BOOSTING ENERGY EFFICIENCY - HVLhome.hib.no/ansatte/jjo/ftp/hydrodynamikk/Notater/Wartsila Ship... · 1 © Wärtsilä 19 September 2008 Energy Efficiency Catalogue / Ship Power R&D

1 © Wärtsilä 19 September 2008 Energy Efficiency Catalogue / Ship Power R&D

BOOSTING ENERGY EFFICIENCY

Introduction

2 © Wärtsilä 19 September 2008 Presentation name / Author

This presentation contains examples of possible measures toreduce energy consumption in ship applications. The aim isto cut operating costs while, at the same time, reduce emissions.

Even though these measures may make a significant difference– they are just the beginning!

Introduction


Our aim is to show from a neutral viewpoint a vast range of potential areas for efficiencyimprovement. They are based on today’s technology and are presented irrespectiveof the present availability of such solutions either from Wärtsilä or any other supplier.

Improvement areas


The technologies are dividedinto four main headings:

- Ship design- Propulsion- Machinery- Operation & Maintenance

By combining these areas and treating themtogether as an integrated solution, a trulyefficient ship operation can be achieved.

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Symbol explanations


< 4%

Ship types for which the energyefficiency improvement measureis well suited.

Energy consumption reductionmethod applicability:

Measures that can be retrofittedto an existing vessel

Operational measures

Methods best suited for new buildings

Payback time indication:

Short (<1 year) – Long (>15 years)

An upper percentage of the potential annual savingin fuel consumption for the entire ship, not looking justat the saving in one mode for a specific part of thepower demand.

TANKERS AND BULKERS


AIR LUBRICATIONAIR LUBRICATION

DELTA TUNINGDELTA TUNING

OPTIMUM MAINDIMENSIONSOPTIMUM MAINDIMENSIONS

ENERGOPACENERGOPAC

HULL CLEANINGHULL CLEANINGWIND POWERWIND POWER

VOYAGER PLANNING– WEATHER ROUTINGVOYAGER PLANNING– WEATHER ROUTING

CONTAINER VESSELS


LIGHTWEIGHTCONSTRUCTIONLIGHTWEIGHTCONSTRUCTION

PROPELLERBLADE DESIGNPROPELLERBLADE DESIGN

HULL SURFACE– HULL COATINGHULL SURFACE– HULL COATING

BOW THRUSTERSCALLOPS / GRIDSBOW THRUSTERSCALLOPS / GRIDS

WASTE HEATRECOVERYWASTE HEATRECOVERY

AUTOPILOTADJUSTMENTSAUTOPILOTADJUSTMENTS

SHIP SPEEDREDUCTIONSHIP SPEEDREDUCTION

EFFICIENCYOF SCALEEFFICIENCYOF SCALE

ROROS


HYBRID AUXILIARYPOWER GENERATIONHYBRID AUXILIARYPOWER GENERATION

SKEG SHAPE /TRAILING EDGESKEG SHAPE /TRAILING EDGE

PROPELLER TIPWINGLETSPROPELLER TIPWINGLETS

CONDITION BASEDMAINTENANCE (CBM)CONDITION BASEDMAINTENANCE (CBM)

