We innovate to make this world a better place.
Because we are convinced to have one of the most promising solutions to seriously lower greenhouse gas emissions
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).
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.
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%).
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.
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.
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.
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.
The propeller pump is mainly used for military applications such as submarines and torpedo's
The disadvantage of the propeller pump
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.
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.
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.
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.
All modern planes use the same type of orientable tabs inside their turbo-engines
Major fuel consumers.
Major fuel consumers listed by type of vessel
The competitive advantage
For the latest generation of container vessels, this makes for important numbers.
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|
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.