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Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram För Fraktfartyg Med Vindassisterad Framdrivning
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 sup- ported, 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. -
Roy L. Clough, Jr
Model air car skims the ground By ROY L. CLOUGH, JR. Working model of a ground-effect vehicle rides on a cushion of air from a model-airplane engine Tethered to a stake, the car will skim half an inch or so off the ground, around and around until it runs out of fuel WITH A hollow whistling note audible over the whine of its tiny engine, this advanced working model of a ground-effect vehicle skims across the floor supported on a cushion of air. What makes it go? is a model, which can buzz along at a good clip Air is supplied by a prop to a peripheral slot, on any level surface with a minimum of sideslip which produces a high-speed wall of air around due to minor irregularities on the surface. the edge of the model to retain the lift. A Attached to a tether it will whiz merrily around in separate propulsion-system tube bleeds off air a circle until the fuel runs out. It rides a half-inch for reactive propulsion---from the blower section, or so off the floor even when running free. Any not the skirt. Supporting pressure is not reduced small airplane engine can be used to power it. If --- a major fault of ground-effect vehicles which you use the engine installed in the original propel by dumping air pressure and lifting the model, which is supplied with a three-blade skirt on the opposite side from the desired prop, you won't have to make a prop of sheet direction of travel. -
Rotor Pilot Project on M/S Estraden of Bore Fleet
Tanja Suominen Rotor pilot project on M/S Estraden of Bore fleet A thesis submitted for the degree of Bachelor of Marine Technology 2015 ii ROTOR PILOT PROJECT ON M/S ESTRADEN OF BORE FLEET Suominen, Tanja Satakunnan ammattikorkeakoulu, Satakunta University of Applied Sciences Degree Programme in Maritime Management January 2015 Supervisor: Roos, Ninna Number of pages: 32 Keywords: Flettner -rotors, SOx regulation, bunker cost savings In this work a completely new wind assisted propulsion technology for commercial shipping is introduced. The rotor sail solution by Norsepower Ltd. was installed on M/S Estraden from Bore Ltd fleet. Rotor sails are essentially improved Flettner - rotors with full automation. Although the basic principle of Flettner- rotors has been known for a long time, this was the first time that a rotor has been retrofitted on to a ship and made commercially available. Since the beginning of 2015 the sulphur oxide (SOx) emissions are regulated in the Baltic Sea, the North Sea and in the English Channel. Instead of the traditional heavy fuel oil (HFO), existing ships are now forced to use more expensive low - sulphur content HFO, change their engines to work with marine diesel oil (MDO) or to install scrubbers that eliminate the SOx compounds from the exhaust gas. New builds can be made to work with environmentally friendly liquid natural gas (LNG). The bunker costs will rise despite the method applied. Even before, with the traditional, cheaper HFO, the fuel costs were remarkably high, forcing the ship owners to search for savings on other operating costs. Thus it is essential to find a way to reduce the bunker costs. -
The Dynamic Performance of a Rotating Frustum of a Cone*
Sixth International Symposium on Marine Propulsors smp’19, Rome, Italy, May 2019 The Dynamic Performance of a Rotating Frustum of a cone* Hu Jiangping1,2, Wang Yanxia1,2, Wei Jinfang 1,2, Chen Jingpu 1,2 1China Ship Scientific Research Center (CSSRC), Wuxi, China 1Jiangsu Key Laboratory of Green Ship Technology, Wuxi, China ABSTRACT vessel "DeltaChallenger" during the Nor-Shipping 2015 Flettner rotor is a wind-assisted ship propulsion device exhibition. To reduce fuel consumption the vessel has six and it could be used to decrease the fuel consumption. rotor six rotor sails, giving 10% of the total propulsion The lift coefficient of the traditional Flettner rotor power. Norsepower, founded in 2012, aimed to reduce the increases with the increasing spinning ratio. So it is better environmental impact of shipping by providing its Rotor to hire a high spinning ratio to obtain high lift force. Sail Solution technology, had installed the rotors on the However, the corresponding spinning ratio to the Ro-Ro, Cruise ferry and Tanker. maximum lift-drag ratio is around 2 and the lift-drag ratio decreases when the spinning ratio exceeds 2. So hiring high rotation rate is not economical. In this paper, we propose a new type of rotors composed of rotating frustum of a cone and Thom disc. The numerical investigation reveals that at high spinning ratio, the new rotor could not only maintain high lift coefficient, but also get high lift-drag ratio and the practicability is highly enhanced. And the performance of the rotating frustum is then investigated thoroughly. Keywords Flettner rotor, wind-assisted ship propulsion, lift-drag ratio Figure 1 Photograph of Flettner’s rotor ship Baden-Baden 1 INTRODUCTION In 1926, a vessel, named the Baden-Baden, sailed across Flow around a non-rotating cylinder has been subjected to the Atlantic, with its sails replaced by twin rotatable decades of research due to its complicated wake flow, cylinders, as shown in Figure 1. -
