STATUS REPORT

JUNE 2009
STORMFÅGELN AB (PUBL)

REPORT AND CONCLUSIONS FROM

INTERIM REPORT “STORMFÅGELN
PROPULSION SYSTEM
TRANSIENT DYNAMIC ANALYSIS”
STATUS REPORT, JUNE 2009
STORMFÅGELN AB (PUBL)

CONTENTS
Summary 3
Verification analyses that are
crucial for the Stormfågeln 5
Positive results from strength
and lifetime analyses 6
The “Stormfågeln Driving Unit
Transient Dynamic Analysis”
project 7
Competitive efficiency 8
The CFD-analysis of propulsive
efficiency 15
Further verifications planned
in the next stage 16

2
STATUS REPORT, JUNE 2009
Stormfågeln AB (publ)

SUMMARY

Several interim reports from the ongoing verification analyses of the

Stormfågeln performance have provided the company with a clearer
image of the competitiveness of its products and the segments of the
marine industry in which the products have their greatest commer-
cial potential. One of the conclusions of the interim reports is that the
Stormfågeln concept is probably suitable for commercial marine trans-
port that needs to operate at speeds that exceed 30 knots. This covers,
for example, ferry traffic, paramilitary applications and goods transport
that aims to compete with road transport.

The Stormfågeln concept has several clear advantages over the main
technologies that are currently used for this type of marine traffic, such
as traditional propeller systems with straight shafts, water jet technol-
ogy, and traditional surface–piercing propellers. The advantages are
economic, environmental and performance-related. Work will now con-
tinue such that it will be possible during the autumn to confirm the ad-
vantages of the Stormfågeln over conventional systems. Potential OEM
partners will be courted in parallel with this, informing them of the new
and probably crucial facts that are presented in the interim reports.

The company CTD Marine, Lennart Berghult, in Switzerland (where “CTD” is

an abbreviation for computational turbomachinery design) has determined the
efficiency of the Stormfågeln propeller, under commission from Stormfågeln.
The calculations have been carried out using computational fluid dynamics
(CFD) analysis, and they have formed the basis for ongoing strength calcula-
tions for the propulsor and its propeller blades and mechanism. The latter cal-
culations are being carried out by IMES, the Institute of Mechanical Systems
at the Zürich University of Applied Sciences, and consist of two parts – static
and dynamic analysis. The static analysis is now complete. The static analysis,
supplemented by fatigue analysis, has allowed IMES to conclude in the interim
report that the propulsion of the Stormfågeln will satisfy the demands for life-
time placed on it.

CTD Marine has calculated that the efficiency of the Stormfågeln propeller is
62%, which agrees well with previous assumptions from field trials of the proto-
type Stormfågeln. The analyses suggest that there is a relatively large potential
for improvement, and CTD Marine believes that the efficiency of the propel-
ler can be increased to over 70% by optimising the blades. This figure is in line
with that achieved by other surface-piercing propellers. An efficiency of 70%
will mean that the Stormfågeln is in line with water-jet technology, the optimal
performance of which is calculated to be approximately 70% at its design speed.
It should be pointed out in this context that the optimised speed for water-jet
boats is normally set to lie between 30 and 40 knots. There are, furthermore, in-
dications that the efficiency of water-jet technology tends to decrease at speeds
above 40 knots.

3
The Stormfågeln concept has major advantages over both water-jet technology
and traditional surface-piercing propellers. The water-jet suffers from a low or
very low efficiency at all speeds apart from just the designed optimal speed, and
this means that the fuel costs are relatively high and thus also the impact on the
environment. Further, water-jet technology is sensitive to weight, and normally
needs extensive and expensive maintenance. The expense arises from, among
other factors, cavitation problems, which lead to damaging erosion when the
load deviates from what is suitable.

