GRIP Final Report - CORDIS · 27 MAY 2015 In Confidence Page 2 ... AV Antone Voermans...

This document and the information contained are the property of the GRIP Consortium and shall not be copied in any form or disclosed to any party outside the Consortium without the written permission of the GRIP General Assembly.

Green Retrofitting through Improved

Propulsion

FP7-284905-GRIP

GRIP Final Report

Project Start Date: 1st November 2011 Project Duration: 41 months

Co-ordinator: MARIN Grant Agreement 284905

GRIP FINAL REPORT FP7-284905-GRIP

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Document summary information

AUTHORS AND CONTRIBUTORS

Initials Author Email address Organisation

AS Adrián Sarasquete [email protected] VICUS

TH Thijs Hasselaar [email protected] MARIN

MP Matthew Pierce [email protected] MARIN

YX Yan Xing-Kaeding [email protected] HSVA

HP Henk Prins [email protected] MARIN

MF Maarten Flikkema [email protected] MARIN

IE Ian Eden [email protected] ARTTIC

MH Michael Hübler [email protected] CMT

DN Deepak Narayanan [email protected] CMT

SC Sophie Coache [email protected] VICUS

AV Antone Voermans [email protected] WPNL

QUALITY CONTROL:

Name Date

Project Office M.Pierce 08/05/2015

Project Coordinator M.Flikkema

mailto:[email protected]












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Table of content

1. Executive Summary ..................................................................................................... 7

2. Context and Objectives ............................................................................................... 8

2.1. Drivers ............................................................................................................. 8

2.1.1. Emissions ..................................................................................................... 8

2.1.2. Regulations .................................................................................................. 9

2.1.3. Fuel price ..................................................................................................... 9

2.1.4. Lifetime extension ........................................................................................ 9

2.2. Uncertainties .................................................................................................... 9

2.2.1. Performance improvement ........................................................................... 9

2.2.2. Ship geometry ............................................................................................ 10

2.2.3. Retrofitting process .................................................................................... 11

3. S&T Results / Foreground ......................................................................................... 12

3.1. Objective 1: Retrofit decision making tool ...................................................... 12

3.2. Objective 2: Hull re-engineering ..................................................................... 15

3.3. Objective 3: Optimised retrofitting process ..................................................... 17

3.4. Objective 4: Characterise physical mechanisms ............................................ 22

3.5. Objective 5: Design optimal Energy Saving Devices ...................................... 27

3.6. Objective 6: Validation of optimised ESD ....................................................... 30

4. Impact ......................................................................................................................... 36

4.1. Objective 1: Retrofit decision making tool ...................................................... 36

4.2. Objective 2: Hull re-engineering ..................................................................... 37

4.3. Objective 3: Optimised retrofitting process ..................................................... 38

4.4. Objective 4: Characterise physical mechanisms ............................................ 39

4.5. Objective 5: Design optimal Energy Saving Devices ...................................... 41

4.6. Objective 6: Validation of optimised ESD ....................................................... 42

5. Use and Dissemination of Foreground..................................................................... 44

5.1. A1 – List of Scientific (Peer Viewed) Publications .......................................... 44

5.2. A2 - GRIP Dissemination Activities ................................................................ 46

5.3. B1 – List of Application for Patents Trademarks, Registered designs

(Confidential or Public: confidential information must be marked clearly) ................. 51

5.4. B2 - GRIP Exploitable Foreground ................................................................. 52

5.4.1. B2a - Exploitation Plan ............................................................................... 88

6. Report on Societal Implications ................................................................................ 93


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Table of figures

Figure 1. Waterborne traffic intensity ..................................................................................... 8

Figure 2. Pre Swirl Stator .................................................................................................... 10

Figure 3. Flow improving fins and propeller Vane wheel combination ................................. 10

Figure 4. Structure of the EAT ............................................................................................. 13

Figure 5. Aerage Energy Saving Ratio and standard deviation for the investigated ESDs ... 13

Figure 6: Reverse engineering Technologies ...................................................................... 15

Figure 7: Best fit for the application case - duct (Left) Best fit for the application case –

rudder (Right) ...................................................................................................................... 16

Figure 9:Laser scanning from the ground of the dry dock .................................................... 16

Figure 10:Comparison of measured data of the fins with CAD ............................................ 17

Figure 11: Snapshot of the Business Process Model - Contract Negotiation phase ............ 18

Figure 12: Two stage simulation concept for Planning and Control with anteSIM and

PlantSimulation ...................................................................... Error! Bookmark not defined.

Figure 13: Interaction between the main components of the Simulation Solution ................ 20

Figure 14: 3D Representation of ULJ Shipyard Simulation Model ....................................... 21

Figure 15 Eight concept designs for a PreDuct that have been analysed (source MARIN) .. 23

Figure 17: Distribution of Sensitivity on ship hull and rudder with rudder bulb computed using

total resistance as objective function: view from starboard side (left) and port side (right)

(source HSVA) .................................................................................................................... 23

Figure 18: The design cases resulting from the propeller-engine matching constraint ... Error!

Bookmark not defined.

Figure 19: ESD structure design procedure ........................................................................ 24

Figure 20: Global workflow for strength assessment ........................................................... 25

Figure 21: Examples of Finite Element Model – Pre Swirl Stator (left) and rudder bulb (right)

........................................................................................................................................... 26

Figure 22: Example of models and mechanism ................................................................... 26

Figure 23: Resulted asymmetric rudder bulb designed for a bulk carrier by HSVA (left) and

the BSD (a pre-duct) designed for a tanker by MARIN (right) .............................................. 28

Figure 24 ESDs designed for the full scale validation ship (from left to right): a BSD by

MARIN, a PSS by HSVA and a rudder bulb by VICUS ........................................................ 28

Figure 25: Performance prediction due to PSS at different operational condition (HSVA) ... 29

Figure 25: Comparison of the original CAD geometry of PSS with the measured in-situ 3D

model using laser scan technique ....................................................................................... 32

Figure 26: New generated CFD mesh based on the measured in-situ 3D model ................ 32

Figure 27: The full scale CFD power prediction with the error range including consideration

of the roughness of propeller blades ................................................................................... 33

Figure 28: The streamline passing behind the propeller hub together with the surface

pressure distribution: without ESD (left) and with PSS (right) .............................................. 33

Figure 29: Propeller cavitation and cavitating hub vortex for ship without PSS .................... 33

Figure 30: Propeller cavitation for ship with PSS with no cavitating hub vortex ................... 33

Figure 33: LDV head during flow measurements on the MV Valovine ................................. 35


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List of tables

Table 1. Potential applications of the simulation tool and their allocation within the planning /

execution phase of an order ................................................................................................ 19

Table 2: List of Simulation Tools used in Simulation Modelling of Uljanik Shipyard ............. 19

Glossary

FP7 Seventh Framework Programme

IPRs Intellectual Property Rights

PBCF Propeller Boss Cap Fin

RoI Return-on-Investment

CFD Computational Fluid Dynamics

iEAT internet Early Assessment Tool

EAT Early Assessment Tool

FIV Flow Induced Vibration

MIV Motion Induced Vibration

VIV Vortex induced Vibration

RANS Reynold Averaged Navier Stokes

BEM Boundary Element Method

CAD Computer Aided Design

LDV Laser Doppler Velocimetry

TIV Turbulence Inducted Vibration

STS Simulation Toolkit Shipbuilding


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Final Publishable summary

PROJECT FINAL REPORT

Grant Agreement number: 284905

Project acronym: GRIP

Project title: Green Retrofitting through Improved Propulsion

Funding Scheme: Collaborative Project

Name, title and organisation of the scientific representative of the project's

coordinator:

Henk Prins

MARIN

Tel: +31 317 49 34 56

E-mail: [email protected]

Project website address: www.grip-project.eu

http://www.grip-project.eu/


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1. Executive Summary

The GRIP consortium set out to improve the general understanding of the working

mechanisms of Energy Saving Devices (ESDs). Improved understanding would lead to

better ESD designs resulting in a higher potential fuel saving for the world wide fleet. It was

an objective of GRIP to reduce the fuel consumption of ships with ESDs on average by 5%,

with reductions for individual ships up to 10%. For the demonstrator vessel, a handymax

bulk carrier, a fuel saving of 6.8% over the speed range was demonstrated during dedicated

speed trials. This fuel saving is well above the projected average fleet wide fuel saving.

With the Early Assessment Tool (EAT) a first estimate of the potential ESD fuel saving for a

specific ship with given propeller details. With the EAT and the calculation of the potential

fuel savings, we are able to better estimate the RoI upon retrofitting the vessel with an ESD.

The EAT requires relatively little input and results in a quick and quite accurate first estimate

of the fuel saving for the generic ESD type. The results should merely be used as a first

judgement to continue the detailed design of the ESD. The EAT furthermore provides an

estimate of the costs for installing the ESD. Detailed investigations into the working

mechanisms of various ESDs such as; Propeller Boss Cup Fins (PBCF), Pre-Swirl Stators

(PSS), hub-cup rudder bulb and rudder fins suitable for a large variety of vessels have led to

a better understanding of these ESDs:

This better understanding can be utilised by the GRIP partners to further improve their ESD

designs. Better ESD designs will make it more attractive for ship owners and operators to

install an ESD on their vessel.

European ship yards will benefit from the re-engineering methods evaluated in the GRIP

projects to determine the exact hull shape if no detailed drawings are available. With this

exact hull shape, the ESD can be optimised. Using the anteSIM tool, retrofitting processes

for European yards can be optimised to become more attractive to do the ESD retrofit.

As there are regulations on ESD design, from a structural point of view, the structural issues

are often not studied in detail. Within GRIP the load variations, flutter, MIV, VIV and fatigue

of ESDs have been studied and documented. Methods to evaluate the strength of both

upstream and downstream ESDs have been developed.

For the demonstration vessel, dedicated speed trials have been performed by the GRIP

consortium. As no of the partners have a direct benefit of the ESD over or under performing,

these trial results may be regarded as an independent evaluation of the ESD performance.

Furthermore the GRIP consortium have given insight in the reliability of speed trials for

various conditions and methods to evaluate the ESD performance at full scale.

The GRIP partners have worked together very successfully to achieve high end independent

results with great value for the European maritime industry. During the GST’15 conference in

Copenhagen, the project results were presented to the wide maritime industry with over 45

attendants to the GRIP special session.


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2. Context and Objectives

The GRIP project has addressed the urgent need from industry for retrofitting ESD solutions

for existing ships. The high demand for retrofitting is driven largely by four factors:

the reduction of CO2 emissions,

the historically high fuel prices,

upcoming regulations and

the lifetime extension of existing ships.

However, application of energy saving devices (ESD) is hampered by uncertainty over actual

benefits, uncertainty over actual ship hull lines and the high cost of the actual retrofitting.

2.1. Drivers

2.1.1. Emissions

Within the Kyoto protocol, developed countries agreed to reduce their overall emissions of a

basket of six greenhouse gases (GHG) by 5.2% below 1990 levels over the period 2008-

2012, with differentiated, legally binding targets. The then 15 EU Member States adopted a

collective target to reduce EU emissions by 8%. Under this ‘bubble’ arrangement the EU’s

target is distributed between Member States to reflect their national circumstances,

requirements for economic growth and scope for further emissions reductions. Each Member

State has a legally binding target, with for instance the UK undertaking to reduce its

emissions by 12.5%1. By 2050, a total reduction of 60% is aimed for.

Figure 1. Waterborne traffic intensity

Figure 1 illustrates the effect that the shipping lanes have had in the production of emissions

and the resulting pollution from vessels. In the meantime other transport sectors have

reduced their emissions significantly. In 2007, international shipping contributed to 2.7% of

the total GHG emissions world wide2. Without targeted innovations, the share of international


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shipping’s emissions is expected to rise to 12 to 18% in 2050. Therefore, much pressure is

applied to the shipping industry to make its transport ‘greener’.

2.1.2. Regulations

The International Maritime Organisation (IMO) has defined a regulatory framework related to

the energy efficiency of ships. This framework is based on two energy efficiency measures

namely; the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency

Management Plan (SEEMP).

The basic principle of the EEDI (MEPC.1/Circ. 681) is to calculate an attained index for a

new ship and to compare it to a required index. The overall attained index corresponds to

the installed power divided by the ship speed and the amount of transported cargo.

Reducing the ship speed is an obvious way to reduce the EEDI, but may be difficult to apply

due to travel time constraints. Another possibility is to use an ‘innovative energy efficient

technology’ which allows the main engine power to be reduced without reducing the design

speed. The efficiency of such technology needs to be assessed by calculations and/or model

tests and by measurements at sea. The SEEMP encourages the identification and

implementation of ship specific measures to increase the ship energy efficiency

(MEPC.1/Circ. 683). Among the suggested measures, the guidance on best practices set out

in the SEEMP circular explicitly mentions ‘optimum propeller and propeller inflow

considerations’, using ‘arrangements such as fins and/or nozzles’.

2.1.3. Fuel price

The price of fuel has varied over the last few years. However, looking back over the last 15

years, a clear trend is visible: the oil prices are increasing significantly despite the cyclic

variations.

2.1.4. Lifetime extension

An effect of the current financial situation is the extension of the lifetime of ships. It is very

difficult for ship owners to get financing for new ships. Most ship owners therefore opt for

extending the lifetime of their fleet. Many of these ships were designed to last for 20 years

with an expectation of replacement after this time. Although these ships were designed

according to the state-of-the-art in the 1980s and 1990s, most are not considered state-of-

the-art by current standards. Adaptation of the hull lines is not a feasible option, as this is the

financial equivalent of building a new ship. Therefore, the only viable options for saving

energy and money and reducing emissions is by replacing the engine, the propeller or by

improving the efficiency of the propeller by changing the flow in the aft body using ESDs.

2.2. Uncertainties

2.2.1. Performance improvement

As discussed earlier, ESDs are appendages to the ship hull, the rudder or the propeller.

These potentially improve the inflow and outflow of the propeller. ESDs are designed to


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prevent energy losses in the propulsion system or to recover some of these losses. Figure 2

shows an example of a pre-swirl stator which introduces rotation into the flow that counter

balances the rotation induced by the propeller, thus recovering part of the energy loss.

Another approach is to use Flow Improving Fins. Figure 3 shows an example of these fins in

combination with a Vane Wheel. The fins align the flow and generate swirl where the Vane

Wheel is intended to absorb and neutralise the rotation created by the propeller/fin

combination. This configuration is intended to lead to more efficient propulsion, though

generally at the cost of increased resistance.

Figure 2. Pre Swirl Stator

Figure 3. Flow improving fins and propeller

Vane wheel combination

A drawback of adding devices to the hull or rudder is that they also increase the frictional

resistance of the ship. The real benefit of any propulsion improvement device can only be

exploited once a sound trade-off between additional resistance and improved propulsive

efficiency can be obtained. There are many devices which tackle the friction and hull/rudder

interaction problems and are based on different energy recovery mechanisms.

It remained uncertain as to whether these devices actually improved the performance of the

complete hull-propeller system, and if so why. Some devices showed great promise in model

tests, but failed in full-scale validations. For other devices, manufacturers claim proof of large

improvements on real-size ships, but these claims cannot be verified by independent

observers. Therefore, there is an urgent need for understanding the flow mechanisms

involved in the potential energy saving of a device, both on model scale and on the actual

ship scale.

2.2.2. Ship geometry

A perhaps unexpected uncertainty in retrofitting a ship with energy saving devices is the

actual shape of the ship hull. The optimal energy saving device is very sensitive to the actual

hull shape. Unfortunately, many ship owners do not know the accurate geometry of the ship

hull. Ships change ownership quite often, diffusing existing information. Furthermore, many

Far Eastern ship yards do not disclose the actual ship geometry to the ship owner, enforcing

the ship owner to return to the original yard for fitting appendages. To make the ship owners


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independent of the original construction yard, methods are needed to determine the exact

geometry of the ship.

