LAYMAN S REPORT WINTECC. Demonstration of an innovative wind propulsion technology for cargo vessels LIFE06 ENV/D/000479

Transcription

1 LAYMAN S REPORT LIFE06 ENV/D/ WINTECC Demonstration of an innovative wind propulsion technology for cargo vessels

2 Originally, WINTECC was laid out for a 3 ½ years period. Due to a shortage of the raw material needed for the construction of the ship, the delayed delivery of the main the consortium applied for a six-month prolongation of the project in January from January 2006 to December The total budget was 4,115,880, from which 1,212,685 were funded by the European Commission. Introduction Ships are the most energy efficient means of transportation and carry over 90 percent of the world s goods. Ocean going vessels consume 200 to 250 million tons of oil and emissions percent of the global emissions caused by human activities. The International Maritime Organization (IMO) has responded to this development. New and stricter rules have come into force in early 2010 and are further developed to gradually reduce hazardous ship-borne atmospheric emissions of sulphur and nitrogen oxides by The global limit for sulphur content of ships fuels will be gradually lowered from 4.5 percent to 0.5 percent until A sulphur cap of 0.1 percent will apply starting in 2015 for the socalled Sulphur Emission Control Areas (SECAs), which include the North Sea and the Baltic Sea. The restrictions on emissions can alternatively be met by using cleaner fuels (distillates like Marine Diesel Oil or Marine Gas Oil) or employing catalytic converters for nitrous oxides or systems to scrub the sulphur oxides. The amount of CO 2 -emissions by ships cannot be reduced by downstream filtering technologies. These can only be reduced by reduction of fuel consumption. The company SkySails GmbH & Co. KG, based in Hamburg, Germany developed a wind propulsion system, which pulls a ship to save fuel and to reduce emissions. The SkySails towing kite system consists of three main components - a towing kite with rope, a launch and recovery system and a steering system for automatic operation. The system is used as an additional propulsion force in order to support the main engine performance not in order to replace the main engine s forces. If the wind conditions allow the use of the sail, the average annual fuel costs can be reduced by ten to 35 percent. For demonstrating this new propulsion system during regular and commercial ship s operation, the project WINTECC (Demonstration of an innovative wind propulsion technology for cargo vessels) was originated by the companies Beluga Fleet Management in Bremen, Sky- Sails in Hamburg, OceanWaveS in Lüneburg and Aldebaran in Hamburg. These companies are involved in the implementation and operation of the system. This LIFE environmental project has the objective to demonstrate this innovative wind propulsion technology for cargo Page 2 of 18

3 vessels. Additionally the Wave Monitoring System (WaMoS II) measures the surrounding sea state of the cargo vessel in real time during several trials and obtains information of the sea state parameters. Therefore the new built Beluga multipurpose heavy-lift project carrier MV Beluga SkySails has been equipped with a towing kite SkySails-System in order to save voyage costs by reducing bunker consumption, to reduce atmospheric emissions and therefore to contribute to climate protection. She is the first cargo vessel worldwide, which will sail around the world. First it was fitted with the SKS C 160, which contains a 160 square meter large kite. In the last quarter of the project the kite was replaced by a 320 square meter large kite. Page 3 of 18

4 Content Introduction... 2 List of Figures SkySails technology Towing kite with rope and force transmission point Steering System Launch and Recovery System The Wave Monitoring System II (WaMoS II) Project process and comparison against the project objectives SkySails-System WaMoS II System The future: continuation of the project & remaining threats Further plans with the SkySails-System by Beluga Further plans of SkySails Further plans of WaMoS II...17 Project Partner...18 Page 4 of 18

5 List of Figures Figure 1: Main components of the SkySails-System... 6 Figure 2: SkySails towing kite... 6 Figure 3: Towing rope and "tow point"... 7 Figure 4: Winch... 7 Figure 5: Control Pod... 7 Figure 6: Dynamic towing kite flight maneuvers... 8 Figure 7: SkySails workstation on the bridge... 8 Figure 8: SkySails Arrangement Module... 8 Figure 9: SkySails Arrangement Module on forcastle deck... 9 Figure 10: Launch of the towing kite... 9 Figure 11: Earthing sealing of the X-band radar scanner unit...10 Figure 12: Position of radar antenna on board MV "Beluga SkySails"...10 Figure 13: WaMoS II on Ekofisk platform...10 Figure 14: Image and Google map of Helgoland and its harbor facilities containing WaMoS II radar image...10 Figure 15: Components of WaMoS II...11 Figure 16: Radar raw image taken on board MV "Beluga Skysails" with analyzing areas...12 Figure 17: Screenshot of WaMoS II display on board MV "Beluga SkySails "...12 Page 5 of 18

