Systematic Approach to Energy Efficiency Deltamarin

7/28/2019 Systematic Approach to Energy Efficiency Deltamarin

1/60

15.3.201215.3.2012 Esa JokioinenEsa Jokioinen

Systematic ApproachSystematic Approachto Energy Efficiencyto Energy Efficiency


2/60

NEW REGULATIONSAHEAD

EEDISEEMPMBM


3/60

!

The Big Picture of Improving Energy Efficiency

0

10

20

30

40

50

60

70

80

90

100

16/11/037:00

16/11/039:00

16/11/0311:00

16/11/0313:00

16/11/0315:00

16/11/0317:00

16/11/0319:00

16/11/0321:00

16/11/0323:00

17/11/031:00

17/11/033:00

17/11/035:00

6

8

10

12

14

16

18

20

22

24

26Fanspeed Valveposition Roomtemp. Setpoint Chillwater Supplytemp.

?

?

!

?

!

?


4/60

There Are Many IdeasBut How to Ensure That Focus is on DoingThe Right Things?


5/60

Systematic Approach for Energy SavingStep 0 Understand where you are Analyze existing operations

Set targets and make a plan Start follow-up

F U E L C O N S U M P T I O N

F U E L C O N S U M P T I O N

Step 1 Concentrate on simple

improvements Daily operation and

maintenance Focus on zero or low cost

items

F U E L

C O N S U M P T I O N

Step 2 Improvement of

systems Minor modifications

during normaloperation

Focus on items withpay-back period less

than two years

F U E L C

O N S U M P T I O N

Step 3 Improvement of systems

and ship hull

Modifications requiringdry-docking


6/60

9.6.2011 Esa Jokioinen

Step 0Before you begin improving...

Understand where you are Analyze existing operations Set targets and make a plan Start follow-up practices


7/60

Analyze and Benchmark!

Consum ption at Sea

y = 0,0013x3 - 0,0246x2 + 0,3222x + 1,8

2,00

3,00

4,00

5,00

6,00

7,00

8,00

9,00

10,00

8 9 10 11 12 13 14 15 16 17 18 19 20Speed [kn]

H F O

[ m t / h ]

Before D D

After DD

> Analysis of ships fuel consumption can,

in its simplest form, consist of statistical analysis on fuel records andlogbooks.

> The goal is to get an understanding of the actual fuel consumption andvariations on different conditions androutes.

> Calculate key figures and get a firstguess of the fuel saving potential of the ship by comparing data from sisterships.

> The estimated fuel saving potential canbe used for budgeting the fuel savingimprovements.


8/60

Understand The Energy Balance!

> The energy balance indicates the actualfuel consumption for each consumer /service.

> The energy balance can be calculatedbased on the ships designdocumentation and/or verified withonboard measurements.

> Understanding the energy balance isessential for addressing the attentionto key consumers as well as calculatingthe saving potential in more detail.

> By conducting an onboard energyassessment, each consumer can becalculated with adequate accuracy foruse in the energy balance.


9/60

Set up a Follow-up Practice!

> Start energy/fuel consumption datalogging and follow-up in more detailthan just the typical tons per dayreporting.

> Modern ship automation systemscan provide data that is useful formonitoring and recording energyconsumption in more detail.

> There are also a number of additional purpose-built systemsavailable for more accuratemeasuring.


10/60

Accountability!

> There is a general tendency that

energy management responsibility isassigned on an IATOD basis topersons responsible for operation of the vessels.

> There are very good experiencesfrom assigning a dedicated energy

manager or energy master forthe fleet having a full time focus onsecuring fuel efficiency.

> Budgeting, project execution andfollow-up are easier to do if there isa clear account for energymanagement!

> The common dilemma;

Money for the investment comes from

As budget but the savings benefit B.


11/60

Step 1Easy Things First

Operational improvements Zero or low cost improvements Immediate or very short pay-back time


12/60

Itinerary Modifications and Service Speeds

> Reducing service speed is probably

the easiest way to achieve savingson an existing ship.

> Itinerary planning also includesfleet wide port and speed planningto improve logistics. This will resultin ships making less voyages withpartially or completely emptycargo holds.