2.2.3. Retrofitting process

Another obstacle for retrofitting ships is the costs of the investment. The actual costs of the

energy saving device are rather modest compared to the profit lost due to downtime in the

dock which is very large. In the previous century, ships docked every year for anti-fouling

cleaning. Nowadays, ships are cleaned in harbour, and many ship owners dock their ships at

intervals of up to 7 years. This implies that for retrofitting an additional docking period is

needed, thus raising the costs for the retrofit considerably and often turning the balance for

the return-on-investment (RoI). More efficient retrofitting processes are therefore needed but

without endangering the accuracy of the retrofitted device.

GRIP aimed to provide a significant reduction in fuel consumption in shipping operations

through retrofitting of ESDs to existing ships. On average, fuel consumption was to be

reduced by 5% with reductions for individual ships of up to 10%. This in turn resulted in

reduced exhaust gas emissions. Furthermore, the project planned to enable European ship

yards to be competitive in retrofitting ships. Hence the project provided economic and

environmental benefits. To achieve this, the following objectives identified:

Objective 1: To provide ship owners with an assessment tool for quick decision

making on retrofitting a ship.

Objective 2: To allow ship owners to determine their ship’s hull lines independently

from the original (usually Far Eastern) ship yard, to get the most optimal device from

designers.

Objective 3: To provide an optimised and numerically modelled retrofitting process

for ship yards.

Objective 4: To characterise the physical mechanisms behind the different available

energy saving devices, as a basis for an advanced design procedure.

Objective 5: To design new optimal energy saving devices for the ship types

contributing most to the CO2 emissions from international shipping.

Objective 6: To validate the predicted gains of designed ESD with full scale sea

trials.


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3. S&T Results / Foreground

This chapter gives an overview of how the projects objectives were met and which results

contributed to achieving the objectives.

3.1. Objective 1: Retrofit decision making tool

The objective to develop a retrofit decision making tool was met in GRIP WP1 by partners

Wärtsilä, MARIN, Acciona, Fincantieri, HSVA, VICUS and Uljanik. A retrofit decision making

tool is often used in an early stage of the assessment of the investment.

The goals of the retrofit decision making tool were to

Define a framework of vessel types and ESDs and define reference cases

Set up a database of reliable ESD performance data;

Develop an early stage calculation tool for ESD benefit;

Develop a model for estimation of ESD cost;

Develop and implement Early Assessment Tools:

► A web-based tool for public use;

► A project member tool for more in-depth calculations in an early stage

A survey has been carried out to define the structure of the Early Assessment Tool (EAT) and to make a selection of the ESDs and vessel types that will be researched within GRIP. An overview of both the fuel consumption per vessel type and their share within the world fleet has been made. Within the guidelines as described in the Description of Work, vessel types were selected to be researched within GRIP. Selected ship types are: container vessels, bulk carriers, tankers, ferries/ropax and short sea shipping cargo vessels. Those ships are the large fuel consumers within the merchant fleet, while the coaster type ships have a dominant share within European shipping traffic.

For the selection of Energy Saving Devices to be analysed within GRIP, a set of assessment

criteria were defined. Based on these considerations three types/groups of ESDs were

chosen;

Pre-swirl stator

Upstream duct

Propeller Hub Slip Stream loss Recovery Devices (PBCF, hub cap rudder bulb, small

stator fin)

A structure for the EAT has been created as shown in Figure 4. This tool will answer the

question whether an ESD is viable as retrofit for a given vessel or not. Said assessment will

include a Selection Tool, a Database, a Cost Model, a Hydro model and a Business

Economic Tool. The Early Assessment Tool will consist of two versions; a web based tool

(iEAT) for public use and a project member tool (EAT) for in depth calculations in an early

stage.


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Figure 4. Structure of the EAT

In total, the database contains 130 review sheets. Some basic statistical analysis was

performed on the data. The average Energy Saving Ratios and the standard deviations in

the results have been calculated for each of the ESDs. Within the different datasets for the

specific ESDs, also subdivisions based on the source of information (model test, full scale

measurement, CFD, etc.) and the assigned quality level have been made. The results are

shown in Figure 5.

Figure 5. Aerage Energy Saving Ratio and standard deviation for the investigated ESDs

For the power saving tool five different ESD’s were selected to be implemented. For each

ESD a parametric model was created. The models do not consider specific ESD geometries,

but are generalized for each type of ESD that is selected.


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Pre swirl stator: This model is parametrically scaled with the propeller diameter. The particulars from the lifting line code are used to calculate an adapted wake field and the reduction in required power.

Pre ducts: As for the Pre swirl stator.

Hub cap- rudder bulb: This model uses the thrust loading coefficient of the propeller

to determine the change in required power.

Propeller boss cap with fins: This model depends on the pitch unloading at the root

of the propeller, so the pitch value at the root with respect to the maximum pitch.

Small rudder fins: This model depends on the number of fins and the fin angle.

Since the model should be a general ESD, the number of fins and fin angle are

restricted to one value.

The models were validated using reference cases that are gathered by the different partners

in this task. Validation from CFD calculations and model test results were used to validate

the power reduction for the different ESDs. The results of the validation are satisfactory; only

for the Pre swirl stator and the Pre duct some tuning was needed. Because the Benefit Tool

only uses generalized models of the different ESDs and a limited number of ship particulars,

the accuracy of the tool is limited. For this reason an uncertainty range is given for each

ESD, depending on the reliability of the tool and the ESD itself. The uncertainty is between

plus and minus 0.5% to plus and minus 2%, depending on the type of ESD.

A cost model has been set up, for estimation of costs involved when installing an ESD as

retrofit. Cost types involved are engineering, manufacturing and installation. The cost model

and its results are validated by real case examples.

Two versions of the Early Assessment Tool have been created: a web-based tool for public

use and a project member tool for more in-depth calculations in an early stage. Target users

of the public version are the technical staff of ship owners, consultants et cetera. This tool is

meant to give guidance in a preliminary selection of ESDs.

Both the stand-alone and internet-based software tool have been completed. The stand-

alone tool is provided with an installer. It is built on the Quaestor knowledge-based

engineering framework, a tool developed and used by MARIN. The EAT contains a workflow

around the ESD Database the Benefit tool and the Cost model.

The EAT enables the calculation of the Return on Investment (ROI) for a chosen ESD and a

chosen ship type. Besides this final result, some intermediate goals can be computed: the

power savings in the Benefit Tool or the costs in the Cost Tool.

In addition, the EAT facilitates access to the literature that has been used in building the

models for the tool. The tool provides a search function for the database containing the

publications.

The iEAT is the online version of the EAT. It is also a much lighter version regarding the

calculations. It is built on the Quaestor knowledge-based engineering framework, a tool

developed and used by MARIN. Quaestor is run on a Windows machine that is contacted by

an Apache Server. Together, they provide the web-pages that represent the GUI of the


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iEAT. The iEAT makes it possible to calculate the Return on Investment for a chosen ESD

and a chosen ship type. The iEAT is accessible at http:// http://www.grip-ieat.eu/. User name

is ‘EATuser’ and password is ‘EAT*’. There are 2 web pages available to the user within the

iEAT: one for input and one for output. A series of 8 ESDs are supported: hull fins/spoiler,

pre swirl stator, pre duct, duct surrounding propeller, contra rotating devices, hub cap-rudder

bulb, post swirl stator and combined systems.

3.2. Objective 2: Hull re-engineering

The objective to develop techniques to determine the actual ship geometry was met in GRIP

WP 4 by partners CMT, IMAWIS, Fincantieri, Acciona and Uljanik. Concepts and

technologies for the detection and collection of digital geometric information have been

developed, which are necessary for the retrofitting process.

The approach executed to perform the reverse engineering of hull structure was distributed

as:

i. Defining the reverse engineering state of the art

ii. Analysing and benchmarking of the reverse engineering technologies

iii. Concept for measurement of data model generation

iv. Performing measurement and validating the reverse engineering technology

The technologies that were considered for performing the reverse engineering measurement

and re-engineering of the hull structure are shown in Figure 6.

Figure 6: Reverse engineering Technologies

After defining the reverse engineering technologies, the benchmarking of relevant

application cases, according to the identified criteria, was done.

At the selection of the suitable measurement systems it was shown that Photogrammetry

and Photo-modelling were suitable technologies to measure the possible application cases.

Photogrammetric systems with a high mobility can be used for complex structures and

where a high accuracy is needed. Photo modelling are primary applicable for the fast

http://quaestoronline.marin.nl/


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capture of complex geometries with a relatively low requirements concerning the accuracy of

measurements.

The results of the selection of suitable measurement systems are shown in Figure 7 for two

application cases. The criteria will be evaluated for each measurement technology or GRIP

object by using 3 levels:

Low: Middle: High:

The laser scanner was chosen as a third measurement technology to use during the GRIP

project. With this system a fast and easy recording of the ESD is possible with a high

accuracy.

Figure 7: Best fit for the application case - duct (Left) Best fit for the application case –

rudder (Right)

After the selection of the suitable reverse engineering technology to be validated in the GRIP

project, a concept for the data preparation and transfer during the full scale demonstration.

The recommendations provided by the partners were incorporated in order to grant a smooth

a process as possible.

Figure 8:Laser scanning from the ground of the dry dock


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The laser scanner was chosen as a reverse engineering technology to be used during the

full scale demo. The laser scanner was validated on its measurement and model generation

during the assembly of the Pre-Swirl Stator Fins at Rijeka, Croatia. After the installation of

the ESD on the vessel a 3D laser scanner was used in dry dock to digitise the hull shape,

exact location of the stator and final stator geometry on the vessel. Figure 8 shows the

scanner in operation in the dry dock. A number of positions were taken from where the laser

scanned the ship and stator. Using reference points the scans could be combined to provide

a complete 3D point cloud of the propeller, stator and hull. These Point Cloud models were

then used in conjunction with the 3D CAD design drawings to compare the dimensional

accuracy of the Stator Fin assembly.

Figure 9 shows a comparison of the measured shape of the ESD with the design. This

shows that the fins were installed too far ahead (orange and yellow) and have a slightly

different pitch (blue). Different cross sections were made to get a detailed list of deviations of

the installed fins with the design. The final geometric shape and location of the ESD on the

vessel was determined and used in the final CFD calculations for the prediction of fuel

saving potentials of the ESD. It was concluded that 3D laser scanning technique is ideally

suited to the evaluation of the final assembly of ESDs after installation.

Figure 9:Comparison of measured data of the fins with CAD

The results of the laser scanner were used in WP 5 and WP 6 to validate the design and

compare the calculations with the performance measurements of the vessel.

Partners in GRIP have compared state of the art methods and applied the most optimal to a

demonstration case. The GRIP project has progressed the state of the art by a thorough

documentation of the comparison of various methods to re-engineering methods.

3.3. Objective 3: Optimised retrofitting process

The objectives were to develop techniques to optimise the ship yard retrofitting process by

better planning with the aid of simulation studies. The following solutions have been

developed:


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Retrofit concept based on efficient manufacturing/assembly processes as well as the

preparation processes such as planning and control; and

Tools which will support the shipyard and owner in the planning phase of the

retrofitting process as well as in the execution.

In order to perform the implementation of advanced planning techniques of a retrofitting

process using simulation, the tasks carried out in the project were as follows

i. Define the list of planning processes involved while performing a retrofitting order

ii. Develop a simulation concept for the implementation of advanced planning in

shipyards

iii. Develop and/or adapt simulation tools to perform retrofitting activities

iv. Validate the developed concept, simulation tools and simulation model

Business Process Models were developed, representing the administration and planning

stages of a retrofitting order. The technical processes involved in retrofitting ESD in a ship

were also incorporated in the business process model. The administrative business process

model was modelled with the principle of classifying the process into four stages. They are

Contract Negotiation Phase, Order Planning Phase, Production Process Planning Phase

and Production Process Execution Phase. For each stage, a dedicated process model was

developed providing details on the activities to be performed, personnel required, resources

required and information. An example is given in Figure 10.

Figure 10: Snapshot of the Business Process Model - Contract Negotiation phase

With the business process model, the possible areas of application of simulation tools, in

order to aid and improve the planning process was discussed and defined along with the

project partners. Table 1 shows the list of tasks which were listed as possible improvement

in the planning wherein simulation can be used.

The Simulation Toolkit Shipbuilding (STS_Toolset) was utilised in the development of the

simulation models which would be used in the project. During the development of the

simulation models some adaptations and modifications were required for some of the

existing toolsets, so as to be utilised for the required purpose of simulating the retrofitting


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activity in GRIP. Listed in Table 2, are simulation tools that were utilised, adapted and/or

modified during the implementing simulation of retrofitting activities.

Table 1. Potential applications of the simulation tool and their allocation within the planning /

execution phase of an order

Simulation Task Description Phases in Planning /

Execution

I – Rough planning, estimation of total lead

time

Contract negotiation

II – Check necessity of subcontracting Order planning

III – Make or buy decisions Strategic planning

IV – Check personnel requirements Order planning

V – Check availability of required

transportation means

Order planning

VI – Check countermeasures in case of

deviation

Production

Table 2: List of Simulation Tools used in Simulation Modelling of Uljanik Shipyard

S.No STS Tool Name Function of the STS Tool

1 STS_OrderGenerator The STS_OrderGenerator toolset is used for

configuring and control the execution of specific

orders in the simulation model 2 STS_AssemblyControl The STS_Assembly Control toolset is used for

configuring the process flow of the retrofitting

process with considerations to any constraints

involved and material availability 3 STS_ConstraintManager Constraints within the process flow, constraints

within the time frame the process has to be start or

constraints wherein only certain resources can

perform the activities can be defined and controlled

using STS_ConstraintsManager 4 STS_MaterialAdministration The STS_MaterialAdministration tool can be

utilised for the management of different materials in

the simulation model. 5 STS_TransportControl Utilising the various options such as order

sequence strategy, vehicle sequence strategy,

order acceptance strategy, vehicle grouping

system, vehicle control methods, etc, that are

available with STS_TransportControl, in order to

control optimised transport system in the

Simulation Model. 6 STS_Statistics All the resources utilised in the Simulation Model

can be configured to be monitored and analysed by

logging all the information in the STS_Statistics

tool inbuilt in all other Simulation Tools


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7 STS_Crane The existing tool STS_Crane was further

developed and adapted to provide the possibility of

simulating “Floating Crane” if required during the

retrofitting process in a shipyard.

Considering the versatility in operating styles, sizes and business strategies of different

types of shipyards, there was a request from the shipyard partners in the project to provide a

solution wherein the need for a simulation expert to perform simulation studies is minimal.

Based on the feedback and also on the experience CMT had gained from other projects

such as RETROFIT, a Two Stage Simulation Concept was developed consisting of a first

stage using anteSIM and a second stage using detailed simulation with Plan Simulation.

In the first stage of the study the simulation will be executed in anteSIM, a software tool

based on a java platform. In the second stage of the study the simulation was executed with

a combination of anteSIM and Tecnomatix Plant Simulation. The differentiation between the

two stages lies in the level of detail of the data input and output that can be obtained at the

end of the simulation. In order to realise the two stage concept, CMT developed the planning

tool anteSIM.

The three main components, also shown in Figure 11 including the interaction, that are

involved in the execution of the two different stages of the simulation concept are:

anteSIM – Planning Tool

Simulation Database

Plant Simulation

Figure 11: Interaction between the main components of the Simulation Solution

AnteSIM is a software tool that initially was developed in the java platform in cooperation

with SimoFIT. SimoFIT is a cooperation work in performing outfitting simulation studies in the

maritime and civil industry.

The Simulation Database has been utilised to save all the information that would be required

and provided in the anteSIM for performing simulation studies. The simulation database has

been used as a platform to develop the libraries for process patterns, resources, product


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structure, etc. Development and populating such information in the libraries of the simulation

database would aid in fast accessing of the information required for simulation and thereby

performing the simulation studies as fast as possible.

