marine propulsion and fuel marine propulsion and fuel economy
MARINE PROPULSION AND FUEL ECONOMY
October 13th, 2009 Ir. Frans Quadvlieg, Senior Project Manager MARIN (MAritime Research Institute Netherlands)
CONTENTS: – – – – –
MARIN (short ( introduction)) GREEN awareness – GREEN image Fuel economy in new designs Fuel economy on existing ships (re-fitting) Conclusions
2
Organisation, services
3
GREEN awareness – GREEN image
Human behaviour towards energy:
Huge availability + lack of education + affordable prices = waste + inefficiency
4
GREEN awareness – GREEN image
Human behaviour towards energy:
Lack of availability = development of new ideas!!
5
GREEN awareness – GREEN image
Human behaviour towards energy:
...it it is not sufficient to call energy green to be truly GREEN!
6
GREEN awareness – GREEN image
Types of energies used in marine applications CONVENTIONAL:
MODERN GREEN:
• Wind power • Human power (rowing, waterbike) • Carbon based (coal, HFO Diesel, HFO, Diesel petrol) • Nuclear power
• • • • •
Biofuel Hydrogen Solar energy Wave power Wind power
(Biomass Geothermal (Biomass, Geothermal, Hydroelectricity)
The biggest source of energy is: energy saving!
7
GREEN awareness – GREEN image
Define the mission of the ship When is fuel economy relevant? Example: 45 m displacement M/Y 450 motor hours per year 85 l per hour at 10 knots (economy speed) 38250 l/year 125 l per hour at 12 12.5 5 knots (top speed) 8
GREEN awareness – GREEN image
Define the mission of the ship For a ferry... ferry For a cruise vessel... For a frigate... frigate Since 2007 the main expense for many cruise companies is: fuel!
9
Fuel economy for new designs
Recent initiatives: IMO: –
Energy Efficiency Design Index (EEDI) – –
–
Circular MEPC.1/Circ.681 Interim guidelines, for the purpose of test and trials on a voluntary basis –provide outcome to IMO
Energy Efficiency Operational Index (EEOI) – –
Circular MEPC.1/Circ.684 to bring the Guidelines to the attention of all parties concerned and recommend them to use the G id li Guidelines on a voluntary l t b basis i –provide id outcome t of use to IMO
11
Which is:
12
The EEDI formula
Benefit to society: •Deadweight Deadweight for cargo vessels •GT for ferrys / cruise
Reference speed: •75%MCR •Deepest draught •No waves
13
How did that work out?
14
Energy Efficiency Operational Index –
Based on the actual energy use per ton / mile
15
What to do in design stage? –
–
–
–
Optimize the hull form for lower resistance O ti i appendages Optimize d f lower for l resistance Suitable propulsor and hull-propulsor hull propulsor efficiency
Conventional techniques
Consider non-conventional techniques – –
Air lubrication New bow forms
16
Hull lines optimisation
17
Fuel Economy in new designs
–
–
Optimisation process for classical hull lines (CFD, rudder design, propeller design, etc)… SQUEEZE OUT EVERY DETAIL & DESIGN for SERVICE!!!
18
Fuel Economy in new designs
–
Optimisation process for aft ship hull lines (CFD, rudder design, propeller design, etc)…
19
Example: a single screw tanker –
Original design
–
Marin’s Marin s proposal
20
Achieved results –
Wake field at the location of the propeller
21
Gains: Achieved gains in ship design – 5.4% resistance decrease – 27% better uniformity of wake field (resulting in less vibrations and better propeller design) The investments for this: – about 30kUS$ 22
ALTERNATIVE SOLUTIONS
23
POSSIBLE PROPULSION SYSTEMS
Contra-rotating
Hybrid propulsors
24
–
Alternative propulsors
–
Air lubrication
25
Other possibilities –
2 and 3 bladed propellers – – –
This is the subject of a Joint Industry Project. Aiming at slow speed tankers & bulk carriers Large diameter propellers, different aft ships…
26
Fuel economy for existing designs
Modifications to existing designs
–
Due to mid life upgrades Due to changing profiles
–
Possibilities:
–
– – –
Hull form modifications Energy e gy sa saving g de devices ces New propulsors
28
Fuel Economy on existing ships
–
REFITTING with DUCKTAILS, DUCKTAILS TRIMWEDGES TRIMWEDGES, INTERCEPTORS, INTERCEPTORS new BULB designs, variations of TRIM can lead to unexpected fuel savings!!
29
Interceptors –
Act as a trimwedge when properly located…
30
Trim wedge example
31
The working of a wedge, flap or interceptor –
There is a balance between the forward and aftward directed force
–
This is quite sensitive to aft body shape and loading conditions!
