CONSTANTA MARITIME UNIVERSITY SHIP THEORY AND CONSTRUCTION PART 3- SPECIAL PROBLEMS NEW ENERGETIC ASPECTS IN SHIP DESIGN Draft Edition Naval Architect and Marine Engineer IORDAN NOVAC Ph.D. CONSTANTA 2014Chapter 1, Introduction Inreceat years, sustainability in a climate and an envzonmenal perspective hs become an issue of highest priory. This is an agenda that cannot and should not be ignored. The financial eis has revealed a vulnerable global society. Fortunately, the Intest developments hve shown signs of recovery thanks to deliberate and well-coordiated global political actions ‘which have crete new confidence emong companies and consumers. This poiica commitment can be seta a5 recognition that global production and trade erate wealth forall of us — with shipping and associated martin industries ste primary ensbers. In order to keep focus onthe ‘important agents of sustainable anf green shipping ~ even in difcuk tines ~ we must tum towards inovaton and efficient regulation, Within a foressnbe fture, shipping will ill be dependent on sil fs (1). ‘Wemust work tad o develop energy efficient and environmentally endl technologies xcompasing shipboard energy production and propuion ofthe ship as well ship operation, ‘What we ssn on propulsion sn operation wil be valid in nono tre Amber important aspect is the work done by the International Maritime Organization (@MO), which sth key player in sting regulations applicable for ll ships iespetive of fa, ‘The regultions to beset fo sa, secure and environmentally sustainable shipping must be goa tasod insead of prescribing specific solutions. Such regulations reste ample room for ‘nnovatior of new efficient technologies and operation standards Polution fom maritime industry sems to be stil; curealy i is approximated to be 23%, especilly considering greenhouse sas (GHG) emission, Today considering volume of ships Jn the werd ocean, pollution fom shipping can te considered to be exponentially rising CCuliminatian of oversight regarding emission hs ead to point form pollution tht has contributed 1 the impact of ozone layer depletion incesant flooding, global warming and more unknown calamity whose source shart be determine seem te increasing if auton snot exes in ‘he cue: ways of doing things. Shipping is not let behind inthis, in fc, maritine work Seem 1» be the most to get hit by next big environmental revolt Plluons is about acidemt and cider about pollution, caus, theater the cause ofthe former In ast few decades, the maritime industries have continaoualy endeavored 10 optimize ship's fe consumption, eg, though te development of more efficient engines and propulsionsystems, optimized hull designs and larger ships, and thereby achieved poteworthy redetion in {uel consimption and renting CO» (Green Howse Gas GHG) emissions on a capacity bass (Connemik)[2]-In resent years, soil interest on globel warming issues has grown neessingly in recent years, and topies related to energy conservation and reduction in COs emissions is commipreset (3) International efforts to reduce the impact of climate change stared primarily in Rio in 1992 where the famework for sustainable development was egreol by more than 150 sovermens: This was followed by adoption of the Kyoto Praca in 1997 which bound the Annex | tions to luce GHG emissions to an average of §.2% below 1990 levels, by 2012 Although ships are the most fel efiien! mode of mass trnspo, tbe Second Interstional Maritime Organization GHG Study 2009 idetifed a significant potential for turer Iimpeoversats in enrayefiieney mainly bythe use of aendy existing technologies Due tits inceratioesl suture, marine tanspertation could not be diealy handled though the Kyoto Protocol by Anse I counties, Instead, they are tase to work through IMO. Polite and public presures hive therefore been mounting on IMO, being a responsible organization for intematiora shipping under climate change conventions, 10 ac, sce IMO publications in the references ln 2010, MO invoduced “Tectia! measures, “Operational measures" and “Eeonomic instrumons as instruments for reducing CO> emissions. The teetnical and operational measures ‘mentioned here are dret measures for improving the energy eiciency of a ship. Te former are implemented by improving the ship’ hardware equipment, while the ater are implemented by improversts or innovations inthe operation of te ship a contrast, economic instrument re they may be considered as instruments that fe ‘economic incentives 10 promote implementation ofthe technical measures or the operational ot meant 1 reduce CO? enisson ditet ‘Technical mensures i to enhance the eneray efficiency by hardware (equipment) improvennts ofthe ship. IMO bas introduced the Energy Efficiency Design Index (EE lndex fr evaluting the technics! measures (4. EEDI relates efforts by IMO to lim global warming trough pollution of the envionment by marine engines, slowing speci figure for an individual ship desien o be caeulted by means of fel complex formu. tis expressed in ‘rams of 00> per shi's capacity mile, and a smaller EEDI value indicates a more eneay- ecient ship design. The fr more complex EDI formule elf may be roughly simplified as:[BEDI = C9; Emission Transport Work; broadly then, EEDI may be thought of ship's carbon Aioxde ouput divided by its eargo-carrying capacity. Thas EEDI in gCO> pe tonne mile isan index exrosing the eneray efficiency of new ships. EEDI regultory reduction rats will Intl be applied to dry cargo carr, gas tnker, tankers, container ships, general erg ships and refigeated cargo ships above 400 gross tonages. These ships willbe required to have an Intemational Eneray Eiiency Certificate (IEEC). The regulations exclude cersin yes of ships suchas ofsbore, sing and service vessels an hip sizes blow certain espactes wil ls be exempted Esch ship will need to have venfication ofthe ‘atsned” EDI value at both the design stage (preetication) and the build stage prior to delivery (Final verification). This proces asures ht the EEDI value fr the ships less han the value require by the seine (reference line) fr tat ship type and size. Until the EEDI bucomes mandatory, Llyd's Reger developed 4 scheme which can rovde voluntary verifiation for new ships, for owners who wish o take 2 strategie yoston in early FEDI alopton: and on tetlf ofthe various Nag-sates when it becomes randitory In the BEDI verification proces, it willbe nacesary 10 work closely with ‘owners an yards to delve assurance and provide echaicaladvices where required or necessary. Ie wil ao ensure comprehensive and consistent certification i cari out fr inividual ships apd sister ships and provide support your individual regiments n this way the implementation ‘FED! wll come sn esier proces for owners and ship yrds herby lighten thirds, ‘The main question raised by industry relates to potential for FEDI reduction and how industry i going to comply with EEDI regulations, specially the reduction rates, Techniques for reduction of EEDI is therefore need to be evlusted. From the EEDI equation, it appear that ‘he main categories of FED! reduction technologies and opportunites include the flloing: |. Poly issues on shipping logistic: [B. Mecifed hl form (eduction in propulsion resistance) . Medifed propeller cahanced populsin efficieny) D, Energy-saving appendages on hull , Incase in deadweight capacity by increasing the al sz; F. Us of enemy fiom exhaust heat recovery: G. Use of renewable energy (wind power o oar power, ee)Lye Reise, in addition to the development of EEDI verifzation scheme, has embarked on alge research programme working both collaboratively wih owners and yards ‘hrough Joint Industry Projects (IP), and research progranmes on EEDI rucin technologies and opportunites funded by Lloyd's Register (LR), UK Research Councils (UKRC) and EU Commission under the Siath and Seventh Research Programmes (EU). 11. Alternative sources of energy in shipping In shipping, the International Maritime Organization is working on various fronts to reduce the emissions of polluting gases (sulphur oxides, nitrogen oxides al patculte matter) and of greenhouse gases (meialy CO:) into the atmosphere. The fir ie of ston is smod at stablishig @ mandatory maximum index of CO; emissions for new builds. The second lie of action foeases on alread-bult ves and attempts to achieve a reduction ia emissions. This plan needs to be approved and involves finding technically and economically feasible soltions. Inthe thrd line of action, an Emissions Tradig Scheme (ETS) sims to raluce or offiet ‘To. grea extent, these emission control measures will affect how vesels™ auxiliary systems ae curently powered, the way maritime fuels are improved and, above all, ow Shor ‘Sea Shippng (S85) s used, given tht there area present alterative means of teaspor, sch roads and lays [nem of egislation, Amex Vi ofthe MARPOL Convention eters into force, imposing lms on te vessels’ emisskons of nitrogen oxides (NO, and sulphur exes (0). I hans the se of cern substances that deplete the ozone layer. Its revision had entered ito force on 1 January 2012 and establishes a maxima content of sulphur for onboard els of 3.5%, instead of ‘he 4.5%. Hom I Janunry 2020, this wil bo reduced 1 0.8%. ‘The European Union (EU), in the satgy described in the COM (2002) $95 fn (5) marks turing pie inthe protetion policy aginst atmospheric pollution form vessels. 42% of| the EU's domestic shipping and 90% of fe with non-European countess tasported by sca, The energy consumption and CO: emissions per ton and mile travelled by ship ie approximately 25% of fuel consumption by coud. Therefore, the EU has estblished as a fundamental suategic objective the reduction of poling and grenbouse gas emissions by transfering the uansport of goods by roa 10 SSS and motorways of the sea. Despite thesemeasures, estimated that, by 2020, vessel emissions of sulphur oxes(S0.)nitogen oxides (N0,) and parulate mater (PMD-S) in EU waters will increase by 40%, 50% and $5%, respective, compared with 2000 levels. OF prives are flututng. Sulphur wil gradually be ciminsed from fuels, forcing shipbuildas 10 use high-quality diesel uel (over 50% more expensive than heavy fie ol, Moreover there bas en firm backing for penies agains vessels tht emit COs above set values The maritime sector fice the obligation and challenge to sek aeratives 1 oil based fuels and beip prevent cavironmestal pollution. A the same tine companies have to generate reasonable profits when operating ves. ‘Several ateratives ate proposed to rue oro replee fos fuels onboard sip sails kite etsy in ports iodise > wind turbines > phaovoltsc panels > hydrogen fie els They can be wed on tse own or in comluncion with what ae called hybrid system for power gention onboard a ship. These are grn energy generation systems hat use renewable or clean exergies. 1, Sas and Kites ‘The sole function of sails and kites willbe to sist the propulion ofthe veel Both systems, tough the use of wind power, will provide savings inthe fuel consumed bythe ship's sin engin. 1 1995, the Danish Department of Environment and Energy subsilizd a study by the ‘comuitangy finn, Knud E. Hansen A/S, 10 Jock ino sail propulsion for merchant vessels, As a res, the company between 1995 and 1999 developed a model tsnker of 200 m length and 50,00 dwt designed 1 transport ol products, with silsssised propulsion inthe frm of wing sls awe 1), The feasibility studies or his projet reached thee conchsions > ‘The vessel had an estimated coat increase of 10%,> Poa savings varied between 20% and 27% fr certain routes, depending on the average speed ofthe vessel > The ideal market segment for using sails om commercial vessels long-distance bale ‘easporation, Fuel consumption is greatly reduced by lowering the vessels sped. If, at ‘he same tne, the revenues per eight are maintained when te transported load volume is nereased, money is saved, Another fctor i if these ype of loads run north-south, pall to the major wind systems ofthe planet Figure | Modern wind ship Sls ro not technically feasible in ontanerships due tothe panics arrangement ofthe ‘arg, whi kes up de whole open deck. Tis unfavrable oad arangement is als preset in rult-prpose and general cargo vessels. Sls made of plotovolaic solar panels may take his temative more atracive inthe future. Flees energy could be produced aboard while the ‘ese sen auxiliary form of propulsion Kies are a revoltonary sytem in the area of commercial vessel propulsion and have become more widespread recently, Their efficiency is based on the high aie at which they ‘operate, where wind speds are much greater than onthe sa surfic. This produces greater thrust forces usirg the same sai are assocated with watonl sis, The area ofthe Kites used 1 tow ‘arg vesss varies between approximately 189 and 600 mf. They are attached to the vessel by means ofa cable wo the so-aled towing pein tomally situated forward ofthe forces, ad hence to he winch, which will release or pull te cable depenting onthe thrust requied. Acomputer on the bridge prozeses all the information received by the system's sensors and conto te sya accordingly: ‘The advantages of kts over conventional sis are: > The system can readily generate propulsion power per square meter of sil five times rater than that generate by conventional al. > Thay ean be installed easily and at low cost in sy typeof vessel in servic, > The cost of acquisition, assembly and maintenance is notably Jower than that of conventional > The effect on the heel of the ship caused by the force applied to the sil surfice is rinimized with ies, a this force is transmitted to the vessel towing pin >» They do not inert with loading and unkading ofthe ship in port or when going under Iilges. Kites are always collate snd stowed three mils from shore > When kites and their supporting spsems are stowed they take up litle room and the dons weight othe ship is ot significant, > Thar handling doesnot requir ational specialized crew [A project lke thie was ready in 2008 onboard of Beluga SkySils ship (igure 2). This ‘novation rsduces the fuel consume whit 15% reducing the dangerous gases emissions Figure 2 Beluga SkySails ship ~ wind energy application Stating in erly 2008, SkySilstook the last major te in developing the technology ino 4 produetna-redy product with the fs-time use ofthe sytem aboard the cargo ships “Beluga ‘SkySails” (Beluga Shipping: fs instalation ona newly bil ves) and “Micha A.” (VeselsReeder first retrofit system) flowed by 2 long-term pot esting pus of one and a half years turing reglar (commercial shipping operations. (Oval, the cess of this pt testing phate exceeded expectations in regards to the ‘macve foe produce by Sky-Salls propulsion. The fel consumption abosed the “Mihvel A.” was at tines able to be reduced by wp 10 579% with the help of StySals propulsion. For ‘ompariscn; The “Michael A.” needs approximately 11 tone of thrust for fll cruising speed ‘Akematvly, the ship's speed can be increased by approximately 1.6 knots thanks 10 the dona power hat the Sky ‘SkySalls propulsion hasbeen integrated ideally imo the ships operations required no major floor expense tobe installed onto the vessels. Ad, i has been proven that ships remain fully maneaverable while employing the SkySails- System. What's more, tals have confirmed shat present crew strengths are filly adoqute for operating the sytem aad tit the operational soncept works as intended, Currey, SkySails is equipping a series of the Rhine class ships System provides. being bul for Wessels atthe Komarno shipyard in Slovakia with ts wind propulsion system. ‘The MV “Theseus” has bacome the Fst ship in this series 19 be equipped withthe lntest- generation SkySails-System, into whose development were channeled the many important Jesson ered during pilot testing. ‘The "Theseus" isthe same typeof ship as the "Michael A” and is 90 meters long has a capacity of some 3,700 dt anda MaK mua engine tat produces 1,500 kW of power A160 m? ‘SkySail eopulsion system works to relieve the main engine ofthe “Theseus” the same way it oes om cad the “Michael A* 1.12. Electricity in port ‘This is to power the vessel's au lary services (lighting, beating i conditioning and ot ater) while te ship is docked. In ts programme Clean Air for Europe (CAFE) towards @ strategy in favor of ir quality, the Buepein Commission confine tht ship engine emissions While a port were insuficenty reyulated. These tis in withthe IMO. The Commission therefore sublshed a recommendation ‘to promote the use of electricity by ships docked in Comunity ports [6) in May 2006. 