Plant Simulation is a discrete event simulation software developed by Siemens –

Tecnomatix. To incorporate the software in the shipbuilding industry, Center of Maritime

Technologies (CMT), Flensburger Schiffbau GmbH & Co. KG (FSG) and other partners

founded the Simulation Cooperation in the Maritime Industries (SimCoMar) which is

dedicated to continuously developing the simulation toolset STS (Simulation Toolkit for

Shipbuilders). STS helps planners in the shipyards to configure, simulate and to the highest

possibility represent the activities and resources of a typical shipyard. In the simulation

concept explained in Error! Reference source not found., the Plant Simulation software

would be utilised only in the second stage model of the simulation concept. Figure 12 shows

the simulation model which was utilised in the GRIP project to perform simulation studies on

the Pre-Swirl Stator Fins assembled at VIKTOR LENAC, Croatia.

Figure 12: 3D Representation of ULJ Shipyard Simulation Model

In order to validate the developed tools and simulation concept, the flow of activities,

resources required, constraints in execution of activities, positional information and other

required details were collected during the assembly process of the Pre-Swirl Stator Fins at

VIKTOR LENAC shipyard. The information from the assembly process was used to perform

30 simulation runs to find an optimal flow of processes and thereby optimal planning of

resources for the Pre-Swirl Stator fins assembly. Scenarios were developed by changing the

available resources for the retrofitting orders. The lead time of the retrofitting order and the

utilisation rates of all the resources utilised in the pre-swirl stator fin assembly was analysed.

A detailed description of the scenarios, simulation study and its results are explained in

deliverable D6.4.

State of the art methods have been applied to optimise the retrofitting process. Application of

these methods have resulted in an advice to WP 6 partners responsible for the retrofitting

procedure. GRIP has progressed beyond the state of the art by applying such methods to an


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ESD retrofitting procedure. This further improves the confidence in such systems for yard

optimisation.

3.4. Objective 4: Characterise physical mechanisms

To better understand the physical mechanisms of various types of Energy Saving Devices

from numerical analysis, one needs to know the applicability and reliability of the distinct

numerical models one could use for the analysis of the flow. For the design problem

however, different tools will have to be used, as a full and reliable analysis is often too time

consuming and requiring details that are not yet available. Consequently, the main

objectives in WP2 were to identify the governing physical mechanisms, to determine the

applicability and uncertainty of different numerical models and then to choose or simplify the

numerical models for the design process and demonstrate its effectively.

The approach followed to find the phyiscal mechanisms and acceptable models to represent

these mechanisms through the design and analysis phase features three stages: A literature

review, a computational uncertainty exploration, including the capability of the numerical

models to represent the governing mechanisms, and finally the more design oriented tasks

such as geometry generation and an evaluation of different design approaches.

Prior to the start of the GRIP project, there was no convincing literature explaining clearly the

mechanisms for the different types of Energy Saving Devices (EDSs). Task 2.1 (Definition of

improved approach for ESD analysis and design) and Task 2.2 (Numerical Uncertainty)

contributed considerably to our current understanding of these mechanisms, by analyzing

the flow and energy losses behind a ship, followed by the search for numerical models to

capture these. To this end, Pre-Ducts, PreSwirl Stators and Rudder bulbs were numerically

analysed. In addition, a propeller in an inclined flow without hull was analysed to study the

ability of Boundary Element Methods (BEM) and RANS codes of capturing the effects of an

inclined flow (flow with essentially a uniform axial flow component and a fluctuating

tangential flow or swirl component). It was concluded here that BEM codes predict a

significantly smaller effect of swirl than RANS codes. From an analysis of a rudder bulb

system with a RANS-BEM model, it was concluded that the effect of the rudder bulb was

probably not completely included in the BEM model, possibly leading to an under prediction

of the effect on torque.

The hypothesis that the effect of Pre-Ducts can largely be attributed to an acceleration of the

flow through the propeller disk, similar to the duct of a shrouded propeller, was tested on an

axisymmetric body using a RANS-RANS model for the hull-propeller modelling. It occurred

from this study that the acceleration effect on the propulsive efficiency is negligible. Hence it

was concluded that asymmetry in the flow field is needed to make the PreDuct improve the

efficiency.

Using the insight on working mechanisms and the limitations of the different computational

models for the hull-propeller-ESD configuration, an evaluation of ESD design procedures

was made in Task 2.4. Noticeable examples of exploratory work on design methods are the

design of a PreDuct (see Figure 13) and the design of a rudder bulb (Figure 14).


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It was concluded from the pilot study on design methods using RANS-RANS with Frozen

rotor, that this might be a promising model for the design work. However, in WP5, where

various design studies were made, it was concluded that the Frozen rotor model does not

yield reliable values and even design trends may be wrong. As a consequence this model

was discarded later.

Figure 13 Eight concept designs for a PreDuct that have been analysed (source MARIN)

An adjoint solver was used in the design of a rudder bulb to find the way one would want to

pursue. Using this gradient search method one can find the sensitivity for changes in the

hull-rudder geometry. Figure 14 shows an example indicating the sensitivity for minimization

of the total resistance.

Figure 14: Distribution of Sensitivity on ship hull and rudder with rudder bulb computed using

total resistance as objective function: view from starboard side (left) and port side (right)

(source HSVA)

For the design problem to be solved, it was noted that important constraints related to the

matching of propeller and engine, limit the optimisation. The application of an ESD usually

changes the propeller characteristics and the required thrust by the hull. This means that the

original propeller is not likely to be the most efficient propeller any more, or that the engine

gets overloaded. To make a fair comparison of the benefit of the ESD, the propeller should

again require the same engine loading in terms of torque-rotation rate relation as the original

propeller. This implies that the engine can then be loaded in a different working point (Q,n),


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but should follow the same Q-n line. The constraints imposed by the need that propeller and

engine match their loads, leads to four design scenario’s or cases.

It appeared from a case study on the design of a PreSwirl Stator that the constrained design

cases 1 and 2, where the original propeller was used, power savings of around 3% could be

attained. The two design cases 3 and 4 where a new propeller design was made, could

result in power savings of around 7%.

The main problem for an engineer to design an ESD is to evaluate loads applied on the

structure in sailing conditions. In general, CFD computations on this type of structure are

performed in a steady flow and calm water. But in reality, the ship motions on waves change

the flow direction and this variation should be taken into account to estimate loads.

In order to consider the seakeeping behaviour of the ship, the procedure, developed and

tested during the GRIP project, is the following:

1) Perform CFD computations in steady flow to optimize design and power gain

estimation,

2) Apply a methodology to evaluate maximal forces applied on the ESD in navigation

conditions and to define a Design Wave leading to these forces,

3) Perform a second CFD computation using the Design Wave defined in step 2,

4) Carry out a structural analysis with Finite Element using forces determined in stage 2

or pressure distribution provided by CFD computations in stage 3.

This is also shown in Figure 15.

Figure 15: ESD structure design procedure

The first stage of the above procedure is to perform CFD computations in steady flow

following recommendations and requirements described in objective 5.

The second stage used a methodology developed by Bureau Veritas and VICUS to define

the design wave leading to the maximum forces applied on an ESD. This methodology is

based on the study of the local flow incidence variation and the estimation of the inertia

loads on the ESD. The global workflow of this methodology is presented in Figure 16. The

goal of this method is to define the design wave to perform CFD computations in considering

the worst realistic sea state for ESD structure. The first step of this methodology consists in

hydrodynamic computations of the ship hull for a specified velocity, using potential codes.

For this first step, hull ship meshing, ship velocity and draught depending on the loading

case are required. The outputs of this first analysis are Response Amplitude Operators

(RAO) of fluid velocities calculated for all ship motions and for all wave headings. The

second step is a long term spectral analysis over the ship life and using a wave scatter

diagram. The output is the definition of an Equivalent Design Wave for the target RAO

defined in step 1. The third step transforms spectral analysis into time domain to calculate

CFD computations in

Steady Flow

Strength assessment

methodology

CFD computation with Design

Wave

FEM Computations


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the non-linear ship response in time domain on the Equivalent Design Wave. The output is

an Irregular Design Wave (IDW) that will be used for CFD analysis. Moreover, from lift and

drag coefficients, we are able to compute lift and drag forces in post-processing. In the fourth

step, the Finite Element Model (FEM) of the ESD structure is loaded by pressure

distributions provided by CFD computation, using an interface specifically developed in

GRIP for this application. Following this methodology, the designer will have an estimation of

loads applied on its structure in two stages, the first one, global lift and drag forces, to define

a preliminary design, the second one, pressure distributions, to validate the final design.

In the third stage, a new CFD computation is performed with the Equivalent Design Wave

provided by the previous stage. The objective of this stage is to simulate a CFD computation

with the sea state leading to maximal forces applied on the ESD.

At the end, two solutions exist to assess the ESD structure using the Finite Element method

(see two examples of FEM in Figure 17). The first one uses the maximal forces determined

at stage 2. This approach is adapted to validate a preliminary design. The second solution is

to load a Finite Element Model of the ESD with pressures provided by CFD computation at

stage 3. In addition, the fatigue assessment, based on the static analysis and cyclic loads

estimated by the strength assessment methodology, is to be conducted to ensure that the

ESD connection to the hull will not fail during the life of the vessel.

Figure 16: Global workflow for strength assessment


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Figure 17: Examples of Finite Element Model – Pre Swirl Stator (left) and rudder bulb (right)

Hydro/structure coupling leads to a modification of the mechanical properties by changing

the natural frequencies and damping of the structure. Vibration induced by fluid flow can be

classified by the nature of the fluid-structure interaction. In steady flow, the mutual interaction

between fluid and structure leading to increasingly large vibration amplitudes is the most

commonly observed scenario. In unsteady flow, turbulence forces are the dominant source

of structural vibration excitation

Figure 18: Example of models and mechanism


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For these reasons, three types of vibration due to fluid/structure interaction are to be

investigated (see Figure 18):

Motion Induced Vibration (MIV) also called flutter

Vortex Induced Vibration (VIV)

Turbulence Induced Vibration(TIV)

MIV or flutter is a dynamic instability, where the coupling of hydrodynamic forces with

structure's natural modes of vibration (bending + twisting) produces rapid periodic motion of

increasing amplitudes, which can lead to the collapse of the structure. The negative

hydrodynamic damping exceeds then the structural damping. The classical flutter

phenomenon is a 2 degrees of freedom phenomenon. In the framework of GRIP project,

Bureau Veritas has developed software able to compute the natural frequencies of the

structure depending on fluid velocities and the associated damping. A quasi-static solving

allows to plot corresponding curves and to determine the fluid velocity of the coupling modes

and then the possibility of flutter appearance.

Turbulence and Vortex shedding are viscous hydrodynamic phenomena that can occur

when a fluid flows around a structure. They may generate unsteady hydrodynamic excitation

forces leading to vibration of the structure. The simulation of these phenomena is difficult

however an analytical method can be used to estimate the frequency range in which VIV and

TIV are likely to appear and compared with numerical results.

At the start of the GRIP project, no methods to evaluate the strength issues related to ESDs

existed. The GRIP partners have successfully demonstrated a method to evaluate the forces

on ESDs and evaluate the strength and fatigue. This is a considerable step beyond the state

of the art.

3.5. Objective 5: Design optimal Energy Saving Devices

In GRIP project, the actual design and optimisation of Energy Saving Devices (ESDs) have

been performed for several ship types, which contribute most to the fuel consumption of the

world fleet. Examples demonstrating new ideas of ESDs are the asymmetric rudder bulb

designed for a bulk carrier and the “BSD” - a pre-duct for a tanker respectively, see Figure

14 . Also the more “established” ESDs have been intensively investigated, such as Propeller

Boss Cup Fins (PBCF), Pre-Swirl Stators (PSS), hub-cup rudder bulb and rudder fins

suitable for a large variety of vessels.

Probably the most important results obtained are the ESDs designed for the full scale

validation vessel. The selected validation vessel by GRIP consortium is a newly built

handymax bulk carrier named “VALOVINE”, built at GRIP partner Uljanik shipyard.

Since only one ESD design could have been realised and tested in full scale, as a unique

opportunity for the CFD partners – MARIN, HSVA and VICUS – decided to participate in this

design competition to design an ESD for this ship.


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Since the schedule for this ship was very tight and the deadline for the hydrodynamic design

needed to be set earlier than originally planned, the actual design period was less than 3

weeks. The designs made by different partners (see Figure 20) needed to be evaluated and

only one design would be selected for manufacturing. To evaluate the ESD hydrodynamic

designs, cross-checks were performed by all partners to minimise the influence of modelling

and numerical errors by different computations and codes on the ranking of the ESDs. For

the ESD selection, the hydrodynamic performance of the ESD is the most, but not the only

important factor. Other aspects, such as cavitation risk, structural, manufacture and

installation aspects, needed to be considered. Therefore, a rather complex evaluation matrix

was established and a face to face meeting with all experts involved was organized for the

final ESD selection.

Figure 19: Resulted asymmetric rudder bulb designed for a bulk carrier by HSVA (left) and

the BSD (a pre-duct) designed for a tanker by MARIN (right)

It became apparent that the PSS designed by HSVA has showed the best performance and

passed the cavitation risk, structural and final assembly checks; it was therefore selected by

the GRIP Consortium as the ESD for the full scale validation trails. The design of the PSS

and its evaluation has been conducted directly in full scale by HSVA, more details can be

found in D5.1.

Figure 20 ESDs designed for the full scale validation ship (from left to right): a BSD by

MARIN, a PSS by HSVA and a rudder bulb by VICUS

After selection of the ESD, the study on manufacturing feasibility was started. Due to the

tight time schedule, this study has been more or less conducted in parallel to the

construction plan phase. During this period, it became apparent that the PSS had to be

shifted 30 cm forward due to some installation restrictions. This was a design change at a

very late stage, and no time was left to repeat the ESD optimisation for the new position.

Changing the installation position of an ESD would mean that the ESD would work under

completely different condition than originally designed for. Using the paramatric model of

ESD developed in the earlier project phase (Task 2.3: Geometrical prarmatisation and grid


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defornation), this change could be quickly implemented through shifting only the root

sections of the PSS forward whilst keeping the high radius region the original position. This

modification of introducing some rake to the PSS has the advantage that a new optimisation

of the PSS would not be necessary since the high raduis region of PSS encounters roughly

the same inflow as before so that the performance of the PSS should remain almost the

same. A later check through RANS analysis confirmed this assumption showing that the

ESD performance had hardly changed. With the manufacturing constraints analysed in the

feasibility assessment, the final design was successfully produced and assembled giving

credit to the close and good collaberation of different invovled partners.

Up to this point, it was not yet clear whether the ESD designed for the design condition/draft

would give any benefit under the trial condition/heavy ballast draft during the sea trials.

Further evaluation on the ESD performance under different opererational conditions

including the trial condition has been conducted. Figure 21 shows the performance

predicitons at different conditions, where the highest power gain has been observed for the

design condition as expected. The power saving ratio for both off-design conditions are 1%

off, but the margin (more than 4%) seems to be still large enough to be observed at trials.

The operational profile for this ship has been estimated according to the available

information and best knowledge. Together with the wind and wave statistics, the PSS life

cycle aspects and long term prediction on fuel consumption behaviours have been derived,

which results in an economic savings of 138 k€/year when weather effect, operational profile

and load conditions are considered. This corresponds to a relative annual saving of 4.47%.

Assuming that the PSS installed on a ship costs about 80 k€, the return of investment is

accomplished in less than a year, namely 7 months in this case.

A similar analysis has also been performed for a PBCF installed on a container vessel from

Fincantieri shipyard. An even higher economic saving of 172 k€/year has been obtained for

this vessel. The return of investment is even shorter, being about 5 months in this case. In

general, the interest of the installation of a certain ESD will increase as the share of energy

used in propulsion, or the sailing share vs. port time increases.

Figure 21: Performance prediction due to PSS at different operational condition (HSVA)

State of the art numerical methods have been applied to the design cases, with special

attention to the full scale validation vessel. Direct comparison between various methods and


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approaches is a step beyond the state of the art and valuable in the further development of

numerical methods.

3.6. Objective 6: Validation of optimised ESD

In order to validate the fuel saving predictions of an ESD, full scale data must be collected of

the actual device build and mounted to a vessel. During the GRIP project the validation of

the CFD calculations and energy saving predictions were made by means of dedicated

speed/power trials on a handymax bulk carrier build by Uljanik Shipyard. This vessel, the MV

Valovine, was tested twice; once before the installation of the PSS, and once direct after

installation in similar environmental conditions.

