WIND ASSISTED PROPULSION SYSTEM FOR FUEL SAVING...

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WIND ASSISTED PROPULSION SYSTEM FOR FUEL SAVING

HAMRAN BIN HARUN

This dissertation is submitted

in fulfillment of the requirement for the

Master Degree of Mechanical Engineering

(Marine Technology)

Faculty of Mechanical Engineering

University of Technology Malaysia

DECEMBER 2011

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Dedicated to my family, and my friends

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ACKNOWLEDGEMENT

I would like to express my sincere appreciation to my supervisor, Prof. Dr. Abd.

Saman Abd. Kader and Assoc. Prof. Dr. Omar B. Yaakob for his precious continuous

guidance, support and encouragement throughout my study. His ideas, suggestions and

comments have given me the courage to handle this study and formed a valuable part of

this study.

I would also like to express my gratitude to those who have contributed to this study

especially beloved family for valuable support throughout this study.

Finally, I would like to thank all supervisor and friends, who involved directly

and indirectly in the accomplishment of this study.

Thank you.

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ABSTRACT

Increasing fuel prices and strong environmental concerns have changed the

landscape for the shipping industries. The changing, competitive environment has

rekindled an interest in improving ship efficiency and performance sustainability. As

MISC Berhad has a vision to become a world class player in the shipping industry,

alternative ways have to be discovered for ensuring a competitive edge in the shipping

business. Wind assisted ships are to be considered as an alternative way to reduce fuel

consumption and damage to the environment. The aim of this study is to develop a wind

assisted propulsion system and to assess its techno economic feasibility on a specific

vessel and a selected route. Chemical carrier tankers from the MT Bunga Melati series

were chosen and the routes selected were between the Middle East, Singapore and the Far

East. For this study, actual data collected was for a period of more than two years. This

data was taken from the daily noon reports of the ship master which are reports to his

company on a daily basis during a ship’s voyage. The data consists of the main ship

operational parameters as well as the wind speed and directions. A kite was designed and

the propulsive forces developed in the voyages throughout the year were estimated.

Finally, the economic assessment was carried out using payback period and Net Present

Value criteria. The calculations showed a payback period of 10 years while Net Present

Value was strongly positive indicating a profitable investment. The effect of using the

kite on CO2 emission was determined using Energy Efficiency Design Index (EEDI) and

Energy Efficiency Operational Indicator (EEOI) developed by the International Maritime

Organisation. Both indicators showed a positive reduction, indicating that the use of the

kite is not only profitable economically but also improves the ship CO2 reduction

performance.

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ABSTRAK

Peningkatan harga minyak dan kesedaran terhadap masalah pencemaran alam

sekitar disebabkan penggunanaan bahan bakar telah menukarkan lanskap industri

perkapalan. Perkembangan pesat industri perkapalan telah menarik minat bagi

meningkatkan kecekapan prestasi perkapalan untuk terus berdaya saing. Seperti visi

MISC Berhad untuk menjadi peneraju utama dunia di dalam industri perkapalan,

alternatif lain perlu dicari untuk memastikan MISC Berhad sentiasa berdaya saing dalam

perniagaan perkapalan. Kuasa pergerakan dengan bantuan angin perlu diberi perhatian

sebagai alternatif dalam mengurangkan kebergantungan terhadap penggunaan minyak

dan dapat mengurangkan pencemaran terhadap alam sekitar. Fokus kajian ini adalah

untuk membangunkan sistem propulsi bantuan kuasa angin dan untuk menganggarkan

kesesuaian dari segi tekno ekonomi pada kapal dan laluan tertentu. Laluan siri MT Bunga

Melati, iaitu kapal pengangkut bahan kimia adalah diantara Timur Tengah, Singapura dan

Timur Jauh telah dipilih untuk kajian ini. Data harian sebenar untuk tempoh lebih dua

tahun yang dilaporkan oleh kapten kapal semasa kapal belayar kepada syarikat akan

digunakan untuk kajian ini. Data tersebut mengandungi parameter utama operasi kapal

seperti kelajuan dan arah angin. Layar layang-layang dicipta dan daya propulsi semasa

pelayaran sepanjang tahun telah dianggarkan. Akhir sekali, penilaian ekonomi dengan

menggunakan kaedah “Payback” dan “Net Present Value”. Berdasarkan pengiraan

menunjukkan tempoh “Payback” ialah selama 10 tahun, manakala kaedah “Net Present

Value” menunjukkan nilai positif pada keuntungan pelaburan. Kesan pengunaan layar

layang-layang terhadap CO2 akan ditentukan mengunakan “ Energy Efficiency Design

Index (EEDI)” dan “Energy Efficiency Operational Index (EEOI) yang disarankan oleh

“International Maritime Organisation”. Kedua-dua indek menunjukkan pengurangan

yang positif, ini menunjukkan pengunaan layar layang-layang bukan sahaja baik dari segi

ekonomi tetapi juga dalam mengurangkan penghasilan CO2.