> There are many softwareapplications available for findingthe optimal route. Route and speedoptimizations should always beplanned with the consultation of

the ships master and chief engineer.

> Suitable for:all ships travelling long distances orthrough many ports

> Benefits:efficient timetable and engineoperation

> Typical pay-back time:immediate


13/60

Tank Management

> Continuously or nearly fullfresh water, waste water orfuel tanks increases the totalweight of the ship and thus fuelconsumption.

> This type of unwanted

ballast should be minimized byestimating more accuratelywater and fuel consumptionand adjusting the machineryand systems accordingly.

> Suitable for:ships with a varying passenger loador large quantities of fuel / bilge /ballast.

> Benefits:optimized systems and tank levels

> Typical pay back time:immediate

FW Tan k l ev el d u ri ng 7 d ay t rip w it h v ar y in gpassenger load (tank maximum capacity: 60m3)

0

10

20

30

40

50

60

70

V o

l u m e

[ m 3 ]

Evaporator

Osmosis

FW tanks


14/60

Vessel Trim> Ship designs are optimized for a

certain cargo load, speed and fuelconsumption.

> When either the speed or cargo loadchanges, the vessels trim needs tobe readjusted. Otherwise theresistance of the ship through waterwill have a negative impact on fuelconsumption.

> The optimal vessel trim for theentire speed range needs to bedetermined. This can be carried outwith CFD calculations, by an onboardtest or with a real timemeasurement system.

> Suitable for:All ships

> Benefits:Savings in propulsion power

> Typical pay back time:

months


15/60


Weather Routing> Weather routing is the process

where upcoming difficult weatherconditions such as rough seas, lowvisibility near coast or port and iceconditions during winter are takeninto account and planned forahead.

> Severe weather may causeaccidents or loss of cargo, hulldamages or significant delays dueto heavy port traffic or having towait for icebreaker support.

> Weather routing will increase shipefficiency, but may also increaseoverall fuel consumption.

> Suitable for:Ships on tight schedules / shipsencountering difficult weather

> Benefits:Preventing delays, increased safety

> Typical pay back time:Varies


16/60

Effects of Shallow Water> If vessel in question travels

significant distances in shallowwater, it is important not tooperate the vessel at too highspeeds.

> If engine power is increased inshallow water, it will onlyincrease the aft wave without

any improvement in ship speed.

> In this kind of acceleration, fuelconsumption will be significantlyhigher than at constant speed.

> In the graphs:

H = water depth,T = draught of the vessel


17/60

Turnaround in Ports

> Sometimes the ship departurefrom port is delayed due tovarious reasons (bunkering,problems with cargo handling,additional paperwork etc.)

> Delayed departure meanshigher speed at sea as theoriginal sailing schedule mustbe caught.

> If ship spends long times atport, port-side electricityshould be considered when

available.


> Benefits:Enhancing co-operation betweenport and ship staff


immediate


18/60

Regular Propeller Polishing

> Operating in salt water slowlydeteriorates the factory-smoothedsurface of the bronze propeller bladesdue to galvanic erosion. In addition,organic growth and foul occurs in allpropeller materials.

> Regular propeller polishing is highly

recommended to be carried outannually and at least during everyscheduled docking.


> Benefits:Improved propeller efficiency

> Typical pay-back time:weeks to months


19/60


20/60


21/60

Fuel Oil Separators> All fuel oil used by the ship is typically

processed by the fuel oil separators

> Improperly adjusted separators cancreate unnecessary fuel losses sinceproportions of the useful fuel is lost inform of sludge

> Careful adjustments of the separatorsaccording to bunkered fuel as well asregular maintenance ensureminimization of unnecessary sludge

> In case of old separators, changing the

devices to modern technology can alsobe a feasible option.