SOLARPOWERSOLARPOWER

ENERGY SAVINGOPERATION AWARENESSENERGY SAVINGOPERATION AWARENESS

REDUCEBALLASTREDUCE

BALLAST

VESSEL TRIMADJUSTMENTVESSEL TRIMADJUSTMENT

FERRIES


ENERGY SAVINGLIGHTNINGENERGY SAVINGLIGHTNING

LIGHTWEIGHTCONSTRUCTIONLIGHTWEIGHTCONSTRUCTION

PROPULSIONCONCEPTS – CRPPROPULSIONCONCEPTS – CRP

CODEDMACHINERYCODEDMACHINERY

FUEL TYPE– LNGFUEL TYPE– LNG

TURNAROUNDTIME IN PORTTURNAROUNDTIME IN PORT

INTERCEPTORTRIM PLANESINTERCEPTORTRIM PLANES

COOLING WATER PUMPS,SPEED CONTROLCOOLING WATER PUMPS,SPEED CONTROL

OFFSHORE SUPPORT VESSELS


LOW LOSS CONCEPTFOR ELECTRIC NETWORKLOW LOSS CONCEPTFOR ELECTRIC NETWORK

PROPELLERNOZZLEPROPELLERNOZZLE

PROPELLER HULLINTERACTION OPTIMIZATIONPROPELLER HULLINTERACTION OPTIMIZATION

RECTACTABLETHRUSTERSRECTACTABLETHRUSTERS

COMMONRAILCOMMONRAIL

POWERMANAGEMENTPOWERMANAGEMENT

CODEDMACHINERYCODEDMACHINERY


SHIP DESIGN

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Efficiency of scale

A larger ship will in most cases offer greatertransport efficiency – “Efficiency of Scale” effect.A larger ship can transport more cargo at thesame speed with less power per cargo unit.Limitations may be met in port handling.

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Regression analysis of recently built shipsshow that a 10% larger ship will give about4-5% higher transport efficiency.

< 4%

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Reduce ballast

Minimising the use of ballast (and other unnecessaryweight) results in lighter displacement and thus lowerresistance. The resistance is more or less directlyproportional to displacement of the vessel. Howeverthere is need to have enough ballast in order to immersethe propeller in the water, sufficient stability (safety)and acceptable sea keeping behaviour (slamming).


< 7%

Removing 3000 ton of permanent ballast froma PCTC and instead achieving the same stabilityby increasing the beam 0.25 m will reducepropulsion power demand by 8,5%.

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Lightweight construction


< 7%

Use of lightweight structures can reduce the shipweight. In structures that are not contributing toship global strength use of aluminium or someother lightweight structure may be an interestingsolution.Also the weight of steel structure can be reduced.In a conventional ship, the steel weight can belowered by 5-20%, depending on the amount ofhigh tensile steel already in use.

A 20% reduction in steel weight will give ~9%reduction in propulsion power. However, a 5%saving is more realistic, as high tensil steel isalready used to some extent in many cases.

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Optimum main dimensions


< 9%

Finding the optimum length and hull fullness ratio(Cb) has a big impact on the ship resistance.Large L/B ratio means that the ship will havesmooth lines and low wave making resistance.On the other hand increasing length meansincreased wetted surface, which can havenegative effect on total resistance.A too high block coefficient (Cb) makes hull linestoo blunt and leads to increased resistance.

Adding 10-15% extra length to a typical producttanker can reduce the power demand by morethan 10%.

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Interceptor trim planes


< 4%

The Interceptor is a metal plate that is fittedvertically to the transom of a ship, covering themain breadth of the transom. This plate bendsthe flow over aft-body of the ship downwardscreating a similar lift effect as a conventional trimwedge due to high pressure area behind thepropellers. Interceptor is proved to be better thanconventional trim wedge in some cases, but sofar it’s used only in cruise vessels and RoRos.Interceptor is cheaper than a trim wedge as aretrofit.

1-5% lower propulsion power demand.Corresponding improvement up to < 4%in total energy demand for a typical ferry.

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Ducktail waterline extension


< 7%

Ducktail is basically a lengthening of the aft ship.It is usually 3-6 meters long. Its basic idea is tolengthen the effective waterline and make thewetted transom smaller. This has positive effecton the resistance of the ship. In some cases bestresults are achieved when ducktale is usedtogether with Interceptor.

4-10% lower propulsion power demand.Corresponding improvement 3-7% in totalenergy consumption for a typical ferry.

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Shaft line arrangement


< 2%

Shaft lines should be lined in streamline direction.Brackets should have a streamlined shape.Otherwise the resistance will increase and the flowto propeller is disturbed.

Up to 3% difference in power demand betweenpoor and good design. Correspondingimprovement up to 2% in total energyconsumption for a typical ferry.

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Skeg shape / trailing edge


< 2%

The skeg should be designed to direct the flowevenly to the propeller disk. At lower speeds it istypically beneficial to have more volume on thelower part of the skeg and as thin as possibleabove the propeller shaftline. At the aft end of theskeg the flow should be attached to skeg, but withas low flow speeds as possible.

1.5%-2% lower propulsion power demand withgood design. Corresponding improvement up to2% in total energy consumption for containervessel.

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Minimising resistance of hull openings


< 5%

The water flow disturbance from openings to bowthruster tunnels and sea chests can be high. It istherefore beneficial to install scallop behind eachopening. Alternatively a grid that is perpendicularto the local flow direction can be installed. Thelocation of the opening is also important.

