International Conference on Maritime Technology, ICMT’2012

June 25-28, 2012, Harbin, P.R. China

A Study on Performance of Cascade of Wing Sails for

Sail-equipped Vessels
Considering their Aerodynamic Interaction
Qiao LI*, Yasunori NIHEI, Yoshiho IKEDA

Osaka Prefecture University, Osaka, Japan

Abstract: Green Vessels that take advantage of wind energy have been on the spot light these days and
for a good reason they could help reduce the Greenhouse Gas emission. In order for these vessels to be
really efficient, high-performance sails with large wing area are necessary. In this paper, the author is
mainly focusing on the aerodynamic effect of the hard sails. First of all, a feasibility study on a new wing
sail is discussed. Considering about the single sail performances are the basic knowledge when designing.
The lift force, the drag force, and the moment created by a single sail are measured in the different
camber and the different attack angle in the wind-tunnel. Hard sails are necessary for Sail-equipped
Vessels to get enough thrust. Therefore, an aerodynamic interaction between sails is essential to consider.
The cascade of the three wing sails are set up under some specific parameters in the wind-tunnel. Some
of those parameters were different attack angle and different distance between sails. The author also
developed a two-dimensional simulation code based on the boundary element method with vortices as its
source. Using this code, the best set up parameters are investigated and aerodynamics interaction are
analyzed. Also, from the view point of sailing performance of the vessel under the wind, the ship speed,
the drift angle and the rudder angle are discussed in this paper.
Keywords: Sail; Sail-equipped Vessels; Aerodynamic interaction

1 Introduction1 aerodynamic effect of the hard sails which one of the

Green Vessels that take advantage of wind energy have
been on the spot light these days and for a good reason
they could help reduce the Greenhouse Gas emission. In
order for these vessels to be really efficient, high
performance sails with large wing area are necessary. It
is an area of concern that soft-sails which have been used
since the Age of Discovery are not appropriate for the
future merchant green vessels like oil tankers, bulk carriers,
etc.: because of the work load they require to maintain
and also the large number of personnel require sailing and
operating a ship this size. Therefore, high performance
and low initial and maintenance cost are necessary if we
want to think about for future of wind driven merchant
vessels. Hard sails which are made of advanced
light-weight materials, such as CFRP (carbon fiber
reinforced plastic) or GFRP (glass fiber reinforced plastics)
may lead to automatic mechanism for reef and high
performance. To achieve the future green vessels with hard
sails, it is necessary to consider from some aspects like
reef mechanisms, structural evaluation, performance, and
so on.
In this paper, the authors are mainly focusing on the
authors developed. First of all, a feasibility study on a new
wing sail is discussed. Considering about the single sail
performances are to get the basic knowledge when
designing. The lift force and the drag force of the single
sail were measured in the different camber and the
different attack angle by using a wind generater.
Hard sails are necessary for Sail-equipped Vessels to get
enough thrust. Therefore, an aerodynamic interaction
between sails is essential to consider. The cascade of the
three wing sails were set up under some specific
parameters in the experiment. Some of those parameters
were different attack angle and different distance between
sails. The authors also developed two dimensional
simulation code based on the boundary element method
with vortices as its source. Using this code, the best set up
parameters and analyzed aerodynamics interaction are
investigated. Also, from the view point of sailing
performance of the vessel under the wind, the ship speed,
the drift angle and the rudder angle are discussed in this
paper.

Received date:
Foundation item:
*Corresponding author Email: ri_k@marine.osakafu-u.ac.jp Fig.1 Image of Sail-equipped Vessels
2 Qiao LI, Yasunori NIHEI, Yoshiho IKEDA.
A Study on Performance of Cascade of Wing Sails for Sail-equipped Vessels Considering their Aerodynamic Interaction

2 Concept of the new wing sail

2.1 High performance wing sail
In the design of hard sails, using an airfoil shape is
necessary to achieve high efficiency. Airfoil shape can be
classified into two basic types, one is symmetrical wing
and another one is asymmetric wing. Symmetrical wings
can adjust every wind directions by controlling the mast
adequately. However, lift force of symmetrical wings is
lower than that of asymmetric wings. In this study,
asymmetric wings are used in the design of high
performance wing sails. Airfoil Investigation Database
was referred to decide the sail shape. Eventually,
Fig.3 Sectional form of sail
EPPLER420 was referred to the new sail.