> Suitable for:All ships burning HFO

> Benefits:Less sludge, more useful fuel for theengines


immediate


22/60

Boiler and Economizer Cleaning

> If boilers and economizers are notcleaned during the operation,rather quick decrease of outputoccurs

> Today on-service steam soot blowersystem is standard in mosteconomizer applications

> However, despite regular sootblowing during operation theoutput decreases in the long runbecause cleaning is not 100%complete in all heat transfersurfaces of the boiler

> Suitable for:Ships with economizers

> Benefits:Improved heat productionefficiency

> Typical pay-back time:immediate


23/60

Boiler Burner Adjustments

> Stoichiometric burning istheoretical and thus excess airneeds to be available for theburning process

> Amount of excess air shouldhowever not be too big,

otherwise the energy isconsumed for unneccessaryheating of the air and thus theefficiency of the boiler isreduced

> High CO2 content in flue gases

is a sign of good burningprocess


> Benefits:Reduced oil fired boiler fuelconsumption

> Typical pay-back time:Immediate


24/60

Quick FixesEliminating Unnecessary Use of Devices

> Quick fixes are often operationalchanges of electrical equipment. Thetwo things to be reduced are theelectrical load and heat load.

> Examples: engine auxiliary systems of

stopped engines, propulsion auxiliaries,engine room ventilation fans, cargo holdventilation fans, etc.

> Simply turning off auxiliary equipmentwhen not needed, will result insignificant savings.


> Benefits:Direct savings from smallerelectrical load

> Typical pay-back time:Immediate


25/60

Good To Remember...

> Time = money

> 50 kW electrical load in continuous operationmeans...

> About 100 tonnes of fuel per year!

> About 50,000 cost per year!


26/60

Crew Competence Management> Awareness of energy efficiency can

be ensured by training key personsand spreading the information tothe entire crew.

> It is essential for persons in chargeof the ships daily operations tounderstand which are the key areaswhere they should ensure the shipis operated in the most optimalway.

> Energy saving procedures are bestfulfilled when everyone on boardhas basic knowledge andunderstanding of the goals.

> It is also important to show the

company's commitment to energyefficiency to the customers.

> Suitable for:All ships, for both onboard crewand shore personnel

> Benefits:Securing basic competence

> Typical pay back time:0-1 month


27/60

Incentive Programs

> A good way to motivate ship crewsfor energy efficiency is tointroduce incentive programs thatreward innovative ideas andpractices and actual fuel savings.

> Required performance monitoring:at least produced kWh andconsumed fuel will be required tobe continuously monitored andlogged.

> The incentive program is moreeffective if the savings and

performance can be pinpointed tothe crew.


> Benefits:Motivation


immediate


28/60

Step 2Small and Easy ImprovementModifications

Investment cost small or moderate Pay-back time less than two years Can be carried out during normaloperation


29/60

150

155

160

165

170

175

180

185

10 20 30 40 50 60 70 80 90 100

7S80MC-C

7S80MC-C with 1/2 TC cut out

LOAD %

SFOC g/kWh

Engine Part-Load Operation

> With slow-steaming fuel

consumption can be lowered, butthe disadvantage is that the mainengine(s) may no longer operateefficiently.

> If possible, the engine(s) should bere-tuned to gain even lower fuelconsumption in the effective

operating load range.> In case engine is equipped with

multiple turbochargers, by cuttingout 1 or more turbocharger(s) thescavenge air pressure can beincreased thus decreasing SFOC.

> In low load ranges between 30% -

60%, fuel consumption can bereduced by 5 - 7 g/kWh.

> Suitable for:Slow-steaming ships

> Benefits:Improved fuel efficiency withsmaller engine loads

> Typical pay-back time:6-12 months

Scavenging air receiverCooler

Exhaust gas receiver

Cooler Cooler


30/60

Combinator Modes / CP Propeller> When a CP propelled vessel is operated below

the design speed the propulsion efficiency isvery sensitive to correct settings on thecombinator.

> In some cases the optimal operation point canbe outside the engine lay-out field and thus apropeller blade modification can be justified.

> Suitable for:Ships operating below design speed

> Benefits:Improved propulsion efficiency

> Typical pay-back time:

weeks to months


31/60

Frequency Converters for Pumps

> Machinery auxiliary systems are

rated according to requirementsof maximum design conditions(100% load, 32C SW, no heatrecovery, 15% fouling margin,etc.)

