MILITARY SEALIFT COMMAND

ENCON

23 March 2020

UNCLASSIFIED

Energy Awareness, Requirements, Organization and Processes

N7

Part 1 Outline

• Current Energy Consumption and Cost• Culture and Energy Management• Energy Regulatory and Policy Requirement• Ship Energy Efficiency Management Plan

(SEEMP)

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Fuel Consumption Statistics

• MSC ships (FY13): 4.4 million bbls ($667 Million)

• Navy-wide (FY13): 23.1 million bbls ($3.5 Billion)

• DOD: largest single organizational consumer of petroleum in the world: (FY12 cost : $16.4 Billion)

“Fully burdened” cost of fuel is actually much higher due to storage, transportation, protection, delivery to the point of use, consumption and waste products.

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MSC’s T-AKE Operating Costs

CIVMAR SALARY &

WAGES31%

MAINTENANCE & REPAIR

20%

FUEL & CHEMICALS

35%

SUPPLIES/EQUIPAGE8%

PORT COSTS4%

TRAVEL/TRAINING1%

ALL OTHER SHIP COSTS

1%

T-AKE Class Operating Costs (FY13)

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Why Reduce Energy Costs?

High energy costs are impacting MSC’s operating budget.

Reducing energy cost leaves more money

for:

Ship Operation (Jobs), Support, Maintenance

Energy Costs

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Key Regulatory and Policy Requirements

• INTERNATIONAL: IMO MARPOL ANNEX VI –International Energy Efficiency Certificate: Shipboard Energy Efficiency Management Plan (SEEMP)

• U.S.: Energy Policy Act 2005 and Energy Independence and Security Act of 2007 (mainly applies to shoreside)

• NAVY: CNO’s Energy Goals for Maritime Assets: 15% reduction in energy use by 2020. (COMSC Goal: 20%)

• MSC: COMSCINST 4101.1: Establishes Energy Conservation Program and ENCON Committee

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International Requirement

Ship Energy Efficiency Management Plan

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MSC’s Reasons for Active Participation

• Tactical operational capability improvement:• Longer range, more days on station, reduced

frequency of refueling• Cost savings:

• Tighter Budgets• Cost of energy is trending up long-term and very

volatile• Potentially fewer ships taken out of service

• Environmental good citizenship • Compliance with SECNAV/CNO policy and

international convention

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IMO Ship Energy Efficiency Management Plan (SEEMP) Objective

“…to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship’s operation.”(MEPC.1/Circ.68317 August 2009 )

SEEMP Goal: Globally reduce carbon emissions from ships through operational efficiencies.

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IMO SEEMP Purpose & SMS

(MEPC 63/23, 12 March 2012)

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MSC’s SEEMP

• MSC incorporated the SEEMP into its Safety Management System

• Procedure SMS 2.2-017-ALL• Part of ISM Audit, Effective Jan 2013 • International Energy Efficiency Certificate

(for MSC vessels, a Statement of Voluntary Compliance (SOVC))

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IMO Four Step Approach to SEEMP

MSC uses the four step approach for its SEEMPs; this is also known as Continuous Process Improvement

IMO recommends a four step approach to the SEEMP

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IMO Step 1: Planning

• Most crucial stage of the SEEMP• Two Phases

• Phase 1: Baseline • Determines current status of ship energy usage and

efficiency• Measures efficiency improvement from baseline

• Phase 2: Select most appropriate, effective Energy Conservation Measures (ECMs) and implementable plan

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MSC Planning Approach

• Establish Energy Conservation Program• Identify N7 code responsible for program• Plan program management infrastructure• Plan for accepting and implementing Energy

Conservation Concepts (ECCs)• Plan to incorporate SEEMP concepts into SMS

procedure• Plan on implementing SEEMP in phases

• Phase 1: Baseline• Phase 2: Selecting Energy Conservation Measures (ECMs)

and implementation plan

Step 1: Create Plan for Implementing SEEMP

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MSC Phased Approach

• Phase 1: Baseline• Energy Audits (Five Levels) to determine current

status of ship energy usage and efficiency• Vessel Reporting methods to validate

improvements from baseline

• Phase 2: ECM Evaluation and Selection• Begins with Energy Conservation Concepts

(ECCs)• Crew ingenuity results in energy saving ECCs• Crew submits ECC Submission Form (QMS form

no. N0720-203.01C)

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IMO Step 2: Implementation

• IMO recommendations for implementation: • Define person(s) responsible for implementation• Define tasks required for implementation• Define the period for implementation and

evaluation• Keep records of implementation

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MSC Step 2: Implementation

• Establish Energy Conservation Program• Designate N7 code responsible for program• Identify ECMs and implement plan• Develop program for accepting and implementing

Energy Conservation Concepts (ECCs)• Incorporate SEEMP concepts into SMS procedure• Develop processes for evaluating ECCs• Identify quantifiable metrics to monitor savings• Conduct baseline study to establish current energy

consumption baseline• Implement program in phases• Implement Energy Awards Program

