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Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram För Fraktfartyg Med Vindassisterad Framdrivning

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DEGREE PROJECT IN MECHANICAL ENGINEERING, SECOND CYCLE, 30 CREDITS

STOCKHOLM, SWEDEN 2020

Performance Prediction Program for Wind-Assisted Cargo Ships

Prestandaprognosprogram för fraktfartyg med vindassisterad framdrivning

MARTINA RECHE VILANOVA

KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES

Performance Prediction Program for Wind-Assisted Cargo Ships

MARTINA RECHE VILANOVA TRITA-SCI-GRU 2020:288

Degree Project in Mechanical Engineering, Second Cycle, 30 Credits Course SD271X, Degree Project in Naval Architecture Stockholm, Sweden 2020

School of Engineering Sciences KTH Royal Institute of Technology SE-100 44, Stockholm Sweden Telephone: +46 8 790 60 00

Per tu, Papi. Et trobem a faltar.

Acknowledgements

I wish to express my sincere appreciation to my supervisor from the Fluid Engineering Department of DNV GL, Heikki Hansen, for his wonderful support, guidance and honesty. I would also like to pay my special regards to Hasso Hoffmeister for his constant dedication and help and to everyone from DNV GL whose assistance was a milestone in the completion of this project: Uwe Hollenbach, Ole Hympendahl and Karsten Hochkirch. It was a pleasure to work with all of you.

Furthermore, I wish to express my deepest gratitude to my supervisor Prof. Harry B. Bingham from the section of Fluid Mechanics, Coastal and Maritime Engineering at DTU, who always supported, guided and steered me in the right direction. My thanks also go to my other supervisor, Hans Liwång from the Centre for Naval Architecture at KTH, who have always had an open ear for me since the first day we met.

The contribution of Ville Paakkari from Norsepower Oy Ltd, who provided the Maersk Pelican data for the validation of this Performance Prediction Program, is truly appreciated.

Finally, I would also like to acknowledge the love and the unconditional support of my family, my friends, my mother, Dolors; my father, Carlos; and my sister, Ariadna. Thank you!

Abstract

Due to the accelerating need for decarbonization in the shipping sector, wind-assisted cargo ships are able to play a key role in achieving the IMO 2050 targets on reducing the total annual GHG emissions from international shipping by at least 50%. The aim of this Master’s Thesis project is to develop a Performance Prediction Program for wind-assisted cargo ships to contribute knowledge on the performance of this technology. The three key characteristics of this model are its generic structure, the small number of input data needed and its ability to predict the performance of three possible Wind-Assisted Propulsion Systems (WAPS): Rotor Sails, Rigid Wing Sails and DynaRigs. It is a fast and easy tool able to predict, to a good level of accuracy and really low computational time, the performance of any commercial ship with these three WAPS options installed with only the main particulars and general dimensions as input data.

The hull and WAPS models predict the forces and moments, which the program balances in 6 degrees of freedom to predict the theoretical sailing performance of the wind-assisted cargo ship with the specified characteristics for various wind conditions. The model is able to play with different optimization objectives. This includes maximizing sailing speed if a VPP is run or maximizing total power savings if it is a PPP. The program is based on semi-empirical methods and a WAPS aerodynamic database created from published data on lift and drag coefficients. All WAPS data can be interpolated with the aim to scale to different sizes and configurations such as number of units and different aspect ratios. A model validation is carried out to evaluate its reliability. The model results are compared with the real sailing data of the Long Range 2 (LR2) class tanker vessel, the Maersk Pelican, which was recently fitted with two 30 meter high Rotor Sails; and results from another performance prediction program. In general, the two performance prediction programs and some of the real sailing measurements show good agreement. However, for some downwind sailing conditions, the performance predictions are more conservative than the measured values. Results showing and comparing power savings, thrust and side force coefficients for the different WAPS are also presented and discussed. The results of this Master’s Thesis project show how Wind-Assisted Propulsion Systems have high potential in playing a key role in the decarbonization of the shipping sector. WAPS can prove substantial power, fuel, cost, and emissions savings. Tankers and bulk-carriers are specially suitable for wind propulsion thanks to their available deck space and relatively low design speeds.