6 1. SkySails technology The SkySails-System consists of three main components: a towing kite with rope (the flying system), a launch and recovery system and a steering (control) system for fully automatic operation. Figure 1: Main components of the SkySails-System 1.1 Towing kite with rope and force transmission point The towing kite is made of high-strength and weatherproof textiles. It is double-walled and fitted with chambers along its entire length as well as ports at the front end. The profile of the towing kite is designed in such a way that optimal aerodynamic efficiency can be achieved. Presently, Sky- Sails is offering towing kites for cargo ships with kite surfaces of approximately 160 to 600 square meters. Their double-wall profile gives the SkySails towing kites aerodynamic properties similar to the wing of an aircraft. Thus, the SkySails-System can operate not just downwind, Figure 2: SkySails towing kite but at courses of up to 50 degree to the wind as well. Practical experience shows that high propulsion power can be achieved on halfwind, reaching and downwind courses from 90 to 270 degree. Page 6 of 18

7 The tractive forces are transmitted to the ship via a highly tear-proof, synthetic rope. The energy supply of the control pod is ensured by means of a special cable integrated in the towing rope. The towing rope meets the requirements on open seas and is in regular operation. Figure 3: Towing rope and "tow point" The force transmission point ( tow point ) is the point at which the towing rope of the kite is connected to the ship and guarantees the optimal alignment of the kite s power for every course and wind direction. The tractive force of the SkySails-System is directed to the bow area over the force transmission point mounted on the foredeck. The towing kite is recovered and launched using a dynamically operating winch, which also serves as rope storage. Figure 4: Winch The tractive force measurement is pre-installed in the winch. An actively controlled device for compensating the ships movements has successfully been installed. Until now the force transmission point and the winch meet the requirements on open seas and are in regular operation. 1.2 Steering System The steering system consists of the control pod and the control system. The towing kite can be aligned relative to wind direction, wind force, ship course and ship speed in order to achieve optimal propulsion power. The functionality of the control pod is comparable to the pilot of a paraglider - it extends or abbreviates the control lines, thereby modifies the aerodynamic profile of the towing kite and thus controls its flight path. The control pod is the physical link between the towing kite and the towing rope. Its structure is optimized with regard to Figure 5: Control Pod tensile strength and weight. A computer in the control pod takes over the tasks of sensor signals processing, motor control, data communications and functions of the autopilot. The function of the control system is to steer the SkySails-System automatically. It is similar to the autopilot of an airplane in that data is collected via sensors and processed by the autopilot software. Subsequently, the software sends control commands to actuators in the sys- Page 7 of 18

8 tem, for example to those of the control pod by means of a special cable integrated in the towing rope. The towing kite is controlled automatically at all times. The autopilot lets the towing kite fly defined maneuvers depending on the wind direction, wind strength and ship s speed or holds the kite in a stable flight position. This is performed by an autopilot software like those used in aerospace applications. The autopilot is integrated in the SkySails steering system. Data and control commands are transmitted to the control pod by means of a special cable integrated in the towing rope. The ship s crew can operate the SkySails-System from the bridge. Emergency actions can be initiated at the push of a button. All information on the operation status of the system is displayed in real-time on the monitor of the SkySails workstation and thus easily accessible for the crew. Managing the launch and recovery process consists of controlling the launch and recovery mast, winch and mast Figure 6: Dynamic towing kite flight maneuvers Figure 7: SkySails workstation on the bridge adapter. This semi-automatic mechanism in the form of a Programmable Logic Controller (PLC) manages the entire launch and recovery process. The winch control is also handled by this PLC. The PLC is operated using a control panel installed on the foredeck when the launch and recovery process is to be controlled manually. 1.3 Launch and Recovery System The launch and recovery system manages the automatic deployment and lowering of the towing kite and is installed on the forecastle. It consists of a telescoping mast with reefing system which unfurls and reefs the kite respectively during the launch and recovery process. A coupling mechanism connects the towing kite with the mast adapter attached to the launch and recovery mast. The towing kite is stored in the kite Figure 8: SkySails Arrangement Module storage on the forecastle. Force transmission point, launch and recovery system as well as the kite storage are all included in a single component - the SkySails Arrangement Module (SAM) - that is integrated on the forecastle. Page 8 of 18