Step 2 - Phase 1: Implement SEEMP

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MSC Energy Conservation Program

• Evaluates and implements energy conservation initiatives

• Technology and operational improvements• Energy use tracking and reporting• Policy guidance and development• Training and awards program

• “ENCON” is now officially N726, the “Energy Resource Branch” of Engineering– Works directly with PM or Class

staff to coordinate initiativesT-AKE VFDs on Cargo Hold HVAC System

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MSC Step 2: Implementation

Step 2 – Phase 2: Implement ECMs • ECMs are implemented through SEEMP

Addendum and normal procedure: T-ALT, Class Notice, Safety Management Procedures Manual, Standing Orders…

• Class SEEMP Addendum can be accessed through SMS:

• Name of ECM• Background• Responsible Person• Procedure for implementation

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MSC SEEMP ECC Form

• QMS form # N0720-203.01C

• Operational and behavioral ECMs typically provide the best return on investment

• Approved ideas may be funded by the ENCON Program

• Potential awards eligibility!

Submit ideas to MSC.ENCON@navy.mil

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MSC SEEMP ECC Form

• Ensure submissions contain sufficient detail:

• Potential savings• Method of

implementation• Implementation costs• Applicability to other

ships• Lead time of material

• Good ideas without details require others to analyze suggestion, delaying approval or resulting in inaction

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ECM/ECC Evaluation Organization

Ship ProgramsOr Classes

Energy ResourceBranch (N726)

Fleet & Shore Support Personnel

• Class Manager approves ECMs for Class implementation• Class Engineers, Project Engineers, and others provide

feedback on proposed ECCs before and during development, help prioritize funding

Roles & Responsibilities

• ENCON Manager (Branch Head); N7 staff; NSWC Carderock and contractor support

• Technical, financial, and risk evaluation of ECCs• Manages development of ECCs: concept design, pilot

program, prototype installation, performance evaluation• Recommendations to ENCON Committee• Coordinates implementation of approved ECMs

• Chiefs, Masters, Port Chiefs/Capts, Port Engineers, Other• Suggest ECCs and other improvements• Provide feedback on ECCs under development

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Energy Awards Recognition Program

• Approved in December 2015 for immediate implementation

• Details in QMS procedure N0720-204.00-AQ• Ships can be recognized for improving operating

energy efficiency, including both government and contract-operated ships

• MSC shoreside and shipboard employees can win monetary awards for submitting successful energy conservation concepts or for other outstanding energy conservation efforts

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Energy Awards Recognition Program

• Ensure submissions contain sufficient detail:

• Quantify savings• Identify relevance to

mission or other ships• Indicate whether savings

resulted from operational or technological measures

• Don’t be afraid to submit nomination for yourself or ship, but do not exaggerate savings

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IMO Step 3: Monitoring

• Identify quantitative metrics for program level metrics

• Quantitatively measure specific ECM improvement

• Consistent data collection and reporting

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MSC Step 3: Monitoring

• N7 responsible for monitoring: ENCON Group supports monitoring and analysis of data

• NEURS report• Daily Vessel Report• Combat Logistic Force (CLF) report

• Current macro metrics• Gallons/Nautical Mile• Gallons/hour not underway• kWh/day inport shorepower (some facilities)

• Other metrics being developed for program and ECM monitoring

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IMO Step 4: Self-Evaluation & Improvement

• Periodically evaluate SEEMP and ECMs• What ECMs worked and what did not• Were goals achieved? If not, why not?• Program level SEEMP and how to improve

• Begin cycle again, Step 1: Planning

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MSC Step 4: Self-Evaluation & Improvement

• Coordinated by the ENCON group (N726)• Analysis of collected data

• Identification of subjective data• Exclusion/Inclusion of data based on context

• Vessel, Port Engineer, and Class Manager feedback on effectiveness of ECMs (via PM Life Cycle Managers or others)

• What worked/did not work• What may yet work

• Other input as needed

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ENCON Part 1 Summary

• Program is based on International, National, DoD and MSC Requirements (ISM)

• Program purpose: to reduce carbon emissions and energy costs by implementing ECMs

• Program premise: It is possible to manage energy costs by implementing ECM

• Program success requires active participation of all shipboard and shoresidesupport staff

• ECCs allow those closest to energy consumption to suggest new ECMs

• Awards program rewards successful ECM implemented by individual, ship or command

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ENCON Part 2 Outline

• Shipboard Energy Efficiency Overview• Ship Energy Consumption and Cost Baselines• Reducing Energy Cost• Strategies for Conservation:

• Propulsion• Auxiliary Systems• Retro-Commissioning • Power Quality

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Ship Energy Efficiency: The Big Picture

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Electrical Equipment Efficiency