1 Inthe US.A. this method for reducing emissions into the ai while ships ae docked is Lnowa as Allenative Maritime Power (AMP) or colt ironing. It will be implemented in sixCCaliorian pons fom 2010 In June 2004, the Pot of Los Angee, together wih he shipping company Chins Shipping Container Line, announced the opening of he fist container tenn in the werd using this type of operation, Neighboring Los Angeles ani Long Beach ports ecied to setup a join strategy to reduce emissions, resulting inthe San Peo Bay ors Clean ‘Air Action Pn (CAAP), This plan establishes that, within five to ten years, all ruse and container sip terminals wil be equipped with this system ‘The typed configuration ofa shoe-sie eletristy comnetion nes > A connection to the national grid caring elctrkity Som 20 40 100 kV fom a lval substation where i converted o between 6 and 20 kV > Cables to allow electricity distribution betwosn 6 and 20 KV ffom the substation to the ost terminal ‘Where necesuy, lactic fequeney conversion from $01 60 Hr; ‘Acable oc a winch anda system to load and unlond cables rom the ship; ‘Aconnection onboard the ship fo comet the cable; Anonboard voltage ransormer otansform high-tension clstrcty to 400 Vs Electricity thts distributed to the ship, with auxiliary engines tured of Advantags: > Cabon dioxide (CO:) and Nitrous Oxide (NO) are reduced by more than 50% and CCabon monoxide (CO) by more than 9%; > Thai widespread use could be very significant, with potential emission reduction for vessels of wp to 70%: > Thevibration and noise gencrted by auxiliary engines is limited Dissdvanages: > ecannot be used in vessel es; > nshps that use onboard enegy for loading nd unloading operations, such aso tankers, insaling this system canbe difficult, requiting majo and cosy conversion work > The implementation ofthis system in ports has to be the fist sept persuade shipbuilders to slap tei ships. Private investment i subject o pio public investment1.13. Biodiesel, wind turbines, photovoltale solar panels and hydrogen fuet cell The main faneton of this roup of alternative sources willbe to generate electrical poster for anlar stems, lliough tey will abo be ele provise propulsion, BBodisel is fel derived rom biomass (biofuels) for diesel engines, Taking into account ‘hat almos all propulsion and power generation systems for merchant ships now consis of diese ‘engines its clear hat biofels can play e major role inthis sector. Vegetable oils, in partiular rapeseed ci work bes, hough these fils can alo be obtained fom: > Discarded cooking oi: this is one ofthe akeratves with bat prospect sine it the cuapest aw material and, when used, the cot of treating i as waste i voided; > Avimal tus, > Otter sources, notably single-cell algae, Those accumulate in water reservois and residual waters and ned litte more than carbon dioxide and light to grow. While one hnstareof soya yields around 560 ltrs oF biodiesel, one hate of alge could ye, in ‘henry, more han 45,000 lites of bindieso per yest Furthemmore, sya is harvested once 2 year whilst algae canbe gathered daly, making ats cultivation in very’ diverse places posible. As for is commecialization, biodiesel can be pure or mixed with diesel oil. The lter B Grom biodiesel) followed by a number that indicates the proportion of the mintre is use to identify ite, B1O0=Biodiesl ina pure state Advantages: > The is significant redaction inthe pollutants mite thea: > Wt oderades in watery solutions, degrading between 85% and 88% in a 28-day periods > canbe used in any conventional diesel engine and canbe stored inthe same tanks a8 isl without any adtional modifications 0 investent > Thsenery balances postive, wih rato oft (input S(oupa, Disndvaniages: > tetas high production costs, about twice that for diese oi > ‘The maket price is higher than that of conventional diesel fr ships. Alo, asa result of is enery contents, 1,163 ters of biodiesel are need to substitute 1,00 bers of iseoil ant therefre, the use of MGO and DGO in vessel is more than 30% cheaper tan Dict. > as harmful eect on the envconment:destracton of foes and jungles for his type of| rep and increased enissions of nitrogen oides(NO:). 2 The fueling infasructre fr ships at port stil inthe early stages of development > The curen!prodeton of biodiesel is aroun 10% ofthe global marke of diesel > Problem of spce: producing one toe of ieieselrequies thre hectares of cropland ‘In wind triacs energy fom the wind cts onthe bles, making » generator spin, This in ‘urn conver rotational mechanical energy nt electrical energy [7]. Thr characteristics ae: > Thay use the winds clean and renewable eneray: > They have tobe installed onthe vessel's open deck: > ts nergy production is ot coatinuous owing to the random existence of slequste wind ‘ontitions, ‘Tir most significant application in vessels sa prt ofa hybrid eneray sytem, working in combination with hydrogen fuel cells. In these systems, the elstrcty produced by wind Turbines wil be used o generate hydrogen through the eletolysis of water and this sed to mre the ces ‘The most developed wind wines ate those of the Horizontal Axis Wind Twines (HAW) ype, an excellent method of generating electrical energy on land (igure 2). Their pplication on merchant ships is very aroctive considering thatthe wit fe fe grester at sea than on land and, hence, a better peefommance is yielded, The teccal feasibly of onboard installation will be amlyzed based on their main dimensions: blade dimer, the axis rotation Insight, tose diameter nd weighsFigure 1.3 Vese with horzotal-ais wind turbines In nerchant vessels, the most equent power rnge for auxiliary engines varies between 300 and 900 KW: To provide this ype of ower, horizontal-axis wind thine (HAWT) would need to hve blades with dimeters varying between 30 and SO meters respectively ana weight of upto 80 tons These dimensions would havea detrimental inact onthe ship's stability, For this reasor, iti advisable to install various AWTS with les power, whereby thst combined power wok equal tht of wind turbines oF bauer dimensions. Tus, their blade dimension ae reduced, the added weight is evenly distributed and the negative impact on vessel sbi is compensate, Vestal Ais Wind Turbines (VAWT)pevforns bate than HAWTs with ir ubulene, changes in wind dzetion and high-speed winds. Owing to thur wale they alo have less lmpact on the ships stability, and this in tum makes their maintenance easier, However, they produce St ess energy than HAWTS, This means th, to produce sini power, VAWTS ae significant larger than HAW and ths ft makes them inferior to the later. The best known ‘example of VAWT use ina merchant vessel is that of the Hydrogen Challenger (Fire 4), 3 65 neler long coastal tanker that produces exygen and hydrosen,Figure 14 Hydrogen Challenger Despite de ft that HAWTS are best suited to merchant vesels, ther istalltion is wat always posible. They cannot be installed on vessel, such a continerships or mutpurpose ‘hips, a which loads are stowed on open decks, Nor wou! their insalltion be posible on passenger ships, chemical tankers and gn carries. They coud, however, be installed on bulk ‘aries, Ro-Ro's and oibianker. Inthe thie ase, they could be syrmetricallyinsaled on port snd stars, over the transverse! bulkheads tat sper the tanks, Photovoiaic systems are renewable energy soures wih various applications and their implemenstions ia energy production and sving are verified, Intaling those systems onto ‘merchant msrne vessels (igure 5) ould prove to bean efisient way of minimizing ful costs a simuttineously protecting the environment by reducing significant carbon dioxide emissions. Figure L$ Istalltion of solar panels on the deck of bulk carerFeasibility of installing solar panels ono vessels considering the payback prio Som ‘he adopted investment with respect to fuel ol savings. Thus, the two important parameters incorpoatd fra good parametric analysis are the solar anton density andthe fie cost In order to caleulate the energy production ofthe sla intl systems, the globe divided in six diferent zones (Figure 6), according to solar radiation density [8]. Each zone Ins a range of 30" in tude (9). The zones were divided amongst the liude asad of the longitude since the ‘variation ofthe solar radiation density depends onthe late, Hence the thee developed zones ae the folowing: > zone (0-29 noth: > none 2 (30-59 north > zone 3160-89* prt). Similarly forthe south hemisphere there i > zone (1-29° south) > none 2 (30-S9° south; > rome 3 60-90° south Figue 1.6 Different zones scoring to dlleent tides For one square mater ofthe considered solar panels the pen output power is taken gu to 130W (10) The payback period ofthe investment depends greatly on the fuel pices. For restonible fel price annual increase at about 10-15% te estimate payback period varies from 16 to 27 years. The more the fue il increases, he methodology reveals that the payboek period ‘comerzes © minimum of 10 years. When using any storage media sich as yg, the‘methodol shows that he payback period increases and this depends on the proponton ofthe nergy stored and fom the storage modia isle (One good example of inplemeting solr panels onboard is PlanetSolr(Sgure 7), the biggest soar ship in the wold [11]. The $37 n?of photovoisie panel power 6 bloeks ofthis jon batten, a techoology that offers maxinal power and energy density, ths enabling A navigation time that is unmatched to date, Indeed, cach new sunrise provides the cata ‘vith he ight needed o contin its jue: Figure 1.7 Deck view of PlnetSolr Bestsed Tiranor PlanetSola, which means power of the sun in IRR Tolkien mytholog, thi clean and quit vessel hs been Inunched in March 2010 in Kiel, German, in he shipyards of Knivim Yachtbauar 14 months of construton. In table | there are presented some chanctristics ofthe ship ‘Table 1.1 PlnetSolar main characterises [onesie *d angi wih aps Sm Tiegh 6Tom Weight 9 Dat 1m Surkice ae oF oir modules S37 wi PV panel efciecy: TRE Installed PY power SEW (1270 HP) | Paissnce mater maximal: T2O EW Aiea eine CsUMIPOR 20 EW BS Autonomy: neverending slr aviation HP) ae Crews pes ‘Number of people tat can goon oan: 4 m asAnther good example is Nichioh Maru (igure 1.8), a massive roll-ontolLoff coastal ‘anspor ship replaces the usual diesel-powered elecrcty generators found on most sips with 281 phtom olr panels mounted above deck Figue 1.8 Nickioh Mara ‘Cable of meeting the majority ofthe ship's electrical power requirements, the solar Panels masvely reduce the amount of ese uel burned to generat electricity on each rip. The ship is lo fited wih energy-saving LED lighting throughout its hol and tving quarters, while ‘he hl spied withthe latest in low-friction pint, allowing ito slip trough the water more cenily. And while itis powered by a huge diesel engine, osu i bars as litle iets posible, reducers, Nisan, says #8 new ship wil lower is fel bill by 1400 tons of diss per yes, ad wer earbon emissions by 4,200 tons (12. iylrogen fel cells ae electrochemical devices that can convert the chemical energy contained in hydrogen inc elecical energy, yielding water a the only by-product, They are similar to batteries, except tat they are designed to produce eletrity continously, provided ‘hat hydrogen and oxyuen are supplied from an extemal source. Batteries, onthe oer Hand, hve 2 limited expat [13]. Hydogen is the most abundant elemeat on Earth It makes up more than 80% ofall mater in the universe and can be found iminly as pat of water, biomass and hydrocarbons. Is therefore necessary te produce it nough another source of ener an “energy vector", Lean eneray carrie. Almost 95% of hydrogen is produced from hydrocarbons (crimarityraturl gas) trough awe: step proces called steam reforming: CH+H.0-C0+5H CO+H:0-sCO-+# engine is controled electoniclly to‘Asa result, CO- is eeasd into the atmosphere andthe proces urs out tobe poling Since the infrastructure noaded in ports fr ships to refiel hydrogen is ant even inthe design has, ships carrying hydrogen ful cells wll needa short and medium frm mena of podveing and storisg hydrogen onboard. An interesting application on ships is by means of water slecrolysis process in which electric curent passing though water produces dkasociaton ofits molcules into hydrogen and oxygen. This isa clean hydrogen generation system, The clectriciy required can be provided using renewable energy, sich 8 wind o solr power (power generation hybrid systems), Advantages: > High yes result fom the process of obtaining elecicity (two to tre times that of interal combustion engine): > Hydrogen stocks ae limitless. This ot the ease with ai energy systems based on this ‘ype of produet are prcsrious > When operating the hydrogen fel cel, water & the only waste, This ea 2x0 emission, clean enerays > Low levels of nose are produced, Iss than a quarter of those produced by diesel generators > Is easy to use and mattis, working a low temperstures and having very few moving ats; > Is versatile in that it canbe part of hybrid ystems in combination with other renewable cenepies, suchas wind, solr oF photovokas, Disadvantages > Atpresnt, te estimeted investment cost to produce & hydrogen fuel cell system i about 600 Euros per kW. > The technology bas not unlergone sulfcient testing: thre will be certain risks for In recent years, polymer membrane hydrogen fel eels (PEMEC) have been ted to power submarines, with satisfactory resuks. Specifically, this type of ell was assembled in the submarines 212-A (figure 9) but for the navies of Germany’ and Italy and the 214 (30 BZM 120 modus) for Groce and South Kore,Figure 1.9.212~A type submarine ‘Additonal heveits of this typeof fel cel, making it very atrasive for insta commercial vessels, are dati is ualimited power, quick tars and sops; a completely modular Assign of the propulsion system; high perfomance, especially with pari loads; etsy sutomaton, and an excellent dynamic response, withthe ability to withstand overloads during short peidsof tie. They ae also smal, tha large nunber of modules can be stalled in ‘he spacious engine rooms of merchant ships. 