Integrating Life-Cycle Solutions for Maximum Return on Investment

Transcription

1 Integrating Life-Cycle Solutions for Maximum Return on Investment NDIA E2S2 New Orleans, LA May 9-12, 2011 Kevin Pleiss Wärtsilä 1 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

2 Ship efficiency Utilized energy (32.5%) Effective power Losses and unused energy Additional resistance from waves, wind and hull fouling 3.5% Propulsion losses 14.0% 23.6% 45.3% Brake power 46.5% Electric power 4.2% Transmission losses 1.2% Utilized exhaust heat recovery Heat and losses 2.8% Surplus recoverable exhaust heat 8.0% 53.5% 42.7% Utilized HT water heat recovery 1.9% Surplus recoverable HT water heat Losses 12.0% 28.8% Losses and unused energy Energy in fuel 2 Wärtsilä Kevin Pleiss NDIA E2S2 May %

3 Improvement areas The technologies are grouped under five main headings: - Hull - Propulsion - Power - Electrical & Automation - Other 3 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

4 Symbol explanations < 4% A typical percentage for the potential annual saving in fuel consumption for the entire ship, not looking just at the saving in one mode for a specific part of the power demand. Energy consumption reduction method applicability: Methods suited for new buildings Measures that can be retrofitted to an existing vessel Operational measures Payback time indication: Short (<1 year) Long (>15 years) 4 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

5 5 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 HULL

6 Hull cleaning 2% Algae growing on the hull increases ship resistance. Frequent cleaning of the hull can reduce the drag and minimize total fuel consumption. 6 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

7 Hull surface Hull coating 3% Modern hull coatings have a smoother and harder surface finish, resulting in reduced friction. Since typically some 50-80% of resistance is friction, better coatings can result in lower total resistance. A modern coating also results in less fouling, so with a hard surface the benefit is even greater when compared to some older paints towards the end of the docking period. 7 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

8 Interceptor trim planes (stern flap) 3% The Interceptor is a metal plate that is fitted vertically to the transom of a ship, covering most of the breadth of the transom. This plate bends the flow over the aft-body of the ship downwards, creating a similar lift effect as a conventional trim wedge due to the high pressure area behind the propellers. The interceptor has proved to be more effective than a conventional trim wedge in some cases. 8 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

9 Waterline extension 4% A ducktail is basically a lengthening of the aft ship. It is usually 3-6 meter long. The basic idea is to lengthen the effective waterline and make the wetted transom smaller. This has a positive effect on the resistance of the ship. In some cases the best results are achieved when a ducktail is used together with an interceptor. 9 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

10 Minimizing resistance of hull openings 2% The water flow disturbance from openings to bow thruster tunnels and sea chests can be high. It is therefore beneficial to install a scallop behind each opening. Alternatively a grid that is perpendicular to the local flow direction can be installed. 10 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

11 11 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 PROPULSION

12 Propeller surface finish/polishing 2% Regular in-service propeller polishing is required to reduce surface roughness caused by organic growth and fouling. This can be done without disrupting service operation by using divers. 12 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

13 Advanced propeller blade sections 2% Advanced blade sections will improve the cavitation performance and frictional resistance of a propeller blade. As a result the propeller is more efficient. 13 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

14 Propeller tip winglets 4% Winglets are known from the aircraft industry. The design of special tip shapes can now be based on computational fluid dynamic calculations which will improve propeller efficiency. 14 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

15 Propeller nozzle 5% Installing nozzles shaped like a wing section around a propeller will save fuel for ship speeds of up to 20 knots. 15 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

16 Propeller-rudder combinations 4% The rudder has drag in the order of 5% of ship resistance. This can be reduced by 50% by changing the rudder profile and the propeller. Designing these together with a rudder bulb will give additional benefits. This system is called the Energopac system. 16 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

17 17 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 POWER

18 Hybrid Power 10% (source: MSC fact sheet) Combined diesel-electric and diesel-mechanical machinery can improve the total efficiency in ships with an operational profile containing modes with varying loads. The electric power plant will bring benefits at part load, while the engine load is optimized by selecting the right number of engines in use. At higher loads, the mechanical part will offer lower transmission losses than a fully electric machinery. 18 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

19 Wind power 8% Wing-shaped sails installed on the deck or a kite attached to the bow of the ship use wind energy for added forward thrust. 19 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

20 Wind power 8% Spinning vertical rotors installed on the ship convert wind power into thrust in the perpendicular direction of the wind, utilizing the Magnus effect. This means that in side wind conditions the ship will benefit from the added thrust. 20 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

