Vessel fuel burn reduction

1 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

BOOSTING ENERGY EFFICIENCY

Introduction


This presentation contains examples of possible measures toreduce energy consumption in ship applications. The aim isto cut operating costs while, at the same time, reducing 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 grouped underfour main headings:

- Ship design- Propulsion- Machinery- Operation & Maintenance

Combining these areas and treating themtogether as an integrated solution a trulyefficient ship operation can result in.

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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 for 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

VOYAGE PLANNING– WEATHER ROUTINGVOYAGE 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 SAVINGLIGHTINGENERGY SAVINGLIGHTING

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

RETRACTABLETHRUSTERSRETRACTABLETHRUSTERS

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 the displacement of the vessel. Howeverthere must be enough ballast to immersethe propeller in the water, and provide sufficient stability(safety) and acceptable sea keeping behaviour (slamming).


< 7%

Removing 3000 tons of permanent ballast froma PCTC and increasing the beam by 0.25 metresto achieve the same stability will reduce thepropulsion power demand by 8.5%.

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Lightweight construction


< 7%

The use of lightweight structures can reduce theship weight. In structures that do not contribute toship global strength, the use of aluminium orsome other lightweight material may be anattractive solution.The weight of the steel structure can also bereduced. In a conventional ship, the steel weightcan be lowered by 5-20%, depending on theamount of high tensile steel already in use.

A 20% reduction in steel weight will givea reduction of ~9% in propulsion powerrequirements. However, a 5% saving is morerealistic, since high tensile steel has already beenused 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 ship resistance.A high L/B ratio means that the ship will havesmooth lines and low wave making resistance.On the other hand, increasing the length meansa larger wetted surface area, which can havea negative effect on total resistance.A too high block coefficient (Cb) makes the hulllines too 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 mostof the breadth of the transom. This plate bendsthe flow over the aft-body of the ship downwards,creating a similar lift effect as a conventional trimwedge due to the high pressure area behind thepropellers. The interceptor has proved to be moreeffective than a conventional trim wedge in somecases, but so far it has been used only in cruisevessels and RoRos. An interceptor is cheaper toretrofit than a trim wedge.

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

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Ducktail waterline extension


< 7%

A ducktail is basically a lengthening of the aftship. It is usually 3-6 meter long. The basic ideais to lengthen the effective waterline and makethe wetted transom smaller. This has a positiveeffect on the resistance of the ship. In somecases the best results are achieved whena ducktail is used together with an interceptor.

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

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Shaft line arrangement


< 2%

The shaft lines should be streamlined. Bracketsshould have a streamlined shape. Otherwise thisincreases the resistance and disturbs the flowto the propeller.

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

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Skeg shape / trailing edge


< 2%

The skeg should be designed so that it directs theflow evenly to the propeller disk. At lower speeds itis usually beneficial to have more volume on thelower part of the skeg and as little as possibleabove the propeller shaftline. At the aft end of theskeg the flow should be attached to the skeg, butwith as low flow speeds as possible.

1.5%-2% lower propulsion power demand withgood design. A corresponding improvement ofup to 2% in total energy consumption for acontainer vessel.

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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 a scallop behind eachopening. Alternatively a grid that is perpendicularto the local flow direction can be installed. Thelocation of the opening is also important.

Designing all openings properly and locatingthem correctly can give up to 5% lower powerdemand than with poor designs. For a containervessel, the 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.

Saving in fuel consumption: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 the best efficiency.

Diesel-electric machinery and twin steerablethrusters reduce the annual fuel consumptionof a typical supply vessel by 35% compared toa conventional vessel.


PROPULSION

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Wing Thrusters


< 10%

Installing wing thrusters on twinscrew vessels can achievesignificant power savings,obtained mainly due to lowerresistance from the hullappendages.The propulsion conceptcompares a centre linepropeller and two wing thrusterswith a twin shaft linearrangement.

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 pair ofpropellers behind each other that rotate inopposite directions. The aft propeller recoverssome of the rotational energy in the slipstreamfrom the forward propeller. The propeller couplealso gives lower propeller loading than for asingle propeller resulting in better efficiency.CRP propellers can either be mounted on twincoaxial counter rotating shafts or the aft propellercan be located on a steerable propulsor aft of aconventional 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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Optimisation of Propeller and hull interaction


< 4%

The propeller and the ship interact. Theacceleration of water due to propeller action canhave a negative effect on the resistance of theship or appendages. This effect can today bepredicted and analysed more accurately usingcomputational techniques.

