Gate Rudder

Significantly reduce ship resistance if integrated with an optimised hull shape. Their ability to be integrated with other systems such as wind propulsion systems is essential.

Figure 1: Gate-Rudder concept with a CCP propeller, where the two symmetrical rudder-parts are clearly visible

The concept of the Gate-Rudder is clearly deviating from other conventional rudder systems. Single screw vessels have in general the rudder placed behind the propeller, where the movable part can be a part (semi-spade) or the complete rudder section (full-spade). The rudder profile sections can be pre-aligned with the incoming flow (twisted leading edge) or straight. On the other hand, the Gate-Rudder concept comes with 2 symmetrical rudder parts, which are placed on both sides of the propeller. The downstream, accelerated flow will thus not directly interact with the rudder.

Design of the rudder-sections targets at a stagnation point of the flow close to the outer-side of the rudder leading edge. As a consequence, a low-pressure region is created on the inner side of the Gate-Rudder, which creates a net-thrust force. Second effect of this concept is a large inward oriented force. As long as both rudder-parts are positioned at the same steering angle, the two inward force-components compensate each other. Once a small ruddersteering action is executed, the force-balance shifts, which results in the desired side-force to steer the vessel. The Gate-Rudder concept can thus be compared to a kind of pre-tensioned system. Figure 1 shows a picture of the Gate-Rudder concept with a CCP propeller, where the two symmetrical rudder-parts are clearly visible. More details on the concept and results from a comparison of two sister-vessels with conventional and Gate-Rudder can be found in paper by Sasaki et al [1].


Waste-to-power systems integration to efficiently convert waste products into useful energy

H2 hydrogen

Hydrogen fuel will be used to provide continuous carbon-free power, electricity and heat on demand

Wind Sails

Provides a significant reduction in greenhouse gas emissions but requires integration with other technologies for a continuous power

Waste heat recovery

Maximises the conversion of fuel into useful power by converting waste heat from the engine process, which is low-temperature heat into useful electricity

Ultrasound anti-fouling

Keeps the hull clean by preventing the formation of biofilm and thereby minimise drag in the long-term

Air lubrication

Reduces the resistance of the vessels by reducing the frictional resistance on the flat bottom of the hull

Battery / Hybrid energy

Battery and hybrid electric energy systems will be integrated with the hydrogen engine, waste heat recovery and wind sails

Automated route optimization

Route optimisation can lead to significant fuel savings, and involves the consideration of weather and sea state ship operating conditions and logistics.

By clicking “Accept All Cookies”, you agree to the storing of cookies on your device to enhance site navigation, analyze site usage, and assist in our marketing efforts. View our Privacy Policy for more information.