Traditional surface-piercing propellers experience problems in reaching the

planing condition, and there is a risk that they will loose the planing condition at
speeds around the planing threshold. These vessels also suffer from poor reverse
thrust properties. These are the Achilles heels of conventional surface-piercing
technology, and the principal reasons that it cannot gain territory from water-
jet technology. The Stormfågeln solves all of these disadvantages. The pitchable
propeller blades of the Stormfågeln are of major significance for its unique per-
formance. They are used to obtain rear thrust during reversing, at the transi-
tion to the planing condition, and when planing at different speeds, in order to
achieve an optimal ratio of engine rate of revolution to propeller rate of revolu-
tion. It is worth noting in this context that the international patent for which
Stormfågeln has applied relating to an adjustable surface-piercing propeller with
fully ventilating blades was published on 2 April 2009, which means that the pat-
ent application has been approved.

The pulsating forces that arise naturally when the propeller blades continuously
pass from air to water and from water to air are relatively low in the Stormfågeln
system, and thus the risks that the propeller blades are damaged or broken are
also low. This is otherwise a further weakness of the traditional surface-piercing
propeller technology.

One of the critical advantages of the Stormfågeln concept in comparison with

competing systems is the rotation of its propeller blades. This function makes
it possible to achieve the lowest possible fuel consumption in all speed regions,
independently of how the vessel is loaded. The adjustment of the ratio of the
rate of revolution of the engine to that of the propeller can be carried out taking
into consideration the efficiency of the propeller and the specific fuel consump-
tion of the engine. Such an adjustment is not possible on installations that use
water-jet units or propellers with fixed blades. These can be optimised solely for
one optimal speed at any given load.

A number of verification analyses and calculations remain to be done, in order

to optimise the propulsion of the Stormfågeln for increased strength and effi-
ciency. We hope that it will be possible to complete these during the summer and
autumn. At the same time, we are seeking deeper contact with potential OEM
partners and other interested parties, who initially can contribute to the financ-
ing of the remaining planned analyses.

4
VERIFICATION ANALYSES THAT ARE CRUCIAL FOR THE STORMFÅGELN

The measurements of fuel consumption that were carried out in October 2008
showed that the Stormfågeln concept is probably commercially interesting for
several segments within the marine industry. If a system, however, is to be used
for commercial marine transport, its strength, lifetime and maintenance require-
ments are critical. To put it another way: there are many good ideas that have the
potential to provide both environmental and economic advantages, but few of
them can prove that they are viable in the long run, and in daily commercial use.

The verification analyses that Stormfågeln started at the end of 2008, and which
were initiated by several potential OEM partners, are thus crucial for the future
of the Stormfågeln and the possibilities for the company to place its products on
the market. The analyses consist of five parts:
1. the propulsive efficiency of the Stormfågeln propeller
The performance of the 2. static calculations of strength and lifetime of the propeller blades and
Stormfågeln propulsor and its mechanism of the propulsor
propeller blades and mechanism 3. dynamic calculations of strength and lifetime of the propeller blades and
has been verified in a number mechanism of the propulsor
of analyses, presented on 4. optimisation analyses of propeller blades
26 May 2009. 5. comparative analyses of competing propulsions and hulls.

Of the five parts listed above, the efficiency has been determined and the static
analyses have been carried out. The results from these were presented as an in-
terim report on 26 May 2009 at IMES, the Institute of Mechanical Systems at
the Zürich University of Applied Sciences, which is responsible for the analyses
of strength and lifetime. The efficiency has been determined by CTD Marine,
Lennart Berghult Computational Turbomachinery Design, Switzerland.

The conclusions of the interim report allow us to conclude that the propulsion
of the Stormfågeln will satisfy the demands for lifetime required for commercial
marine transport. The Stormfågeln has thus passed a significant obstacle on the
pathway to commercialisation, and has been able to overcome an obstacle at
which many good ideas fall. Further, the efficiency that has been determined al-
lows us to see more clearly and to confirm the segments of the marine industry
in which the Stormfågeln will have the greatest competitivity.