The Performance Prediction Program for wind-assisted cargo ships developed in this Master’s
Thesis shows promising results with a good level of accuracy despite its generic and small number of input data. It can be a useful tool in early project stages to quickly and accurately assess the potential and performance of WAPS systems.

Abstrakt

På grund av det accelererande behovet av att minska utsläppen från sjöfartssektorn, kan vindassisterade lastfartyg spela en nyckelroll för att uppnå IMO 2050. Syftet med detta examensarbete är att utveckla ett prestandaprognosprogram för vindassisterade lastfartyg för att bidra med kunskap om denna teknik. De tre viktigaste egenskaperna för denna modell är dess generiska struktur, det lilla antalet inmatningsdata som behövs och dess förmåga att förutsäga prestandan för tre möjliga vindassisterade framdrivningssystem (WAPS): Rotorsegel, styva vingsegel och DynaRigs. Det är ett snabbt och enkelt verktyg som med en hög grad av noggrannhet och med kort beräkningstid kan bedöma prestanda för kommersiella fartyg med dessa tre WAPS-alternativ.

Skrov- och WAPS-modellerna beräknar krafter och moment som balanseras i sex frihetsgrader.
Modellen kan utgå från olika optimeringsmål. Detta inkluderar maximering av segelfarten eller maximeras totala energibesparingar. Programmet är baserat på semi-empiriska metoder och en WAPS aerodynamisk databas skapad från publicerad data om lyft- och motståndskoefficienter. Alla WAPS-data kan interpoleras med syftet att skala till olika storlekar och konfigurationer, så- som antal enheter och olika aspektförhållanden. En modellvalidering utförs för att utvärdera dess tillförlitlighet. Modellresultaten jämförs med verkliga seglingsdata för tankfartyget Maersk Pelican (klass Long Range 2, LR2), som nyligen utrustades med två 30 meter höga rotorsegel; och resultat från en andra data. Resultaten visar i allmänhet bra överensstämmelse. För vissa seglingsförhållanden är emellertid bedömningarna mer konservativa än de uppmätta värdena. Resultat som visar och jämför energibesparingar, tryckkraft och sidokraftkoefficienter för de olika WAPS presenteras och diskuteras också. Resultaten av detta examensarbete visar hur vindassisterade framdrivningssystem har stor potential att spela en nyckelroll i utvecklingen för sjöfartssektorn. WAPS kan leda till betydande energi-, bränsle-, kostnads- och utsläppsbesparingar. Tankfartyg och bulkfartyg är speciellt lämpliga för vindframdrivning tack vare deras tillgängliga däckutrymme och relativt låga hastigheter.

Prestandaprognosprogrammet för vindassisterade lastfartyg utvecklat här visar därmed lovande resultat trots dess generiska upplägg och lilla antal inmatningsdata. Det kan vara ett användbart verktyg i tidiga projektsteg för att snabbt utvärdera potential och prestanda för WAPS-system.

Contents

Acknowledgements Abstract

iii

Abstrakt

iii v

Nomenclature

  • 1
  • Introduction

1

111
1.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23
Physics of Sailing

2

23
2.1 Wind Velocity Triangle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2 Basic Steady State Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Performance Prediction Program

6

699
3.1 Solution Algorithm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 Free Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 Force Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 3.5 Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.6 Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.7 User-Friendly interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

  • 4
  • Hull Model

13

4.1 Force Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.1.1 Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 4.1.2 Buoyant Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 4.1.3 Total Hull Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 4.1.4 Hull Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 4.1.5 Side Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 4.1.6 Windage of the Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . 16 4.1.7 Propeller Thrust Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 4.1.8 Non-Moving Propeller Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 4.1.9 Rudder Hydrodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . 17 4.1.10 Added Resistance in Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