1.2.Concepts of grea ships ‘The Aquarius MRE System will use aray of rigid sil and solar panes to form a hip ‘sed renewable every system, On lage ships up to wen rig sis ould be installed whereas ‘on smaller vessel just one or two sails would be needed (igure 10). The Aquarius MRE System 1s not intended to be ship's primary source of propulsion (14. Instead the sysem is being designed to work alongside other technologies inorder to reduce fel consumption snd harm 2s emissins fra variety of ships such as bulk eases ol tankers nd cago ships. Depending con the number, sz, shape and configuration ofthe rig sail iti ested thatthe system wil seduce a vsel rma fel eonsumption hyp to 20%Figure 1.10 Rigi solar sls Large commer ships seh tout carers and ol tankers operate with a small erem, Uherefire 1 renewable energy Solution for these rypes of vessels neads 9 be automated. To achive this, an advanced computer contol system is being develope so tht the rigid sails will automaticly be positioned to het suit the prevailing wether conditions. The rigid sails can be rotate to est use the available wind ori ther sno win, then the solar paleo ells wil be ble to collet solr energy during the day, The solar panels cou be mounted on thesis or sitemativy they coul be mounted elsewhere onthe ship. The computer control system wil aso include a umber of safety features to prevent the sails or ship being damaged. Each rigid sil willbe pisically raised, lowered snd maneuvere by a positional sytem which will interface ‘withthe eumputr control system. The rigid sails wl be ble to move a an aay or indvitually cltherauteratialy as directed by the computer contol system, or via mani consmas entered by the ere via the control console, Most importantly the positional system willbe abl store the rig silsin a protective housing so thar they are not damaged during storms or dono nterfire ‘with cargo loadngunleading operations fr example. Another important feature of the Aquarias MRE Systemis that it incorporates an advanced energy torage sytem basd on Lithiua lon technology. The batteries will hen belp power the sips electrical equipment o ulized as & power source when the ship isin harbor or at anchor. Further important fates ofthe battery modules aretha they are 99% recyclable, ightweight and equre no ongoing maintenance. (On large butk ore carrie the total installed solar power could be $00 kWp or mare However 15 the cost of solar panels decrease and ther efficiency increstes, it may become ‘easbe to expand the capacity ofthe installed solar power towards 1 MWp,Amer concept is Solar Fery Mevaka co Marine Power (EMP) is leading project to develop a 20-enlly solar ves! specifically designed to operates commater fey in urban sews. The vesel design is known as ‘Medska (Figure 11) and willbe one ofthe fst of anew clas of geen passenger ferries which will incorporates range of technologies o minimize fuel consumption and emissions of noxious gases Figure {11 Solar fory Medaka The Medaka isan eco-solar ferry meaning tht at only uses solr power a a vource of renewable energy but it will ls incorporate a range of other features so that i fr more cavionmasaly iendly than existing vaditiona fer designs, In addition the Meas will use a ‘mpi hybrid electric marine propulsion system that willbe easy to msintsin and make the overl vese a cost fective allermative to vessels powered by diese engines slone. The solar ‘modules mounted onthe roof ofthe Medaka will we «natin solar panel concept developed by "Eco Marne Power which wil allow them tobe asd or lowered. In norm operation the panes tre ata slit angle and the overll vessel i low enough withthe panels in this positon to pass under lw bridges. It can also be configure to use a variety of power sources ination tothe solar pan such ss an NG orbofel generator. It wl also be possible to recharge the oxboerd ateres when alonide pet or wharf Soke Stor, an Australian company’ specializing in renewable energy ecologist will installs solar and wind power systems on a massive dry cargo ship tat coud be used tal ironore from Australis to China,Figure 1.12 Solr Sar Solar and wind dry cargo ‘The equipment is likely to besinilar- bt on a more massive scale - tothe zero-mission systems th company has istlled on four dusl-fel passenger ferries operated bythe Hong Koa Jockey Clb. ‘Solar Albatross (figure 1.13) is 24 meter 100 passenger carrying catamaran fry with ts tow-abe SolerSail (18) reg: Figure 1.13 Sola Atbatoss ‘The boat servse is between the Hong Kong Jockey Clubs Kai ai Chats Golf CW, ferrying elf club patrons to and from thei hee island based 18 hole courses off Hong Kong Island. The sails are enginesed and approved by DNV for 44 knots of apparent wind with a 100% safety factor. The sails canbe ethered or lowered into headwind In erly tials when ‘sling in 15 knot rue wind 45 depres off he bow giv a 1.8 knot crease in boat sped ‘fom 14.20 16 knots with no increas in engine pm. SolwSail envisages several huge sls of 850 square meters each fit 1 cae, The sails, whica woud cost about 7 milion, could be folded away during loading and unloading.Fully, «concept that gather all the renewable sources avaible on se is ES Orelle (igure 14 produced by Wallenias Wilhelmsen. sles 1 Na Figue 114 FS Orcelle The BIS Orel wll have an optimum cargo capacity of 5,000 of cargo deck stowage area roughly equivalent to 14 football elds, This sup to 50% moe space tha toys modern ‘carat, which are capable of transporting 6,500 vehicles, ‘The min design considerations iclode: > Using he sun, wind and waves to employ mulile energy generator that nce uel ells; > Optimizing argo capacity and lowering energy consunption per tansported ui >> Taking into consideration other environmental challenges, sich as completely eliminating the ‘roblems related to ballast water, thanks tothe new hull design, pp > Sob energy Wind enesy Wave energy Figure 1.15 Design ofthe energy conversion systems1.3 Primary energy sources include sola, wind and wave energy. Soar eoerny will be utilized tough photovoaic panels Incated in the vess's sis ‘When ot in use for wind propulsion thesis maybe tilted, id down or in other ways dzeted for maximum solar energy collection, The solar energy wil then be tasformed ito elesrcty for immediate use oF fr storage Wid energy will manly be utilized for propulsion deectly through three sails constructed of lightweight composite mer: uniquely new tit othe age-old at of lng Capable of folding upward and outward the rigs con rotate about the mead to fx the best positon to extract wind energy through tbe creation of diag force oF it free, or & combination ofthe 1, Weve enery may be transformed into various types of energy by combining the relative movement ofthe waves, the fis and the vessel, The BS Orcelle will have a ttl of 12 ins in sl, enabliag the vessel to tars and tanaform wave energy into hydrogen, letriity of mechanical energy The fins ar also propulsion units that are drvea by wave eneay or bythe ecrcity or mechanical energy aailable onboard, 1.4, Conclusions The idea of gradually substituting conventional fils, used in propuision and power generation for merchant vessels, with alternative fics that we clean or renewable ergs, is ‘becoming ¢ realty diven by two fundamental tors. Fist, thee has been an increase in international policy simed at eliminating the use of polluting fuels in ships. Secondly, the price of| ‘hese fuels has aso risen, because of dwindling oil reserves. In search of a “green ship to _avigat the seas, the conclusions obtained for ech sitemative presented are Alternatives to asst propubion: > Kites are the most suitable system inthe short erm because oftheir ease of instalation, Smpisty of use, high performance allow costs > Saistavea more concrete range of application; thy could be very efiient in tankers sad bik eases. Thr poteuial sucess inthe lng term ein sis made of photovoltaic solar mate;> Akemative of geneaton of eletcty in port: The we of elect in port could be inspira by examples inthe USA, although itis not expected to be widespread in the short to medium tom. Alternatvsto generate enerny onboard: 2 Bindisl is not expected to be competitive in the shot term bacause of high rive and ‘he fact tat i is dffoult 1 aceleate produetion. The ws of bine! in combination it sor kites to provide propulsion would greatly reduce polluting emisions and the renuing cost increase could be compensate by the savings offered by sis ad ites, > HAWT oer the most profitable alerntive. The dependency on optimum wind conftons means that they cannot be relied on o generat all the power needed onboard. ‘Therefore, their short tem installation on vessels will be in combination with diesel eterators and, in the long term, combined with hydrogen fuel cells, making them prt of| hybrid systems > Photovoliaic solar panels present conclusion similar to those for wind turbines, except that they are not so profitable and that tee urent technical development is not very vanced therefore hey yield lower performance > Hyekogen fie cllsrpreseat the system with hes future prospects within renewable energies, as hydrogen isthe most stunt ckment in nature and cause they the energy produced by other renewable sources. Their not sigifeat application on Ship, while there is no adequate infrastructure to distibate hydrogen in prs, wll be as pat of hybrid systems, in combizstion with Wind turbines or photovoltaic pane 1 gona th use of renewable energies to generte power onboard is more profitable ia the long term than the use of diesel generators using conventional fils. Therefore, in those ships where i istechicly feasible, they are an excellent economic and environmental et nthe lng[REFERENCES (1) pow greenship org [2] Intermtiooal Maritime Onguizstin, Marine Environment Protection Comune “Report on ‘he outcome of the IMO Study on Greenhouse Gas Fiissions from Ships”, MEPC 45/% Intemational Marie Orsanization, London 2000, [3] IMO Techical Measures in Reducing Greenbouse Gas Emissions fom Ships: A Lloyd's Reiser Paspeatve (4) Iterations Maritime Organization, Marine Environment Protection Commitee, Inerim Guidelines on the voluntary verfestion of the Energy Elfciney Design Index for new ships MEPC.1/Cire 682, 2009, [5] Communicstion fom the Commission COM (2002) 595 final The Clan Air for Europe (CAFE) Pogramme: Towards a Thematic Sratexy for Air Quality [6] Commission Recommendation of 8 May 2006 on the promotion of shor-sideeletricty for ‘se by ship at berth in Community ports (Text with EEA relevance) (2006/3399BC) 04 L125 [7] Davia 8 pera etor, Wind urine technology: Number 0-791 1205-7. ASME, 198, Is] Stuckiowse, P., WhitockC., 2008. Surface Meteoroogy and Solr Energy: A Renewable Eneray Resource WebSite (Yelease.0) sponsored ty NASA's Eath Science Enterprise Program, Available om Muplosweh ar sa gis (9) GlykasA., Papaioannou, G.,Perisakis, S, Application and cost-tenefit analysis of sole hybrid pover installation on merchant marine vessel, Ocean Engnesrng 37,2010, . $92 -602 (10) Kagan, K. 2001, Photovotae Technology. Symmetria Publications, ISBN: 978-960-266- 1833, pp.$2-129, [01] itp planetsolrcrpte-boat (12) tp msrnensight com newsnichio-ma-the-new-grea-car-carir- fons! (13) Ewoyean Commission. EUR 20719 EN. Hydrogen Energy and Fuel Cells. A vision of our ‘inure. Lusembourg: Office for Official Publications ofthe European Communities. 2003 — 36 pp ISBN 82. 894-5589-6, (pe europa euesearehlenegy/pdhle vision report ene)[14 pw ecomarinepowercomien/marine-renewabl-cnegy- fake [15] hpwww sat worldcomieuising/index efutaid“S80548ri811Chapter. Vessels oscllatons on calm sea 21. Overview ‘Ves’ oscillation i the periodic wave movement excited by the hl considered as 8 ‘iad body? when Noting on calm or rough sa, Tull dynamic studi there ae the ling types of oxillations + transverse oscillations ~roling movement ~ determined by the rotational osilatory movement fof the ll across the longitudinal axis and being studied as periodic slemative angular Alisplacements in the mama width plane: Longitudinal oscillations ~ pitch movement ~determined by the rotations scilstory movement of the hull across the tranwveral axis and being stitiod as periodic altemive angular Asptcements in the longi plane; « Verisalosiltions, determined bythe hls vertical detion near displacement; = Combinsoscilations, resulted afer combining two or thee diferent movements (the most ‘common 286), ‘Theosulaons ofthe vessel on calm rough ea are similar othe harmonics osilatons, with he elowing Form: snot + 6) e1 whee, 1y-eloreton A-amptitde: (o— pulsation ( 2em-ysand ¥~ frequency) 0:4 = g ~oscillaton phase; initia phase (oe 0)COsillation period (T) retest the necessary time for # vessel describing the esciltory ‘movemenr, 10 execute two eonscutve passes inthe same direction, vn the initial postion ( Miulescu, 1973), ‘The ratio between the period and time represents the oscillations frequency: @2) tere ere two oscillations with sila periods, but with diferent inital phases, the Aisplcemen equations wl be: % sin(w:t +B) 23) Ya = Aasin(w€+ 6) ea “Th diference § = ff tis called phase difrence or the gap between the wo xilatory displacements. Te ntl phase al the gap are mesure in rian or degre, 2.3, The influence ofthe ocilatory deplaement ‘The osiltry displacements are negatively influencing the vessel's matical qualities snd the drag foes. The consequences of these displacements are negative phenome, with direct inenceson the ves: - Esublshng forces and moments tat ean determine los of stability - Esablising high inertia forces and powerfil wave strikes, tht can dstoy totaly or partially the ese = Lowering the propulsion sped, de tothe fc that he propels unstoning in tensor ae, (ry ~a) sin. The Gs movements wil be considered, on he same basi, oxiltory movements. ‘movements there wil Bethe hull recovery tun, Me The study ofthe hl’ ossilltory movements is performed afer consiterng the fllowing simplifying hypotheses: =the hl slopes are of small amplitudes so there will be still considered the stability metaentis. formulas; Inthe ie surface ara, the hull have linear shapes, hls vertical displacements re smal = the resistance fore, determine by the osillatory movements is considered es proportional ‘he angular oscillating velocity or withthe square valu of this parameter the presre on every pont fom the fice surfce is considered o have the same value withthe ‘one establshed before considering the hls poston =the wave profiles considered to be sinusoidal, and the waves will reserve the same shape on the ship's ents 24 The study ofthe rolling movement on calm sea ‘The willbe considered the hl that ating on calm se, that will get a wansverse angle 0, aterwards its released (figure 2.2). Due the actions of graviationl and Archimedic ‘orc, the mull will execute a series of tansversalescilations, onthe Ge longitnal axis, These oscillations ae the inertia rolling