FEATURE
Kongsberg’s K-Sail solution aims to integrate WAP technology with other onboard propulsive and electronic components, to create a seamless, self-adjusting onboard
I
nstalling wind-assist propulsion (WAP) technology could help shipowners to reduce energy
consumption and fuel costs – but, it’s important to note, getting the best out of WAP systems (WAPS) necessitates integrating them with the other onboard propulsive components, rather than installing and utilising these WAPS in relative isolation.
As Henrik Alpo Sjöblom, VP for business concepts at Kongsberg Maritime, puts it: “Shipowners can choose their preferred type of wind-assist technology: there are several available and they all have their own attributes. However, to date, these technologies, whether incorporated in a newbuild He adds: “We believe they can be used in a much
To pursue that aim, June saw Kongsberg Maritime to help shipowners select and integrate WAP technology more effectively. Sjöblom, who is also the driving force behind K-Sail, tells The Naval Architect: “It’s taking the same approach as you would with a yacht; determining how you manage all systems on board when you factor in the additional thrust from the sails. You really need to analyse how the sails work to integrate them with the onboard systems, and
“Like with a sailboat, you wouldn’t use the same sail all the time; you’d have a main sail for certain legs, but also a jib for upwind sailing and a spinnaker for downwind sailing – so why not take the same
AI-optimised including: initial analysis, as in “understanding the vessel’s operational parameters and selecting the ensuring the steering system can accommodate the additional thrust generated by the sails; ensuring the propulsion; and balancing the power generated by the sails with the ship’s energy requirements.
time data to optimise the ship’s route and speed, system continuously collects and analyses data from multiple sources (including wind conditions, vessel
The K-Sail service is intended to integrate the WAPS technology with the other onboard systems, to optimise the ship’s route and speed
38 THE NAVAL ARCHITECT
speed, heading, sea state and onboard propulsion, steering and power management systems), using sensors, to monitor sail-generated thrust and engine power output in real-time. This then enables dynamic adjustments to maintain optimal performance.
So, for example, the system could reduce engine load (and thus fuel consumption) when winds are favourable. Alternatively, when wind strength drops, or there is a heightened requirement for speed, K-Sail can shift more power to the engines, automatically adjusting sail angles, engine RPM and propeller state. Based on the results of a pilot project aboard a tanker owned by Terntank, K-Sail could reduce engine power by up to 9-15% in strong winds, cutting fuel use and emissions.
“The real numbers” Sjöblom says: “Putting a sail on a ship is of course not new. But the essence of using it successfully lies in the integration of these sails into the ship's systems. It’s all about making the different components and technologies aboard the vessel play
Expanding upon the importance of the pilot projects and forthcoming sea trials, Sjöblom adds: “The problem with WAP, as with any renewable energy, is that it’s based on probabilities. Once you start operating, you get the real numbers regarding how a system designed to be compatible with various WAPS (including Flettner rotors, suction sails, soft sails and rigid sails) and vessels ranging from small help the system to learn how each WAPS-equipped vessel performs in different wind directions, considering factors such as the aerodynamics around the vessel – “which can be more challenging for, let’s Sjöblom says. ■
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