Student’s name Institution
Anantha Krishnan A Indian Maritime University
Vyshakh S Visakhapatnam Campus
Faculty
Dr. Sheeja Janardhanan
HOD, School of Naval Architecture and
Ocean Engineering
Address
Indian Maritime University
Visakhapatnam new campus, Vangali
village, Tekkalipalem Post, Near
Rayavarapu Agraharam, Sabbavaram,
Visakhapatnam, Andrapradesh, India
531035
Email
[email protected] [email protected] Mobile
+91-9846239683
+91-7639540507
Title
A Novel Design and Analysis of Futuristic Green Ships using
Wind Power
Page 1 of 15
Contents
Summary 3
1. Introduction 4
2. Method 5
3. Results 9
4. Discussions 12
5. Conclusions 12
Appendix 13
References 15
Acronyms and abbreviations
Acronym or abbreviation Description
CHEK deCarbonising sHipping by Enabling Key technology
symbiosis on real vessel concept designs
EC European Commission
IMO International Maritime Organisation
EEDI Energy Efficiency Design Index
CFD Computational Fluid Dynamics
VAWT Vertical Axis Wind Turbine
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Summary
As the shipping industry goes into the industry 4.0 trend, being the most efficient mode of
transportation it has the biggest opportunity to development in terms of its energy efficiency,
emissions and the modes of powering. Like the other industries who are trying to innovate,
the shipping industry also has to adapt to it. As a result, an increasing number of vessels will
be constructed to provide higher energy efficiency through measures such as improved
hydrodynamics and advanced hybrid power generating systems, as well as energy storage
for performance and operations optimization. In this work, we are trying to make a concept
design of a vessel with different alternatives of powering the ship. For performing the
mentioned work, a bulk carrier(merchant ship) was designed from an existing vessel. The
different alternatives used in this work of powering the vessel are para-wing, sails and the
Derrieus turbine and a stabilization system was designed for usage during the sail operation.
The main purpose of this study to come up with a concept for sailing operation and a feasible
combination of powering alternatives. The velocity and volume fraction distribution of water
around the ship’s hull was used to predict the design feasibility of wind propelled ships with
stabilizers. A marginal variation in velocity was found to be in the range of 4 - 4.5 knots. The
major conclusion of the present study is that from the concept that has been made need more
iterations of study for better implementation.
Keywords
CFD, Para-wing, Derrieus Turbine, Stabilizers, EEDI
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1. Introduction
The shipping of large quantities of cargo has been the major contributor of the world trade.
The cargo that has to be carried have to use big vessels like the bulk carrier. The bulk carrier
have the advantage that it can handle long voyages without the need for bunkering frequently.
It came into the shipping sector in the 1950’s and within no time it has become the backbone
of the shipping industry, In this 21st century, it has accounted to almost for the 33% of all the
merchant shipping.
For a long time, we have heard pleas to have pollution-free vehicles on the road, but we
haven't realized that this applies to the marine environment. As a result, the concept of green
ships is important in the life of a naval architect. Ships, while considered the most efficient
mode of cargo transportation, are also major polluters in maritime and marine environments.
According to the International Maritime Organisation (IMO), ship emissions accounted for
around 2.2 percent of worldwide man-made emissions in 2012. Over time, the IMO's
regulations for greener ships have become more stringent. Green shipping can include things
like using cleaner fuel, lowering carbon emissions and energy waste, and lessening the impact
on marine life. The EEDI value can be used to calculate a ship's efficiency. The Energy
Efficiency Design Index (EEDI), developed for new ships, is an index that calculates grams of
CO2 per tonne mile of transport work. It can be calculated as the ratio of "environmental cost"
to "societal benefit". The lower a ship's EEDI, the more efficient the ship is thought to be.
Green shipping technology aims to reduce the environmental impact of ships while keeping a
low EEDI value. In light of the ever-increasing environmental concerns about pollution, no
designer would leave any stone unturned in inspecting the huge global marine industry for
pollution standards and mitigation measures. A ship has an impact on its surroundings, and
pollution of the world's waters and atmosphere has become a growing source of worldwide
concern.However, change is on its way.
Huang. et al [4] described that wind, solar electric, and hydrogen-powered ships will offer
innovative low- or no-carbon alternatives to fossil-fuel-powered cargo ships, with wind set to
make a big comeback in shipping. Hard sails, revolving vertical cylinders, and even kites are
among the new experimental sail designs.
Parsons. et al [6] and Kotinis. et al [5] No Ballast System - Ballast water is required for safe
ship operations, however due to the large number of marine species found in ballast water, it
poses major ecological, economic, and health risks. Though there are a lot of precautions that
are being taken, it cannot be eliminated completely. This is where the no-ballast system comes
into the picture. It consists of flow tubes which are made according to the volume needed to
be present inside the tube to keep the vessel afloat during the voyage. The sea water enters
through the front and exits from the back which ensures that there is enough ballast without
the need for any storage and treatment.
