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Marine Engineers Review (India) August 2013 www.imare.in 3
4 Marine Engineers Review (India) August 2013 www.imare.in
contents
Editorial 7
IMEI News 8
Branch News 10
Obituary 13
News 15
Marine Engineers Review (India) Titanic and the ISM code 23
Journal of The Institute of Marine
Preliminary Report of MSC92 28
Engineers (India)
MLC beyond DMLC 31
Administration Office
Spectacles in the bilges! 33
IMEI House
Plot No. 94, Sector - 19, Groundings 35
Nerul, Navi Mumbai 400 706. Installation Of Energy Saving Devices For 47
The Improvement Of Propulsion Efficiency
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116 “Shriniwas”, Behind Gograswadi, Dombivli (E) – 421 201. District Thane
Talk on
donate good books to the Institute’s library, and asked
younger members particularly to make more use of the library.
Mr S.K.Mukherjee suggested that the Annual Dinner be spaced
MLC 2006 at
far apart from the Cricket Match, and slotted well before it in
the calendar, so that it is held in cool weather.
Mr P.K.Majumder advocated screening of a particular anti-
Karnataka
piracy film by the Institute in Kolkata.
Mr Arunodoy Mittra suggested that the film be screened at
MERI auditorium, to benefit young seafarers.
Mr B.K.Biswas wondered if we could hold the Annual Dinner
at a venue with larger space. He also expressed his inability
to locate the Institute premises in Kolkata, even after so many
years.
T he Institute of Marine Engineers (India) Karnataka
chapter organized a talk on "MLC 2006: the fourth pillar
of shipping. Capt. John Prasad Menezes was the resource
Mr Alok Kumar Datta had an issue with not getting to know person. In his 45 min talk he took the audience 100yrs back
about the Institute’s programmes by e-mail. to the sinking of Titanic and the onset of SOLAS and other
regulations to follow, the latest being MLC 2006. He also
The Hon.Secretary indicated that all these matters will be
delved on the salient features of the legislation and their impact
looked into by the committee in all seriousness.
on the crew on board. It was a joint meeting with the CMMI
Vice Chairman Mr S.K.Daw proposed a formal vote of thanks. Mangalore Chapter. The meeting was followed by fellowship,
The meeting concluded with a sponsored dinner. which bought the members closer.
10 Marine Engineers Review (India) August 2013 www.imare.in
Branch News
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~ 1935 – 2013~
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Oct. 22-25, 2013 Busan, South Korea. International Shipbuilding and Marine Exhibition.
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Better watertight compartmenting schemes, (which includes both: a) the volume of the compartment that is created between them and
fitting of watertight decks at a convenient distance above waterline assuming the compartment is completely flooded and subtracts that
and b) double skin up to waterline or fitting of longitudinal vertical volume from the ship’s displacement. If the tops of the bulkheads
watertight bulkhead on each side of the vessel) both to reduce the are tall enough to be above the ship’s new load draft line after
likelihood of a ships sinking and to keep the ship on an even keel if losing the subject compartment, then water will not rise over the
the watertight compartments get filled. A bulkhead committee was tops, even if the affected compartment isn’t capped by a watertight
set up to analyze this. deck, the bulkheads are still considered to be watertight.
The above shows that Court speculated that some loss of life could Analysis: It is important to understand that any design, whether
have been avoided if the Titanic’s watertight compartments have it is for a ship or an airplane, must be done in anticipation of
been more efficiently designed. potential failures. In the case of Titanic, the engineers would
B) The lower section of the Titanic was divided into sixteen major have been asking themselves:
watertight compartments that could easily be sealed off if part of “What if we have a hole in the hull?”
the hull was punctured and leaking water. After the collision with Well, water is going to come in.
the iceberg, the hull portion of six of these sixteen compartments
was damaged as above shown. Sealing off the compartments was How much water?
completed immediately after the damage was realized by way of That depends on how big the hole is!
shutting off the watertight doors between the compartments, but as So the designer has to make this calculation and you can always
the bow of the ship began to pitch forward from the weight of the imagine a bigger hole or some worse condition.
water in that area of the ship, the water in some of the compartments
began to spill over into adjacent compartments. Although Moreover, engineering and design are an important part of any
compartments were called watertight they were actually only construction project, but they are part of a larger system that
watertight horizontally; their tops were open and the walls extended includes the people that will manage and use the project’s end
only a few feet above the waterline. If transverse bulkheads (the product, whether it is an ocean liner or spacecraft.