Apart from power savings, measurement equipment was developed to gain more in-depth

insight in the working principles of the device by measuring change in flow field into the

propeller plane as a consequence of the ESD.

In order to evaluate the fuel saving properties of the ESD speed/power trials were planned

following ITTC guidelines. To determine whether speed/power trials are capable of providing

sufficient accuracy to identify the 4-5% power saving predicted from CFD calculations, a

sensitivity study was made. This identified instrumentation requirements and restrictions

regarding environmental conditions during the trails. Moreover, it identified whether the

comparison should be made on a single vessel, (before & after installation of the ESD),

whether sister ships could be used or that the ESD could be installed during a regular dry

docking of an existing vessel.

When comparing sister ships, the uncertainty in performance from variations in the build of

the vessels, measurement uncertainties and uncertainties in the correction of trial results to

benchmark conditions apply. The uncertainty of such data is difficult to determine; based on

the measured performance of a number of sister vessels, it is not possible to identify the

magnitude of each factor individually. Yet, analysis of trial results of six sister vessels

identified that the comparison of an ESD on sister ships cannot give the required accuracy in

the order of 1% or better. The combined uncertainty from the aforementioned parameters is

too large; if changes in performance are to be identified with some confidence, performance

improvements should be measured in the order of 10% to be confident that the effect of the

ESD sec is in the order of 5%. Only when trials are done on the same vessel, the

uncertainties from build tolerances and the systematic bias error of the torque sensor can be

avoided. The separation of the effects of hull cleaning and conservation (during a regular dry

dock) and the effects of the installed ESD are hereby important. The inability to quantify

fouling and its effects on performance makes the evaluation of an ESD using trials before

and after a regular scheduled dry dock meaningless. It is concluded that ESD evaluation

trials should be made using trials whereby the ESD installed during a dedicated dry dock

where the propeller and hull remains untouched.

To compare two trials executed in non-ideal environmental conditions, corrections must be

made to account for difference in wind, waves, and differences in displacement. These

corrections come with an uncertainty. The uncertainty in performance from measurement

errors was determined using a sensitivity analysis. A sensitivity study was made for a bulk


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carrier to identify the consequences of measurement errors in wind speed, wave height,

draft, shaft torque and ship speed. Case studies were made for different trial speeds and sea

conditions. This analysis showed that when two trials are done on a vessel in sea state 3,

the uncertainty in power between the trials becomes 2%. In other words; in order to identify

power savings due to e.g. an ESD on a vessel, trials should be done in environmental

conditions better than sea state 3. At sea state 2 (BF3) the uncertainty reduces to 1%. In

collaboration with Uljanik it was therefore decided to perform trials on the MV Valovine (yard

number 491), a handymax size bulk carrier, and to install the ESD on a separate dry docking

a few days later. On April 5th 2014, the first speed trials took place in the Adriatic Sea, in the

vicinity of Rijeka, Croatia

Directly after the first speed trials the vessel went in dry dock at Uljanik Viktor Lenac

Shipyard in Rijeka. Here the ESD was installed.

Trials were done under fair weather conditions; wind around 1.6m/s, with waves of approx.

12cm. As a result the corrections for wind and waves were small and consequently the

uncertainty from measurement errors small.

A power reduction of 6.8% was determined as a result of the installation of the ESD. Due to

a higher propeller loading a slight reduction in propeller RPM to reach the same ship speed

was determined of 3.2%. The uncertainty in power was estimated as +/- 1% due

measurement errors in speed, power, draft, wind and waves.

The trials are seen as a unique trial evaluation with exceptionally low uncertainty. Dedicated

dry dockings where only an ESD is installed are rarely done in practice due to the high costs

and requirement of off-hire of the vessel. Furthermore, the exceptionally fair weather

conditions in the Adriatic sea and the use of the same instrumentation and trial team for both

trials resulted in highly reliable performance data. These results form a clear proof that pre-

swirl stator fins can indeed result in large fuel savings.

Once the PSS has been installed during a dry dock period of one week, the 3D as-built

geometry has been measured by the project partner IMAWIS using the laser scan technique.

A comparison between the measured in-situ geometry and the original geometry used in

CFD, shown in Figure 22, discloses some difference in longitudinal position, twist and

thickness of the fins, whilst the angular positions of the fins have been kept very well.

Furthermore some difference in the ship stern region has also been detected. This makes it

almost impossible to compare the results from the original CFD model with the validation trial

results. Therefore HSVA decided to repeat the RANS performance evaluation of ESD under

trial condition using the measured 3D as-built geometry. A new CAD model has been

generated using the cloud points from the laser scan measurement. Subsequently, full scale

numerical mesh has been generated based on the in-situ geometry, which reflects the

increased thickness of the PSS blade around the root sections and the blunt tip etc., as

shown in Figure 23. Figure 23 also reveals the challenges during the installation since the

space between middle and lower fin is extreme marginal.


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Figure 22: Comparison of the original CAD geometry of PSS with the measured in-situ 3D

model using laser scan technique

Figure 24 shows the full scale CFD power prediction for the whole speed range. As can be

seen, the trends have been predicted very well for both cases without and with the PSS.

However there is some discrepancy in term of the absolute power between trial and CFD.

Also the power saving effect of ESD is under-predicted by CFD. Though the reasons are not

quite clear, there are certain defects in the numerical models of CFD, which are not

reflecting the reality. One of these models has been considered, the propeller blade

roughness model, which has led to an improvement of CFD power saving prediction by 1%

due to PSS in this case. Also, the power saving effect by PSS is predicted about 5.3% on

average by CFD and 6.8% measured at sea trials. The gap between CFD and trial in the

absolute power has been reduced to a large extent, now below 8% all over the speed range,

as shown in Figure 24. Further the CFD results have confirmed the reduction of the strength

of propeller hub vortex due to the presence of the PSS as also observed in the sea trials

using high speed camera, see Figure 25 for streamlines passing through the hub region

together with the pressure distribution on the stern and rudder. Figure 26 shows a still of the

propeller with tip and hub vortex cavitation during the speed trial in ballast conditions. Figure

27 shows the same propeller under similar conditions but with the ESD installed. In this case

no cavitating hub vortex was observed, which confirms CFD predictions. Both figures show

good comparison in results between full scale and CFD.

Figure 23: New generated CFD mesh based on the measured in-situ 3D model


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Figure 24: The full scale CFD power prediction with the error range including consideration

of the roughness of propeller blades

Figure 25: The streamline passing behind the propeller hub together with the surface

pressure distribution: without ESD (left) and with PSS (right)

Figure 26: Propeller cavitation and cavitating

hub vortex for ship without PSS

Figure 27: Propeller cavitation for ship with

PSS with no cavitating hub vortex


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Perhaps the greatest advantage of CFD over model tests, besides providing an

unprecedented insight in the flow, was the ability to simulate a ship directly at full scale.

However, in practice ESDs are often model-tested and ranked under model tests conditions

which might be misleading if an ESD is suffering a strong scale effect. In general, it can be

said that all ESDs suffer scale effects, since they are installed in the vicinity of the hull,

propeller or rudder and operating more or less in the region of boundary layer, which is very

much dependent on the Reynolds number. Consequently, such ESD designs performed in

model scale have to be normally adapted to full scale applications in the practice. The scale

effects of different ESD types have been investigated in GRIP project by different partners.

The influences of the scale effects are however found multi-folded. The results indicate that

the pre-stream devices which are installed in the vicinity of ship stern before the propeller

see both positive and negative effects in model scale. The positive side is that the invoked

additional resistance (or the thrust requirement increase) due to the ESD is somewhat

smaller in model scale due to the fact that the ESD is operating in a thicker boundary layer

and the interaction between ESD and hull is smaller in this case. The negative side due to

the actually same reason is that the functioning (e.g. pre-swirl) effect of the ESD becomes

also smaller in model scale which can be observed as a smaller increase of the propeller

efficiency. With the cancelling-out of both sides, it is therefore hard to say whether a pre-

stream ESD is performing better or worse in model or full scale. What can however be

concluded is that the working points of an ESD have been shifted or changed in model scale

comparing to full scale operation, so that it is recommended that the ESD should be

designed or adapted in full scale whenever possible.

To further evaluate the changes in flow field predicted from CFD a flow measurement device

was developed to be used during sea trials. The success of such a device depends,

amongst others, on practical issues: it should be possible to install the device from the ship

during a single dry dock. Removal of the device should not require divers or dockings. This

means that no systems underneath the waterline can be installed. Any systems installed

inside the ship must be small enough to fit between the frames and stiffeners onboard

(spacing approx. 600x600mm). Furthermore, the system should be capable of measuring

the flow up to a few meters away from the hull in a highly unsteady environment. The system

should be capable to withstand strong vibrations, salt water and be portable enough to be

transported through man-holes in the double bottom tanks. At the moment of writing there

are no off-the-shelve systems available which comply with these requirements. However,

within the EU project EFFORT (2002-2005) MARIN developed a Laser Doppler Velocimetry

device specifically for flow measurements onboard ships. This system was however not

operational and required several repairs and system replacements. During the GRIP project

these repairs were made and important components replaced. Successful flow

measurements were made with the system under laboratory conditions. The performance of

LDV systems is however strongly dependent on water turbidity and robustness to withstand

the strong vibrations of the hull plating directly above the cavitating propeller. Due to a

number of causes outside the influence of the GRIP project, the available time for in-situ

tests with the LDV system onboard (Figure 28) was limited. As a result of the time pressure

during the measurement campaign and limited trouble shooting possibilities no successful

measurement results could be obtained. However, the system will be further validated and


27 MAY 2015

In Confidence


improved by MARIN over the coming years to allow flow measurements on ships in the near

future.

Figure 28: LDV head during flow measurements on the MV Valovine

GRIP is the first project delivering well documented and independent full scale evaluation of

the performance improvements of an ESD. Methods have been well documented including

the uncertainty of the measurements. This is an incredible step beyond the state of the art

and valuable for the maritime industry.

Furthermore, the GRIP consortium have made progress in full scale measurements of the

flow in the vicinity of the propeller. Unfortunately the objective to measure the flow was not

fully met, however significant steps have been made with which the measurement of the flow

is a small step away.


27 MAY 2015

In Confidence


4. Impact

GRIP has made significant steps in understanding the working mechanisms of ESDs. The

increased understanding has lead to improved ESD designs with higher efficiency gains

resulting in a further reduction of the CO2 emissions from shipping.

Increased design knowledge, together with hull re-engineering technologies and optimised

retrofitting processes, improve the position of the European ship yards for retrofitting ESDs

to existing ships. This has a positive influence on jobs in the maritime industry and the

position of the European maritime industry with respect to its competitors.

In this chapter, the impact of each objective reached is discussed including a summary of

the dissemination activities undertaken to improve the impact of each met objective. A full list

of all dissemination activities can be found in section A2 - GRIP Dissemination Activities.

4.1. Objective 1: Retrofit decision making tool

One of the main impacts the GRIP consortium want to achieve is to make the use of energy

saving devices more widespread. One of the measures undertaken by GRIP to achieve this

is the development of an Early Assessment Tool (EAT). Using this EAT, ship owners and

operators can evaluate the optimal ESD for their vessel including the payback period.

In Work Package 1 the EAT was developed consisting of a benefit tool and a cost tool. The

benefit tool calculates the benefit of an ESD from a hydrodynamic point of view resulting in a

first estimate of the potential fuel saving. The EAT is available to all GRIP partners for use in

their consultancy work.

As the EAT is not publically available, a simplified internet version was developed which is

publically available through the website. Some simplifications have been made in the iEAT

with respect to the EAT so that the calculations could be made available through a website.

The iEAT is free of use.

Both the EAT and the iEAT have been validated and showed good correspondence between

the (i)EAT predictions and more detailed calculations.

Furthermore a database with ESD performance results was developed from public available

data. In total, the database contains 130 review sheets. Some basic statistical analysis was

performed on the data. The average Energy Saving Ratios and the standard deviations in

the results have been calculated for each of the ESDs. Within the different datasets for the

specific ESDs, also subdivisions based on the source of information (model test, full scale

measurement, CFD, etc.) and the assigned quality level have been made.


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In Confidence


With the EAT and the iEAT, ship owners and operators can make a very quick evaluation of

the potential fuel saving for a ship, class and entire fleet. An evaluation can be made within a

couple of minutes giving a first indication of the potential fuel savings. This will give a hint if

further design is worthwhile. The iEAT and the EAT will have a significant impact on the

number of ESD applications. A reliable first estimate of the potential fuel saving will give the

ship owners and operators more confidence in assigning the next step of detailed design

and installation of the ESD.

A simplified version of the EAT was made available on internet to all European ship yards as

a first assessment of the performance of the ESD. The website is: http://www.grip-ieat.eu

4.2. Objective 2: Hull re-engineering

For most existing vessels, the exact hull form is unknown as not every yard makes the hull

lines available to the owners. This means that ship owners will have to go back to the

original, often far Eastern, ship yards for retrofitting. To make the use of ESDs widespread

and to stimulate the European maritime industry, a method needed to be developed in which

the hull form could be re-engineered. With these re-engineered lines, ESDs can be designed

for any ship by European ship yards.

GRIP has spent considerable effort on methods to re-engineer the hull lines of existing

ships. Various methods have been investigated amongst which methods to determine the

hull shape from inside the ship, under water measurements to photo and laser modelling of

the ship while in dry dock. During the full scale demonstration, the laser modelling technique

was used to measure the ship hull and the ESD in dry dock. All methods have been

extensively evaluated documented in the GRIP project.

During the utilisation of the reverse engineering technology it has become apparent that a

critical point in the evaluation of geometric data is the transfer of the product data into the

various CAD-systems or other evaluation software. By the use of different software for

measuring and evaluating, the number of the used formats is very high. This has the

consequence that during the transfer between the formats, information or the structure of the

data can be lost. Therefore, the used formats have to be defined before the work starts

through communication between all involved partners. After reverse engineering of the hull

form, better ESD designs can be made based on the true shape of the ship and

appendages.

During the measurement campaign it was identified that the requirements of the evaluation

of the reverse engineering measurement should be already clarified during the planning

phase. It was found that geometric measurements can be evaluated in very different ways.

Sometimes a protocol with test values or an Excel sheet with coordinates is sufficient,

another time a 3D model or CAD data are required. To find out what result is demanded a

clarifying discussion with the subsequent user is essential. The format for exporting the data

is significant for the exchange with shipyards or design offices and should be coordinated

with the involved parties. This topic is also discussed in detail in Deliverable 4.1. To

accomplish the both points above it is necessary to have the right software. So it must be

http://www.grip-ieat.eu/


27 MAY 2015

In Confidence


ensured that they can edit the data in the right way and can export the correct formats. For

example some software cannot work with NURBS which is normally elemental for creating

CAD models or sometimes they can only export specific formats.

With this, the GRIP consortium have considerably enforced the position of the European

maritime industry with respect to retrofitting ESDs on existing vessels. Using the re-

engineering techniques, European ship yards can determine the exact hull shape to be used

in optimising ESDs. This will subsequently increase the applications of ESDs as better

designs can be made, improving the energy saving capacity.

Dissemination of the results connected to this objective has been done. One paper was

submitted in the TRA 2014 at Paris, titled “Efficient Retrofitting – How planning tools and

reverse engineering methodologies can improve repair shipyards’ performance”.

The exploitable products from the GRIP project in the field of reverse engineering are,

Benchmark procedure for selecting suitable measurement technology

Measurement concept for capture of geometric ship hull data (planning, execution

and validation of 3D-measurements)

Modelling and transfer of measurement data to product data (CAD-Model)

4.3. Objective 3: Optimised retrofitting process

Similar to the impact related to objective 2 in the previous section, the impact of the

optimised retrofitting process is to improve the position of the European maritime industry to

conduct retrofitting of ESDs. By optimising the retrofitting process, the retrofitting can be

done more efficiently making the European ship yards more attractive.

