We innovate to make this world a better place.

Why

Because we are convinced to have one of the most promising solutions to seriously lower greenhouse gas emissions

The Problem

The World Fleet

Over 100 000 ships are sailing around the world of which 49000 are cargo ships presenting 90% of the world's fleet tonnage (Ref 1,2).

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The problem

Ship propellers

Most vessels have a modest propeller efficiency in the range of η = 55% – 64% between the power delivered by the ships engine and the power required for the propulsion of the ship.

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The problem

Heavy fuel consumption

Heavy fuel is almost pure residual oil that remains from the petroleum distillation process.
Forbidden on all continents for its contribution to air pollution it remains the fuel of the shipping industry when sailing in international waters due to its low cost (-35%).

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The problem

Green House gas emissions CO2

International and domestic shipping contributes significantly to carbon dioxide emissions.
As can be seen from the graph, the carbon dioxide emissions from shipping are more important than those from a highly industrialised country like Germany.

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The problem

Diesel particle pollution

Due to important efforts of leading ship operators, the International Maritime Organisation IMO continues to lower sulphur levels in Heavy Fuel bringing it down from 3,5% in 2012 to 0,5% in 2020.

However, 3,5% (5000 ppm) is still 1000 times more than the sulphur levels allowed in North American and European cars which are limited to 10-50 ppm or 0.005 %.

Early studies (ref 6) indicated that shipping-related PM emissions are responsible for approximately 60,000 cardiopulmonary and lung cancer deaths annually, with most deaths occurring near coastlines in Europe, East Asia, and South Asia.

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The Solution

A Flow Reacting Double Stage Propeller Pump

  • Orients both the upstream and downstream flow going through the propeller.
  • Adjustable tabs on both stators making the propeller flow-reacting under multiple operating conditions.
  • Composite materials to build better performing propeller blades.
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The problem

The propeller pump is known in itself

The propeller pump orients the flow using a stator upstream or downstream of a rotor , which significantly increases its performance.

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The problem

Military applications

The propeller pump is mainly used for military applications such as submarines and torpedo's

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The challenge

The disadvantage of the propeller pump


Going astern


According to SOLAS II-1, Reg. 28. Ships must be brought ot rest within a distance of 15 ship length's from maximum ahead service speed. This is very difficult tobtain on bigger ships which a relatively small engine in comparison to their size.

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The soluton

How it works

When the tabs are not correctly adjusted the angle of incidence of the propeller blades are not nessecarely adjusted to the upstream flow creating turbulence and energie losses inside the propeller pump as can be seen on the left graph. On the right side the angles of bot the upstream stator and down stream stator are adjusted so the angle of incidence of the flow is optimal trhougt the pump with minimallosses and optimal efficience for thr propeller blades.


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Before Adjustments

After Adjustments



Reverse thrust

During reverse thrust, the propeller pump will produce almost no thrust if the tabs are not adjusted. As the overall efficiency forward improves when the stators are situated closer to the propeller. The efficiency loss during reverse thrust increases and the necessity to adjust the tabs becomes more important.

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Before Adjustments

After Adjustments

The Solution

Aircraft engines use the same principles

This is not rocket scientists engineering. Each time you take a plane you're flying using the same principles.

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All modern planes use the same type of orientable tabs inside their turbo-engines

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The market

Major fuel consumers.

Major fuel consumers listed by type of vessel

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The market

The competitive advantage

For the latest generation of container vessels, this makes for important numbers.

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Analysis of fuel consumption on a recent modern contaziner ship

Vessel CMA CGM BENJALIN FRANKLIN
Length over all 399.2 m
Design speed 22.2 knots
Builder JIANGNAN CHANGXING HEAVY INDUSTRY
Number of containers 17859 TEUS
Main engine MAN B&W 11S90ME-C9.2-TII
Number of containers 17859 TEUS
Navigation Average 75% of power for 7000 hours / year
Specific consumption 163 gr/kWh
Consumption 75 % * 81 000 kW * 7000 h/year * 163 g/kWh = 69000 tonnes per year
Heavy fuel price (IFO-380 Rotterdam) 305 $/ton => $21 million / year
Solution Gain 20% $4.2 million/year per vessel

About Us

The only solution capable of satisfying the targets of 20% reduction of greenhouse gases as set by the European Commission and IMO for international navigation.

Our Contacts

4 rue de la collinette, Le carré d'Azur
83320, Carqueiranne,
France

(+33) 676 411 296
(+33) 494 080 759