5
POSITIVE RESULTS FROM STRENGTH AND LIFETIME ANALYSES

A complete 3D model of the

Stormfågeln propulsor has been
created within the framework
of “Stormfågeln Driving Unit
Transient Dynamic Analysis”,
including the propeller blades
and the complete mecha-
nism by which the
blades can be
rotated.

The commission undertaken by IMES, the Institute of Mechanical Systems at

the Zürich University of Applied Sciences, is divided into several parts, as de-
scribed above, all of which are included in the project “Stormfågeln Driving Unit
Transient Dynamic Analysis”. The first stage carried out by IMES has been sta-
tic strength and lifetime calculations for the propeller blades of the Stormfågeln
and the mechanism of its propulsor.

IMES has built a 3D model of the complete Stormfågeln propulsor, including

the propeller blades, the complete mechanism that allows the blades to rotate,
and those parts of the propulsor that transfer power from the engines. Professor
Dr. Jürg Meier at IMES has led the work. His conclusion of the results from the
static analyses includes the following:

“We have carried out several analyses as a part of the project ‘Stormfågeln Driving Unit
Transient Dynamic Analysis’. Frequency and static stress analyses of the blades and mecha-
nism under dynamic load show that there are no critical weaknesses that cannot be solved
by minor design and/or material improvements. Based on the facts from these analyses and
a complementary fatigue analysis, our conclusion is that the Stormfågeln propulsion sys-
tem will meet the lifetime requirements. With the results from our next step – a dynamic
analysis – we will be able to determine the exact lifetime and make suggestions concerning
detailed design and material improvements.”

6
 The loads have been applied as static loads in the computer model analy-
ses referred to by Professor Meier above. The next stage in the work is
constituted by dynamic analyses, in which the propulsor is rotated
while being subjected to varying loads. In simple terms, this means
that the frequency and static stress that arise when the parts are
in motion (which increases the tensions that affect the fittings)
are examined. The main aim of the dynamic analyses is to ob-
tain the background information required to optimise the de-
sign.

Lennart Berghult at CTD Marine has stated that it has been established that
the Stormfågeln possesses a robust system with respect to a long lifetime.

“The lifetime analyses carried out by the university are compatible with the standard
for lifetime calculations for commercial and military systems. The results are unambigu-
ous, and are of major significance in several respects. They indicate, for example, that the
maintenance cycles of the Stormfågeln are more advantageous than the cycles that can be
achieved by currently available water-jet applications. The Stormfågeln cycles are equiva-
lent to those used by robust conventional propeller systems used in vessels.”

Stormfågeln has developed contacts with several potential OEM partners. Dis-
cussions with these have come to something of a standstill while waiting for
the results of the strength and lifetime ana-
lyses. A positive result from these will prob-
ably determine the result of these discus-
sions. Stormfågeln has previously intended
to present the results once the study has
been completed. The conclusions reached by IMES
and CTD Marine, however, are so clear and unambiguous
that the company can proceed with the discussions now.

THE “STORMFÅGELN DRIVING UNIT TRANSIENT DYNAMIC ANALYSIS

The analyses are based on a 3D model of the complete Storm- been carried out in a first stage in order to calculate the strength
fågeln propulsor, including the propeller blades, the complete and lifetime. The calculations are based on the maximal load,
mechanism that allows the blades to rotate, and those parts of which from the point of view of strength is a “worst–case scena-
the propulsor that transfer power from the engines. Rotation of rio”, in which the force has been a maximum. In this case, this
the blades is used in order to reach the planing condition rapidly gives the efficiency of the propeller at 58 knots.
and remain in it, and while reversing under reverse thrust. The
latter situation involves turning the blades such that the propul- The forces applied in the analyses have been static and not
sive force of the propeller changes direction from forwards to varying. The next stage in the work will involve dynamic analy-
reverse. ses. To put it simply, this means that the propulsor is rotated
and subjected to varying loads, something that increases the
CTD Marine, Computational Turbomachinery Design, has used a tensions it experiences. The experience gained from the static
computational fluid dynamics calculation to determine the effi- analyses allows us to predict with reasonably high confidence
ciency of the propeller. The thrust and the torque have been cal- the magnitude of the increase, and we can therefore already as-
culated with the aid of the calculated blade forces, and these in sess the strength of the Stormfågeln propulsor. The main aim of
turn give the efficiency. IMES has subjected the design to these the dynamic analyses is to produce the information required to
loads in a computer model, and examined the tensions that it optimise the design at a detailed level and to specify the values
creates. Static calculations of the oscillations and the stress that of lifetime for all parts of the construction.
the blades and other parts of the construction experience have

