S.K.O.O.G. (Skoog Kinetic Orbital Oscillating Generator): Zero-Emission Wave-Energy Vessel featuring Skoog LFAS (Lift-Optimized Archimedes Screw) and Skoog IAKKS Ultra-Durable Coating

Description

Abstract (English)

The Skoog Architecture (S.K.O.O.G. – Skoog Kinetic Orbital Oscillating Generator), constitutes the overarching framework that incorporates the Skoog Open Marine Technology (SOMT) initiative. As a holistic concept for zero-emission ocean transport, it converts the kinetic energy of the ocean wave field, specifically the orbital particle motion of surface gravity waves PLUS steady surface currents in major ocean gyres, directly into propulsion via multi-height turbines in internal hull channels.

The system is designed for slow-speed, non-time-sensitive transport, where predictable logistics and zero-emission operation are prioritized over maximum transit speed.

System Classification: The Skoog Harvester

In practical terms, the Skoog Harvester (AWEV) should be categorized as an autonomous, zero-fuel cargo vessel designed as a mobile wave-energy harvesting system, rather than as a conventional vessel optimized for minimum hydrodynamic resistance.
The primary architectural objective is to maximize the net energy extraction from ocean wave orbital flux. This is achieved through AI-driven adaptive routing, dynamic speed selection, and active alignment with prevailing sea states to maintain the "sweet spot" of energy density.
Within this framework, hull resistance and the added drag from internal flow paths (collectors) are defined as necessary energy costs within a total system balance, not as the primary optimization constraint.

This represents a fundamental paradigm shift from traditional naval architecture, where minimizing drag at a fixed speed is the dominant goal. In the Skoog Architecture, the success metric is the magnitude of the net energy surplus available for propulsion and auxiliary systems.

To maximize energy extraction, the vessel does not always take the shortest route but continuously adjusts its heading and “tacks” through the wave field, navigating for optimal wave interaction rather than straight-line speed.

This enables planned, predictable logistics chains for ordering and delivery, using AI-based routing that incorporates weather data, wave statistics, and long-range forecasts for major oceans such as the Atlantic and Pacific, as well as high-energy coastal regions.

The "Hydrodynamic Keel" Principle

Crucially, this tacking maneuver relies on the vessel’s submerged geometry acting effectively as a hydrodynamic keel. Just as a sailboat uses a keel to resist lateral drift (leeway) and convert wind pressure into forward motion, the AWEV utilizes the high lateral resistance of its deep-submerged cargo module and ballast.

Cargo is transported in a submerged, ballast-stabilized module suspended beneath the main structure, minimizing exposure to wave forces and ensuring highly stable transport conditions even under variable sea states.

Ballast Resistance: The deep-lying mass creates the necessary inertia and lateral resistance to prevent the vessel from simply drifting with the waves.

Force Conversion: This "counter-hold" forces the wave energy to discharge through the turbine channels rather than pushing the hull sideways.

The central platform, the Skoog Autonomous Wave Energy Vessel (AWEV), uses a wave-permeable hull through which ocean waves pass freely in dedicated energy channels. Inside these channels, a Skoog lift-force-optimized Archimedes screw (Skoog LFAS) transforms the bidirectional flow of each passing wave into continuous forward thrust.

The channels are organized in multiple horizontal turbine rows positioned at different depths, with upper rows interacting with wave energy entering above the waterline, and deeper rows extracting continuous hydrodynamic energy from subsurface currents and the remaining orbital motion beneath the wave field.

Vertical Energy Distribution Strategy

Since wave orbital energy decays exponentially with depth, the turbine array is distributed across multiple vertical levels to maximize capture efficiency:

Surface-Tier Units: Positioned at the dynamic waterline to intercept high-energy wave crests and surface turbulence.

Deep-Tier Units: Fully submerged to harness stable subsurface currents and the lower arc of the orbital motion.

The vessel utilizes variable ballast control to actively adjust its draft, ensuring the intake ducts are optimally positioned relative to the current sea state height (Significant Wave Height, Hs).

Angled Duct Optimization & Staggered Array:

To fully exploit this tacking strategy, the turbine inlet channels are not fixed parallel to the centerline but are structurally angled to align with the optimal cruising attack angle relative to the waves. To ensure unobstructed flow, the ducts are arranged in a staggered (offset) pattern, preventing wake interference between units.

