Improvement in Ship Powering Using Hull Vane

ABSTRACT

CHAPTER 1: INTRODUCTION

1.1 DRIVER FOR CHANGES

Global trends among ship owner and designer for a ship able to operate through low
carbon emission in conjunction to reduce the oil consumption and minimise the
environmental impact (Ozturk, 2013) is a major call for innovation in ship design. Tendency
to reduce operation cost of ship seeing the downturn of shipping industry in recent years and
soaring price of oil in the future (CNBC, 2018) is the pivotal justification. It would create
imbalance in ship owner’s account if no or less fine action apprehend.

International Maritime Organisation (IMO) restrictions of sulphur content standard in oil

and reduction of greenhouse gas (GHG) emission is in the mind of every owner and designer
as they could not handle the ban imposed. IMO increasing demand of reduction of
greenhouse gases from 15% to 20% and up to 30% in 2025 from a vessel is a challenge to
embrace. Obviously, one of the popular methods to reduce these emissions is from efficient
oil consumption through innovative design of vessel (Lee & Nam, 2017) or described as
green vessel. It such an advantage to have the green vessel in service since active
environmental awareness in several developed countries urged their port authorities to ensure
each vessel bound in their water meet the environmental regulations.

Deterioration of environment from human activities particularly in shipping industries

when extensive emission of CO2, SOx, and NOx cost the surrounding stability. According to
Sekimizu the Secretary-General of IMO, ‘...international shipping emitted 796 million
tonnes of Co2 in 2012, which accounts for no more than about 2.2% of the total emission
volume for that year (IMO, 2015).’ Yet to surprise, in 2007 the number of emission recorded
as high as 885 million tonnes of CO2, which represented 2.8% of the global emissions of CO2
for that year. Thus, green ship technology is called for to alter the extensive amount of
emission since it offered to trim down total CO2 emissions by 20-30 %, total SOx emissions
by 80-90 % and total NOx emissions by 80-90 % (Rajasekhar et al., 2016).

The financial, legislation and environmental motive is principle justification for the
numerous researches to resolve the technical and operational measure issues entangle the
shipping industries related to fuel efficiency and emission reduction. Several approach
surfaced from the numbers of researches conduct with dualistic effort to optimise fuel
efficiency and significantly reduce emission –with an outlook to reduce operation cost
through less fuel consumption. Researcher was confined to several variables influencing the
energy efficiency as in FIGURE 1.

FIGURE 1 Variables influencing energy efficiency (Pedersen, 2009)

Ozturk (2013) identifies two segments of overall efficiency of the vessel which are power
and propulsion system efficiency and hull efficiency. Engine maintenance performance and
propeller fouling are among the factor affect the former and environment, water condition,
hull fouling, trim and draft are the other factor fashioned the latter. Advancement in
technology have had seen operational efficiency of vessel significantly improve to a great
degree as the latter define. Hull optimisation, alternative propulsion, voyage planning and
reduction of hull resistance are all implemented and continuously improved while many other
findings are in the tunnel to materialise. On the other hand, a group of researchers found an
alternative to reduce oil consumption through reduction of total resistance which significantly
improve the ship powering (Bouckaert et al., 2016). The idea with a patterned name, Hull
Vane, is a hydrofoil mounted horizontally below the stern of the vessel which the flow
around the hydrofoil develop a lift force including forward thrust force –as of the concern
throughout the report.

1.2 PROBLEM STATEMENT

Limited studies conducted in favour to identify the impact of foil design and positioning of
Hull Vane to a significant reduction of total resistance. And yet to present a study conducted
to identify the impact of foil design and positioning of Hull Vane to a significant reduction of
propulsive power and improve the thrust efficiency.

Thus, its a major call to conduct a study on impact from foil design and positioning of
Hull Vane toward reduction total resistance, propulsive power and improve the thrust
efficiency.

A numbers of fin from NACA series will be studied as Hull Vane with chord length up to
1 m. Maximum camber is made up 4% of the cord length –about 0.4 m. Maximum fin
thickness estimated at 0.12 m attached to the rear of the leading edge at 0.4 m.

1.3 OBJECTIVES

The project is an attempt to implement the Hull Vane onto a vessel. Its aims are:

a) To study the impact of patrol vessel’s current implied fin and its positioning to
reduction toward total resistance, excessive resistance and wave resistance.
b) To study the impact of patrol vessel’s current implied fin and its positioning to
reduction of propulsive power and improve the thrust efficiency.