The execution of a retrofitting activity or any shipyard activity in a shipyard involves the

integrated use of resources extending to different departments in the shipyard. Planning of

resources in each of the department is very important not only for successful completion of

an order but also for balance utilisation of the resources. The Simulation Tools will be a very

helpful tool in making more precise planning. In order to implement the Simulation Tools, it is

imperative to know the flow of planning processes which constituents to the final planning of

all resources. It is therefore recommended as performed in the GRIP Project, that the

shipyard processes be graphically represented in a flow chart, under different phases of the

planning (Contract Negotiation, Order Planning, Production Planning and Production

Process Planning). By performing such segregation of the processes, it will aid the shipyards

to decide the possible areas of planning optimisation with the aid of simulation.

The data management is one of the important and time consuming parts of the planning

optimisation with Simulation Tool. In order to aid the shipyard in the data collection and data

handling, the anteSIM tool can be used.

The Implementation of Simulation Tools by Shipyards in planning has been made easier with

the development of the two stage simulation concept which utilises either only the planning

tool anteSIM or a combination of anteSIM and Plant Simulation. This concept was so

developed that no simulation expert is required to perform the simulation studies. The

concept developed allows the shipyards to use the Simulation as an external service utility.


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In Confidence


The next stage of the development in the Simulation Tools and anteSIM planning tool would

be to have more close contact with Shipyards, so as to aid them in providing solutions for

improving their planning activities with the aid of simulation. By doing so, new needs of the

shipyards planning activities could be further realised, as different shipyards have different

planning methodology, and hence forth the further development of the Simulation Tools and

anteSIM planning tool could be performed in parallel, so that its functionalities does not

confine to the needs of only few shipyards with specific work methodology.

From End User’s perspective, ULJ were of the opinion that the presented results of

Simulation runs were considered to provide valuable insight into Simulations as well as into

usage of Reverse Engineering with Simulations. They consider that the solutions developed

in the project are a good way to test baseline assumptions regarding resources, search for

real bottlenecks, but also way to avoid overcapacity in any form. They also felt that the tools

would be utmost importance in closely monitoring the planning requirements.

Using the anteSIM software, ship yards will be able to optimise and structure the retrofitting

process. Furthermore, GRIP has shown the potential energy saving from ESDs making

retrofitting ships with well designed ESDs attractive. European yards will become more

attractive for retrofitting vessels as the optimised process leads to a more efficient process.

This will subsequently lead to more ESDs being installed at European ship yards,

maintaining or even increasing jobs within the industry.

Dissemination of the results connected to this objective has been done. One paper was

submitted in the TRA 2014 at Paris, titled “Efficient Retrofitting – How planning tools and

reverse engineering methodologies can improve repair shipyards’ performance”.

The exploitable products from the GRIP project from the simulation field are,

Use of Business Process Model in future research projects

The anteSIM software will be used as an aiding tool for the planning process.

The database schema will be used to harmonise in collection planning data from

shipyard specific planning databases.

Simulation Model of ULJ will be used in future simulation studies of ULJ planning in

future research projects.

The definition of the Scenarios during the validation process will be used during

future simulation studies

4.4. Objective 4: Characterise physical mechanisms

GRIP set out to radically decrease the uncertainty involved in the process by using state-of-

the-art hydrodynamic studies to prove the worth of the designs of ESDs. This will increase

the understanding of the energy saving resulting in better ESD designs which subsequently

will result in more ESDs as the energy saving further increases. Improved understanding of

the physical mechanisms furthermore provide the opportunity for completely new ESD

concepts utilising the energy saving mechanisms to the fullest. By this, the CO2 emissions of

European shipping can be reduced by up to 5%.


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In Confidence


GRIP has provided a proper understanding of Energy Saving Devices in general, and in

particular of the PreSwirl Stator, the Pre-Duct, the Rudder bulb and the Propeller Boss Cap

Fins. A generic mechanism that we have observed in all effective ESDs is the reduction of

rotational energy losses in the wake which could be achieved by either PreSwirl Devices

(such as Pre Swirl Stator of Pre-Duct) or Post Swirl Devices (such as rudder bulb or

Propeller Boss Cap Fins). Our understanding of the mechanisms has also been instrumental

to the selection of analysis tools and simplifications of the model where desired. This has

resulted in the recommendation that a full RANS-RANS modelling of the hull-propeller-ESD

configuration using a rotating propeller is needed to fully quantify the effects of an ESD.

The limitations in the modelling of the aftship with a RANS-BEM model for the hull and

propeller respectively have been identified. When these limitations are correctly accounted

for during the early design process, this RANS-BEM model offers good opportunities to

reduce the computational time significantly

The impact of our improved understanding of the mechanisms is also apparent in the

effectiveness and efficiency of the design process. With the understanding of the physical

mechanisms and the limitations of the various computational tools and models, we are now

able to distinguish efficient computational models for the different phases of the design.

RANS-BEM models have been demonstrated to be useful in the early design phase of Pre-

Swirl stators. In later phases but also for other devices such as Propeller Boss Cap Fins or

Rudder Bulbs, the use of RANS-RANS models is still preferred, due to the importance of

viscosity in the flow or due to the difficulty of coupling a BEM method to the RANS method

with due inclusion of interaction effects. It has been demonstrated that a RANS-RANS

modelling of hull-propeller-ESD with a so called frozen rotor model (one chooses one or a

few fixed blade positions) might lead to erroneous trends in the design, which was

demonstrated for a PreDuct design. This computational model should consequently be

treated with extreme care or if possible, probably be avoided

The methodology developed within the GRIP project allows to evaluate forces applied on an

ESDs during navigation. The methodology takes into account the operational profile of the

ship, the position and orientation of the profile, and the effect of the ship loading case. The

study of the state art shows that ESD structure is sensible to Flow Induced Vibrations (FIV):

Motions Induced Vibration (MIV), Vortex Induces Vibrations (VIV) and Turbulence Induces

Vibration (TIV). For a Pre-Swirl Stator, the flutter (MIV) has been identified as the main risk

of FIV. In this context, a numerical tool has been developed in order to evaluate the risk of

flutter. The weak point of the ESD is the fatigue crack at the hull connection. The forces

versus number of cycles can be evaluated with the methodology determined in the GRIP

project. The importance of the connection design has been highlighted through several finite

element models.

The CFD calculations done in Work Package 2 and 5 on the hydrodynamic mechanisms of

ESDs have given insight into the working of these ESDs. It has been shown that pr devices

improve the propeller blade efficiency for the upcoming blade while for the down going blade

such device would have only a minor effect. This knowledge provided new insights in the

design of ESDs and a new concept (the BSD) was tested for numerous ship types with

varying success. In the design cases, considerable energy saving potential was shown up to


27 MAY 2015

In Confidence


5% and in some cases even up to 10%. On average, the CO2 emissions of ships can be

reduced by 5% if custom designed ESDs were to be installed, making use of the knowledge

gained in GRIP.

Dissemination

The participation of Europort2013 and GST215 conferences and publication in Naval

Architect and ISP are the main part of the external dissemination of GRIP results for Bureau

Veritas. However, internal Bureau Veritas communication means (newsletter, Bulletin

Technique) have been used to inform Bureau Veritas experts about ESD technology

progress throughout GRIP project.

4.5. Objective 5: Design optimal Energy Saving Devices

As for objective 4, the impact of objective 5 is to decrease the uncertainty involved in the

ESD design process through demonstration designs for selected ships. The demonstration

designs increase the insight in ESD designs as the interaction between ESD and hull is

different for every ship. This will result in yet again improved ship ESD designs.

Within GRIP, several types of ESDs have been actually designed and optimised for targeted

vessels. Some new ideas of ESDs haven probed and proved their potentials for further

applications. One ESD type – a Pre-Swirl Stator - has actually been manufactured, installed

and evaluated on a handymax bulk carrier, demonstrated a 6.8% power savings in sea trials.

This has fully fulfilled the initial objective of the project. Further, this validation case has

enforced the design team to work closely with the yard and the classification society so that

manufacturing limitations, strength, vibration and installation constraints can be fed back in

the design, charactering a typical industrial retrofitting scenario.

It is expected that the careful way in which the computations and the designs have been

made, will contribute to the credibility of similar CFD computations on ESDs, where at the

same time, it is also demonstrated that a less than optimum modelling of the hull-ESD-

propeller configuration (e.g. frozen rotor approach with only one propeller position

considered) may even lead to wrong trends or design decisions.

Design optimisation process driven by automatic algorithm could allow engineer to find the

global optimum of geometry of ESDs. The automatic design optimisation process involves

different tools in the design loop: the parametric modeller, the grid generation tool, the self-

propulsion simulations and the newly developed adjoint RANS solver to indicate the direction

of the geometry changes. Such a design process has been demonstrated in the GRIP

project, but still needs further development for industry applications.

Through the scale effect analyses of different types of ESD, the conclusion can be drawn

that ESD designs should be conducted directly in full scale whenever possible; if the ESD

design needs to be tested first in model scale, a later adaptation to full scale is often

necessary.

GRIP reveals that it is extremely important and beneficial that the design of an ESD should

be a collaboration between designer (both hydrodynamic and structural), ship yard and


27 MAY 2015

In Confidence


classification society so that manufacturing limitations, strength, vibration and installation

constraints can be considered in the hydrodynamic design. Using a sensitivity analysis the

requirements regarding manufacturing and installation tolerances can be determined which

helps the yard in the final delivery of the ESD.

The design cases for the various ships have resulted in specific insights for the PSS, Pre-

Duct, rudder bulb and PBCF. The parametric variations of both the ship and the ESD

covered by the range of design cases, provides firsthand knowledge on early design choices

and rules of thumb which lead to the starting point for a detailed ESD design. All this will lead

to better custom designed ESDs for ships resulting in higher efficiency improvements and a

larger positive impact on the environment.

Dissemination of the results connected to this objective has been done. Several journal and

conference papers have been submitted, which can be found in the tables of dissemination

A1 and A2.

The exploitable products from the GRIP project in the field of hydrodynamic designs of ESDs

are:

Developed ESD design procedure and methodology for each ESD type

Improved procedure for ESD performance evaluation

Improved knowledge on scale effects of ESDs

Application of suitable numerical methods in hull-propeller-ESD interaction

4.6. Objective 6: Validation of optimised ESD

As for objective 4 and 5, achieving objective 6 adds to the reduced uncertainty in ESD

design. This will result in better ESD designs custom made for each ship. Achieving

objective 6 was done through full scale validation trials of a dedicated ESD design.

The validation of the ESD by means of the trials are considered as a unique case; dedicated

dry dockings where only an ESD is installed are rarely done in practice due to the high costs

and requirement for off-hire of the vessel. The exceptionally fair weather conditions in the

Adriatic sea in combination with the use of the same instrumentation and trial team for both

trials resulted in highly accurate performance data. Moreover, the trials were done by an

independent team with no commercial interest. This combination results in a unique

showcase to the industry and gives an objective proof that pre-swirl stator fins can be highly

efficient. This should give the industry confidence in ESDs and support them in their decision

to retrofit ships with ESDs in general.

In Work Package 6 one of a kind dedicated speed trials were done by an independent party

providing top quality unique results. Not only do the results contribute significantly to the

confidence in ESD design and ESD performance, also valuable guidelines were given to

grasp the uncertainty of speed trials related estimating performance of an ESD. This unique

data set is of primary importance to the maritime industry regaining confidence in the

performance of ESDs.


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In Confidence


During the Green Ship Technology Conference in Copenhagen, 2015, the trials and results

were presented and published for a large group of ship owners, to emphasise the proven

savings that can be made using pre-swirl Energy Saving Devices, and to show how ESDs

can and should be validated using full scale trials. A paper is written in the International

Shipbuilding Progress giving further details on the trials and results. Furthermore, as the

results and cavitation observations can be shared publicly, the results will be used in future

presentations and workshops to indicate the proven benefits of ESDs.


ERROR! REFERENCE SOURCE NOT FOUND.


5. Use and Dissemination of Foreground

5.1. A1 – List of Scientific (Peer Viewed) Publications

NO. D.O.I

Website Title Author(s) Journal

Number,

date or

frequency

Publisher Publication

Location

Date of

publication

Volume /

Issue /

Pages

Permanent

identifiers

(URL, if

available)

Is/Will open

access

provided to

this

publication

?

1 GRIP Introduction H.J. Prins International

Shipbuilding

Progress

TBD IOS Press Delft 2016 TBD No

2 Early Assessment of

ESD Benefit

A.A.M.

Voermans,

T.A.J. Cales

International

Shipbuilding

Progress


3 Hydrodynamic

working principles of

Pre-Ducts in ship

propulsion systems

B.

Schuiling,

T.J.C. van

Terwisga

International

Shipbuilding

Progress


4 On the working

principle of pre-swirl

stators and on their

application benefit and

design targets

H.

Streckwall,

Y. Xing-

Kaeding

International

Shipbuilding

Progress


5 ESD Structural issue –

upstream device

S. Paboeuf,

A. Cassez

International

Shipbuilding

Progress


6 ESD Structural issue-

downstream device

S. Coache International

Shipbuilding

Progress



27 MAY 2015

In Confidence


NO. D.O.I

Website Title Author(s) Journal

Number,

date or

frequency

Publisher Publication

Location

Date of

publication

Volume /

Issue /

Pages

Permanent

identifiers

(URL, if

available)

Is/Will open

access

provided to

this

publication

?

7 Influence of ESD on

neighbouring hull

outfitting

S.B.

Antonissen,

B.J.C.,

Goorden

International

Shipbuilding

Progress


8 Efficient retrofitting of

vessels by using

simulation tools and

reverse engineering

technologies

M. Hübler,

D.

Narayanan,

M. Müller

International

Shipbuilding

Progress


9 ESD design for a

validation bulk carrier

S. Coache,

M. Meis

Fernandez

International

Shipbuilding

Progress


10 ESD design and

analysis for a

validation bulk carrier

Y. Xing-

Kaeding, H.

Streckwall,

S. Gatchell

International

Shipbuilding

Progress


11 Evaluation of an

energy saving device

via validation

speed/power trials and

full scale CFD

investigation

T.W.F.

Hasselaar,

Y. Xing-

Kaeding

International

Shipbuilding

Progress



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In Confidence


5.2. A2 - GRIP Dissemination Activities

NO. Type of Activities Main

Leader

Title Date/Period Place Type of audience Size of

audience

Countries

addressed

1 Article HSVA Give your propeller

more GRIP

January

2012

Newswave

magazine

General Public,

Industrial,

Scientific,

Academics

Distribution

to all

customers

International

2 Article CMT GRIP Project June 2012 Schiff & Hafen Industrial,

Scientific,

Academics

Germany

3 Presentation VICUS GRIP Project 18th

October

2012

Congreso I

Naval Gijón

Industrial,

Scientific,

Academics

International

4 Article MARIN Getting to GRIPs

with fuel efficiency

September

2013

Naval

Architect

Magazine

Industrial,

Scientific,

Academics

International

5 Article HSVA Asymmetric

Rudder Bulb for

Energy Saving

February

2013

Newswave

magazine

General Public,

Industrial,

Scientific,

Academics

Distribution

to all

customers

International

6 Submission of

Paper

MARIN Working principles

of Energy Saving

Devices

5 – 8th May

2013

SMP’13 I Industrial,

Scientific,

Academics

100

7 Article MARIN GRIP Project May 2013 EC - FP7

Transport

Research

Synopsis

Industrial,

Scientific,

Academics

International

8 Article MARIN GRIP Project September Naval Industrial, International


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In Confidence



Leader


audience

Countries

addressed

2013 issue Architect Scientific,

Academics

9 Article MARIN CFD graphic on

HTC2 case

September

2013

Students’

Association

William

Froude

Yearbook

Industrial,

Scientific,

Academics

International

10 Submission of

Paper

MARIN The Design and

Numerical

Demonstration of a

New Energy

Saving Device

2 – 4th

September

2013

Numerical

Towing Tank

Symposium

(NuTTs 2013)

Industrial,

Scientific,

Academics

International

11 Presentation HSVA Asymmetric

Rudder Bulb for

Energy Saving

October

2013

FFW-User

Meeting

Industrial,

Scientific,

Academics

200 International

12 Presentation MARIN &

HSVA

How green are

Energy Saving

Devices?