This geometric optimization minimizes intake separation (lip drag) and ensures maximum laminar flow velocity into the turbines even when the vessel is navigating obliquely to the wave front.

This multi-depth arrangement establishes the vessel as a hybrid system that simultaneously utilizes surface wave motion and shallow subsurface hydrodynamic flow.

By applying Skoog lift-based hydrodynamic geometry, the system not only eliminates the traditional stop-effect of oscillating mechanisms but also increases energy extraction efficiency in both phases of wave motion, enabling smooth, uninterrupted propulsion driven solely by the renewable energy of the sea.

The newly developed Skoog Lift-force-optimized Archimedes Screw (Skoog LFAS) features continuous radial twist – gradual blade angle variation α(r) from center (high α) to periphery (low α) – maintaining constant lift coefficient Cl ≈ 1.2 despite varying wave flow speeds V(r) ∝ r across the spiral length.

Unlike traditional AST with constant helical pitch, twist optimization ensures maximal torque per revolution in oscillating wave channels. Calculated local lift-based efficiency is Cp ≈ 0.5–0.6 at the turbine level; system-level power coefficients are conservatively estimated at Cp ≈ 0.35–0.40 for this research phase. Manufacturable via 5-axis CNC/CFRP composites.

The Skoog Tacking Principle: Vectoring and Propulsive Efficiency

Traditional sailing and motor vessels rely on rudders for steering, which inherently creates parasitic drag as the rudder blade deflects water to create a turning moment. In the Skoog Architecture, this passive resistance is eliminated through active force-vectoring.

By utilizing two independent Azimuth-DALAS units, with one unit mounted at each bow, the system creates a coordinated torque couple that positions the hull at the optimal 30 to 40 degree attack angle relative to the wave field. This active control allows the vessel to execute the tactical tacking maneuvers described in its energy-path strategy with extreme precision.

The system enables a constant state of crabbing, where the vessel's heading is decoupled from its track. This ensures that the internal turbine ducts remain perfectly aligned with the wave orbital flux for maximal energy extraction, even as the vessel executes a series of strategic tacks toward its destination. Instead of using a rudder as a brake to change direction during a tack, the propulsion units direct their thrust vectors to maintain the sweet spot of energy density.

This architecture delivers superior energy efficiency compared to conventional helm-steering in wave-harvesting operations, maintaining the sustained net-positive energy balance required for the calculated logistics chain.

Future optimization may explore morphing bow geometries for additional efficiency gains; however, these are not a requirement for the primary functionality of the Skoog Tacking Principle.

Addressing Wetted Surface Area & Net Energy Balance

Critiques of duct-based systems often focus on the increased Wetted Surface Area (WSA) and the associated skin-friction drag as an inherent disadvantage. In the AWEV concept, however, the enlarged internal wetted surface is intentional and central to the operating principle.

The internal duct surfaces are not passive appendages that merely add resistance. They constitute an active energy collection interface designed to intercept and convert the orbital particle motion of surface gravity waves and shallow subsurface flow. In the same way that a sailing vessel requires a large sail area to collect diffuse wind energy, the AWEV requires a large wetted internal surface to collect the comparatively low energy density of the wave field. The ducts therefore function as collectors rather than brakes, and their surface area is a prerequisite for energy capture rather than a parasitic penalty to be minimized.

Skin-friction losses associated with this increased WSA are treated as a secondary, manageable effect rather than a governing constraint.

The Skoog IAKKS system is introduced to maintain hydraulically smooth internal surfaces over long service intervals, preventing biofouling and roughness growth that would otherwise dominate frictional losses. By preserving a consistently low surface roughness, the friction coefficient remains significantly lower than that of conventional fouled steel hulls, ensuring that net system performance is governed primarily by the balance between harvested wave energy and propulsion demand, not by uncontrolled surface degradation.

Crucially, the feasibility of this balance does not hinge on coating performance alone. The collector-based architecture, low-speed operating regime, and routing strategy optimized for wave orbital energy together define the net energy outcome. The role of Skoog IAKKS is to prevent avoidable degradation of that balance over time, not to compensate for a fundamentally unfavorable physics premise.

The Low-Speed Advantage: Since skin friction drag increases with the square of the velocity (V^2), the AWEV’s operational profile of 9–10 knots renders the friction penalty manageable. At 20 knots, the drag from the ducts would indeed be prohibitive; at 10 knots, the energy harvested by the “tacking” maneuver exceeds the frictional losses, yielding a positive net thrust.