A Review of the Magnus Effect in Aeronautics
Progress in Aerospace Sciences 55 (2012) 17–45 Contents lists available at SciVerse ScienceDirect Progress in Aerospace Sciences journal homepage: www.elsevier.com/locate/paerosci A review of the Magnus effect in aeronautics Jost Seifert n EADS Cassidian Air Systems, Technology and Innovation Management, MEI, Rechliner Str., 85077 Manching, Germany article info abstract Available online 14 September 2012 The Magnus effect is well-known for its influence on the flight path of a spinning ball. Besides ball Keywords: games, the method of producing a lift force by spinning a body of revolution in cross-flow was not used Magnus effect in any kind of commercial application until the year 1924, when Anton Flettner invented and built the Rotating cylinder first rotor ship Buckau. This sailboat extracted its propulsive force from the airflow around two large Flettner-rotor rotating cylinders. It attracted attention wherever it was presented to the public and inspired scientists Rotor airplane and engineers to use a rotating cylinder as a lifting device for aircraft. This article reviews the Boundary layer control application of Magnus effect devices and concepts in aeronautics that have been investigated by various researchers and concludes with discussions on future challenges in their application. & 2012 Elsevier Ltd. All rights reserved. Contents 1. Introduction .......................................................................................................18 1.1. History .....................................................................................................18 -
Design of Flettner Rotor in Container Carrier 4000 DWT with CFD Irfan Syarif Arief 1, Agoes Santoso 2, Abdullah Azzam3
International Journal of Marine Engineering Innovation and Research, Vol. 2(2), Mar. 2018. 133-139 (pISSN: 2541-5972, eISSN: 2548-1479 133 Design of Flettner Rotor in Container Carrier 4000 DWT with CFD Irfan Syarif Arief 1, Agoes Santoso 2, Abdullah Azzam3 Abstract Flettner rotor is a technology that utilizes the natural wind to help the oncoming vessel. The working principle of the flettner rotor corresponds to the theory of magnus effect, in which the force arises due to the difference in pressure between the two sides of the flettner rotor. In this research the simulated flettner rotor has a diameter of 3 meters with a height of 18 meters. Simulations were performed 16 times with variations performed on rotation of rotor (0, 100, 300, and 500 rpm) and wind speed (5, 10, 15, and 20 knots). Flettner rotor analysis is done by computational fluid dynamic method. CFD results state that the largest coefficient lift value is on the flettner rotor with rotation 500 rpm with wind speed 20 knots that is equal to 91,13. While in its use of 4000 DWT container vessel, flettner rotor is more work at the speed of vessel 10 knot with rotation speed of flettner rotor 500 rpm and wind speed 5 knot that is equal to 17,438% from force that must be expended to move ship. Keywords - flettner rotor, magnus effect, CFD, Numeca energy source, but at least it can reduce fuel consumption I. INTRODUCTION1 and exhaust emissions [2]. A. Flettner Rotor Since the first invention of the steam engine by James Flettner rotor is a cylinder that stands perpendicular to Watt, petroleum has been the most widely used energy the body of the ship and rotates according to its axes source to date. -
Alternative Energy and New Technology
Alternative energy and new technology Presentation to REGIONAL WORKSHOP ON ENERGY EFFICIENCY IN MARITIME TRANSPORT Port Vila, Vanuatu, 12-14 December 2016 Dr Peter Nuttall Sustainable Sea Transport Research Programme The University of the South Pacific Alternative energy and new technology Since 2007 shipping has begun an unprecedented search for energy efficiency. All sources agree that there are 4 basic categories of options: • Technology change • Operational change • Alternative fuels • Renewable energies The global investment in low carbon transport transition has lagged significantly behind electricity decarbonistion The investment in low carbon maritime transition has lagged significantly behind road, rail and even aviation. Shipping, the ‘greenest’ mode of transport? 10000 Aviation 1000 t.km Road 100 gCO2 per gCO2 in Rail Shipping EEOI EEOI 10 1 1 10 100 1000 10000 100000 1000000 Average payload tonnes 3 What happened in the last Oil Crisis? 1984/86 • 23-30% fuel savings • 30% reduced engine wear What happened in the last • Increased stability Oil Crisis? • Increased passenger comfort • Folding prop would have greatly increased fuel savings • IRR 127% on best routes • IRR 35% average routes • ADB funded $US40,000 1983-86 • 30% fuel savings • Increased passage 1982-85 average speed from 12 - • UNESCAP/ADB funded needs 14 kts assessment & analysis • Reduced crew downtime • Recommended network of • Increased trading catamarans and small manoeuvrability energy efficient sail-freighter • Could hold station in • Commissioned design for 92’ typhoon conditions freighter carrying 30 T/30pax • Trialled on 600-31000 tonne vessels PROJECT Description Outputs Agencies Comments Fiji soft sail Auxiliary rig retrofitted to two Fuel savings 23-30%, but also 30% ADB, Southampton University collated retrofit government vessels of ~300t. -