Good design of all openings combined withproper location can give up to 5% lower powerdemand than with poor designs. For containervessel corresponding improvement in totalenergy consumption is almost 5%.

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Air lubrication


< 15%

Compressed air is pumped into a recess in thebottom of the ship’s hull. The air builds up a “carpet”that reduces the frictional resistance between thewater and the hull surface. This reduces thepropulsion power demand. The challenge is toensure that the air stays below the hull and does notescape. Some pumping power is needed.

Fuel consumption save:Tanker: ~15 %Container: ~7,5 %PCTC: ~8,5 %Ferry: ~3,5%

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Tailoring machinery concept for operation


< 35%This OSV design combines the best of twoworlds. The low resistance and high propulsionefficiency of a single skeg hull form is combinedwith the manoeuvring performance of steerablethrusters. Singe screw propulsion is used for freerunning while retractable thrusters are used in DPmode when excellent manoeuvring is needed.The machinery also combines mechanicalpropulsion in free running mode with electric drivein DP mode. Low transmission losses withmechanical drive. Electric propulsion in DP modefor optimum engine load and variable speed FPpropellers give best efficiency.

The annual fuel consumption of typical supplyvessel is reduced by 35% compared toa conventional vessel with diesel-electricmachinery and twin steerable thrusters.


PROPULSION

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Wing Thrusters


< 10%

By application of wing thrustersfor twin screw vesselssignificant power savings canbe obtained mainly due to lessresistance of the hullappendages.Propulsion concept comparescentre line propeller and twowing thrusters with twin shaftline arrangement.

Better ship performance inthe range of 8 to 10%.More flexibility in the enginearrangement and morecompetitive ship performance.

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CRP propulsion


< 12%

Counter rotating propellers consist of a propellercouple behind each other that rotate in oppositedirections. The aft propeller recovers some of therotational energy in the slipstream from theforward propeller. The propeller couple will alsogive lower propeller loading than for a singlepropeller resulting in better efficiency.The CRP propellers can either be mounted ontwin coaxial counter rotating shafts or the aftpropeller can be located on a steerable propulsoraft of a conventional shaft line.

CRP has been documented as the propulsorwith one of the highest efficiencies. The powerreduction for a single screw vessel is 10 to 15%.

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Propeller hull interaction optimisation


< 4%

Propeller and ship interact. The acceleration ofwater due to propeller action can havea negative effect on the resistance of the shipor appendages. Today such effect can be betterpredicted by computational techniques andstudied.

Redesign hull, appendage and propellerin combination will at low cost give betterperformance up to 4%.

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Propeller-rudder combinations


< 4%

The rudder has drag in the order of 5%of ship resistance. This can be reducedby 50% by changing rudder profile andpropeller. Designing in combination witha rudder bulb will give additional benefits.This system is called Energopac (R) system.

Improved fuel efficiency by 2 to 6%.

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Advanced propeller blade sections


< 2%

Advanced blade sections will improvecavitation performance and frictionalresistance of a propeller blade.As a result the propeller is more efficient.

Improved propeller efficiency up to 2%.

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Propeller tip winglets


< 4%

Winglets are know from the aircraft industry.Application of special tip shapes can nowbe based on computational fluid dynamiccalculations which will improve propellerefficiency.

Improved propeller efficiency up to 4%.

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Propeller nozzle


< 5%

Application of nozzles(which is a wing sectionshaped ring) around apropeller will save fuelfor ship speed up to 20 knots.

Up to 5% power savingscompared to a vesselwith an open propeller.

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Constant versus variable speed operation


< 5%

For controllable pitch propellers operation atconstant number of revolutions over a wide shipspeed reduces efficiency. Reduction of thenumber of revolutions at reduced ship speed willgive fuel saving.

Save 5% fuel, depending on actualoperating conditions.

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Wind power – sails and kites


< 20%

Wing shaped sails installed on thedeck or a kite attached to the bowof the ship uses the wind energyfor added forward thrust. Both staticwings with composite materialand fabric material are possible.

Fuel consumption savings:Tanker ~ 21%PCTC ~20%Ferry ~8,5%

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Wind power – Flettner rotor


< 30%

Spinning vertical rotorsinstalled on the ship convertswind power according to theMagnus effect into thrust in theperpendicular direction of thewind. This means that in sidewind conditions the ship willbenefit from the added thrust.

