When those two requirements are fulfilled, the focus is on evaluating the economic feasibility. Norsepower has developed a simulation software which provides a good basis for evaluation of the economic feasibility of a Rotor Sail installation. The following aspects are analysed:
• Wind conditions on the ship’s operating route. The wind conditions determine the potential for delivering sufficient thrust which will translate into fuel savings. The higher the wind speed and the more likely the wind direction is from the beam of the ship, the more thrust a Rotor Sail can produce. Norsepower simulates a ship’s operation and utilises long term global wind statistics to estimate the propulsion power and fuel consumption savings potential for a specific vessel.
• The ship’s operating profile. A high ratio of time at sea compared to time in port will produce higher savings.
• Sensitivity analysis of pay-back period and ROI is done with different fuel price scenarios.
For an existing vessel’s retrofit project, the steel structure will require some modification to accommodate the foundation block, as well as carry the loads to be transferred from the Rotor Sail to the ship’s hull. Cost estimates are case specific and should be done together with the shipowner.
A good estimate of the feasibility of a Rotor Sail installation can be made by carrying out the above evaluations.
A ROTOR SAIL GENERAL
corresponding rotor diameters of 3, 4, or 5 metres respectively.
The Norsepower Rotor Sails are installed on the deck of the vessel with vessel-tailored foundations, which are installed during a yard stay. The rotors are installed on the foundations with a bolt connection. When the installation of the foundations has been completed, the rotors can be lifted on the vessel and attached to the foundations during a normal harbour stay.
Figure 4 describes the layout and interfaces with the ship.
PILOT PROJECT
roro-vessel M/S Estraden. The first 18 m tall and 3 m diameter Rotor Sail was installed in the autumn of 2014. After less than a year in operation, Bore decided to install another Rotor Sail unit to further improve the fuel savings and gain more benefit of wind assisted propulsion. The two Rotor Sail units have been thoroughly tested and measurements made to verify the performance and integrity of the design.
M/S ESTRADEN A vital part of developing new technological solutions for marine applications is extensive full scale testing and operation in the actual operating environment. Norsepower was very fortunate to have Bore as the first shipowner who was prepared to install a Rotor Sail unit onboard their
Figure 4. The Rotor Sail foundation blocks are welded and integrated to the ship’s steel structure. Cabling from the low voltage switchboard provides the required auxiliary power for the Rotor Sails and automation cabling connects the weather station sensors, Rotor Sails and control panel located on the bridge.
The average fuel savings achieved with two Rotor Sails in the North Sea traffic has been approximately 6% – equating to circa 400 tonnes per year in reduced fuel, and roughly $180,000 per year in reduced fuel costs (based upon Rotterdam April 2017 MGO price). This saving has been measured and independently verified by NAPA, the leading maritime data analysis, software and services provider.
The results have given confidence to proceed with scaling the Rotor Sail designs to two larger models, the 24 m high and 4 m diameter and 30 m high and 5 m diameter Rotor Sails. The first deliveries of both new models will take place in 2018.
VIKING GRACE
The 57,565 GT M/S Viking Grace currently operates in the archipelago between Turku (Finland) and Stockholm (Sweden), and is already one of the most environmentally- friendly cruise ferries in the global maritime industry. With
ARRANGEMENT Norsepower Rotor Sails are available in three sizes with different Rotor Sail heights of 18, 24, or 30 metres and
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