9 During launch, the telescopic mast raises the towing kite - which is folded like an accordion - from the kite storage. Subsequently, the telescopic mast extends to its maximum height. The towing kite then unfolds to its full size and can be launched. The winch releases the towing rope until operating altitude has been reached. The recovery process is performed in the reverse order of the launch. The winch retracts the towing rope and the towing kite docks on the launch and recovery mast. The towing kite is then reefed. The telescopic mast retracts and the towing kite is stowed in the kite storage along with the control pod. Figure 9: SkySails Arrangement Module on forcastle deck The entire launch and recovery procedure is carried out largely automatically and lasts approximately ten to 20 minutes each. Figure 10: Launch of the towing kite The SkySails components mast/ kite adapter, force transmission point and winch are delivered by default with special sensors. In addition to that, sensors to measure the consumption are installed with the system. Page 9 of 18

10 2. The Wave Monitoring System II (WaMoS II) The Wave and Surface Current Monitoring System WaMoS II has been developed for real time measurement of directional ocean wave spectra. A significant advantage of WaMoS II is the continuous availability of wave data in rough seas, under harsh weather conditions with limited visibility, and at night. Within the WINTECC project the system was installed on MV Beluga SkySails to collect data of the influence of the SkySails-System on the vessel movements. The system consists of both hardware and software components. The hardware components are comprised of a standard marine X-Band radar, the WaMoS II Connection Box and a standard industrial PC. Figure 11: Earthing sealing of the X-band radar scanner unit The specially developed WaMoS II control program WinWaMoS, which captures and stores the sequences of radar images of the sea surface, includes the radar test routines, the configuration facilities, the wave analysis and the display, storage and data handling routines. The wave and current data are displayed graphically as well as being made available as a text output, in data files and/or remotely via modem or internet, intranet or serial line (NMEA 0183). The system can operate in an automatic mode for unattended stand-alone wave monitoring. Data sampling and wave analysis are carried out in userdefined time intervals. WaMoS II can be operated on board moving vessels, from offshore platforms and from coastal sites (shown in Figure 13 and 14). Figure 12: Position of radar antenna on board MV "Beluga SkySails" Figure 13: WaMoS II on Ekofisk platform Figure 14: Image and Google map of Helgoland and its harbor facilities containing WaMoS II radar image Page 10 of 18

11 The WaMoS II radar image sampling unit is connected via an isolated buffer amplifier to the radar. Four signals from the radar are required as input signals to obtain the radar images and synchronization. These signals are: VIDEO TRIGGER/ SYNC HEADING BEARING. Figure 15: Components of WaMoS II Commands are sent from the control software via the PCI-Bridge to the Control Logic. The control logic runs the sampling under its own control. The Video signal from the radar will be prepared by the signal preparation. The Control Logic controls the A/D- Converter to sample beams of the radar and stores these with the full sample frequency in the FiFo Memory. The sample frequency is provided by the clock logic and can be chosen by the software between 20 and 50 MHz in 1 MHz steps. The Control Logic also contains a Watchdog. The watchdog must be triggered by the software, otherwise it will restart the PC after a programmable time (30 sec, 20 min, 40 min or 12 h). The required radar signals for the sampling are provided by the WIBA (WaMoS Isolated Buffer Amplifier). These are Video, Trigger, Heading and Bearing. On the PCI card are two connectors for further expansions to prepare the radar signals. The PC software sends different commands to the control unit setting up the hardware and controlling the sampling process. WaMoS II accepts serial inputs from navigational instruments such as compass and GPS. The inputs must comply to NMEA 0183 standard and can be enabled in the WaMoS II configuration. The WaMoS II outputs are wave parametres in not standardized NMEA format. Furthermore, WaMoS II includes a control for hardware as well as for software failures. Page 11 of 18

12 Measurement Principle Figure 16: Radar raw image taken on board MV "Beluga Skysails" with analyzing areas The measurement is based on the analysis of several consecutive radar images. These radar 'films' show the spatial and temporal variation of the actual wave field, visible as so-called sea clutter. These stripe-like wave pattern in radar images are caused by the interaction of the incident radar beams with the ocean surface waves. The brightness, shape and movement of these patterns can be analysed to derive the properties of the ocean surface waves that generated them. Figure 16 presents a radar raw image of MV Beluga SkySails with three analyzing areas. These areas are used for sea state calculations. The image is ship orientated. Due to the installation of the radar antenna the radar view is limited in the after starboard area due to ship constructions. Because of that this region is not considered for sea state determination. Figure 17: Screenshot of WaMoS II display on board MV "Beluga SkySails " The standard WaMoS II software calculates the unambiguous directional wave spectrum and the surface currents from films of the sea clutter images by 3D Fourier Transforms and filtering algorithms. Sea state parameters such as wave heights, wave periods, wave lengths, wave directions and the surface currents are estimated from the 2- dimensional wave spectrum. The system detects multi-modal sea states and automatically distinguishes between wind sea and swell components. Figure 17 shows the WaMoS II display on board MV Beluga SkySails. It is characterized by the wave spectrum shown in the middle of the screen. In the lower left corner the radar raw data are displayed and above the statistical wave parameters. Right to the radar raw data a time series of the last 60 hours is shown and presents the wave parameters significant wave height (blue) and peak wave period (red). In the upper right corner additional information like ship direction, water current parameters, wind parameters and the geographical position can be found. This graphical user interface can be adjusted individually. Page 12 of 18