Vertical aerofoils - Aeroplane wings – or classic sails – work on the same principle as vertical
aerofoils. The Bernoulli Effect occurs when the wind flows quicker over one side of the aerofoil
than the other, creating a low-pressure zone on the side with the fast-moving air. On the other
hand, normal air pressure provides a force that pushes the aerofoil into the low-pressure zone.
Cranes are hampered by vertical aerofoils, which also take up deck area. Furthermore, they
have to be trimmed at the proper angle to the wind to function properly.
Para-wing a is kite like system which can be used to propel the vessel. Kim. et al [2] gave an
elaborate description on how to harness wind energy with the help of para-wing. This energy
can be used to run small hydraulic turbines that can be used to generate both electricity and
hydrogen fuel with the help of electrolysis. According to him, the power can be in the range of
megawatts to gigawatts.
B. Cheng. et al [8] explained about the different design optimization techniques for the
Derrieus turbines. Darrieus Turbine is a simple Vertical Axis Wind Turbines(VAWTs) that is
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used to convert the wind energy into the lift force, which helps it to rotate about its own axis
and produce the required power. The VAWTs are of two types, the Sevonius type and the
Darrieus type which rely on the drag force and lift force respectively. The Darrieus Turbine is
better suited because of its higher power coefficient. It has higher efficiency but because of
the poor self start capability, it is a major drawback compared to the drag type VAWTs.
The present work deals with defining the combination of the powering and energy generation
methods that are above mentioned. There are two alternative of arrangements that are being
proposed. The main objective of this work is to make a effort into making novel design of bulk
carrier and concentrating on the the wind energy used for its propulsion and energy generation.
The first objective to propose a design for a vessel with sails attached to it and also
stabilization system to stabilize the vessel during the sail operation. The second objective it to
conceptualize a energy generation setup on a vessel with the use of a Darrieus turbine and
the para-wing system. The first part deals with the propulsion system that is needed to propel
the vessel forward and the the second one is to propose a energy generation system which
the Darrieus turbine as the major source of energy generation. To understand the force that
act during the working of these respective system, CFD analysis is done.
2. Method
For the numerical analysis for the velocity and the volume fraction of water and air of the
different setups are done using Computational Fluid Dynamics.
2.1. Selection of CFD Software
For the analysis to be done on the different arrangements of powering equipments on the
chosen ship model, SOLIDWORKS Flow Simulation was used. SOLIDWORKS flow simulation
interface can be used in multiple flow scenarios. This can be used to estimate different
parameters of flow such as velocity, force, pressure, viscosity, vorticity and multiple other
parameters.
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2.2. Input of Design Geometry
As a standard geometry to be taken, a bulk carrier was modeled using the software. This
model was used as a standard on which the wind propulsion systems were installed and
analyzed upon. On the same model, the wind power harnessing equipments were also
installed. The details of the design are as follows:
Figure 2.1. Front and Back View of Wind Propelled Vessel with Stabilizers
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Figure 2.2. Side and Top View of Wind Propelled Vessel with Stabilizers
Figure 2.3. Isometric View of Wind Propelled Vessel with Stabilizers
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Figure 2.4. Front and Side View of Vessel Installed with Wind Energy
Harnessing System
Figure 2.5. Isometric View of Vessel Installed with Wind Energy Harnessing
System
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2.3. Domain Discretization and Boundary Condition
The computational domain was set according to the requirements, as shown in the figure.
Figure 2.6. Computational Domain and Fluid Concentration Graph
The design speed was approximated to 15 knots. The CFD analysis was performed
considering the free surface effect of the fluid flow. The two immiscible fluids taken in this
study was air and water. The concentration of water up to 9.5 meters, which was considered
as the maximum design draught of the vessel. The velocity at the inlet was given as 15 knots
and the study was proceeded.
2.4. Solving
The turbulence parameters, time steps, refinement level, the mesh properties and the required
goals of the study was defined. These goals include volume fractions of both the liquids, the
velocity and the static pressure distributions. The model was meshed and the simulation was
proceeded.
3. Results
Figure 3.1. Velocity (a) and Volume Fraction(b) of Water around the ship’s
hull without the stabilizers
(a)
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(b)
The resistance on the ships hull due to its movement in water is dependent on the velocity
distribution and the volume fraction of water around the ship’s hull. In this study, the velocity
distribution and volume fraction of water around the hull of a normal ship and the the ship
attached with the stabilizers were compared. A substantial variation in these profiles will
indicate the design feasibility of the ship attached with the stabilizers.
Figure 3.2. Velocity(a) and Volume Fraction(b) of Water around the ship’s
hull at draught level with the stabilizers
(a)
(b)
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The cut plots of the velocity profile and the volume fraction was made at a maximum draught
of 9.5 meters. From the results as shown in figures 3.1 and 3.2, it is visible that there is no
significant variation in the velocity and volume fraction profiles in these two cases. Still there
is marginal variation in velocity profile near the mid-ship area where the stabilizers are placed.
The magnitude of variation in velocity in this region is found to be around 4 - 4.5 knots. Similar
trends are observed of the variation in volume fraction of water.
