Voyage optimization is a practice to select the optimum route for the ship operators to increase energy efficiency and reduce Green House Gas emission in the shipping industry. An accurate prediction of ship operational performance is the prerequisite to achieve these targets. In this paper, a modified Kwon's method was developed to predict the added resistance caused by wave and wind for a specific ship type, and an easy-to-use semi-empirical ship operational performance prediction model is proposed. It can accurately predict the ship's operational performance for a specific commercial ship under different drafts, at varying speeds and in varying encounter angles, and then enables the user to investigate the relation between fuel consumption and the various sea states and directions that the ship may encounter during her voyage. Based on the results from the operational performance prediction model and real time climatological information, different options for the ship's navigation course can be evaluated according to a number of objectives, including: maximising safety and minimising fuel consumption and voyage time. By incorporating this into a decision support tool, the ship's crew are able to make an informed decision about what is the best course to navigate. In this study the Energy Efficiency of Operation (EEO) is defined as an indicator to illustrate the ratio of main engine fuel consumption per unit of transport work. Two case studies are carried out to perform the prediction of ship operational performance for Suezmax and Aframax Oil Tankers, and the results indicate that the semiempirical ship operational performance prediction model provides an extremely quick calculation with very reasonable accuracy, particularly considering the uncertainties related to the parameters of interest for the case study data. Within the case studies, the additional fuel consumption caused by the combined hull and propeller fouling and engine degradation is included in the model as a time-dependent correction factor. The factor may assist the ship owner/operator to determine the hull coating selection, and/or the dry-docking and main engine maintenance strategy

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A 4 degrees of freedom ship performance prediction model is used to compare wind-assisted ship propulsion technologies: the Flettner rotor, a wingsail and the DynaRig concept. An Aframax Oil Tanker on a route between Gabon and Canada is used in a case study to compare the three technologies using actual information for the voyage. The fuel savings for were calculated and they varied between 5.6% and 8.9%; the Flettner rotor showed the largest fuel savings. A parametric study of the Flettner rotor technology was carried out to research how its dimensions and operation conditions for two ship types on two voyages influence the fuel savings. The results show that fuel savings were achieved by several percentages. It is shown that it is necessary to select and operate the Flettner rotor according to its ship type, speed, voyage routes and corresponding weather conditions to achieve as large fuel savings as possible.

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The GeH(n) (n = 0-4) and Ge(2)H(n) (n = 0-6) systems have been studied systematically by five different density functional methods. The basis sets employed are of double-zeta plus polarization quality with additional s- and p-type diffuse functions, labeled DZP++. For each compound plausible energetically low-lying structures were optimized. The methods used have been calibrated against a comprehensive tabulation of experimental electron affinities (Chemical Reviews 102, 231, 2002). The geometries predicted in this work include yet unknown anionic species, such as Ge(2)H(-), Ge(2)H(2)(-), Ge(2)H(3)(-), Ge(2)H(4)(-), and Ge(2)H(5)(-). In general, the BHLYP method predicts the geometries closest to the few available experimental structures. A number of structures rather different from the analogous well-characterized hydrocarbon radicals and anions are predicted. For example, a vinylidene-like GeGeH(2) (-) structure is the global minimum of Ge(2)H(2) (-). For neutral Ge(2)H(4), a methylcarbene-like HGë-GeH(3) is neally degenerate with the trans-bent H(2)Ge=GeH(2) structure. For the Ge(2)H(4) (-) anion, the methylcarbene-like system is the global minimum. The three different neutral-anion energy differences reported in this research are: the adiabatic electron affinity (EA(ad)), the vertical electron affinity (EA(vert)), and the vertical detachment energy (VDE). For this family of molecules the B3LYP method appears to predict the most reliable electron affinities. The adiabatic electron affinities after the ZPVE correction are predicted to be 2.02 (Ge(2)), 2.05 (Ge(2)H), 1.25 (Ge(2)H(2)), 2.09 (Ge(2)H(3)), 1.71 (Ge(2)H(4)), 2.17 (Ge(2)H(5)), and -0.02 (Ge(2)H(6)) eV. We also reported the dissociation energies for the GeH(n) (n = 1-4) and Ge(2)H(n) (n = 1-6) systems, as well as those for their anionic counterparts. Our theoretical predictions provide strong motivation for the further experimental study of these important germanium hydrides.