  • 5
  • Wind-Assisted Propulsion Systems Model

20

5.1 Rotor Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.1.1 Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 5.1.2 Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 5.1.3 Data Source and Data Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . 26 5.1.4 Spinning Power Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 5.1.5 Windage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 5.1.6 Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

iv

  • CONTENTS
  • CONTENTS

5.1.7 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.2 Rigid Wing Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.2.1 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 5.2.2 Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 5.2.3 Data Source and Data Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . 32 5.2.4 Windage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 5.2.5 Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 5.2.6 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5.3 Soft Sails: The DynaRig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5.3.1 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 5.3.2 Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 5.3.3 Data Source and Data Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . 39 5.3.4 Windage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 5.3.5 Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 5.3.6 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

67
Validation

41

6.1 Rotor Sails - Maersk Pelican . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Applications 46

7.1 Rigid Wing Sails and DynaRigs - Case Study . . . . . . . . . . . . . . . . . . . . . 46

7.2 PPP Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 7.3 WAPS Driving and Side Force Coefficients . . . . . . . . . . . . . . . . . . . . . . . 55

89
Conclusion References

59 63 64

A Macros

A.1 Import Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 A.2 Polar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 A.3 Calm Waters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 A.4 Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

v

Nomenclature

Theory of Sailing

TWS, VT TWA AWS, VA

AWA TWC V s

True Wind Speed True Wind Angle Apparent Wind Speed Apparent Wind Angle True Wind Course Ship Speed

AOA

LA

Angle of Attack Aerodynamic Lift Force Aerodynamic Drag Force Total Aerodynamic Force Driving Force

DA RA FA SA

Aerodynamic Side Force Hydrodynamic Lift Force Hydrodynamic Drag Force Total Hydrodynamic Resistance Force Rotor Sail Velocity Ratio Revolutions Per Minute End-plate Size Factor Aspect Ratio

LH DH RH

U/V RPM De/D AR

PRS

Rotor Sail Spinning Power Required Rotor Sail Height

HRS DRS URS

Rotor Sail Diameter Rotor Sail Circumferential Speed Rotor Sail Angular Speed Flap Deflection Angle Flap Chord Ratio

ω

δf Cflap/CRW CRW HRW

Rigid Wing Sail Chord Length Rigid Wing Sail Height

vi

  • NOMENCLATURE
  • NOMENCLATURE

HDyna CL

DynaRig Height Lift Coefficient Drag Coefficient

CD

Naval Architecture

LOA

Length Over All

LPP

Length Between Perpendiculars Length of the Waterline Beam

LWL BT

Design Draft

D

Depth

h

Accommodation Height above Deck Righting Arm

GZ GM

Metacentric Height Waterplane Area

WPA

CW

Waterplane Area Coefficient Block Coefficient

CB CM

Midship Section Area Coefficient Wetted Area

S

Other Symbols

V PP PPP WAPS ρ

Velocity Prediction Program Power Prediction Program Wind-Assisted Propulsion Systems Density

Re

Reynolds Number Circulation

Γ

V

Flow Speed

R

Radius

D

Diameter

CoE

Centre of Effort vii

Chapter 1

Introduction

1.1 Background

Undoubtedly, humanity is facing challenging times. While we are coping with the COVID-19 pandemic, we are also setting targets to reduce greenhouse gas emissions with the aim to respond to the actual climate emergency. There is a clear need for decarbonization worldwide. Countries have committed to reduce their emissions under the Paris Agreement, which aims to limit global warming to well below 2◦C compared to pre-industrial levels and to pursue efforts to limit the increase to 1.5◦C. All economic sectors must find efficient and effective ways to do so. Maritime transport emits around 940 million tonnes of CO2 annually and is responsible for about 2.5% of global greenhouse gas (GHG) emissions according to the 3rd IMO GHG study [28]. The International Maritime Organization (IMO) has set its own strategy: the total annual GHG emissions should be reduced by at least 50% by 2050 compared to 2008, while, at the same time, pursuing efforts towards phasing them out entirely. This has driven ship owners and operators to re-think their propulsion systems. Introducing environmentally friendly fuels and alternative propulsion technology in the shipping industry is a must - we must move towards sustainability.