> Pump energy consumptionreduces according to affinitylaws: 20% reduction in flowmeans ~50% reduction in powerdemand

> Prices of converter drivesreduced significantly during thepast 3-5 years

> Suitable for:All ships, especially those operating onvarying operation profile

> Benefits:Reduced electrical load & maintenanceon pumps


Months


32/60

Frequency Converters for Fans

> Similarly as for pumps,frequency converters can bringalong savings when installed forvarious fans

> For example; engine roomventilation can be set to followactual air flow demandaccording to fuel rack position,temperature and/or barometricpressure measurements fromthe engine rooms

> Applicable also on smaller fanson air conditioning system airhandling units etc

> Suitable for:All ships, especially those operating onvarying operation profile

> Benefits:Reduced electrical load & maintenanceon pumps


Months


33/60

High Efficiency Electrical Motors

> There are four efficiency class ratingsfor electrical motors:

> IE1 standard efficiency

> IE2 high efficiency

> IE3 premium efficiency

> IE4 super premium efficiency

> Class differs in quality of materialsand components.

> Price difference between IE1 and IE3can be only few tens of euros forsmall motors.

> Suitable for:To be considered when changingelectrical motors

> Benefits:Improved efficiency of electrical motors


Months


34/60


Pump, Motor and Fan Components

Potential Savings :

Energy efficient bearings : 1-3 %Balancing : 1-3 %Alignment : 1-5 %Lubrication : 1-3 %Belt Drive Optimization : 2-5 %Total : 6-19%

> Efficiency of pumps, motors and fanscan be ensured through carefulmaintenance of the bearings and drivecomponents.

> Benefits:Increased efficiency of pumps, motorsand fans


?


35/60

Improvements in Waste Heat Recovery

> Typically there is not much

attention paid on the waste heatrecovery efficiency of the ship.

> Especially in case of cruise shipsthere is much optimizationpotential in the HT heat recoverysystems.

> For example setpoint control of engine HT water returntemperature can result insignificant benefits in waste heatrecovery efficiency at partialload. The setpoint controlrequires only automation systemprogramming work and can be

carried out during normaloperation of the ship.

DIESEL

EVA

Temperaure Control Curves

> Suitable for:All ships with high temperaturewaste heat recovery from coolingwater

> Benefits:More efficient WHR cycle

> Typical pay-back time:months


36/60

Minimization of Economizer Heat Loss> When the engine is not running,

the exhaust gas boiler with hotcirculation water is effectiveheating unit causing considerablenatural draft through the engine,economizer and stack.

> Heat loss from the economizercoils (estimated to be up to 10% of total capacity) needs to becompensated with the oil firedboiler.

> Suitable for:All ships with economizers and avarying operation profile with longport times

> Benefits:Reduced oil fired boiler costs

> Typical pay-back time:0,5 - 1 years


37/60

Energy Efficient Lighting / Light Control

> Replacing incandescent light bulbsto energy saving light bulbs (CFLs)and LEDs reduces the electricalload for lighting considerably.

> In passenger / cruise ships thereduced heat load is nearly equally

important as the reduced electricalload due to the additional coolingrequirements.

> Control of lighting (dimming,automatic switch-off) and reducedlighting scheme give benefits on all

areas, e.g. unmanned spaces.

> Suitable for:All vessels

> Benefits:Reduced electrical power demandfor lighting

> Typical pay-back time:Months


38/60

Energy Monitoring and Management Systems

> Load logging involves the continuousmonitoring and logging of ship performanceand energy utilization data. Variablesinclude electricity and potable waterconsumption, technical water use, ACneeds, engine loads, fuel consumption,etc. Performance between differentpassenger or cargo loads, weather

conditions and seasons can also be charted.

> The use of condition monitoring softwarewill help to pinpoint problem areas andallow to optimize all processes to be mostefficient. Taking full advantage of theresults will have a large impact on overall

ship performance and energy consumption.


> Benefits:Information on and control of allsystems

> Typical pay-back time:3 - 12 months


39/60

Autopilot Tuning / Update

> The best autopilots are self-tuning and

adaptive.

> When a new autopilot is installed intoan existing ship, the old autopilot canbe replaced or kept as a backup.

> If the existing autopilot is updated, theinstallation costs will be significantlylower when compared to the installationof a completely new autopilot systemdue to required additional components.

