BASICS OF SHIPHANDLING

ALTERNATIVE RUDDERS
 Rudder effectiveness
Purpose of a rudder – to provide control
forces to give a ship desired manoeuvring
characteristics.
As a rudder is turned the angle of attack of
water flow increases.
Both lift and drug forces increase until the
flow on the suction (back) side separates and
the lift force drops rapidly.
 Rudder effectiveness
The lift coefficient is
CL = L/(0,5δ AR U2),
 where L – lift force,
δ – density of water,
AR – area of rudder, and
U – velocity of flow.
 Rudder effectiveness
The gradient of the lift curve depends mainly on
the aspect ratio (ratio between height and chord
of the rudder).
The greater aspect ratio the earlier stall occurs.
And the max lift coefficient increases slightly
with increasing of aspect ratio.
 Rudder effectiveness

Reduction of aspect ratio from 1.5 (merchant

ship) to 1.0 (naval ship) increases the stall angle
by 20% and the max lift force by 2.5%.
 Rudder effectiveness

Another important factor is the choice of

section shape.

Lift coefficient may vary from 0.88 to 1.48

with corresponding stall angles from 38 to 48
degrees.
 Rudder effectiveness
Det Norske Veritas gives a formula for a
minimum recommended area of a rudder:
AR = T L (1 + 25 (B/L)2 /100),
where T – draught of ship,
L – length of ship,
B – beam of ship.
If the rudder is outside of the propeller race,
the area should be increased by at least 30%.
 ALTERNATIVE RUDDER
Alternative rudder design :
• Becker rudder
• Barke rudder
• Ulstein rudder
• Jastram hydraulic flap rudder
• Jastram rotor rudder
• Jastram Travers rudder (T-rudder)
• Shilling Monovec and twin rudders
 Becker rudder
Becker Flap Rudders guarantee the best
possible manoeuvrability of your
vessel at all speeds with lowest
possible fuel consumption.
• Optimum balance and flap area
• Minimum size of steering gear
• Highest securing against flexural
vibration, best values of natural
vibration
• Easy maintenance of link and hinge
system
• Highest safety against cyclic stresses
• Durable in ice
• Rudder angles up to 65°
• Optional KSR Rudder support
Schilling rudder
The unique profile of the Schilling Rudder incorporates:

• A rounded leading edge promoting good flow

properties at all rudder angles
• A fishtail trailing edge that accelerates the flow
and recovers lift over the aft section of the rudder
• End and optional intermediate plates to control
propeller slipstream
• High rudder balance optimizing propeller coverage
• Fully welded steel construction of the rudder blade
• Rudder blade to stock connection by keyless
conical or flange coupling
• Single or multiple bearing support with no moving parts
 The Schilling concept
The Schilling Rudder is a high lift rudder, designed for
vessels of any size, and supplied in single or multiple
configurations. Being of a single piece construction with
optimised shape and no moving parts, the Schilling
Rudder dramatically improves both course keeping and
vessel control characteristics. With operating angles up to 70° port
and starboard, the Schilling Rudder can control the propulsive force
to achieve an efficient ‘side thrust’ effect at a ship’s stern.
Schilling rudder
 SHOTTEL
RUDDER-PROPELLER
Rudderpropellers (SRP) are combined
propulsion and steering systems rated at
up to 6000 kW, which convert the engine
power into optimum thrust. As the
underwater components can be steered
through 360 degrees, the full propulsive
power can also be used for manoeuvring
and dynamic positioning of the ship.
Z-drive
 SHOTTEL
RUDDER-PROPELLER

The underwater
components can be
steered through 360
degrees.
TWIN RUDDER-PROPELLER
 CPP

Controllable-pitch propellers (CPP) are

propulsion systems that can be used with
almost any type of vessel. The power
spectrum ranges from 600 kW to 30,000
kW, with propeller sizes varying between
approximately 1.5 to 8.0 meters.
 CPP

Advanced calculation methods allow the

controllable-pitch propeller systems to be
optimally adapted to the vessel’s hull
form, thereby maximizing efficiency and
minimizing noise generation.
CPP
Pump - Jet
• An impeller sucks in
water through the
intake funnel, a
protective grid in the
bottom plate
preventing foreign
bodies from entering
the Pump-Jet.
Pump - Jet
• The impeller forces
the energized water
into a diffuser, as a
result of which
kinetic energy is
converted into
pressure energy.
Pump - Jet
• This energy
transformation
process is continued
in the diffuser, and
the water is collected
in the pressure
casing.
Pump - Jet
• The water is finally
expelled through the
outlet nozzles at an
angle of 15°, and
thrust is generated
which can be
steered through
360°.
Pump - Jet
 Azipod basics
• Traditionally ships have
• Engine
• (Reduction gear)
• Propeller shaft, i.e. shaft line
• Propeller
• Rudder
• Azipod combines motor, rudder and propeller
• Simple construction
• Good fuel efficiency
• Superior maneuvering
 Azipod begins
• The history of Azipod dates back to mid
1980’s, originating in the Finnish Maritime
Administration
• Icebreaker OTSO was in dry dock
• An engineer contacted ABB (then Finnish
Strömberg) to find out if it would be possible
to replace the huge propeller shaft bossing
with something else
 Azipod begins
• This lead to a development between Finnish
Maritime Administration, ABB and Wärtsilä
Marine (today Aker Yards)
• The result was a propulsion system which today is
know as Azipod, Azimuthing Podded Propulsion
• A patent for Azipod was given in 1987
• Today ABB Marine alone develops and
manufactures Azipods
The principle of the Azipod®

