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Ship Propulsion Performance bookkeeping -case studies
Erik van Ballegooijen, VAF Instruments
17th and 18th of April 2018
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Contents:
How to create a propulsion bookkeeping
Case study 1: +10000 TEU container vessel- Hull & Propeller degradation
Case study 2: Large container vessel- Retrofit: New propeller design + New bulbous bow design
Case study 3: Cruise Vessel- Effects of Hull & Propeller cleaning
Case study 4: Chemical Tanker- Trim
Case study 5: Chemical Tanker- Effect of CPP
From bookkeeping to decisions
Conclusions
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How to create a Propulsion Bookkeeping
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How to create a Propulsion Bookkeeping
Propeller Ship HullTorque Ship speedThrust
Propeller + Ship HullTorque Ship speed
Engine + Propeller + Ship HullFuel Ship speed
EngineFuel
EngineFuel
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How to create a Propulsion Bookkeeping
Separate the propeller performance from the hull performance
For separate measurement of:
The propeller conditionFoulingDamages:
•Leading edges•Cavitation erosion
Redesign
3% loss per propeller
The hull conditionFoulingDamagesCoatingRetrofit Bow
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How to create a Propulsion Bookkeeping
In order to measure: Thrust Torque
A thrust & torque sensor can be applied
The working principle is based on measuring the propeller shafts: Torsion (due to torque) Compression (due to thrust)
TT-Sense® location
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How to create a Propulsion Bookkeeping
The VAF IVY® solution:
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Case Study 1: +10000 TEU container vessel
As an example for the possibilities of the Thrust sensor, results are provided for a +10000 TEU container vessel:
Measurements are performed from 2014 – 2015 over a period of 1.5 years.
Over this period there is analysed the change in:• Propeller efficiency• Hull resistance
0 20 40 60 80 100-10
0
10
20
30
40
50
60
Longitude [deg]
Latit
ude
[deg
]
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Case Study 1: +10000 TEU container vessel
Measured propeller torque / power compared to model test predictions:
0 0.2 0.4 0.6 0.8 1 1.20
0.2
0.4
0.6
0.8
1
1.2
speed-through-water [-]
Psh
aft [-
]
0
1
2
3
4
5
6
7
8
9
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Case Study 1: +10000 TEU container vessel
Measured propeller thrust compared to model test predictions:
0 0.2 0.4 0.6 0.8 1 1.20
0.2
0.4
0.6
0.8
1
1.2
speed-through-water [-]
thru
st [-
]
0
1
2
3
4
5
6
7
8
9
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Case Study 1: +10000 TEU container vessel
Measured propeller “open water” characteristic at full scale in behind condition (dots), compared to model test predictions (lines):
50 60 70 80
0
5
10
15
20
25
Longitude [deg]
Latit
ude
[deg
]
Fairly independent of weather and draft (constant J for FPP)
10 11 12 13 14 15 160
10
20
30
40
50
60
draught [m]
frequ
ency
[sam
ples
]
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Case Study 1: +10000 TEU container vessel
Propeller performance over time (>3000 individual measurement points), decrease is 3.7% (equals 2.6% per year).
Apr14 Jul14 Oct14 Feb15 May15 Aug15 Dec1540
60
80
100
120
time [MMMyy]
prop
elle
r pe
rfor
man
ce [%
]
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Case Study 1: +10000 TEU container vessel
Hull resistance over time (>3000 individual measurement points), total increase is 5.2%, (equals 3.6% per year).
Apr14 Jul14 Oct14 Feb15 May15 Aug15 Dec1540
60
80
100
120
time [MMMyy]
hull
resi
stan
ce [%
]
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Case Study 1: +10000 TEU container vessel
Propeller -3.7%
Ship Hull-5.2%
Torque Ship speedThrust
Propeller + Ship Hull = -9.2%Torque Ship speed
Engine + Propeller + Ship Hull Fuel Ship speed
EngineFuel
EngineFuel
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Case Study 1: +10000 TEU container vessel
Propulsion Bookkeeping: What is the energy / cost saving potential?
* For this +10000 TEU container vessel, annual fuel consumption assumed to be 30.000 metric tons. Assumed fuel oil price of US$ 300,- per metric ton.
Large cost and energy saving potentials Next to the hull also the propeller contributes significantly to the
increased fuel costs (+/- 40% of total).
