Ship Energy Audit - MPA

DNV GL © 24-04-2015 SAFER, SMARTER, GREENERDNV GL ©

24-04-2015

Seeba Ann Mathew

Ship Energy Audit

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- Do the least

DNV GL © 24-04-2015

The real motivation ?

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The real motivation !

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DNV GL © 24-04-2015

Survey results:Why strive for an energy efficient operation?

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Regulations – Money - Reputation – Sleep

Lowmotivation

Highmotivation

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Survey results: - So what is stopping us…

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Lack of Money or Knowledge (certainty)

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A number of fuel efficient measures are available

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However shipowners for various reasons may or may not be able to climb up this entire ladder, be it retrofit or new build ships

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DNV GL © 24-04-2015

Improvement potential (theory)Breakdown of the 15% saving potential

(4,8%) Shipowner controlled,

but with some cost

(5,8%) Charterer controlled

at no or low cost

(4,6%) Shipowner

controlled at no or low cost

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DNV GL © 24-04-2015

Reported data:In Transit – Overall fuel decrease of 16.2%

0.04

0.045

0.05

0.055

0.06

0.065

0.07

0.075

0.08

17/ mar. 6/ mai. 25/ jun. 14/ aug. 3/ okt. 22/ nov. 11/ jan. 2/ mar.

Rolling average consumption [ton/nm]

Date

Rolling average MDO cons. per nm [tonn/nm] Expon. (Rolling average MDO cons. per nm [tonn/nm])

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Measures

� Logistics planning

� Speed

management

� Propeller polishing

� Trim and draft

optimization

� Enhanced focus on

communication

with crew and

charterer

DNV GL © 24-04-2015

Reported data: Offshore – Overall fuel decrease of 5.3%

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5


Rolling averageconsumption [ton/hour]

Date

Rolling average MDO cons. per hour [ton/hour] Expon. (Rolling average MDO cons. per hour [ton/hour])

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Measures

� DP-operation

� LED lighting

� Enhanced focus on

communication

with crew and

charterer

DNV GL © 24-04-2015

Reported data: In Port – Overall fuel decrease of 7.8%

10

0.08

0.09

0.1

0.11

0.12

0.13

0.14

0.15

0.16


Rolling average consumption [ton/hour]

Date

Rolling average MDO cons. per hour [tonn/hour] Expon. (Rolling average MDO cons. per hour [tonn/hour])

Measures

� LED lighting

� Enhanced focus

on communication

with crew and

charterer

DNV GL © 24-04-2015

Identify your cost drivers

Repair and Maintenance

Planned Maintenance

� Time spent on planned maintenance (overtime)

� Spares used

� Service supplier cost

70 - 90 %

Damages*

� Replacement cost of equipment

� Repair team cost

� Deductible from insurance

� Consequence cost

5 - 20 %

Unplanned Maintenance

�Time spent on unplanned maintenance (overtime)

�Spares used

�Service supplier cost

5 - 20%

Optimising maintenance activities give cost savings of 10 ~ 15%

*Typical cost picture tankerMoore Stephens

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CO2, SOx, ballast water & recycling are in public discussion, but in the end it’s energy that really matters

• Emissions to air

- CO2- SOx- NOx- Particulate matter

- Ozone depleting substances

• Emissions to water

- Ballast water

- Bilge water

- Wastewater (sewage, shower/kitchen, holds)

- Coatings/Anti fouling

• Waste emissions

- Cargo residues

- Oil sludge

• Noise emissions

- Outside/inside

• Ship recycling

- Pollutants/IHM1

Relevant dimensions Vessel value driver

1 IHM = inventory of hazardous materials

Already implemented

To be implemented or tightening expected

Regulation expected

Regulatory status Market demand

DNV GL © 24-04-2015

Today’s vessels will have to compete against vessels that are 30% more fuel efficient in the future

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Transportation costs, USD/TEU/1000 NM

CONCEPTUAL

1. IMO with respect to required EEDI improvement (MEPC 60/4/14)

2014 2025

Profitable

vessels

Unemployed

vessels

Transport capacity (TEU)

Profitable

vessels

Unemployed

vessels

Transport capacity (TEU)

Market

price

Demand

Vessel A

Market

price

Demand

Vessel A

Efficiency in-

crease of new

vessels ca. 2,7%

p.a. (=30% in

13 years)1

DNV GL © 24-04-2015

Ranking of the selected vessel with its peer group is given before and after applying retrofitting measures

World container fleet based on USD/1,000 TEU Nautical Miles

+/-15% TEU

12.0%

10.0%

8.0%

6.0%

4.0%

2.0%

0.0%

-2.0%

-4.0%

TEU capacity

Ranking before retrofitting (50 of 79)

10.0%

12.0%

8.0%

4.0%

6.0%

2.0%

0.0%

-2.0%

-4.0%

TEU capacity

Ranking after retrofitting (14 of 79)