7
COMPETITIVE EFFICIENCY

The propulsive efficiency (the ratio between the power supplied and the power
delivered) of the Stormfågeln has been calculated, and used as a basis for the
analyses of strength and lifetime. The efficiency that the Stormfågeln currently
has and the potential optimisation of the blades have also given valuable infor-
mation about the performance of the Stormfågeln in comparison with compet-
ing systems, and thus also concerning the segments in which the concept of the
company will be most interesting.

CTD Marine, Lennart Berghult Computational Turbomachinery Design in

Zürich, has used parameters in the form of speed, rate of propeller revolution,
blade design and blade angle to determine the propulsive efficiency of the Storm-
fågeln, by computational fluid dynamics. CTD Marine has used the parameters
of only one particular condition, and calculated the efficiency at this condition:
the loads experienced by the propulsion at maximal load, which occurs at its top
speed of 58 knots. The efficiency at this speed is 62%.

This means that it is not possible to plot the graph of propulsive efficiency at
various speeds. CTD Marine, however, has drawn up a probable graph of the
propulsive efficiency of the Stormfågeln, based on the values that were measured
during the measurement of fuel consumption. An important fact on which this
graph is based is that the fuel consumption of the prototype is essentially con-
stant in the range of speed from 22 to 58 knots (where it is 4.1 litres per nautical
mile).

8
 The CFD analysis shows that the propeller blades of the Stormfågeln have a
potential for improvement (see the box on Page 15 for details). It has been cal-
culated that it will be possible to improve the efficiency from its current 62% to
over 70%. The latter value corresponds to the efficiency of traditional surface-
piercing propellers. CTD Marine is of the opinion that it will be possible for the
Stormfågeln to reach this value, based on the optimisation potential revealed by
the CFD analysis, and based on the observation that the propeller blades of the
Stormfågeln are the result of “assumptions made during the design process and in the
absence of appropriate design tools”.

An optimal graph of the propulsive efficiency of the Stormfågeln shows that

the efficiency is 58-63% at 10 knots and 72-75% at 60 knots. It is, however, very
important to point out that the graph is based on assumptions. The efficiency
below 15-20 knots is particularly uncertain. A CFD analysis based on optimised
blades and the efficiency at several speeds are required in order to determine a
more exact calculated curve. The verification calculations are included in analy-
Stormfågeln
ses planned vs(Part
for the future Submerged Conventional
4 of the analysis programme). Propeller
The graph to the right shows 0.80
Overall Propulsive Cofficient

the assumed propulsive co- 0.75

efficient of the Stormfågeln.
CTD Marine has based its 0.70
assumptions on the efficiency 0.65
determined at 58 knots with
the current design of the
0.60
propeller blades in combination 0.55
with a probable potential for 0.50
optimisation.
0.45
0.40
0.35
0.30
10 20 30 40 50 60
Vessel Speed
The optimal graph for the propulsive(Black et al of
efficiency 2006)
the Stormfågeln allows a
number of interesting comparisons to be made with competing systems. These
in turn allow us to determine which segments are commercially interesting for
the Stormfågeln concept.

The comparisons presented below relate to the propulsive efficiency of common

propeller systems. The comparisons do not take the possibility of optimising
the fuel consumption at different speeds into account. This possibility is a major
competitive advantage of the Stormfågeln concept.