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CONTENTS

CHAPTER TOPIC PAGE

TITLE i

DECLARATION ii

DEDICATION iii

ACKNOWLEDGEMENT iv

ABSTRACT v

CONTENTS vii

LIST OF FIGURES xi

LIST OF TABLES xiii

LIST OF APPENDICES xiv

SYMBOLS AND ABBREVIATION xv

CHAPTER 1 INTRODUCTION

1.1 Background 1

1.2 Statement of Problem 2

1.3 Objective 3

1.4 Scope 3

1.5 Outline of Thesis 3

CHAPTER 2 LITERATURE REVIEW

2.1 Fuel Saving and Emissions 5

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2.2 Wind Assisted Ship 6

2.2.1 Flettner Rotor 7

2.2.2 Aerofoil (Wing sail) 8

2.2.3 Kites 10

2.2.4 Soft Sail 11

2.2.5 Wind Turbine 13

2.3 Selection of Wind Assisted Propulsion System 14

2.4 Reducing Air Pollution From Ship 16

2.5 The Use of Kite for Wind Assisted Ship 18

2.6 Investment Appraisal 22

2.6.1 Methods of Investment Appraisal 22

2.6.1.1 Payback 22

2.6.1.2 Annual or Average rate of Return (ARR) 23

2.6.1.3 Net Present Value (NPV)

or Discounted Cash Flow 24

2.6.1.4 Internal Rate of Return (IRR) 25

2.7 Energy Efficiency Design Index (EEDI) 26

2.8 Energy Efficiency Operational Index (EEOI) 27

CHAPTER 3 METHODOLOGY

3.1 Overview 28

3.2 Selection of Ship 30

3.2.1 Ship Particular 30

3.3 Route of Study 31

3.3.1 Weather in Route 31

3.3.1.1 South Asian Monsoon 31

3.3.1.2 East Asian Monsoon 32

3.3.2 Wind Condition 32

3.4 Cost Estimation 34

3.5 Investment Appraisal Technique 33

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3.6 CO2 and Energy Efficiency Design Index (EEDI)

Calculation 35

3.7 Energy Efficiency Operational Index (EEOI) Calculation 35

CHAPTER 4 THEORY

4.1 Sail Theory 36

4.1.1 Basis Concept of Sailing 36

4.2 Airfoil Concept 43

4.3 Definitions of Lift and Drag 44

4.3.1 Lift Force 45

4.3.2 Drag Force 46

4.4 Force analysis on Kite 47

4.4.1 True and Apparent Wind 49

4.4.2 Wind Speed 50

4.5 Propulsion Force 51

4.6 Kite Dimension 51

4.6.1 Angle of Attack 52

4.7 Control System and Routing 53

4.8 Ship Resistance 55

4.9 Propulsion Estimation 56

CHAPTER 5 RESULTS AND DISCUSSION

5.1 Route Analysis 59

5.1.1 Route Result 61

5.2 Wind Result 67

5.3 Propulsion Result 69

5.3.1 Relationship between angle of attack with CL/ CD 70

5.3.2 Propulsion force generated at selected route 71

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5.4 Case Study 75

5.5 Case Study Result 76

5.5.1 Fuel Savings 78

5.5.2 CO2 Savings 78

5.5.3 Calculated Value Attained for Energy Efficiency Design

Index (EEDI) 79

5.5.4 Calculated Energy Efficiency Operational Index

(EEOI) 81

5.6 Investment Appraisal Results 83

4.4.1 Payback Method 83

4.4.2 Net Present Value (NPV) Method 85

5.7 Discussion 86

CHAPTER 6 CONCLUSIONS AND RECOMMENDATION

6.1 Conclusions 89

6.2 Recommendation 90

REFERENCES 92

APPENDICES

Appendix A Example of Fuel Oil Monitoring System

Appendix B Ship Power Curve

Appendix C Route Analysis

Appendix D Propulsion Result

Appendix E Case Study

Appendix G Ship Particular

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LIST OF FIGURES

NO OF FIGURE TITLE PAGE

2.1 Artist impression of the E ship from Enercon 8

2.2 Type of wing sail vessel 9

2.3 Skysails Kite System 10

2.4 General plans “Dynaship” 12

2.5 Sail-assisted tanker “Shin-Aitoku-Maru” 12

2.6 Sail-equipped fishing boar “Enoshima-Maru” 13

2.7 Wind turbine 14

2.8 Relative fuel saving, 350 meter line 15

2.9 Oil prices from year 1999 to 2008 17

2.10 Power diagram wind 18

2.11 Direction of wind 21

3.1 Methodology flow chart 29

3.2 Sample of ship daily Noon Report 33

4.1 Combination between lift and drag 38

4.2 Lift and Drag relationship 39

4.3 Force on sail 40

4.4 Forces of water acting on a centreboard 41

4.5 Force acting on a sail 41

4.6 Drift of a boat 42

4.7 Three forms of wind 43

4.8 NACA airfoil geometrical construction 44

4.9 Aerodynamic forces 45

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4.10 Free body diagram of kite 49

