What is Seasnake?
Click on underlined
words for additional information.
The Seasnake system is a patented
concept for the marine transportation of liquid, dry bulk,
break-bulk and inter-modal container cargoes. It uses a
train of cargo modules connected together by a unique
locking coupler system and stabilized
by bumpers resulting in a straight line articulated
arrangement. The Seasnake consists of a traction
unit, a series of cargo
modules and a a
powered caboose module, that is best described as: a
train on the water. Seasnake is not restricted to railroad
tracks, can navigate draft restricted waterways and is able
to utilize shorter piers and limited dock space.
The traction unit pulls and guides the Seasnake. To view video of Seasnake Concept
Part
1
Part 2
Part 3
Part
4. Notes on video-Dick Rodi, today is head of AMSEC LLC a company owned by Northrop Grumman (NG).
NG is the largest builder of Naval ships in the world. www.northropgrumman.com. Naval Architect Charles Cushing's is
well known in the world and talks about SEASNAKE in our video. Naval Architect Menon is highly regarded as one of the top
Architect's at ABS (American Bureau of Shipping) a respected world wide organization for maritime testing and certifying.
The caboose acts as a handling tug in harbor operations and can provide fair
weather stern power while underway. The traction unit, cargo
modules and caboose, are all connected by a robust pin joint
connector similar to a ball and socket joint, that allow the
components to hinge in a way that reduces the overall
stresses on the hull and to make the entire vessel more
seaworthy.
The traction unit pulls and guides the Seasnake. The caboose acts
as a handling tug in harbor operations and can provide fair
weather stern power while underway. The traction unit, cargo
modules and caboose, are all connected by a robust pin joint
connector similar to a ball and socket joint, that allow the
components to hinge in a way that reduces the overall
stresses on the hull and to make the entire vessel more
seaworthy.
The design of the Seasnake's cargo
modules can be tailored to meet a broad range of cargo
handling and special-use needs and there are virtually no
limitations to the diversity of cargo types or cargo
handling systems that can be incorporated into the design of
the Seasnake cargo module. Seasnake has been looked at in several countries Click here and article in the Maritime Professional blog.
The overall length of the Seasnake system, the ability to
detach the cargo modules at sea and the fact that the sea
train has power at both ends of the ship gives the system
the flexibility to transit existing lock systems by dividing
and conquering without the need for expensive lock
infrastructure upgrades. SS26dimensions
and the SS35dimensions.
The Seasnake shipping system invented by Carlos Kountz Wierick, a
mechanical engineer, has multiple registered patents
including those for the unique bumper and locking systems.
Click here for original feasibility report authored by Carlos Kountz.
These systems enable the Seasnake to connect
and disconnect its cargo modules in open water. This
shipping system combines the best qualities of tankers and
barges and adds many qualities unique to its own operating
characteristics. Seasnake is more efficient, versatile
and environmentally friendly than any ocean transport system
operating today.
At sea, the Seasnake has similar speed and power
characteristics of a ship and can handle severe open ocean stormconditions.
Unlike a ship, however, Seasnake cargo modules can be moored
at a port for load or discharge over a much longer period
than would be practical for a ship. This can significantly
reduce demurrage and expand market opportunities.
Seasnake (SS26.5)
Great Lakes Model Green By Design- Ballast Free
Considering the environmental challenges facing our world
community, the developers of Seasnake are committed to
assuring that Seasnake's designs and operating profiles
incorporate high standards of environmental stewardship.
Seasnake has been designed to incorporate ballast-free
technology on the 26.5 foot draft Great Lakes model, thus
eliminating the danger of invasive species being introduced
into the ecosystem of any waterway in which Seasnake will
operate.
Seasnake's multi-module cargo handling design
dramatically reduces potential environmental impacts caused
by accident, collision, fire or acts of terrorism.
Seasnake's ability to engage in Short-Sea shipping makes
it completely compatible with the proposed
Marine
Highway system planned for the United States to reduce
future fuel consumption, air pollution and congestion on the
nation's highway and railroad transportation systems.
Seasnake's ability to disconnect modules allows Seasnake
to transit existing lock systems in the Great Lakes and the
St. Lawrence Seaway by adjusting
the length of the ship
instead of requiring huge
infrastructure expenditures for expanding or remodeling
locks, and eliminates the national security problem of
stranding 1000 ft Great Lakes freighters above or below the
Sault St. Marie lock system. Seasnake's design also allows
for carriage of large
numbers of containers without requiring expensive
infrastructure expenditures to raise bridges to accommodate
super-max container ships.
Container traffic on the rise, check out this link to
Click here to view 2010 Port call data.