Redesigning the hull, appendages and propellertogether will at low cost improve performance byup 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 the rudder profile andthe propeller. Designing these together witha rudder bulb will give additional benefits.This system is called the Energopac®system.

Improved fuel efficiency of 2% to 6%.

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Advanced propeller blade sections


< 2%

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

Improved propeller efficiency of up to 2%.

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Propeller tip winglets


< 4%

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

Improved propeller efficiency of up to 4%.

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Propeller nozzle


< 5%

Installing nozzles shaped like awing section around a propellerwill save fuel for ship speeds ofup 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 ata constant number of revolutions over a wide shipspeed reduces efficiency. Reduction of thenumber of revolutions at reduced ship speed willgive fuel savings.

Saves 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 use wind energyfor added forward thrust. Static sailsmade of composite materialand fabric sails 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 convertwind power into thrust in theperpendicular direction of thewind, utilising the Magnuseffect. This means that in sidewind conditions the ship willbenefit from the added thrust.

Less propulsion poweris required, resulting in lowerfuel 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 befavourably combined with a centre shaft on the centre line skeg in either a CRPor a Wing Thruster configuration. Even a combination of both options cangive great benefits. The lower power demand arises from less appendageresistance than a twin shaft solution and the high 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.The measurements taken will include propellerperformance data such as speed through the water,propeller torque and propeller thrust.

Accurate measurement of propeller data willenable fuel savings in operation. Experienceshows that this can reduce fuel consumption byas much as 4%.


MACHINERY

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Hybrid Auxiliary Power generation


< 2%

Hybrid auxiliary power system consists of a fuel cell, diesel generating setand batteries. An intelligent control system balances the loading of eachcomponent for maximum system efficiency. The system can also acceptother energy sources such as wind and solar power.

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

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Diesel electric machinery


< 20%

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

The savings can be asmuch as a 20-30%reduction in fuelconsumption when DP ispart of the operation.For other vesseloperational profiles fuelsavings typically 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 will bring benefits atpart load, were the engine loadis optimised by selecting theright number of engines in use.At higher loads, the mechanicalpart will offer lower transmissionlosses than a fully electricmachinery.

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 reduces the distribution losses,increases the energy availability and saves space and installation costs.

Gets rid of bulkytransformers.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.

Reduces number of generating sets by 25%.Optimised fuel consumption, saving 5-10%.

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Fuel type – LNG


< 4%

Switching to LNG fuel reduces energyconsumption because of the lower demandfor ship electricity and heating. The biggestsavings come from not having to separateand heat HFO. LNG cold (-162 °C) can beutilised in cooling the ship’s HVAC to saveAC-compressor power.

Saving in total energy < 4 % for a typicalferry. In 22 kn cruise mode, the differencein electrical load is approx. 380 kW. Thishas a major impact on emissions.

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Waste heat recovery


< 10%

Waste heat recovery (WHR) recovers the thermal energy from the exhaustgas and converts it into electrical energy. Residual heat can further be usedfor ship onboard services. The system can consist of a boiler, a powerturbine and a steam turbine with alternator. Redesigning the ship layout canefficiently accommodate the boilers on the ship.

Exhaust waste heatrecovery can provide upto 15% of the engine power.The potential with newdesigns is up to 20%.

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Delta tuning


< 1%

162

164

166

168

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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. It offers reducedfuel consumption in the load range that is most commonly used. The engine istuned to give lower consumption at part load while still meeting NOx emissionlimits 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 for achieving low emissionsand low SFOC. CR controls combustionso it can be optimised throughout theoperation field, providing 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 lighting that is more electricity and heat efficient wherepossible and optimizing the use of lighting reduces the demandfor electricity and air conditioning. This results in a lower hotelload and hence reduced auxiliary power demand.

Fuel consumptionsaving: Ferry: ~1%

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Power management


< 5%

Correct timing for changing the number of generating sets iscritical factor in 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 can easilyincrease the SFOC by 5-10%.Low load increases the risk of turbine foulingwith a further impact on 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 in anelectric propulsion engine or auxiliaryship systems. Heat for various shipsystems can also be generated withthe solar panels.