> Poor directional stability causes yawmotion and thus increases fuelconsumption. The autopilot has also abig influence on keeping the course.


> Benefits:Modern autopilot with efficientfuel consumption

> Typical pay-back time:3 - 6 months


40/60

Step 3Bigger and/or More Complex Modifications

Require dry-docking Require detailed planning and studies


41/60

> Selection of most efficientpropeller by optimizing the bladearea, blade shape, section, huband propeller diameter canimprove propulsion efficiency up to10% in best cases.

> Depending on the (possible)gearbox, propeller revolutions canalso be affected by carrying outmodifications on the reductiongear.

> Technical limitations on the

modifications are propellerclearance, shaft strength andgearbox.

Propeller and Propulsion TrainOptimization


> Benefits:Improved propulsion efficiency


0,5 4 years


42/60

Bulbous Bow Modification

> Bulbous bows designed more than 10years ago can be regarded as un-optimized.

> With modern design methods andtools, these bows could be upgradedto reduce resistance by 4-5 % andrequired propulsion power by 10-11%.

> The drawback is that upgrading thebow is a major modification,requiring time and money (designand dry-docking). In many older shipsthis type of modification may not befeasible.

> Suitable for:All ships with older bows

> Benefits:Reduced hull resistance


~5 years


43/60

Example, CFD & Bulbous BowShip A Ship B


44/60

Scallops and Grids for Thruster Tunnels

> Bow thrusters should be designed

with scallops or grids instead of asimple beveled edge. This will reducethe parasite drag of the tunnel andthus improve the performance of thevessel. Placement of additionalthrusters is also very important(alignment to local flow).

> Grids need to be fitted to thethruster tunnels with the grating at a90 degree angle to local flow. Gridsreduce the effective side thrust by5%. Scallops on the other hand do notaffect the side thrust, but requiresome steel work to install.

> Anti suction tunnels are required to inorder to have a higher thrust atforward speeds.


> Benefits:With scallop 1-1.5% and with grid0.5-1% increase in propulsion power


~12 months


45/60

Ducktail

> Adding a properly designed ducktailwill improve the wave pattern andpressure distribution in the aft endof the vessel, thus improvingperformance.

> Ducktail increases effective waterline length, thus decreasing waveresistance.

> A ducktail may also improve thestability and therefore the need forballast may be reduced.

> Suitable for:All ships, case-by-case

> Benefits:Improved stability and performance


2 - 3 years


46/60

Interceptor Plate> The Interceptor plate is a metal

plate that is fitted vertically to thetransom of a ship, covering themain breadth of the transom. Thisplate affects the flow in aft-shipand especially the interactionbetween propeller(s) and hull.

> An interceptor plate is proved tobe better than a conventional trimwedge in some cases, but so far itsused only in cruise vessels and RoRovessels.

> Interceptor plate is much cheaper

than trim wedge modification as aretrofit.

> Suitable for:Certain hull forms and speeds

> Benefits:Improved hull performance


Under 1 year


47/60

Central Skeg Trailing Edge

> The trailing edge on the skeg of some ships may be blunt and havea negative impact on the resistanceand course stability of the vessel.

> One solution is to extend thecentral skeg in order to achieve a

sharp trailing edge.

> Around 0,5 - 1% savings in powercan be expected for full speedrange.


> Benefits:Improved hull performance


1 year


48/60

Hull Coatings

> The hull coating and hull surface

roughness influence the hullsfriction resistance. Typical hullroughness is usually estimated tobe around 100-150mm.

> Normally, the surface roughnessmay be worse due to scratches

from port or shallow waters as wellas fouling.

> To achieve better results, severalpaint manufacturers have productsthat may result in as high as 5%annual saving from propulsion.


> Benefits:Smaller hull resistance


6 - 12 months


49/60

Weld Seam Smoothing

> Grinding the weld seams of the

underwater hull will reduceresistance significantly. The mostcritical area is the bow where theboundary layer is the thinnest. Asthe bulbous bow has the biggestrole, all its seams should begrinded flush.

> After the bulb, the transversalseams are the most critical. Itshould be noted that in the forwardpart the flow lines may not goalong the longitudinal direction andthus the longitudinal seams alsohave an effect. This will have aneffect throughout the entire speedrange.


