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Systematic Approach to Energy Efficiency

15.3.2012 Esa Jokioinen

EEDI SEEMP MBM


NEW REGULATIONS AHEAD

The Big Picture of Improving Energy Efficiency


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Fan speed Valve position Room temp. Setpoint Chill water Supply temp.

100 90 80 70 60 50 40 30 20 10 0
16/11/03 7:00 16/11/03 9:00 16/11/03 11:00 16/11/03 13:00 16/11/03 15:00 16/11/03 17:00 16/11/03 19:00 16/11/03 21:00 16/11/03 23:00 17/11/03 1:00 17/11/03 3:00 17/11/03 5:00

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There Are Many Ideas But How to Ensure That Focus is on Doing The Right Things?

Systematic Approach for Energy Saving


Step 0 Understand where you are
Analyze existing operations Step 1 Set targets and make a plan Concentrate on simple Start follow-up improvements Daily operation and maintenance Focus on zero or low cost items

Step 2
Improvement of systems Minor modifications during normal operation Focus on items with pay-back period less than two years

FUEL CONSUMPTION

Step 3
Improvement of systems and ship hull Modifications requiring dry-docking

FUEL CONSUMPTION

FUEL CONSUMPTION

FUEL CONSUMPTION

Step 0
Before you begin improving...

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

9.6.2011

Esa Jokioinen

Analyze and Benchmark!


> Analysis of ships fuel consumption can, in its simplest form, consist of statistical analysis on fuel records and logbooks. The goal is to get an understanding of the actual fuel consumption and variations on different conditions and routes. Calculate key figures and get a first guess of the fuel saving potential of the ship by comparing data from sister ships. The estimated fuel saving potential can be used for budgeting the fuel saving improvements.
Consumption at Sea
10,00 9,00

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


8,00 7,00 6,00 5,00 4,00 3,00 2,00 8 9 10 11 12 13 14 15 16 17 18 19 20

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HFO [m t/h]

Before DD After DD

Speed [kn]

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Understand The Energy Balance!


> The energy balance indicates the actual fuel consumption for each consumer / service. The energy balance can be calculated based on the ships design documentation and/or verified with onboard measurements. Understanding the energy balance is essential for addressing the attention to key consumers as well as calculating the saving potential in more detail. By conducting an onboard energy assessment, each consumer can be calculated with adequate accuracy for use in the energy balance.

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Set up a Follow-up Practice!


> Start energy/fuel consumption data logging and follow-up in more detail than just the typical tons per day reporting. > Modern ship automation systems can provide data that is useful for monitoring and recording energy consumption in more detail. > There are also a number of additional purpose-built systems available for more accurate measuring.

Accountability!
> There is a general tendency that energy management responsibility is assigned on an IATOD basis to persons responsible for operation of the vessels. There are very good experiences from assigning a dedicated energy manager or energy master for the fleet having a full time focus on securing fuel efficiency. Budgeting, project execution and follow-up are easier to do if there is a clear account for energy management! > The common dilemma; Money for the investment comes from As budget but the savings benefit B.

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Step 1
Easy Things First

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

Itinerary Modifications and Service Speeds


> Reducing service speed is probably the easiest way to achieve savings on an existing ship. Itinerary planning also includes fleet wide port and speed planning to improve logistics. This will result in ships making less voyages with partially or completely empty cargo holds. There are many software applications available for finding the optimal route. Route and speed optimizations should always be planned with the consultation of the ships master and chief engineer.

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Suitable for: all ships travelling long distances or through many ports Benefits: efficient timetable and engine operation Typical pay-back time: immediate

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Tank Management
> Continuously or nearly full fresh water, waste water or fuel tanks increases the total weight of the ship and thus fuel consumption. > This type of unwanted ballast should be minimized by estimating more accurately water and fuel consumption and adjusting the machinery and systems accordingly.
Volume [m3]

70

60

50

40 Evaporator 30 Osmosis FW tanks 20

10

FW Tank level during 7 day trip with varying passenger load (tank maximum capacity: 60m3)