2.2 New mast design Unfurled state

Ohuch and Uzawa proposed Telescopic Structure with
single mast for the symmetrical sail as show in Fig.2. As
mentioned in 2.1 to achieve high performance using the
Reefed state
asymmetric sail is necessary. So, a new rig design is
proposed in this paper: Double Slewing Mast including
Main-mast and Sub-mast as show in Fig.3. Camber of the
sail for every wind directions can be controlled
appropriately by adopting double slewing mast system.

2.3 New type sail Fig.4 Side view of sail

Based on these concepts, a new type sail was developed.
The sail is divided into an airfoil-part and a plate-part. The
airfoil-part is a symmetrical shape. Sub-mast is in the tail
of the airfoil-part and it can rotate the plate-part. The
camber of the sail can be adjusted at the specific wind
direction. This new type sail was named as Variable
Camber Sail (VCS). Fig.3 shows sectional shape of VCS.
Fig.4 shows the side view in the unfurled state and reefed
state. In this study, for understanding the fundamental
performance of VCS, end plates and current plates were
not used.
3 Single sail2
3.1Experiment
In order to understand the performance of VCS, the lift
forces and the drag forces of the sail model are measured
by using a wind generater at the towing tank of Osaka
Prefecture University. The objective sail model is put on
an underwater turntable and located at 4.0m downstream
from the blower outlet. To remove the effect of the wave
force generated by wind, the mast was covered at the free
surface by a cylinder. A photo of the experiments is shown
in Fig.5.
The image of the used model for the wind test is shown in
Fig.6. To simplify the model test, the sail model doesn’t
have reef system; also, it is 1/100 scale of the
hypothesized model; the width of it is 0.2m and the height
is 0.4m. The wind speed in this experiment is set to 8m/s,
and Reynolds number based on the wind speed and the
chord length is approximately 1.13×105.