walls of the watertight compartments that are positioned across the The above all clearly shows that there is no design which can
width of the ship) had been a few feet taller, the water would have ensure that no incident/accident/disaster will ever take place
been contained within the damaged compartments. Consequently, and we have to be prepared to deal with emergencies.
the sinking ship would have been slowed, possibly allowing 2. Though Lifeboats on the ship met regulatory standards of
enough time for nearby ships to help. However, because of the 1912, still it was not sufficient for all the people on board?
extensive flooding of the bow compartments and the subsequent
It is said that the British government’s Board of Trade allowed
flooding of the entire ship, the Titanic was gradually pulled below
Titanic to sail with insufficient lifeboat accommodation. The
the waterline.
government simply had not kept abreast of advances in marine
C) The Titanic was designed to survive a head on collision that engineering and based all life-saving regulations on ships up to
would have flooded the first four compartments or for a side on 10,000 grt (gross registered tons) which were required to carry 16
collision flooding a maximum of two compartments. lifeboats. Titanic was 46,329 grt. A ship designed to accommodate
The question that is often asked is how a compartment can be 3,511 passengers and crew was only required to provide lifeboat
watertight if the walls do not extend all the way up. The answer is accommodation for 962. In fact, White Star provided her with four
that the height of two watertight bulkheads is calculated by taking extra collapsible boats, increasing capacity to 1,178.
PPR: Pollution Protection and Response The following two sub-committees are rearranged into two: (1) BLG: Bulk Liquids and
CCC: Carriage of Cargoes and Containers Gases (2) DSC: Dangerous Goods, Solid Cargoes and Containers
III: Implementation of IMO Instruments FSI (Flag State Implementation) is renamed.
NCSR: Navigation, Communications and The following two sub-committees are rearranged into one: (1) NAV: Safety of Navigation
Search and Rescue (2) COMSAR: Radiocommunications and Search and Rescue
HTW: Human Element, Training and
STW (Standards of Training and Watchkeeping) is renamed.
Watchkeeping
O n 20 August 2013, the Maritime Labour Convention 2006 mentions in the last point that “every effort should be made by
th
(MLC 2006) will enter into force internationally. The day will those responsible in port and on board a ship to facilitate shore
surely be remembered as a red-letter day in the history of merchant leave for seafarers as soon as possible after a ship’s arrival in port”-
shipping for the reorganization of seafarers’ “Bill of Rights" by the in foreign port. However, operational and emergency requirements
“Super Convention” which will now be the “Fourth Pillar” of the should be given due consideration.
international regulatory regime for “Quality Shipping”. While the Shore leave is not a luxury. It is essential for seafarers who spend
first three phrases are MLC 2006 jargons and well conceived today, many weeks cooped up at their workplace, with only work mates
the idea of the fourth one although embedded in the objectives of and managers for company. At the end of a long voyage if seafarers’
IMO (International Maritime Organization), appears incomplete shore leave is declined due to some pretext of security issues or
in the context of this ILO (International Labour Organization) shorter port stays, possibly that is the most de-motivating factor
Convention. It is said that- quality shipping includes the ship, its that can affect the performance of seafarers for running the ship
operator, its flag and the seafarers working and living aboard ship- safely and efficiently- for quality shipping. Existing Indian national
but what about the seafarer! Can quality shipping be achieved provisions substantially cover several MLC 2006 requirements, but
without quality seafarers? Do ship-owners have any obligation in for shore leave a CBA (Collective Bargaining Agreement) is yet to
this respect? These are the questions that have often haunted me be made as identified in the “legislative gap analysis” of the M.S.
Act. On 20th August this year, while we celebrate the Sadhbhavna
while teaching in the MLC course for seafarers since last two years.
(having good feeling for others) Divas in India- let’s have some
As a matter of fact MLC 2006 is emphasizing more on the good feeling for our seafarers also!
