الفهرس 
Introduction and BackgroundOnly 14 pages are availabe for public view
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Abstract
More than 100,000 vessels are currently in operation, most of them running on the conventional diesel oil, which makes the maritime sector contributes almost 3% of the global greenhouse gases (GHG) emissions, and can be easily increase in the following years unless firm actions are taken. In 2018 the international maritime organization (IMO) put an ambitious initial strategy on reduction of GHG emissions, which aims to reach 50% reduction of maritime GHG emissions in 2050 compared with the emissions reported in 2008. This strategy aims to limit the great dependence on the traditional marine diesel oils. To fulfill its targets, IMO sets a lot of long-term solutions for future shipping, among them, the use of the renewable energies onboard like solar, wind, and hydro energies. Hydropower onboard usage has been less usable behind solar and wind and is still less interest by the industry, although the researches and studies carried out regarding the exploiting the huge hidden energy in the water in the ships propulsion. Most of them used the hydrofoils introducing what’s named by wave-assisted propulsion, however some limitations and disadvantages were arise. In this thesis, a novel type of capturing energy has been used. By exploiting the water flow that’s generated around the ship hull while sailing overseas, and putting turbines to face this flow, the turbines will spin, and consequently generate a useful energy that may be used to cover a part of needed power onboard. An innovative system of array of turbines integrated to the second version of Kriso Very Large Crude Carrier (KVLCC2)’s hull is modeled, and the numerical investigations, using computational fluid dynamics (CFD), are carried out to analyze the effect of this link on the propulsion hull power and the hull resistance. The generated power is calculated, then the additional hull resistance converted to resistance power is estimated to find out the net power of the system which could be used later. To calculate the excess resistance added to the hull resistance, the flow simulations are conducted on the hull itself and its resistance is numerically calculated and validated with the experimental calculations found in literature. Using the characteristics of KVLCC2 hull in this study, with the attachment of an array of 10 spherical vertical axis turbines to each side of the hull. The results show that the required effective and brake powers could be reduced by 25.25% for the full-scale ship. Consequently, about 26.067% fuel saving could be reached. Regarding the environmental impact, the study shows percentage reduction of 19.3% of the total amount of the emitted exhaust. Furthermore, the study is complying with the IMO NOx tier I and II limits, as well as, with the IMO SOx, and PM limits. The study introduces a reduction in the attained energy efficiency design index (EEDIatt) by about 12.4%, which enhancing the ship energy efficiency. The results are then compared with the required EEDI at different defined phases, and it’s found that the findings are compatible with the required EEDI up to phase 2 values. Thus, the study presents a new solution for utilizing the renewable hydro-power onboard which limits the great dependence of the fossil fuel and reduce the harmful emissions.