Less propulsion poweris required and hencea reduced fuel consumption.

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Pulling thruster


< 10%

Steerable thrusters with a pulling propeller can give clear power savings.The pulling thrusters can be combined in different setups. They can favourablybe combined with a centre shaft on the centre line skeg in either a CRP ora Wing Thruster configuration. Even a combination of both alternatives cangive great benefits. The lower power demand arises from less appendageresistance than a twin shaft solution and good propulsion efficiencies of thepropulsors with a clean waterflow inflow.

The propulsion powerdemand at thepropellers can bereduced by up to 15%with pulling thrusters inadvanced setups.

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Propeller efficiency measurement


< 2%

Measure performance data on board to save fuel.Data will contain propeller performance data suchas speed through the water, propeller torque andpropeller thrust.

Accurate measurement of propeller data willenable fuel savings in operation. Experienceshows that reduces fuel as much as 4%.


MACHINERY

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Hybrid Auxiliary Power generation


< 2%

The hybrid auxiliary power system consists of a fuel cell, diesel generatingset and batteries. The intelligent control system balances the loading ofeach component for maximum system efficiency. The system can alsoaccept other energy sources such as wind and solar power.

Reduction of NOX with 78%Reduction of CO2 with 30%Reduction of particles with 83%

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Diesel electric machinery


< 20%

Application of electric drives will be more effective in operation especiallywhere change in operation and load profiles are a part of normal operation.Other important areas are processes where speed regulation can be utilised.Installation of electric propulsion gives following main benefits:- reduced installed power (typical >10%)- flexible arrangement (more cargo area)- flexible and efficient operation- excellent redundancy

The savings can be asmuch as 20-30% fuelreduction when DP is apart of the operation.For other vesseloperational profiles fuelsavings can typically bebetween 5-8%.

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CODED machinery


< 4%Combined Diesel-Electric andDiesel-Mechanical machinerycan improve the total efficiencyin ships with an operationalprofile containing modes withvarying loads. The electricpower plant part will bringbenefits at part load, were theengine load is optimised byselecting the right number ofengines in use. At higher loads,the mechanical part will offerlower transmission losses thana fully electric machinery.

Total energy consumption fora offshore support vessel withCODED machinery is reducedby 4% compared to a diesel-electric machinery.

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Low loss concept for electric network


< 2%

Low Loss Concept (LLC) is a patented power distribution system that reducesthe number of rectifier transformers from one for each power drive to one bus-bar transformer for each installation. This will reduce the distribution losses,increase the energy availability and save space and installation costs.

Get rid of bulky transformer.Transmission lossesreduced by 15-20%.

Power Available(digital, %, dynamic)

Power Reduced(digital, % ,dynamic)

Reduce PowerKw loading, breakerstatus,etc

M M

Main sw.board

Main azimuthThruster with Fixed Pitch

prppeller (FPP)

Main azimuthThruster with controllable pitch

propeller(CPP)

PMS A PMS B

Convertercontrol Converter

control

Thrustercontrol

Thrustercontrol

DP control

RPM

PITCH

ThrustRPM

RPM

P,rpm,T

0-20sec

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Variable speed electric power generation


< 3%

The system uses generating setsoperating in a variable rpm mode.The rpm is always adjusted for maximumefficiency regardless of the system load.The electrical system is based on DCdistribution and frequency controlledconsumers.

Reduce number of generating sets 25%.Optimised fuel consumption 5-10%.

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Fuel type – LNG


< 4%

Switching to LNG fuel gives reduction inenergy consumption by means of bothlower ship electrical and heat demand.The most savings are caused by no needfor HFO separation & meating. LNG cold(-162 °C) can be utilised in cooling shipsHVAC to save AC-compressor power.

Saving in total energy < 4 % for typicalferry. For 22 kn cruise mode difference inelectrical load is approx. 380 kW. Majoreffect on emissions.

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Waste heat recovery


< 10%

Waste heat recovery (WHR) recovers the thermal exhaust gas energyconverting it into electrical energy. Residual heat can further be used for shiponboard services. The system can consist of a boiler, a power turbine and asteam turbine with alternator. A redesign of the ship arrangement canefficiently accommodate the boilers in the ship.