Frequently Asked Questions
There are several questions that come to mind when
looking at the concept. We have a answered a few here and
are always willing to answer more at any time (Questions?)
What is the Size Range of the Seasnake?
The Seasnake is modular, with barge sizes in the range of
5,000 L/T to 25,000 L/T per barge. We expect the most common
size range would be a 2-5 barge arrangement covering a cargo
carrying capacity between 10,000 L/T and 100,000 L/T. This
corresponds to a small Handysize to an Aframax. Around 90%
of all the world's ships are in this size range.
What types of Cargo does the Seasnake carry?
Bulk
Liquid,Crude oil, petroleum products, food grade liquids
such as vegatable oils, molasses and other bulk liquid
products. Bulk Dry Cargo, such as fertilizers, fish meal,
cement, rice and other dry bulk cargoes and Containers, trailers and
RoRo.
Will the connection behave well?
The observations made during the tank test where the ship
is subjected to a simulations of waves greater than
hurricane storm conditions shows a very good and regular
response to the waves. Upon request, Seasnake can provide a
video clip of the tank test.
How will the ship behave in a strong storm?
The Advanced Analysis Department of the ABS determined
the Seakeeping characteristics of the ship and found no
problems in the response of the Seasnake. Further
calculations indicate that the ship will stay straight under
the most severe conditions as long as the bumpers are
activated.
Ship or ATB/ITB (Articulated or Integrated Tug/Barge)?
The Owner's decision. It is more economical in
construction to use as a ship whereby the tractor unit also
carries cargo. However some Owner's prefer a tug boat
definition, hence the tractor unit is designed without cargo
capacity.
How efficient is the Seasnake?
It is very similar to that of a ship in power
requirements and much more efficient than an ATB/ITB. This
translates into a faster, more efficient vessel.
Maneuvering?
We are currently undertaking a more detailed study on the
maneuvering characteristics. Preliminary indications show
comparable performance to ships.
Can the Barges be traded on the inland waterways?
Yes.
Where can the Seasnake be constructed?
Virtually any smaller shipyard that can fabricate steel
structures and assemble machinery found on smaller ships or
tugboats.
What does Seasnake provide?
We would be interested in discussing many arrangements
including licensing of the design, custom engineering,
assisting financing or other project development.
Can Seasnake operate without ballast?
Seasnake's cargo modules, without ballast, are
adequately stable under all loading conditions. Due to the
low length to depth ratio (4.3 per Seasnake module), no
stress problems induced by incorrect cargo stowage are
likely.
Should cargo modules be kept at the same height when
attached?
Yes. The hitching post has been designed to adjust for a
difference of 15 feet between variously loaded modules, if
necessary.
Will Seasnake have height problems while sailing beneath
existing bridges on the Great Lakes?
NO.
What is the grain capacity in one Seasnake cargo module?
| 05-17-2010 |
|
|
|
| GRAIN CAPACITY IN A SEASNAKE CARGO MODULE |
|
|
|
| |
SS45 |
SS35 |
SS26.5 |
| 1
BUSHEL = 35.2 LIT = 1.24 FT3 |
1.24 |
1.2 |
1.2 |
| 1
BUSHEL WEIGHT |
50 |
50 |
50 |
| BEAM
FT |
100 |
77.8 |
58.9 |
| DRAFT |
45 |
35.0 |
26.5 |
| LENGTH |
260 |
202.2 |
153.1 |
| HEIGHT
KEEL TO DECK |
60 |
46.7
|
35.3 |
| BARGE
CARGO DISPLACEMENT TO
DRAFT LT |
22,500 |
10,586 |
4,395.0 |
| BARGE
CARGO DISPLACEMENT TO
DRAFT LBS |
50,400,000 |
23,712,640 |
9,844,800.0 |
| BARGE
DISP TO DRAFT FT3 |
807,692 |
370,510 |
153,825.0 |
| MAX
NUMBER BUSHELS LIM WT |
1,008,000 |
474,253 |
196,896.0 |
| VOLUME
OF BUSHELS TO EQUAL DISP
WT FT3 |
1,249,920 |
588,073 |
244,151.0 |
| HOLD
VOL UP TO DECK FT3 |
1,197,692 |
554,565 |
233,180 |
| EXCESS
GRAIN VOLUME FT3 |
52,228 |
33,509 |
10,971 |
| REDUCTION
IN DRAFT FT |
2.0 |
2.1 |
1.2 |
| FINAL DRAFT |
43.0 |
32.9 |
25.3 |
| GRAIN CAPACITY BUSHELS |
965,881 |
447,229 |
188,048 |
|
|
Will Seasnake require a double hull to carry oil?
yes
What happens if the engine fails in the
tractor unit?