1.4 SIGNIFICANT OF STUDY

This purpose of study is to determine the result imposed at vessel’s thrust power and
coefficient of thrust efficiency from the position and design of Hull Vane. Thus, the study
needs to assess comprehensively the decision of positioning and designing the Hull Vane to
total resistance, excessive resistance and wave resistance.
Jika hasil dari kajian ini berpotensi untuk dimajukan, adalah dicadangkan untuk sebuah
prototaip dibina berskala sebenar dan ujian
laut dijalankan bagi tujuan demonstrasi. Bot yang dicadangkan sudah ada iaitu sebuah bot
sepanjang 15m hasil peninggalan dari
projek lampau biayaan Kementerian Sains dan Teknologi (MOSTI) dari tahun 2009 hingga
2010. Walaubagaimanapun, bot
tersebut perlu dibaikpulih dari aspek pembelian enjin baru sehinggalah pada proses mengecat
semula badan kapal. Hull Vane
tersebut boleh dipasang dengan mengadakan ‘bracket’ pada buritan kapal.

At large, the impact of this project would be felt within vessel sector in the country with
mean of reducing the fuel consumption. Projek ini diharapkan dapat dimanfaatkan dan diguna
pakai didalam sekto perkapalan dalam negara. Sektor perkapalan
yang dimaksudkan itu menrangkumi pengunaan kapal militer, kapal kargo dan juga kapal-
kapal nelayan. Pelbagai sektor
perkapalan kerajaan boleh mengadaptasi teknologi inovasi ini kepada kapal-kapal dibawah
kendalian masing-masing seperti dari
TLDM, APMM, Polis Marin dan juga Bomba. Jika hasil kajian ini memperolehi keputusan
yang memberangsangkan, adalah
dipercayai dapat mengurangkan pembelanjaan kerajaan terhadap kos bahanapi yang
mencecah berjutaan ringgit setiap tahun.

1.5 EXPECTED OUTCOME

 CHAPTER 2: LITERATURE REVIEW

2.1 OVERVIEW OF ENERGY-SAVING DEVICE

The ongoing quest to save the environment and gradually stringent regulation of fuel
consumption policy have had sent researchers to many areas to study the possibilities from
engine efficiency, propulsion efficiency, alternative sustainable sources of power, to the
lowering of the resistance of the hull. While the latter is the concerned area throughout this
studies. Several remarkable works has had been conducted in these area as the emergence of
bulbous bow as the classic example to the contemporary of Hull Vane. The former is suitable
for displacement hull while the latter –and its type –is suitable for planning hull.

Hull Vane and its predecessor invention; interceptors, stern wedges and stern flaps are
contrasted in term of highest total resistance, less propulsive power and improved thrust
efficiency. These energy-saving device are identified as appendage (Larsson & Raven, 2010)
since it was attached to the hull of the ship to alter the flow around and thus increase the total
frictional drag from the wetted surface (Shiju, Kareem, et al, 2012). It explains a proper
knowledge is vital for the designer while considering the precise location and angle of the
device to optimise the results.

In this part all these devices are assessed through four designated parameter which highly
influenced the total resistance –with consequential of propulsive power and thrust efficiency.
Those four parameter are.... THE TRUST FORCE, TRIM REDUCTION, REDUCTION IN
WAVES FORMATION and POSITIONING AND SPEED OF SHIP

Streamline across the ship’s hull was designed in purpose to create favourable
pressure gradient so that it encounters minimum resistance to forward motion. However, due
to recent environmental concerns which gradually adapt to operational requirement and
policy, certain add-on imposed to ship hull alongside the streamline body to improve the
manouverabilty, seakeping strength and effective resistance reduction.

2.2 CONCEPT OF SELECTED DEVICE TO IMPROVE POWERING

Hull Vane is an inclined foil plugged in to the transom, below the waterlines, of a ship at
particular degree and is fixed in its position (Uithof, Oossanen, et al, 2016). At this position,
it able to develop a lift force and forward thrust force from the surrounding flow which
directly influence the reduction of trim and total resistance.

The reduction in fuel consumption that the Hull Vane®

generates can be contributed to various factors. Placing
the foil in the inclined part of the transom wave creates a
lift force which is tilted forward. This force can be decomposed into a resistance reducing
force in x-direction,
and a force in z-direction. This force in z-direction has a
direct influence on the trim, and therefore also on the
resistance of the vessel.
Furthermore, because the flow is redirected to a more
horizontal direction, the transom wave is reduced. This is
for instance important for inland vessels, which do not
want to damage coastlines or disturb vessels nearby, and for naval vessels where the transom
wave is a significant part of the ship’s signature. The last effect is related to the foil’s
behaviour in waves.
Moving a flat plate up and down is hindered by the water
surrounding it. The same applies to the Hull Vane®,
when the vessel is pitching in waves. The Hull Vane® is
then forced up and down, and the resulting dampening
effect of the water on the movement of the Hull Vane®
also dampens the pitching motion of the vessel. This not
only results in lower accelerations on board of the vessel,
it also lowers the added resistance due to waves. FROM HULL VANE®,
INTERCEPTORS, TRIM WEDGES pg 1