Fig.2 Telescopic Structure

(Proposed by Ohuch and Uzawa 2009) Received date:
Foundation item:
*Corresponding author Email: ri_k@marine.osakafu-u.ac.jp
ICMT’2012
Fig.5 A photo of the experiment
Fig.6 Image of sail model
3.2 Coordinate system
Fig.7 shows the coordinate system in this study. The attack
angle of the sail is α, and the wind direction of the
sail-equipped vessels is β. The camber of sail is defined as
follows;
Camber＝a/b
, here a is the distance from the sub-mast to the chord
and b is the chord length.
Fig.7 Coordinate system of the sail
In the experiment, the lift force and the drag force are
measured at every 5° of the attack angle a from -5° to
40° in the different camber and the camber is changed at
every 2.2% from 2.1% to 13.4%.
3
3.3 Definition of coefficients
In this study, the measured lift force L and the measured
drag force D are calculated as a lift coefficient CL and a
drag coefficient CD, which are non-dimensionalized by
wind speed U, the density of air ρA, and a lateral area of
the sail S as follows;
C L = L ( 0 .5 ρ A U 2 S )
C D = D ( 0.5 ρ A U 2 S )
From a point of view for a sail-equipped vessel, the thrust
force and the draft force to the side direction are also
evaluated. Their non-dimensionalized coefficients CX and
CY are calculated from CL and CD as follows;
C X = C L sin β − C D cos β
CY = C L cos β + C D sin β
3.4 Experiment results of the single sail
Fig.8 shows the experiment results of the lift coefficient
CL and the drag coefficient CD at the attack angle α from
-5° to 40° in different camber. It can be observed that the
maximum lift coefficient is 1.49 in camber=13.4% and
α=35°.
Lift coefficient in every camber increases to the attack
angle. When attack angles exceed a stalling angle, lift
coefficients decrease rapidly. The stalling angles are not
same for various cambers. Moreover, it should be noted
that maximum lift coefficient increases as the camber
becomes bigger. Otherwise, the drag coefficient doesn’t
change radically to the camber.
Fig.8 Lift and drag coefficients
in different attack angle and camber
Table 1 shows the sail state (the camber and the attack
angle) which can get maximum thrust coefficient for the
sail-equipped vessels to the wind direction. These states
of sail are called Best State in this paper.
The thrust coefficients of VCS in Best States are shown
in Fig.9. The thrust coefficient of NACA0021 and a plate
4 Qiao LI, Yasunori NIHEI, Yoshiho IKEDA.
A Study on Performance of Cascade of Wing Sails for Sail-equipped Vessels Considering their Aerodynamic Interaction
sail are also shown for comparison of the three models. 4.1Relation of distance between sails
As shown in Fig.9, the thrust coefficients of VCS are In order to investigate the relationship between sails
larger than NACA0021 and the plate sail at almost all distance and performance of cascade sails, the thrust of
wind directions. The maximum thrust coefficient of VCS, cascade sails are measured by wind generator. Cascade
NACA0021 and the plate sail are 1.56, 0.83 and 1.18, sails are composed of three sails, each sails were set up in
respectively. The performance of VCS is the best, Best State for different wind directions β.
compare to other wing sails. The reason why VCS is the Fig.10 shows the coordinate system. Here, three sails in
best is the high lift coefficient obtained by asymmetric the cascade are named from the fore sail “Sail1”, “Sail2”,
shape and the camber which can adapt to the best state and “Sail3”. The thrust force X and the draft force for the
for the different wind directions. side direction Y are measured at every 30° of wind
Sails cannot generate thrust force, when a vessel sails at direction β from 30° to 150° the distance between sails
head wind. Limit of head wind angle which the sails can were set in 1 time, 1.5 times, 2 times as far as the chord
generate the thrust force are also compared. VCS, length, here, the distance between sails means a length
NACA0021 and the plate sail are 7°, 8° and 20°, from one mast to the another next mast.
respectively.

Table1. Sail Attitude in different wind direction β

β(deg.) Camber α(deg.)
5 2.1% 10
10 4.4% 15
⋮ ⋮ ⋮
20 4.4% 15
25 4.4% 20
30 8.8% 25
35 8.8% 25
40 11.1% 30
⋮ ⋮ ⋮
70 11.1% 30 Fig.10 Coordinate system of cascade sails and imaginary ship
75 13.4% 35
⋮ ⋮ ⋮ Fig.11 shows experiment results of thrust coefficients CX
120 13.4% 35
125 13.4% 40 of cascade sails in different distances for different wind
130 13.4% 40 directions β, and the thrust coefficients CX of single sail
were also shown to compare.
At all wind direction, the thrust coefficient of cascade
sails decreased to compare to the single sail. However, in
30° almost the same thrust coefficient is obtained in the
smallest distance. On the other hand, in 90°, 120° and
150°, the thrust coefficients become bigger as the
distances increase. It might be reduction of aerodynamic
interaction as distance increase.