To ensure operational longevity and maximum efficiency, the AWEV platform integrates several critical “Open Marine” technologies.

Active Protection (Skoog IAKKS), the Integrated Active Ceramic Composite Coating System, provides a non-toxic, electrically active shield against biofouling and erosion, maintaining the mirror-smooth surface required for optimal hydrodynamics over a theoretically projected service life of 20 years.

Precision Stabilization (Skoog PHST), the Passive Hydrostatic Stabilization system, addresses the critical challenge of shaftless generator efficiency: by replacing conventional mechanical bearings with fluid-coupled chambers, Skoog PHST passively maintains the rotor in concentric alignment and preserves the microscopic air gap needed for high-output electricity generation without active electronic control or maintenance.

The Skoog Dual-Mode Impact Energy Conversion system (Skoog DALAS) turns the challenge of heavy sea states into an asset. Instead of absorbing wave slams as damaging mechanical shock, the system allows the turbine to accelerate linearly with the pulse.

This reduces the “stopping effect” and enables dual energy extraction: electricity is generated simultaneously from the continuous high-speed rotation of the turbine and from the linear kinetic movement of the assembly. To reset for the next wave, the system employs a combination of gravity (via slightly inclined rails) and active control from the linear generator, ensuring a highly efficient and reliable return to the starting position.

For active forward movement, the vessel utilizes High-Efficiency Propulsion via Skoog Azimuth-DALAS units mounted on the submerged cargo module.

By adapting the uni-directional flow efficiency of the DALAS geometry into a ducted, steerable propeller system, the vessel achieves superior thrust compared to open propellers.

Bi-Directional Operational Strategy and AI-Optimized Energy Routing

The AWEV is designed for non-time-sensitive transport, prioritizing a positive energy balance and zero-emission operation over transit speed or the shortest geographic distance. Its symmetrical, bi-directional hull with two identical bows allows the vessel to operate with equal efficiency in either direction, eliminating the need for energy-consuming U-turns. Managed by an AI-routing system, the vessel follows an optimized trajectory through energy-rich ocean regions, employing "Hydrodynamic Tacking" to continuously align the hull for maximum energy extraction.

The 360-degree maneuverability provided by the Skoog Azimuth-DALAS units ensures that the turbine intakes maintain the ideal angle relative to the wave field, even in following seas, while the vessel follows its calculated energy-path. By navigating for optimal wave interaction rather than straight-line speed, the AWEV maintains a consistent energy surplus, utilizing its “double-ended” architecture to stay in the energy “sweet spot” at all times without deviating from its optimized logistics chain.

Modular Development & Versatile Applications

Each component within the S.K.O.O.G. Architecture is developed as a standalone innovation. The functionality and commercial viability of these technologies are independent of the total system integration, allowing for diverse applications across the maritime and energy sectors.

IAKKS Coating: Beyond the AWEV, this active ceramic system is designed for any marine infrastructure requiring long-term, toxic-free biofouling protection.

LFAS & DALAS: These units are highly adaptable for use in stationary wave-power plants, hydroelectric installations, and advanced propulsion systems for conventional vessels.

Conventional wave-energy systems attempt to extract force from wave-induced motion, whereas the S.K.O.O.G. LFAS converts the orbital kinematics of the wave field itself into continuous lift-driven torque aligned with the screw axis.

Mobile Energy Harvesting: The Skoog Harvester (AWEV) platform serves as a mobile offshore energy harvester. Beyond cargo transport, it is optimized for on-site production of green fuels or hydrogen. The system harvests kinetic energy from the entire water column,combining underwater orbital wave motion (swells) with consistent ocean currents. This dual-source approach ensures that production remains active even in windless conditions (dead calm), as long as there is movement in the water.

Together, these open technologies form a unified Skoog Architecture platform for sustainable, maintenance-free, zero-emission maritime propulsion, advancing both economic and environmental performance in future shipping.

Abstract (English)

S.K.O.O.G. Framework:

Validated Power Estimates and Hydrodynamic Basis of the AWEV System

The Skoog Harvester ( AWEVAutonomous Wave Energy Vessel) serves as the primary functional application of the S.K.O.O.G. (Skoog Kinetic Orbital Oscillating Generator) architecture. This system is based on a new vessel geometry combining ducted wave-driven turbines with lift-optimized Archimedes screws (LFAS) arranged in multiple vertical and horizontal levels.