Stern flaps, independent of what vessels

size or type they are used on, create a vertical lift force at the transom, and modify
the pressure distribution on the after portion of the hull. The modification of the
afterbody flow field causes the principal performance enhancement on a displacement
hull. A stern flap causes the flow to slow down under the hull at a location extending from its
position to a point generally forward of the propellers. This decreased flow
velocity will cause an increase in pressure under the hull, which in turn, causes
reduced resistance due to the reduced afterbody suction force (reduce form drag).
Wave heights in the near field stern wave system, and far field wave energy, are
both reduced by these devices. Localised flow around the transom, which represents
lost energy through eddy making, wave breaking, and turbulence, is significantly
modified by the stern flap. The flow exit velocity from the trailing edge of the flap is
increased in comparison with the baseline transom, leading to a lower speed for
clean transom flow separation, and again, reduced resistance [5].
Secondary effects of the stern flap include the lengthening of the hull, improved
propeller-hull interactions, and improved propeller performance due to reduced
loading, and reduced cavitations tendencies. From
Stern_Flap_for_Resistance_Reduction_of_Planing_Hul

Interceptor is a flat plate fitted vertically

at the transom of a ship, covering a portion or full breadth of the transom and protruding a
few centimetres below the transom. The protruding section below the transom causes a
local pressure increase in the fluid flow in front of it resulting in low trim by aft and there
by low hydrodynamic drag. The principle is to increase the improved lift, a reduction in
trim and hence a decrease in total resistance. From INTERCEPTOR FOR BETTER
HYDRODYNAMIC PERFORMANCE OF A PLANING HULL

Interceptors and trim wedges have been broadly adopted

in the faster ship segments, such as naval vessels and
yachts. Both devices are based on the same principle:
they are designed to slow down and redirect the flow
near the aft ship, such that a high pressure region is created under the aft ship. This pressure region pushes the
aft of the vessel up, causing a trim more bow-down. This
influence on the trim proves to be beneficial for the resistance of the vessel, especially at the higher speeds.
From Systematic-Comparison-13-Patrol-Vessel

UPDATE-ON DEVELOPMENT-OF HULL-VANE –extensive elaborate include

formula

2.3 THE TRUST FORCE

2.4 TRIM REDUCTION
2.5 REDUCTION IN WAVES FORMATION
2.6 POSITIONING AND SPEED OF SHIP

CHAPTER 3: METHODOLOGY

Among the methodologies relevant to put into consideration are:

a) Series of test will be conducted in Computational Fluid Dynamic (CFD) Lab of

Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology
(UniKL Mimet), Lumut, using SHIPFLOW version 6.3.1 software.
b) Series of test conducted using CFD simulation with boat dimensions of 15m in length,
4m and 2m for beam and draft respectively with several variable as below:

i) Ship with 10m length hullvane, -0.5m from stern in x-direction.

ii) Ship with 8m length hullvane, -0.5m from stern in x-direction.
iii) Ship with 10m length hullvane, -1m from stern in x-direction.
iv) Ship with 10m length hullvane, -1.2m from stern in x-direction.
v) Ship with 10m length hullvane, -1.5m from stern in x-direction.
vi) Ship with 10m length hullvane, -1m from stern in x-direction (0.16m width).
vii) Ship with 10m length hullvane, -1.2m from stern in x-direction (0.16m width).
viii) Ship with 10m length hullvane, -1.5m from stern in x-direction (0.16m
width).
Hull Vane is fixed at -1.5m from the waterline in z-direction and having an attack angle of 5o
–in all scenarios.

c) Fin from NACA series will be study as Hull Vane with chord length up to 1 m.
Maximum camber is made up 4% of the cord length –about 0.4 m. Maximum fin
thickness estimated at 0.12 m attached to the rear of the leading edge at 0.4 m.
d) Monohull boat from previous project of The Ministry of Science, Technology and
Innovation (MOSTI) in collaboration with UniKL Mimet will be used. Boat
parameters are identified as in TABLE 1.

REFERENCES

https://theconversation.com/the-urgency-of-curbing-pollution-from-ships-explained-
94797

https://www.epa.gov/ghgemissions/global-greenhouse-gas-emissions-data

https://www.cnbc.com/2018/05/24/oil-prices-set-to-soar-ahead-of-shipping-
revolution.html

https://sputniknews.com/business/201805171064553815-oil-prices-rules-ship/
APPENDICES