“hygiene factor” rather than the “motivating factor” of seafarers
onboard ship. Motivated seafarer is often perceived as quality
seafarer - a vital element for achieving quality shipping and that is Advertise in the MER (I)
mostly in the hands of ship-owners rather than regulators. Reputed
shipping companies have always taken the matter seriously for If you have any product or service which finds
maintaining a pool of quality seafarers. At this juncture when applications in the Maritime Industry (Shipping,
the shipping companies are bogged down with the compliance of Ports, Navy, Coastguard, Offshore) then the MER
the Convention, mainly the 14 items of DMLC (Declaration of
(I) is the ideal medium to promote your products or
Maritime Labour Compliance) Part-I of the respective Flag State,
it may be prudent to pay some attention beyond DMLC, primarily
service.
factors that motivate seafarers such as shore leave, arguably a
This monthly technical journal is distributed free to
seafarer’s right that is compromised quite often, for the realization
of true quality shipping in the 21st century.
the Members of the Institute of Marine Engineers
(India). Many of the readers of this journal are the
In fact MLC 2006 is based on the philosophy that a happy crew top decision makers in the Maritime Industry and
is safer and more efficient. However happiness is often achieved
journal is on their desks all through the month.
by the fulfillment of higher order of human needs. Nevertheless
without fulfillment of the basic needs happiness can not be Ask now for our Advertisement Rates.
achieved. The Convention gives seafarers the right to visit doctor
including dentist ashore under Reg. 4.1 and makes provision for You will be surprised !
shore leave and access to shore-based welfare facility under Reg.
2.4 and Reg. 4.4, respectively. While only Reg. 4.1 is part of Institute of Marine
DMLC, a “certified item”, the attention of imprudent ship-owners
Engineers (India)
towards this vital issue may remain unchanged. However it may
be worth noting that Reg.2.4 is an “inspection item” for the Flag Imei house, sector 19, plot 94, nerul,
State if not for the Port State. Although PSC (Port State Control)
navi mumbai 400 706.
detention is apparently unheard of on shore leave issues, but may
now lead to a complaint- a right given to seafarers under MLC
Tel. : +91 22 27701664 / 27706749
2006. Possibly for this reason the guideline of Reg. 4.4 clearly Fax : +91 22 27711663 Url : www.imare.in
Note: The paper is based on literature review and professional knowledge of the author in the maritime field. The opinion(s),
view(s) and conclusion(s) expressed in this paper are purely author’s personal and not that of the organization he is employed with.
Introduction: All it takes is a suitably thin & opaque (paper, aluminium foil,
Vision defects are associated mostly with inability of pupil to focus leaf of a plant, anything similar will do) sheet with a SINGLE
correctly. The image does not focus correctly on the cornea; it pinhole of diameter 0.5 to 1 mm, placed in front of one of the eyes
either focuses before it or behind it. Currently-In-Vogue method (other eye closed) to make one notice the difference in quality of
is to place transparent lenses of appropriate focal length in front viewing. This can also be used in case of emergency, or when in a
of the eye to correct the focusing defect. But this technology has hurry.(Ref. Fig.1)
only been commercially available with the advent of industrial Two such pieces of sheets with pinholes can be used to replace
Rrevolution in the 16th century, whereas vision problems are likely lenses in an spectacle frame. It can correct both kind of defects -
to have been with human kind for as long as human kind has been. near sightedness and far sightedness - simultaneously.(Ref. Fig.2)
One wonders whether Pre 16th century humans had any method to
correct the defect! Commercially available Pinhole spectacles have several pinholes,
arranged in Linear or Radial fashion.(Ref. Fig.3)
Well it seems that they did have something.
The Mudraas:
In her book Eyes and Vision, Dr. Lea Hyvärinen ( a Finnish
ophthalmologist ) reports having seen metal pinhole glasses from But it may not even be necessary to have any physical or material
India - that are believed to be 1,000 years old - at the Museum of item to test the efficacy of the concept OR for use in case of
Medical History in Helsinki. emergent situations.
They were first formally demonstrated in 1575 by Scheiner , a Vaayu Mudraa (Ref. Fig.4)and Sanjeevanee Mudraa (Ref.Fig.5)-
mathematician, physicist, and Astronomer. of Hath Yogic System - tend to create pinholes between Index
fingers, Thumb and the palm. When in a hurry, it is possible to
On May 22 of year 1934, Charles C. Guthrie of Pittsburgh, PA view through pinhole fashioned in this manner, and read OR see
obtained US patent no. 1,959,915 for lens-less spectacles. Pinhole something afar clearer than with naked eyes.
glasses have clearly been in commercial use since that time. One
can see this patent at “patent US1959915”, in patent search for The above mentioned Mudras are unlike the long term methods
U.S.A. patents. recommended by seers of yore, viz. seeing the morning rising sun,
through a barrier of flowing water to help prevent any problem
But an even earlier patent was granted to Franz Heilborn of Breslau, to eyesight, and also help strengthen weak eyes. These Mudras
Germany, on July 21, 1896. Patent #564,518 is labelled simply are emergency replacement for lost spectacles, as per authors’
“eyeglasses” (whereas Guthrie’s invention was called “lens-less suggestion – in true Marine Engineering tradition of using anything
spectacles”). Heilborn’s glasses have a series of pinholes arranged for anything.
in a radial pattern.