Nov. 2013 Euro port Industrial,

Scientific,

Academics

100 International

13 Presentation HSVA Asymmetric

Rudder Bulb for

Energy Saving

December

2013

FFW-User

Meeting,

Shanghai

Industrial,

Scientific,

Academics

100 International

14 Submission of

Paper

CMT &

IMAWIS

Efficient

Retrofitting of

vessels

14 – 17 April

2014

TRA‘ 14 Industrial,

Scientific,

Academics

350

Delegates

Europe

15 Publish article

referencing GRIP

ACC GRIP 2014 –

throughout

On-board

magazine

General Public,

Industrial,

Scientific,

Academics

Distribution

to all

passenger

International


27 MAY 2015

In Confidence



Leader


audience

Countries

addressed

16 Article MARIN GRIP March

Edition

European

Energy

Innovation

Magazine

Industrial,

Scientific,

Academics

International

17 Video MARIN GRIP Cavitation

Videos - Use of

footage taken

during sea trials of

a cavitating

propeller

2014

onwards

MARIN

Promotional

Videos

General Public,

Industrial,

Scientific,

Academics

International

18 Article MARIN &

HSVA

GRIP ESD proved

its potential during

Full Scale Trials in

Adriatic Sea

June 2014 GRIP Public

Website

General Public,

Industrial,

Scientific,

Academics

International

19 Presentation HSVA Detailed PSS

analysis by RANS

computations and

performance

confirmation by full

scale trials

9th October

2014

Hydrodynamic

performance

of Energy

Saving

Devices

Conference

Industrial,

Scientific,

Academics

80 International

20 Presentation MARIN Hydrodynamic

performance of

Energy Saving

Devices

9th October

2014

Hydrodynamic

performance

of Energy

Saving

Devices

Conference

Industrial,

Scientific,

Academics

International

21 Presentation HSVA Pre-Swirl Stators:

Design Target and

9th October

2014

Hydrodynamic

performance

Industrial,

Scientific,

80 International

http://www.grip-project.eu/page/posts/grip-esd-proved-its-potential-during-full-scale-trials-in-adriatic-sea-13.php

http://www.grip-project.eu/page/posts/grip-esd-proved-its-potential-during-full-scale-trials-in-adriatic-sea-13.php


27 MAY 2015

In Confidence



Leader


audience

Countries

addressed

Arrangement of

Geometry

of Energy

Saving

Devices

Conference

Academics

22 Article

HSVA Full Scale

Investigations on

Pre-Swirl Stators

by RANS Method

and Sea Trials

2014 STG Jahrbuch Industrial,

Scientific,

Academics

International

23 Article

HSVA Pre-Swirl Stators:

Design Target and

Arrangement of

Geometry

2014 STG Jahrbuch Industrial,

Scientific,

Academics

International

24 Submission of

Paper

HSVA Towards Practical

Design

Optimisation of

Pre‐Swirl Device

and its Life Cycle

Assessment

31st May –

4th June

2014

SMP’15 Industrial,

Scientific,

Academics

International

25 High Speed

Video

MARIN High speed video

taken during sea

trials

February

2014 –

Onwards

Varying PR

related venues

General Public,

Industrial,

Scientific,

Academics

International

26 Submission of

Paper

HSVA Design of

combined

propeller/stator

propulsion systems

with special

15th – 17th

June 2014

MARINE 2015 Industrial,

Scientific,

Academics

International


27 MAY 2015

In Confidence



Leader


audience

Countries

addressed

attention

to scale effects'

27 Article MARIN The less you burn,

the more you earn:

Gaining insight in

the working of

ESDs

April 2015 Maritime by

Holland

Magazine

Industrial,

Scientific,

Academics

International

28 Presentations GRIP

Project

GRIP 12th March

2015

GST 2015 Industrial,

Scientific,

Academics

45 International

29 Project Banner

Production for

use at

conferences

ARTTIC GRIP Project 2013 N/A Industrial,

Scientific,

Academics

International

30 Submission of

Paper

MARIN GRIP Project 18th – 21st

April 2016

TRA’16 Industrial,

Scientific,

Academics

International


27 MAY 2015

In Confidence


5.3. B1 – List of Application for Patents Trademarks, Registered designs (Confidential or Public: confidential

information must be marked clearly)

Type of IP Rights Application

reference(s) (e.g.

EP123456)

Intellectual

Property

Organisation

Subject of Application Confidential

YES / NO

Foreseen

Embargo

Date

dd/mm/yy

Applicant(s)

(as on

application

URL of

application

(Mandatory

for

Patents)

It has been confirmed by the GRIP partners that no patents or trade marks have been appliead for, or raised from the work that have been

completed during GRIP.


27 MAY 2015

In Confidence


5.4. B2 - GRIP Exploitable Foreground

The main outcomes of the project may be described in four distinct areas:

The generation of guidelines aimed at ship yards, design offices, research institutes and ship owners;

The creation of an early assessment tool for potential emission and fuel reduction;

The development of a digitising process to generate actual hull lines; and

The use of project results by the individual partners.

Ref

No.

Type of Exploitable

Foreground

Description of exploitable

foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

1 Commercial exploitation

of R&D results

(D1.5)

1EAT (Early Assessment

Tool)

Relevant Quaestor

components

YES N/A EAT (Early

Assessment

Tool)

Shipping and

shipbuilding

industries

The EAT has

been made

available to

all partners

and can be

used from

now on.

N/A All GRIP

Partners

2 Software (D1.6)

Internet Early

Assessment Tool

NO N/A Internet Early

Assessment

Tool

Shipping and

shipbuilding

industries

Open to

public use

N.A MARIN

3 General advancement of

knowledge

(D2.3)

Activity performed in

WP2, Task 2.2

YES 01/04/2016 Knowledge

on suitable

numerical

models for

Marine

Industry

Immediately

within

MARIN

N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Commercial exploitation

of R&D results Knowledge on

the limitations of

several numerical

propeller models:

BEM, RANS

(frozen rotor),

RANS (sliding

interfaces)

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by MARIN

1. Background required

to use the

Foreground

Exploitation of foreground

involves background

knowledge and tools on

theoretical models and

numerical algorithms for

the hydrodynamic

analysis and the

numerical optimization of

marine propellers.

propeller-hull-

ESD


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


knowledge


of R&D results

(D2.3)


WP2, Task 2.2

Knowledge on

the limitations of

several numerical

propeller models:

Body force model

(VLM), RANS

model (FreSCo+

including

overlapping grids

functionality)

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by HSVA

Background required to

use the Foreground:


involves background




on

applicability

and

limitations of

different

numerical

models for

propeller-hull-

ESD analysis

Marine

Industry

Immediately N/A HSVA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


the hydrodynamic

analysis, in particular

FreSCo+, and the


marine ship and

propellers.


knowledge


of R&D results

(D2.3)


WP2, Task 2.2

Knowledge on

the limitations of

several numerical

propeller models:

RANS (frozen

rotor), RANS

(sliding

interfaces)

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by VICUS that

did not require

direct


on suitable

numerical

models for

propeller-hull-

ESD

Marine

Industry

Immediately N/A VICUS


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

contributions

from other project

partners.


use the Foreground:


involves background

knowledge on theoretical

models for the

hydrodynamic analysis of

marine propellers, ESD

and hull.


knowledge


of R&D results

(D2.4)


WP2, Task 2.4

Knowledge on

the application of

numerical tools

for ESD design of

Pre-Ducts and

Pre-Swirl Stators

Improved design

procedures for

Pre-Ducts and


on suitable

numerical

models for

propeller-hull-

ESD and

design

procedures

Marine

Industry

From date of

issue

N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Pre-Swirl Stators

Foreground is

result of activity

by MARIN that

did not require

direct

contributions

from other project

partners.


use the Foreground:


involves background




the hydrodynamic

analysis and the

numerical optimisation of

marine propellers.


knowledge


of R&D results

(D2.4)


WP2, Task 2

Knowledge on

the limitations of

several numerical


on

applicability

and

limitations of

different

Marine

Industry

From date of

issue

N/A HSVA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

propeller models:

Body force model

(VLM), RANS

model (FreSCo+

including

overlapping grids

functionality)

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by HSVA that did


use the Foreground:


involves background




the hydrodynamic


FreSCo+, and the


numerical

models for

propeller-hull-

ESD analysis


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

marine ship and

propellers.


knowledge


of R&D results

(D2.4)

1. Identify the task, WP

where the Knowledge

has been produced


WP2, Task 2.4

Knowledge on

the limitations of

several numerical

propeller models:

RANS (frozen

rotor), RANS

(sliding

interfaces)

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by VICUS that

did not require

direct

contributions

from other project


on suitable

numerical

models for

propeller-hull-

ESD

Marine

Industry



27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

partners.


use the Foreground:


involves background


models for the



and hull


knowledge


of R&D results

(D2.5)


WP2, Task 2.5

A summary is given of

our knowledge and

experience with

optimization algorithms

that were applied partly

within the GRIP project,

partly outside the GRIP

project.


use the Foreground:


NO N/A Knowledge

on

optimisation

algorithms

Marine

Industry

Immediately N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

involves background




the hydrodynamic

analysis and the


marine propellers.


knowledge


of R&D results

(D2.5)


WP2, Task 2.5

A summary is given of

our knowledge and

experience with

optimization algorithms

that were applied partly

within the GRIP project,

partly outside the GRIP

project.


use the Foreground:


involves background



NO N/A Knowledge

on

optimisation

algorithms

Marine

Industry



27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


the hydrodynamic

analysis and the


marine propellers


knowledge


of R&D results

(D2.6)


WP2, Task 2.6

Foreground includes:

• Knowledge on

the limitations of

several numerical

propeller models:

RANS (frozen rotor),

RANS (sliding

interfaces)

• Improved

procedures for

propeller –hull- ESD

analysis

• Foreground is

result of activity by

VICUS that did not

require direct

contributions from

other project partners


on suitable

numerical

models for

propeller-hull-

ESD analysis

Knowledge

on suitable

numerical

models for

propeller-hull-

ESD

Marine

Industry



27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


use the Foreground:


involves background


models for the



and hull.


knowledge


of R&D results

(D3.2)

WP3 – T3.2

Method and software to

identify the risk of flutter

YES N/A Vibrastar

software

Marine &

Offshore

Immediately N/A BV


knowledge


of R&D results

(D4.3)

WP 4 – Task 4.3 and 4.4

This is software

developed for Shipyard

planners to prepare data

for simulation studies.

The software will be used

in future R&D projects for

the developments in the

field of Production

Planning and Preparation

studies.

YES 01/11/2019 AnteSIM

Software

Shipbuilding

and Suppliers

Commercial

use of the

software is

planned to

be in 2 years

(after

complete

development

of the

software)

Planned

license for

AnteSIM

CMT


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


knowledge


of R&D results

(D4.3)

WP 4 – Task 4.3 and 4.4

Adaptations were

implemented in the

existing Simulation

Toolkit in order to

perform specific

simulation tasks such as

retrofitting, in

shipbuilding. The

adaptations will be used

in future R&D projects for

the developments in the

field of Production

Planning and Preparation

studies.

YES 01/11/2019 STS Toolset Shipbuilding

and Suppliers

Immediately

after project

License for

STS Toolset

from

Flensburger

Schiffbau-

Gesellschaft

CMT


knowledge

(D4.3)

WP 4 – Task 4.2 and 4.4

The Business Process

Model represents the

work flow to perform a

retrofit project in a

Shipyard. The model

consists information on

work flow, resources

required, information

transfer and identification

YES 01/11/2019 Business

Process

Model

Shipbuilding

and CMRC

Planning

Immediately

after project

Conditional

access upon

request

CMT


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

of important milestones.


knowledge


of R&D results

(D5.1)


WP5, Task 5.1


Improved procedures

for propeller –hull-

ESD analysis

Improved ESD

design and

optimisation

procedure

Foreground is result

of activity by HSVA

that did not require

direct

contributions from

other project

partners.


use the Foreground:


involves background

knowledge and tools

YES 01/04/2016 Approval of

final ESD

design and its

performance

gain

Knowledge

on suitable

numerical

methods for

propeller-hull-

ESD analysis

Knowledge

on

applicability

and

functionality

of different

types of

ESDs

Marine

Industry



27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

on theoretical models

and numerical algorithms

for the

hydrodynamic analysis,

in particular FreSCo+,

and the numerical

optimization of marine

ship and propellers


knowledge


of R&D results

(D5.1)


WP2, Task 2.4 and WP5,

Task5.1

1. Description of the

Foreground


Knowledge on

the application of

numerical tools

for ESD design of

Pre-Ducts and

Pre-Swirl Stators

Improved design

procedures for

Pre-Ducts and

Pre-Swirl Stators

Knowledge of the

working


on suitable

numerical

models for

propeller-hull-

ESD and

design

procedures

for ESD’s

Marine

Industry

From the

date of issue

N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

principles of a

rudder bulb

Foreground is

result of activity

by MARIN that

did not require

direct

contributions

from other project

partners.


use the Foreground:


involves background




the hydrodynamic

analysis and the


marine propellers.


knowledge


of R&D results

(D5.1)


WP5, Task5.1



on suitable

numerical

models for

propeller-hull-

ESD analysis

Marine

Industry

From the

date of issue

N/A VICUS


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Improved ESD

design and

optimisation

procedure

Improved

procedures for

propeller –hull-

ESD analysis

Foreground is

result of activity

by VICUS that


use the Foreground:


involves background


models for the



and hull.

Knowledge

on

applicability

and

functionality

of

downstream

devices


knowledge


of R&D results

(D5.1)


WP5, Task5.1


Improved Design

procedures for

YES 01/04/2020 N/A Marine

Industry

From the

date of issue

N/A FC / CETENA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

PBCF design

Improved

RANSE

procedures for

propeller –hull-

ESD analysis.

Foreground is

result of activity

by FC/CETENA

that did not

require direct

contributions

from other project

partners.


use the Foreground:

ANSY CFX – ICEMCFD

(commercial codes)


knowledge


of R&D results

(D5.2)


WP5, Task 5.1


Improved procedures for propeller –hull- ESD analysis

Improved ESD

YES 01/04/2016 Approval of

final ESD

design and its

performance

gain

Knowledge

on suitable

Marine

Industry

From the

date of issue

N/A HSVA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

design and optimisation procedure

Foreground is result of activity by HSVA that did not require direct contributions from other project partners.


use the Foreground:


involves background




the hydrodynamic


FreSCo+, and the


marine ship and

propellers.

numerical

methods for

propeller-hull-

ESD analysis

Knowledge

on

applicability

and

functionality

of different

types of

ESDs


knowledge


of R&D results

(D5.2)



Task5.1


YES

01/04/2016 Knowledge

on suitable

numerical

models for

propeller-hull-

ESD and

Marine

Industry

From the

date of issue

N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Knowledge on

the application of

numerical tools

for ESD design of

Pre-Ducts and

Pre-Swirl Stators

Improved design

procedures for

Pre-Ducts and

Pre-Swirl Stators

Knowledge of the

working

principles of a

rudder bulb

Foreground is

result of activity

by MARIN that

did not require

direct

contributions

from other project

partners.


use the Foreground:


involves background

design

procedures

for ESD’s


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.




the hydrodynamic

analysis and the


marine propellers.


knowledge


of R&D results

(D5.2)


WP5, Task 5.1


Improved ESD design and optimisation procedure


Foreground is result of activity by VICUS that did not require direct contributions from other project partners.


use the Foreground:


on suitable

numerical

models for

propeller-hull-

ESD analysis

Knowledge

on

applicability

and

functionality

of

downstream

devices

Marine

Industry

From the

date of issue

N/A VICUS


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


involves background


models for the



and hull.


knowledge


of R&D results

(D5.2)

Activities developed into

WP5.1


Improved Design procedures for PBCF design

Improved RANSE procedures for propeller –hull- ESD analysis

Foreground is result of activity by FC/CETENA that did not require direct contributions from other project partners.