One green technology which is attracting a lot of attention again is wind propulsion: an old concept with a modern edge. For centuries, wind moved cargo around the globe, until it was replaced by steam and diesel during the industrial age. In fact, wind propulsion is defined as the use of a device, such as rotor sails, wing sails or soft sails, to capture the energy of the wind and generate forward thrust. Now, it comes back with a modern spin. Aeronautical technology has been implemented in wind propulsion devices to make them more efficient than traditional sails. Wind is easily available at sea and can directly drive ships without transformation losses. Implementation of weather routing can play a significant role in increasing performance and savings. Wind propulsion devices are easy to retrofit to existent ships as a mean of auxiliary power, the so-called wind-assisted propulsion. New research and designs are aiming to have wind propulsion as the main power source for vessels. However, this research project focuses mainly in wind propulsion in combination with another main power source.

After the industrial revolution and the combustion engine, the research on wind propulsion gains momentum again in times of high fuel prices or the prospect of a shortage of fossil fuel. During the 20th century, the most famous modern wind-assisted propulsion systems were invented. Anton Flettner, in the 1920s, invented the Rotor Sail whose performance was further studied by Thom in the 1930s. In the late 1960s, Wilhelm Prölss developed the famous DynaRig, a modern interpretation of the square rig, which had to wait 45 years to see the light on the mega yacht "Maltese Falcon". Kites, on the other hand, were designed and developed for the use on commercial vessels. In the 1980s, the famous french marine conservation pioneer, Jacques Cousteau, invented the Turbosail. Driven by the high performance sailing regattas such as America’s Cup, Rigid Wing Sails have been under constant development. Most of them have been recently picked up after a long "sleep" by the merchant shipping industry as a green alternative to reach environmental targets and save costs. There is a growing industry focusing on the development of these sort of technologies right now with leading companies such as Norsepower (Rotor Sails), Airseas (Kites) and Econowind (Turbosails). Start-ups are emerging as well like Bound4Blue (Rigid Wing Sails)

1

  • 1.2. MISSION
  • CHAPTER 1. INTRODUCTION

while some famous yacht designers are developing some wind-assisted projects such as VPLP (Soft Wing Sails) and Dykstra Naval Architects (DynaRig).

1.2 Mission

Despite having used wind in the maritime transport during centuries, there is still a substantial lack of knowledge on the performance of wind-assisted cargo ships. We are still missing test results confirming the cost-benefit value of this sort of technology. Further investigations are needed to identify the actual picture of wind propulsion. One major area is the performance data. Increased confidence with regard to wind-assisted propulsion systems is a must. Validated information must be generated to accurately predict the potential fuel savings resulting in cost savings. Thus, the mission of this Master’s Thesis research project is to contribute knowledge on the performance of Wind-Assisted Propulsion Systems (WAPS) on-board commercial vessels. To achieve it, a Performance Prediction Program for wind-assisted cargo ships is developed. Its two key features, which makes it different from anything out in the market right now, are the small number of input data needed and its generic approach which can treat any cargo ship with three possible different WAPS installed: Rotor Sails, Rigid Wing Sails and DynaRigs. It is a fast and easy tool able to predict, to a reasonable level of accuracy and really low computational time, the performance of any commercial ship with these three possible WAPS on-board with generic input data such as vessel main particulars and WAPS dimensions. It should be noted that no WAPS aerodynamic data is needed as input data, a data base is already introduced in the model. It is designed to be used as an early stage design tool. Its characteristics make it the perfect tool to provide a fast answer to customers when interested in the potential of wind-assisted propulsion systems.

1.3 Goals

The goals which need to be accomplished to implement the mission are the following ones:
• Researching the published data on lift and drag coefficients of three different types of windassisted propulsion systems: Rotor Sails, Rigid Wing Sails and DynaRigs.

• Implementing coefficients for performance predictions with the possibility of scaling to different sizes and configurations such as number of units and different aspect ratios.

• Building up a prediction program based on generic force approximations such as semiempirical methods to minimize the required input data. Thus, achieving a really low computational time.

• Creating a WAPS aerodynamic database. • Comparing the performance between the three different WAPS and defining pros and cons of each device.

• Prediction of power savings for each WAPS achieving the maximum level of accuracy despite its generic structure.