All calculations below are derived from the physical premises of the S.K.O.O.G. framework, utilizing explicitly defined hydrodynamic assumptions and the specific vessel geometry described in the technical report.

1. Hydrodynamic Flow Basis: Waves + Sub-Surface Currents

The turbine inflow velocity used in the power estimates represents the combined effect of two physically distinct components:

Rectified Orbital Motion: Utilization of wave particle velocity during both up- and down-stroke phases through the asymmetric lift response of the LFAS geometry. The rectified orbital contribution represents an effective velocity component derived from oscillatory motion, not a unidirectional free-stream current.

Sub-Surface Currents: Utilization of the relatively stable background flow present in large ocean basins.

The effective inflow velocity therefore represents a time-averaged, physically achievable velocity field rather than peak orbital or transient values.

2. System Specifications & Assumptions

The power estimates are based on a defined 25-turbine array configuration:

Turbine Configuration: 25 units arranged in multi-level rows

Turbine Diameter: 10 m (Swept area per turbine = 78.5 m²)

Total Active Area: ≈ 1,960 m²

Operational Regime: Low-speed, high-torque operation (indicative low-rotation regime)

Duct Acceleration Factor: 1.2 (flow concentration via converging channels)

Array Interaction Losses: 10% (conservative estimate accounting for wake interaction)

Water Density: 1,025 kg/m³

Turbine Power Coefficient (Cₚ): Conservatively estimated at 0.35–0.40

These values are intentionally conservative and avoid reliance on peak or idealized flow conditions.

3. LFAS Geometry & Lift Contribution

The Lift-Force-Optimized Archimedes Screw (LFAS) features a continuous twist and airfoil profiling along the entire axis. Unlike conventional screws with constant pitch, the LFAS employs a variable blade angle α(r), optimized to maintain a near-constant lift coefficient across the radius despite varying local flow velocities.

Lift Amplitude: Designed for approximately 0.5 m effective lift displacement per revolution

Functional Principle: The LFAS operates as a continuous rotary lifting surface, maintaining net positive torque across both orbital wave phases through asymmetric lift response rather than relying on unidirectional flow

This geometry allows productive interaction with oscillatory flow while remaining fully consistent with energy conservation principles.

4. Turbine Power Contribution

Turbine power is calculated using the standard actuator disk formulation, adapted for array geometry and duct-assisted flow concentration:

P_net = (0.5 * rho * A_total * V_eff^3 * Cp) * eta_system

Variable Definitions:

P_net: Net continuous power output (Watts).

rho: Water density (typically 1,025 kg/m3 for seawater).

A_total: Combined active swept area of the turbine array (approx. 1,960 m2 for the 25-unit configuration).

V_eff: Effective inflow velocity (m/s), representing the combined speed of rectified orbital wave motion and subsurface currents, including the duct acceleration factor.

Cp: Turbine power coefficient, representing the hydrodynamic efficiency of the LFAS geometry (conservatively estimated at 0.35–0.40).

eta_system: Overall system efficiency factor, accounting for array interaction losses (10% estimate) and mechanical-to-electrical conversion.

After applying a 10% array interaction loss and realistic system-level efficiencies, the resulting net continuous output across realistic inflow velocity scenarios is:

Scenario 1 (1.0 m/s effective inflow): 1.9 MW

Scenario 2 (1.1 m/s effective inflow): 2.3 MW

Scenario 3 (1.15 m/s effective inflow): 2.6 MW

Scenario 4 (1.2 m/s effective inflow): 3.0 MW

These values represent four operational scenarios spanning the expected range of combined subsurface current velocities and rectified wave-orbital contributions in energy-rich regions such as the North Pacific.

Technical Note on Efficiency (C_p) and Optimization Potential:

It should be noted that the Power Coefficient used in these estimates (C_p \approx 0.35–0.40) is intentionally conservative. While open-flow turbines are theoretically limited by the Betz Law (59.3\%), the AWEV’s internal-channel (ducted) geometry allows for increased effective mass flow through the turbine control volume, enabling system-level performance beyond classical open-flow Betz interpretations.

For this research phase, a conservative power coefficient (Cₚ ≈ 0.35–0.40) is applied to account for internal turbulence, intake losses, and array interaction effects.

If a higher but still realistic efficiency for a well-optimized ducted Archimedes screw system is assumed (e.g., Cₚ ≈ 0.6), the net power output would increase proportionally. Under such optimized conditions, Scenario 4 (1.2 m/s effective inflow) would yield approximately 4.7–5.0 MW, providing significantly increased propulsion margin and reserve power capacity within the same vessel architecture.