YES 01/04/2020 N/A Marine

Industry

From the

date of issue

N/A FC / CETENA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

use the Foreground:

ANSYS CFX – ICEMCFD

(commercial codes)


knowledge


of R&D results

(D5.3)


WP5, Task 5.2-5.3



Extended knowledge on the ESD performance aspects



use the Foreground:


involves background


on

applicability

and

limitations of

numerical

methods for

propeller-hull-

ESD analysis

Knowledge

on

applicability

and

functionality

of different

types of

ESDs in ship

life cycle

Marine

Industry

From the

date of issue

N/A HSVA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.




the hydrodynamic


FreSCo+, and the


marine ship and

propellers.


knowledge


of R&D results

(D5.3)

Activities developed into

WP5.1 WP3


Improved Design procedures for PBCF design

Improved RANSE procedures for propeller –hull- ESD analysis

Foreground is result of activity by FC/CETENA that did not require direct contributions from other project


on suitable

numerical

models for

propeller-ESD

and design

Marine

Industry

From the

date of issue

N/A FC / CETENA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

partners.


use the Foreground:


involves background


models for the


hull and marine

propellers


knowledge


of R&D results

(D5.3)



Task5.1, Task 5.3


Knowledge on

the application of

numerical tools

for ESD design of

Pre-Ducts and

Pre-Swirl Stators

Dedicated

efficiency

analysis for pre-

swirl devices

Improved design

procedures for


on suitable

numerical

models for

propeller-hull-

ESD and

design

procedures

for ESD’s

Marine

Industry

From the

date of issue

N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Pre-Ducts and

Pre-Swirl Stators

Knowledge of the

working

principles of a

rudder bulb

Foreground is

result of activity

by MARIN that

did not require

direct

contributions

from other project

partners.


use the Foreground:


involves background




the hydrodynamic

analysis and the


marine propellers.

28 General advancement of (D5.3)

Installation of ESD on

YES 01/04/2016 Classification

drawing,

Marine

Industry

From the

date of issue

N/A ULJ


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

knowledge


of R&D results

other sister vessels

Possibility to install ESD

on future vessels during

negotiation with ship-

owners

nesting and

technological

procedure for

manufacturin

g and

installation of

ESD.


knowledge


of R&D results

(D5.3)


WP5,


Extended knowledge on the ESD performance aspects Importance of ship energy profile and operational profile for decision making when installing a ESD


use the Foreground:


involves background

knowledge of shipping

business.


on

applicability

and

functionality

of different

types of

ESDs in ship

life cycle

depending on

energy profile

and operation

profile

Marine

Industry

N/A N/A ACC


knowledge


WP5, Task 5.3


on suitable

numerical

Marine

Industry

From the

date of issue

N/A VICUS


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


of R&D results


• Improved ESD

design and optimisation

procedure

• Improved procedures

for propeller –hull- ESD

analysis

• Foreground is result

of activity by VICUS that

did not require direct

contributions from other

project partners


involves background


models for the



and hull.

models for

propeller-hull-

ESD analysis

Knowledge

on

applicability

and

functionality

of

downstream

devices


knowledge


of R&D results

(D5.4)


WP5, Task 5.2-5.3


Improved procedures for propeller –hull-


on

applicability

and

limitations of

numerical

methods for

propeller-hull-

Marine

Industry

From the

date of issue

N/A HSVA


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

ESD analysis

Extended knowledge on the full scale ESD performance aspects



use the Foreground:


involves background




the hydrodynamic


FreSCo+, and the


marine ship and

propellers.

ESD analysis

Knowledge

on

applicability

and

functionality

of different

types of

ESDs


knowledge

(D6.1)

Task 6.1: Thrust

YES N/A N/A Marine

Industry

N/A N/A MARIN


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


of R&D results

measurements

Discussion of thrust

measurements

techniques

Literature review on

thrust measurement

techniques and analysis

techniques and analysis

techniques of ship

performance trials


knowledge

(D6.4)

The Development of the

Business Process

Modelling of a Retrofitting

Order in a Shipyard was

performed in WP 4. The

Business Process Model

have been detailed in

Deliverable 4.2.

A Retrofitting Order in a

Shipyard normally

undergoes different

phases of Processes

during its start-up and

YES 01/04/2020 Research in

future

Maritime

Transport

Projects.

Maritime

Industry,

Shipbuilding

Industry

Not yet

planned for

Commercial

Use. At the

moment

intended to

be used only

in the future

research

projects.

N/A CMT, ULJ , FC


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

execution at the

Shipyard. The Developed

Business Process Model

in the Project splits the

different processes of the

Order into different

Phases, thereby detailing

the data, resources and

flow of processes from

Planning to Production.

The Model is useful to

identify the areas of

possible implementation

of Simulation in the

execution of certain

processes in the

Shipyard.


knowledge

The anteSIM planning

tool was developed in

WP 4 and further tested

during the validation

process in WP 6. The

development and

functionalities of the

anteSIM tool have been

explained in Deliverable

4.3 and 6.4.

YES 01/04/2020 The anteSIM

software will

be used as an

aiding tool for

the planning

process

Maritime

Industry,

Shipbuilding

Industry

At the

moment

already

planned for

used in

running

research

projects.

Not yet

planned for

Commercial

Development

of a licence

in progress.

CMT


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Description of the

Foreground:

The developed anteSIM

planning tool is useful for

collection, editing and

management of all the

data with regards to the

Simulation Studies.

The anteSIM tool is the

intermediate User

Interface platform of the

Shipyard planners

to populate the

Simulation

Database with

pre-defined

process

templates,

to build of

different

scenarios of the

incoming order,

to perform rough

simulation of the

Shipyard processes

(without logistics) using

the inbuilt simulation

functionality of anteSIM

Use.


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.


knowledge

(D6.4)

The Database Schema

for the Simulation

Database have been

developed in WP 4. It has

been explained in

Deliverable 4.2.

Description of the

Foreground:

The Database Schema

forms the base for

structuring the data that

are to be collected and

stored in the Simulation

Database. The

development of the

Database scheme is

based on the data

required for the

simulation as well as to

adapt the developments

in anteSIM tool.

YES 01/04/2020 The database

schema will

be used to

harmonise in

collection

planning data

from shipyard

specific

planning

databases.

Maritime

Industry,

Shipbuilding

Industry

At the

moment

already

planned for

use in

running

research

projects.

Not yet

planned for

Commercial

Use.

N/A CMT


knowledge

The simulation model

representing the

Shipyard processes was

developed in WP6

The simulation studies

YES 01/04/2020 Simulation

Model of ULJ

will be used in

future

simulation

Maritime

Industry,

Shipbuilding

Industry

At the

moment

already

planned for

use in

N/A CMT, ULJ


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

and results, and thereby

the validation of the

simulation model was

done in WP 6. The

Development of the

Simulation model is

explained in Deliverable

4.3. The results of the

simulation studies have

been explained in

Deliverable 6.4.

Description of the

Foreground:

The Simulation Model

was developed in WP 4,

thereby representing all

the facilities and

resources available at the

ULJ Shipyard. The

layout, the production

process flow and

interdependencies

between the processes

involved in a retrofitting

process have been taken

into consideration during

the development of the

studies of

ULJ planning

in future

research

projects.

The definition

of the

Scenarios

during the

validation

process will

be used

during future

simulation

studies

running

research

projects.

Not yet

planned for

Commercial

Use


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Simulation Model.

Various Scenarios for the

same retrofitting process

have been defined in WP

6. Simulation Studies

were performed for each

scenario and the results

obtained from the

simulation studies were

used to analyse the

correlation on the number

of shipyard personnel

required for an order and

the lead time for

completing the order. The

Simulation studies also

involved the optimisation

on the resources required

based on the utilisation of

the personnel.


knowledge

D6.4)

Knowledge has been

developed in WP 4.1

(Digital ship) and

validated in WP 6.4

(Validation of retrofitting

process)

NO 01/04/2020 Benchmark

procedure for

selecting

suitable

measurement

technology

Measurement

Shipbuilding,

retrofit of

ships

From 2015 N/A IMAWIS


27 MAY 2015

In Confidence


Ref

No.

Type of Exploitable

Foreground


foreground

Confidential:

YES / NO

Foreseen

embargo

date:

dd/mm/yyyy

Exploitable

product(s) or

measure(s)

Sector(s) of

application

Timetable

commercial

or any other

use

Patents or

other IPR

exploitation

(licences)

Owner & Other

Beneficiary(s)

involved.

Foreground:

Enhancement of IMAWIS

measurement services

for shipyards

Background:

Know how regarding the

handling of measurement

systems and software

tools (available)

concept for

capture of

geometric

ship hull data

(planning,

execution and

validation of

3D-

measurement

s)

Modelling and

transfer of

measurement

data to

product data

(CAD-Model)


ERROR! REFERENCE SOURCE NOT FOUND.


5.4.1. B2a - Exploitation Plan

Consortium partners have written scientific papers which were submitted for publication in

the International Shipping Progress (ISP). After peer review, these papers will be published

early 2016 in a special edition of ISP focused on the results of GRIP.

1. MARIN

The knowledge gained in the GRIP project will be embedded in the day to day consultancy

and research work of MARIN. The extended knowledge on the hull propeller interaction will

be used in aft ship and propeller optimisation as well as ESD designs.

Furthermore the knowledge on the speed trial accuracy and the full scale flow

measurements will be used in the future full scale measurements.

EAT: The EAT will be used as a first indication of the potential energy saving for vessels

prior to further detailed design of the ESD using CFD methods.

iEAT: The iEAT will be promoted to ship designers, owners and operators to be used for a

first evaluation of the ESD benefit.

Design knowledge: With the knowledge of the working mechanisms of ESDs developed in

WP 2, MARIN will improve future ESD designs. With the experience of various calculations

methods in the GIP project, a suitable method can be selected based on the type of the ESD

and the timing of the calculations in the design process.

Design experience: The general design experience gained in WP 5 will be brought into

projects in which MARIN is asked to design an ESD. The general rules of thumb from the

design experience in WP 5 will be used.

2. BV

Nowadays, the ESD structure is not reviewed by class societies. Only its attachment to the

hull is considered. From a safety point of view, it is important to demonstrate that the ESD

will not represent a hazard for the structural element on which it is mounted and for other

neighbouring hull outfitting. However, the main challenge is to evaluate the loads applied to

the structure in sailing conditions, because regulations give no guidance to validate the ESD

design.

Through the GRIP project, a design procedure has been defined by Bureau Veritas and

partners and this procedure includes a methodology to evaluate maximal forces applied on

the ESD in navigation conditions and to define a Design Wave leading to these forces. This

methodology will be used by Bureau Veritas surveyors to validate:

The ESD connection onto the hull,

The fatigue life assessment,

The vibration risks.


27 MAY 2015

In Confidence


Moreover, all knowledge acquires during the GRIP project in hydrodynamic, structure,

construction, sea trials… will benefit to Bureau Veritas network in the understanding of the

ESD behaviour in navigation.

Nevertheless, as this methodology has been developed, applied and tested on only 2 ESD

types, a Pre-Swirl Stator and a rudder bulb, more investigations on upstream and

downstream devices remain necessary to develop general guidelines on ESDs.

3. CMT

New and existing customers of CMT will all benefit from the knowledge gained by CMT from

the GRIP project. CMT are active in the ship yard processes and will have developed a

comprehensive new simulation technology to demonstrate the efficiencies that can be

attained in ship yards. It is anticipated that they will achieve further consultancy for ship

repair projects from ship repair yards. In addition to the extra business for CMT, there will

also be a benefit in more efficiency and reduced costs for the ship yard processes. The

individual plans for the foregrounds mentioned above are as follows,

STS Toolset:

The adaptations executed in the STS Toolset will be utilised in future commercial or

research projects, involving simulation studies on retrofitting activities.

Business Process Model:

Not yet planned for Commercial Use. At the moment intended to be used only in the future

research projects. The knowledge on the retrofitting business process model will also be

used to consult or support CMT members.

anteSIM Simulation and Planning Tool:

The anteSIM software will be used as an aiding tool for the planning process. At the moment

already planned for used in running research projects. In future may be utilised as a

commercial product during CMTs consultations.

Database Schema:

It will be used along with the members of SIMOFIT and SIMCOMAR community for further

development in future research projects.

Simulation Model of ULJ Shipyard

Will be used as a basis for a running research projects wherein ULJ is a partner and are

collaborating in developing a prototype under advanced planning with simulation.

4. FC

FINCANTIERI and CETENA (FC and CET), as 3rd party under clause 10 with effective date

01.04.2013, had participated in GRIP project to gain further knowledge on ESD design and

the retrofitting processes.

Within the GRIP project, FC and CET have been involved in the analysis and development

of cost and benefit models for the retrofitting of different ESDs.


27 MAY 2015

In Confidence


Evaluation of structural aspects of the ESDs and their influence on neighboring hull outfitting

have been studied during the project focusing on the classification rules for structural design

as well as by means of direct calculations mainly focussed on vibration aspects.

For the design and optimization of a particular ESD, i.e. a PBCF, a series of hydrodynamic

calculations have been performed in design condition and off-design condition in order to

investigate the influence of ESD into the operational profile of the vessel.

Furthermore within the GRIP project shipyard processes have been analyzed contributing to

collect input data and develop the 2 Master plans for the retrofitting process. Activities,

including procedures, tools and man-hours have been developed to be used as input for

simulation toolkit development. Then a validation of the methodology has been carried out to

analyze the characteristic of all the element forming the production chain of a system

enabling to value the progress in GRIP methodology, in particular the definition for

simulating and scheduling shipyard manufacturing activities reviewed and implemented.

Based on the knowledge and the results achieved within GRIP project, FC and CET:

will extend the design methodology to all ESD type to be offered to ship's owner for

retrofitting

will put into practice the developed yard processes within shipyards of FINCANTIERI

group.

5. HSVA

Within GRIP Project, HSVA has worked mainly in the following fields: EAT model

development, the in-house code development of improved RANS-BEM coupling methods for

numerical propulsion, establishment and utilization of ESD parametric models for ESD

optimisation and the hydrodynamic design and evaluation procedures of different ESD

devices.

HSVA will apply the gained knowledge in the GRIP project to assist in the day to day

consultancy and further research work of HSVA. Among others, the Pre-Swirl Stator design

has been selected as the ESD to be installed on the bulk carrier for validation trials, which

makes it possible to gain more extended knowledge in a ‘real’ retrofitting scenario through

the cooperative network of designer, yards and class society. The success of the Pre-Swirl

Stator implementation on a full-scale vessel has demonstrated the potential of saving energy

through an ESD and the potential of modern CFD methods in ESD design and evaluations.

This extended knowledge on ESD designs, their working mechanism, scale effects and

retrofitting/validation procedures will be used in future industry projects.

EAT: The EAT will be used as a first estimation of the potential energy saving and ROI

(Return Of Investment) calculation for vessels prior to further detailed design of the ESD

using CFD methods.

iEAT: The iEAT will be promoted to ship designers, owners and operators to be used for a

first indication of the ESD benefit.


27 MAY 2015

In Confidence


6. VICUS

VICUS has participated in GRIP project so as to acquire more knowledge on Energy Saving

Devices (ESD). The main advantage of Energy Saving Device is that it might be

implemented on both old and new vessels and we see a good potential, mainly for retrofitting

due to the potential return of investment found during the project.

Before joining GRIP project, VICUS already had some experience with downstream devices,

such as twisted rudder and twisted rudder with bulb on new builds’ , but not with other types

of devices. Within the GRIP Project, all ESD types have been considered: upstream devices

like Pre-Swirl Stator and downstream devices, this allowed VICUS to gain more experience

on upstream devices and therefore complement the company product range on the market.

Hydrodynamic simulations, structural analysis as well as sea trials have been carried out

within GRIP project, this experience is critical for demonstrating company capabilities to

ship-owners, covering from concept design to mechanical design and manufacturing. The

success of the Pre-Swirl Stator implementation on a full-scale vessel has demonstrated the

ESD efficiency and an Energy Saving Devices design methodology has been developed

according to ESD type.