Membership Case Study: Rio Tinto
The Sustainable Shipping Initiative Membership case study: Rio Tinto SOLUTION Wind Assisted Propulsion on The concept of rotating cylinders delivering useful obstruct the working area of the ship making them thrust to a vehicle is well researched and is known as difficult to accommodate. Past trials have seen fixed large bulk carriers the Magnus effect after the German physicist who rotors (which are awkward for navigation, cargo work described it in 1852. In shipping terms it is perhaps and bad weather) and lowerable rotors (which require Evaluating the use of rotating masts and best known as Flettner rotors. Anton Flettner deck space, lifting arrangements and have handling wind to create forward thrust vectors fitted them to a trial vessel, the Buckau, in 1924 and risks). which facilitate the reduction of main demonstrated that the vessel could sail at speeds of engine power (and fuel consumption) up to 9 knots or so in winds of 15 knots without the However the project has been looking at the Magnuss use of any other propulsion. VOSS™ highly automated system which would be while maintaining required service speed. integral to the ship and structure and would allow the The basic theory supposes that by rotating a vertically rotors to be retracted out of the way when required CONTEXT & OBJECTIVES: mounted cylinder while an airflow (wind) is passing for navigation, cargo work or very bad weather. This The goal of this study has been to identify and over it, low and high pressure zones will be created would remove many of the concerns. The degree evaluate technologies which have the potential on opposite sides of the cylinder. -
Propulsive Power Contribution of a Kite and a Flettner Rotor on Selected
Applied Energy 113 (2014) 362–372 Contents lists available at ScienceDirect Applied Energy journal homepage: www.elsevier.com/locate/apenergy Propulsive power contribution of a kite and a Flettner rotor on selected shipping routes q ⇑ Michael Traut a, , Paul Gilbert a, Conor Walsh a, Alice Bows a,b, Antonio Filippone a, Peter Stansby a, Ruth Wood a,b a School of Mechanical, Aerospace and Civil Engineering, University of Manchester, United Kingdom b Sustainable Consumption Institute, University of Manchester, United Kingdom highlights Numerical models of two wind power technologies for shipping, a Flettner rotor and a towing kite, are presented. The methodology combines technology models and wind data along important trade routes. Wind power holds the potential for a step change reduction in shipping emissions. article info abstract Article history: Wind is a renewable energy source that is freely available on the world’s oceans. As shipping faces the Received 9 February 2013 challenge of reducing its dependence on fossil fuels and cutting its carbon emissions this paper seeks Received in revised form 4 June 2013 to explore the potential for harnessing wind power for shipping. Numerical models of two wind power Accepted 12 July 2013 technologies, a Flettner rotor and a towing kite, are linked with wind data along a set of five trade routes. Wind-generated thrust and propulsive power are computed as a function of local wind and ship velocity. The average wind power contribution on a given route ranges between 193 kW and 373 kW for a single Keywords: Flettner rotor and between 127 kW and 461 kW for the towing kite. -
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 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. -
German Helicopters of WWII by Ken Mcelroy in the Movie, “Where
German Helicopters of WWII by Ken McElroy In the movie, “Where Eagles Dare,” the German army was using a helicopter to deliver an important person to the confined area of a courtyard at an Alpine prison. However, Hollywood took liberties in this scene by using a Bell Model 47 with a Igor Sikorsky style tail rotor. The Germans did have practical helicopters in World War II but none that had the single Sikorsky type anti-rotation tail rotor. German helicopters of that era fell into four main design categories. The auto-gyro that had no main rotor power in flight, the contra rotating rotors on arms on either side of the fuselage, the twin synchronized contra rotating blades on top of the fuselage cockpit, and rotor tip motor designs that appeared late in the war. This discussion will start with the auto-gyro type of helicopter which was the oldest design. Auto-Gyro aircraft were first proposed by the Spaniard, Juan de la Cierva, who was trying to make an aircraft that could safely land if it had an engine failure. In his earliest designs, the main rotor was not powered in flight and it was originally only proposed for autorotation type landings. After crashing his first five or six models, he was able to prove the concept of autorotation in January of 1920 when his model C4 suffered and engine failure but landed safely. De la Cievra always used airplane bodies for his fuselages with the main rotor mounted above the cockpit. Because he had no power to the main rotor, he did not have to worry about counteracting main rotor torque.