Samenvatting

This thesis is concerning effective use of fuel on board the ALP STRIKER. The recent transfer from heavy fuel oil, to the more expensive marine gas oil led to ongoing discussions about the effective use of fuel on board. The goal was to find the optimum propulsion configuration on board for any attainable given speed, with concern to the effective use of fuel.

The main question was as follows:
“During free sailing, what is the most economic propulsion configuration and speed on the ALP STRIKER?”
To answer this the following sub-questions were purposed:
1. “How can the fuel consumption and speed accurately be measured?”
2. “How can external factors be taken into account?”
3. “How can the data be processed reliably?”

By answering these questions, a test procedure was composed. The test procedure used reliable instruments, already installed on board to assess the parameters. To exclude other variables such as: sea state, weather and ship condition, they were monitored well and conditions were set to not let them alter the results of the trial. The ship was to conduct the tests in a narrow time schedule. This way the same fuel could be used and variables such as hull, propeller and engine condition would be stable enough to be dismissed. So, the main test was performed on one day, testing a two-engine and one-engine configuration. The test ran with engine load varying from 40% to 95% in four steps. All the while taking note all dependent, independent and control variables. After, the data was processed and to verify the accuracy of the results, individual datasets were added until the testing window came to an end. More full configuration tests were intended, also testing different propulsion configurations, though the time window for testing was already at an end. To add validity, the current test data was also compared to previous consumption data. And accuracy of the primary variables was also assessed.
The tests were not run entirely as intended and not without its’ imperfections. The time window for the tests was coming to an end. The rudder was damaged and added resistance. The wind was slightly exceeding the 11 knot limit and the shaft generator load was not as stable as hoped. The amount of measurements meeting test requirements were not as hoped. Though, the test procedure proved to have a good foundation and recommendations for additional research were made.
Regardless of all, the results did indicate that the one-engine configuration was most fuel effective and provided the most miles traveled for the least amount of fuel. The maximum speed with this configuration was 10.6 knots with a shaft generator load of 547 kilowatts.
There were more propulsion configurations possible on the ALP STRIKER and the full speed range possible was not tested. Also the obstructions did put into question the validity of the results. Further research, following the existing procedure and recommendations made, should provide a sound basis, from which reliable and more insightful conclusions can be made.