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Suitable for: ships with a varying passenger load or large quantities of fuel / bilge / ballast. Benefits: optimized systems and tank levels Typical pay back time: immediate

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Vessel Trim
> Ship designs are optimized for a certain cargo load, speed and fuel consumption. When either the speed or cargo load changes, the vessels trim needs to be readjusted. Otherwise the resistance of the ship through water will have a negative impact on fuel consumption. The optimal vessel trim for the entire speed range needs to be determined. This can be carried out with CFD calculations, by an onboard test or with a real time measurement system. > > > Suitable for: All ships Benefits: Savings in propulsion power Typical pay back time: months

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Weather Routing
> Weather routing is the process where upcoming difficult weather conditions such as rough seas, low visibility near coast or port and ice conditions during winter are taken into account and planned for ahead. > Severe weather may cause accidents or loss of cargo, hull damages or significant delays due to heavy port traffic or having to wait for icebreaker support. > Weather routing will increase ship efficiency, but may also increase overall fuel consumption.

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Suitable for: Ships on tight schedules / ships encountering difficult weather Benefits: Preventing delays, increased safety Typical pay back time: Varies

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9.6.2011

Esa Jokioinen

Effects of Shallow Water


> If vessel in question travels significant distances in shallow water, it is important not to operate the vessel at too high speeds. If engine power is increased in shallow water, it will only increase the aft wave without any improvement in ship speed. In this kind of acceleration, fuel consumption will be significantly higher than at constant speed. In the graphs: H = water depth, T = draught of the vessel

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Turnaround in Ports
> Sometimes the ship departure from port is delayed due to various reasons (bunkering, problems with cargo handling, additional paperwork etc.) > Delayed departure means higher speed at sea as the original sailing schedule must be caught. > If ship spends long times at port, port-side electricity should be considered when available.

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Suitable for: All ships Benefits: Enhancing co-operation between port and ship staff Typical pay back time: immediate

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Regular Propeller Polishing


> Operating in salt water slowly deteriorates the factory-smoothed surface of the bronze propeller blades due to galvanic erosion. In addition, organic growth and foul occurs in all propeller materials. Regular propeller polishing is highly recommended to be carried out annually and at least during every scheduled docking. > > > Suitable for: All ships Benefits: Improved propeller efficiency Typical pay-back time: weeks to months

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Regular Hull Cleaning


> Anti-fouling paints offer protection against organic growth on the ships hull. However the anti-fouling layers on the ship hull deteriorate and dissolve their toxins over the time. Marine growth consisting of algae, slime and immature barnacles that start to adhere to the hull and penetrate the anti fouling coatings. In order to maintain the efficiency and avoid barnacles and tubeworms to develop and attach themselves on the hull causing permanent damage, regular hull cleaning with aid of divers is recommended.

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Suitable for: All ships, especially vessels that spend long time at ports Benefits: Maintaining low hull resistance Typical pay-back time: weeks to months

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Engine Maintenance and Performance Monitoring


> All mechanical energy is produced by the diesel engines and therefore the efficiency of the prime movers is essential for overall fuel economy. Specific fuel oil consumption of the diesel engine is affected by maintenance carried out on sensitive parts. Planned and regular maintenance will prevent engines from suffering major problems and will also keep engines running at optimum conditions.

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Suitable for: All ships Benefits: Improved power production efficiency Typical pay back time: weeks to months

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Fuel Oil Separators


> All fuel oil used by the ship is typically processed by the fuel oil separators Improperly adjusted separators can create unnecessary fuel losses since proportions of the useful fuel is lost in form of sludge Careful adjustments of the separators according to bunkered fuel as well as regular maintenance ensure minimization of unnecessary sludge In case of old separators, changing the devices to modern technology can also be a feasible option.

