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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
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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
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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
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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
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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
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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.
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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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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
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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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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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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
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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
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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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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.
GRIP FINAL REPORT FP7-284905-GRIP
ERROR! REFERENCE SOURCE NOT FOUND.
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.
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
TBD IOS Press Delft 2016 TBD No
3 Hydrodynamic
working principles of
Pre-Ducts in ship
propulsion systems
B.
Schuiling,
T.J.C. van
Terwisga
International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
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
TBD IOS Press Delft 2016 TBD No
5 ESD Structural issue –
upstream device
S. Paboeuf,
A. Cassez
International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
6 ESD Structural issue-
downstream device
S. Coache International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 45
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.
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
TBD IOS Press Delft 2016 TBD No
8 Efficient retrofitting of
vessels by using
simulation tools and
reverse engineering
technologies
M. Hübler,
D.
Narayanan,
M. Müller
International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
9 ESD design for a
validation bulk carrier
S. Coache,
M. Meis
Fernandez
International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
10 ESD design and
analysis for a
validation bulk carrier
Y. Xing-
Kaeding, H.
Streckwall,
S. Gatchell
International
Shipbuilding
Progress
TBD IOS Press Delft 2016 TBD No
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
TBD IOS Press Delft 2016 TBD No
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 46
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.
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 47
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.
NO. Type of Activities Main
Leader
Title Date/Period Place Type of audience Size of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 48
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.
NO. Type of Activities Main
Leader
Title Date/Period Place Type of audience Size of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 49
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.
NO. Type of Activities Main
Leader
Title Date/Period Place Type of audience Size of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 50
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.
NO. Type of Activities Main
Leader
Title Date/Period Place Type of audience Size of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 51
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.
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.
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 52
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.
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 53
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.
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.
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 54
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.
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.
4 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.3)
Activity performed in
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:
Exploitation of foreground
involves background
knowledge and tools on
theoretical models and
YES 01/04/2016 Knowledge
on
applicability
and
limitations of
different
numerical
models for
propeller-hull-
ESD analysis
Marine
Industry
Immediately N/A HSVA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 55
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.
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.
numerical algorithms for
the hydrodynamic
analysis, in particular
FreSCo+, and the
numerical optimization of
marine ship and
propellers.
5 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.3)
Activity performed in
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD
Marine
Industry
Immediately N/A VICUS
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 56
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.
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.
contributions
from other project
partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull.
6 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.4)
Activity performed in
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD and
design
procedures
Marine
Industry
From date of
issue
N/A MARIN
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 57
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.
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.
Pre-Swirl Stators
Foreground is
result of activity
by MARIN that
did not require
direct
contributions
from other project
partners.
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 optimisation of
marine propellers.
7 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.4)
Activity performed in
WP2, Task 2
Knowledge on
the limitations of
several numerical
YES 01/04/2016 Knowledge
on
applicability
and
limitations of
different
Marine
Industry
From date of
issue
N/A HSVA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 58
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.
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.
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
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis, in particular
FreSCo+, and the
numerical optimisation of
numerical
models for
propeller-hull-
ESD analysis
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 59
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.
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.
marine ship and
propellers.
8 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.4)
1. Identify the task, WP
where the Knowledge
has been produced
Activity performed in
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD
Marine
Industry
Immediately N/A VICUS
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 60
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.
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.
partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull
9 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.5)
Activity performed in
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.
Background required to
use the Foreground:
Exploitation of foreground
NO N/A Knowledge
on
optimisation
algorithms
Marine
Industry
Immediately N/A MARIN
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 61
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.
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.
involves background
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis and the
numerical optimization of
marine propellers.
10 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.5)
Activity performed in
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.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge and tools on
theoretical models and
NO N/A Knowledge
on
optimisation
algorithms
Marine
Industry
Immediately N/A HSVA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 62
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.
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.
numerical algorithms for
the hydrodynamic
analysis and the
numerical optimization of
marine propellers
11 General advancement of
knowledge
Commercial exploitation
of R&D results
(D2.6)
Activity performed in
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
YES 01/01/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD analysis
Knowledge
on suitable
numerical
models for
propeller-hull-
ESD
Marine
Industry
Immediately N/A VICUS
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 63
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.
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.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull.
12 General advancement of
knowledge
Commercial exploitation
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
13 General advancement of
knowledge
Commercial exploitation
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 64
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.
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.
14 General advancement of
knowledge
Commercial exploitation
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
15 General advancement of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 65
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.
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.
of important milestones.
16 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.1)
Activity performed in
WP5, Task 5.1
Foreground includes:
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.
Background required to
use the Foreground:
Exploitation of 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
Immediately N/A HSVA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 66
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.
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.
on theoretical models
and numerical algorithms
for the
hydrodynamic analysis,
in particular FreSCo+,
and the numerical
optimization of marine
ship and propellers
17 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.1)
Activity performed in
WP2, Task 2.4 and WP5,
Task5.1
1. Description of the
Foreground
Foreground includes:
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD and
design
procedures
for ESD’s
Marine
Industry
From the
date of issue
N/A MARIN
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 67
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.
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.
principles of a
rudder bulb
Foreground is
result of activity
by MARIN that
did not require
direct
contributions
from other project
partners.
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 optimisation of
marine propellers.
18 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.1)
Activity performed in
WP5, Task5.1
Foreground includes:
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD analysis
Marine
Industry
From the
date of issue
N/A VICUS
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 68
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.
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.