Exhaust waste heatrecovery can provide upto 15% of the engine power.Potential with new designsis up to 20%.

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Delta tuning


< 1%

162

164

166

168

170

172

174

35 40 45 50 55 60 65 70 75 80 85 90 95 100

Engine load (%)

Spe

cific

fuel

con

sum

ptio

n (g

/kW

h)

RTA96C RT-flex96C "Standard tuning" RT-flex96C "Delta tuning"

Delta tuning is available on Wärtsilä 2-stroke RT-flex engines. This offersreduced fuel consumption in the load range that is most commonly used. Theengine is tuned to give lower consumption at part load while still meeting NOxemission limits by allowing higher consumption at full load that is seldom used.

Lower specific fuelconsumption at partloads comparedto standard tuning.

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Common rail


< 1%

CR is a tool to achieve low emissions andlow SFOC. CR controls combustion so itcan be optimised throughout the wholeoperation field to achieve at every loadthe lowest possible fuel consumption.

Smokeless operation at all loadsPart load impactFull load impact

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Energy saving lighting


< 1%

Using more electricity and heat efficient lighting where it ispossible and optimizing the use of lighting reduces the neededelectricity and air condition demand. This leads to reducedhotel load and hence reduced auxiliary power demand.

Fuel consumptionsave: Ferry: ~1%

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Power management


< 5%

The right timing of changing the number of generating sets iscritical for the fuel consumption in Diesel Electric and auxiliarypower installations. An efficient Power Management system isthe best way to improve the system performance.

Running extensively at low load sharing caneasily increase the SFOC with 5-10%.Low load increases the risk for turbine foulingwith further impact on the fuel consumption.

G G G G

Propulsionazimuth

M

Propulsionazimuth

MBow thr. 1

M

Bow thr. 2

M

LLC Unit LLC Unit

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Solar power


< 4%

Solar panels installed on a ship’s deckcan generate electricity for use inelectric propulsion engine or auxiliaryship systems. Heat for various shipsystems can also be generated withthe solar panels.

Reduced overall fuel consumptiondepending on available deck arefor the solar panels.Tanker: ~ 3,5%PCTC: ~2,5%Ferry: ~1%

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Cooling water pumps, speed control


< 1%

Pumps are large energy consumersand the engine cooling water systemincludes a considerable number ofpumps. In many installations a largeamount of extra water is circulatedin the cooling water circuit. Operatingthe pumps at variable speed wouldoptimise the flow according to theactual need.

Pump energy saving (LT only)case studies:- Cruise ships (DE) 20-84%- Ferry 20-30%- AHTS 8-95%

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Automation


< 10%Integrated Automation System (IAS)or Alarm and Monitoring System (AMS)includes functionality for advancedautomatical monitoring and controlof both efficiency and operationalperformance.The system integrates all vesselmonitoring parameters and control allprocesses onboard to be able to operatethe vessel at the lowest cost and best fuelperformance.Power Drives distribute and regulate theoptimum power needed for propellerthrust in any operational condition.

Engine optimisation control, powergeneration & distribution optimisation ,thrust control and ballast optimisationsave fuel consumption with 5-10%.

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Advanced power management


< 5%

Power management based onintelligent control principles to monitorand control the overall efficiency andavailability of the power systemonboard. In efficiency mode the systemwill automatically run the system withthe best energy cost.

Reduce the operational fuel costand minimise maintenance by 5%.


OPERATION & MAINTENANCE

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Fuel – additives


< 2%

Keeping chargers and exhaust boilersclean means that engine efficiency canbe maintained. Less soot in exhaust.Product to be used is Ferrocene whichis organic iron based. Tested and usedfor many years in the car and shippingindustry.

1-4 g/kWh reduction of SFOCas proven on 2-stroke installations.

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Turnaround time in port


< 10%The faster port turnaround time givespossibility to decrease the vessel speedat sea. This is mainly for scheduleoperation ships, such as ferries andcontainer vessels. Turnaround timecan be reduced e.g. by improvingmanoeuvring performance orenhancing cargo flows with innovateship design, ramp arrangement orlifting arrangements.

Affect of reducing port time for a typicalferry.Port time Energy2 h --> 100%-10min --> 97%-20min --> 93%-30min --> 90%

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Propeller surface finish/polishing


< 10%

Regular in service polishing is requiredto reduce surface roughness onpropellers of every material due toorganic growth and fouling. This canbe done without disrupting the serviceoperation with the aid of divers.