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Suitable for: All ships burning HFO Benefits: Less sludge, more useful fuel for the engines Typical pay back time: immediate

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Boiler and Economizer Cleaning


> If boilers and economizers are not cleaned during the operation, rather quick decrease of output occurs Today on-service steam soot blower system is standard in most economizer applications However, despite regular soot blowing during operation the output decreases in the long run because cleaning is not 100% complete in all heat transfer surfaces of the boiler > > Suitable for: Ships with economizers Benefits: Improved heat production efficiency Typical pay-back time: immediate

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Boiler Burner Adjustments


> Stoichiometric burning is theoretical and thus excess air needs to be available for the burning process > Amount of excess air should however not be too big, otherwise the energy is consumed for unneccessary heating of the air and thus the efficiency of the boiler is reduced > High CO2 content in flue gases is a sign of good burning process

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Suitable for: All ships Benefits: Reduced oil fired boiler fuel consumption Typical pay-back time: Immediate

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Quick Fixes
Eliminating Unnecessary Use of Devices
> Quick fixes are often operational changes of electrical equipment. The two things to be reduced are the electrical load and heat load. Examples: engine auxiliary systems of stopped engines, propulsion auxiliaries, engine room ventilation fans, cargo hold ventilation fans, etc. Simply turning off auxiliary equipment when not needed, will result in significant savings.

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Suitable for: All ships Benefits: Direct savings from smaller electrical load Typical pay-back time: Immediate

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Good To Remember...
> Time = money > 50 kW electrical load in continuous operation means... > About 100 tonnes of fuel per year! > About 50,000 cost per year!

Crew Competence Management


> Awareness of energy efficiency can be ensured by training key persons and spreading the information to the entire crew. It is essential for persons in charge of the ships daily operations to understand which are the key areas where they should ensure the ship is operated in the most optimal way. Energy saving procedures are best fulfilled when everyone on board has basic knowledge and understanding of the goals. It is also important to show the company's commitment to energy efficiency to the customers. > Suitable for: All ships, for both onboard crew and shore personnel Benefits: Securing basic competence Typical pay back time: 0-1 month

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Incentive Programs
> A good way to motivate ship crews for energy efficiency is to introduce incentive programs that reward innovative ideas and practices and actual fuel savings. Required performance monitoring: at least produced kWh and consumed fuel will be required to be continuously monitored and logged. The incentive program is more effective if the savings and performance can be pinpointed to the crew.

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Suitable for: All ships Benefits: Motivation Typical pay back time: immediate

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Step 2
Small and Easy Improvement Modifications

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

Engine Part-Load Operation


> With slow-steaming fuel consumption can be lowered, but the disadvantage is that the main engine(s) may no longer operate efficiently. If possible, the engine(s) should be re-tuned to gain even lower fuel consumption in the effective operating load range. In case engine is equipped with multiple turbochargers, by cutting out 1 or more turbocharger(s) the scavenge air pressure can be increased thus decreasing SFOC. In low load ranges between 30% 60%, fuel consumption can be reduced by 5 - 7 g/kWh.

185

SFOC g/kWh
180

175

7S80MC-C 7S80MC-C with 1/2 TC cut out

170

165

160

Exhaust gas receiver


150

155

LOAD %
10 20 30 40 50 60 70 80 90 100

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Cooler Cooler Cooler Scavenging air receiver


> > Suitable for: Slow-steaming ships Benefits: Improved fuel efficiency with smaller engine loads Typical pay-back time: 6-12 months

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Combinator Modes / CP Propeller


> When a CP propelled vessel is operated below the design speed the propulsion efficiency is very sensitive to correct settings on the combinator. In some cases the optimal operation point can be outside the engine lay-out field and thus a propeller blade modification can be justified. > > > Suitable for: Ships operating below design speed Benefits: Improved propulsion efficiency Typical pay-back time: weeks to months

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Frequency Converters for Pumps


> Machinery auxiliary systems are rated according to requirements of maximum design conditions (100% load, 32C SW, no heat recovery, 15% fouling margin, etc.) > Pump energy consumption reduces according to affinity laws: 20% reduction in flow means ~50% reduction in power demand > Prices of converter drives reduced significantly during the past 3-5 years

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Suitable for: All ships, especially those operating on varying operation profile Benefits: Reduced electrical load & maintenance on pumps Typical pay-back time: Months

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Frequency Converters for Fans