Generator

Heat Losses

2 to 30%

Electricity

Transmission Heat Losses

1 - 2%

Transformer

Transformer Heat Loss

2 - 30%Light

Ballasts and Bulbs

Motors

Heat Losses: Up to 98%

Useful Work, Light

Heat Loss: 2 - 40%

Heat Loss:

5 - 20%Pump Fan

Heat Loss:

5 - 20%

Electrical energy when converted from one form to another has an associated

efficiency (indicative of how much energy is wasted). Fluid

MovementAir

Movement

Torque Energy from

Engine

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Electrical Equipment Efficiency

• The percentage of heat loss represents the amount of energy lost to heat compared to the amount of energy used for work

• Lightly loaded electrical equipment has a higher percentage of energy lost to heat because less energy is used for work

• Fully loaded electrical equipment may have more heat loss in BTUs, but that loss represents a smaller percentage of the total energy transferred or used

• Transformers, Generators, and Motors all have an energy cost overhead comprised of heat loss and net inductive reactance

• Although inductive reactance varies somewhat with load, the percentage decreases with load

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Electrical Equipment Efficiency

Rated power (kVA)Reactive power (kvar) to be compensated

No load Full load100 2.5 6.1160 3.7 9.6250 5.3 14.7315 6.3 18.4400 7.6 22.9500 9.5 28.7630 11.3 35.7800 20 54.5

1000 23.9 72.41250 27.4 94.51600 31.9 1262000 37.8 176

Transformer Inductive Reactance Varies with Load

Percentage of reactance goes down as load increases

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LeadingCurrent

NetLaggingCurrent

Voltage

Phase Angle

Cosine = Power Factor

Reactance and Phase Shift

Leading current due to Capacitive Reactance (RC) offsets some of the lagging current due to Inductive Reactance (RI) resulting a Net Lagging current from the Net Inductive Reactance

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Electrical Efficiency KVA vs KW

RI

RC 800 KW

Phase Angle

• Typical Ship’s Power Factor (pf) is 0.8 due to mostly inductive loads• Inductive Reactance (RI) + Capacitive Reactance (RC) = Net Inductive Reactance• Since Max Voltage and Max Amperage occur out of phase, actual delivered power

KW is less than the KVA [Volts (E) x Amps (I)]• Generator drivers are sized to provide rated KW

RC

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Transformers: Set Proper Voltage

Initial Cost $10,000

First Year Savings $30,108

Rate of Return 301%

Payback Period 4 months

• Low voltage resulted in:• Increase of 189 Amps at load center• Additional shore power cable capacity need• Decreased motor efficiency• Increased transformer losses

• Adjusting transformer settings improved efficiency and saved energy

480V ship with transformer set at 450V

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Low Motor Voltage

Chiller compressor motor nameplate voltage = 460V

Lowest recommended voltage (-5%) = 437V

Shore Power Shore Power

Ship’s Power

Cost of reduced motor efficiency due to low operating voltage: $4000/year

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Power Quality

• Voltage level• Voltage unbalance• Power factor• Harmonic distortion

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Baselining Energy Cost & Consumption

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T-AKE Baseline: Energy Cost

$5,750,000 42%

$1,994,00015%

$4,174,00030%

$152,0001%

$839,0006%

$390,0003%

Propulsion and Steering

Auxiliary Machinery

HVAC

Command & Surveillance

Hotel

Replenishment Systems

Electric Plant/PowerConversion

T-AKE Baseline Per-Ship Energy Cost By System

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Baseline: Equipment Energy Costs

Name Load (kW)

In Port Cost ($)

At Sea Cost ($)

Total Annual Energy cost ($)

Central FW Cool Pump 156 $131,563 $170,040 $301,603

Sea Water Cool Pump 111 $93,612 $120,990 $214,602ME LO Stbd 79 $66,625 $86,110 $152,735ME JW Stbd Pump 72 $60,721 $78,480 $139,201CPP STBD Pump 56.3 $47,481 $61,367 $108,848SS Air Compressor 40.5 $34,156 $44,145 $78,301A/C Compressor (Ave) 25.2 $21,252 $27,468 $48,720LO Purifier #1 12 $10,120 $13,080 $23,200Chilled Water Pump 11.6 $9,783 $12,644 $22,427Red Gear Port 11.6 $9,783 $12,644 $22,427ER Supply Fan 06-92-2 Low 5.9 $4,976 $6,431 $11,407

T-AO Equipment annual energy operating cost per ship

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Baseline: Shore Power Energy Distribution

T-AOE Shore Power Cost: $3,960/day at $0.10/kWh

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Baseline: Underway Energy Distribution

For 290 days 1 SSDG @ 80% load = $3,647,0402 SSDGs @ 40% load = $4,176,960

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Baseline: Underway Energy Distribution

$10,000,000

$12,000,000

$14,000,000

$16,000,000

$18,000,000

$20,000,000

0 25 50 75 100

Annu

al C

ost

% Engine Load

T-AKE Baseline Energy Usage: 59.3 million kWh/Yr

Theoretical cost of difference in engine efficiency (cost of power):

@40% Load: $15M total

@80% Load: $13.5M total

Difference: $1.5M (10%) (Per Year)

Assumes fuel cost of $3.72/gallon (DESC standard fuel price as of Sept. 2013)

Generation cost (fuel) is proportional to specific fuel

consumption.