32
Energy saving devices –
Flow control based on: – –
–
Usually: – –
–
Acceleration of axial flow Generation of pre-swirl Ducts and fins Passive devices (active are not so much used)
Scale effects p play y an important p role 33
Energy saving in ship design – – –
A proper hull form Clever propulsors Energy Saving devices (often patented)
34
Types of ESD’s patented – – – – – – – –
Wake equalising ducts (Schneekluth) Pre-swirl devices Post-swirl devices Grim wheel Boss cap fins Overlapping propellers Spoilers Rudder bulb 35
Wake equalizing duct (Schneekluth)
36
Pre-swirl devices (Stators) - DSME
37
Post swirl devices
38
Grimm’s wheel
39
Propeller Boss Cap Fins (PBCF) –
Mitsui
http://pbcf.motech.co.jp/
40
Overlapping propellers
41
Fins and spoilers (Grothues)
42
Rudder bulb
43
Twisted rudder –
To avoid cavitation
44
Estimated efficiency indices by MARIN – – – – –
Schneekluth wake equalizing duct (WED) 3 –5 % Grothues wake equalizing spoiler 3 –4 % Pre-Swirl Fin Systems 3 –4 % Rudder Fins 3 –4 % Propeller boss cap fins (PBCF) 1 –3 %
45
Challenges: –
–
–
ESD’s will operate in the boundary layer of the vessel, determined by viscosity Therefore scale effects are important, and model scale performance does not guarantee full scale optimums ti Recommendation: use model AND full scale CFD on top t off model d l tests t t
46
Recommendations –
–
–
The possible gains depend on the quality of the ship & prop design. For ‘badly designed’ ships, l large gains i are possible. ibl Limitations in design, may hamper a good h d d hydrodynamic i d design. i IIn th thatt case, a ESD should h ld be combined in the ship design from the beginning. beginning Huge gains are ‘seen in the brochure’. Rotational losses are +/ +/-6%. 6% A rudder recovers 3% 47
CONCLUSIONS: – – – –
–
Any type of energy saving is GREEN IMO is raising attention for these matters Squeeze out every detail is possible at relatively low cost using conventional methods Experiment new solutions and designs using unconventional methods Existing ships… refitting is possible and can lead to significant fuel savings
48
Thank you for your attention! Q Questions? ti ? f [email protected] d li @ i l
49
October 13th, 2009 Ir. Frans Quadvlieg, Senior Project Manager MARIN (MAritime Research Institute Netherlands)
CONTENTS: – – – – –
MARIN (short ( introduction)) GREEN awareness – GREEN image Fuel economy in new designs Fuel economy on existing ships (re-fitting) Conclusions
2
Organisation, services
3
GREEN awareness – GREEN image
Human behaviour towards energy:
Huge availability + lack of education + affordable prices = waste + inefficiency
4
GREEN awareness – GREEN image
Human behaviour towards energy:
Lack of availability = development of new ideas!!
5
GREEN awareness – GREEN image
Human behaviour towards energy:
...it it is not sufficient to call energy green to be truly GREEN!
6
GREEN awareness – GREEN image
Types of energies used in marine applications CONVENTIONAL:
MODERN GREEN:
• Wind power • Human power (rowing, waterbike) • Carbon based (coal, HFO Diesel, HFO, Diesel petrol) • Nuclear power
• • • • •
Biofuel Hydrogen Solar energy Wave power Wind power
(Biomass Geothermal (Biomass, Geothermal, Hydroelectricity)
The biggest source of energy is: energy saving!
7
GREEN awareness – GREEN image
Define the mission of the ship When is fuel economy relevant? Example: 45 m displacement M/Y 450 motor hours per year 85 l per hour at 10 knots (economy speed) 38250 l/year 125 l per hour at 12 12.5 5 knots (top speed) 8
GREEN awareness – GREEN image
Define the mission of the ship For a ferry... ferry For a cruise vessel... For a frigate... frigate Since 2007 the main expense for many cruise companies is: fuel!
9
Fuel economy for new designs
Recent initiatives: IMO: –
Energy Efficiency Design Index (EEDI) – –
–
Circular MEPC.1/Circ.681 Interim guidelines, for the purpose of test and trials on a voluntary basis –provide outcome to IMO
Energy Efficiency Operational Index (EEOI) – –
Circular MEPC.1/Circ.684 to bring the Guidelines to the attention of all parties concerned and recommend them to use the G id li Guidelines on a voluntary l t b basis i –provide id outcome t of use to IMO
11
Which is:
12
The EEDI formula
Benefit to society: •Deadweight Deadweight for cargo vessels •GT for ferrys / cruise
Reference speed: •75%MCR •Deepest draught •No waves
13
How did that work out?
