Patented Ship Hull
Lindinger
Technology

Our Technology

The patent

In brief words we explain the functionality of the hull. By modifying the rear hull we achieve an improvement of the hydrodynamics that causes an inflow advantage on the propeller and different synergies.

This against the background that no additional costs in building a ship do arise.

  • Induced by the special form and input edges of the ship’s bottom semi-circular form, the applied pressure is eased and accelerated due to the indentation. Thus energy losses are reduced and the flow pattern along the edge lines (shoulder) and stern as well as the trailing whirl is optimized.
  • This system essentially improves the water flow to the propeller and rudder. The propeller gains more pressure, especially in the 12 o’clock position and by an adaption of the transmission and/or propulsion further demonstrable savings are given.

The Effect

The competitive advantages of the Patented Lindinger Hull are the following:

  • Fuel reduction up to 10 % in regular operation.
  • No direct investment costs for the ship owner.
  • Advantageous license fees for the ship owner via fuel savings.
  • No additional maintenance expenses during operation.
  • No set-backs on the cargo volume and at the same time a better navigation when “en route”.
  • Enhanced efficiency of the propeller by reducing both – the thrust deduction fraction and slip.
  • Favorable propulsion is possible.
  • Compliance to the latest environmental requirements.
  • Adherence to all environmental regulations.
  • Lower vibration and lower noise development of the propulsion unit.
  • Effective cost reduction by synergy effects.
  • Functional for all semi-glider and displacement hulls.

These advantages can be implemented to all drive systems and are suitable for all kinds of ships. This applies also to inland navigation vessels and cruise liners.

The Result

Test run at the Vienna Model Basin Ltd

Results by using the stock propeller for low velocities.

Enhanced propeller efficiency

Hull optimized for 12-14 kn

200m Feedership – Original Owner Model
Propeller Diameter
D
[m]

8,00
Propeller Pitch
P0.7R
[m]

8,243
Ship Speed
VS
[kn]
Thrust Deduction Number
ts
[-]
Wake Number
wTS
[rps]
Rate of Revolutions
ns
[rps]
Propeller Slip
Sa
[%]
12,00,2170,2730,828,67
12,50,2080,2720,858,22
13,00,2020,2700,887,80
13,50,1970,2690,928,42
14,00,1940,2670,958,03
14,50,1920,2660,987,66
15,00,1910,2641,017,31
15,50,1910,2641,046,99
16,00,1910,2631,076,68
16,50,1910,2631,106,39
17,00,1910,2621,146,93
17,50,1910,2621,176,65
18,00,1920,2631,217,16
18,50,1920,2631,257,63
19,00,1920,2631,298,08
19,50,1920,2631,349,18
20,00,1910,2631,389,55
20,50,1910,2621,4310,53
21,00,1900,2611,4811,45
200m Feedership – Lindinger Patented Hull, V 3.1
Propeller Diameter
D
[m]

8,00
Propeller Pitch
P0.7R
[m]

8,243
Ship Speed
VS
[kn]
Thrust Deduction Number
ts
[-]
Wake Number
wTS
[rps]
Rate of Revolutions
ns
[rps]
Propeller Slip
Sa
[%]
12,00,1500,2300,817,54
12,50,1500,2320,847,13
13,00,1510,2330,876,74
13,50,1510,2340,917,41
14,00,1530,2340,947,05
14,50,1540,2340,976,71
15,00,1560,2341,006,39
15,50,1570,2351,036,08
16,00,1590,2351,065,80
16,50,1610,2361,106,39
17,00,1630,2371,136,11
17,50,1640,2381,176,65
18,00,1660,2391,206,39
18,50,1670,2401,246,89
19,00,1680,2411,287,36
19,50,1690,2421,338,50
20,00,1690,2421,378,89
20,50,1700,2421,429,90
21,00,1700,2411,4710,84

Tension release ➝ Pressure Volume ➝ Hull Bottom