Figure 3.3. Velocity(a) and Volume Fraction(b) of Water around the ship’s
hull at 2.25 meters draft without the stabilizers
(a)
(b)
For the optimal design of stabilizers used in this case, the velocity and volume fraction
profiles were plotted at a height of 2.25 meters from the ship’s keel. This is the height at
which the center line of the stabilizer passes through. Refer figure 2.2
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Figure 2.10. Wind Action above the Deck
To analyse the performance of the sails attached to the ship’s deck, it was necessary to make
a CFD analysis. The wind speed at which the ship can be propelled was taken as 17.5 knots ,
which is the average wind speed in and around the Arabian Sea and Bay of Bengal [7]. The
observation from the cut plot indicate substantial reduction in wind speed which will lead to
the dissipation of kinetic energy which in turn develops thrust. This thrust force can be used
to propel the ship.
4. Discussions
The conceptual designs that have been proposed would lead a way to better understand of
the different alternatives that can be used to power the vessel and also to power them
effectively. Though it was developed long time a ago, the current sails perform as same as
the sails in the olden times. The results of this study depicts that there can be significant design
features that can be incorporated to the design of current ships to make it more greener and
energy efficient. The variations in results of the velocity and volume fraction profiles indicate
an increase in resistance of the ship due to the stabilizers. With the development of the
advanced wind turbines and wind energy harnessing techniques such as para-wing can lead
to Energy Efficient Design Index(EEDI). This study can contribute to the greener shipping
industry by pointing to the right direction where the study can be better concentrated for bring
about a faster revolution in the wind sector.
5. Conclusions
The main aim of this work was to pave a way for further research and work to be done in this
area. We analyzed the velocity and volume fraction of the different arrangements on the bulk
carrier model. The details of the CFD software used, the geometry setup, the domains and
boundary condition are described in the paper. The simulations that were carried out showed
increase in drag but with better design implementation, it can be reduced to an extent. For
further study, the sails that were used to propel can be analyzed further to understand the
thrust that being on the vessel and also the arrangements of the sails can be optimized for
better performance. Similarly different design of sails can be analyzed and can lead to robust
design. Furthermore, the flow through the trunks in the stabilizers can be used to harness
energy with the help of hydro generators. A small part of this discussed below (Refer Appendix
Figure A.3) The different structural arrangements of the different propulsion components can
be studied to understand the loads on the structure.
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Appendix
Figure A.1. Working of Stabilizer
The proposed working mechanism of the stabilizers on both sides of the vessel is shown in
the above figure A.1. Each retraction mechanism contains two linkages with two joints. These
joints are made to rotate with the help of motors. The sequence by which the retraction
mechanism works can be referred from figure A.1.
Figure A.2. Stabilizer with trunk
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Figure A.3. Velocity Profile of water through the trunks with dia 1 m (a) and 2
m (b)
(a)
(b)
The velocity profiles indicates that the flow through trunk with diameter 1 meter tends to
converge faster than that of trunk with diameter of 2 meters. Further studies are
recommended for the optimal design of stabilizers with trunks.
Figure A.4. Proposed Motorized Mechanism for Sails
The two sails that is attached to a single vertical pole should be able to rotate about the vertical
axis and the individual sails should also be able to rotate independently. Figure A.4 illustrates
the proposed mechanism.
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References
[1] Romano, A., & Yang, Z. (2021). Decarbonisation of shipping: A state of the art
survey for 2000–2020. Ocean and Coastal Management, 214(October), 105936.
[2] Kim, J., & Park, C. (2010). Wind power generation with a parawing on ships,
aproposal. Energy, 35(3), 1425–1432.
[3] Nyanya, M. N., Vu, H. B., Schönborn, A., & Ölçer, A. I. (2021). Wind and solar
assisted ship propulsion optimisation and its application to a bulk carrier.
Sustainable Energy Technologies and Assessments, 47(June).
[4] Huang, M., He, W., Incecik, A., Cichon, A., Królczyk, G., & Li, Z. (2021). Renewable
energy storage and sustainable design of hybrid energy powered ships:A case
study. Journal of Energy Storage, 43(September).
[5] Kotinis, M., & Parsons, M. G. (2010). Hydrodynamics of the Ballast-Free Ship
revisited. Transactions - Society of Naval Architects and Marine Engineers,
118(November 2010), 451–464.
[6] Parsons, M. G., & Kotinis, M. (2008). Further Development and Optimization of the
Ballast-Free Ship Design Concept.
[7] Kumar, E. D., Sannasiraj, S. A., Sundar, V., & Polnikov, V. G. (2013). Wind-Wave
Characteristics and Climate Variability in the Indian Ocean Region Using Altimeter
Data. Marine Geodesy, 36(3), 303–318
[8] Cheng, B., Du, J., & Yao, Y. (2022). Power prediction formula for blade design and
optimization of Dual Darrieus Wind Turbines based on Taguchi Method and Genetic
Expression Programming model. Renewable Energy, 192, 583–605.
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