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Engine Fuel Efficiency vs Load

150

170

190

210

230

250

270

20 40 60 80 100

BSFC

(g/k

Wh)

% load

Cat 2500FM 9L BSFC

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Strategies for Conservation

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Reducing Energy Costs

• Reduce Per Unit Cost of Energy

• Reduce Energy Consumption

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Shore Power vs Ships Power In Port

$0

$2,000,000

$4,000,000

$6,000,000

$8,000,000

$10,000,000

$12,000,000

$14,000,000

$16,000,000

Current Profile(19%)

100% ShorePower

T-AKE Annual Energy Cost Comparison(59.3 million kWh)

Shore Power

Auxiliaries

Propulsion

Maximum savings potential:$2.9 Million/year/shipby using shore power 100% of the time while in port, compared to current 19% average

Comparison for two in-port energy source profiles

Shore poweris cheaper!

Same kWh,Different source

• How much could we save by switching to shore power more often?

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Baseline: ECM Evaluation

INITIAL INVESTMENT $26,000FIRST YEAR SAVINGS $33,900PAYBACK PERIOD (YRS) 0.77ANNUAL RATE OF RETURN 130%NET PRESENT VALUE (10 YRS) $313,000

EXAMPLE:INSTALL

ADJUSTABLESPEED DRIVEON FIREMAIN

CHARGINGPUMP

• ECM Evaluation: Financial, Operational

• Management: Make Informed Decisions

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Propulsion Opportunities

• Speed• Steering• Vessel Trim• Bow Thruster Operation• Hull Maintenance

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Determining T-AKE Optimum Speed

Knots Gal/NM Fuel Cost Change from 9.5 Knots

7 46.6 $8,648,010 $1,343,948

9.5 39.4 $7,304,063 $0

10.5 44.4 $8,238,983 $934,920

11.5 44.1 $8,180,550 $876,488

13 48.2 $8,940,173 $1,636,110

15 55.1 $10,225,688 $2,921,625

17 63.0 $11,686,500 $4,382,438

19 75.3 $13,965,368 $6,661,305

T-AKE fuel cost for 50,000 NM (baseline annual operating profile) at different speeds.

Analysis assumes consistent speed at these points – not an average. $3.72/gallon.

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Determining EPF Economical Speed

0

10

20

30

40

50

60

70

80

0 5 10 15 20 25 30 35 40 45

Fuel

Eff

icie

ncy

-Gal

lons

Per

Nau

tical

Mile

[G

PNM

]

Speed based on GPS SOG [kts]

Gallons per Nautical Mile (GPNM) vs. Speed Over Ground (SOG)

Self-Deploy, Departure(>2086 MT)Self-Deploy, Mid(2086MT-1870MT)

Resistance (Speed)2

Fuel Rate PowerPower (Speed)3

“Approximately Proportional To” Sign

EPF Fuel Consumption (Gal/NM) vs. Speed (knots)

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Determining Optimum Propulsion Configuration

125

145

165

185

205

225

245

265

0

5

10

15

20

25

30

35

40

6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0

Fuel

Effi

cien

cy (k

g of

fuel

/NM

)

Pow

er (M

W)

Vessel Speed (knots)Propulsion Power Total Available Power (MW)Total Used Generator Power Sea Trail Fuel Efficiency

55 RPM

87 RPM: Two Engines, One Motor

90 RPM: Three Engines, Two Motors100 RPM

70 RPM

T-AKE Energy Audit Trial Fuel Efficiency Curves

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Autopilot and Steering Issues

Example:Improper rudder control on a commercial ship due to mechanical problem with steering hydraulics

Additional annual fuel cost: $300,000 per ship

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Vessel Trim: T-AKE Study

T-AKE propulsion consumes 24,000,000 kWh = $6,000,000 in fuel per ship

If trim can be optimized to save 2%: Theoretical savings = $120,000 per ship

Source: T-AKE CEPEx Trial Report, NSWC Carderock Division

Trim Optimization software module implementation ongoing for T-AKE class.

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Vessel Trim: What the Wake Reveals

More energy loss in wake

Higher trim: bow up,

stern downPhoto: courtesyChief Robert McManus

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Bow Thruster Operation

Unnecessary idling time

From commercial ship energy survey

Commercial Ship Example:Reducing idle time resulted in annual savingsof $75,000 per ship

How soon should the bow thruster be tested before getting underway or a scheduled maneuvering, and should it be left idle when not in use?