> Similarly as for pumps, frequency converters can bring along savings when installed for various fans > For example; engine room ventilation can be set to follow actual air flow demand according to fuel rack position, temperature and/or barometric pressure measurements from the engine rooms > Applicable also on smaller fans on air conditioning system air handling units etc

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Suitable for: All ships, especially those operating on varying operation profile Benefits: Reduced electrical load & maintenance on pumps Typical pay-back time: Months

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High Efficiency Electrical Motors


> There are four efficiency class ratings for electrical motors: > > > > > IE1 standard efficiency IE2 high efficiency IE3 premium efficiency IE4 super premium efficiency > Suitable for: To be considered when changing electrical motors Benefits: Improved efficiency of electrical motors Typical pay-back time: Months

Class differs in quality of materials and components. Price difference between IE1 and IE3 can be only few tens of euros for small motors.

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Pump, Motor and Fan Components


> Efficiency of pumps, motors and fans can be ensured through careful maintenance of the bearings and drive components.
Potential Savings : Energy efficient bearings : Balancing : Alignment : Lubrication : Belt Drive Optimization : Total : 1-3 % 1-3 % 1-5 % 1-3 % 2-5 % 6-19%

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Benefits: Increased efficiency of pumps, motors and fans Typical pay-back time: ?

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9.6.2011

Esa Jokioinen

Improvements in Waste Heat Recovery


> Typically there is not much attention paid on the waste heat recovery efficiency of the ship. Especially in case of cruise ships there is much optimization potential in the HT heat recovery systems. For example setpoint control of engine HT water return temperature can result in significant benefits in waste heat recovery efficiency at partial load. The setpoint control requires only automation system programming work and can be carried out during normal operation of the ship.
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DIESEL EVA

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Temperaure Control Curves

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Suitable for: All ships with high temperature waste heat recovery from cooling water Benefits: More efficient WHR cycle Typical pay-back time: months

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Minimization of Economizer Heat Loss


> When the engine is not running, the exhaust gas boiler with hot circulation water is effective heating unit causing considerable natural draft through the engine, economizer and stack. > Heat loss from the economizer coils (estimated to be up to 10% of total capacity) needs to be compensated with the oil fired boiler.

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Suitable for: All ships with economizers and a varying operation profile with long port times Benefits: Reduced oil fired boiler costs Typical pay-back time: 0,5 - 1 years

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Energy Efficient Lighting / Light Control


> Replacing incandescent light bulbs to energy saving light bulbs (CFLs) and LEDs reduces the electrical load for lighting considerably. In passenger / cruise ships the reduced heat load is nearly equally important as the reduced electrical load due to the additional cooling requirements. Control of lighting (dimming, automatic switch-off) and reduced lighting scheme give benefits on all areas, e.g. unmanned spaces.

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Suitable for: All vessels Benefits: Reduced electrical power demand for lighting Typical pay-back time: Months

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Energy Monitoring and Management Systems


> Load logging involves the continuous monitoring and logging of ship performance and energy utilization data. Variables include electricity and potable water consumption, technical water use, AC needs, engine loads, fuel consumption, etc. Performance between different passenger or cargo loads, weather conditions and seasons can also be charted. > > The use of condition monitoring software will help to pinpoint problem areas and allow to optimize all processes to be most efficient. Taking full advantage of the results will have a large impact on overall ship performance and energy consumption. > Suitable for: All ships Benefits: Information on and control of all systems Typical pay-back time: 3 - 12 months

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Autopilot Tuning / Update


> The best autopilots are self-tuning and adaptive. When a new autopilot is installed into an existing ship, the old autopilot can be replaced or kept as a backup. If the existing autopilot is updated, the installation costs will be significantly lower when compared to the installation of a completely new autopilot system due to required additional components. Poor directional stability causes yaw motion and thus increases fuel consumption. The autopilot has also a big influence on keeping the course.

