Numerical Design and Performance Analysis of a Tug Boat Propulsion System

Nitonye, Samson; Adumene, Sidum; Howells, Ukpokpo Umorami

doi:10.4236/jpee.2017.511007

Cited by 14 publications

(10 citation statements)

References 2 publications

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“…The wetted keel length to beam ratio for a hull with Deadrise (β) is given by Equation (7). The expressions for the mean hull speed, trim and total resistance are given by Equations (8), (9) and 10 The hydrodynamic moment factor ()m Δ is a necessary correction for the wetted length ratio which is absent in Savitsky model.…”

Section: Cahi Methods For Planning Craft Hydrodynamic Characterizationmentioning

confidence: 99%

Design Analysis of a Lightweight Solar Powered System for Recreational Marine Craft

Tamunodukobipi¹,

Nitonye²,

Adumene³

2018

WJET

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The design of a lightweight solar powered marine craft is considered in this report. Various design concepts were considered with respect to the hull type, resistance, aesthetics and the operating environment of the vessel. The planning hull-form catamaran was considered for the boat design. The resistance and other hydrodynamic characterization of boat were analyzed using the CAHI and Savitsky method. Detailed algorithm is developed for the sizing of the various components of the solar PV system for the boat. The hull resistance was found to be 740 N corresponding to the boat speed of 5 knot using the above stated methods. The motor power was obtained to be 2.239 kW (3 HP). Torqeedo outboard electric motor of 3 HP was selected for the boat propulsion. The battery bank was seized accordingly and four batteries of 235 AH and 12 V were selected for the storage of electric power for the boat propulsion. Hence, the solar PV module was sized. It was concluded that, due to the limited space for the installation of the PV module, additional source of power (land base) should be made available to completely charge the battery.

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Section: Cahi Methods For Planning Craft Hydrodynamic Characterizationmentioning

confidence: 99%

Design Analysis of a Lightweight Solar Powered System for Recreational Marine Craft

Tamunodukobipi¹,

Nitonye²,

Adumene³

2018

WJET

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“…Seaport tugboats must ensure safe towing of ships, firefighting operations, mooring, and operation in stormy weather conditions. Thus, tugboats must have powerful, dynamic and reliable engines [25,26]. High power density diesel engines with frequent and large load changes result in high specific emissions of harmful species such as CO 2 , SO 2 , NO x , and particles into the atmosphere.…”

Section: Research Objectsmentioning

confidence: 99%

Investigation of Effect on Environmental Performance of Using LNG as Fuel for Engines in Seaport Tugboats

Lebedevas

Norkevičius

Zhou

2021

JMSE

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Decarbonization of ship power plants and reduction of harmful emissions has become a priority in the technological development of maritime transport, including ships operating in seaports. Engines fueled by diesel without using secondary emission reduction technologies cannot meet MARPOL 73/78 Tier III regulations. The MEPC.203 (62) EEDI directive of the IMO also stipulates a standard for CO2 emissions. This study presents the results of research on ecological parameters when a CAT 3516C diesel engine is replaced by a dual-fuel (diesel-liquefied natural gas) powered Wartsila 9L20DF engine on an existing seaport tugboat. CO2, SO2 and NOx emission reductions were estimated using data from the actual engine load cycle, the fuel consumption of the KLASCO-3 tugboat, and engine-prototype experimental data. Emission analysis was performed to verify the efficiency of the dual-fuel engine in reducing CO2, SO2 and NOx emissions of seaport tugboats. The study found that replacing a diesel engine with a dual-fuel-powered engine led to a reduction in annual emissions of 10% for CO2, 91% for SO2, and 65% for NOx. Based on today’s fuel price market data an economic impact assessment was conducted based on the estimated annual fuel consumption of the existing KLASCO-3 seaport tugboat when a diesel-powered engine is replaced by a dual-fuel (diesel-natural gas)-powered engine. The study showed that a 33% fuel costs savings can be achieved each year. Based on the approved methodology, an ecological impact assessment was conducted for the entire fleet of tugboats operating in the Baltic Sea ports if the fuel type was changed from diesel to natural gas. The results of the assessment showed that replacing diesel fuel with natural gas achieved 78% environmental impact in terms of NOx emissions according to MARPOL 73/78 Tier III regulations. The research concludes that new-generation engines on the market powered by environmentally friendly fuels such as LNG can modernise a large number of existing seaport tugboats, significantly reducing their emissions in ECA regions such as the Baltic Sea.

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“…Cavitation is a phenomenon observed in highly loaded propellers, manifesting itself beyond a certain number of revolutions of a propeller by noise, vibration and erosion of the propeller blades, strut and sometimes even rudders. An increasing loss of thrust will cause cavitation which must be avoided in the design of propeller [17].…”

Section: Cavitation Criteriamentioning

confidence: 99%

Design Analysis and Optimal Matching of a Controllable Pitch Propeller to the Hull and Diesel Engine of a CODOG System

Ogar¹,

Nitonye²,

John-Hope³

2018

JPEE

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The optimal matching of a propeller to the hull and the diesel engine of the combine diesel or gas (CODOG) system is a critical design analysis in ship building. In this research work, a controllable Pitch Propeller (CPP) was considered whereby the pitch was varied, but only the extreme pitch set the limit of operation and matching was done with the extreme pitch condition. It considers the performance analysis of the propeller, the hull and the engine both in design and off design conditions. Without propulsion a vessel built cannot move and so choosing the right propeller to match the hull and engine is very vital. The various processes involved in the matching of the propeller to the diesel engine and hull of the vessel are considered, in order to achieve optimal performance of the vessel. A Java program (prop-matching) was developed to facilitate the matching process. The graphs obtained are used to determine the matching point at corresponding speed and power. The thrust and torque developed under different conditions as well as their significance, considering the fact that the propeller is a CPP. The engine response in transient conditions in reaction to the turbo charger was considered, the matching graph of the turbo charger compressor was discussed, and the calculated mass flow rate with various engine speeds and boost pressure were also discussed. This program was further used in matching the propeller to the hull and diesel or gas engines of a F90 frigate. The corresponding propeller rpm and engine power with pitch ratios from the program were similar to those from the design of the frigates. The various thrust and torque coefficients and open water efficiency all correspond to the simulated results of those of the naval frigate.

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Numerical Design and Performance Analysis of a Tug Boat Propulsion System

Cited by 14 publications

References 2 publications

Design Analysis of a Lightweight Solar Powered System for Recreational Marine Craft

Design Analysis of a Lightweight Solar Powered System for Recreational Marine Craft

Investigation of Effect on Environmental Performance of Using LNG as Fuel for Engines in Seaport Tugboats

Design Analysis and Optimal Matching of a Controllable Pitch Propeller to the Hull and Diesel Engine of a CODOG System

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