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  • Practical Ship Hydrodynamics Practical Ship Hydrodynamics

    Practical Ship Hydrodynamics Practical Ship Hydrodynamics

    Practical Ship Hydrodynamics Practical Ship Hydrodynamics Volker Bertram Butterworth-Heinemann Linacre House, Jordan Hill, Oxford OX2 8DP 225 Wildwood Avenue, Woburn, MA 01801-2041 A division of Reed Educational and Professional Publishing Ltd First published 2000 Volker Bertram 2000 All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a licence issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1P 9HE. Applications for the copyright holder’s written permission to reproduce any part of this publication should be addressed to the publishers British Library Cataloguing in Publication Data Bertram, Volker Practical ship hydrodynamics 1. Ships – Hydrodynamics I. Title 623.8012 Library of Congress Cataloguing in Publication Data Bertram, Volker. Practical ship hydrodynamics / Volker Bertram. p. cm. Includes bibliographical references and index. ISBN 0 7506 4851 1 1. Ships – Hydrodynamics I. Title. VM156 .B457 2000 623.8012–dc21 00-034269 ISBN 0 7506 4851 1 Typeset by Laser Words, Madras, India Printed in Great Britain by Preface ............................................. ix 1 Introduction .................................. 1 1.1 Overview of problems and approaches ............................................ 1 1.2 Model tests similarity laws.............. 4 1.3 Full-scale trials ................................. 8 1.4 Numerical approaches (computational fluid dynamics) ............... 9 1.4.1 Basic equations ............................. 9 1.4.2 Basic CFD techniques..................
  • David Taylor Model Basin

    David Taylor Model Basin

    4 4 £ &l. A & HYDROMECHANICS NEW RESEARCH RESOURCES ATTHE DAVID TAYLOR MODEL BASIN o by AERODYNAMICS Captain E.A. Wright, USN o STRUCTURAL MECHAN ICS o RESEARCH AND DEVELOPMENT REPORT APPLIED MATHEMATICS January 1959 Report 1292 NEW RESEARCH RESOURCES AT THE DAVID TAYLOR MODEL BASIN by Captain E.A. Wright, USN Reprint of paper presented at Spring Meeting of The Society of Naval Architects and Marine Engineers Old Point Comfort, Virginia, June 2-3 1958 January 1959 Report 1292 New Research Resources at the David Taylor Model Basin By Capt. E. A. Wright, USN,'Member This paper describes briefly many of the new laboratory facilities and instruments in the field of ship model research.A planar-motion mechanism now provides hydrodynamic coefficients for the differential equations of motion, a heaving tow- point simulates ship pitching for bodies towed over the stern, a boundary-layer research tunnel reveals the effects of pressure gradients, differential transformers permit miniaturized transducers and remote digital recording, a pneumatic wave- maker generates a programmed frequency spectrum, a large transonic tunnel provides high Reynolds numbers in air, a submarine test tank extends the scope of structural research, a flutter dynamometer explores the phenomenon on control surfaces in water, a large variable-pressure water tunnel provides for testing con- tra-rotating propellers, and seakeeping and rotating-arm basins add new dimen- sions to research in naval architecture at the David Taylor Model Basin.The gamut in size runs from a 6-knot towing carriage for a 57-ft model basin to a 60-knot towing carriage for a 2968-ft basin, and from a transient-thrust dynamometer that serves as the strut barrel of a ship model to a 40,000-lb vibration generator that excites full-scale ship structures.Developments like these suggest to the author several trends in ship research.
  • Biological Sciences