3D model, click here to view

Azipod Principles PPT, click here

Azipod® Propulsion History
March 2005 1 500 000 cumulative
Azipod® operating hours
2001 CRP Azipod® introduction
1st Compact Azipod® installation,
2001 Offshore supply vessel UT 745,
1st tacholess installation
2000 Compact Azipod® introduction
1999 1st fixi-pod installation, “Voyager of the Seas”
1998 1st mounting block installation,
1st Azipod® with fin, “Europa”.
1995 1st Cruise Vessel application, “Elation” 2 x 14 000 kW
1994 1st Icebreaker application “Röthelstein” 2 x 560 kW
1993 1st Tanker application “Uikku” 11 400 kW
1989 Prototype installation “Seili” 1 500 kW
1987 Original Azipod® Idea
Seili (1,5 MW)
-1989-

 Prototype installation
Seili (1,5 MW)
-1989-
Uikku (11,4 MW)
-1993-

 1st Tanker application

Uikku (11,4 MW)
-1993-
Röthelstein (2 x 560 kW)
-1994-

 1st Icebreaker application

Elation (2 x 14 MW)
-1995-

 1st Cruise Vessel application

Elation (2 x 14 MW)
-1995-
Voyager of the Seas (3 x 14 MW)
-1999-

 1st fixi-pod installation

Voyager of the Seas (3 x 14 MW)
-1999-

 1st fixi-pod installation

Compact Azipod® Propulsion
-2000-
Normand Rover (2 x 2,3 MW)
-2001-

 1st Compact Azipod installation

Normand Rover (2 x 2,3 MW)
-2001-
MV Hamanasu and Akashia
-2004-

 1st Contra-Rotating CRP Azipod

CRP Azipod Propulsion 2004
®
CRP Azipod® Propulsion 2004
 Product family
Passenger & Cargo ships Small vessels
other vessels

• Passenger ferries & • Ocean-going cargo • Offshore vessels

cruise vessels ships • Low propulsion
• • Top speed operation power
Ice-going vessel
• Low speed operation
vessels • Low speed operation
vessels, DP vessels • Less manoeuvring in vessels, DP vessels
operation

AZIPOD® CRP AZIPOD® Compact AZIPOD®

‘Power Rudder’
POD DRIVES
Pod drives in twin propeller
version are particularly
suitable for the market
sectors RoPax, double-
ended ferries, supply
vessels, tankers, container
ships and yachts. For the
offshore industry, pods with
single propellers in nozzles
are part of the new
development.
POD DRIVES
The two pillars of the
Azipod – a joint
development of Siemens
and SCHOTTEL – are the
SCHOTTEL Twin Propeller
technology and a
permanently-excited motor
(PEM) from Siemens
characterized by its high
efficiency and slim-line
construction.
POD DRIVES
POD DRIVES
POD DRIVES
POD DRIVES
Heavy-lift carrier
2 x SSP 5
(5 MW each)
Shipyard: Guangzhou
Shipyard, PR China
Owner: Chinese
Ocean Shipping
Company (COSCO),
PR China
POD DRIVES
19.500-dwt-Chemical
product tanker
Main Propulsion: 1 x SSP
7 (5.1 MW)
Auxiliary: 1 x STT 550
(620 kW)
Shipyard: Shanghai
Edwards Shipyard, PR
China
Owner: Donsøtank
Reederi AB, Sweden
Manoeuvering Data
Manoeuvering Data
 Transportation scenario

• Route Varandey-Rotterdam
• Volume 330.000 barrels per day (15 million tons per year)
• Onshore production and offshore loading
• Onshore storage
 Icebreaker assistance

• For large tankers

traditionally two
icebreakers are
needed
• Speed of convoy
depends on slowest
icebreaker
• Two 18 MW vessels
are the base case

GUIDING the AFRAMAX TANKER PRIMORYE

with the ICEBREAKERS KRASIN and MAGADAN
 Alternative icebreaker designs

VERSION 2 WITH
WIDE REAMER
• One icebreaker to make
wide enough channel
• Hull form and power to be
optimised

TAIMYR BEAM wl = 28.0 m

VERSION 1 BEAM wl = 34.0 m
VERSION 2 BEAM wl = 44.0 m
 Alternative icebreaker designs

2. OBLIQUE ICEBREAKER

WIDE VESSEL

Ice breaking capability at 60cm level ice

Normal vessel 10.0

9.0
8.0
7.0

• Several operational

Speed (knots)
6.0

SPEED 5.0

modes 4.0
3.0

• Minimum size means 2.0

1.0

minimum cost 0.0

20 25 30 35 40 45 50 55
Width of the broken channel

WIDTH OF BROKEN CHANNEL

 New thinking in running a vessel

OBLIQUE ICEBREAKER (artists impression)

 Example of results for DAT

• Basic fleet is 8 vessels

• Aframax size open water vessels:
• 5 in June
• 4 in July
• 3 in August
• 2 in September
• 1 in October
• Max storage 1.4 million m3
 Independent or Icebreaker assisted
directly to Rotterdam?

• Two LK-18 20,00

18,00
for each tanker 16,00

• Year round 14,00

12,00 Fees
cost for 6 10,00 Icebreaker cost
icebreakers 8,00 Tanker cost
6,00
• Independent 4,00
operation is 2,00
0,00
more feasible
DAT Conv.
 So, what is the best route?

• Direct 18,00

transportation to 16,00
14,00
Europe 12,00

• For other 10,00 DAT

8,00 Conventional
destinations with 6,00

longer open 4,00

2,00
water leg the 0,00

transipment may Direct Transhipment

be more cost
effective