Yogic texts may have elaborated some other benefits of these
The Principle and the Gadget: Mudras, totally unrelated to authors’ suggestions.
The principle is that a pinhole would help the correct focusing of Advantages: Can be quickly resorted to, in case of emergent
image, when the mechanisms within the eye are not able to do it. situations.
The MEO Class IV (Motor) program is divided into the following courses online.
• GEK – General Engineering Knowledge • MET – Marine Electro Technology
• MEK - Motor Engineering Knowledge • SCS – Ship Construction & Stability
• MEP - Marine Engineering Practices • Highlights
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The program uses extensive animations, graphics, text and concept maps to enhance the interactive learning experience. The courses are
SCORM (Sharable Content Object Reference Module) which is an Interntional e-learning program development standard developed to
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It lets the candidate to learn at their own pace and time from anywhere 24/7. The candidates additinally have access to e-coaching and
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On successful completion of the above e-learning program online, IMEI will issue a course completion certificated to the candidate/
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The entire course is available to students at Rs. 25,000/- ( Twenty five Thousand ) and if students desire, they can avail each subject by
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For joining the course and payment of fees , please Visit our website www.imare.in
For queries and further information, you may contact :
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IMEI House, Sector 19, Plot No. 94, Nerul, Navi Mumbai, Pin 400706
Tel : +91 22 2770 1664/32676735 l Fax :+91 22 2771 1663 E mail : hgs@imare.in; adminstration@imare.in, Website: www.imare.in
Introduction 450.00
retention. In those years where there have been particularly costly 50.00
Pool claims, that proportion has fallen to below 20%. It follows 0.00
that approximately 1% of claims by number are responsible for a 2004 2005 2006 2007 2008 2009 2010 2011
Policy
Aug – 12 Aug – 11 Aug – 10 Aug – 09 Aug – 08 Aug – 07 Aug – 06 Aug – 05 Aug-04 Aug-03
Year
2003 145.1 146.6 126.2 131.1 127.2 139 137.8 138.4 131.7 41.5
2004 298.1 292.5 290.4 291.5 289.3 293.6 279.4 258.6 43.6
2005 246.9 248.2 246.4 257.9 233.9 221.8 184.3 2.3
2006 456.5 452.8 450.3 470 456.3 434.2 78.2
2007 404.4 359.2 363.1 364.6 319.5 84.7
2008 117.6 110 111.4 124.5 23.5
2009 231.6 227.6 216.9 54.8
2010 248.2 252.1 62.7
2011 252.2 60.3
2012 153.9
Diagram 2 – International Group’s Pool Claim Experience1
Paper presented at World Shipping Forum - Chennai
Marine Engineers Review (India) August 2013 www.imare.in 35
Technical
which incidents of grounding and other casualties that owe their Grounding Claims 2007 to 2011
cause to navigational errors are occurring raises the question of
Diagram 3 below shows the contribution made to the IG Pool
whether there is perhaps a trend to be identified in relation to these
Claims experience of casualties that arose from vessel groundings,
larger claims. collisions and contacts with fixed objects for which the underlying
The financial impact of the large claims is considerable, as can be cause of the latter was a navigational error.
seen from the annual development profile of the claims upon the 2007
IG Pool – see Diagram 2. This table shows the value of the claims
Two major incidents in 2007 accounted for 26% of the value of the
notified to the IG Pool at the six month point of each underwriting
total claims experience for that year.
year since 2003. For example, for the 2003 underwriting year, six
months into the year at 20th August 2003 claims totalling $41.5m In April 2007 the cruise ship “Sea Diamond” grounded on the island
had been notified to the Pool. Nine years later, at 20th August 2012, of Santorini in Greece and subsequently sank, and in November
the value of those claims had grown to $145.1m. This development 2007 the container ship “Cosco Busan” struck one of the pillars
is entirely normal and reflects the development of the claims of the Oakland Bay Bridge whilst outbound from Oakland under
experience in the second half of the underwriting year and beyond. pilotage.
