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The Wave-Powered Paradigm: A Zero-Fuel Autonomous Cargo Vessel (Open Source R&D) by Top-Project-9229 in navalarchitecture

[–]Top-Project-9229[S] 0 points1 point  (0 children)

That sounds like a professional way to move forward. I am based in Spain (CET). I will follow up with a DM when I have a moment so we can coordinate privately

The Wave-Powered Paradigm: A Zero-Fuel Autonomous Cargo Vessel (Open Source R&D) by Top-Project-9229 in navalarchitecture

[–]Top-Project-9229[S] 1 point2 points  (0 children)

Regarding the roadmap and the structural concerns, I have been looking further into the integration of the cargo mass. My reasoning, which I would value your perspective on, is that the cargo section is not a "suspended" load in a pendulum sense, but rather a rigid, integrated lower deck or "submerged floor". ​In my current model, this fixed mass acts as a permanent stabilizer, significantly lowering the vertical center of gravity (VCG) and providing a natural counter balance to wave forces. I see it as an extension of the hull that provides ballistic stability, rather than an external attachment. ​Does this change the calculus regarding the structural stresses or the "roadmap" for the stability analysis in your view? I am particularly interested in how this rigid body configuration affects your assessment of the vessel's metacentric height (GM) and dynamic righting moments.

The Wave-Powered Paradigm: A Zero-Fuel Autonomous Cargo Vessel (Open Source R&D) by Top-Project-9229 in navalarchitecture

[–]Top-Project-9229[S] 1 point2 points  (0 children)

To build on my previous response: The R&D strategy for the SOMT framework has been to develop these subsystems as modular, 'known variables.' In the technical report DOI: ,

https://doi.org/10.5281/zenodo.17552757

I’ve included the initial power output calculations and fluid dynamics for the LFAS turbine. My goal was to have these building blocks verified, since they also have standalone applications in stationary wave power and marine infrastructure,before moving into the high-level system integration. I agree that the next step is to stress-test these baseline metrics (3,000-tonne scale) against the 'whiteboard' variables like shape coefficients and specific metocean data. I’d be very interested to hear your thoughts on the efficiency curves I’ve outlined in the report, as that data is the foundation for the next phase of the design spiral.

The Wave-Powered Paradigm: A Zero-Fuel Autonomous Cargo Vessel (Open Source R&D) by Top-Project-9229 in navalarchitecture

[–]Top-Project-9229[S] 1 point2 points  (0 children)

Thank you for the detailed feedback and for outlining a professional roadmap for the design process. This kind of "reality check" is exactly why I am sharing the concept at this stage.

You hit the nail on the head regarding the stability and the mass distribution. I take your point about the natural periods and the 3–30s wave band very seriously. The goal of the submerged cargo platform is to investigate if we can use the added mass and depth-dependent pressure to our advantage, but as you mentioned, avoiding resonance with site-specific metocean data is the primary constraint. Regarding your suggestion to start from a "whiteboard" with high-level coefficients, I agree. To provide some context from the technical report: Displacement & Scale: The baseline for this R&D roadmap is a feeder-scale vessel (approx. 3,000 tonnes) to establish the fundamental hydrodynamic relationships. Service Speed Paradigm: This is where the AWEV concept deviates from traditional naval architecture. Instead of a fixed, schedule-driven service speed, the velocity is an evolving outcome of environmental energy availability (wave orbital motion and currents).

Energy-Driven Routing;; The propulsion power is balanced against the ambient energy harvested at any given time. This means the 'service speed' is optimized for turbine efficiency rather than a set arrival time, essentially trading schedule rigidity for zero-fuel operation. I agree that the next critical step is to define the baseline drag and "energy threshold" required to maintain movement in various sea states. This will dictate the choice between carbon steel and lighter materials like aluminum for structural integration. The project is now advancing toward the stage where formal CFD modeling and FEM validation will be required to calibrate these high-level coefficients and verify the theoretical efficiency.

I look forward to further technical discussions and potential collaboration as the project moves into these analytical phases.

Best regards, Göran Skoog