13 The WaMoS II software consists of two modules: A sampling module is responsible for controlling the hardware components used to digitize and store the radar raw images. The analysis module is needed to process the radar raw images and to derive the sea state information. The data sampling module reads the input from the WaMoS II hardware and stores the radar raw data on the PC hard disk. The analysis module reads this raw data and calculates wave spectra and statistical sea state parameters. The raw data sampling is stopped after recording a fixed number of antenna sweeps (usually 32). The resulting image sequence is stored on HDD ('*.pol' file). One or more pre-selected analysis areas within the radar images are cut out. The radar backscatter in these subimages is passed to the analysis module which starts to calculate the wave spectra. This module derives the standard data products of WaMoS II, mainly 2D wave spectra and statistical sea state parameters. After completing the processing of a sequence of 32 images, the sampling block restarts to collect the next stack of input images thus starting a new analysis cycle. For a standard WaMoS II installation, the update rate is in the order of seconds, depending on local conditions and settings. Page 13 of 18

14 3. Project process and comparison against the project objectives 3.1 SkySails-System The performance of the SkySails-System has impressively been shown right from the beginning and exceeds the expectations of all partners. The results of this demonstration project proof the effectiveness and applicability of the SkySails-System. Therefore the project was completed successfully. The measurements show that the SkySails-System SKS C 160 is capable of saving 198 tons of fuel and 632 tons of CO 2 per year when installed on a cargo vessel crossing waters with a high wind energy potential like the North Atlantic or the North Pacific Ocean and using route optimization. The SKS C 320 with doubled sail area is twice as powerful and effective regarding savings. The data obtained from the WaMoS II system during SkySails operation do not show any dangerous heeling effects or other motions harmful for the ship by the influence of the kite. All analyzed patterns showed a strong correlation with changes to the ship speed and course which in many cases superimposed the readings when the kite was in operation. It must be concluded that the sea state is the predominant factor for ship motion. The effect of the kite is negligible. The results are in good compliance with the outcome of model calculations based on physical laws. In the future shipping companies will require a detailed weather routing and route optimization analysis which calculates future routes with different alternatives, according to the wind and savings potential. Derived from the results it is safe to assume that an improved weather routing consultancy might increase the delivered energy output from the SkySails-System by 20 percent or more. The shipping companies must also match the wind-based route optimization with its economic relevance in regards to voyage time and distance. In September 2009 the new SkySails Arrangement Module (SAM) was installed. All components of the first system were fully removed to install the new system in order to reach more flight time. Another positive effect is that this feature vastly improves the ability to launch the SkySails-System in rough seas. 3.2 WaMoS II System Right from the beginning also the performance of the WaMoS II system has impressively been shown. It has been shown that the system worked dependably and produces reliable wave data. All measurements were collected and recorded during the cruises of the MV Beluga Sky- Sails. Since the maiden voyage of MV Beluga SkySails from January 22 nd, 2008, wave Page 14 of 18

15 data were collected by WaMoS II. Only during harbour periods the system has been switched off. The data base of the WaMoS II system covers wave data from January 2008 until January Various sea regions and sea conditions are covered and analyzed (please refer to the data report of WaMoS II). Simultaneously to operations of the SkySails-System wave data as well as ship motion data have been recorded. One aim of this demonstration project was to quantify any influences of the kite system on the vessel motion. As already mentioned above during SkySails operation no dangerous heeling effects or any other motions harmful for the ship has been quantified during kite operations. All analyzed patterns showed a strong correlation with changes to the ship speed and course which in many cases superimposed the readings when the kite was in operation. As the WaMoS II system measures not only the statistical sea state parameters but also sea surface currents. This information is as well of interest for the operation of the SkySails- System. The overall sea state information is of core interest to estimate the time windows for starting and landing phases of the kite. Page 15 of 18