The caboose can be used to PULL (not
push) the Seasnake when necessary. It will not be
as fast, but will be able to get Seasnake to port.
Can modules be released during an emergency?
YES!
How will icing affect Seasnake?
Seasnake will perform just like any ship. The
biggest problems with ice are in getting close to
the dock, ballast water freezing, stern props out
of the water prior to loading and entire ship
getting locked into the dock by ice. Seasnake
props are submerged; it does not use ballast on
the Great Lakes; any ship that is locked in ice
can be freed by ice-breaking tugs.
Who should provide technical drawings of the
tractor, caboose and cargo modules. How long
should they take and at what cost?
Naval architectural engineer, Dick Rodi will
provide them after approximately two months from
start and should cost approximately $200K.
During storm conditions, will Seasnake's
coupling strength be sufficient to withstand the
phenomenon known as sagging and hogging?
Sagging and Hogging are not an issue for
modules themselves, due to the low length to depth
ratio. The forces on the coupling are predictable
and manageable, as long as there is appropriate
sizing of the elements of the coupling system.
Testing has been done for this by ABS.
Included in the question lie 2 separate sub
questions: 1- The forces acting on the hulls? 2-
The forces acting on the coupling?
In the document found in the technical CD
Kountz Feasibility study February, 1998:
The initial feasibility study, both of these
questions are addressed in great detail through a
mathematical analysis...On page 5 under the
heading Forces acting on the Hull of the Seasnake.
This analysis determined the Bending forces in the
hulls under extreme conditions And On page 15
under the heading: Tensile and Compressive
Forces in the Coupling due to Waves. This
analysis determined tensile and shear forces
acting on the coupler under extreme sea
conditions. The results of this mathematical
analysis were subsequently amply verified by the
ABS, computer simulation study which confirmed the
predicted connection and hull loads determined in
the original feasibility study. A summary of these
results are found in Kountz Main Report on
page 19. The bending stresses to which long ships
are subjected are basically eliminated by the
flexural configuration of the Seasnake, which
behaves like a floating string. Sagging and
hogging is not an issue for barges with a low
length to depth ratio-short barges. Connection
forces however had to be looked into with more
care. These are relatively high forces but are
predictable and manageable. Once the magnitude of
these forces had been determined, it was than just
a question of appropriately sizing the elements of
the coupling mechanism.
What is the draft of an empty Seasnake module
with no ballast?
SS45 would have a draft of 13 feet; SS 35+10.0
feet; SS26.5 =7.7 feet
What will be freeboard height from water line
to deck?
SS45= 15; SS35= 11.6; SS26.5= 11.2
What is the height, keel to deck, of each
module?
SS45= 60; SS35= 46.7; SS26.5= 35.3
What is the cost of a TANKER = Cost of Tanker
Steel + OUTFIT Cost of Tanker
When it comes to SS, the total cost is
determined by adding Cost of Seasnake Steel +
OUTFIT Cost of TANKER The OUTFIT Cost of Tanker is
for ONE FULL SET of FITTINGS. But to OUTFIT SS we
require to have 3 Main Engines (2 for Traction
unit + 1 for Caboose), plus Pipe Lines + Several
addition Pumps (no of Tanks would be higher),
Manifolds, Inert Gas Plants, Venting Systems,
Control Panels duplicated in each Barge,Traction
& caboose + + + outfitting of a Tanker is huge
and a whole lot of them will have to be
duplicated.
Cost of outfit and machinery
Through dimensional analysis it can be shown
that the steel to volume ratio in a loaded tank
varies with the square root of scale. That is: for
example if you double the dimensions of a tank you
will increment its volume 8 folds but by the same
token and to maintain the allowed stress level you
will increment the steel, and hence the cost, 11
times this means that a SEASNAKE train will have
more tanks than in an equivalent conventional
tanker but they, in total, will use considerably
less steel (less cost) than the fewer tanks in the
conventional tanker. A similar reasoning applies
to pumps, piping, other outfits and maintenance.
The cost of the piping and pumps (More pumps but
smaller pumps) is proportional to the flow volume
rate handled The cost of machinery within the
range under consideration is practically
proportional to the power emitted or absorbed.
More engines but smaller engines The cost of
propulsive machinery is proportional to the power
capabilities The Seasnake tractor will be powered
by 4 Electro-Diesels The caboose will be powered
by one or two low power Electro-Diesels The
steering is accomplished by the differential
application of power to the pod propulsors. No
rudders. It is contemplated that the auxiliary
deck machinery will be powered by accumulators
which in turn will be charged either from a
plugged in shore power source or by an umbilical
connection to the main generators in the traction
unit. For the sake of redundancy a small diesel
generator (30 HP) could be incorporated to the
system.