Improved ESD
design and
optimisation
procedure
Improved
procedures for
propeller –hull-
ESD analysis
Foreground is
result of activity
by VICUS that
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull.
Knowledge
on
applicability
and
functionality
of
downstream
devices
20 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.1)
Activity performed in
WP5, Task5.1
Foreground includes:
Improved Design
procedures for
YES 01/04/2020 N/A Marine
Industry
From the
date of issue
N/A FC / CETENA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 69
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.
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.
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.
Background required to
use the Foreground:
ANSY CFX – ICEMCFD
(commercial codes)
21 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.2)
Activity performed in
WP5, Task 5.1
Foreground includes:
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 70
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.
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.
design and optimisation procedure
Foreground is result of activity by HSVA that did not require direct contributions from other project partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis, in particular
FreSCo+, and the
numerical optimization of
marine ship and
propellers.
numerical
methods for
propeller-hull-
ESD analysis
Knowledge
on
applicability
and
functionality
of different
types of
ESDs
22 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.2)
Activity performed in
WP2, Task 2.4 and WP5,
Task5.1
Foreground includes:
YES
01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD and
Marine
Industry
From the
date of issue
N/A MARIN
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 71
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.
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.
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.
Background required to
use the Foreground:
Exploitation of foreground
involves background
design
procedures
for ESD’s
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 72
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.
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.
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis and the
numerical optimisation of
marine propellers.
23 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.2)
Activity performed in
WP5, Task 5.1
Foreground includes:
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.
Background required to
use the Foreground:
YES 01/04/2016 Knowledge
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 73
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.
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.
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull.
24 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.2)
Activities developed into
WP5.1
Foreground includes:
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.
Background required to
YES 01/04/2020 N/A Marine
Industry
From the
date of issue
N/A FC / CETENA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 74
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.
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.
use the Foreground:
ANSYS CFX – ICEMCFD
(commercial codes)
25 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.3)
Activity performed in
WP5, Task 5.2-5.3
Foreground includes:
Improved procedures for propeller –hull- ESD analysis
Extended knowledge on the ESD performance aspects
Foreground is result of activity by HSVA that did not require direct contributions from other project partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
YES 01/04/2016 Knowledge
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 75
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.
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.
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis, in particular
FreSCo+, and the
numerical optimization of
marine ship and
propellers.
26 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.3)
Activities developed into
WP5.1 WP3
Foreground includes:
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-ESD
and design
Marine
Industry
From the
date of issue
N/A FC / CETENA
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 76
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.
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.
partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
hull and marine
propellers
27 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.3)
Activity performed in
WP2, Task 2.4 and WP5,
Task5.1, Task 5.3
Foreground includes:
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
YES 01/04/2016 Knowledge
on suitable
numerical
models for
propeller-hull-
ESD and
design
procedures
for ESD’s
Marine
Industry
From the
date of issue
N/A MARIN
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 77
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.
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.
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.
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 optimisation of
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
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 78
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.
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.
knowledge
Commercial exploitation
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.
29 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.3)
Activity performed in
WP5,
Foreground includes:
Extended knowledge on the ESD performance aspects Importance of ship energy profile and operational profile for decision making when installing a ESD
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge of shipping
business.
YES 01/01/2016 Knowledge
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
30 General advancement of
knowledge
Activity performed in
WP5, Task 5.3
YES 01/04/2016 Knowledge
on suitable
numerical
Marine
Industry
From the
date of issue
N/A VICUS
GRIP FINAL REPORT FP7-284905-GRIP
27 MAY 2015
In Confidence Page 79
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.
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.
Commercial exploitation
of R&D results
Foreground includes:
• 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
Exploitation of foreground
involves background
knowledge on theoretical
models for the
hydrodynamic analysis of
marine propellers, ESD
and hull.
models for
propeller-hull-
ESD analysis
Knowledge
on
applicability
and
functionality
of
downstream
devices
31 General advancement of
knowledge
Commercial exploitation
of R&D results
(D5.4)
Activity performed in
WP5, Task 5.2-5.3
Foreground includes:
Improved procedures for propeller –hull-
YES 01/04/2016 Knowledge
on
applicability
and
limitations of
numerical
methods for
propeller-hull-
Marine
Industry
From the
date of issue
N/A HSVA
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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.
ESD analysis
Extended knowledge on the full scale ESD performance aspects
Foreground is result of activity by HSVA that did not require direct contributions from other project partners.
Background required to
use the Foreground:
Exploitation of foreground
involves background
knowledge and tools on
theoretical models and
numerical algorithms for
the hydrodynamic
analysis, in particular
FreSCo+, and the
numerical optimization of
marine ship and
propellers.
ESD analysis
Knowledge
on
applicability
and
functionality
of different
types of
ESDs
32 General advancement of
knowledge
(D6.1)
Task 6.1: Thrust
YES N/A N/A Marine
Industry
N/A N/A MARIN
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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.
Commercial exploitation
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
33 General advancement of
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
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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.
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.
34 General advancement of
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
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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.
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.
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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.
35 General advancement of
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
35 General advancement of
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
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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.
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
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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.
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.
36 General advancement of
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
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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.
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)
GRIP FINAL REPORT FP7-284905-GRIP
ERROR! REFERENCE SOURCE NOT FOUND.
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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.
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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.
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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.
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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.
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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.
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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]
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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
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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)?
If Yes- please specify
No
9. Did the project generate any science education material (e.g. kits, websites, explanatory
booklets, DVDs)?
If Yes- please specify
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
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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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