> Benefits:Reduced bow and hull resistance


~1 year


50/60

Step 3Future technologies?

> Organic Rankine Cycle

> Microsteam turbines> Sails and kites

> Solar panels

> Hybrid machineries

> Air lubrication

> Hybrid materials


51/60

Waste Heat Into Electricity

> In theory, all heat streams (LT- andHT-water, steam, hot exhaust gases)that are warmer than seawater couldbe utilized for producing electricitythrough a process called OrganicRankine Cycle (ORC).

> The cycle is similar to the Rankine

steam cycle, but instead of watercirculating, an organic working fluidis used.

> The larger the temperaturedifference between the heat andcooling source, the more energy willbe produced. Capacities vary from~200 kW to 2+ MW. Installation of systems are flexible.

> Suitable for:All ships with extra waste heat

> Benefits:Increased electricity productionfrom waste heat

> Typical pay-back time:5 - 10 years


52/60

Microsteam Turbine Generator

> Microsteam turbine generatorsuse high pressure steam to produceelectricity.

> The turbine is installed parallelwith a pressure reducing valvestation in existing steam

distribution systems.

> Produced electricity is then fed tothe main grid or for a specificconsumer.

> Replace steam dumping valves.

> Suitable for:Ships with high steam dumping

> Benefits:Electrical energy production fromwaste steam

> Typical pay back time:5-10 years


53/60

Solar Power> Small solar panels installed on the

decks of tankers, cruisers or smallyachts will help by alleviating theelectrical load. Cleanliness of panelsurfaces is an important aspect.

> In the future, larger solar sails thatcombine solar and wind power may

be possible. This type of constructswill have additional requirementsranging from material durability toship stability.

> Currently about 0,13 kW/m2 withcost of around 1000 /kW.

> Suitable for:Ships that exhibit much sunlightand have the space for panels

> Benefits:Increased electricity output


10+ years


54/60

Hybrid machineries - Batteries

> Use of batteries, either rechargedfrom the grid or by solar panelsetc. are increasing theirattractiveness as technologydevelops.

> Development in batteries isextremely rapid due to increase of hybrid car production.

> Suitable for:practically all ships but at theirbest at special operation profiles

> Benefits:Storage of free or low cost energy


10+ years


55/60

Wind Power Sails, Kites, Rotors

> The use of wind propulsion mayresult in 10 - 35% fuel savingsor a 10 % increase in shipscruising speed. This depends onwind conditions and ship size.

> When determining final fuelsavings, all variables need tobe taken into account (cost of additional weight, repair andmaintenance costs, windconditions on entire voyage).

> Suitable for:Primarily tankers, bulkers, smallervessels

> Benefits:Lower fuel consumption & lessemissions

> Typical pay back time:5+ years


56/60

Air Lubrication / Cavity Systems

> Air bubble lubrication reduces hullsfriction resistance by injecting airbeneath the ship from several smallholes under the ship.

> Challenges are related to guidingthe injected air away frompropeller(s), otherwise risks of reduced propulsion efficiency andincreased cavitation.

> Uncertainties in the technicalfeasibility exist and furtherdevelopment is required.

> Suitable for:Large (wide), slow-speed ships

> Benefits:Lower fuel consumption & lessemissions


?

Mitsubishi Heavy Industries


57/60

SummaryDeltamarin 3-step approach

0

10

20

30

40

50

60

70

80

90

100

16/11/037:00

16/11/039:00

16/11/0311:00

16/11/0313:00

16/11/0315:00

16/11/0317:00

16/11/0319:00

16/11/0321:00

16/11/0323:00

17/11/031:00

17/11/033:00

17/11/035:00

6

8

10

12

14

16

18

20

22

24

26Fanspeed Valveposition Roomtemp. Setpoint Chillwater Supplytemp.

?

?

!

?

!

?


58/60


59/60

Summary from Ro-Pax Ship Survey

Step 1

Step 2

Step 3

*) fuel price 400/t

*


60/60

Thank You!Thank You!

Documents

Systematic Approach to Energy Efficiency Deltamarin