With this new knowledge, VICUS aims to expand ESD design to all the ESD types as a

complement to the twisted rudder with bulb.

VICUS will be one of the few companies, if not the only one, able to design an ESD in Spain,

this will make for an easier approach to the South American market.

Further research is still required in order to improve the methodology and ESD design since

there is still a lot of uncertainty on the market.

7. WPNL

Wärtsilä joined the GRIP project in order to gain knowledge about ESD’s and retrofitting

aspects in first instance and later on use this knowledge for improving the fuel consumption

of our customer’s vessels .The iEAT developed within GRIP is now embedded in the day to

day work of Wärtsilä, and is being utilised as a first indication of the potential energy saving

for vessels for retrofitting. The EAT is used by hydrodynamic engineers to study in more

detailed the benefits and costs of the application of certain ESD’s for our customers.

The knowledge gained from WP2 and WP5 in combination with the information derived from

the literature database has been of added value within the development of Wärtsilä’s

“EnergoProFin”. Better insight in scaling effects of ESD’s contributes to the successful

execution of commercial performance tests for retrofit projects of our EnergoProFin” by

means of model tests.Knowledge and results generated from WP2, WP3 and WP5 are used

for development plans for new ESD’s to be developed by Wärtsilä. Furthermore the

knowledge on the speed trial accuracy is helpful for both internal and external advice on

performance guarantees and how to measure.


27 MAY 2015

In Confidence


8. ACC

The knowledge acquired during GRIP project will be used by Trasmediterranea as follows:

The Early Assessment Tool (EAT) will be utilised for taking decisions about

retrofitting the existing vessels of the fleet in future investments of the company.

The hydrodynamic solutions designed in the GRIP Project will be taken into account

in the Energy Efficiency Management Plan of whole fleet, since according to

Trasmediterranea’s policy this plan must include energy efficiency solutions to take

into account for future investments in green retrofitting. Such measures are also

recommended by International Maritime Organisation (IMO), and as a result, the

company now has a more complete Ship Energy Efficiency Management Plan

(SEEMP), which now enables us to have better visibility of existing solutions in the

market.

9. IMAWIS

Within the GRIP project, IMAWIS was involved in developing the process for generating ship

hull lines by reverse engineering technologies. The techniques used during this process rely

on laser measurement techniques. In addition to generating the hull lines, IMAWIS believe

that this process will have a commercial application in general ship repairs. IMAWIS will be

able to sell this solution to several European shipyards or to improve their own services for

shipyards. The developed solutions will provide the shipyards with needed geometric

information that has hitherto been difficult to obtain.

The exploitable products or measures of the foreground (Ref No. 36) that will improve the

measurement services of IMAWIS for shipyards are the following:

Benchmark procedure for selecting suitable measurement technology for reverse

engineering

Measurement concept for capture of geometric ship hull data

Method for transfer of measurement data to the product data within the CAD-System

10. ULJ

ULJANIK Shipyard has participated in GRIP project for increasing competitiveness in ship

design and overall economy of contracted vessels in the future, as well as for thorough

analysis and improvement of retrofitting production process in ULJANIK.

Hydrodynamic simulations, structural analysis, manufacturing, installation as well as sea

trials on our new-build No 491 VALOVINE Pre-Swirl Stator (PSS) has been carried out

within GRIP project. The success of Pre-Swirl Stator installation has demonstrated ESD

efficiency. Simultaneously, the influence of PSS on wake field gives the possibility to design

propeller with smaller Ae/Ao ratio. In this case the propeller has smaller mass (less

expensive) and higher efficiency increasing the total gain close to 10 %.

ULJANIK Shipyard is already offering PSS, together with a couple of different ESDs to the

market for possible implementation. Thus, further research is required in order to improve

the calculation accuracy.


27 MAY 2015

In Confidence


6. Report on Societal Implications

A General Information (Completed automatically when Grant Agreement Number is entered)

Grant Agreement Number 284905

Title of Project GRIP

Name and Title of Coordinator Henk Prins (MARIN)

Tel: +31 317 49 34 56

E-mail: [email protected]


27 MAY 2015

In Confidence


B Ethics

1. Did you project undergo an Ethics Review (and / or Screening)?

If Yes: have you described the progress of compliance with the relevant

Ethics Review/Screening Requirements in the frame of the periodic/final

project reports?

No

2. Please indicate whether your project involved any of the following issues

(tick box ‘X’)

RESEARCH ON HUMANS No

Did the project involve children?

Did the project involve patients?

Did the project involve persons not able to give consent?

Did the project involve adult healthy volunteers?

Did the project involve Human geneti9c material?

Did the project involve Human biological samples?

Did the project involve Human data collection?

RESEARCH ON HUMAN EMBRTYO / FOETUS No

Did the project involve Human Embryos?

Did the project involve Human Foetal Tissue / Cells?

Did the project involve Human Embryonic Stem Calls (hESCs)?

Did the project on Human Embryonic Cells involve cells in culture?

Did the project on Human Embryonic Cells involve the derivation of cells

from Embryos?

PRIVACY

Did the project involve processing of genetic information or personal data

(e.g. health, sexual, lifestyle, ethnicity, political opinion, religious or

philosophical conviction)?

No


27 MAY 2015

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Did the project involve tracking the location or observation of people? No

RESEARCH ON ANIMALS No

Did the project involve research on animals?

Were those animals transgenic small laboratory animals?

Were those animals transgenic farm animals?

Were those animals closed farm animals?

Were those animals non-human primates?

RESEARCH INVOLVING DEVELOPING COUNTRIES No

Did the project involve the use of local resources (genetic, animal, plant

etc?)

Was the project of benefit to the local community (capacity building access

to healthcare, education, etc?)

DUAL USE

Research having direct military use No

Research having the potential for terrorist abuse No


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C Workforce Statistics

3. Workforce statistics for the project: Please indicate in the table below the number

of people who worked on the project (on a headcount basis).

Types of Position Number of Women Number of Men

Scientific Coordinator 0 1

Work Package Leader 1 7

Experienced Researchers (i.e. PhD

holders) 10 38

PhD Students 0 0

Other 2 4

4. How many additional researchers (in companies and universities) were recruited

specifically for this project?

Of which, indicate the number of men: 0


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D Gender Aspects

5. Did you carry out specific Gender Equality Actions under the project?

No

6. Which of the following actions did you carry out and how effective were they?

Not at all

effective

Very

effective

Design and implement an equal opportunity policy

Set targets to achieve a gender balance in the workforce

Organise conferences and workshops on gender

Actions to improve work-life balance

Other:

7. Was there a gender dimension associated with the research content – i.e. wherever

people were the focus of the research as, for example, consumers, users, patients or in

trials, was the issue of gender considered and addressed?

If Yes- please specify

No

E Synergies with Science Education

8. Did your project involve working with students and/or school pupils (e.g. open days,

participation in science festivals and events, prizes/competitions or joint projects)?


No

9. Did the project generate any science education material (e.g. kits, websites, explanatory

booklets, DVDs)?


No

F Interdisciplinary

10. Which disciplines (see list below) are involved in your project?

Main discipline1: Other Engineering Sciences

Associated discipline1:

Matthematics and Computer

sciences

Associated discipline1:

Physical sciences


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G Engaging with Civil society and policy makers

11a Did your project engage with societal actors beyond the research

community? (if 'No', go to Question 14) No

11b If yes, did you engage with citizens (citizens' panels / juries) or organised civil society

(NGOs, patients' groups etc.)?

No

Yes- in determining what research should be performed

Yes - in implementing the research

Yes, in communicating /disseminating / using the results of the project

11c In doing so, did your project involve actors whose role is mainly to

organise the dialogue with citizens and organised civil society (e.g.

professional mediator; communication company, science museums)?

12. Did you engage with government / public bodies or policy makers (including international

organisations)

No

Yes- in framing the research agenda

Yes - in implementing the research agenda

Yes, in communicating /disseminating / using the results of the project

13a Will the project generate outputs (expertise or scientific advice) which could be used by

policy makers?

Yes – as a primary objective (please indicate areas below- multiple answers

possible)

Yes – as a secondary objective (please indicate areas below - multiple answer

possible)

No

13b If Yes, in which fields?

Agriculture

Audio-visual and Media

Budget

Competition

Consumers

Culture

Customs

Development Economic

and Monetary Affairs

Education, Training,

Youth

Employment and Social

Affairs

Energy

Enlargement

Enterprise

Environment

External Relations

External Trade

Fisheries and Maritime

Affairs

Food Safety

Foreign and Security

Policy

Fraud

Humanitarian aid

Human rights

Information Society

Institutional affairs

Internal Market

Justice, freedom and security

Public Health

Regional Policy

Research and Innovation

Space

Taxation

Transport

http://europa.eu/pol/agr/index_en.htm

http://europa.eu/pol/av/index_en.htm

http://europa.eu/pol/financ/index_en.htm

http://europa.eu/pol/comp/index_en.htm

http://europa.eu/pol/cons/index_en.htm

http://europa.eu/pol/cult/index_en.htm

http://europa.eu/pol/cust/index_en.htm

http://europa.eu/pol/dev/index_en.htm

http://europa.eu/pol/emu/index_en.htm

http://europa.eu/pol/emu/index_en.htm

http://europa.eu/pol/educ/index_en.htm

http://europa.eu/pol/educ/index_en.htm

http://europa.eu/pol/socio/index_en.htm

http://europa.eu/pol/socio/index_en.htm

http://europa.eu/pol/ener/index_en.htm

http://europa.eu/pol/enlarg/index_en.htm

http://europa.eu/pol/enter/index_en.htm

http://europa.eu/pol/env/index_en.htm

http://europa.eu/pol/ext/index_en.htm

http://europa.eu/pol/comm/index_en.htm

http://europa.eu/pol/fish/index_en.htm

http://europa.eu/pol/fish/index_en.htm

http://europa.eu/pol/food/index_en.htm

http://europa.eu/pol/cfsp/index_en.htm

http://europa.eu/pol/cfsp/index_en.htm

http://europa.eu/pol/fraud/index_en.htm

http://europa.eu/pol/hum/index_en.htm

http://europa.eu/pol/rights/index_en.htm

http://europa.eu/pol/infso/index_en.htm

http://europa.eu/pol/inst/index_en.htm

http://europa.eu/pol/singl/index_en.htm

http://europa.eu/pol/justice/index_en.htm

http://europa.eu/pol/health/index_en.htm

http://europa.eu/pol/reg/index_en.htm

http://europa.eu/pol/rd/index_en.htm

http://europa.eu/pol/tax/index_en.htm

http://europa.eu/pol/trans/index_en.htm


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13c If Yes, at which level?

Local / regional levels

National level

European level

International level

H Use and dissemination

14. How many Articles were published / accepted for publication in

peer-reviewed journals?

11

To how many of these is open access provided? 0

How many of these are published in open access journals? 0

How many of these are published in open repositories? 0

To how many of these is open access not provided? 10

Please check all applicable reasons for not providing open access:

publisher's licensing agreement would not permit publishing in a

repository

no suitable repository available

no suitable open access journal available

no funds available to publish in an open access journal

lack of time and resources

lack of information on open access

Other2: ……………

15. How many new patent applications (‘priority filings’) have been

made? ("Technologically unique": multiple applications for the same

invention in different jurisdictions should be counted as just one

application of grant).

0

16. Indicate how many of the following

Intellectual Property Rights were applied for

(give number in each box).

Trademark 0

Registered design 0

Other 0

17. How many spin-off companies were created / are planned as a

direct result of the project?

0

Indicate the approximate number of additional jobs in these

companies:

0

18. Please indicate whether your project has a potential impact on employment, in

comparison with the situation before your project:

Increase in employment, or In small & medium-sized enterprises

Safeguard employment, or In large companies

Decrease in employment, None of the above / not relevant to the


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project

Difficult to estimate / not possible to

quantify

19. For your project partnership please estimate the employment effect

resulting directly from your participation in Full Time Equivalent (FTE =

one person working fulltime for a year) jobs:

Indicate figure:

I Media and Communication to the general public

20. As part of the project, were any of the beneficiaries professionals in communication or

media relations?

Yes No

21. As part of the project, have any beneficiaries received professional media /

communication training / advice to improve communication with the general public?

Yes No

22. Which of the following have been used to communicate information about your project

to the general public, or have resulted from your project?

Press Release Coverage in specialist press

Media briefing Coverage in general (non-specialist) press

TV coverage / report Coverage in national press

Radio coverage / report Coverage in international press

Brochures /posters / flyers Website for the general public / internet

DVD /Film /Multimedia Event targeting general public (festival,

conference, exhibition, science café)

23. In which languages are the information products for the general public produced?

Language of the coordinator English

Other language(s)


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Question F-10: Classification of Scientific Disciplines according to the Frascati Manual 2002

(Proposed Standard Practice for Surveys on Research and Experimental Development,

OECD 2002):

FIELDS OF SCIENCE AND TECHNOLOGY

1. NATURAL SCIENCES

1.1 Mathematics and computer sciences [mathematics and other allied fields: computer

sciences and other allied subjects (software development only; hardware

development should be classified in the engineering fields)]

1.2 Physical sciences (astronomy and space sciences, physics and other allied subjects)

1.3 Chemical sciences (chemistry, other allied subjects)

1.4 Earth and related environmental sciences (geology, geophysics, mineralogy, physical

geography and other geosciences, meteorology and other atmospheric sciences

including climatic research, oceanography, volcanology, paleoecology, other allied

sciences)

1.5 Biological sciences (biology, botany, bacteriology, microbiology, zoology,

entomology, genetics, biochemistry, biophysics, other allied sciences, excluding

clinical and veterinary sciences)

2 ENGINEERING AND TECHNOLOGY

2.1 Civil engineering (architecture engineering, building science and engineering,

construction engineering, municipal and structural engineering and other allied

subjects)

2.2 Electrical engineering, electronics [electrical engineering, electronics, communication

engineering and systems, computer engineering (hardware only) and other allied

subjects]

2.3. Other engineering sciences (such as chemical, aeronautical and space, mechanical,

metallurgical and materials engineering, and their specialised subdivisions; forest

products; applied sciences such as geodesy, industrial chemistry, etc.; the science

and technology of food production; specialised technologies of interdisciplinary fields,

e.g. systems analysis, metallurgy, mining, textile technology and other applied

subjects)


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3. MEDICAL SCIENCES

3.1 Basic medicine (anatomy, cytology, physiology, genetics, pharmacy, pharmacology,

toxicology, immunology and immunohematology, clinical chemistry, clinical

microbiology, pathology)

3.2 Clinical medicine (anaesthesiology, paediatrics, obstetrics and gynaecology, internal

medicine, surgery, dentistry, neurology, psychiatry, radiology, therapeutics,

otorhinolaryngology, ophthalmology)

3.3 Health sciences (public health services, social medicine, hygiene, nursing,

epidemiology)

4. AGRICULTURAL SCIENCES

4.1 Agriculture, forestry, fisheries and allied sciences (agronomy, animal husbandry,

fisheries, forestry, horticulture, other allied subjects)

4.2 Veterinary medicine

5. SOCIAL SCIENCES

5.1 Psychology

5.2 Economics

5.3 Educational sciences (education and training and other allied subjects)

5.4 Other social sciences [anthropology (social and cultural) and ethnology, demography,

geography (human, economic and social), town and country planning, management,

law, linguistics, political sciences, sociology, organisation and methods,

miscellaneous social sciences and interdisciplinary , methodological and historical

S1T activities relating to subjects in this group. Physical anthropology, physical

geography and psychophysiology should normally be classified with the natural

sciences].

6. HUMANITIES

6.1 History (history, prehistory and history, together with auxiliary historical disciplines

such as archaeology, numismatics, palaeography, genealogy, etc.)

6.2 Languages and literature (ancient and modern)

6.3 Other humanities [philosophy (including the history of science and technology) arts,

history of art, art criticism, painting, sculpture, musicology, dramatic art excluding

artistic "research" of any kind, religion, theology, other fields and subjects pertaining

to the humanities, methodological, historical and other S1T activities relating to the

subjects in this group]

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