Your Demo CD (DVD) states that ABS has carried
out an Initial Independent Direct Assessment of
the concept. Mr Balji Menon says that the result
of this assessment would be a Detailed Design
of the Structure by the Designer. Has the
design been completed, submitted and approved by
ABS?
The design of the structure consistent with the
findings of the ABS study was accomplished by
AMSEC LLC, ROSENBLATT AND SONS Naval Architects.
The design so far has not been submitted for
approval to the ABS. This will be done when the
General Arrangements plans are drawn up. The
General Arrangement drawings will be prepared once
a definite target usage for the SEASNAKE is
determined.
Lube and stores will be higher. More Machinary,
Engines & Equipments. Additionally special
requirement to lubricate Ball & Socket Joints.
More but smaller.
Maintenance and Repairs will be much higher.
As against 1 set of Machinery, Engines &
equipment, SS has between 5 to 7 Sets
Maintenance can be carried out on a rotational
basis. This consists in replacing a unit due for
maintenance with another one without the necessity
of putting the whole ship out of action. This
should reduce the all over cost of maintenance.
I read the Allan C McClure report dated 30th
March 1999 and CR Cushing Feasibility Report dated
Sept 1999. There are lots of concerns brought out
in these 2 reports and says that all these are to
be addressed.
These questions have all been addressed and can
be found in the several reports, Keep in mind that
both the McClure and the Cushing report are now
obsolete. They anteceded the Tank Testing, the ABS
and the Rosenblatt study. Stability-
McClure-3/99;Sea-keeping-ABS and University of
Michigan-4/02; Powering-University of
Michigan-7/02; Forces and structure-ABS and
Rosenblatt-8/03; Cost estimates-Rosenblatt and
Kountz-7/04.
I am sure the Test results of the University
of Michigan ( 2 sets of tests dated June 2001
& Jan 2002) & The ABS Seakeeping analysis
dated April 2002 would have answered some of those
concerns in data form ( I honestly do not
understand these reports) , but there is no
document with a date later than Sept 1999 which
directly addressed these concerns. Such a document
would be important for a Company like IL&FS as
the first report would be made by non technical
staff to their Senior Management.
The data for the tank testing is to be found in
the CD \Tank Test 7-02 \ Appendix A. The ABS
report establishes the forces acting on the hulls
and the forces acting on the connections. The
Rosenblatt study uses the ABS data to design the
hull scantlings and from there to determine the
build cost of the units ( I don�t understand
�there is no document with a date later than
Sept 1999 which directly addressed these
concerns�) All studies with the exceptions of
CUSHING and McClure included in the CD are post
Sept 1999)The results of the ABS study, the tank
testing at the University of Michigan and
Rosenblatt study are summarized in the end of the
Kountz main report. This is the first report to be
presented by a non technical staff to their Senior
Management.
For solid Bulk carriers ( Container Carriers)
, we may require more or less a BOX shaped Hold
for easier Stowage, loading & discharging
operations. Since the design is Semi � Circular,
the Hold bottom would have a smaller area. Any
ideas how this can be addressed?
Yes, space wise there is a small penalty to be
paid however this might well be offset by the many
other advantages inherent to the Seasnake system,
such as operating cost, versatility etc.
I did not come across any maneuvering data
such as turning Circle, advance, Transfer,
stopping distance, crash stops (using engines),
Turning efficiency while Rudder is used at various
angles etc such as Turning Circles.
No studies along these lines have been carried
out with the exception of the turning radius at
full speed without side slip. No rudders. Crash
stop controlled by caboose.
Carlos Kountz provided the above answers.
Regression Formulas
Overseas Tankers:
Price (M$) = 0.0609 DWT ^
(0.5791)
$/DWT = 60860 DWT ^(-0.4209)
Overseas Bulker Carriers:
Price (M$) = 0.0265 DWT^
(0.6412)
$/DWT = 26455 DWT ^(-0.35288)
Overseas Containerships:
Price (M$) = 0.0513 TEU ^
(0.8357)
$/TEU = 51304 TEU ^(-0.1634)
US Tankers:
Price (M$) = 0.026 DWT ^
(0.7298)
$/DWT = 25962 DWT (-0.2702)
US Dry Bulk Carriers:
Price (M$) = 0.0665 DWT ^
(0.6644)
$/DWT = 66537 DWT ^(-0.3356)
US Containerships:
Price (M$) = 0.0724 TEU ^
(1.0291)
$/TEU = 72383 TEU ^(0.0291)
Note:The Price for formula is
reasonably useful, whereas the price/TEU value
should not be used.