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Hull Maintenance:Underwater Surface Roughness

Source:International Paint

• Frictional resistance increases with underwater surface roughness.

• Roughness comes from many sources:

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Resistance Factors Related to Hull

Propulsion power increase from slime ~ 9% = $500,000 extra fuel cost

per year per ship for T-AKE

Source:© SNAME Marine Vessel

Environmental PerformanceAssessment Guide; Kane (2012)

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BioFouling

• Microfouling is the attachment of waterborne bacteria to the underwater surface.

• These bacteria form “slime”, which causes a relatively small drag penalty and is relatively easy to remove by scrubbing. (But still can add 5-10% fuel penalty.)

• The slime bacteria also provide a platform for other bio-colonizers to attach to. This eventually leads to growth of macro algae, invertebrates, and calcareous organisms.

• The macro-fouling causes a significantly greater drag penalty and takes much more effort to remove.

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Biofouling Process

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Resistance to Movement: Fouling

Hull and Propeller Fouling

Anodes in Good Shape

Hull and Propeller Highly Fouled

“Ding” in Propeller…Not Good

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Resistance Related to Age

Underlying hull roughness increases with ship age due to spot paint repairs, corrosion - increases

frictional resistance

Source:Propulsion Dynamics Inc.

Note: MSC-Navy team is working on updated guidance

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Determining How Smooth is Smooth

Rubert Comparator GageThis side is used by divers to document the surface profile with a grease pencil while underwater

This side is has six raised surfaces that divers can use to compare with the propeller to determine the initial and final profile by touchDiver’s lanyard is

attached though this hole to prevent loss by dropping during the dive

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Any Questions So Far?

Any questions before we move on to Auxiliary Systems?

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Auxiliary Systems

Propulsion and

Steering$24,237,800

41%

Auxiliary Machinery$9,402,742

16%

HVAC$17,606,722

30%

Command & Surveillance

$646,9801%

Hotel$3,837,002

6%

Replenishment Systems

$1,709,4633%

Electric Plant/Power Conversion$1,827,227

3%

T-AKE Annual kWh Totals By System

• Motors and Controls• HVAC• Compressed Air• Steam Heating• Lighting• Securing of Equipment• Retro-Commissioning

& Re-Commissioning

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Motor Efficiency

• Motors with high efficiency have low energy consumption; 65% of industrial load consists of motors.

• IEC 60034-30 International Efficiency (IE) for single speed, 3 phase induction motors on the market fall into 4 potential classes:

• Standard (IE1)• High (IE2)• Premium (IE3)• Super Premium (IE4)

not yet available by all manufacturers

http://ngelmuelektro.wordpress.com/2011/06/24/motor-efficiency

NEMA (US) Standards are similar to IEC Standards

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Motor Upgrade vs Rewinding

• T-AKE Total Annual Auxiliary Motor Consumption: 30,000,000 kWh ($7,500,000 in fuel per ship)• Premium Motor over High Efficiency: 2% reduction

• Annual Energy Reduction: 600,000 kWh (per ship)• Annual Cost Savings: $150,000 per ship @ $0.25/kWh

• Premium Motor over Standard Efficiency: 4% reduction• Annual Reduction: 1,200,000 kWh (per ship)• Annual Cost Savings: $300,000 per ship @ $0.25/kWh

• Motors Rewound: 1% to 2% increase• Annual Increase: 300,000 to 600,000 kWh (per ship)• Annual Cost Increase: $75,000 to $150,000 (per ship)

Choosing to rewind standard motor versus replacing with a Premium Efficiency Motor could result in a cost increase of $375,000 to $450,000 (delta between potential savings and cost increase)

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Motor Life Cycle Cost Breakdown

96%-98% of a motor’s life cycle cost is energy to operate (~64% of US electrical energy use)

97.3%

0.7% 2.0%Motor Life Cycle Cost

EnergyCostOneRewindInitialPurchase

Although the replacement cost is approximately three times the cost of a rewind (2.0% to 0.7%), the potential savings due to the increase in motor efficiency is significant, since 97.3% of the motor’s life cycle cost is associated with the electrical cost of operation

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Other Motor Related Costs: Speed

Always operate multi-speed motors at lowest possible speed that meets requirements

Example: Two-speed engine room fan on T-AKE

High Speed: 23.3 kW = $44,887 annual energy cost

Low Speed: 3.7 kW = $7,128 annual energy cost

$37,759 annual energy cost difference

84% power reduction; ~50% reduction in flow;no appreciable change in temperature

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Other Motor Related Costs: Drive Belts

• Cogged belts can reduce energy transmission losses by up to 2.5% because they are easier to bend.