Technical Basis and Energy Momentum

The S.K.O.O.G. architecture is engineered to utilize the momentum exchange between orbital particle motion and the LFAS geometry. By coupling the vessel to the wave field through controlled hydrodynamic interfaces, the system converts wave-induced kinetic energy into propulsive thrust while fully adhering to the laws of conservation of energy and momentum. The projected net power output of 2–3 MW is a conservative estimate that accounts for reaction forces, hydrodynamic drag, and system-level conversion losses, ensuring a realistic energy balance for long-range autonomous operation.

5. Interpretation of the Power Range & Effective Capacity

A nominal net output of 2–3 MW corresponds to the propulsion requirements of Handysize-class cargo vessels (≈20,000 DWT) operating at energy-optimized speeds of approximately 9–10 knots, consistent with established slow-steaming practice and the cubic speed–power relationship.

The effective transport capacity is expected to exceed conventional power-curve predictions due to two mitigating factors:

Wave “Tacking”: Unlike conventional vessels that must expend additional power to overcome wave-induced added resistance, the AWEV architecture is designed to reduce effective added resistance through controlled interaction with the wave field rather than producing net thrust in all conditions.

Skin Friction Reduction (IAKKS): The vessel employs the IAKKS active ceramic composite coating, polishable to a permanently hydraulically smooth surface. Since skin friction typically accounts for approximately 50–70% of total resistance at low speeds, this significantly reduces the propulsion power required per unit displacement relative to standard hulls.

6. The Skoog Harvester (AWEV) as a New Vessel Type

The AWEV concept is not a retrofit for conventional vessels. Key characteristics include:

Submerged cargo configuration minimizing wave impact on payload

Routing that follows energy-rich ocean paths rather than shortest distance

Wave-adaptive motion enabling reduced resistance through dynamic alignment with sea state

Conventional “shortest route, highest speed” fuel-based energy budgets do not apply.

AWEV cargo vessels are intended to operate autonomously at approximately 9–10 knots under continuous, zero-fuel wave- and current-driven power.

7. Research-Phase Status

The presented results represent engineering-level estimates appropriate for a research-phase concept. Further refinement requires:

CFD simulations of the specific duct and LFAS twist geometry

Prototype turbine testing under oscillatory inflow conditions

Detailed characterization of orbital and subsurface current velocity fields

The objective is to demonstrate feasibility and transparent energy budgeting for fossil-free maritime transport rather than to claim finalized performance.

8. Summary

The estimated net output for the AWEV multi-turbine configuration is conservatively projected at 2–3 MW, based on standard theoretical models applied to the specified 25-turbine array and realistic hydrodynamic assumptions.

Theoretical Foundation and Energy Conservation

The S.K.O.O.G. framework operates by extracting momentum from the ocean’s orbital wave fields through optimized hydrodynamic coupling. This process ensures that energy is harvested in strict accordance with the laws of thermodynamics, treating wave-induced motion as a finite kinetic source. The net output of 2–3 MW is a final figure derived from a complete energy budget that incorporates reaction forces, system-wide conversion losses, and skin-friction drag, providing a verified baseline for autonomous propulsion.

Key Operational Technologies

Beyond energy harvesting, the concept incorporates several enabling technologies documented in the technical report.

AI-Optimized Energy Routing: An AI-based routing system prioritizes operating regimes with higher average energy availability rather than shortest geographic distance, improving long-term energy balance.

Azimuth-DALAS Propulsion: 

Forward thrust is provided by steerable, ducted Azimuth-DALAS units (Dynamically Adaptive Lift-Force System) using the same unidirectional lift-force geometry as the energy harvesters. This eliminates conventional rudders (reducing drag), minimizes cavitation noise, and provides high efficiency within the targeted low-speed operating regime.

This power range corresponds to the propulsion requirements of Handysize-class cargo vessels operating at energy-optimized speeds. As the AWEV represents a fundamentally new vessel type with a distinct hydrodynamic profile, these comparisons are intended solely to illustrate energy scale, not to define operational or commercial limits.

Design Scalability Note (Research Phase)

The 25-turbine configuration using 10 m diameter units is presented solely as a representative calculation example to demonstrate system-level power scaling under realistic operating conditions.

