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- Dr. George Gougoulidis – Hellenic Navy
Dr. George Gougoulidis Hellenic Navy Wind energy Solar energy - - PowerPoint PPT Presentation
Dr. George Gougoulidis Hellenic Navy Wind energy Solar energy - - PowerPoint PPT Presentation
Dr. George Gougoulidis Hellenic Navy Wind energy Solar energy Combinations Photovoltaic Sails Kites Flettner rotors Wind turbines cells Traditional Rigid foils Maltese Falcon 88m superyacht Hybrid sailing 8000 DWT multi purpose
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Combinations Wind energy Sails Traditional Rigid‐foils Kites Flettner rotors Wind turbines Solar energy Photovoltaic cells
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Maltese Falcon – 88m superyacht
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Hybrid sailing 8000 DWT multi‐purpose
cargo vessel for Fairtransport BV
4 Dynarig masts ~ 4000 m² Diesel electric propulsion system of
3.000 kW
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LOA = 138 m Draft max = 6.50 m Airdraft = 62.50 m
(Panamax)
Deadweight @ 6.50 m =
8210 tn
Displacement = 11850 tn Design speed on engines
= 12 kt
Max speed on sails = 18 kt
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Simple sail structure with good lift performance
between 90° and 170°
Collapsible & mastless
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OCEANFOIL‐WINGSAIL WINDSHIP
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2 x 35 m high masts 3 aerodynamic wings
per mast
Automatic rotation of
masts
System tested by LR It can provide 50% of
thrust under favorable conditions
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University of Tokyo &
major shipping companies (2009)
“Sail main, Engine assist” Sail height x width = 50m
x 20m
~ 30 % average energy
savings per year on a 84,000 tn bulk carrier with 4 sails
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In Jan 2014 on‐land test for a retractable rigid sail (1/2.5 size)
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SHIN AITOKU MARU
SWIFT WINGS FORMER USUKI PIONEER
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SkySails GmbH
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5 ships Theseus and Michael A L = 90 m 3,700 dwt Main engine = 1,500 kW Sail area = 160 m²
SkySails GmbH
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Based on the Magnus Effect Velocity field change → pressure field change → force
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Developed by Anton
Flettner in 1924
Official presentation of
Rotor Ship in Hamburg in 1925
Voyage to New York in
1926
2 rotors 15m high, 3m
diameter
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The rotors need another energy source Usually driven by electric motors The power needed for the rotors is
considerably smaller to the thrust produced
8‐10 times more thrust than sails of equal
surface area
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The ship cannot sail downwind or upwind Side winds will produce thrust The rotors can also be used to slow the vessel
down, or to assist in maneuvering
Availability of space and general arrangements
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4 Flettner rotors 27 m tall, 4 m in diameter
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Rotors interfere with crane operations Solution: telescopic or foldable Flettner rotors WindAgain designed a range of Collapsible Flettner
Rotors (CFR)
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- Wing flap to enhance performance
- Folded when not in use
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Fuel savings ↓ as the ship size ↑ For small ships savings up to 60% have been
achieved
Savings of up to 19% on VLCC are being
modelled
Enercon reported in 2013 that the E‐Ship 1
had achieved 25% savings after 170 000 sea miles
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They allow sailing
against the wind
Directly coupled to a
water propeller, or used to produce electricity
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An international association has been created
last October to facilitate and promote wind propulsion for commercial shipping worldwide
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Earth’s average solar irradiance on the
surface is approximately 342 W/m²
On average, 30% of this radiation will be
reflected back to space due mainly to clouds
The amount of energy captured depends on
efficiency and positioning
Current solar cells’ efficiency ~13%
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Current Current best Future Approximate energy conversion efficiency (%) 13 30 60 Nominal power (W/m2) 44 103 205 Power adjusted for reflection (W/m2) 31 72 144
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Tanker: L=270 m & B=50 m 1 main engine @ 18,000 kW, and auxiliary
power 1,000 kW
Tanker’s deck area completely covered by
solar cells
Current Current best Future Approximate energy conversion efficiency (%) 13 30 60 Nominal power (kW) 609 1406 2811 Power adjusted for reflection (kW) 426 984 1968
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Car carriers Auriga Leader & Emerald Ace Part of the vessel’s electricity is generated via solar
panels
Hybrid electric power supply system 768‐panel 160kW solar generation system Lithium‐ion storage battery system of 2.2MWh Used while in port Charging time: 3 days underway
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Length: 199.9 m, Beam: 32.26 m
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Craig Loomes design Launched 3/2010 in Kiel First solar‐powered trip
around the world in 584 days (May 4, 2012)
L = 31 m B = 15 m
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Higher capital expenditure Performance depends on weather conditions Good overall performance Bulky and heavy equipment Limited to certain types of ships Small number of applications – maturity May need new classification rules Insurance
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70% 30%
Energy efficiency technology adopted
hull coatings
- ther technology
86% 14%
Companies adopting an energy efficiency technology in the last 5 years
adopting not adopting
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The UCL study shows that the maritime
industry prefers easy‐to‐apply and well‐ proven technological solutions
Not foreseeable in the near future whether
renewable energy sources will gain extensive popularity among shipbuilders and owners
They will take a small share of the energy
efficiency market
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Eurostat
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