The worst overall Pool claims experience hitherto has been in 2006 Sea Diamond
and 2007. In 2006 every Club in the IG experienced at least one On the afternoon of 5th April 2007 the “Sea Diamond”, with 1,195
Pool claim, and many Clubs had several. It can be seen from the passengers on board was approaching Santorini and navigating
development chart that for those two years, the first six months of within the flooded caldera of this volcanic Greek island. As the
each year accumulated $78.2m and $84.7m of claims. ship closed the coastline she struck a well known and charted
By August 2012, those figures had grown to $456.5m and $404.4m volcanic reef. The vessel’s shell plating was breached and she
began taking on water. Fortunately all but two of the passengers
respectively.
and crew were evacuated safely before the vessel capsized and
What is of greater concern is the comparison of the six month sank within the caldera. Santorini is a major tourist destination.
development figures for each year. It is apparent that for 2012, the Whilst undoubtedly somewhat subjective, it was named the
six month total of $153.9m is very considerably higher than the world’s best island by the BBC in 2011. Consequently a sunken
equivalent figures for what are known to be the worst years yet cruise ship and the environmental threats associated with that
for Pool claims in 2006 and 2007. This indicates a new high water were deeply unwelcome. The topographical characteristics of a
mark in relation to the current year. volcanic island involve very deep water within the caldera, and a
3
http://www.ntsb.gov/doclib/reports/2009/MAR0901.pdf
4
http://www.gibmaritime.com/search_results.php?searchString=fedra
6
http://www.atsb.gov.au/media/2478832/mo2010003.pdf#page=0
Source and with acknowledgements to The Transport Accident Investigations Commission, New Zealand
Diagram 6 – The track of the “Rena” approaching Tauranga
Introduction The thickness of the friction belt too defines the movement of water
around the hull at various distances and by this virtue, the friction
When it comes to improving efficiency of a moving vessel, there
are a numerous areas where this can be done. This is simply of the boundary layer increases with its distance from the fore end
because the ship is subjected to losses because of the running of the hull. The friction belt is thickest at the aft end of the hull and
machinery, hull resistance and propeller action among others. this is nearly proportional to the length of the ship.
The phenomenon of wake is primarily responsible for the losses This means that there will be a certain wake velocity caused by
in propeller action. This paper explores the phenomenon of wake, the friction along the sides of the hull. All this involves that the
the factors affecting it and why it leads to a reduction in efficiency.
propeller behind the hull will be working in a wake field (the area
Moving further the description of a few potential and new devices
affected by wake).
that increase the propulsion efficiency is also presented. Since
efficiency is directly affecting the fuel consumption of the ship, the The wake depending upon its origin and effects is decomposed into
fitting of these devices can lead to major savings in ship operation. three components, namely:
A ship moving in the water due to the action of the propeller is Friction wake
moving because the rotational energy given to the propeller is
getting converted to thrust, thus giving the ship a translatory Due to viscosity the flow velocity relative to the ship hull is slowed
motion. Now, this conversion is not completely efficient, or simply down in the boundary layer, leading in regions of high curvature
the propeller efficiency is not 100% and the reasons are many, the to flow separation which means that the effect of the viscous
wake being the main cause. component increases towards the stern thus giving rise to a forward
velocity component.
When the ship is moving the friction on the hull creates a so-called
boundary layer of water around it where in the velocity of the water Friction wake contributes almost 80 to 90% of the total wake and
on the surface of the hull is equal to that of the ship, but reduces differs with the type of the ship that is under study. This particular
with its distance from the surface of the hull. Such a pattern of friction wake component is effectively defined/measured or
water around the hull has an impact on the ship speed and the recognized by a dimensionless number called the wake fraction
efficiency of the propeller and the phenomenon is termed as wake. coefficient “w”.
Second prize winning article at the Technical Paper Competition held at Marine Engineering & Research Institute, Indian Maritime
University, Mumbai Campus.
