HydroComp, Inc.

July 3, 2013

Using HydroComp NavCad to resolve static

thrust problems on wind farm service vessels
Applying NavCads Towing analysis for propeller-driven WFSVs

HydroComp NavCad is software for resistance and propulsion that can be found in the toolbox of
hundreds of naval architects and marine professionals from around the world. The latest challenge
for NavCad is to help resolve a unique problem for propeller-driven wind farm service vessels
(WFSVs). Much like the problems of dynamic positioning in offshore and platform support
vessels, WFSVs are finding issues of insufficient thrust during static (i.e., bollard) operation. This
is a solvable problem, but one which must be evaluated on a case-by-case basis.
Nature of the problem
The problem exhibited in WFSVs is one of mutually exclusive operational objectives for the
propeller efficient high speed operation versus maximum static thrust for the crew transfer
maneuver. Of course, a propeller optimized for one case (high speed) will be less effective at the
other (bollard).
Potential solutions
A controllable-pitch propeller (CPP) would be the ideal solution, but since this is not generally a
feasible option, we will set it aside to focus on fixed-pitch propeller (FPP) systems. For FPP
propellers, maximum static thrust is determined by an equilibrium relationship between the
engine's ability to generate power and a propeller's power requirement at a given RPM. There is
one point on the engine's power curve where the propeller cannot be spun any faster as it would
require more power than the engine is capable of producing. The thrust is generated by the
propeller at this RPM, and in general, more thrust means more RPM.
The solution, therefore, is to
a)

increase low end power for the engine so that it can spin the propeller faster,

b) reduce the propeller's power requirement (in a way that does not affect high speed
operation), or
c)

some combination of both.

So, a solution could come from different engine models with different power curves, or from
different propeller characteristics that change the shape of its torque curve.
Propulsion analysis with HydroComp NavCad
Both of these options can be evaluated by NavCad, which includes a Towing propulsion
analysis that is built upon this equilibrium-power relationship described above. In this analysis,
NavCad can find the maximum equilibrium thrust given the engine, transmission and propeller
characteristics. It allows the entry (and archiving) of specific engine model power curves, so the
effect of different power curves can be evaluated. It also allows for consideration of different
propeller types and parameters, including their effect on cavitation breakdown. This offers the
ability to look for WFSV-friendly propeller geometries. As mentioned above, such an analysis
needs to be run on a case-by-case basis, since geometric properties like shaft angle and stern run
angle needs to be considered in the analysis.

Example
The following plots illustrate how NavCad can evaluate the effect on static thrust due to
differences in engine power curves and propeller characteristics. The static bollard condition is
represented by a 0.01 knot speed, and the propeller design operating speed is 20 knots.
The plots to the left show engine loading for the given power curves of engines rated at 3000 kW
at 1000 RPM. The plots to the right are delivered thrust overlaid onto the resistance curve. The top
speed is where the two lines intersect, and the static delivered thrust is found at the nominal zero
speed position.
Basis 300 kN thrust
This is the original engine and propeller. Bollard equilibrium occurs at 520 RPM.

New engine model 460 kN thrust

This is for a new engine model of the same rating but with modestly different engine power curve,
using the original propeller. While the engine is not substantially different from the original, the
modest increase in low RPM power results in approximately 50% increase in static thrust with
increase in RPM to 660. The top speed is shown to be maintained (intersection at 20 knots).

New propeller 410 kN thrust

This is for the original engine with a new propeller that is designed with characteristics to reduce
torque at bollard conditions. The engine is not changed, but the new propeller delivers some 35%
more static thrust at 720 engine RPM. Top speed is maintained (intersection at 20 knots).

These plots illustrate how NavCad can be used to investigate the differences in engine power
curves on static thrust where an increase in the power delivery curve at low RPM will allow the
propeller to spin up to a higher RPM and generate more thrust. It also shows how NavCad can
assess the effect of propeller characteristics on static thrust, where for the same power requirement
a different propeller might deliver more thrust. Since maintaining top speed is an important
mission constraint, NavCads robust resistance prediction capabilities are also critical to success.
As has been described herein, finding an acceptable overall solution to the problem of insufficient
static thrust requires a tool that has the ability to

correctly model the influence of engine curve shape and propeller performance on the
equilibrium power towing condition at bollard, and
properly predict vessel resistance to insure that top speed is not compromised by any
changes that might be proposed.

For more information about HydroComp NavCad

For additional information and demo, click to: www.hydrocompinc.com/software/navcad
About HydroComp
Celebrating its 29th year of operation in 2013, HydroComp provides software and services for the
performance analysis and design of marine vehicles to industry, research, government, and
academic clients. The company is proud to serve over 700 customers and clients from more than
60 countries.
For more information, please contact:

Donald MacPherson, Technical Director

HydroComp, Inc.
13 Jenkins Ct, Suite 200
Durham, NH 03824 USA
Tel (603)868-3344
Fax (603)868-3366
dm@hydrocompinc.com
www.hydrocompinc.com