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The Hull Vane is a fuel saving device in the form of a fixed foil, located below the stern of a ship

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The Hull Vane® is a fue

saving device in the form

of a fixed foil Jocatec

]elow the stern of a ship.

The Hull Vane® influences the stern w a v e pattern a n d creates h y d r o d y -n a m i c lift, w h i c h is p a r t i a l l y orie-nted f o r w a r d . This results i-n a reductio-n o f the ship's total resistance. The p e r f o r m a n c e of the Hull Vane'® d e p e n d s o n the ship's length, speed a n d hull s h a p e in the oft b o d y sections, a n d ranges f r o m 5 to 1 5 % for suitable ships.

The Hull Vane® w a s invented by Dr. Ir. Peter van O o s s a n e n a n d is

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he fuel-saving effect of the

Hull Vane® is due to four distinct

aspects.

Thrust

j

The Hull Vane® is a b l e lo recover energy from the

ascending wafer flow near ihe stern of the ship. The lift force that is generated by the Hull Vane® has a foPA'ard facing componenl. W h e n the foil's o w n resistance is less than Ihis f o r w a r d thrust, the net result is o n odditional thmsl force on the vessel.

ascending wafer flow near ihe stern of the ship. The lift force that is generated by the Hull Vane® has a foPA'ard facing componenl. W h e n the foil's o w n resistance is less than Ihis f o r w a r d thrust, the net result is o n odditional thmsl force on the vessel.

/

«

ascending wafer flow near ihe stern of the ship. The lift force that is generated by the Hull Vane® has a foPA'ard facing componenl. W h e n the foil's o w n resistance is less than Ihis f o r w a r d thrust, the net result is o n odditional thmsl force on the vessel.

Wm fHttHTi WMK») Hul Vanw

Wave reduction

Wta-« p o f l m . wi(li Hul V

By accelerating ihe w o l e r over the top of the Hull Vane®, Ihe stern w a v e of o ship is reduced, much like a bulbous t » w reduces the b o w w a v e . The w o v e pattern generoted b y a ship is energy spent by the propulsion p a c k a g e . Reducing the stern w o v e therefore reduces the fuel consumption.

Trim correction

M a n y ships sailing relatively fast benefit from a trim correction at higher speeds. The u p w a r d lift generated b y Ihe Hull Vone® reduces the running trim a n d keeps fhe ship ot or near even keel ot higher speeds.

n

Reduced pitching

M o v i n g a large horizontal plane vertically ihrough the water requires a lot of force. The some goes for the Hull Vane®. Due to the vertical motions, the Hull Vane* generates even more lift a n d thrust, while reducing the motions of the vessel in waves therefore decreasing the a d d e d resistance. A d d e d h>enefits ore on increased level of comfort for passengers a n d crew o n b o a r d , a n d O reduced p r o b a b i l i f / of c a r g o d a m a g e in heavy w e a t h e r

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Eff

rec-ti

ve-ness

While the Hull Vane^ has a positive contribution to most ships, model testing has shov/n that it is particularly effective on ships thot sail relafively fast. In naval architectural terms, this means Froude numbers between 0.2 and 0 . 7 . For planing vessels, the Hull Vane*^ is not suitable, as it would generate too much lift. For rela-tively slow vessels, such as bulk carriers or tankers, the effect con be positive but the pay-back period will become longer, os the percentage of savings is smaller. The ideal candidates for a Hull Vane"^ ore ferries, container ships, cruise ships, patrol boals, supply vessels, navy vessels, large motoryachfs, reefer ships, car corriers and roro vessels. In these cases, fuel savings between 5% and 15% are common, and in some cases, fuel savings up to 2 0 % have been achieved. Comparative sea trials on MS Karina, a 55 m Fast Supply Intervention Vessel, showed that a reduction in shaft power of 10% at 1 2 knots up to 15% at 21 knots with the application of o Hull Vane® can be achieved.

cess

A comprehensive Computational Fluid Dynomics (CFD) study is the starting point. This study indicates how much the shaft power can be reduced with the addition of a Hull Vane^- for fhe most common loading condition and speed. Itolso provides ship-owners with valuable information about the flow around the vessel, which con result in optimisation of other appendoges. Based on this preliminary study, the decision to proceed can be given for further development of a the Hull Vane® for the vessel in question. In the following design phose, the Hull Vane is further optimised a n d tested in CFD simulations, each time compering the resistance of the hull with and without the Hull Vone'^. O n request, model testing in a towing tank can be carried out to validate the CFD calculations.

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Confacl & visit us

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Maritime Innovation Award for Hull Vane I SWZ Maritime

http://www.swzonline.nl/news/7492/maritime-innovation-award-hul.

D e z e w e b s i t e m a a k t g e b r u i k v a n c o o k i e s . Kllk h i e r v o o r m e e r m f o r m a t i e .

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Based on research for the America's Cup, the Hull Vane has now become a 1 viable option to reduce resistance and thus fuel consumption and emissions.

The fylaritime Innovation Award jury has recognised its value by rewarding it with their annual award.

In 1991, Dutch hydrodynamic engineer Piet van Oossanen found that horizontal winglels on a rudder developed propelling force. It took until Ihe years atter 2000 tor the deveiopment of the Hull Vane to take otf after Van Oossanen Naval Architects's Computational Fluid Dynamics (CFD) software was used. CFD provided more insight into the workings of the Hull Vane and it made it possible to come to an optimal design in terms ot cost.

Fast Ships

The Hull Vane is most suitable to relatively fast ships: naval and coast guard vessels, ferries and roro ships, super yachts and specific kinds of offshore vessels. While a superyacht with a Hull Vane was still under construction at Heesen Yachts, Shipyard De Hoop retrofitted a Hull Vane onto a newly built Fast Supply Intervention Vessel, the Karina (nominated for the KNVTS Ship of the Year Award).

In July 2014, the Karina went on its sea trials with and without the Hull Vane in comparable circumstances. The results were a ten per cent resistance reduction at 12 knots and fifteen per cent at 21 knots. The 42 m superyacht Alive built by Heesen Yachts did even better: it saved twenty per cent fuel at speeds between 12 and 16.5 knots.

The Dutch Navy has also expressed interest in the Hull Vane for its Holland Class patrol vessels, which reportedly could save the navy 12.5 per cent of fuel annually

EVENTS CALENDAR

Huisman's Hybrid Boom Crane

There were two more innovations nominated for the fvlaritime Innovation Award, one of which was Huisman's Hybrid Boom Crane. This type of crane combines the advantages of knuckle-boom cranes with those of regular offshore cranes. The Hybrid Boom Crane reduces both investment costs and operational costs ot subsea construction vessels.

This crane design maintains the advantage of the knuckle boom functionality, which is essential for offshore construction activities, without the disadvantages of conventional knuckle boom cranes, such as the heavy boom that alfects the crane load curves and impacts ship stability. The design also provides unparalleled advantages in workability The crane is designed to execute projects in deep and ultra-deep waters and is able to handle large and heavy loads in hostile environmental conditions.

VAF Instruments

The third nominee was VAF Instruments with its TT Sense Shaft Power Thrust Meter. Using the TT-Sense for measuring shaft speed, torque and power results in broad insights in propeller efficiency, vessel pitch optimisation and hull resistance. The TT-Sense uses the latest techniques to contribute to ship power management. The actual thrust measurement is obtained through an extremely accurate optical sensor technology. As a result of this non-contact sensor technology, the TT-Sense thrust and torque measuring system is maintenance free.

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