Marine Engineers Review (India) August 2013 www.imare.in 47
48 Marine Engineers Review (India) August 2013 www.imare.in
Student
Potential wake 1. WAKE EQUALISING DUCT (WED)
Lower velocities at stagnant points give rise to a potential wake by Marine propellers are the most common propulsors owing to their
the virtue of the stagnant state of the fluid where the flow velocity high efficiency. But this efficiency is also subject to a reduction
is less due to relatively retarded movement of the fluid particles. due to the various reasons discussed above. Thus, the efficiency of
Wave wake propulsion can be further increased by auxiliary devices fitted such
as a Wake Equalizing Duct.
The waves generated by a ship have an orbital motion. Crests have
a forward motion whereas the troughs have aft motions. The wave Constructionally, it consists of two aerofoil sectioned half-ring
component of wake varies with the speed of the vessel. ducts integrated to the hull in front of upper region of the propeller.
Some important parameters for the effectiveness of the WED are
Also, the propeller will have different characteristics when behind
the angles of duct axis to ship’s centre line plane, longitudinal
the ship than in open waters. And the wake related factors affecting
position, inner diameter, profile section shapes, angles of section to
the efficiency are mainly
duct axis and lengths of the half-ring ducts.
• Wake gain
It is assumed that the WED accelerates the inflow of the upper
• Thrust deduction
region of the propeller where the flow is slow relative to the lower
• Relative Rotative region of the propeller; and it improves the uniformity of the wake
efficiency over the propeller disc, so the propeller efficiency is increased.
Wake gain In addition, a well-designed WED reduces the amount of flow
separation at the after body, generates an additional thrust as in the
It is the increase in the accelerating type of duct, reduces the propeller excited vibrations
effective thrust of a due to the uniform wake, and improves the steering qualities
propeller, for a given power because of the more straightened flow coming to the rudder. If the
delivered thereto, because WED is installed to an existing ship, constructional changes and
of the forward motion of the modifications in propeller design are not needed.
water dragged along behind
a vessel's hull. The installation of the Wake Equalising Duct results in various
effects on the vessel. The results are summarized as follows:
Thrust deduction Wake equalizing duct Schneekluth
1.1 Resistance
The rotation of the propeller
The total resistance force affecting a ship hull can be mainly
causes the water in front of it to be “sucked” back towards the
subdivided into two components: wave resistance caused by
propeller. This results in an extra resistance on the hull normally
gravity, and viscous resistance caused by viscosity of water.
called, if related to the total required thrust force T on the propeller,
Viscous resistance force can be also subdivided into two
“thrust deduction fraction” F. This means that the thrust force T on
components: frictional resistance and viscous pressure resistance.
the propeller has to overcome both the ship’s resistance RT and this
Frictional resistance depends on the wetted surface area of the ship
“loss of thrust” F. The thrust deduction fraction F may be expressed
hull, viscosity of water and ship speed. An addition of the duct
in dimensionless form by means of the thrust deduction coefficient.
increases the wetted area of the hull. But the surface area of the
In general, the size of the thrust deduction coefficient t increases duct is negligible as compared to that of the ship. Therefore, the
when the wake fraction coefficient w increases. The shape of the frictional resistance with and without the duct is more or less the
hull may have a significant influence, e.g. a bulbous stem can, same.
under certain circumstances (low ship speeds) reduce t.
1.2 Thrust produced by WED
Relative rotative efficiency, ηR The installation of the WED results in an additional thrust. The
The actual velocity of the water flowing to the propeller behind the magnitude and direction of this thrust depends on the arrangement
hull is neither constant nor at right angles to the propeller disk area, of the duct i.e. .the angle of the duct section and its position from
but has a kind of rotational flow. Therefore, compared with when the aft perpendicular. Generally, for speeds between 10 and 15.4
the propeller is working in open water, the propeller efficiency is knots the WED generates a positive thrust. In some cases with an
affected by the ηR factor – called the Propeller relative rotative increase in speed, it can also generate a negative thrust.
efficiency. 1.3 Propulsion
The propeller efficiency can be increased by fitting upstream or The main aim of the WED is to improve the open water efficiency
downstream devices which improve the inflow into the propeller of the propeller by homogenizing the wake. There is a considerable
and improve the wake field in which the propeller is operating. The increase in propeller efficiency on account of the positive thrust
devices discussed in this paper are the following : generated by the WED, in some cases.
1. Wake Equalising Duct
1.4 Conclusion
2. Mewis Duct
It has been observed that the effect of the WED would depend
3. Contra Rotating Propellers on various factors which would differ from vessel to vessel.
Through recovery of rotational energy and homogenization of the The maximum increase in efficiency would result only by an
wake field, these devices increase the efficiency of propulsion. The optimization of these factors such the angle of the section, the
next part of the paper discusses how these are achieved. vessel speed, the distance of the duct from the aft perpendicular.