    Biological Sciences

    A Comprehensive Book on Environmentalism Table of Contents Chapter 1 - Introduction to Environmentalism Chapter 2 - Environmental Movement Chapter 3 - Conservation Movement Chapter 4 - Green Politics Chapter 5 - Environmental Movement in the United States Chapter 6 - Environmental Movement in New Zealand & Australia Chapter 7 - Free-Market Environmentalism Chapter 8 - Evangelical Environmentalism Chapter 9 -WT Timeline of History of Environmentalism _____________________ WORLD TECHNOLOGIES _____________________ A Comprehensive Book on Enzymes Table of Contents Chapter 1 - Introduction to Enzyme Chapter 2 - Cofactors Chapter 3 - Enzyme Kinetics Chapter 4 - Enzyme Inhibitor Chapter 5 - Enzymes Assay and Substrate WT _____________________ WORLD TECHNOLOGIES _____________________ A Comprehensive Introduction to Bioenergy Table of Contents Chapter 1 - Bioenergy Chapter 2 - Biomass Chapter 3 - Bioconversion of Biomass to Mixed Alcohol Fuels Chapter 4 - Thermal Depolymerization Chapter 5 - Wood Fuel Chapter 6 - Biomass Heating System Chapter 7 - Vegetable Oil Fuel Chapter 8 - Methanol Fuel Chapter 9 - Cellulosic Ethanol Chapter 10 - Butanol Fuel Chapter 11 - Algae Fuel Chapter 12 - Waste-to-energy and Renewable Fuels Chapter 13 WT- Food vs. Fuel _____________________ WORLD TECHNOLOGIES _____________________ A Comprehensive Introduction to Botany Table of Contents Chapter 1 - Botany Chapter 2 - History of Botany Chapter 3 - Paleobotany Chapter 4 - Flora Chapter 5 - Adventitiousness and Ampelography Chapter 6 - Chimera (Plant) and Evergreen Chapter
  • Ship Propulsion Using Wind, Batteries and Diesel-Electric Machinery

    Ship Propulsion Using Wind, Batteries and Diesel-Electric Machinery

    Ship propulsion using wind, batteries and diesel-electric machinery Dimensioning of a propulsion system using wind, batteries and diesel-electric machinery Degree project in the Marine Engineering Programme Jonas Sandell Jonas Segerlind Department of Shipping and Marine Technology CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2016 REPORT NO. SI-16/185 Ship propulsion using wind, batteries and diesel-electric machinery Dimensioning of a propulsion system using wind, batteries and diesel-electric machinery Jonas Sandell Jonas Segerlind Department of Shipping and Marine Technology CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden, 2016 Ship propulsion using wind, batteries and diesel-electric machinery Dimensioning of a propulsion system using wind, batteries and diesel- electric machinery Jonas Sandell Jonas Segerlind © Jonas Sandell, 2016 © Jonas Segerlind, 2016 Report no. SI-16/185 Department of Shipping and Marine Technology Chalmers University of Technology SE-412 96 Gothenburg Sweden Telephone +46 31 772 1000 Cover: [The Buckau, a Flettner rotor ship. (George Grantham Bain Service, n.d)] Printed by Chalmers Gothenburg, Sweden, 2016 Ship propulsion using wind, batteries and diesel-electric machinery Dimensioning of a propulsion system using wind, batteries and diesel-electric machinery Jonas Sandell Jonas Segerlind Department of Shipping and marine technology Chalmers University of Technology Abstract Wind energy is a resource that is not used to any great extent in the shipping industry since the advent of the internal combustion engine in the 1920s. Since then, wind power is utilized at sea in less extent until recent years. In this report, the authors will investigate how a ship that runs on wind power can reduce its bunker consumption, both directly and indirectly through wind energy.
  • Oceanographic Ship Design

    Oceanographic Ship Design

    OceanographicOceanographic ShipShip DesignDesign Oceanographic ship designs are typically done with little thought about how the ship actually does science, how it collects good quality data, or how it could minimize fuel consumption, noise, and chemical pollution from the ship. This is more than just being “green” its about collecting better data too. If scientists were allowed to design the ship, what would we do? We want a vessel that is acoustically quiet, stable, fast, has minimal chemical footprint, reduced fuel consumption, in short a large floating Prius. And oh yeah, it would be great if operating cost was low, budgets are tight! Many technologies are available or on the horizon that could be used, including wave power, fuel cells, diesel electric hybrid, wind, solar etc. So let’s think a little about what might be possible….. For starters, what about wind? HybridHybrid Ship:Ship: WindWind PropulsionPropulsion Types: • Conventional soft sails • Wing sails • Rotors (Magnus effect) • Dyna-Rig HybridHybrid Ship:Ship: WindWind PropulsionPropulsion Wind power? You must be kidding, that’s old technology! We tend to think of new, (and never tried) technologies first, but wind power is available, it’s free, and it works, though not everywhere, and not all the time. To achieve the design targets of a clean, renewable, and sustainable vessel, wind power will almost certainly be a part of the equation. The advantages are: 1. Its free 2. Technology to use it very refined, its been in use for hundreds of years. 3. Available most of the time in most of the world 4. Relatively low-tech and simple to maintain 5.
  • ONR/YIP Awards to Dr. Ryan Eustice and Dr. Dave Singer