movements or cal sea rolling movement (the hall's “ce rolling) »Figure 22, The ul’ roling movement ‘The study ofthe rolling movement bas practical implications when the oscillations are enerated and amplified by the ground swell. The experimental data on the ground swell ling ‘movement revels tht the oscillation’ period isprety mach the same with he period ofthe roling ‘movement in cal sea —and that's justifies te intial study ofthe cl Sa rolling movement ‘Te study ofthe rolling movements is necessary inorder to determine the tres induced by thei nein forces, cause by te osilstry movements. The daa. the ling movements is detemnined afer considering that thetic surfice wll be pina dring the entre time ofthe ‘owl comer ofa poskive dection be én pcting eg =, th snarl sod sau sont £8, ow. Thisdietio wil also be considered forthe ape torque the clockwise direction, when the observer looks fom tem to ‘Theres thal are conse t alse ling ae: = ves seh, P the abi =the nets foros, beth or the water andthe hall ‘The dag frees wil engl for the moment ‘The hall's weight, P, wil be considered tobe a constant, during the rling movement, ‘because he load is constant. Therefore, the postion ofthe gravity center wil be the sme. »‘The buoyancy force will be variable, because the rolling hull wll ave a variable volume and hull im, in comparison wit the horizontal buoyancy. Alo, the positon ofthe hall enter (the application pint fo the buoyancy force) wil be vrai. The buoyancy forces during the rolling movements wll create resvery moments, opposed ‘othe rolling movement, tht wil be tented andthe ul’ stability will be improved The value forthe reovery momeat Myo the calm sea roling moverent wil be described with he flowing equation: My = Phe es) “Te oling hl will rive a centain mass of water which, duet the inertia frees will oppose the the movement withthe M, moment = ~19- £8 ee) where jp the neta moment fr the ven water quantity, on the Gy nis ‘The vae ofthe inertia moment yy will depend on the hulls shape and dimensions and it Is usualy determined on experimental bis ‘When studying the rlling movement andthe all's dynamic inertia moment Mx opposed 1o the movement, wi the flowing formu Mya en where the hul's inertia moment on the longitudinal Gy axis. The value ofl, expressed in ¢- +5 isdetemined with sone empiri ormuls ad he ‘mos ofter used one (1. Miulescu, 1973): oan-2.a2 es) _D—hul's displacement, expressed in tons; ~pravitational acceleration'B--the moulded teadth, expressed in meters By considering d'Alembert principle (D, Rady, 2005), the sum ofthe thee considered moments fr the fe oling mast be ml My Met My = 0 29) [By using inthe (2.9, equation, the determined vals fr the moments withthe (25), (2.6) and(27) equations there willbe develop the oiowing fore Phe wef @10) By dividing the both members ofthe second expression of the (210) ration. Miles, 1973) wihabe expression, +, we wil obtain: en) By considering that (. Miulescu, 1973), te fee roling movement diferent cquation vite at (211, wil become: en) ‘There can be seen thatthe equation (2.12) bas complex solution, wih the flowing exression = Cy-cosln-+Gy-sinin- 8) 1) ‘Theconstans Cand Can be determined by consering the boundary conditions: inthe inal moment (0), webave:¢ = Oand $= 0. ARer saving te atsinedestins sem we wil hae: Ci and Co. ‘The exon 2.13) wil become: 0 = b9-cosin0) es) ‘Afex considering the (2.14) relation, we can demonstrate tht the fe rolling movement ‘is practaly «harmonics osillstory movement. Te amplitude ofthe feeling i constat and qual withthe inal tit ange, , when the hull mets the statical stability conditions 2‘The guar fequency ofthe fee oscilation isn and Bs the folowing value where Ty the period ofthe ee rolling osilations. ‘By considering the above demonstration sad by replicing inthe expression ofthe ee silts angular velocity, the value calculated fr in equation (2.12), the expression ofthe rolling pero will be: Bea 2-n- fies es) “The length ofthe rling period will depend onthe value of transverse metaceti height, h.IFh has high vale, then Ts will ave a small one, and the osilation occurs suddenly ad in this cas, he angular velocities will have higher magnitudes Forth effective calculus ofthe rolling period there are some empiial equations, sochas (Minis, 1973 maak 16) where: .¢- proportionality coefsist with values between 0.6... 0.8 depending onthe ship ype; B-moulded breath, in meters; [fer considering the q and B are constant measurements for every ship, fama (2.16) ‘am be wren 38 follows Tpeh=et en) Rettion (2.17) hs a practical importance (, Mileseu, 1973), because i allows an easy efnton of the inal ship stability with the osiations method has we can se thatthe hell's oxilstion inthe fice rolling motion ar iscchroneus ‘osiltion, wih time length determined with the (2.15) ration. The variation chart for these ‘siltion i represented in igre 23.Figure 2:3, Unmet oxilitions in si’ ie ling movement ‘Tie ely stows tte onlin, shares the fering movement don't seve conv ampitde, big mon hy he estat ns pli on hl and pend by iran water This essa ce propor the ih angle spend nd an be crores bya moms My opps the ling oven, ie byt flowing retin: M,= aN a9 whet: 2-N — proportionality eoetisint In this case, the stability equation wil be: My Mat My +My = 0 es) Byrepicing the values ofthese moments and considering the relation (210) the stability equation vill be: Get) en 042 W- 220) [Aer solving the (2.20, expression, we will obtain the passive drag rolling movement equation o=em e21) whe isthe intial phase, “By using the term (L. Miulescu, 1973) B+ Oye +9 OF en) ‘he equation (221) will ave the lowing exprestion: 8 = Gq sin(ny +t +a) e2) where 8 the movernent’s amplitude Equation 2.28) sates that the rolling movement i actly a amortized harmonic, with the pulse dese by ng Ve 024) and the pari 028) 02, the wing 26) ‘This means thet the ped wil be mainaind withthe same value asthe cate ofthe ling ‘movement without pasiveresistace. The conclusion stat the oscillations ar isoehronous. ‘The amortsement 3, known a logarithmic decrement is been e271) hich will developed inthe following manner: im 6= 228) bm ‘The oscillations amorizement,aseording to the (228, equation, will be develope ina Iinfit ine. The reality shows that, afer removing the extemal free, the amvtizemet wil Imppen in ew minutes 3s‘The figure 2.4. shows the chart of the hul’s amortized osilations in cam sex rolling, ‘when comidering the influence of pessiveresistaces. Figure 24. The amwvtzed oscillations in he calm sealing moverent 226.The pitch movement on small amplitude waves Te osellatory movement around the G tresversal axis called pith, The forces that are ‘stablishel inthe piich movement have the same basis like the rolling movement. The pitch ‘movements studi onthe wave The pas work shoes that on cl es, the pitch movement ie rapidly aortzed and doesn't allow measurements and frter observations. Figure 25. The moments that ae acing inthe pitch movernent ‘When considering ship lating on relatively small waves, inlined on the bow with yo angle and » angular spec, thats seted up fee afterwards, then the moment std in 25. have the flowing meaning: figureE+ (Ry ~a)-p = D-H isthe logit stbibty moment, Reand Hare the radios sd espenively he longitudinal meacentre heights 1,28 ic the dynamic inein omens, opposed to the pitch movement 1 6 the ul’ 5M ‘nein meme on the Gy trnsversl axis and i is itfrent tothe buoyancy surace’s inertia moment onthe same axis, Meee ‘Sb isthe mont gaat yh wt as dive bythe ba, peed te pitch movement, onthe G transversal axis 1D My= coticen 2 te mer cca byte dig freon water ds, 2-H the ph “Th algebraic sum of these moments should be nl Mi i My ea By replcathe monet voy, we wl ita SE tng SE 42-4 Dy) H=0 20) Finally, at he roling movement aul, theres obtained the different equation: ea) ye andn = ED ‘The solution ofthe 231) equations: B= ew (G,costnie) +6, sinbni0)) ex) where: nj = VRE ‘Aferobtsining the C; and Cs constants by applying the Boundary conditions, there is developed the itch moving equation ”ning +) ea) where: ‘ye the amplitude ofthe ptcing movement; the inal phase “Te period of the pitching movement Ty is: Boon Bee 238) In order to determin the Ty valve iti necessary to know the value of l, which i is “experimentally determined ‘Hae sa series of empirical formulas, ait flows: the nets moment (t+), determined with the following elation: 1, =2-(007..009)-a-12 38) where ithe sting ine ceficint and isthe ship's gh in ters the nei moment ofthe driven water es on he transverse axis Gy Wel, 036) =the longi! metacenr: height ea) ‘whore the ship's medium daft te values determined withthe relations 2.35), (2.36) and (2.37.)are sein the relation umber (234), there wll be obtained the valve ofthe pitching oscillation period Ty withthe Sollowing expression: Ty = 2507 38) ‘The calm sex pitching prod wil be tw times smaller thea the fe rolling period27. Hus vertical oselations om ean sea ‘The previous hypotheses established during the study of lng and pitching movements ‘on calm sa are the sae with the hypotheses considered forthe versal osilaons on calm sa Aaionaly there isthe assumption that the smplitudes ae smal and in the Boating line are, the ‘ull’ socton is elingtcal 'B assuming the ulin orizontl buoyancy (igure 2.6), pressed with a vertical oriented ‘ore that ntereetsthepravity center, it maybe observed tha the daft ofthe sip wil be increased ¢ withthe BT va, te oatng line having anew poston, Wi La. Ifthe Force is emoved, then the hull wil start to osilate inthe vertical dreton, around the intial position ofthe Noting line Wot Figure 2.6.— Hull's vertical osilations When we ae considering the buoyancy ae, S, onthe ship's ul there will be developed the folowing forces: - weight force P applied in the gravity center; ‘buoyancy force 7V, applied in the buoyancy center, doa buoyancy force, BV, generated by he a Sor; ional volime: 57£ AD. snorted bythe hls mass, applied inthe gravity conten, >, where the ul driven water mass the driven water mas inertia «the dag force inthe vertical detin, propetiona tothe submergind velocity, 2+" “Theterm 2: "is used forthe proportionality coeficient By writing the equation of forces dynamic stability, we wil obtain 3) |Afer considering that P bosom: V and 6Y = $47, the diferent equation 239) will 240) ‘There canbe adopted the following notations Mh and = vt eay cr ‘he itera equation (2.40) will be writen as: 2 yr HD eo a en) where 1 is the frequency of te osilatory movements, witout considering the diag force generated by the wate ‘The ciratrisic equation ofthe (2.42) expresion is Keg Ken ea) nd it have the folowing solaton: Kaeo emy ‘The solution forthe (2-42, difrema equation isBT = e*"(C, -cos(n"st) + Cz cos(n”t)) (4s) ‘he constant terms C; and C; are determined by applying the boundary conditions ‘The period [s] ofthe fe verti ossillations i 2.46) Inpractical situations, he period is determined with empirical formulas (I, Miulesoa, 973) ANF 4s) where ithe medium dra, expressed in meters 2% Case study. Calculus of the fee oscllatons period for a model hull describing rolling, ching or vertical movement 2.8.1. Characteristic of the model ‘The MOERI KVILCC2 was concsve to provide data fr both explication of low physics snd CFD saliaton for a moder ker bul frm, No fill cle ship exists, Te planned mode tests fr the KVLCC? includes sppended hull PMM tests in deep ad Shallow water, bare hull ests in shallow water a well at fe model tests. The specific test rogram hat should be followed foreach ofthese test series sre described under Test Progra ‘Made! dat and test conditions are given below in flan mode cles es bul Table 2.1, ~The main characterise fr the KVLCC ship Cee mn eT enor Aenean Cen Pond 0.000 ‘ain particulars Tee F000 THOT [aa | ORT Tory Tie Tos | _aaa00 | TONE Bara TH Taam | oT | aT Day Tse TaraT | oan | Ota TH Tas Tier | OSE) oe a sam o2mo | azn | a.28 @) Sworaller aS a1 224s | 4sqs | 26168 a TOF Tao | ORE | ONO Or THT ToHRD | _OOHRT | OTR TCE Coy Fed aa Ta a] a Rudder i Tom Tom [Hom | Hom lsarrater | Tir Tone | oR | Ose Tara) Tos Tors | puns] OnE mae (da BS ws [ma] as Propeller Te 7 WP ] No-at bade 7 7 7 7 Day oor ooo 0a PDO ay a a RAT a va oa | aT as Tair Rig | Ram) Rane and tand fant | andCem mera Tppendsges Tee RY Ne RRR Nove [Nowe Soe "Fst conto Ta sy Te | 0a] ae Din ony aT Tas [oma] ae Se) ma 13144 2am | asses | 12704 alder Testa oat Tro | one] Oe Gey Oe Tast_| 007] Or Ta var va] NA | WE Talla os os] os | as Beier speed deep wir Ties Bir 1179 70 | ose | rar seal kn) Faasodon a oa ou | or | ora Tie model was inillly developed as case sudy Tor Smnman0e workshop (Quip inman201 4 ‘The purpose of the workshop is to benchmark the capabilites of diferent ship smaroeurng simulation methods incading systems and CFD based methods trough comparisons ‘with resuls fr tanker, container ship and surface combatant hl fem test cass. Systems based ‘methods wil be compared with ffe-model test data using provided PMM and CMT (eculir ‘motion mechanism/otatng-ann) data, whereas CFD based methods will be compared with both PMMICMT sn fre-model test data In addition to the deep water IMO manveures, SIMMAN 2014 will also focus on ‘manoeuvrng in shllow water. New fee sling and captive model tests are curently beingcondocted The captive data wll provided to the paizipants inorder for hemo cover shallow ‘The comparisons forthe fce-odel tess willbe puly Blind inthe sense that the fse- ‘model test dats that hasbeen e-messured aftr SIMMAN 2008 and the shallow water data i not be provided prior othe workshop 1 important o note tat mich of the model test dat hat was uscd st SIMMAN 2008, hasbeen replaced with new data for SIMMAN 2014, Pancipants must be aware ofthis when sing the ville mode dat or heir simulations “The physical model tests citer have been of will be conducted by various pacing ‘owing tks and institutes cluding MOERI (Korea, NMI (psa) INSEAN (lay), HSVA (emmy, MARIN (Holland), BSHC (Bulgaria), IHR (USA), FORCE Technology (Denna), HR (Belgium, CTO (Poland) and HMRI (Kore) For each of the tre hulls at est PM a CMT tein dogp water with he appended hullas welas fee model tess wil be performed. For KVLCC2 and KCS addtional shallow water PMIM tests have been conducted. Finally, tare hll PM tess and CMT tests are measured for KVLOC2 and KCS respectively 282. Case study. Calcul ofthe fice ovsillations period for mods bull ‘escribing rolling, pitching or vertical movement ‘Afer considering the data presented in chapters 23, 24, an the characteristics ofthe ‘hooven mode, there were determined the periods forthe ee oscillation status, forthe tree types of moverents and the two models the 1:1 scale model, respectively 1:100 sale model, The ‘calculated values are presented in tale 2.2.