• Bending occurs as belts transition from a straight run to the drive and driven wheels Energy Loss and Efficiency of Power Transmission Belts, Third World Energy

Engineering Congress, The Association of Energy Engineers

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Other Motor Related Costs: Heaters

• Approximate shore power cost on an ROS ship: $2,000 to $5,000/yr per ship

• Typically only 10°F to 15°F above ambient is required to prevent condensation

• Humidity highest in evening: secure during day peak hours?

• Not required in most cases; humidity/moisture will not damage motor if its insulation is in good condition

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Other Motor Related Costs: Controllers

Using VFD controller on hydraulic steering pumps can decrease energy usage by 70% 0

112233445

POW

ER(K

W)

TRADITIONAL HYDRAULIC

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4PO

WER

(KW

)VFD CONTROLLED STEERING GEAR

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Auxiliaries: HVAC

• HVAC typically consumes most energy after main propulsion.• Costs around $1,000,000 - $4,000,000/year/ship• Common issues include:

• Heating and cooling at the same time

• Chill water temperature set too low (1%-2% increase in efficiency per degree increase; COP)

• IT space temperature set too low

• Thermostat misconceptions

• Air conditioned boundaries not set

• Lack of maintenance

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Heating and Cooling at the Same Time

Scenario 1: • Chill water cooled to 42°F• Air out of terminal feels cold• Crewmember turns heat to 90°F

Scenario 2: • Pilot House AC turned to 60°F• Outside air temperature 100°F• Bridge-wing doors left open

Scenario 3: • Outside air temperature 20°F• Air preheater turned on• HVAC system cools air to 50°F• Crewmember sets thermostat to

80°F

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Chill Water Temperature: COP

Coefficient of Performance (C.O.P.)

= Q (heat moved) ÷ W (electrical energy used)

C.O.P. = 3 kW ÷ 1 kWC.O.P. = 3

(Higher is more efficient)

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Chill Water Temperature: COP vs Load

1500

1600

1700

1800

1900

2000

2100

2200

2300

4.0 4.2 4.4 4.6 4.8 5.0

A/C

load

(kW

)

COP

COP at 55COP at 50COP at 45

COP increases (more efficient) with higher CW temp and higher compressor load.

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Chill Water Reset Cost and COP

Ship's power inport ($/yr)

Shore Power Inport ($/yr)

Total Inport

Cost ($/yr)

At Sea Cost ($/yr)

Total Annual Energy cost

($/yr)

Total Fuel (gal/yr)

AC Motor COP 5.5

$228,774 $89,205 $317,979 $343,111 $661,090 142,971

AC Motor COP 4.5

$279,612 $109,029 $388,641 $419,358 $807,999 174,742

AC Motor COP 3.5

$359,501 $140,180 $499,681 $539,174 $1,038,856 224,669

AC Motor COP 2.5

$503,302 $196,252 $699,554 $754,844 $1,454,398 314,536

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Chill Water Temp vs Room Reheat

02468101214161820

0

10

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30

40

50

60

Pane

l Reh

at L

oad

(kW

)

LTCH

Set

Poi

nt (°

F)

LTCH tempP206 reheat panelP207 reheat panel

$65,000 annual electric reheat savings (55°F vs 45°F Low Temp CW)

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T-AO A/C & Reheat Power

Note: Vessel Steam Preheating Not Shown

The chart below illustrates the power used by HVAC Cooling and Reheating systems, with concurrent periods of cooling and reheating

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Ideal IT Space Temperature

• It takes less kW to drop the Chill Water 25°F from 90°F to 65°F than 65°F to 40°F because the compressor must work harder at lower suction pressures.

• Ideal IT space temp is around 73°F and 45% humidity

ASHRAE (American Society of Heating, Refrigeration and Air Conditioning Engineers

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Obstacles to Implementation

• IT Spaces Temperature Setting

• Outside Air Damper Control

• Capacity Control of A/C unit

• Change Resistance due to…

…Culture...

… That’s how we’ve always done it…

… Tribal Knowledge...

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Thermostat Misconceptions

• If you want to raise the temperature from 70°F to 72°F, setting the thermostat to 90°F will make it get there quicker

• If you want to lower the temperature from 75°F to 72°F, setting the thermostat to 50 will make it get there quicker

• 72°F will always feel the same, regardless of the time of year or level of humidity

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HVAC: Air Conditioned Boundaries

• Air Conditioned boundaries include:• HVAC Zones• Interior spaces and doorways• Exterior doorways and vestibules• Refrigerated spaces• Cargo boxes and holds• Refrigerated cargo vans

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HVAC: Maintenance vs Technology

~ 10 years technological improvement

Lack of maintenance can easily overcome any benefits the more efficient technology can provide!

ENERGY

Faulty Door Seal; 8 inch tear

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Part 1 Outline

Questions?

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Auxiliaries: Keep Warm Systems

• Min inlet Operating Temperature: 127°F• Max Inlet Operating JW Temperature: 154°F• Keep Warm Set Point: 160°F• T-AO Current Cost: $530,000 / yr

There is NO benefit to having a keep warm set point 6°F above the

maximum operating temperature!