Depending on the available deck space,solar panels can give the followingreductions in total fuel consumption:Tanker: ~ 3.5%PCTC: ~ 2.5%Ferry: ~ 1%

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Cooling water pumps, speed control


< 1%

Pumps are major energy consumersand the engine cooling water systemcontains 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%An Integrated Automation System (IAS)or Alarm and Monitoring System (AMS)includes functionality for advancedautomatic monitoring and controlof both efficiency and operationalperformance.The system integrates all vesselmonitoring parameters and controls allprocesses onboard, so as to operate thevessel at the lowest cost and with thebest fuel performance.Power drives distribute and regulate theoptimum power needed for propellerthrust in any operational condition.

Engine optimisation control, powergeneration & distribution optimisation,thrust control and ballast optimisationgive 5-10% savings in fuel consumption.

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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.

Reduces operational fuel costs by 5%and minimises maintenance.


OPERATION & MAINTENANCE

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Turnaround time in port


< 10%A faster port turnaround time makes itpossible to decrease the vessel speedat sea. This is mainly a benefit for shipswith scheduled operations, such asferries and container vessels. Theturnaround time can be reduced forexample by improving manoeuvringperformance or enhancing cargo flowswith innovative ship designs, ramparrangements or lifting arrangements.

Impact of reducing port timefor a typical ferry.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 on causedby propellers of every material organicgrowth and fouling. This can be donewithout disrupting service operation byusing divers.

Up to 10% improvement in servicepropeller efficiency comparedto a fouled propeller.

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Hull surface – Hull coating


< 5%Modern hull coatings have a smootherand harder surface finish, resultingin reduced friction. Since typically some50-80% of resistance is friction, bettercoatings can result in lower totalresistance.A modern coating also results in lessfouling, so with a hard surface the benefitis even greater when compared to someolder paints towards the end of thedocking period.

Saving in fuel consumptionafter 48 months comparedto a conventional 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 that takesinto account real operation profiles cansignificantly improve overall operationalefficiency.

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

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Ship speed reduction


< 23%

Reducing the ship speed an effectiveway to cut energy consumption.Propulsion power vs. ship speed is athird power curve (according to thetheory) so significant reductions can beachieved. It should be noted that forlower speeds the amount of transportedcargo / time period is also lower. Theenergy saving calculated here is for anequal distance travelled.

Reduction in ship speed vs. saving intotal energy 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 route for long distancevoyages, where the shortest route is not always the fastest. The basic idea is to useupdated weather forecast data and choose the optimal route through calm areas orareas that have the most downwind tracks. The best systems also take into accountthe currents, and try to take maximum advantage of these. This track informationcan be imported 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 the worst trim condition at the samedraught and speed. As the optimum trim is hull formdependent and for each hull form it depends on thespeed and draught, no general conclusions can bemade. However by logging the required power invarious conditions over a long time period it ispossible to find the optimum trim for each draughtand speed.Or this can be determined fairly quickly using CFDor model tests. However it should be noted thatcorrecting the trim by taking ballast will result inhigher consumption (increased displacement). Ifpossible the optimum trim should be achieved eitherby repositioning the cargo or rearranging thebunkers.

Optimal vessel trim reduces the required power.

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Autopilot adjustments


< 4%

Poor directional stability causes yaw motion and thusincreases fuel consumption. Autopilot has a big influence onthe course keeping ability. The best autopilots todayare self tuning, adaptive autopilots.Finding the correct autopilot parameters suitable for thecurrent route and operation area will significantly reduce theuse of the rudder and therefore reduce the drag.

Finding the correct parameters or preventing unneccessaryuse of the rudder gives an anticipated benefit of 1-5%.

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Energy saving operation awareness


< 10%

A shipping company, with its human resources department, could createa culture of fuel saving, with an incentive or bonus schemebased on fuelsavings. One simple means would be competition between the company'svessels. Training and a measuring system are required so that the crew cansee the results and make an impact.

Historical data as reference.Experience shows thatincentives can reduceenergy usage by up to 10%.

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Condition Based Maintenance (CBM)


< 5%

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

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

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Hull cleaning


< 3%

Algae growing on the hull increasesship resistance. Frequent cleaningof the hull can reduce the drag andminimise total fuel consumption.

Reduced fuel consumption:Tanker: ~ 3%Container: ~ 2%PCTC: ~ 2%Ferry: ~ 2%OSV: ~ 0.6%

Measures


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Vessel fuel burn reduction

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