It is possible to turn the blades of the Stormfågeln propeller to a position at

which the best efficiency is achieved at all speeds. Only limited power is with-
drawn from the engines when driving at a relatively low speed, such as 30 knots.
The engines have their lowest specific fuel consumption at a specific rate of
revolution, for this level of power. It is possible to adjust the engine rate of revo-
lution when the blades are rotated. The ideal rates of revolution of the engines
and the propeller, however, differ. It is therefore necessary to compromise be-

9
The Stormfågeln was run at tween the ideal values for the engine and the propeller in order to obtain optimal
58 knots during the electronic low fuel consumption.
measurements of fuel consump-
tion in October 2008, with short The Stormfågeln makes it possible to set this optimal compromise, and in this
spikes at 59 knots. way obtain the optimal low fuel consumption, independently of how the vessel
The consumption lay constant is loaded. Such an adjustment is not possible on installations that use water-jet
in the range of speeds 22-58 knots units or propellers with fixed blades (known as “fixed pitch” propellers). These
at approximately 4.1 litres per systems force the user to accept the parameters achieved at any one speed, and
nautical mile. the rate of revolution is determined by the current torque developed by the
propeller. This means, in turn, that it is only possible to optimise the propeller
for one speed. It is not possible to influence the fuel consumption at any other
speed.

10
 A comparison of the Stormfågeln with conventional propellers:
COMMERCIALLY
Stormfågeln INTERESTING AT SPEEDS
vs Submerged ABOVE 30 KNOTS
Conventional Propeller
The diagram shows a compa- 0.80

Overall Propulsive Cofficient

rison between the assumed 0.75
curve of the Stormfågeln
propulsive coefficient (red) and 0.70
the curve of a conventional 0.65
underwater propeller (yellow).
The latter curve has been
0.60
published by the ITTC (The 0.55
International Towing Tank
0.50
Conference), with reference to
“Black et al. 2006”. The ITTC 0.45
is an international association 0.40
responsible for predicting the
hydrodynamic properties of
0.35
marine installations by physi- 0.30
cal and numerical modelling. 10 20 30 40 50 60
Vessel Speed
(Black et al 2006)
The graph shows that a conventional propeller has a higher efficiency at speeds
below 25 knots. The efficiency drops dramatically at speeds above 30 knots. It
can be added that the appendage drag from shafts and shaft mountings increases
dramatically at higher speeds, and it can be noted that the Stormfågeln surface-
piercing propulsor does not experience appendage drag.

The comparison shows that the Stormfågeln should be interesting for segments
that operate above 30 knots. This is the case for passenger ferries, for example,
and for military and paramilitary applications such as Coast Guard vessels. The
Stormfågeln may also be interesting for pure transport vessels such as supply
boats for merchant vessels and oilrigs. It may also be interesting for goods trans-
port with a high fuel efficiency that attempts to compete with road transport.

The efficiency in this comparison concerns also the propulsive force produced
by the propeller. Ocke Mannerfelt Design concluded in November 2008, based
on results from measurements of the fuel consumption of the prototype Storm-
fågeln, that the propulsion and hull of the Stormfågeln give an efficiency that
is 10% higher than the most modern drive technology in combination with a
well designed ventilated stepped hull, and 35% higher than conventional straight
drive shaft technology. The comparison shows that the Stormfågeln concept is
robust and lies in line with the latest technology. This comparison, however, is
rather like comparing apples and oranges. The most modern propulsion techno-
The Misago boat (where logy has not been designed for large vessels, while an installation with a straight
“Misago” is the Japanese drive shaft is not normally used for speeds above 30 knots.
word for “Stormfågeln”) is a
high-speed motor yacht that It is more interesting to compare the Stormfågeln concept with the systems that
IF Design has drawn, with are normally used for large vessels and for vessels that operate in the speed range
the propulsion and hull of the above 30 knots. Thus, the interest-
Stormfågeln. ing comparisons are those with other
surface-piercing propellers and with
water-jet technology.