Cost vs Benefit?

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Reduce Engine Keep Warm Temps

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Differential Temperature between HTFW and Ambient (°F)

∆ HTFW and Engine Space Temp VS Heater kW

∆ HTFW and Engine Space Temp

FY13 T-AKE 12 Avg in-port of 2,838 hrs

HTFW engine outlet temp (°F) Load (kW)

Shore Power Inport ($/yr)

178 196 $83,426

162 163 $69,380

146 124 $52,780

126 80 $34,051

112 56 $23,836

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Reduce Equipment Run Times

Initial Cost $0

First Year Savings $13,297

CO2 Savings (MT) per year 38.2

Energy Savings (kWh) per year 65,866

Fuel Savings (MT) per year 11.9

From commercial tanker energy audit (heavy fuel oil)

Reduced Compressor Run Time

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Compressor Controls

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Quincy Screw Air Comp vs Sperre Recip Air Comp

Quincy Comrpessor(kW)Sperre RecipComrpessor (kW)

The Quincy compressor is a higher efficiency unit, but is oversized and controls aren’t properly set. Does not cycle off; runs continuously.

23.7 kW increase = $48,000/year

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Cycling Air Compressor Inefficiencies

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Compressed Air Leaks and Pressure

• Controls: loading/unloading, stop/start functions• Find and fix leaks:

• Cumulative leaks of ¼” circular opening = $40,000/yrin energy cost

• Operate at minimum required pressures: • 10 PSI increase = 5% increase in energy ($4,500/yr)

• Minimize blow down of receivers/tanks with automatic level operated condensate traps protected by Y-strainers

• Additional capacity best achieved by adding receivers, not compressors, where air is required.

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Compressed Air Dryers

• Only dry compressed air to the temperature required• Rule of thumb: set dry air to dew point 18°F below lowest

ambient air temperature• For most engine room conditions: dew point of 35°F to

38°F adequate• Most MSC ships have regenerative air dryers:

• Can consume 15% of air being dried during regenerativeprocess

• Only provide dry compressed air to equipment that must have it (typically only control air, not service air)

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Regenerative Air Dryers

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#1 SS Air

#2 SS Air

Two Regen Air Dryers Online One Regen Air Dryer Online

Annual Savings: $43,848

Using a single regenerative dryer prevents cycling and reduces overall energy consumption

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Auxiliary Steam Systems

• Condensate temperature• Avoid excessive condensate subcooling

• Steam traps• Correct or replace leaking traps

• Controls:• Excess air penalty• Keep boiler clean and water treated• Maintain steam control valves

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Condensate Temperature

• Avoid Condensate Subcooling• Condensate fresh water drain tank cooler regulating valves

100% open resulted in condensate temperature of 180°F• Cost of keeping condensate at 180°F compared to 205°F as

designed: $33,000/year

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Steam Traps

Properly Functioning Steam Trap

Additional annual fuel cost: $6,000

Leaky Steam Trap on LO Purifier

Although steam leaks may appear minor, their collective cost usually exceed the cost of their repair, even in the short term.

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Boiler Controls

Excess Air Penalty: White Smoke

Incomplete combustion: Black Smoke

Too little or too much air into a boiler results in inefficiencies and additional operational and maintenance costs. Operating between a clear stack and an “Economy Haze” should be the target

Proper boiler maintenance includes cleaning, water treatment, and adjustments to control systems

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Questions?

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Lighting Energy Savings

The most important and easiest way to save energy in lighting systems is to TURN THEM OFF.

• Cargo Hold Lighting• Adding local switches• Splitting lighting circuits

• Motion Activated Lighting• Good for small, infrequently

visited spaces• Splitting Existing Lighting Circuits

• Allows reducing number of active lights in a single space

• Changing Culture• Becoming accustomed to

turning off lights

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Higher Efficiency Lighting Options

• Fluorescent bulbs and ballasts:• T12 bulbs and ballasts

phased out• Match ballast to bulbs• Specs for bulbs and ballast

• LED (Light Emitting Diode type):• New technology• Life and lumen output

improved• Cost decreasing• Ensure quality LED used• Thermal management of LED

MSC is implementing LED replacements for linear fluorescent tubes and ballasts.

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Lighting Spectrum

• SCOTOPIC VISION - The scientific term for human visual perception in low light (night vision). Directed by rod cells in the human eye.

• PHOTOPIC VISION - The scientific term for human color vision under normal conditions during the day. Directed by cone cells in the human eye.

• MESOPIC VISION - The scientific term for the combination between Photopic and Scotopic vision, taking into account the total sensitivity of the rod cells in the eye for the blue range, with the color perception of the cone cells.

