Patented Ship Hull
Lindinger
Technology

Our Technology

The patent

In brief words we describe how our system works. By modifying the rear trunk we achieve an improvement of the hydrodynamics that brings an inflow advantage on the propeller.

This against the background that it causes no additional costs building a ship.

  • Due to the hydrodynamic resistance of the ship’s form, the displaced water flows under pressure along the hull – here at the bottom of the ship. The pressure potentiates with the growing speed in central position to the keel line. The pressure volume changes vertically outwards, especially from mid-ship to the stern.
  • Induced by the special form and input edges of the ship’s bottom semi-circular form, by the indentation the applied pressure is eased and accelerated. 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 inflow to the propeller and rudder. The propeller has more pressure and by an adaption of the transmission and/or drive further demonstrable savings are given.

The Effect

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

  • Fuel reduction of up to approx. 12 % at normal operation conditions
  • No follow-up of direct investment costs for the operator
  • Favorable license fees on fuel saving
  • No restriction of the freight volume and at the same time a better ship’s conduct under way
  • No additional operating or maintence costs in operation
  • Improvement of the propeller efficiency
  • Reduction of the thrust deduction fraction
  • Reduction of slippage
  • Essential contribution to adhere to the latest environmental regulations
  • Possibility to upgrade existing ships
  • Actual cost reduction due to synergy effects
  • Real 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 any common ship.
This also applies to home trading vessels and passenger vessels.

The Result

Test run at the Vienna Model Basin Ltd in 2017

Improved efficiency propeller

Hull optimized for 12-14 kn

200m Feedership – Original Owner Model 40
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

Relaxation pressure volume hull bottom