‘Table 22, ~The eleuls ofthe fee oxilatons periods forthe two models The INSEAN rere Notation | EE | node 1:100 moe | scale Tasha ag Te Tita | 253 -] 3255 ‘rena ie Tat Tne Bwital| 50] 05s Conran ei Hal | 3 a Da Tint | 208 | 0208 Tox neta ca [on] or] ‘Mai section coetiient cH | 0 Dimacenet Diol fw] Sama | 03i3 acyancy urbe Sor) | SH “Tannese mance nae tml | 159902 i Fre board eit Fo) | GATE] ORE esos oft envy eter eta | 01551 | 02955 ‘Vera prian sneer | oove77 | oo edie oF ayaa CT mT_| OBS] OTA Tie pabd of fee vera oclaions | Toles] [ 850005] —O003T03 The par of fee vera oilions | Tylee)] 140175] —OmDs365 Thepernd oth ce ling waclaoas | “Tax | TOOUSR] — 00028 2.5. Caleulus ofthe drag force forthe considered models 29.4 General con ations on the drag force Inte intial design pase, the dag fore eau is very important (more preitely~ the ocesity ofan accurate determination), because itis wel known that the drag force hs very big inflenee on the propulsion system capacity, propellers characterise and shaft line. This approach san assure the comet estimation ofthe ship's endowment and asswing the nautical qualities, An efficent approach, with an accepable precision ~ work volume rato, represented bythe rion series of mndes, cari on ial basins (Bidosie I, 1986), 6‘The procesing of hese al data was performed on the W. Froude hypothesis of spliting ‘he total dag force in wo msi component: the resin (pressure) component, Ri: 'B, following the presumption that the tional resistance, Ry canbe determined by using some wellknown relstions (ITTC-S7 ~The International Towing Tanks Confereee, Schoener, Froude, ca), the residual resistance was determined ar the total drag free, by wing. the fotlowing expression (Maier V, 1985): R= R+k, 246) “The digrams will provide only the residual component coeficient Rx andthe fiton ‘componet coefficient Re willbe determined by using the same expression used when analyzing "he model test ess. “Te coeficien of the residual resistance is « dimensionless parsmetr, with several expressions, For he residual resistance calelus itis neessary to use the eomesponding expression forthe chuosen cotficen, ‘Due tothe fct that at the model tril in onder to develop the cle gras, the ll is comsidewt hidrodymamically smooth, without appendices end superstructure, a he ealeulas “Hage iti ncettary to adopt several comestins. The total drag force fr ship inset til ‘ondiions (new ul, respite ~ atthe departure from the shipyard) wil be determined with the folowing relation: RR +t Rit Ry ean where: Ris the otal dag frees Rr~is the fiction resistance, determined with the same relation used fer developing the diagrams [Rp residual resistance, delermined with the appropri method for ach diagram;[Rea correction depending onthe hls gos, sometimes onthe serodymmic drag for mul vind vebeity, Rip ~le vesintunce guerte by the appendages, depending on Une number, shape ant Aimensiors ofthe appendages; ‘The additonal fiction force determined by the hulls eugosty is determined wih the (2.48) expression: C08" easy where: Cy~ dimensionless coeficint water dens; S— ul's wet surface; v~ the eakulis oct. The vie ofthe Cx coefficient presets o ery atrestng issue in the specialty papers; ie ncodes als a scale effect when transfering the dita rom the model othe ship. The recent cexperimerts emphasized the dependence between the ational gost coefcien andthe ul's length tte waterline (table 2.3). ‘Table 23. The lationship batwoun the value of Ca soefiient and hls lenght Tuall'sTenght fa] | Cy coefficient w 100 O40" i o2107 20 ToL 250 =o2I0 300 oR107 or intermediary Teng values, Ue Cx vals can be detemined by interpolation ‘The drag force determined by the appendages wil becazulatd acordingly withthe ype nd dimension, Foran intial estimation of the drag fre, there can be ure the following metbod: 4) the bulls ction coefficient willbe cometed witha proportional vale withthe eppendages sure: Chg = Chant? Chee co)where Chaya can be expres faction of the bare hl tion coeficient, expressed by :nubiplying the ratio between the appendages surface and wet sure 250.) 250) esi) the residual sistance coeticint value wil be atered only forthe sitvations when the ships are equipped wth the sh ines protected by skirts or suspended sat lines: fr ship with ul shapes, equipped with skis, the residual coefficient wil be increased ith values in he following ange (0,03. 0.05)Cx fo ships with il shapes, with suspended saf lines, the resiualcoefcent will be increased with values in the following range: (0,05... .089Cx. teres arid the ealeals ofthe deg fore for operating conditions (hl with depos, rough se) the toa dag force will nerease wit a coefficient of 1.15... 4.3 which depends on the bull's status and navigational area The variation ofthe operating coefficient underlines the necessity ofthe periodic hull maintenance, in onder to decrease the fiction coefficient. The Irietional drag force coefficient is determined with approximate relations and depends on the Aimensioiess Reynolds munber (Re). The most wed formulas are those adopted by the Intemational Towing Tanks Conference in 1957 (ITTC-57) and Schocnber’s used with good results. The obined results Cr er ITTC-57 are presente in gure 2.7 and afer Schoenberrin figue 28.In he hot igure, the fstion coecien is detemsned by the Reynolds number29.2. The dag force caleulus by Japanese series method. (Ore ofthe actual trends in naval industry representative especially in Japan is billing igh copes shipa (oil carers, maine cases, blk cases), which asswe the eon efficiency especialy in the conditions of specialize transport, at retvely low speed. The Japenese wing tunks lave performol systematic lets with ship models in the following conditions: + the geometrical characteris of the tested modelt: Co 0.77. 084; La/Brn = 62 v7.65 Bef = 2,46; 2.76; the drag force, Ro, was calculated for Fr=0,14; 0,16; 07; 0.18019; 020; 0,21:0,2% the pressure model resistance Ry was detesned wth the following relation: ex) = f= 0, Paes, as ! es) Forte cals of Cr coefcet was used the Schoener oma the nee! of pene esac was determined wi p= hal VE est) the tests were caved for the navigational situations: fl load, haf load and with ballast ony Wit the obtained results there were developed thee dlagram seis, whch allows the Aimensioing ofthe pressure resistance oeticient forthe above mentioned loading cordions. ach diagram is identified bythe vlues of the By/d aio end Froude number. The values ofthe pressure resistance coefficients Cr, C'r are represented 8 graphics consirited by the coordinate system, having the Low Bx rato as X axis and Ca Y aisFigure 29, Semple dsgram forthe Japanese serie method ‘The work Bow with the Japanese series diagrams ea follows: + the Foe numbers cleulatd withthe formal Vet @35) is loosen the diagram withthe correspondent dimensionless Frowe number, Fr, 28 determined with 255); it is calelated the Lew/Bx ati; i its fixe point A’on the X au 50 that OA' = Lew Bx (igure 29.= its fixed a post A" on the Y ais that OA” — Ces + there is constructed a vercal line rough Aunt itrtets the horizontal line drawn though AT in poi As the conespondeat value forthe curve that ntsc the pin A represent the prestueresistance cnetiient Cr respectively Crs ys inched inthe 014; 0,22] but iti ifferent fom the ones nce inthe series iagram, 0,14 0,16; 0,17; 0,18; 0.1%; 0.20; 0.21; 0.2, then Cy and Cis determined by linear incerplatin ofthe two dagrams that are boundaries forthe ease. ‘The phases or determining the main dr fore, with he panes series method aes to the eter grim "The calculus of the fietion drag. The fiction dg force eoeficent is determine by sing the lowing expression: Cem CwtCun 239 where: Cin is aleulted with Schoenhon’s formula ad depends on the Reynolds number andthe udditonal rugosity coefficient Cur depends onthe bul’ length (able 2.3). In order to determine he ition dag force thee is used the general sation snes pon es whe the Cr coefficient is determined by using equation 2.56), ‘he area ofthe wet hul, necessary in equation (2.87) is determined with expression (ss) Lend * Vib [0] est) where: V isthe hul's vomule [mn] and Lon eed represents the length and respectively the ful load draft andar expressd in metsCalculus of the pressure foree. The pressure force collicen i determined ar rales (gure 2.0). The difrence between the coecients ie clelated 8Cp =C°r-Cr andi s wed for determining the average pressure free coffee fo the A dato withthe following elation: Cp=C p80, @35) ‘The pressure fore is determined wit the formule RC pV? oo) whee: Cos determined with equation 2:59}, p represents the water density [Un v hips sped ins, ad V the hls vokume in. (Caeulus of the additonal drag force. The aditional drag fore, Ry represents «ston ofthe tot deag fee and itis determined by the reaction between the water and appa, by the wave fluence and bythe resistance determine by sir when the ull moving witha known voit. Ry Rag HRs es) where armen the resistant force penerate by the appenies, Roy the resistant force generat by the sea waves snd Raa represents the resistant force generated by si ‘The caleuis of total drag force and fowing power ‘The total rag fore ie dtermined by knowing that er 2.02) where: Rs the main drag force and Rs means heaton gfe, 8Figure 2.10. The drag free — speed diagram ‘The ship's displacement, witha constant velit is read by the propulsion system that sto develop a ths force ta is at lest equal tothe dra force ‘he power of the propulsion system represents the work realized in a deteminod ‘imeffame inorder to overcome the eas force. The owing power i developed by the propulsion system an is determined by: Ry-y [AW] ea) where: Ris the ttl dag fore [RN] ands the ship's velocity {mi} By following the the above presente principles, hee was develope a calcu algorithm, used for a primary estimation ofthe drag frce in tw9 ofthe cases presented in table 2.1. The resus are presented in table 2.4 2293, Calealus ofthe drag force by using the Japanese seres method ‘The parameter tat data Mode Lwl(@) Bowl (m)Tem Babe Lei Bei Deadneight cB car pum) 0 1.16806 Vebity Set:t Fron resistance (kN) I [Residad Nanda force (kN)Model Se 1:1 gue Mons Rms ow oms moms ss Steeda} tinea) —reatdoetae in Figure 2.11. ~The drag fore elements diagram forthe 1:1 sale modelModel 2:10 Speeslen} Figure 2.12, ~The drag fore elements diagram forthe 1:10 seal model 2.94, Simulation of fui flow around the hull of KVLCC mode, scale 1:100 monde to perfor the simulation ofthe Mid Now sround the ll ofthe KVLCC model, itis necesiary to sdopt some assumptions de o limited calculation power available So, i was considered a symmetry plane, generated in the xO plane that wl ietersct bth he hl andthe computatial domsin. ‘The computational domain's limits were established to be ice han the main dimensions of the mel, in the bow and stem diestion — Ox anys (similar, the domain's limits were established onthe and Oy ays tobe twice the values ofthe moulded breath and consraton oh of th model, a shown intable 22.) The domain's construction in presented in igure 2.13. xFigure 2.13. ~The computational domain nd bountaries defntion| ‘Air establishing the computational domain, in ode to perform a proper sulin, tis ecesiry to determine the mesh structure of te entire drain. Mesh generation is oe of the most important steps in CFD simulation. Depending on the complexity ofthe problem snd chosen mesh rode can alo be tine consuming Tepotozy quality ané resolution of computation mesh aft calculation results to very lange degre and, n many cass, i mesh hat responsible for por convergence aad inaccurate proditions. Very often only afer the solution stage, its posible to conclude whether the mesh ‘was good arnot, Practical experience play avery important role naequiing high mesh pencation skis. ‘The moder CFD meshes vary widely in terms of tpolog; rid structure an cell shapes Alleading commercial CFD packages provide, sa rl, several aeratve meshing approaches, snd, this, are quite flexible forthe solution of diffrent problems Some approaches flow traditional “manual” mesh geneation principals with heavy ater involvement in and, consequently, beter contro over mesh generation process. Other methods offer a higher degree of ‘automation whee the obvious gains are simplicity and spend, but he payment is somewhat lower conto ofthe mesh quality ae poorer possibilities of radical improvement ill, there re targeted automate mesh generators customized to particular engineering problems. These come at stand-slone programs orn a frm of actos (seit) fr the existing commercitl or open source mesh generators. Duc 10 the nanow field of application, suchcustomized mesh generators allow for high quality meses tht ae tested and verified ona larger ‘aunber of ypcal cass. For thi situation it was eatablshed block ~ stared, matching grid mesh with ost ofthe co of hexaodron shape » 8 Figure 2.14 The strctred mesh realized for he simulation 2) he overall domain mesh; b mesh detail forthe bow section: mesh deta forthe stern irection Te boundary conitons are considered 0 be tip are shownin figure 215. The entie sting fle fo the simulations presented in Annex 1 foe the problems in Marne CFD and 9°2) the boundary condition used fo the 1 the symmetry plane simulation Figure 2.18. ~The boundary contons use fr the simulation [fer establishing the boundaries for the simulation there was performed the eaeulaton stage The simulation was performed for 60 sphysial time during 3600 erations and # was pesforedin 5.26 hours ‘The convergence during the iterations was considered fo be convenient, in. an ntl stage, ‘wih the flowing Muctuaton: Figure 2.16. The resituals ofthe simulation‘The goalofthe simulation was to determine the overall ale ofthe drag foes, in the same conditions asthe ones in section 9.3, inorder 0 validate the ealuls method snd the CFD spprosch, ‘The value ofthe simulated drag bree atthe spend of 0.40865 ms afer the conser ine period of seconds, was 0.962206 N, in comparison wih the determined 0.883069N vale. There isestablisied a 822 percent dileence between the simulated and celelated valve, wich willbe considered stinbctory vale ‘Te igure2.17, shows the variation ofthe drag fore during the simulation, Figure 2.17.—TheF (zag force) Monitor Plot ‘We considered tobe importants, the wave role around the hal forthe iia, aim sea simulation copiition. tis presented in gure 2.18.