11
 Stormfågeln compared with a traditional surface-piercing propeller:
THE SAME Stormfågeln
OR BETTER EFFICIENCY – WITHOUT
vs Surface ANY Propeller
Piercing ACHILLES HEELS

The diagram shows a compa- 0.80

Overall Propulsive Cofficient

rison between the assumed
0.75
curve of the Stormfågeln
propulsive coefficient (red) and 0.70
the curve of a conventional 0.65
surface-piercing propeller
(green).
0.60
The latter curve has been 0.55
published by ITTC (The
0.50
International Towing Tank
Conference), which is an inter- 0.45
national association responsible 0.40
for predicting the hydrody-
namic properties of marine
0.35
installations by physical and 0.30
numerical modelling. 10 20 30 40 50 60
Vessel Speed
(Black et al 2006)
The difference between the expected propulsive efficiency of the Stormfågeln
and that of a traditional surface-piercing propeller is not dramatic. It is, however,
a fact that the efficiency of the Stormfågeln is higher in the speed range up to 40
knots, as a result of the possibility of turning the blades of the Stormfågeln pro-
peller. The largest difference between the two systems is that the Stormfågeln
solves the Achilles heels that plague traditional surface-piercing technology.
• severe difficulty in attaining the planing condition
• problems with driving the boat at a constant speed at speeds close to
the planing threshold, the boat readily falls out of the planing condition
• poor reversing ability.

Thus, the pitchable propeller blades are one of the strengths of the Stormfågeln
concept. They can be used:
• when reversing, with reverse thrust to achieve high manoeuvrability
• at the transition to the planing condition, by adjusting the ratio of the rate of
revolution of the engine to that of the propeller (the Stormfågeln requires
only a few boat lengths to achieve the planing condition), and
• when planing at different speeds, in order to adjust the ratio of the rate of
revolution of the engine to that of the propeller.

The CFD analyses also show that the pulsating forces on the propeller blades of
the Stormfågeln are relatively low. These forces, which arise when the propeller
blades continuously pass from air to water and from water to air, can cause the
propeller blades to become damaged or broken and are a further weakness of the
traditional surface-piercing propeller technology.

The ability of the Stormfågeln to reach the planing condition, to retain the plan-
A sequence from the CFD analysis ing condition at speeds that lie close to the threshold speed, the high manoeu-
of the propulsor of the Stormfågeln, vrability when reversing and the relatively low pulsating forces on the propeller
used to determine its propulsive blades all ensure that the Stormfågeln concept appears very advantageous when
coefficient. compared with the traditional surface-piercing propeller technology.

12
 The Stormfågeln compared with water-jet technology:
SUPERIOR EFFICIENCY IN MOST SPEED RANGES
AND LOWER MAINTENANCE COSTSvs Waterjets
Stormfågeln
The diagram shows a compa- 0.80

Overall Propulsive Cofficient

rison between the assumed 0.75
curve of the Stormfågeln
propulsive coefficient (red) and 0.70
the curve of a water-jet system 0.65
(blue).
The latter curve has been
0.60
published by the ITTC (The 0.55
International Towing Tank
0.50
Conference), with reference to
“Black et al. 2006”. The ITTC 0.45
is an international association 0.40
responsible for predicting the
hydrodynamic properties of
0.35
marine installations by physi- 0.30
cal and numerical modelling. 10 20 30 40 50 60
Vessel Speed
(Black et al 2006)
The propulsive efficiency of a water-jet can be optimised by dimensioning the
intake for one optimised speed. The propulsive efficiency is high at this optimal
speed. The efficiency is lower at all other speeds – both below and above the op-
timising speed – and this gives relatively high fuel costs in these sequences, and
thus also an increased impact on the environment.