    ONR/YIP Awards to Dr. Ryan Eustice and Dr. Dave Singer

    University of Michigan College of Engineering Naval Architecture and Marine Engineering FALL/WINTER 2007 Nautilus V olume 29 The Newsletter of The Department of ONR/YIP Awards to Naval Architecture and Marine Engineering Dr. Ryan Eustice and Dr. Dave Singer Assistant Research Scientist David Singer will confront include, the sheer size of and Assistant Professor Ryan Eustice are the 160,000 sq ft area of a CNV’s hull the recipients of the 2007 Office of Naval at 40 plus depth along with the added Research Young Investigator Award complexity of low visibility, complex (ONR/YIP). These prestigious awards hull geometry (screws, rudders) and the represent two firsts; the first University acoustically noisy environment of a ship of Michigan department to receive two dockside. This work will set the basis for ONR/YIP awards in the same year and the alleviating the need to put Navy divers at first UM research faculty, Dr. Singer, to risk in this dangerous task. get the ONR/YIP award at the University of Michigan. Dr. Singer received the award for his proposal titled “Development and Dr. Eustice received the award for his Testing of a Hybrid Agent Approach proposal titled “Real-Time Visually for Set-Based Conceptual Ship Design Augmented Navigation for Autonomous through the Use of a Type-2 Fuzzy Logic Search and Inspection of Ship Hulls and Agent to Facilitate Communications and INSIDE Port Facilities.” This research will address Negotiation”. Currently, the Navy incurs ONR/YIP Awards .......................1 the time-consuming and imprecise present a great deal of cost late in a project, where From the Desk ............................2 Secretary of the Navy Visit ........2 day methods for ship-hull inspection.
  • Sail-Solar Shipping for Sustainable Development in SIDS Author(S)

    Sail-Solar Shipping for Sustainable Development in SIDS Author(S)

    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Kyoto University Research Information Repository Decentralized oceans: Sail-solar shipping for sustainable Title development in SIDS Author(s) Teeter, Jennifer Louise; Cleary, Steven A. Citation Natural Resources Forum (2014), 38(3): 182-192 Issue Date 2014-08-22 URL http://hdl.handle.net/2433/194152 This is the accepted version of the following article: Teeter Jennifer Louise, Cleary Steven A. Decentralized oceans: Sail- solar shipping for sustainable development in SIDS Natural Resources Forum. 38(3) 182-192. 2014. which has Right been published in final form at http://dx.doi.org/10.1111/1477- 8947.; 許諾条件により、本文は2016-08-22に公開.; This is not the published version. Please cite only the published version. この論文は出版社版でありません。引用の際には 出版社版をご確認ご利用ください。 Type Journal Article Textversion author Kyoto University Natural Resources Forum •• (2014) ••–•• DOI: 10.1111/1477-8947.12048 Decentralized oceans: Sail-solar shipping for sustainable development in SIDS Jennifer Louise Teeter and Steven A. Cleary Abstract Conventional shipping is increasingly unable to address the social and economic needs of remote and underprivileged coastal and island communities. Barriers include rising fuel costs affecting the viability of on-water activities, which are compounded by the challenges presented by a lack of deepwater ports and related infrastructure that prevent docking by larger more fuel-efficient vessels. The environmental externalities of shipping-related fossil-fuel consumption, which harbour both local pollution and anthropogenic climate change impacts, adversely affect these communities. Amid limited research on strategies to address the challenges presented by conventional shipping methods to small island developing States (SIDS), this paper proposes the adoption of policy initiatives for the adoption of small, modern non-fuel vessels that could assist these important yet underserved niches.
  • Could Ships Use Sails Again? Implementation of Wind Power in Shipping Bachelor Thesis in Marine Engineering

