Design and Operation of Fuel Efficient Ships. Jan de Kat Director, Energy Efficiency Operational and Environmental Performance Copenhagen

Transcription

1 Design and Operation of Fuel Efficient Ships Jan de Kat Director, Energy Efficiency Operational and Environmental Performance Copenhagen Genova 21 November 2013

2 Energy efficiency: key issues High fuel cost Increased from $140 to $600 per ton Global economy (low freight rates) Overcapacity of new tonnage Regulatory landscape Ballast water treatment ECA EEDI, EEOI, SEEMP, MRV Many energy saving technologies Eco ships Financing 2

3 Industry stakeholders changed relations Change affects all players in the industry: Ship owners Cargo operators, including pool operators Ship managers Ship yards and ship designers Investment fonds, banks Suppliers of hardware / software solutions Classification societies IMO, EU, USA, NGO s, society, etc. 3

4 Market trends Ref. Clarkson Ship Intelligence Weekly, 1 Nov

5 Fuel Efficient Vessel Operation Newbuilding Operational vessel performance Design for operational profile Technical Energy efficient ships, yard spec., Operational optimization contract details Environmental compliance Optimization, cost effective SEEMP, EEDI solutions SOx, NOx, ECA areas Retrofit on existing fleet Ballast water treatment Propulsion optimization, bow, propeller/me etc. Machinery optimization for new operational profile Energy-saving devices Increase cargo capacity 5

6 Energy Efficiency: newbuilds and existing ships Benchmarking EEDl; speed/power; SFOC Main engine selection Load-range v SFOC; derating; turbocharging options Fuel strategy HFO, MGO; LNG; ECA strategy; fuel cost Hull form, propeller optimization Lines; fore body; aft body; wake; propeller; ESDs; rudder Machinery systems WHR main & aux engines; VFD; cargo systems Operational profile Draft, speed; % time spent Knowledge Base; Skill Sets CFD Engine Technologies Techno-economic Analysis 6

7 Total Cost of Ownership Newbuilding: Total Cost of Ownership vs. Time Program Development Timeline Delivery Amount of Cost and Performance Locked In NB Costs Incurred Evaluation Phase Shipyard Design Detail Design and Construction Sea Trial 7

8 Energy Loss in Propulsion: Containership Containership MEPC 59/INF.10 Speed (Knots) Bunker % Engine Exhaust % Shaft % Heat % Speed (Knots) Shaft % Propulsion Propeller loss % Propulsion power % Transmission loss % Speed (Knots) Propulsion Power % Wave generation Hull Air resistance Hull friction Residual resistance Weather & waves

9 Example: Operational Profile Distribution of Vessel Speeds & Drafts Source: Maersk Maritime Technology, SNAME Oct

10 Bulb Optimization for Operational Profile Source: Maersk Maritime Technology, SNAME Oct

11 Tanker Example: Optimized Forebody for Range of Drafts 11

12 Optimized Aft Body Improves Wake Field Wake Field for Reference Vessel Large variation in wake velocities in way of propeller disk Wake Field for New Aft Body Reduced variation in wake velocities in way of propeller disk verifies better propeller design and performance 12

13 High Efficiency & Non-Conventional Propellers Ducted propeller Contracted and Loaded Tip (CLT) Kappel New Profile Technology (NPT) Pod Contra-Rotating Propellers (CRP) 13

14 Energy-saving Concepts 4-7% Kawasaki Rudder-bulb fins 3-7% 1-8% IHI Additional Thrusting Fins based on 20th ITTC (1999) Wake-equalizing duct Asymmetrical stern Mitsui OSK Propeller boss cap fins 7-15% Stern flap 5-12% Contracted Tip propellers Gruthues spoilers Stern tunnel Modern contra rotating propellers Grim wheel Mitsui integrated ducted propeller Reaction fins Takekuma Hitachi Zosen nozzle 14