It should be pointed out in this context that the optimised speed for water-jet
boats is normally set to lie between 30 and 40 knots. There are, furthermore, in-
dications that the efficiency of water-jet technology tends to decrease at speeds
above 40 knots. The curve presented by the Internal Towing Tank Conference
The original propeller blades presented above is based on theory, allowing a water-jet to be optimised for the
of the Stormfågeln have been top speed of the Stormfågeln, around 60 knots. This comparison between the
modified in several stages Stormfågeln concept and water-jet technology is based on this theoretical point.
according to a method based
on analyses of measured data, The Stormfågeln has considerable advantages over water-jet technology. The ef-
basic calculations, and trial ficiency of the Stormfågeln is higher in all speed segments, with the exception of
and error. The propeller blades the speed that is optimal for the water-jet.
have not yet reached their
optimal design, in their current A water-jet differs from traditional surface-piercing propellers and the concept
shape and size. CFD analyses of the Stormfågeln in that it has a high efficiency, and thus also a good fuel
have indicated that there economy, only at its optimal speed. Despite this, water-jet technology has today
remains potential for a strong position within the ferry segment and as an application for military and
improvement. paramilitary boats. The Achilles heels of the traditional surface-piercing propel-
ler technology (described on Page 12) are
a crucial factor in the general conclu-
sion that water-jet technology is a
better alternative.

13
 Water-jet technology, however, also has weaknesses.
• The propulsor of the Stormfågeln is not sensitive to cavitation, but this can
constitute a major problem for water-jet technology, affecting its performance
and its potential need for maintenance.
• The design of a water-jet is adapted during its construction to the loads that
will influence the system at an optimal speed, and to the need to avoid cavita -
tion at this speed. Cavitation can have disastrous effects both on the efficie-
cy and lifetime of the system. The effect on lifetime arises since the cavitation
in a water-jet causes harmful erosion.
• To put it simply: this means that the maintenance requirements of water-jet
technology are normally sensitive to speeds and loads that do not correspond
to the optimal speed and calculated load. This may constitute, for example, an
A sequence from the CFD analysis
expensive limitation for shipping companies, since it means that they cannot
of the propulsor of the Stormfågeln,
optimise the load (made up of goods and/or passengers). The water-jet dis-
used to determine its propulsive
turbs stones and gravel from the water bottom, and this has a negative impact
coefficient.
not only on the environment but also on the costs of maintenance and of
inactive periods.
• Further, the hull of a water-jet vessel must be designed such that it avoids
mixing air into the water flowing around the water-jet unit. Thus, for exam-
ple, a modern high-efficiency hull with a ventilated stepped design is highly
unsuitable for use with water-jet technology. The propulsor of the Stormfågeln
does not suffer from these problems.

Thus, the Stormfågeln has considerable advantages over water-jet technology.

The propulsive efficiency of the Stormfågeln is higher in all speed segments,
with the exception of the speed that is optimal for the water-jet. The efficiency
of the Stormfågeln today at the speed for which the prototype boat has been
designed (approximately 60 knots) is pretty much equal to that of a water-jet
vessel optimised for the same speed. CTD Marine states in its evaluation of the
strength and lifetime analyses carried out by IMES that “…the maintenance cycles
of the Stormfågeln are more advantageous than the cycles that can be achieved by currently
available water-jet technology. The Stormfågeln cycles are equivalent to those used by ro-
bust conventional propeller systems used in vessels.”