    Could Ships Use Sails Again? Implementation of Wind Power in Shipping Bachelor Thesis in Marine Engineering

    Could ships use sails again? Implementation of wind power in shipping Bachelor thesis in Marine Engineering ANTON EK WUNG WAI SY Department of Mechanics and Maritime Sciences CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2019 BACHELOR THESIS 2019:30 Could ships use sails again? Implementation of wind power in shipping Bachelor thesis in Mechanics and Maritime Sciences ANTON EK WUNG WAI SY Department of Mechanics and Maritime Sciences Division of Maritime studies CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2019 Could ships use sails again? Implementation of wind power in shipping ANTON EK WUNG WAI SY © Anton Ek, 2019 © Wung Wai Sy, 2019 Bachelor Thesis 2019:30 Department of Mechanics and Maritime Sciences Chalmers University of Technology SE-412 96 Gothenburg Sweden Telephone: + 46 (0)31-772 1000 Cover: Sailing Ship Picture taken from: Pixabay.com Photo taken by: Birgitte Werner Printing /Department of Mechanics and Maritime Sciences Gothenburg, Sweden 2019 Abstract In the year between 1600-1850 the sailings ship was a dominated role in the world’s ocean, so called the “age of sails” (Houstoun, E., 2016). Since then there has been various of developments on technologies utilizing wind. Sails has been the most common means of propulsion during the age of sails however, time passes, and new innovations has surfaced with a more reliable system. Despite new technologies the international shipping is releasing roughly 13% and 12% nitrogen oxide (NOx) and sulphur dioxide (SO2) during 2007 to 2012 which have an environmental and health impact. The constant increase in environmental regulations is now posing a challenge for the shipping industry.
  • Dr. George Gougoulidis – Hellenic Navy

    Dr. George Gougoulidis – Hellenic Navy

    Dr. George Gougoulidis – Hellenic Navy Wind energy Solar energy Combinations Photovoltaic Sails Kites Flettner rotors Wind turbines cells Traditional Rigid‐foils Maltese Falcon – 88m superyacht Hybrid sailing 8000 DWT multi‐purpose cargo vessel for Fairtransport BV 4 Dynarig masts ~ 4000 m² Diesel electric propulsion system of 3.000 kW LOA = 138 m Draft max = 6.50 m Airdraft = 62.50 m (Panamax) Deadweight @ 6.50 m = 8210 tn Displacement = 11850 tn Design speed on engines = 12 kt Max speed on sails = 18 kt Simple sail structure with good lift performance between 90° and 170° Collapsible & mastless OCEANFOIL‐WINGSAIL WINDSHIP 2 x 35 m high masts 3 aerodynamic wings per mast Automatic rotation of masts System tested by LR It can provide 50% of thrust under favorable conditions University of Tokyo & major shipping companies (2009) “Sail main, Engine assist” Sail height x width = 50m x 20m ~ 30 % average energy savings per year on a 84,000 tn bulk carrier with 4 sails In Jan 2014 on‐land test for a retractable rigid sail (1/2.5 size) SWIFT WINGS SHIN AITOKU MARU FORMER USUKI PIONEER SkySails GmbH 5 ships Theseus and Michael A L = 90 m 3,700 dwt Main engine = 1,500 kW Sail area = 160 m² SkySails GmbH Based on the Magnus Effect Velocity field change → pressure field change → force Developed by Anton Flettner in 1924 Official presentation of Rotor Ship in Hamburg in 1925 Voyage to New York in 1926 2 rotors 15m high, 3m diameter The rotors need another energy source Usually driven by electric motors The power needed for the rotors is considerably smaller to the thrust produced 8‐10 times more thrust than sails of equal surface area The ship cannot sail downwind or upwind Side winds will produce thrust The rotors can also be used to slow the vessel down, or to assist in maneuvering Availability of space and general arrangements 4 Flettner rotors 27 m tall, 4m in diameter Rotors interfere with crane operations Solution: telescopic or foldable Flettner rotors WindAgain designed a range of Collapsible Flettner Rotors (CFR) .