� Peer group size of vessels with +/-15% TEU capacity is compared to vessels performance before and after retrofitting

� Peer group size can be set individually

� Ranking is based on all vessels sailing at he given operating profile

Vessel before retrofit Vessel after

retrofit

Source: DNV GL

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SAMPLE

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ConsumersConsumers

• Hull condition• Propeller condition• Autopilot & rudder• Trim and draft• Cargo capacity


Ship performanceShip performance

Management system (enabler)Management system (enabler)

• Fleet planning and schedule assessment• Chartering/booking• Voyage execution• Speed Management• Port efficiency• Trim optimization

• Fleet planning and schedule assessment• Chartering/booking• Voyage execution• Speed Management• Port efficiency• Trim optimization

Voyage managementVoyage management

Main and AUX enginesMain and AUX engines

• Fuel quality and quantity• Bunkering procedures• Fuel sampling• Inventory management• Supplier management


Fuel managementFuel management

Energy management can be conducted on technical and management dimensions

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Technical Management

• Main engine efficiency• Auxiliary engine efficiency (including generators)

• Dual fuel preparation

• Cargo handling operations• Ventilation, HVAC, cooling/ freezing, lights,

• Thruster operations• Climate control• Miscellaneous consumers

• Organizational setup, roles, responsibilities

• Policy, process/ procedures• Communication and training• Reporting, review and follow-up

DNV GL © 24-04-2015

Implementing energy management generates sustainable savings

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ConsumersConsumers



Ship performanceShip performance

Management systemManagement system

• Fleet planning and schedule assessment• Chartering/booking• Voyage execution• Speed Management• Port efficiency• Cargo optimization

• Fleet planning and schedule assessment• Chartering/booking• Voyage execution• Speed Management• Port efficiency• Cargo optimization

Voyage managementVoyage management

Main and AUX enginesMain and AUX engines



Fuel managementFuel management

Technical Managerial

• Main engine efficiency• Auxiliary engine efficiency (including generators)

• Cargo handling operations• Ventilation, HVAC, cooling/ freezing, lights,

• Thruster operations• Climate control• Miscellaneous consumers

• Organizational setup, roles, responsibilities

• Policy, process/ procedures• Communication and training• Reporting, review and follow-up

• 2 – 7 % bunker savings• 3 – 24 months payback

• 2- 7 % bunker savings• 1- 24 months payback

• 1 – 3 % bunker savings• 12+ months payback

• 2 – 5 % bunker savings• 1 – 12 months payback

• Enabler/ anchoring of achieved savings

• < 3months payback

• 0,5 – 1% bunker savings• 1 - 12 months payback

DNV GL © 24-04-2015

Ship Energy Audit (SEA)

Objective:

Optimisation of auxiliary machinery

Audit Scope:

Perform tailored ship energy audits on high priority vessels.

SEA includes:

a) Review of current fuel use onboard

b) Onboard survey, observation of normal operations, interviews with crew,

measurement of ME and AuxE performance, sampling of fuel

c) Comparison with design specifications and identification of specific fuel and CO2

reduction opportunities

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DNV GL © 24-04-2015

Onboard audit scope

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Energy Awareness

• Interview with ship staff with

the objective of assessing the

implementation of procedures

and the general level of

awareness related to energy

efficiency

• Witnessing of normal

operation of vessel during

different modes and

documentation of overall

impressions during voyage

• Assessment of current

performance reporting if fit for

purpose

Primary consumers

• Performance test and

calculation of SFOC of ME and

AEs at 3-4 different loads,

compared with sea trial and

ship test

• Evaluation of AE usage at

different operating modes

• Performance test of boiler by

measuring steam mass flow,

temperature and pressure

compared to fuel usage

Secondary consumers

• Comparison of electrical

powering table with readings

from Power Management

System, Any deviation will be

investigated

• Operational assessment of key

consumers e.g. temperature in

settling tank, use of

separators, pressure in

starting air receivers, use of

ER fans, recirculation of HT

cooling water across cooler

etc.

Other consumers

• Other ancillary consumers

• Performance testing of the

following will also be carried

out: all pumps, heat

exchangers, waste heat

recovery systems, exhaust gas

economiser, air compressors,

boilers, cargo handling,

ventilators, cooling systems

Cargo discharge

performance

• Interview with ship staff with

the objective of assessing the

implementation of procedures

and the general level of

awareness related to energy

efficiency

• Witnessing of normal

operation of vessel during

different modes and

documentation of overall

impressions during voyage

• Assessment of current

performance reporting if fit for

purpose

Ship performance

• Measurement of hull and

propeller performance at

different speeds which include

alteration of the ship’s course

for a short period of time

during data collection

DNV GL © 24-04-2015

SAFER, SMARTER, GREENER

www.dnvgl.com

Thank you!

21

Seeba Ann Mathew

[email protected]

+65 9837 5353

Ship Energy Audit - MPA

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