14
 THE CFD ANALYSIS OF PROPULSIVE Efficiency

CTD Marine in Zürich has determined the propulsive efficiency during the development of the blade design, and this has been,
of the Stormfågeln based on values of speed, rate of revolution obviously, a limiting factor. This has led CTD Marine to the con-
of the propeller, and the shape and angle of the propeller blade. clusion that the propeller of the Stormfågeln can reach a propul-
The input values have been obtained from maximal load on the sive efficiency greater than 70%, given the correct optimisation.
propulsor with its propeller blades and mechanism. The speed in
this case was taken to be 58 knots. One indication of the potential for optimisation is the pressure
that the CFD analysis discovered on the suction side of the pro-
To put it simply: the propulsive efficiency is constituted by the peller blade, which gives a counteracting force. To put it simply:
power ratio between the power that is supplied to the propel- the boat is pressed backwards by this pressure and this reduces
ler (the torque multiplied by the rate of revolution) and the the propulsive efficiency. It is the opinion of CFD Marine that it
power that is delivered by the propeller (thrust multiplied by is possible to transfer this negative pressure to the forward pres-
speed). The CFD calculations have considered three media, and sure side of the blade by a redesign of the blade, and increase
this makes them very complex and advanced. Not only does the the efficiency in this way.
propulsor function in the interface between water and air layers,
cavitation also arises when the propeller blades move through There is probably further potential in an optimal adjustment
the water. This gives rise to a third medium, steam, which arises of the size of the blade. The surface area of the blade has been
when the pressure becomes so low that the water boils. gradually changed, and the blade profile was changed on one
occasion, using a trial and error method. It is impossible to
The propulsive efficiency of the Stormfågeln has been deter- determine whether the current size and shape are correct. What
mined to be 62% at a speed of 58 knots, which agrees well with we do know is that the current design is more efficient than pre-
the assumptions that were made in association with the tests vious versions. It will only be possible to determine whether the
of fuel consumption carried out in October 2008. CTD Marine efficiency can be increased by redesigning the form and profile
points out in its report that a number of probable optimisation of the blade in two ways: either by further CFD analyses or by
possibilities are available, which will increase the efficiency if casting a series of new blade sets. The CFD analyses are prefer-
carried out. A traditional surface-piercing propeller with well- able for several reasons – not least economic reasons. These
designed blades can achieve an efficiency above 70% at optimal analyses must also be carried out using trial and error, and they
speed. The propeller blades of the Stormfågeln are, as CTD have been included in the planned programme of verification
Marine expresses it, the result of “assumptions made during the for the Stormfågeln performance.
design process and in the absence of appropriate design tools”.
The Stormfågeln has had access to only a single set of blades

15
FURTHER VERIFICATIONS PLANNED IN THE NEXT STAGE

The evaluation presented in this status report shows that the Stormfågeln con-
cept is strong in those segments that operate in the speed range above 30 knots.
It shows also that the Stormfågeln has clear advantages over the systems that are
normally chosen for these segments.

The Stormfågeln company is in a financial situation in which it is of utmost

importance to form ties with one or several OEM partners, who together with
the company can take the Stormfågeln concept to commercial exploitation.
The company will continue with further verification tests in order to present
as strong a case as possible when discussing with potential partners. These tests
have been previously planned.

• Dynamic calculations of strength and lifetime of the propeller blades

and mechanism of the propulsor
The purposes of these calculations are to determine the lifetime of the pro-
pulsor and its components, and to draw up detailed proposals for improve-
ments in design and material choice. They will be carried out by IMES, the
Institute of Mechanical Systems at the Zürich University of Applied Sciences.

• Optimisation analyses of propeller blades

The purpose of these analyses is to optimise the propulsive efficiency. They
will be based on the results from the CFD analysis that indicated that there
is a large potential for optimisation.

• Comparative analyses of competing propulsions and hulls

A confirmed curve for the propulsive efficiency of the Stormfågeln will be
determined using CFD analysis, based on the optimisation of the propel-
ler. This curve will be used as a starting point for an in-depth and confirmed
comparison with competing systems (traditional propellers, surface-piercing
propellers and water-jet technology). Furthermore, CFD will be used to carry
out comparative analyses of the overall efficiency (propulsion and hull) of the
Stormfågeln with those of competing propulsions and hulls, at a model level.

16
Östgötagatan 93
SE-116 64 Stockholm
Phone +46 8 717 80 70
Fax +46 8 551 136 44
Web www.stormfagel.se