Fig.9 Compare thrust coefficient of new sail with other sails

4 Cascade Sails
Hard sails are necessary for Sail-equipped Vessels to get
enough thrust. Therefore, an aerodynamic interaction
between sails is essential to consider. Both wind generator
measurement and numerical simulation are carried out to
investigate efficient of a cascade sails which include three
Variable Camber Sails (VCS). Fig.11 Experiment results of cascade sails
International Conference on Maritime Technology, ICMT’2012
June 25-28, 2012, Harbin, P.R. China

(a) Sail distance = (b) Sail distance = (c) Sail distance =

1 time as far as the chord length 1.5 times as far as the chord 2 times as far as the chord length
Fig.12 Pressure distribution chart of β=30°

(a) Sail distance = (b) Sail distance = (c) Sail distance =

1 time as far as the chord length 1.5 times as far as the chord 2 times as far as the chord length
Fig.13 Pressure distribution chart of β=60°

In order to clarify the aerodynamic interaction among obtained. In β=90°, the same phenomenon can be
cascade sails, flow around the cascade was visualized observed. As the result, high efficiency of cascade sails
from the numerical simulation. Numerical method in this can be obtained as the distance between sails is increased
study is developed two dimensional simulation code based in the beam wind, which is reduction of aerodynamic
on the boundary element method with vortices as its interaction increased efficiency.
source.
As an example, Fig.12 and 13 shows pressure coefficient 4.2 Maximum thrust in different attack angle
distributions around sails in the conditions of 30° and 60°. For using aerodynamic interaction to get high efficient,
As show in Fig.12 (a), in the case of β=30° and sail three sails with different attack angle were measured by
distance=1 time as far as the chord length, positive wind generator experiment. The distances between sails
pressure under three sails doesn’t be divided, therefore the are set 2 times as far as the chord length. This chord
biggest thrust coefficient was reached in β=30 degrees. As length is about 40m, which is the length of 2 times as far
show in Fig.12 (b), when sail distance is 1.5 times as far as as a hatch cover commonly used in bulk carriers.
the chord length, positive pressure was connected under Table 2 shows attack angles of three sails, when total
the Sail2 and Sail3. In Fig.12 (c), positive pressures thrust coefficient of cascade sails reached to maximum.
depleted and were divided. As the result, the most efficient It can be observed that maximum thrust coefficients are
pattern for the cascade is used as one airfoil like Fig.12 (a) occurred for the different attack angles in 30°, 60° and
in the case of head wind condition. 120°. Moreover, the attack angle of sails in upstream is
Fig.13 shows pressure distribution in β=60°. In Fig.13 (a), smaller than stalling angle.
the negative pressure upper Sail2 and Sail3 cannot spread Table 2 Attack angle of each sail for maximum thrust
for the existing positive pressures due to Sail1 and Sail2. β 30° 60° 90° 120°
As distances between sails become far like Fig.13 (c), the Sail 1 α1 20° 25° 35° 35°
effect from upstream sails are reduced and negative Sail 2 α2 25° 35° 35° 35°
pressure increase. Therefore, large thrust coefficient can be Sail 3 α3 35° 35° 35° 30°
6 Qiao LI, Yasunori NIHEI, Yoshiho IKEDA.
A Study on Performance of Cascade of Wing Sails for Sail-equipped Vessels Considering their Aerodynamic Interaction
Thrust coefficients of cascade sails with same and 14.3knots when the vessel sailing in calm water. When
independent attack angle are shown in Fig.14. The thrust wind direction is from 25° to 120°, vessel speed is more
of sails in the case of independent attack angle increased than 14.3knots. And in 70°, the hull speed can reach
by 42.3%, 27.7%, and 9.3% compare with in the case of to18knots.
the same attack angle, in 30°, 60° and 120° of wind
direction, respectively. However, the thrust of cascade
sails are smaller than that of single sail. Especially, thrust
of cascade sails are 9.7%, 7.8%, 5.8% and 9.1% lower
than that of single sail in 30°, 60°, 90° and 120°,
respectively.
Therefore, thrust coefficient can be increased by
independent attack angle of cascade sails.

Fig.15 Estimated results of ship speed

As show in Fig.16, the results of drift angle are increased

when the vessel equipped sails except in 80° to 120°.
Furthermore, the largest drift angle of vessel without
sails is 2.6° in wing direction 40°; but the largest drift
angle with sails increases to 4.12° in wing direction 30°.

