Wartsila wind seminar wind als stuwende kracht leo de vries 8jun12 mask2

Wind as driving force
(Wind als stuwende kracht)
Wärtsilä seminar: “Wind door de keten”
Wind als stuw ende kracht - Wärtsilä Seminar: "Wind door de keten, Rotterdam"1 © Wärtsilä
Ship Power Technology
Ship Performance Management Programme
Leo de Vries
8 June 2012
Content
• Challenge today – marine fuels
• Incorporating wind as driving force
• Exploring scenario’s
• First findings
8 June 2012 Wind als stuw ende kracht - Wärtsilä Seminar: "Wind door de keten, Rotterdam"2 © Wärtsilä

Challenge today - Environmental drivers
• Environment
– Emission reduction
• NOX emissions
• SOX emissions
– SECA areas
– EU ports
– The next step will be climate
change
• Greenhouse gases
– Focus on CO2 emissions
• Particles
• Fuel cost
– Increasing oil prices
8 June 20123 © Wärtsilä Wind als stuw ende kracht - Wärtsilä Seminar: "Wind door de keten, Rotterdam"
Challenge today - Marine fuels
Energy in fuel
100%
45.3%
Brake power
46.5%
Heat and
losses
53.5% 42.7%
Transmission
losses
1.2%
Utilised exhaust
heat recovery
2.8%
Utilised HT water
heat recovery
1.9%
Surplus
recoverable
exhaust heat
8.0%
Surplus recoverable
HT water heat
12.0%
Utilised energy (32.5%)
Losses
28.8%
Electric power
4.2%
Effective power
23.6%
Additional
resistance from
waves, wind
and hull fouling
3.5%
Propulsion
losses
14.0%
Lossesandunusedenergy
Ferryat 22 knots
Estimates

SAIL
COAL
DIESEL
HFO
LNG
Methanol
DME
SAIL
Today
We will see a more diverse
fuel palette in the future
Bio diesel
Dimethyl ether
• Different wind propulsion concepts are under development in the
market
• There is a need for understanding their merits and how to integrate
them in the power management
• Being a total system provider, this understanding is acquired
http://wordlesstech.com/2011/06/14/s
eaplane-convertible-trimaran-sailing-
yacht/

• Wind propulsion
• Modern Wind propulsion systems become visible
• Conceptual ship designs on the drawing boards
– Will they fly for commercial shipping?
“Wind as driving force”
Which way is this boat going to travel?

Put it to the test
• Purdue University, Indiana USA wanted to know the “real” answer
– The cart moves to the right, as expected
– With a large “sail” (rectangular card) the system does not move
– If the fan is put detached the cart accelerates away from the fan
Conclusion:
The overall change in the momentum determines the direction
https://www.physics.purdue.edu/demos/display_page.php?item=1H-02
Today
GEAR
15.2
MW
9L50DF8.55 MW
15.2
MW
9L50DF8.55 MW
Wind alternative
GEAR 15.2
MW
9L50DF8.55 MW

Incorporating wind as driving force requires further
understanding of integration & application onboard
Incorporating wind as driving force
• Wind propulsion in 1843
• S.S. Great Britain:
The s.s. Great Britain in 1843 (Painting by KeithA. Griffin)
http://www.red-duster.co.uk/GREAT3.htm
•Three-bladed propeller fitted with a clutch to allow it to freely rotate when the
ship was under sail (Upgrade after grounding)
•The length of the voyage to Australia meant that the ship had to depend a
lot on sail to conserve fuel.
•New rig proved to be unsatisfactory and there was still excessive drag of the
propeller.
•The sails were put back as auxiliary

17-18e eeuw routes naar de Oost:
Hendrik Brouwer verkende in 1613 een route die vanaf de Kaap
iets zuidwaarts aanhield om dan langs de 38e breedtegraad in
oostelijke richting tot vlak voor de kust van West-Australië te
varen. Pas daar ging men noordwaarts.
Hierdoor kon men profiteren van de westenwinden die op deze
route heersen. Daardoor werd de reistijd ingekort van één jaar
tot vijf of zes maanden.
http://www.vocsite.nl/geschiedenis/navigatie.html
http://www.bataviawerf.nl/de-voc-route-naar-azie.html
http://nl.wikipedia.org/wiki/Vereenigde_Oostindische_Compagnie
Commercial wind-shipping today:
Carbon-Neutral Chocolate Bars!
• March 24th 2012: 24 000 chocolate bars arrived in Portsmouth
• By Sailing on the 105 foot wooden brigantine Tres Hombres from Fairtransport Holland
http://blog.rococochocolates.com/category/fair-transport-2/
GruGrococo bar
RococoChocolates and
the Grenada Chocolate Company
$21/100 gram retail price
Being the most expensive bar
Crew: “It was fantastic, a real adventure.”
http://www.fairtransport.eu/
“Ships from wood and man of steel“
The required crew type:
•New look and..
•Sailing skills!
Fairtransport BV, Den
Helder - Netherlands

• Ships and shipping operations today are accurately tailored
• Incorporating wind implies disturbances on various aspects
Shipping aspect
today
Conventional
drive trains Aux wind Main wind
Availability
++
high
+
acceptable
+/-
low
Time of arrival
++
predictable, fast
+
negotiable
--
variable
Costs
++
optimized and
predictable
+/-
increase
-
uncertain
Power supply
management
++
automated
+/-
to be developed
N/A
fluctuating
Crew speed demand
++
single lever
+/-
negotiable
N/A
not always met
Routing & naviating
++
well established
+/-
negotiable
--
alternatives to be
accepted
Speed, propulsion
Manoeuvrability
General Arrangement
Capacities
Stability
Structure
Equipment
Energy
Machinery
Weights
Cost
Mission performance
Main dimensions
Shape
Wind power 2
Applying wind by 7 main steps in the design process