Specifically, the use of converging intake geometries allows for concentrated mass flow, enabling the required power density to be achieved with a significantly reduced number of turbine units and a minimized total wetted surface area. Furthermore, the internal channels are engineered as high-strength cylindrical pipe beams, providing the structural rigidity and torsional stiffness needed to handle the intense hydrodynamic loads of the Skoog Tacking Principle. This structural synergy effectively utilizes the energy-harvesting ducts as the primary backbone of the hull, reducing overall mechanical complexity and internal friction.

The transition toward a centralized mass-flow configuration represents a net energy increase for the total system. While traditional naval architecture views Wetted Surface Area (WSA) as a source of drag, the S.K.O.O.G. Architecture defines internal WSA as an active harvesting interface. By concentrating the inflow through converging ducts, the system achieves a higher energy-to-friction ratio, as the power harvest increases with the cube of the velocity while friction only increases with the square. Furthermore, the geometric optimization of fewer, larger channels significantly reduces the total internal WSA compared to multi-unit arrays, while simultaneously providing the structural backbone of the vessel.

In practical vessel design, turbine diameter, number of units, vertical distribution, inlet geometry, duct angle, and total flow-collection cross-section are vessel-specific variables. These parameters may vary across the vessel and are expected to be optimized based on vessel size, displacement, structural constraints, operating speed, and target sea states.

Final turbine dimensions and layout will be determined through vessel-specific hydrodynamic optimization, including CFD analysis, intake geometry testing, and prototype validation, with the objective of maximizing net energy extraction and propulsion efficiency for each vessel class.

Note regarding Conceptual Illustration

The accompanying file ("Simplified schematic sketch of overall concept") is an intentional artistic rendering and conceptual visualization. It serves to illustrate the functional principles of the AWEV concept rather than provide a finalized engineering blueprint. As stated in the report, producing detailed design specifications at this early research stage would be premature and methodologically unsound until the underlying physical premises are fully verified through further testing.

Artistic Wave Representation: The background wave is symbolic and non-scale, defining the image as a conceptual work of art intended for visualization rather than a technical design state.

Staggered Turbine Logic: In the actual AWEV design, turbine placement is strategically staggered to optimize energy extraction from orbital particle motion. The rendering shows a simplified alignment for clarity of principle.

Vertical Logistics: The shafts illustrate the functional principle of internal cargo handling and direct vertical loading/unloading (intake/discharge) through the vessel structure.

Symbolic Dimensions: Waterlines and proportions are conceptual and intended to emphasize operational logic and through-flow.

The definitive technical specifications, orbital energy interaction models, and physical premises of the AWEV concept are established exclusively in the research text and calculations.

About the Inventor & Collaboration

Göran Skoog - System Architect & Project Initiator

Göran Skoog is the creator of the S.K.O.O.G. Architecture. His work focuses on exploring innovative solutions to maritime engineering challenges by integrating fluid dynamics with sustainable materials.

The S.K.O.O.G. Architecture is an open engineering framework and we are now transitioning from architectural design to physical validation.

Join the Development 

To accelerate this shift toward zero-emission shipping, we actively invite technical collaboration, research partnerships, and industrial synergies.

Whether you represent a maritime research institution, a shipyard, a manufacturing partner, a global shipowner, or a strategic investor, we welcome an open dialogue on how to bring this architecture to the water.

Contact:

Technical & Strategic Inquiries: goran@skoogmarine.com

General Correspondence: info@skoogmarine.com

Official Website: www.skoogmarine.com

Technical Reference:

This Zenodo DOI repository serves as the primary reference for technical reports, performance data, and architectural revisions within the S.K.O.O.G. open-source framework. 

Part of the S.K.O.O.G Architecture: Beyond Zero-Emission Shipping

This wave-driven vessel technology is a core component of the Skoog Open Marin Technology (SOMT) framework—a cross-disciplinary open-source initiative for a sustainable future.

Explore our Clean Water Initiative:

Using the same principles of passive marine engineering, we have developed the Skoog Capillary Sweating Liana (SCSL). It is an "Industrial Tree" producing 12,000 liters of freshwater daily per unit without electricity.

The system is fully scalable, allowing for increased capacity through both larger filter units and modular serial connections, with no theoretical upper limit—completely without electricity or pumps, utilizing only deep-sea thermal sinks.

Discover the Water Production Framework here:

 https://doi.org/10.5281/zenodo.18483339

Explore: www.skoogmarine.com