Less energy, better vision

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Color Temperature of Lighting Spectrum

Human eyes use different receptors to see light in different spectrums

MSC Standard is 4100K

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Lighting Maintenance

2 Bulb 4’, T-12 34 W Fluorescent Magnetic BallastPower Draw: 92 Watts/fixtureMeasured Lux/Watt @ 6’: 3.071,000 fixtures/shipEnergy Cost: $177,868/yrFuel: 54,012 gal/yr

2 Bulb 4’ LED,External Driver Power Draw: 52 Watts/fixtureMeasured Lux/Watt @ 6’: 9.041,000 fixtures/shipEnergy Cost: $100,534/yrFuel: 30,528 gal/yr

Annual Savings$77,334/yr23,484 gallons/yr

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Retrocommissioning

• Retrocommissioning: A systematic process to improve an existing system's performance by identifying operational improvements that will increase comfort and save energy

• Includes a review of ship operating policy and procedures, checkoff sheets, standing orders etc. for efficiency considerations

• Process requires review of performance metrics, ECC applicability to other systems, and staying abreast of technological and operational advancements in related industries

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Retrocommissioning: Aux Boiler

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Boiler, At SeaAux. boiler was heating the hot water loop while the cooling loop was cooling the hot water loop at the same time

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Retrocommissioning: SS Air Compressor

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Ship's Service Air Compressor

Controls not properly set; unit did not unload with decreased demand.

Cost: $20K in wasted energy

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ENCON Review

1. Transit at economical speed2. Keep hull/propeller clean3. Consolidate propulsion/generation loads in low-

risk situations4. Reset A/C chill water temperature to highest

functional setting; IT spaces don’t need to be cold5. Turn off unnecessary equipment – especially in

port6. Reduce keep-warm temperature for offline engines7. Keep up with basic maintenance on steam traps,

A/C boundary seals, compressed air leaks8. Switch over to shore power for as long as possible 9. Turn off the lights!

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Energy Training Summary

Reducing energy costs leaves more money

for:

Energy Costs Ship Operation (Jobs), Support, Maintenance

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Thank You!

Any Questions?

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Backup Slides

Fluorescent lighting circuit VFD-driven motor

Harmonic Distortion

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Backup Slides

Total Harmonic Distortion

VFD-driven motor

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Backup Slides

Where to get a Rubert Gage

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Backup Slides

What drives propulsion energy consumption?• Fuel rate is largely proportional to power output of prime

mover(s). (With some load-dependent BSFC variation.)• Propulsion power required is proportional to speed,

resistance, and drive train efficiency:

P V x Rtotal ÷ ηhull and drive train• In the slow to moderate speed range, the frictional component

of resistance increases with the square of speed. However the wave-making component increases faster than that. And in moderate speed range the overall efficiency of the hull and drive train vary only slightly with speed. So that means:

P V3.2-3.8 (depending on hullform)

Speed vs. Power Relationship

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Backup Slides

Motor Speed Control

US DOE Industrial Technology Program “Improving Pumping System Performance, A Sourcebook for Industry” May 2006

Pump/Fan Affinity Laws:

P2 ⁄ P1 = (N2 ⁄ N1)3

P2 ⁄ P1 = (H2Q2) ⁄ (H1Q1)

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Backup Slides

Motor Speed Control

US DOE Industrial Technology Program “Improving Pumping System Performance, A Sourcebook for Industry” May 2006

Pump/Fan Affinity Laws:

P2 ⁄ P1 = (N2 ⁄ N1)3

P2 ⁄ P1 = (H2Q2) ⁄ (H1Q1)

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Backup Slides

HVAC Chill Water Reset and C.O.P.

Suction Pressure (Ps)Chill Water Temp

Total Lift(Pd - Ps)

Reduced Lift = Increased C.O.P.

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Backup Slides

Chill Water Temperature Reset

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Navy Ship Chill Water Reset

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Backup Slides

HVAC Chill Water Reset Cost & COP

Combining HVAC loads onto a single chiller when possible helps dramatically

Condenser cooling water temperature increased, reducing the C.O.P.

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Backup Slides

Thermal Energy Recovery: Use A/C System for Heating

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Backup Slides

Thermal Energy Recovery: Use A/C System for Heating

Use hot compressor discharge gas for heating requirements

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Backup Slides

Enthalpy RecoveryACCOMMODATION SPACE EXHAUST AIR ENERGY RECOVERY

http://www.bpequip.com/exchangers.dws

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Backup Slides

T12 to T8 High Efficiency Upgrade

GElighting.com.

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Backup Slides

Waste Energy Recovery• Use central fresh water as heating source

• HP air compressors (secure electric heat)• Reduction gear• Main engine lube oil

• Reduce requirement• Secure AC plant during cold weather• Fix steam traps and raise condensate temp

• Use air cooled air compressor

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Backup Slides

Hot Water System

Three hot water heaters lined up, one element on versusone hot water heater lined up and one element on

Extra annual energy cost: $12,000

Three Hot Water Heaters

One Hot Water Heater