° Figure 2.18. The wave profile 4) so view; b) Side view) Sie view ~ VolumeFricton of Ai description Ab, the eteton ofthe velocity vector i considered, at hisine, o be mportant inthe postprocessing pase, due to the ft that this represntition shows the dretion of te every partite isoved in the ow around the bl 4) ometc view 1) Sie view Figue 219. The velocity vectors forthe flow around the hall ofthe KVLCC2 mode!Chapter 3. Hall behavior on rough sea 3. Swes study ‘Looking atthe ea surface after the wind stopped blowing Seward, we note tht iti in the form quasi-oin ofthe ship, then wavelength of the swells Ane 028 Im order to decrease the eor commited upon 2, i it measured the elapsed time fy between» sucestve crossings through a koowa ship pot and & willbe considered a an average oft, ¢ = «) The swell’ perio is deducted fom the previous observations using the relationship 6rad G29) 4) The swells height 1 can be measured with a speval device, developed by Admiral Pris ‘The device consists in a wooden rod, sficiently long o that lestd wil partially sink (igure 37), The inna ofthe ested rod is high, so is kept upright he waves. An easy Hat is connected ly « wire to the upper end of the od The wire passes through two rings fixed to ‘he rod, so thatthe float moves vertizally, ie parallel tothe Bason. The wire consis of to parts: the lower iis inextensibe (rgd), finished with a metallic tip and permanently touches the ods xed cylinder and the upper part which is very elastic, V1 Figure 37. The device wsed for determine sw’ pri and high The cylinder that supports the tip rotates uniformly by means of a watchmaker mechanism put into operation when releasing the device im water. The Mater follows oseillatory movements ofthe water andthe needle driven by the Noster wil sketch he shape ofthe swall's profile onthe evenly rotated cylinder surtice. Its ths obisined the period and height ofthe swell The device can be used in particular to study the combined swell, for ‘hich supe observations are isuticent 35. Experimental data on swell The thooretica study of swell serves to explain the observed phenomena which so fr hve not fen filly clarifed, Experimental data also confirms and complemen the theoreti studyes. ‘The longest swells seen ofshore in the North Atlantic rarely exced the wavelength of ‘= $00-m and the petiod +" 23s, which corresponds tothe speed ¢= 36 m/s. In European ”seas are rarely determined values arester thn 500m,T = 19sand¢=28 My tem be aged tht in pace th upper limit of sels crete re 2 = 900 mand r= 245: ntsmsof shi rol is mp be ow he stn nth an perio these, Sel hee canot be dtm acre beats ht a # dependency between the leg height Fr the seve oF sever values of ae comesponting, relive o the init andro of wind ht aie he swell ad hs sb depend onthe wate dei, she spot sellncensn asthe depth i decreasing However, isd sy whether swells sabi foeming nd mesg of right His general imprecise. However can be ate ht he eights Of 8 ters re very rr the 12 meters are xcepioral andthe approxinely 20 meters re canted by underatr eras of ut Regain the vaition of the svel'sigt by ph is kown tht he res in eit oc rp; «sarin which berg finding ikl near calm regions, while te sree the vel is ery tong Thos, fs depth egal othe wavelength he ample ofthe vel ress 535 tines comparing tote mpitde fromthe se sri. ‘The charactristvs of waves frequently encountered in the Black Sea, Constanta region so: wavelength = 25-30, ped ¢ =6—7¢ and beiht were the observed offshore waves with 2 [Air cause ofthe swells ceasing, the internal struggle de to vsconity ofthe liquid ‘3m. In thunderstorm 10 — 80 m and Ht = S~ 7m. ‘consumes gradually the swells energy and produc its depreciation. Experience has shown that whats reducing at extinction ofthe svel sits eit, while the length and period are the same, Long swells depreciating more slowly than sort swell. The main elements ofthe wave ‘maintained by the wind and of the swell (by Neumann, depending onthe speed of wind W, have been given in Table 3.1 Table 31 ‘Swell Gegular waves formed aor w_ |___ Waves maintained by the wind Dae wa f—- ] * ]*] a pe yk Th toa | oom | fy | ty | toed | to | py | os [035 | o4e [00s [ 034 [274 [as oat 1.76 3 [igs [136 [013 [093] a1 70.80-| 028 | 64 [ai | 2388036 [ 1.36 [548 | 1920_| 043 [351 328 | 58 _| 043 || esa [3000-067 | a9 | 360[ 4:31 | o66[ 231-821] 3.20_| 096] 35 7 [-4ai | 3.40 [0.93 [3.88] 9,60 [39.10 | 132 | es #325 [inet 1.27} 336 7760"|171_| 703 9 [ait [35.90-| 6s [ 392 9730—| 216 | 7,90, 10 [7300-3130 | 209 [aa 2,00" [2.67 [880560 i6a0_[ wo 351030. ss 93| 19:20 | 236,00_|5.27—|1230_] 1295 30 | 21,90 | 307.00 | “6.80 | 140 15.20 | 148,00. | 7.78 [9.73 | 24.60 [367,00 | 860 | 1530, 17;60_[ 19800 [97 [-11,30-[-27.40 | a8i,00-| 10,70] 17.90) 20,00 | 256.00.|T0s_[ 2g [= = 22.60 397.00 | 14.60] T4s0_| 3.90 ORDO | TAO 310 25,20 | 406,00-|17,20_| 1620 |= 27,90 | 496,00 [20.20 [17,80 | 38.40 | 944,00 | 31,00 | 24.60 36, Overlayng aswell and a stream Hw a swell wave is add a steam moving with uniform velocity then the orbital eszrited by the water molecules will no Tonger bea circular, but «toboial type curve, Undulations will be elongated inthe sense of velocity to the length bedter 2) In this particular cae, the relation (3.21), previously established, x = 0.87, is 0 longer vai the siream’s velocity is oriented in the opposite direction of swell and i equal, ‘thea the svel profiles will remain xed in space and wil havea permanent oscillating motion, ‘the depth snot ret, the the translational motion ofthe current will have variable ate by depth due to bottom fiction of water molecules. Thea the molecules which atone time ‘were on sme vertical (gure 3.84) ae now sifted and vera kt more and more in swel's ‘propagation dretion figure 3b) and finaly the wave breaks (Figure 3.8). » » ° Figure 35. The overay ofa swell witha steam in sallow waters This is the way that things happen with a wll driven by euent and pushed ashore. In ‘his ease, the wavelength, 3, deeentes, the height increases and the profile ie wo lager ‘woboidal because former slope steepens asthe waves are tuning towards the coastline, The influence of the botiom upon swell mises beakers bar which te threatening navigation, though be sel relatively calm asa,37. Overiaying of two swells ‘Two parallel swells having dhe sme length 3 and the same period s, bu of diferent heights, cre made up into resultant swell wth same period and length, but of variable height with respect wo dhe phase diference oF the to swells the wo parle swells doesnot have the same pio, thee phase differences increase and decrease sequently and amphiudes are added or deducted, Hence, thre wil be few high ‘values of amples contimowsly, flowed by smaller ones (figure 39). Layout ofthe sea shown n figure 39 is sometimes called the thee waves phenomenon, which s wrong because greater waves are not always three. The study of swells became complicated when these have ferent dections and becomes lmost aaccessible when they are not denial, When itis ‘windy, sea doesn't have in general the aspect of one single swel, uta man swell are aed ‘other shorter length, secondary swells. For age ships is taken nto account the main swell and for small vessel is considered even Secondary swell which sometimes has a more important influence on sip than the main swel Figure 39, Result of wo posal swells with erent periods Aparticular case of two overlapping swell is when they are identical but have different Aiections When two identical swells meet at an angle of 180°, he resultant movement ofthe water suice is called clopotis and sea appear like an ondulste surfice, which deforms ‘mmotiatly. When two identical swells met in a random angle, the resuling movement is called gafrage and the sea surface bas an embossed appearance. When the wel is high enough, i's movement i les epulr snd oevur on vertical projected crests of wate, giving ‘he impression thatthe water boils. This phenomenon is characteristic to the movement called clopotis 38. Ship's oling on rough sea Roll osllations ofthe ship on rough seas have special importance in relation to pitch and verti oscilations. There willbe considered a ship sailing ona circular tidal erss swell (Gigure 310). Ata time tis called sip relative tit, angle @ between diamtel plan D an be normal 8 to swell It consiered sel slope angle a, which is equal 1 the angle of, nInclination of the normal N with vertical Z Angle 8 between diametral plan D and vertical Zis «alle the absolute it ofthe ship Figure 3.10 Ships ral on rss swell ‘Seating fom figure 310, it ean be considered that: +a ean Roll motion ofthe ship canbe studied by taking into account the ange gin which ease relative ol cours, o i iti taken into account the angle 0, will scare the absolut rol ‘Swell’s spe a willbe influenced by the vessel's siz, so that the relation (3.15) i writen as a= ansingt 6x) here cy represents the eal slope of tb wave, whichis determined by the empirical equation: eee an 63) ‘Ky and K; cooticiens are removed from the drawn graphs based onthe experimental data, ¢ Against rllng ship on cross swell the following moments ae actin: Me = ro ao, sabilty moment a2 pean oe ete eee ee rca ea) Perey ee eer een reatrag reat 029 1M, = 2NG, water resistant moment on According he pei of dans oii FM = Oa Ma +My, + My e2 £84 ug S3 420+ Poy a9=0 ox 'y considering the relation (S51) scan be develope the following esustion: ”ene-a G40) ‘where hy successive derivation there willbe obtained: eve ean os Gay ‘The equation 3.39 can be solved by considering 9 for relative rol or by considering 8 forthe asolte rll 2) eave to angle will resus ute 5 0 oy (let ua) SE + WZ + POy— ao G4) 0m 0.39 ean «= aysingt 645) willbe obtained: = caqcosat 049 sa €$0-ctaqsingt 647 Byatt vate of 2 inthe etna (3.47 wil boned = Ap = io%aq sing t Gas) By dividing equation (3.48) with l, + ug and adopting the notation: Pina) oy By considering the second member of the equation (3.49) t be developed in the following manner HICH = 1 — oH ‘he equation 3.49) will become: 22 tyit tng = ago qsingt os ‘The solution of the differential equation (3.50) depends onthe ootsof the characteristic equation: 612 + 20K + n2p = ago? —g)sinat es ‘Alter innitaly considering the second member of the equation 10 be zero and sol in calm water (chapter 2), iis foun proceeding ain the case of shi 0-8 B+ Hoy + 007 sntnst a) ex) wheren, = VEE, it ie ken ito account the second member of equation (3.50) it will be used a prticulr solution ofthe form: 92 = Gm sin(at —2) cS) Where gq and € ae constants of integration whch are determined tis necessary for to verify the diferent equation (3.50): 0m 0" sin(ot 6) + 2092 cos(at ~2) + n¥Gy sinfot ~) = dyo(1 ~ q)sinet esp Come? + oq 2 Vsinat cose —sinecosat) + 209m 6 (coset cose + sin stsine) aqo%(1—@)sinot es) Aer entifping comesponding tems itis oexined: mb? — 9) OSE +200q dine = ino ~ Q) 639) em (OP —n) sine + 27m 7608: es where: cy wee 2s 69 From the irs expression fom the equation (3.5), thee wll be obtained om a eo) Substituting into (3.60) vale of tg given by (3.59), twill esl eon hich represents the maximum ship's amplitude onthe swell, when speaking of relative roll “The ptcular station of equation (350) i 2 em sin(et = 8) 6 %‘Toe general solution ofthe equation with second member wil be: oe [65 +E loa via) sin(nyt +.) +9m siete) G63) Where ¢ is the phase diflerence between the ship’s hull oscillations and swell orate His noted that the second member ofthe motion equation ofthe relative roll on swell consists oftwo distinc tems calm water orl «The send term represents the oscillations caused by swvel or relative roll produced bythe First tem fol sell 4) Inreation to 8, for absolute oli obtained: 18+ uy + 22+ Ploy ap = 0 64) By substinting @ = 8 — ait will et 4 Plea =m SEH 2NE HP —ae 5) (Or, dividing by (ly + sg) and adopting the notations above, equation (3.65) becomes: 6.66) ‘The characteristic equation of he differential equation (3.66), without second member ete nits we K? 4 20K +no=0 een ‘which soliton si the form of the solution (3.52) 8, =o [4 Elon + vB sinom e+ @) os) whic rl in ai water The partir soon ofthe ution 256) 4 = bq sin(at +6) 6®) Praceating asin eat equation (3.53) wi ek On =n SST 67 @n where: 0- masimum ampltee ofthe ship on swell, fit i considered as absolute rol; phase diference between ship osiltions and swell oxiltions on absolute rll ”Largest pitching ofthe ship Op, Will ake place when the swell frequency is equal ‘0 ships own oscillation frequency, that is: on) REE ata atone an Inother words, when ring perio in elm wae i el 6 he swe’ pro, nove! synchronism the plies nr rat nthe ship tips over th sel pec and its on osilatons prod re ditfeent(# Ta), ten thao insition 6 ofthe hp wl have fie vale. So, he hp ol rentant on avy sc nd beam waves comes fm tl sri and rol cused by swell. Ths, if tee two rll motions ar reeset by dsl curves, the wavetom may tak lea ems depeating on thant ad a ofthe By consirng tht Period ofthe rol ding the roling prod Ral te prot of sel (Tp = fg 3.1, curve | al curve 2 respectively and amples ar dierent I ampli fhe is very tha the resting ol eosin Basel ll ve tht own ol mtofered smal ripe, Wien olamplitd is ge rt the rollofthe wel he ship wil be aj 4 rol wi resin mpl almost eq ttt of tir own rl 4 Fire 3.11 Resultant ol ofthe ship when swell amplitude higher “These two extreme cases includes all cass that may exist. The resulting rol curve will Jose regularity For example, ifamplitudes of those two rolls are equal, and period of the rll {sequal t half of swell period, then resulting roll curve will have the appearance shown in Figure 3.2 (curve 3).Figure 3.12, Relat ol fhe ship when amplitaes are equal ‘39. The influence of ship speed and course on Inthe study ofrolonsweliisconsdere tha the ship is proceeding with beam waves, ie the ship route is abngside with the swell. In realty, however, the angle eeween the ships speed and forward speed of swel is different from 90 ©. Whether this angle (Figure 3.13), called wave path angle Figure 3.13 Ship's course diferent from sels dietion Ship on out will meet the wave or wil be away frm it. mean tha ship comes with the bow the wave or the wave reach fom aster, This is where the concept of swell sppareat period appear, which means the time interval needed for crossing of two successive wave creat by one snd sme pint ofthe ship. Relative advance speed of svell vp towed marching ship with velocity» wil be: Met =E~ EOS om here cs the forwarding sped ofthe swell “The apparent period of swel ry i given by: ors) the equatin (5.75) canbe rewetten a ollows: 96.79) By considering thatthe real period of swell sx = 4, t means thatthe apparent period ‘ean be expressed bythe formal: eae om Flom equation (3.77) it results that fr sharp way angle § ofthe wave (C90 apparent period fq ofthe wave is greater than is actual period s, and for obtuse @ angles (90° < $< 180°) period apparent i smaller than ral period. I is noted that for @ = 90°° apparent erod , doesnot depend on vesel sped (Ts = 1) itis denoted 28, the ato ofthe olag perio ofthe ship and its apparent wave period, ten a changing the path ofthe ship with bow in the wave (0<<90°) decreases and will increas, which wil decrease the ship roll Otherwise increases, «decreases and hips ol wil nee, Inconclusion, ifthe ship is moving with waves in beam, causing an excessive rll, for roll reduction the ship is brought forward in the direction ofthe incoming waves, I stern is Airected towards this direction, then will be futher increase in roll osilation amplitudes, ‘which may even kd tthe rollover ofthe ship. ‘Ax extreme critical cas is when the projection of ship velocity onto forward of swell {sual and in the same direction with swells sped (gute 3.14), ae f—\ Figure 3.14 vsped ofthe ships qual and hs the same deton wih swells e=peed Inthiscase the vessel remains onthe sme wave, a situation which hinders tering ad endanger the stability ofthe ship310. Influence ofthe stability curve on rol ‘Tae above study on roll ed to determinations that are mot strictly accurate since mo account was tken 10a numberof factors, which can sometimes have great influence onthe stability o the ship. For example, wasn't take nto account that thrust fore P varies, center of gravity is moving, swells not aways repular an tat the overlays produces ager waves ‘an regular swell. In addition it must be taken into acount the