2. MEWIS DUCT (MD) Now, the results of mounting this device on ships in service
have been observed and analyzed.
The Mewis Duct is one of the
Energy Saving Devices that is • Reduction in fuel consumption up to 8%.
mounted ahead of the propeller • A reduction of propeller induced pressure pulse and tip
therefore an upstream device. cavitation, which leads to less vibration in the aft ship.
The Mewis Duct, unlike the
• Small improvement in course stability.
other Energy Shaving Devices is
designed to efficiently overcome • The Mewis Duct is ideally suited for both newly built and
mainly two independent losses: retrofit applications.
• Losses in the ships wake
3. CONTRA ROTATING PROPELLER
• Rotational losses in the
slipstream The main aims of the marine propulsor designers are to
increase thrust, improve efficiency and to save energy. Most
The design of the Mewis Duct is
Mewis duct - Becker Marine Systems conventional propellers are working behind the ship hull
such that the above mentioned
losses are overcome by separate where the flow is not uniform, not steady and also imposes
components of the duct namely limit on the propeller diameter due to ship stern profile.
the pre-duct and the fins. A contra-rotating propeller is one energy saving devices that
It is a vertically offset mounted contributes largely towards overcoming the loss of thrust and
duct ahead of the propeller and the rotational energy lost.
the fins asymmetrically arranged
This device has two coaxial propellers sited one behind the
inwards meant to reduce the
losses due to wake and rotational other rotating in opposite directions. it is a thrust system in
losses respectively. which the aft propeller recovers lost energy due to rotating
flow occurring behind the fore propeller and changes it to
2.1 Fins ahead of propeller thrust, and furthermore high propelling efficiency can be
- Generation of pre-swirl, obtained by the assignment of thrust to two propellers and the
reduction of rotational losses reduction of the load borne by each of them.
2.2 Duct ahead of propeller-
Working and Construction
Improving wake, generating Contra-rotating propeller - Wärtsilä and
self-thrust IHI Marine Utd. The pitch and loading of the propeller is designed such that the
• Reducing the axial losses resulting rotational energy in the wake is zero. To reduce shaft
vibrations the number of blades of both [propeller / |propellers] is
• the duct flow is stabilizing the fin flow
different, so that not all blades pass each other simultaneously. The
• the duct works as endplates to the fins diameter of the front propeller is often slightly larger than that of
2.3 Pre-swirl mainly inside -Reduction of hub vortex losses the rear propeller, to account for the contraction of the propeller
wake and to avoid the rear propeller to hit the tip vortex of the front
The MD basically is installed to improve the inflow of water. propeller.
Working of a mewis duct: The rotational losses in the wake of a moderately loaded propeller
• Equalization of the propeller inflow by positioning the duct are some 6 percent. Half of that rotational energy is generally
ahead of the propeller. The duct axis is positioned vertically recovered by the rudder. So the gain of a CRP is not more than
above the propeller shaft axis, with the duct diameter smaller some 3%. More important, however, is reduction of frictional
than the propeller diameter. The duct is stabilizing the fin losses which is possible by a CRP. This can be understood when
effect as well as producing thrust. it is realized that in the design of a single propeller the optimum
• Reduction of rotational losses in the slipstream by integrating efficiency is reached at a certain pitch and rotation rate. An increase
a pre-swirl fin system within the duct. The chord length of in pitch will decrease the rotation rate.
the fin profiles is smaller than the duct chord length, with the
fins positioned towards the aft end of the duct. The duct itself In the case of a CRP, however, it is possible to increase the pitch
acts as a type of endplate to the fins, thus increasing their of the propeller without penalty, because the rotational losses are
effectiveness. recovered by the rear propeller. This makes it possible to reduce
• An additional small improvement of the propulsion efficiency the rotation rate and thus the frictional losses without increasing
is obtained from higher loads generated at the inner radii of the rotational losses. A CRP therefore has a lower rotation rate and
the propeller which leads to a reduction of the propeller hub the increase of efficiency from a single propeller can be as high as
vortex losses; this effect increases with increasing hub to 15%. A gear box can be used to reverse the direction of rotation of
propeller diameter ratio. the other propeller and to reduce its rotation rate.