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Suitable for: All ships Benefits: Modern autopilot with efficient fuel consumption Typical pay-back time: 3 - 6 months

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Step 3
Bigger and/or More Complex Modifications

Require dry-docking Require detailed planning and studies

Propeller and Propulsion Train Optimization


> Selection of most efficient propeller by optimizing the blade area, blade shape, section, hub and propeller diameter can improve propulsion efficiency up to 10% in best cases. > Depending on the (possible) gearbox, propeller revolutions can also be affected by carrying out modifications on the reduction gear. > Technical limitations on the modifications are propeller clearance, shaft strength and gearbox.

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Suitable for: All ships Benefits: Improved propulsion efficiency Typical pay-back time: 0,5 4 years

Bulbous Bow Modification


> Bulbous bows designed more than 10 years ago can be regarded as unoptimized. With modern design methods and tools, these bows could be upgraded to reduce resistance by 4-5 % and required propulsion power by 1011%. The drawback is that upgrading the bow is a major modification, requiring time and money (design and dry-docking). In many older ships this type of modification may not be feasible.

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Suitable for: All ships with older bows Benefits: Reduced hull resistance Typical pay-back time: ~5 years

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Example, CFD & Bulbous Bow


Ship A Ship B

Scallops and Grids for Thruster Tunnels


> Bow thrusters should be designed with scallops or grids instead of a simple beveled edge. This will reduce the parasite drag of the tunnel and thus improve the performance of the vessel. Placement of additional thrusters is also very important (alignment to local flow). Grids need to be fitted to the thruster tunnels with the grating at a 90 degree angle to local flow. Grids reduce the effective side thrust by 5%. Scallops on the other hand do not affect the side thrust, but require some steel work to install. Anti suction tunnels are required to in order to have a higher thrust at forward speeds.

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Suitable for: All ships Benefits: With scallop 1-1.5% and with grid 0.5-1% increase in propulsion power Typical pay-back time: ~12 months

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Ducktail
> Adding a properly designed ducktail will improve the wave pattern and pressure distribution in the aft end of the vessel, thus improving performance. Ducktail increases effective water line length, thus decreasing wave resistance. > > A ducktail may also improve the stability and therefore the need for ballast may be reduced. > > Suitable for: All ships, case-by-case Benefits: Improved stability and performance Typical pay-back time: 2 - 3 years

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Interceptor Plate
> The Interceptor plate is a metal plate that is fitted vertically to the transom of a ship, covering the main breadth of the transom. This plate affects the flow in aft-ship and especially the interaction between propeller(s) and hull. An interceptor plate is proved to be better than a conventional trim wedge in some cases, but so far its used only in cruise vessels and RoRo vessels. Interceptor plate is much cheaper than trim wedge modification as a retrofit.

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Suitable for: Certain hull forms and speeds Benefits: Improved hull performance Typical pay-back time: Under 1 year

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Central Skeg Trailing Edge


> The trailing edge on the skeg of some ships may be blunt and have a negative impact on the resistance and course stability of the vessel. One solution is to extend the central skeg in order to achieve a sharp trailing edge. Around 0,5 - 1% savings in power can be expected for full speed range. > > > Suitable for: All ships Benefits: Improved hull performance Typical pay-back time: 1 year

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Hull Coatings
> The hull coating and hull surface roughness influence the hulls friction resistance. Typical hull roughness is usually estimated to be around 100-150mm. Normally, the surface roughness may be worse due to scratches from port or shallow waters as well as fouling. To achieve better results, several paint manufacturers have products that may result in as high as 5% annual saving from propulsion.

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Suitable for: All ships Benefits: Smaller hull resistance Typical pay-back time: 6 - 12 months

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Weld Seam Smoothing


> Grinding the weld seams of the underwater hull will reduce resistance significantly. The most critical area is the bow where the boundary layer is the thinnest. As the bulbous bow has the biggest role, all its seams should be grinded flush. After the bulb, the transversal seams are the most critical. It should be noted that in the forward part the flow lines may not go along the longitudinal direction and thus the longitudinal seams also have an effect. This will have an effect throughout the entire speed range.

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Suitable for: All ships Benefits: Reduced bow and hull resistance Typical pay-back time: ~1 year

Step 3

Future technologies?