inflvene of the stability curve on ship'sbg roll amplitude, which can ote inftuence copelusons reachod 0 fi. ‘Whether OCA stability curve ofa vessel (figure 3.15), with tbe eral angle of stability ‘of 40°. The origin tangent to the curve of stability is OT, with angular coeficint rt, Under the action oF a constant gradizat moment MSR able w develop & hor ares ofthe tingle represented by OMS, the ship ited with an angle Jy until the area SQR becomes equal 1 the area OMS, Dynamic critcal angle (about 17°) corresponds to point D onthe curve of stability, so thatthe surfuce OBD is equ tothe area DCE. For higher stress thin OBD ship tip over. ‘The evaluation ofthe roll angle, Oy, wis made by replacing the stability curve tangent to origin OT because instead of fh-a) sn 8 was taken (0) in 8 Figure 3.15 lance 0 stbily carves o igh apie rol Tederepmen ofthe pl ob eb nun a he oduct of vel pe moment nb pl the pot of tin ott mt MS, at src lS = mrtiesqn = 22°28 ecnse fie OMP sof be sre OVQN,erponig Bp tit There willbe denoted 0 (U, as dynamic critical angle (gure 3.18). The maximum rollangle ofthe sip rests fom the condition: surfice OMS it) MILT SPN ante ‘HydrostatleDisplacement Properties Actual Volumetric sn 5421 8 Equivalent Volumes pene Daplacenent = Cente of Buoyancy mY 621d AT see x toRse7tm ase4m = OuofBalames — px ayaszes Aoastes 1 Fores Weight us ues Owof Balance 2itetm MY Astesm MZ states sQtotealmes Mx 27408 sm let (Cut Water Plane Properties Cut Water Plane Ara: pitti ‘ “Cente ofFloatstons —X—T06AD mY 120itegm Principal 2 Momest of y— srascasmt —Y—_sedadmt‘Angle Principal Axis rakes with XRAY jeri ‘Small Angle Stabity Parameters €.0.6.0 60.860) Fao Mattie Heights . on (MGM) ee (608 wo Meee 082% m 10m ees sos sone Restoring Moments Deseo osotseNer BEN Rotations (MOODY): ‘Also, it sitresting tobe observed the Response Amplitude Opeatrs, forthe Ox, Oy and Oz axis, considering te diferent angles forthe wave direction (180%, 135° and 90), comespocding to thre diferent incidences relative to the bull's longitudinal ais. Global x Global y a E vote — § soto j ic an aed S000 | any Re ese 8) Oxaxis WOyanie Globalz Freuee te Oras Figure 3.28. The Distance/Rotation vs Frequency RAOs forthe 180° direction 8Global x Global Y e888 0 BE os osm s805-obbaxtovn 5 5 Freuet weeny i 8 2) Oxaxis 1 Oyaxis Globalz iz ©) Oris gure 3.29. The Distance/Rotation vs Frequency RAOs forthe 138° direction ctx cla ve i Pie.) titers = St poems omeGlobalz meee Frecvecy ©) Oras Figure 3.30. The DistanceRotaton vs Frequency RAOS forthe 9° direction‘Chapter 4. Rigi sal concept versus “Sky sail” concept 4.1. Introduction ‘The energy of win, besides the eat hom wood turing has been the renewable eneny ‘so bythe humans as the enlist. The history of the application ofthe wind bas begun rm the sal boats au goes bck a fr a approximately 8,000 yeas. The Egypins wal the wind force forthe prcpulbion ofthe boats by means of the simple square sail the boats having ben usd 10 ‘canspert pnp nd gnod onthe Nile (12). [Nowadays thee are erent shape sails silin use either in ports and recreation bats. In minor sale they have also been used as the supporting propulsion means onthe mor ships Dring the fel cries the intrest in such ideas hasbeen growing. The primy deficiency ofthe sil propulsion i the necessity to tck ifthe wind diestion nota desired. Therefore on sccount ofthe very much sable wind dissin and ts velocities the trade wis woul be most preferably uilzed by the sabre. There have been the atlempis made to eliminate the inconvenience ofthe sil bythe application ofthe other arangemens suchas eg Fltine ors tilzing the Magnus effet or even wind turbines which were mechanically coupe with the propel (12) Recealy the interest in the wind energy results fom the ressons presented in the inodustion Apat om the improverent ofthe earlier solutions such as Peter rotors [13] oF wind turbines, in Germany thee as been develope the concept originating in the hepinnings of the XIX cstry where the kit was applied forthe host propulsion The contemporsy towing kite is consiratd as ite connete to the ship by means of rope, the kite bearing the structural resemblance to paragler. This solution ues the bigger wind velocities blowing st the heights within 100 and 00 m above the sea evel which has been presented in figure 2. Besides supporting the main propulsion the wind energy may alo be succesful utilized to deve the electric energy generators, For his purpose the most useful seem tobe the horizontal axis turices. Stila solution applied in 2011 by Stema Lines is aio worth mentioning ~ ‘consisting in placing on the fore deck ofthe fry Stns Junie of the two wind turbines with ‘the vertical four meters Darius type ais ofthe total power of KW, Within yer they aerate 23 MWh of the eletieenerey which is wed for the lighting ofthe vehicle deck. The mst significant mer of the applied turbines isnot so much the generation ofthe elec energy, bat atrather the reduction ofthe front sir esistance tallow the fel savings of approximately 8010 90 Marty main engines in year [14 ‘These day, while ol price records are being broken tbe order ofthe dy, renewed interest in sustainable energy solutions for transportation resus in interesting ateatives tht reduce {sil ue consumption The dret environmental advantages and consiering todays oil pices, financial henefits of saving esi ful is obvious. Besides indirect benefits res fom authority regulations tht tend to increase the pressure on shiping industry to ruc emissions (1: the main cts of IMOS regulations on ship emissions atthe moment isto tighten up caren MARPOI Annex VI limits on suiphur oxide ($0, nitrogen oxide (NO,) an ober harm gases tnd the European Commission confirmed recently tht it will propose bringing CO, emissions om ships into the Buropean Unions emissions tang scheme (ETS) (2, Shipping i he most nergy-fiet made of transport which s probably why the sector as got way with doing very lite to reduce emissions until now. The fst tht shipping (responsible fo transporting more than 90 % of word tade) accounts for approximately § % of global CO, emissions [2] is more and ‘more considered tobe a good reason to change hit thee seems 10 bea oto gin. One way 19 achieve thi sto reintroduce wind power, Having some advantages compare to coavedtonsl sails teton Kite propulsion system for commercial ships i an intresting concept which is being worked on by various partes in industry (3, 4], Though intially recived with some skepticism, the dea is getting more and more serious tention from ship owners. Another concept "hats big developed i the so-called ler sling sytem ta combine the ability of kite 1 dalver det tacton force at lowing wind conditions and produce elesrcal power a ead wind condtons [S. Prter, research considers the specific concept of «high performance (high lit to drag ‘aio ite similar tothe ones used in sport like kit surfing and kit sing (6) fo tration force eteratioe. Anachad Io 4 single tow line via a steering gondola these ites can be ctvely controled in onder to create high flying speeds resukinginhigh tition force Figure 4.1. depicts sucha hiteship systernFigure 4.1. Ship with ite [25] Compared to more conventional wind propulsion by sail, there ae some benefis involved with eplyng kites: > abit cn be atively controlled in oder lo erst its own fying pea this increasing its ‘pprent wind speed and the tation fore: more ration power can be exeted with lest “sl area this ay, > dusto the fit that ite can ly at higher ails itis exposed o higher win speod > dus to the low attachment post ofthe tow lise the oll ecling moment is considerably saler 2 thr are no masts taking dec space 42, General Characteristics ofthe Wind Energy ‘The wind power isthe energy coming om the solar radiation. The temperature diirences which apear due to unequal heating ofthe earth and atmosphere cause the appearance of the nt motions which, carrying the hea, tend 1 equilize the tenperstres. The Eth spherical shape causes tht the biggest dileence inthe energetic potent is formed in between the equatorial zone ate poles. Two hai ir cirulatons ae this reste, one in the zone between the topics andthe ote between the opis ul the poles. The hated a Som the equator areas ses upwards and ows towards the pols of both hemispheres Ia the areas ofthe topic the ar masses tr to drop dow which leads othe formation ofthe topics! high-pressure areas From thse areas the sr flows closer tothe earth uric, partly towards the poles and partly bck towards the equator. Inthe effect ofthe Coro force ection, which s the effect of the Earth rotation, and luo«let thefiton forces the Bath srfive, the direction of hese uments not compatible with the dietion ofthe presure horizontal gradient ‘Thus te horizontal air carents moving nearby he Earth surface towards the equator, call tae winds, have te orteastry diection onthe nother henisphere and sou-esterly ‘on the souhers one. The velocities ofthe tradewinds atthe earth surfice smount 0 5.8 mis on ‘he average. Inthe moderate zone the sr masses circulation ist as ondary a tat duc to the existence of many moving high and low-pressure areas cing thatthe wind! may pracy blow ‘fom any direction. Howeve, on the northern hemisphere the south-westerly and west winds prevailwhreas onthe suthem hemisphere the nonth-westely and west winds prevail [4 Besides this global ication the monsoons or tbe season winds should be mentioned that change the Airetion wice a year and which are caused by the difernces in the ating ofthe lands and oceans. Inthe summer they blow from over he ocean towards the Ia (the summer monsoon — ‘oveanic),tod in the winter ftom the land towards the ocean (the winter monscon — continental one). ‘Te ir circulation in the poles area is of no practical meaning forthe ocean rae and ‘herte i wil aot be discussed. The local winds being the effect ofthe loa differences inthe temperate ae independent ofthe globl elation and overlp i, For the offshore trae the ‘rezes as having the di ‘sll sale may be significant a8 well a the bors blowing fom over the law mountain ridges jee and the nature sii o that ofthe monsoons, bough ina toward te warm sea In-he wind power engineering the majo significance Ins the annual average Wind velocity ‘one givenare tthe specified height ver the earth surface in ters ofthe available wind energy forthe use by the wind powerplant. The inrease ofthe eight over the earth surfice is generally accompanied by the wind average velocity. The wind velocity profil orn other words the graph showing the average velocity ofthe wind bowing from a given diction a a function of height over the eth or wate area, i srongly dependent on the area shaping and surface roughness 38 ‘wellas tine of velocity averaging. The research shows thatthe fstion effet on the it orion ‘movement is significant inthe air lye in dret contact withthe earth, ofthe thickness around 1 ‘on [According tal the elsifiestons of the srfice roughness the wate surface, asthe open sea, belongs to the areas ofthe lowest roughness valucs, The velcty profile with the lrge averaging times are presently recommended to be defined by use ofthe logarithmic formula whilecarer it asthe power formula, The logarithmic formula (4.1) gives the results clasrto the reality in the eat adjacent yer up 1 200 me 2a: is ow we sy = beg whee th rege 10 ie ele mean (tm, 25 = praretr characteristic forth wal adjacent ayer related othe rice roughness, 9 = ext surfce roughness measure (determines the height where the wind vlocty gts down 10 2m), = average 10 minutes velocity measured assume) at he height 2-10 m, = average 10 minutes velocity determined foe the height 2 15, 16) Incase ofthe surface like theses ~0 mands" 0.0002 m [15]. The velit proles calculated basing on th relation (4.1) fr the various average veloetes, assumed as those ‘measured the height of 10m above the ea level re shown in figure 4.2 nae Figur 42. Vera profiles of he wind cleltod ob te ss of he vlc value Focthe sures of bigger roughness the bauer velocity gradients woul occuralong given ot. This is of lage significance in the land wind power engineering forthe relation ofthe location othe wied power plan. In case ofthe offshore wing farms thi is 9 wef infomation forte establishing ofthe tower heights and wind fee at a given beight. The power ofthe wind stream m, lowing trough the surface 4 perpendicular ots direction depends onthe velocity in {power and canbe demi’ rom the Flation: 12Lovta an A surice rea where the wind ows id mass steam owing through the sure; pair density v= wind velocity. “Thus the arangements enabling the uiliztion of the winds Bowing t bg heights shoud be prefered. Incas of ships using the wind energy the knowledge ofthe wind velocity profile is sso oF big inportnce forthe application ofsome technologies. 45, Towing Kite |Aete canbe considered as a wing surface which enables the aplication of existing serodynanic concepts: the resuling force acting. a Kite i determined by calculating it nd rag on 23D wing surface being governed by relative wind speed and angle of attack. The main assumption forthe model is instantancous uiibium between the direction ofthe tow ine and ‘he det ofthe resultant aerodynamic force on the ite For kit, this equilibrium is depending ‘om its poston in space which will be described using the so-called Might envelope (FE). The pparet vind sped, experienced by the kite sa combination of te wind and the kites own fying speed Depending onthe position, the kite wil develop its ying speed in such away ht ‘he resulting force is pull to the tow line. I's the man purpose of the kite performance «elation o determine this equilibrium speed ad the resting towing force ‘A new arrangement i the proposal of using the kite asthe auxiliary ship's propulsion consisting in joining it wit the ship by means ofthe towrope of 100 ~ $00 m length. Shou the ‘vind blow favorably fom the ster or backstay, the rope withthe kite tached at's end x ‘ncoled fom the compartment in the fre, pasing through roller octet the op ofa mt to ‘all mast of the height varying by paling up or down. The most advanced and well ested system {stat of Mosrs Sky Sail Here the kite resembles the two-Iyer inflatable parglide, Owing to ‘he adoquste profit the kt, smirly as on the aero plane wing there appersthe crying free Sacltaing it rising. Inside the towrope there isthe cable supplying the pod place underesth the ‘ite and incorporating the electronic operating system. While the kites kep in constant motiondoing he gr of it in thea the caring fe nen ten ag towing es developed. Th ei opetion i urveed by conte 19} Te it atop wih he apsation of he ie the Sky Sule conutd in 202 on 8 snl boat weighing 30 kg wich ms developed tin pedo 7 km The poe experiences vith he heros de the company conte ess si. Te fi one wes 5 m ng ser sip Boss nd te ite outed ren, pri sil mail, and had the suri stot of 19m, The fcr ship word whe il sso persed kt wa tat laced 2007 45 TEU conan MS Belg Sy Sail. The ship developed te peed of 5 kos wth th main engine power upto 3.40 KW. coding he manufactures assurances wth th te rfc ara elo 160 2 i pst tachive approxi 1S 20% erie in tf come, art Ki of dvb tin etc es