4.11 True wind and apparent wind 50

4.12 Propulsion force acting on the ship 51

4.13 Cross section of the kite 52

4.14 Variation of �� ratio with Angle of Attack 53

4.15 Control system of the skysail technology 54

4.16 Ship resistance curve 55

4.17 Overview of process to determine Propulsion Force 57

4.18 Overview of process to determine power saving 58

5.1 Route from Singapore to Middle East – 3 sector 60

5.2 Route from Singapore to Taichung (Far East)

– 2 sector 60

5.3 Wind Speed on Monthly Average

(Singapore to Jeddah) 63


(Jeddah to Singapore) 64


(Singapore to Taichung) 65


(Taichung to Singapore) 66

5.7 Wind speed based on months for sector 1

(Singapore to Jeddah route) 68

5.8 Relationship between angle of attack with �� 70

5.9 Propulsion force distribution

(Singapore to Jeddah route) 71


(Jeddah to Singapore route) 72


(Singapore to Taichung route) 73


(Taichung to Singapore route) 74

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5.13 CO2 Savings versus Years 79

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LIST OF TABLE

NO OF TABLE TITLE PAGE

2.1 Proposed EEDI reduction schedule 26

3.1 Ship particulars of the MT Bunga Melati series 31

5.1 Route sectors 62

5.2 Ship data converted to wind speed using the

Beaufort scale 62

5.3 Wind direction based on ship heading 69

5.4 Case Study- Voyage Days 75

5.5 Case study- Trade Pattern 76

5.6 Summary of fuel savings 77

5.7 Summary of Case Study 78

5.8 Main Engine data for calculate EEDI 80

5.9 Auxiliary Engine data for calculate EEDI 80

5.10 Innovative energy data for calculate EEDI 81

5.11 EEOI (without kite) 82

5.12 EEOI (with kite) 82

5.13 Summary of detail cost 83

5.14 Simple Payback Method 84

5.15 Discounted Payback Method 84

5.16 Operational NPV 86

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LIST OF APPENDICES

NO OF APPENDIX TITLE

Appendix A Example of Fuel Oil Monitoring System

Appendix B Ship Power Curve

Appendix C Route Analysis

Appendix D Propulsion Result

Appendix E Case Study

Appendix G Ship Particular

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SYMBOLS AND ABBREVIATION

A area of kite

AR Area ratio

CD drag coefficient

CL lift coefficient

d diameter

F Force

D Drag Force

L Lift Force

VT True wind speed

VA Apparent wind speed

Vs Ship Speed

l Length

P Pressure

LOA Length of overall

LBP Length between perpendiculars

W Weight

t Time

V Velocity

Re Reynolds Number

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� Specific density (of air)

VA Apparent wind speed

VT True wind speed

VS Vessel speed

� Apparent wind angle

� True wind angle

W(z) Wind speed at altitude z above (sea) surface

uref Wind speed at reference level

zref Reference level (10m)

z0 Surface roughness (depending on wave height)

RT Total resistance

PE Effective power

PD Delivered power

PB Brake power

�P Propeller efficiency

�O Open water test propeller efficiency

�s Shaft efficiency

FP Propulsive force

q Dynamic pressure

n Number of years

Rn Net cash flow

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e Yearly cost increment

i Discount rate

CF Non-dimensional conversion factor between fuel

consumption measured in g and CO2 emission also

measured in g based on carbon content. The subscripts MEi

and AEi refer to the main and auxiliary engine(s)

respectively.

Vref Ship speed, measured in nautical miles per hour (knot), on

deep water in the maximum design load condition.

Capacity Deadweight for dry cargo carriers, tankers, gas tankers,

Containerships, RoRo cargo and general cargo ships, gross

tonnage for passenger ships and RoRo passenger ships, and

65% of deadweight for container ships.

Deadweight Means the difference in tonnes between the displacement of

a ship in water of relative density of 1,025 kg/m3 at the

deepest operational draught and the lightweight of the ship.

P Power of the main and auxiliary engines, measured in kW.

The subscripts ME and AE refer to the main and auxiliary

engine(s), respectively.

SFC Certified specific fuel consumption, measured in g/kWh, of

the engines.

fj Correction factor to account for ship specific design

elements.

Fw Non-dimensional coefficient indicating the decrease of

speed in representative sea conditions of wave height, wave

frequency and wind speed.