Better in service propellerefficiency up to 10% comparedto a fouled propeller.

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Hull surface – Hull coating


< 5%Modern hull coatings have smootherand harder surface finish that resultsin reduced friction. As typically some50-80% of resistance is friction. Bettercoatings can result in lower totalresistance.Modern coating also results in less foulingand thus with a hard surface this gain iseven bigger compared to some olderpaints towards the end of docking period.

Fuel consumption save after48 months compared toconventional hull coating:Tanker: ~ 9%Container: ~9%PCTC: ~5%Ferry: ~3%OSV: ~0,6%

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Part load operation optimisation


< 4%

Engines are usually optimised at highloads. In real life most of them are usedon part loads. New matching taking inconsideration real operation profilescan significantly improve overalloperational efficiency.

New engine matching means differentTC tuning, fuel injection advance,cam profiles, etc.

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Ship speed reduction


< 23%

Ship speed reduction is efficient way tocut energy consumption. Propulsionpower vs. ship speed is third powercurve (according to theory) sosignificant reductions can be achieved.It should be noted that for lower speedthe amount of transported cargo / timeperiod is also lower. Calculated energysaving here is for equal distancetravelled.

Ship speed reduction vs. saving in totalenergy consumption:- 0.5 kn --> - 7% energy- 1.0 kn --> - 11% energy- 2.0 kn --> - 17% energy- 3.0 kn --> - 23% energy

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Voyage planning – weather routing


< 10%

The purpose of weather routing is to find the optimum solution for the long distancevoyages where the shortest route is not always the fastest. The basic idea is to useupdated weather forecast data and optimise the route via calm area or via areaswhich have most downwind tracks. Best systems also take into account currentstrying to take as much benefit from those as possible. This track information can beimported to the navigation system.

Shorter passages,less fuel.

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Vessel trim


< 5%

The optimum trim can often be as much as 15-20%lower than worst trim condition at same draught andspeed. As the optimum trim is hull form dependentand for each hull form it depends on speed anddraught, no general conclusions can be made.However by logging required power at variousconditions over long time period it is possible to findoptimum trim for each draught and speed.Or alternatively with CFD or model tests this can befairly quickly determined. However it should benoted that correcting the trim by taking ballast willresult in higher consumption (increaseddisplacement). If possible the optimum trim shouldbe achieved with either cargo positioning or ifpossible arranging bunkers differently.

Optimal vessel trim reduces required power.

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Autopilot adjustments


< 4%

Poor directional stability causes yaw motion and thusincreases the fuel consumption. Autopilot has a big influenceon the course keeping ability.The best autopilots todayare self tuning, adaptive autopilots.Finding the correct autopilot parameters suitable for thecurrent route and operation area would reduce the useof the rudder remarkably as thus reduce the drag.

Finding the correct parameters or preventing unneccessaryuse of the rudder 1-5% advantage is expected.

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Energy saving operation awareness


< 10%

Shipping company would create together with Human Resources departmenta culture of fuel saving and reward or bonus system based on fuel savings.A simple measure would be company internal competition between vessels.Training and measuring system is required so that the crew could reallymake results.

Historical data asreference.Incentives will reduceenergy usage accordingto experience up to 10%.

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Condition Based Maintenance (CBM)


< 5%

In the CBM system all maintenanceactions are based on fresh andrelevant information receivedthrough communication with theactual equipment and evaluationof this information by experts.The main benefits are: lower fuelconsumption, lower emissions,longer interval between overhauls,higher reliability.

Correctly timed service will ensureoptimum engine performance andimprove consumption up to 5%.

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Hull cleaning


< 3%

Algae growing on hull increasesship resistance. By frequentlycleaning the hull the drag can bereduced and the total fuelconsumption can be reducedminimised.

Reduced fuel consumption:Tanker: ~ 3%Container: ~2%PCTC: ~2%Ferry: ~2%OSV: ~0,6%

Measures


Measures


Measures


Measures


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Documents

BOOSTING ENERGY EFFICIENCY - HVLhome.hib.no/ansatte/jjo/ftp/hydrodynamikk/Notater/Wartsila Ship... · 1 © Wärtsilä 19 September 2008 Energy Efficiency Catalogue / Ship Power R&D