opening at he ei wp 0 20m provi fr th lk air £25,000 DWT, een vf 35% [20 Te tein tactve rpsson pine bea the force wih which sss onthe sip senentes det he tovng power wit any tional eyes resing fom ts comers While suming the average vale of te Dice ene powered ship popuion etic: ened according 25 thet fthe owing power the ower ail he tind, at appoxinatly 0, the the uve engine power opt rhe ese of the sme eed othe ship mst vise ig a thie power ott, Pru [2th ie sree et 320 m? can ropa 20 MW ofthe min engine power ouput The precise detention fhe Kt toving fe a one eon a6 ts movers wi te vaibe ud andthe doen on ny connection arate A good aprox of he cnet vale provide inthe del preset in [19 Ti re exet by the win onthe tes en be determine fom he reaton (42) forthe wind power thou thereto: Na Foe tpvsy a ree P=wind toe vor, rind eck vse Sekt wabl sre rset ve bythe wink Tekst en Sy interest os movements iswepoverine abe maer by the win, ithe sme fment ofits surface is swept over every certain specific ime. For hisreason the wind utilization coflicient is introduced cy and ths the kite usable power Py can be presented bythe following relation: pvtSy ao Pea al=atov's whee 5, = common uric a wit he wind sts onthe it ‘The ure, fe the he ing he eres of ht ne as xl proxi to the es ofthe path coerl hy the ke oo the rot fthe way slog th Hare ht sd the wth of the ite Prstially the value S, ded inter anon sch prance ase sus, pe coe, positning snl towards wind dst te shape of te igh” sie eed inte overs sng thi Knowing owe othe ato 5 re can be dcemnine fee Fang onthe kite and wine vectors pall to he wind vebcty sector as a Ini esi wat simp ee va fe ea oe perp he re ya Ge oving fre. Te fire in te pe canbe rated ak om be reton (4 A= easacesh =! pe%Sycoacorp a meaty where: «t= angle ste the rope and wind dreton in the horizontal plane [b= angle Setween the rope and wind direction in the vertical plane surface 5, depends on many parameters and can be detemined only “experimentally, then i stated flows Fi =v Acosacoss as) where: Since ~ experimentally established constant ‘Eventully the towing force is determined fom the reation: : FyeosagcosBy as) 511, ~istataneous angle between the rope andthe ship's motion dietion inthe vertical plane, {= insustanous angle betwen the rope andthe ship's motion dretion inthe horizontal plane. 444. ign envelope ‘The set of possible positions in space ofa kt, attached 1 a tow line with length is described by a quarter sphere with ads, which led the flight envelope CFE). In Figure 4.3 |s indicat the dveton ofthe tue wind. True wind speed is defined by W. Pint Fis the attaches point ofthe tow line The half cle LUR i led the ee ofthe FE. Pi the center ofthe soled power zone. When sssuming uniform inflow ove the aitude in he FE, Ps the ¢ ont where the highest speed and traction ofthe kite are obtained, Al half cclspaalelto LUR tre called io-power linc: kite spot and tcton ar constant on these ines. All ci semenis {fom Ptohe edge are iso-gradient lines: the gradient of peed and power ha constant maximum ale on ese tines. The poston ofthe kite within the FE, indicated by Kis described by two angles (Figure 3): (the inclination ofthe tow ine FX with respect othe ine FP; 6 the inclination ofthe plane FKP with respect othe horizontal plane. an gn Figure 4.3 Flight emelope 1) Inorder to desrie the fying diestion ofthe ht, the kite's reference system Jes fe is define taving is origin at K: The xy ani is tangent tothe iso-power ine trough K pointing ‘Hom Lo, while they ais is tangential 10th iuo-graient line tough K pointing towers P‘The a axis is parallel othe tow line, pointing ouwards the FE. isthe ange between the ying ition ofthe kite and the postive xp ai. Figure 4.4 shows a top view (hoking in negative dzeton) onthe kt. Figure 44 Kite in projected plane of ight envelope [1] ving defined how the kit's position and fying direction are described, this definitions used now to formulate the apparent wind experience bythe ite. Fist, the apparent wind i split up into par tangential to the FE (¥) which i combination of tangential velocities Yay and ial part pall tothe tow line i the 2 Mey in xe and ye direction respectively, and angle ofcurvature + steng seni Figure 46 Lines between gondola and Kite [1] Th fnes between sterng gondola and it, wherethe sped is assumed equal the pend ofthe ktetself, appear o generate aconsdeable anount of dag. The dr veticient fal these lines togetier canbe determined using the formation of Prakash [8 peers a2» om ea eee cee eee n=sumber of tines length of ines between gondola ite «d= diamecr of individ ines = angle of atack between relative speeds kite line Shite a Acording to Prakash [S] the number of lines depends onthe kite aspect ati as follows n= 8+ 164R a2 ‘The diameter ofthe individual lines betwen gondola and kt chosen soc that theta oss sctnal area equals tht ofthe to ie between gondola an ship. For determining the lnerag the yr of he tow line underneath the gondola and the part between goo and Kite sre ‘conser separately. Fo the lower pati ppearedthat even when aking into acount ine drag cveticien of 3, the dag ofthe ow line dil nat exceed 1% of he tal drag (pty because the speed ofthe tow line isis iw). Therefore the ower tow line dre nelete, It mst be noted Ihotever tat en increase in Hine day an be exposed de to vortex induced vibrations which is ot taken into acount here), (Otber atonal rag octets come fiom the ar inet, and surfce regres end surface roughness, The ai inet isan opening atthe nose ofthe hice enabling sir Nw ito the Inflatable te, Approximations for drag coeficinss ofthese components given by Prakash [8] ave bemused 446, Equilibrium yelocty ‘As mentioned, the key assumption ofthe presented approach to cael the kite traction is the eslant force on the te being parle to the tow ine. When assuming tat the Reyvolls number (lesed on which the 2D if and drag coeicins are eslulted) is independent ofthe instantmenus relative kite velocity Ya and 4 @ consequence independent ofthe positon ofthe ‘ite inthe FE, the it to drag ratio (L/D) is als independent ofthe hte postion, This rans tht the direction ofthe resultant Kite force depends on the ange of tack only. With a known L/D, the quire angle of attack for which the resultant kite force is parallel othe tow line i lly thevariaton of traction free ove the FE > the varition of wind velocity over altitude> vaiation of horizontal traction force wth inclination of tow line 49, Genera conierton rearing wind ect ons (Gen hat he propulsion sing te kt i rongy rtd tone wing clas x, tod tht fe the two sis re compart, twas cosiere th some gener cosdetons on ss propubon we meen ‘The resultant of the pressure forces D (figure 4.9a) acts in the centre of pressure of the sure, wbich cn be conidred moto th time geome] centre, an is red in the iret ft si flow ands a depen onthe total rico the sas om andthe pend r a nord to oa xe clit oft ves of in res and repetvey Fy, then, whee i it rietd in itt ition fom he wind tied the ig called “tama lb .\s40 ks F ° Foe 49 Gos wn gue 490 Tse wind 410, The hite's forces and moments ‘These are several foros acting upon the kit: it force (Z), drag force (B), weight force (), ablerersion (TF.Figs 10. Ke’ fies ané monets “Treo aodyamic fre Ti decomposed on th dcton ofthe pod tein to inniy B (dag re), anton ieton paper ont E it oe). The wo res re calender Dacp'ts, aan Lees, a2) where: Gp = drag coeticint; 6, lit uefcen; p= sirgmvity, = the toa surfice ofthe kite. ‘Bycateulating the values of D and L from (4.27) and (4.28) we can detemine the value ofthe total aerodyamie fore sing the form 1,=VE+D 429) 4411, Forces ona kite Ait canbe considered a wing surface which enables the application of tice prisiple ‘once sting onthe kt: the weight, he tension in the towing cable and the aerodynamic force (07. The weight W”abways nts flomhe center of gravity toward the center ofthe earth, Theserodymanic force is usually broken into two componeas: the ik force b, which acts Perpendiclr tothe wind, and he resstance fre D, which cin the direction of the wind ‘The aerodynamic fore aes through the centr of pressure. Near the ground, the wind may swe and gust because of turbulence in the eat’ boundary layer unten Simi —s mr ste sa Flgwe 4.11 Foes on hte (17) But away ftom the ground, the winds fil constant and nesly paral othe surfice of ‘he earth fn this case, the Ki i diretly opposed othe weight ofthe its, as shown in he figure 411, The tension inthe line aes trough the bile point (cooling pod) where the line is tached tthe kite ‘Te cable tension is divided in two eompones the vet! pull Vp, andthe horiznest pull Hp. When te kite is in stable Might the forces remain constant and there is no net external fore ctr on thet, fom Newton's fist lw of motion. In the vertical direton, the sumof the foros is 20. ytw 430) So, the vertical pl plus the weight mis the it sequal to zero ytW-L= ay In -be horiontaldzection the sum ofthe horizontal pall andthe resistance must also equal Hp-D=0 4m) [Nar the bridle point, the tne is inclined st an angle called the bridle angle The ‘magnitude ofthis angle relate othe relative magnitude of the component ofthe tension 433)‘Kaowing the bride angle, the length olin, andthe weight of ie, can prec the height at which Be hte es. The relative sienth of the forces determines the motion ofthe kite as eseribed by Newton's laws of motion If gus of wind sske he Kt the i al drag increase ‘The hte then moves vertically because the Lf now exceeds the weight and the vertal ll ante tension fore inreasesboceut of increased dag [22] entully a new balance point is established andthe kite achieves diferent stable condition. Because ofthe change in elative strength ofthe aerodynamic and weight forces, the Lt also eotates about the rile pinto balance the tras (18) 412, Calculation of total aerodynamic force Figure 4.12. Traction aerodynamic fore and cable tension In Figure 4.12 he following notes were inlided C~chord e=toming cable tension (the value is equal with value of Ta): «1 incidece angle of wind; w= wind velocity; Ke applzation enter of forces ‘The projection of aerodynamic force Tyy onthe water plan WP itis shown in figure 4.13,Figure 4.13 Projection of the foreeson the water plane [22] The value of F (i foree) is negligible because the ship i too heavy for itt it her and ‘he ale ofthe (esistance fore) sheers the sip offcourse (22) 4.13, The righ sail ‘The Wind Challenger Project started by The Univesity of Tokyo and Japanese major Shipping companies is resewching to ize the maximum ocean wiad power for the main propulsion of a lege cargo vessel. The concept of “Motae Assited Wind Powered Vesta” is proposed asthe next genration sling vessel named UT Wind Challenger. The vesel is eqsipped. ‘wih extraordinary lange rig sis on the upper deck as a main propulsr which is made by ‘svaned ght material suchas CFRP composite, The gid sil has the crescent wing seston and lso as vtialy telescopic reefing snd slotting mechanism to meet the wind velocy and lietion. The nine pices of igi sails (tl sil area 9,000m?) are expected to generate forward ‘trast eoigh o drive 180,000 dt blk carer tthe peed of 14 knots, in cas of wind velocity (of 12. m/s fom a beam. The aerodynamic interaction of the nine wing sil sytem i aed out ‘ith the fl sale CFD sialon. FFushermore, study onthe fe ol saving eet in the real ea suchas the route between ‘Yokohama and Seattle was carried out and about 30% of propulsion energy is acquired fom the ‘vind power in average ‘A soncept of "Motor Assisted Wind Powered Ship" which is mainly powered by wind cuergy and ol burning engine as aur i neded forthe fature low carbon society. The windpowered merchant vessel of fuel oll reduction by 50% is proposed as Wind Challenge. For + example, he princi partiulars of the 180,00 dt vessel xo called Cape-SizeBulker are shown in Table 41 ‘Table 4.1 Pariculrties of Wind Challenger (26) Te 0m Beads 3m Dent Em Dat 16m Dextweghe | 1800007 Sailers a0 “asiary engine | T3000 KW Seniceapead [Te Complement [25 parsons Rind of veel | Capesie blker “Te nage piture oT Rll salt te se shown in Figure Tad roofing thes in por is sown in Figure 4.15. Figure 4.14 Wind Challenger model at sea (26) ‘The vesel has nine CFRP rigid wing sails which canbe rotated 360° to meet the wind lietin nd refed telescopically by a mechanical devices inside ofthe ail [24).Figure 4.15 Wind Challenger in he por (25) ‘Th forward thrust T (kof) generated by the wing sil shown n Figure 4.16 is expressed 1s flows, 05 pe ¥EACy 439 where, re = density ofthe aie ko 5/m"] 1% > apparent wind speed (m/s) (A= area of wing sil m?] y= thes coelcen; variable parameter according tothe apparent wind angle O shown in figure 46, Figure 4.16 Apparat Wind and Trust 26)References [1] Peter Nain, Vincent Koster, Performance of ausiliary wind propulsion for merchant ships using at, 2" Conference on Marine Reseach and Transportation, 28-30 Jae 2007, Naples, aly (2) www atainabeshipping com [B] mw tysatscom [A] www testip.com [5] A lef, B. Lansdorp, M. Dich, Rests of optimisation of Laddrmil si [6] wwe tebotcom (7) Lingard, JS, Ram-air Parachute Design, Precision Aerial Delivery Seminar, 15th ALAA Aerodynamic Deceleator Systems Techaology Confrence, Clearwater Beach 195 IB] Prakash, 0. Aerodynamics end Longitudinal Stability of Parafil / Payload Systm, Depart! of Aerospace Enginerng, Indian Institute of Technology, Bombay, 2008 [91 Troen ad Petersen, EL, European Wind Alls, Riso National Laboratory, 1989 (00) Drea, An analysis and design system fr low Reynol’s number airfoils, MIT Dep. of ‘Acrodynamica and & Astrodynamics,1989 [11] Troe, I. end Petersen, EL, Buropean Wind Atlas, Riso National Laborstry, 1989 [12] Wojsiech 2, The selected methods of using the wind power av the ausilary source of ‘energy ones engine powered ships, ural of Polish CIMAC, vl. 7.1, 2012 [13] Wind rbin power. word frst for ferry, Motrship July/August, 2011, p10. [04] motives Spesitshif mi kombiniertem dvariebsrystn, Shit wod Hafe, Sansa 211, pp. 28-33, [15] Chisnisk T, Technologie energtyeane, WNT, Warszawa, 2008, (16) Figa A. nzyieria wistrma, Arkady Sp x00, Warszawa 2008, [07] wew grease gov - Forces ona kite (08) wew grease gov - Aerodynamics of kite [19] Aschebeck S., Fisher R, Leger, Szezesy W., Kreuzer R, Sola M: Testrgebnisse es Sk Sais-S)stems, SebiT und Han, Janse 2009, pp 36-40[PO] Zigaracen ar Buler, Shi und Hafen, Apri 2011. pp. [21] Estand M, Stach Hs Control of Towing Kites for Seagoing Vessels, tplarsivorg [22] Grogn N, Dima D., Conidravons regarding kite towed ship's manocuverng, Procendings ‘ofthe 3nd Intemational Conference on Markie and Naval Science and Engineering, 2010 [23] Stalin, Teoria olvem, Wydawnictwo Morske, Gdansk 1969, [24] Ouchi, K, Uznws, K, Concept Design of Wind Driven Vessel in the Era of Low Carbon Society, Pocesdags of 21st Ocean Eneneerine Symposium, Japan Society of Naval Architst sn Ocean Bagincering, Tokyo Japan 2009 {25} mpstenauticwebnews.com (26) Kzzwuki Ouchi, Kiyoshi Uzawa, Akihiro Kani, Masanobu Kator, “Wind Challenger” the ‘Next Generation Hybrid Sailing Vessel, Tid Intemational Symposium on Marine Propusors Australia, May 2013 mp3, Launceston, Tasman