16 4. The future: continuation of the project & remaining threats 4.1 Further plans with the SkySails-System by Beluga As part of advanced product development, right now SkySails is working to bring the system performance to perfection and to develop the larger SkySails propulsion systems. The SKS C 320 has an approximately 320 square meter large towing kite and generates 16 tons of tractive force in ship direction under standard conditions - and thus saves twice as much fuel as an SKS C 160. The MV Beluga SkySails was the first ship which was equipped with an SKS C 320 in December Currently 60 Beluga multipurpose heavy lift project carriers with up to 17,000 tdw and onboard crane gear that can independently lift up to 1,400 tons in tandem usage are crossing the oceans. The first three vessels of the Beluga P-series with loading capacities of nearly tons dead weight and crane capacities of between 800 and 1400 tons are already delivered, 13 more will be delivered until mid On two of these vessels, the SkySails- System will be installed as well. It is expected that the state of the art P-series vessels will be equipped with SKS C 320 systems or even larger versions. 4.2 Further plans of SkySails Virtually all existing cargo vessels and new builds can be retro- or outfitted with the SkySails auxiliary wind propulsion system. Its universal design opens up an attractive market for the SkySails-System: Some 60,000 of the worldwide approximately 100,000 ships listed in Lloyd s Register and about 1,100 of the 1,900 newly built vessels joining the world's merchant fleet each year are predestined to be outfitted with SkySails propulsion. SkySails plans to equip 3,000 cargo ships and fish trawlers, as well as numerous superyachts, with SkySails-System by the year SkySails estimates to save an accumulated 78 million barrels of fuel and 34 million tons of CO 2 emissions by SkySails is working full steam to expand production at the same time. In early 2009 SkySails, together with the renowned Zeppelin Group, established a joint venture company called Zeppelin SkySails Sales & Service to handle the worldwide sales and servicing of SkySails propulsion. The company started operations in March of this year and will use the existing service network of Zeppelin Power Systems, one of the most respected suppliers of marine engines, to ensure that all SkySails-Systems can be rapidly serviced and supplied with replacement parts across the globe. Page 16 of 18

17 4.3 Further plans of WaMoS II To measure the sea state surrounding a vessel by using X-band radar technology can be of important benefit. The knowledge of the sea conditions can support the navigation and is of interest for any safety regulations. The wave data obtained by WaMoS II can be implemented in any other data base or meteorological system. On board vessels routing systems using forecast data are in operation. Those routing systems would be more effective and reliable if real time wave data is fed into their processing chain. WaMoS II would be a considerable system to add such additional real time wave data into those routing systems. As the WaMoS II system can also be installed at harbour entrances to observe and monitor the sea state of the shipping channels the recorded wave data can be sent to port authorities which are informing the incoming and outgoing vessels about the sea state conditions of the harbour area. Sometimes this is important and necessary as in front of harbour entrances the shipping channels are very inhomogeneous. This has an influence of the sea surface currents and in this context on the drift of any vessel then. Page 17 of 18

18 Project Partner Beluga Fleet Management (Bremen) The Beluga Group is a shipping company, active throughout the world with its own fleet of modern ships. In March 2010 the fleet reached a size of approximately 70 units of being multi-purpose heavy-lift project carriers. The Bremen based shipping company was founded in 1995 by Niels Stolberg and has become world market leader in the project and heavy lift segment in OceanWaveS (Lüneburg) At OceanWaveS, oceanography know-how is combined with engineering. OceanWaveS develops, produces, and markets the Wave Monitoring System WaMoS II. The system serves to determine ongoing sea state information from two dimensional spectra. Based on customary nautical X-band radar, the sea surface is digitised, and the sea state extracted from stored radar images. Role in the project: Ship owner, ship operator and technical supervisor of the ships and towing kite system Administrative and technical project Management Role in the project: Installation of the Wave Monitoring System II Measurements/ recording of sea state Analysis of sea conditions calculation of the influence of ship movement SkySails (Hamburg) SkySails' main focus lays on research, development, production and marketing of towing kite systems for ships. These systems reduce significantly fuel expenses and gas emissions. The kite systems are purpose-built systems for certain ship types ranging from yachts to merchant ships and fish trawlers, and are developed for private and commercial use. Aldebaran Marine Research & Broadcast (Hamburg) ALDEBARAN is an agency for cross-media communication of scientific and maritime contents, and acts as a mediator between scientific research and the media. With the aid of modern multimedia production facilities, complex scientific and technical issues are presented in a comprehensible and interesting way and are made obtainable for all types of media. Role in the project: Construction of the SkySails-prototype Installation of the SkySails-Systems on Board of the ship, training of the Crew Monitoring, measurements and data analysis Role in the project: Dissemination of project results: movie production, website development communication of project results to clients, press and science Page 18 of 18