• Flettner rotor case
Lift and drag
model of a
flettner rotor
ship &
operational
performances
CAPEX
OPEX (incl. Availability)
n
ĮVw
FFL
DFL
FFL=f(Į,Vw,n)
Diameter,
Height
Weight
Structural support
Power demand
Į,Vw,n
Steel price/kg
Oil price/ton
Route scenarios
Euros, risks, availability, flexibility
Rotor position
Ship speed
Wind speed
Roll
Propeller propulsion
Power supply
Total mass Displacement Resistance
Fuel consumption
Little excercise
• Sail performance

Different conditions, different sails
Reaching sails are r0, r1, r3, r5 and r7. Running sails
are designated as r2, r4 and r6.
http://www.minisail.nl/user/pop.php?boot_id=NTQ4
http://hydroptere.com
60kn record
http://www.blur.se/2007/04/19/asymmetric/
Exploring scenario’s – General Cargo ship
Application case: general cargo ship
Comparison six different auxiliary wind propulsion systems:
– Cat sail rig
– Square sail
– Wing sail
– Multi-wing sail
– Flettner rotor
– Turbosail
Scope of work till now:
• Sail performances derived from literature
• Ship stability has been taken into account
ADEPT Project, Curtsey Student Jan Jaap van Tuijl
Partner contributions: TU Delft, MARIN, TNO

• Ship average sailing speed and fuel consumption
• Of the different sailing rigs in the different sailing modes
• Total sailed distance 75969 [nm]
• Power train performances & control to be further detailed
• Mass and ship stability:

• Costs of rig and per ton/mile
• Weatherroute profile from GES-Gulliver journey has been used to quantify first
impact of sails on ADEPT-Gen.cargo design case
• 1 route has been substracted from 11 000 hours of sailing over 40 routes under
real weather conditions

• Maximum sale areas have been determined on the bases of stability
under all loading conditions
• Operational conditions:
– Ballast slow
– Loaded slow
– Ballast cruise
– Loaded cruise
• Weatherconditions based on
SPOS database
• The highest reduction in term of cost and fuel consumption is achieved in the
slowest operation mode, minimize cost per ton mile.
– Fuel savings: 357 - 451 [ton]
– Cost reduction: $145,899 - $180,474
Three Flettner rotors has the largest fuel consumption reduction, 451 [ton]
• In constant speed mode the time and speed differences are negligible after
75969 nautical miles
– Fuel savings: 112-192 [ton]
– Cost reduction: $96,362- $128,880
The highest fuel and cost reduction are achieved with the square rig: 192 [ton]

Exploring scenario’s – Tanker
Slowing down speed:
– Challenging new concepts and solutions
– Extreme de-rating Wärtsilä 7RT-Flex50D
– Full scale trials
slow-steaming + de-rating (Winterturinvolved) + PEM
– Full integration of performances in the design process (3 iterations)
– Targeting the best ship for the future
• Retrofit
• 2020 new-built
• 2050 scenario
Costs
Crew
Fuel
SpeedVmi
n
Technological and
safety limitation
Optimum
Fuel + Crew
Significant
personnel
costs
Significant
fuel costs
8 June 201227 © Wärtsilä Wind als stuw ende kracht - Wärtsilä Seminar: "Wind door de keten, Rotterdam"
EU Project ULYSSES: http://www.ultraslowships.com
Partner contributions: SSPA, Chalmers University, Crain Technology, TNO, TORM Tankers
• Wind Propulsors:
– Kite
– Rigid sail
– Flettner rotor
Integrating:
– Weather routing optimization for wind assistance
– Full scale tests & quantification of flettner rotors
– Interacting with:
• Propulsion train (CPP and engine)
• sea keeping
• manoeuvring
Wind negotiating routing algorithm

Case: handymax tanker Torm Lilly
• Utilising 4 flettner rotors
Ship Power, accounting for 10% engine load contribution
First draft results
• Power reduction with kite application
First draft results

First findings
• Findings:
– Kite gives very high wind thrust already at relatively low wind speeds,
useful in beam and following winds.
– Rotors give very good wind thrust in high wind speeds and gives a
fuel reduction already from wind directions about 40 degrees.
– Suction sails is somewhat less effective than rotors.
– None of the wind propulsors show any significant influence on the
ship behaviour in general, except that rotors and suction sails
demands high rudder angles for some conditions. This is especially
noted if the propeller is stopped.

First findings
• 100% sail propulsion is questionable for commercial shipping
• Sail Auxiliary has potential
• There is significant potential contribution to power savings from sails
calculated based on realistic crossing and weather conditions.
• Off design conditions need to be further investigated in view of
propulsor interactions
In particular when:
– Sail contributions are significant
– And/or conventional propulsor contributions are small
Some other alternatives
Source: Leo de Vries
Drehwurm, WCEutin 2001Zagreb team, IWR Zagreb 1999 Tabasco from Bremen team,
IWR Zagreb 1999
www.waterbike.eu former www.waterbiking.org
Thank you

Wartsila wind seminar wind als stuwende kracht leo de vries 8jun12 mask2

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