Fig.14 Thrust coefficients

5 Performance of sail-equipped vessels

5.1 Target vessel
In this study, a bulk carrier was chosen for the target
vessel. Principal particulars of the bulk carrier are shown
in Table3.
Fig.16 Estimated results of drift angle
Table3 Principal particulars of the bulk carrier
Service speed (knots) 14.3 In this study, to keep vessel sail in 14.3knots in calm
Loa 210.0 water, thrust force of propeller need 490000N. The thrust
LPP 203.0 forces of cascade sails in different wind direction are
Maximum breadth(m) 37.0 shown in Fig.17. Here, cascade sails include three sails
Maximum draft(m) 10.0 and each sail is 40m high. When wind speed is 15m/s,
thrust force of sails is bigger than 490000N, from 50° to
5.2 Forces acting on hull and sails 80°; it means vessel can sail in 14.3knots without an
Vessel speed, drift angle and rudder angle can be engine. When wind speed is 10m/s from 46° to 76°,
calculated by the equation of motion as follows; thrust force of sails generated more than half thrust force
from a propeller.
X = XH + XP + XR + XA + XS
Y = YH + YR + YA + YS
N = NH + NR + NA
Here, suffixes H, P, R, A and S denote hull, propeller,
rudder, upper structure and sail, respectively. The
hydrodynamic force and moment on hull are determined
by results of the oblique towing test of the ship model.
The force and moment of rudder is predicted by Kijima’s
method. Wind speed is assumed in 15m/s.

5.3 Calculated results

Fig.15 shows the results of vessel speed with sails and
without sails. The power of propellers keep to sail in Fig.17 Thrust force of sail and propeller
 ICMT’2012 7

5 Conclusions
In this paper, a new wing sail is proposed and its
performance is studied. The anthors investigated the best
set up parameters and analyzed aerodynamics interaction
of cascade wing by the wind-tunnel and the numerical
simulation. From the view point of sailing performance of
the vessel under the wind, the ship speed, the drift angle
and the rudder angle are discussed.
The following results are obtained.
1) Variable Camber Sail (VCS) was proposed. The
maximum lift coefficient of VCS can reach about
1.5 without an end plate and a current plate.
2) VCS has better performance than NACA0021 and
the plate sail.
3) In order to achieve high performance of cascade
sails for most wind directions, the distance between
sails is necessary to be consistence.
4) Thrust coefficient increased by independent attack
angle of cascade sails.
5) Sail-equipped Vessels can sail in 14.3knots without
engine, when wind speed is 15m/s and wind
direction is from 50° to 80°.

6 References
[1] Kazuyuki Ouchi. R&D Strategy for Technologies of Ship’s
Energy Saving and Zero-Emission, Report No.2009S-OS8-1,
Journal of the Kansai Society of Naval Architects (2009),
pp.155~158(in Japan)
[2] Takuji Nakajima, Qiao Li, Yasunori Nihei. A Fundamental
study of wing sail performance considering interaction
effects for motor assisted wind driven vessel. Journal of the
Kansai Society of Naval Architects, (2010), pp.59~62
[3] Yoshihiro Yamashita, Takuji Nakashima, Yasunori Nihei. An
Experimental Study on Aerodynamic Interaction of Wing
Sails Designed for a Motor Assisted Wind Driven Vessel.
Journal of the Kansai Society of Naval Architects, (2011),
pp.107~110
[4] Airfoil Investigation Database
http://www.worldofkrauss.com/
[5] Katsuro Kjima: On the maneuvering performance of a ship
with the parameter of loading condition, Read at Autumn
Meeting of the Society of Naval Architects of Japan, Nov,
1990
[6] Seiki Onishi, Tsutomu Momoki, Yoshiho Ikeda. A study on a
vessel with multiple flat and hand sails to keep service speed
in high winds. The 6th International Workshop on Ship
Hydrodynamics, IWSH’2010