14
Energy Efficiency Operational Index –
Based on the actual energy use per ton / mile
15
What to do in design stage? –
–
–
–
Optimize the hull form for lower resistance O ti i appendages Optimize d f lower for l resistance Suitable propulsor and hull-propulsor hull propulsor efficiency
Conventional techniques
Consider non-conventional techniques – –
Air lubrication New bow forms
16
Hull lines optimisation
17
Fuel Economy in new designs
–
–
Optimisation process for classical hull lines (CFD, rudder design, propeller design, etc)… SQUEEZE OUT EVERY DETAIL & DESIGN for SERVICE!!!
18
Fuel Economy in new designs
–
Optimisation process for aft ship hull lines (CFD, rudder design, propeller design, etc)…
19
Example: a single screw tanker –
Original design
–
Marin’s Marin s proposal
20
Achieved results –
Wake field at the location of the propeller
21
Gains: Achieved gains in ship design – 5.4% resistance decrease – 27% better uniformity of wake field (resulting in less vibrations and better propeller design) The investments for this: – about 30kUS$ 22
ALTERNATIVE SOLUTIONS
23
POSSIBLE PROPULSION SYSTEMS
Contra-rotating
Hybrid propulsors
24
–
Alternative propulsors
–
Air lubrication
25
Other possibilities –
2 and 3 bladed propellers – – –
This is the subject of a Joint Industry Project. Aiming at slow speed tankers & bulk carriers Large diameter propellers, different aft ships…
26
Fuel economy for existing designs
Modifications to existing designs
–
Due to mid life upgrades Due to changing profiles
–
Possibilities:
–
– – –
Hull form modifications Energy e gy sa saving g de devices ces New propulsors
28
Fuel Economy on existing ships
–
REFITTING with DUCKTAILS, DUCKTAILS TRIMWEDGES TRIMWEDGES, INTERCEPTORS, INTERCEPTORS new BULB designs, variations of TRIM can lead to unexpected fuel savings!!
29
Interceptors –
Act as a trimwedge when properly located…
30
Trim wedge example
31
The working of a wedge, flap or interceptor –
There is a balance between the forward and aftward directed force
–
This is quite sensitive to aft body shape and loading conditions!
32
Energy saving devices –
Flow control based on: – –
–
Usually: – –
–
Acceleration of axial flow Generation of pre-swirl Ducts and fins Passive devices (active are not so much used)
Scale effects p play y an important p role 33
Energy saving in ship design – – –
A proper hull form Clever propulsors Energy Saving devices (often patented)
34
Types of ESD’s patented – – – – – – – –
Wake equalising ducts (Schneekluth) Pre-swirl devices Post-swirl devices Grim wheel Boss cap fins Overlapping propellers Spoilers Rudder bulb 35
Wake equalizing duct (Schneekluth)
36
Pre-swirl devices (Stators) - DSME
37
Post swirl devices
38
Grimm’s wheel
39
Propeller Boss Cap Fins (PBCF) –
Mitsui
http://pbcf.motech.co.jp/
40
Overlapping propellers
41
Fins and spoilers (Grothues)
42
Rudder bulb
43
Twisted rudder –
To avoid cavitation
44
Estimated efficiency indices by MARIN – – – – –
Schneekluth wake equalizing duct (WED) 3 –5 % Grothues wake equalizing spoiler 3 –4 % Pre-Swirl Fin Systems 3 –4 % Rudder Fins 3 –4 % Propeller boss cap fins (PBCF) 1 –3 %
45
Challenges: –
–
–
ESD’s will operate in the boundary layer of the vessel, determined by viscosity Therefore scale effects are important, and model scale performance does not guarantee full scale optimums ti Recommendation: use model AND full scale CFD on top t off model d l tests t t
46
Recommendations –
–
–
The possible gains depend on the quality of the ship & prop design. For ‘badly designed’ ships, l large gains i are possible. ibl Limitations in design, may hamper a good h d d hydrodynamic i d design. i IIn th thatt case, a ESD should h ld be combined in the ship design from the beginning. beginning Huge gains are ‘seen in the brochure’. Rotational losses are +/ +/-6%. 6% A rudder recovers 3% 47
CONCLUSIONS: – – – –
–
Any type of energy saving is GREEN IMO is raising attention for these matters Squeeze out every detail is possible at relatively low cost using conventional methods Experiment new solutions and designs using unconventional methods Existing ships… refitting is possible and can lead to significant fuel savings
48
Thank you for your attention! Q Questions? ti ? f [email protected] d li @ i l
49