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feff(i) Availability factor of each innovative energy efficiency

technology.

FC (Fuel consumption) is all fuel consumed for the period in

question

�� CO2 emission per tonne of fuel calculated from the

carbon content of the fuel used (e.g. HFO)

�� Mass of transported cargo in metric tonnes

D (distance sailed) is the actual distance sailed in nautical

miles

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CHAPTER 1

INTRODUCTION

1.1 Background

Increasing fuel prices and strong environmental concerns have changed the

competitive landscape of the shipping industry today. This present environment has

rekindled an interest in improving efficiency and sustainability in the performance of

ships. To meet with the changing commercial markets and the economic environment,

there is the requirement for new vessel designs with more flexibility, longer lifespan,

and with more energy efficient operating systems which will be highly cost effective.

The need to minimize operating costs is paramount in order to be competitive.

The current oil fuel based energy source, at recent high prices, can result in fuel costs as

high as 50 percent of the operating costs [1]. Alternative energy sources for power

generation such as LNG, fuel cells, nuclear, wind assisted ships are now being

considered by many shipping companies. Apart from the hull and propulsion efficiency,

optimization of ship running costs and quality of services depend on the performance of

the operational systems and processes such as voyage management, loading and

maintenance.

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As the MISC vision is to become a world class player in the shipping industry,

alternative ways have to be discovered for ensuring a competitive edge in the shipping

business. Such development procedures are illustrated in Appendix A. These

procedures range from fuel oil consumption monitoring, voyage management and

propeller polishing for increasing fuel efficiency and to reducing fuel consumption [10].

However there is no alternative study that has been done within the MISC group for

reducing dependence on fossil fuel. Wind assisted shipping is to be considered as an

alternative way to reduce fuel consumption and prevent further damage to the

environment. Earlier studies have shown that with the current wind assisted system

technology, annual savings of between 10 to 30 percent of fuel consumption can be

expected [31].

This study will focus on the feasibility of a wind assisted system to be applied

onboard a MISC ship. The wind assisted systems generate thrust from the wind and

thereby reduce dependence on fossil fuel and main engine operation.

1.2 Statement of Problem

Maritime Shipping is nearly dependent on fuel oil. In the last 10 years, crude oil

prices rose annually by 10 percent on the average and in 2009, a high upward

movement has been observed. This development, places tremendous financial pressure

on the shipping industry as the fuel oil cost accounts for more than half of a ship’s

operating cost. The International Energy Agency (IEA) has projected an average oil

price of USD 200 per barrel by 2013. According to the IEA report the main reason for

this price increase is the continuing decline in oil production rates by about 6-7 percent

annually and faces a growing demand of 1 percent per year. Soon, shipping companies

will be forced to reduce their sulfur emissions which are already damaging the

environment at present. The maritime industry is responsible for almost 4 percent of the

worldwide CO2 emission. The only way to reduce the emission is by reducing the

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burning of fuel. The way out of this crisis is by opening up alternative energy sources

for the ships and this makes the use of free wind power more attractive.

1.3 Objective

The objective of this study is to develop a wind assisted propulsion system and to

assess its techno economic feasibility.

1.4 Scope

The scope of this study covers the wind assisted propulsion system, the route

and ship selection, the collection and compilation of wind data from noon reports,

analyses of wind data of chosen routes, the development of wind assisted propulsion

system, the calculation of power generated by wind and expected fuel savings, the

assessment of techno economics with the application of the wind assisted propulsion

system and finally the recommendations for further research work.

1.5 Outline of Thesis

This thesis comprises five chapters. Chapter one will cover the introduction and

background of the study, the objective to study the wind assisted propulsion system and

lastly the scope of the study. Chapter two covers the literature reviewed. There are three

main parts in this chapter. Part one discusses the contribution of the wind assisted

propulsion system to fuel saving and the effect of releasing CO2 into the atmosphere by

the shipping industry. The second part, discusses the previous study conducted for the

wind assisted propulsion system and the application and advantages of the wind

assisted propulsion system. In the third part, the kite sail theory and its application on

the vessel are discussed. Chapter three covers the methodology and selection of the

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vessels, the routes of study, method on actual data collection from the vessel, kite

dimensions, cost estimation, a case study of a ship and lastly an investment appraisal

will be determined. Chapter four contains the main discussion on the route analysis and

the wind analysis for the launching of kites. This chapter also discusses the propulsion

force derived by applying a kite on the vessel. By generating a case study, the total fuel

savings on a chosen route can be determined as well as the emission of CO2 can be

reduced and furthermore an investment appraisal will be also discussed. Finally, in

Chapter five, the conclusion on the objective of the study will be explained in brief and

recommendations and suggestions for the improvement of the study or future research

will be provided.

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