Published in white paper: “Fuel saving potentials via measuring propeller thrust and hull resistance at full scale experience with ships in service“Hull Performance & Insight Conference 2016 (HULLPIC2016), Italy 13-15 April 2016
Efficiencydecrease
Fuel increasemton / year
Fuel increaseUS$ / year
Propeller efficiency decreaseHull resistance increase
3,7%5,2%
11101560
333.000,-468.000,-
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Large container vessel:- Slow steaming- Retrofit for new design point:
- New propeller design (> Dprop ; < Ae/Ao)- New bulbous bow design
- Old condition measured for 1.5 years (2014 – 2015)- Retrofitted condition measured for 0.5 year (2016)- Both periods measured:
- Thrust - Torque /Power- Fuel
Case Study 2: Retrofit large container vessel
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Case Study 2: Retrofit large container vessel
Propeller Ship HullTorque Ship speedThrust
Propeller + Ship HullTorque Ship speed
Engine + Propeller + Ship HullFuel Ship speed
EngineFuel
EngineFuel
TT-Sense
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TT-Sense measured propeller performance at full scale:
Case Study 2: Retrofit large container vessel
Dots: TT-Sense full scale measurements (IVY enriched data); Lines: model test open water predictions
Original propeller, before retrof itLight draught conditions
0 0.2 0.4 0.6 0.8 1
J
0
0.2
0.4
0.6
0.8
1
KT, K
Q,
10KQ
KT
0 0.2 0.4 0.6 0.8 1
J
0
0.2
0.4
0.6
0.8
1
KT, K
Q,
10KQ
KT
New propeller, af ter retrof itLight draught conditions
ORIGINAL NEW
Conclusions: • Model tests correlate well with full scale measured values• New propeller has higher measured efficiency compared to original
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TT-Sense measured propeller performance improvement at full scale:
Case Study 2: Retrofit large container vessel
Conclusions: • New propeller design has higher measured efficiency at full scale compared to original design measured at full scale• The propeller efficiency improvement is depending on speed and draught
0
5
10
15
20
25
0.55 0.60 0.65 0.70 0.75 0.80
Full Scale, Light draught
Full Scale, Design draught
Vs / Vdesign [-]
Performance improvement new propeller design at full scale%
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TT-Sense measured bulbous bow resistance improvement at full scale:
Case Study 2: Retrofit large container vessel
Conclusions: • New bulbous bow has smaller efficiency gain than compared with propeller• Strong effect of sailing conditions
-5
0
5
10
15
20
25
0.55 0.60 0.65 0.70 0.75 0.80
Full Scale, Light draught
Full Scale, Design draught
Performance improvement new bulbous bow design at full scale%
Vs / Vdesign [-]
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Hull cleaning in drydock
Case Study 3: Cruise Vessel – Hull cleaning
TT-Sense measured effects of Hull Cleaning:
+ 3.4% in performance
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Case Study 3: Cruise Vessel – Propeller polishing
Propeller polishing
TT-Sense measured effects of Propeller Polishing:
+ 2.2% in performance
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Case Study 4: Chemical Tanker - Trim
Propeller Ship HullTorque Ship speedThrust
Propeller + Ship HullTorque Ship speed
Engine + Propeller + Ship HullFuel Ship speed
EngineFuel
EngineFuel
TT-Sense
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Case Study 4: Trim
TT-Sense measured hull resistance due to trim(Passenger vessel example)
Up to 15% difference in hull resistance due to trim
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Case Study 5: Chemical Tanker – Effect of CPP
Propeller Ship HullTorque Ship speedThrust
Propeller + Ship HullTorque Ship speed
Engine + Propeller + Ship HullFuel Ship speed
EngineFuel
EngineFuel
TT-Sense
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Case Study 5: Chemical Tanker – Effect of CPP
TT-Sense measured Controllable Pitch Propeller (CPP) performance full scale @ constant RPM operation:
FPP-curve
CPP-curve
Δ Power (Efficiency)
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Case Study 5: Chemical Tanker – Effect of CPP
Theoretical efficiency curves for CPP:
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Efficiency envelope
Case Study 5: Chemical Tanker – Effect of CPP
Theoretical efficiency curves for CPP:Measured efficiencies for CPP:
Conclusion: the largely varying efficiency of the CPP influences the optimal trim condition if determined at power measurements alone.
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Conclusions
Measuring Propeller Thrust via TT-Sense® offers the unique possibility to:
Separate the propeller performance from the hull performance
Provide largest detail in the propulsion efficiency bookkeeping of your vessel
In addition IVY® translates sensor measurements into a bookkeeping which can support decisions on the ship propulsion performance
+ =
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Thank you for your attention