3,400..............$17,647.............10/Mo * Based on 130 mile (one-way) ferry route at a $58 fare per person, 80% occupancy, 13 hour day. ** Price of construction varies with shipyard and location. Compare the gross revenue advantage that the difference of speed contributes to each hour of operation. The figures below reflect a comparison of the Nirvana Class and the average U.S. domestic fares of existing operations. Figures expressed reflect an 80% occupancy rate. Gross Revenue (Income) Passenger Hour U.S. Domestic Market* Averaged existing* ferry operations:................$10.31 per passenger hour revenue Nirvana Class (exampled above):....................$30.93 per passenger hour revenue
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Capital Cost
for a specific application of Hydro Lance vessels
can vary significantly as so many factors are involved. For example, the
selected ship yard cost for assembly or construction, amenities,
specified speed, sea-state design, prime power
selection, original build or conversion and size to mention a few.
Size can be a significant capital cost variable as the HARTH vessel
travels economically very much faster than conventional ships or boats.
Accordingly, one or two smaller
HARTH vessels may be far more attractive to the
operator / owner
than one large ship. One smaller HL ship traveling at
3-7 times faster than competitive ships may
deliver more net cargo in less time - and reduces risks associated with
changing markets.
Conversions may be another area of interest as an existing
catamaran, SES or tri-maran already has a
bridge, suitable structure, amenities, electronics and perhaps, suitable
prime-power plants. Even retired airliners
can be attractively converted to
passenger or cargo ferries for about 1/3 (or less) of building a new
similar vessel from scratch. And There Is So Much More ...
Fast Ocean
Ferry Conversion, Retired Airliner Larger
HARTH RO-Pax Fast Ferries
Super-Fast HARTH Theme Ferries You may
'mouse
click' any
underlined
phrase
or
any
image above
and/or the
Light-Bars
below
for further information ... |
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