> Organic Rankine Cycle > Microsteam turbines > Sails and kites > Solar panels > Hybrid machineries > Air lubrication > Hybrid materials

Waste Heat Into Electricity


> In theory, all heat streams (LT- and HT-water, steam, hot exhaust gases) that are warmer than seawater could be utilized for producing electricity through a process called Organic Rankine Cycle (ORC). The cycle is similar to the Rankine steam cycle, but instead of water circulating, an organic working fluid is used. The larger the temperature difference between the heat and cooling source, the more energy will be produced. Capacities vary from ~200 kW to 2+ MW. Installation of systems are flexible.

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Suitable for: All ships with extra waste heat Benefits: Increased electricity production from waste heat Typical pay-back time: 5 - 10 years

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Microsteam Turbine Generator


> Microsteam turbine generators use high pressure steam to produce electricity. The turbine is installed parallel with a pressure reducing valve station in existing steam distribution systems. > > Produced electricity is then fed to the main grid or for a specific consumer. Replace steam dumping valves. > Suitable for: Ships with high steam dumping Benefits: Electrical energy production from waste steam Typical pay back time: 5-10 years

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Solar Power
> Small solar panels installed on the decks of tankers, cruisers or small yachts will help by alleviating the electrical load. Cleanliness of panel surfaces is an important aspect. In the future, larger solar sails that combine solar and wind power may be possible. This type of constructs will have additional requirements ranging from material durability to ship stability. Currently about 0,13 kW/m2 with cost of around 1000 /kW.

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Suitable for: Ships that exhibit much sunlight and have the space for panels Benefits: Increased electricity output Typical pay-back time: 10+ years

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Hybrid machineries - Batteries


> Use of batteries, either recharged from the grid or by solar panels etc. are increasing their attractiveness as technology develops. Development in batteries is extremely rapid due to increase of hybrid car production. > Suitable for: practically all ships but at their best at special operation profiles Benefits: Storage of free or low cost energy Typical pay-back time: 10+ years

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Wind Power Sails, Kites, Rotors


> The use of wind propulsion may result in 10 - 35% fuel savings or a 10 % increase in ships cruising speed. This depends on wind conditions and ship size. > When determining final fuel savings, all variables need to be taken into account (cost of additional weight, repair and maintenance costs, wind conditions on entire voyage).
> Suitable for: Primarily tankers, bulkers, smaller vessels Benefits: Lower fuel consumption & less emissions Typical pay back time: 5+ years

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Air Lubrication / Cavity Systems


> Air bubble lubrication reduces hulls friction resistance by injecting air beneath the ship from several small holes under the ship. Challenges are related to guiding the injected air away from propeller(s), otherwise risks of reduced propulsion efficiency and increased cavitation. Uncertainties in the technical feasibility exist and further development is required.
Mitsubishi Heavy Industries

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Suitable for: Large (wide), slow-speed ships Benefits: Lower fuel consumption & less emissions Typical pay-back time: ?

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Summary

Deltamarin 3-step approach

Fan speed

Valve position

Room temp.

Setpoint

Chill water

Supply temp.

100 90 80 70 60 50 40 30 20 10 0
16/11/03 7:00 16/11/03 9:00 16/11/03 11:00 16/11/03 13:00 16/11/03 15:00 16/11/03 17:00 16/11/03 19:00 16/11/03 21:00 16/11/03 23:00 17/11/03 1:00 17/11/03 3:00 17/11/03 5:00

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? ! !

Systematic Approach for Existing Ships


Step 0 Understand where you are
Analyze existing operations Step 1 Set targets and make a plan Concentrate on simple Start follow-up improvements Daily operation and maintenance Focus on zero or low cost items

Step 2
Improvement of systems Minor modifications during normal operation Focus on items with pay back period less than two years

FUEL CONSUMPTION

Step 3
Improvement of systems and ships hull Modifications requiring dry-docking

FUEL CONSUMPTION

FUEL CONSUMPTION

FUEL CONSUMPTION

Summary from Ro-Pax Ship Survey


Step 1

Step 3 Step 2

*) fuel price 400/t

Thank You!

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