15 Example ESD: Mewis Duct 15

16 Propeller/Hull/Rudder/ESD Interaction Case Pressure Contours (starboard side) 16

17 Main Engine Selection 7S90ME 6S90ME 6S80ME Source: MAN Diesel Propulsion of VLCC Feb

18 Machinery System Components room for energy efficiency improvements Element Main engine optimization Machinery optimization: WHR Machinery optimization: PTI/PTO Features Apply autotuning technology, turbocharging technologies, e.g. Variable Geometry Turbine, T/C bypass, 2-stage T/C, T/C cutout Waste heat recovery system for main engine based on operational profile and technical specifications. Application of power take-in and power take-out technologies, also in conjunction with design for lower speed and ability to run vessel at higher catch-up speed using PTI and shaft generator. Pump system optimization Ventilation and HVAC optimization Machinery optimization: ORC Economizers Fuel efficiency improvement due to application of variable frequency drives (VFDs) for demand/load dependent control of e.g. main engine cooling pumps. High efficiency pumps. Fuel efficiency improvements due to VFD fan control and duct design. HVAC system analysis. Application of Organic Rankine Cycle technology for low level waste heat recovery from main engine cooling water. Improve efficiency by installing an economizer (boiler) to recover waste heat from auxiliary engine. 18

19 Environmental Performance: Regulatory compliance Identify cost effective solutions CO 2, NOx, SOx, PM Emission Control Areas Alternate Fuels Ballast Water Management Bio-fouling Inventory of Hazardous Materials Waste Stream Management Life-cycle Product Management Measurement Quieting Avoidance of Sensitive Areas 19

20 Environmental & Energy Economics Status Update 1. New Build Model Energy Efficiency Environmental Regulations Optimization 2. Existing Ship Modification Model Enhancing Energy Efficiency Compliance analysis for environmental regulations 3. Major Equipment Model Economic assessment for single equipment installation/upgrade For use in multiple model analysis 4. Operations Model Service life fuel costs analysis Ship optimal performance analysis Sensitivity Analysis Scenario simulation 20

21 Existing fleet - Efficiency of ship operation Technical Hull & propeller efficiency ME efficiency Electrical consumption Electrical production On the average merchant fleet of today: huge potential Operational Voyage optimization Planning Conditions Fleet utilization (EEOI) Cargo carrried Speed (slow steaming) Fleet composition; pools, operators Requires a structured process to improve Monitoring analysis benchmarking - decision support 21

22 Ship Operations benchmarking & optimization Benchmarking, fleet composition and optimization Important to know performance of each individual vessel Cargo operators will increase performance monitoring Cargo operators will focus on getting the best fleet composition Fuel efficiency will become more important in chartering, long term and short term Schedule optimization Pool optimization; selection of right ship for right cargo Common denominator Monitoring and benchmarking will increase. Fleet Optimization is on-going 22

23 Vessel Performance 23

24 24 Energy Efficiency Design Index (EEDI) Most effective consideration to reduce EEDI: reduce main engine power Reduce design speed For given speed: reduce hull resistance; improve propeller efficiency; improve engine efficiency Other considerations (smaller impact): Install waste heat recovery system; maximize DWT capacity

25 EEDI Progressively Reduced Required EEDI Reference EEDI (Phase 0 Required EEDI) Phase 1 Required EEDI Phase 2 Required EEDI 10% Phase 3 Required EEDI 20%* Phase 0: 1 Jan 2013 Reduction Factors, X 30% *15% for general cargo ships and refrigerated cargo ships DWT Phase 1: 1 Jan 2015 Phase 2: 1 Jan 2020 Phase 3: 1 Jan 2025 At beginning of Phase 1 and at midpoint of Phase 2, IMO to review status of technology development and revise EEDI Reference Line parameters and Reduction Factors (Reg 21.6) 25

26 Tankers: EEDI verification Required EEDI = 1 X DWT

27 Summary There is significant potential to improve the energy efficiency of new and existing vessels Energy efficient design and operation require: Holistic approach towards hydrodynamics, machinery systems, technologies, economics Cost-effective solutions Operational profile, life-cycle approach Performance monitoring / management Human factors communication, training 27

28