21 Solar power 2% Solar panels installed on a ship s deck can generate electricity for use in an electric propulsion engine or auxiliary ship systems. Heat for various ship systems can also be generated with the solar panels. 21 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

22 Hybrid Auxiliary Power generation 2% Hybrid auxiliary power system can consist of a fuel cell, diesel generating set and batteries. An intelligent control system balances the loading of each component for maximum system efficiency. The system can also accept other energy sources such as wind and solar power. 22 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

23 Alternative fuel 4% Switching to LNG fuel reduces energy consumption because of the lower demand for ship electricity and heating. The biggest savings come from not having to separate and heat HFO. LNG cold (-162 C) can be utilized in cooling the ship s HVAC to save AC-compressor power. Emissions are significantly reduced when using LNG as fuel. 23 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

24 ELECTRICAL & AUTOMATION 24 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

25 Equipment Monitoring 5% In a monitoring system all maintenance action is based on the latest, relevant information received through communication with the actual equipment and on evaluation of this information by experts. The main benefits are: lower fuel consumption, lower emissions, longer interval between overhauls, and higher reliability. 25 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

26 Automation 5% An Integrated Automation System (IAS) or Alarm and Monitoring System (AMS) includes functionality for advanced automatic monitoring and control of both efficiency and operational performance. The system integrates all vessel monitoring parameters and controls all processes onboard, so as to operate the vessel at the lowest cost and with the best fuel performance. Power drives distribute and regulate the optimum power needed for propeller thrust in any operational condition. 26 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

27 Voyage planning weather routing 5% The purpose of weather routing is to find the optimum route for long distance voyages, where the shortest route is not always the fastest. The basic idea is to use updated weather forecast data and choose the optimal route through calm areas or areas that have the most downwind tracks. The best systems also take into account the currents, and try to take maximum advantage of these. This track information can be imported to the navigation system. 27 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

28 Cooling water pumps, speed control 2% Pumps are major energy consumers and the engine cooling water system contains a considerable number of pumps. In many installations a large amount of extra water is circulated in the cooling water circuit. Operating the pumps at variable speed would optimize the flow according to the actual need. 28 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

29 29 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 OTHER

30 Waste heat recovery 6% Waste heat recovery (WHR) recovers the thermal energy from the exhaust gas and converts it into electrical energy. Residual heat can further be used for ship onboard services. The system can consist of a boiler, a power turbine and a steam turbine with alternator. Redesigning the ship layout can efficiently accommodate the boilers on the ship. 30 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

31 Energy saving operation awareness 7% Training and a measuring system are required so that the crew can see the results and make an impact. 31 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

32 Ship speed reduction 11% Reducing the ship speed an effective way to cut energy consumption. Propulsion power vs. ship speed is a third power curve (according to the theory) so significant reductions can be achieved. It should be noted that for lower speeds the amount of transported cargo / time period is also lower. The energy saving calculated here is for an equal distance travelled. Reduction in ship speed vs. saving in total energy consumption: kn --> - 7% energy kn --> - 11% energy kn --> - 17% energy kn --> - 23% energy 32 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

33 33 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 INVESTMENT DECISION

34 Evaluation Evaluation criteria: - Non-recurring engineering costs - Recurring costs - Downtime - Efficiency gains - Payback time 34 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

35 Evaluation Wind Energy Payback Time (years) Fuel Cells / Hybrid Aux Power Variable Speed motors Hull Opening redesign Solar Propeller Repair Trim Plane Hull Cleaning Hull Coating Propeller Cleaning Propeller redesign LNG Redesigned propeller/rudder Waterline Extension Integrated Automation / Controls Nozzle (Duct) Route Planning Monitoring Waste Heat Recovery Energy Saving Operator Awareness Hybrid Drive Speed management 0% 2% 4% 6% 8% 10% 12% Efficiency Gains 35 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

36 36 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011 CASE STUDIES

37 Case Study: Nozzle MV Blue Marlin Heavy Lift vessel Retrofit open ducted propeller model tests full scale measurements 37 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

38 Case Study: Nozzle MV Blue Marlin Heavy Lift vessel 6.2 m CPP 4.5 m CPP with HR nozzle Increase of 30% bollard pull Increase of 15% free sailing efficiency 38 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

39 Case Study: Stern Flap / Trim Planes (source: D. Cusanelli, NSWCCD) Ship Type Length (ft) Displace ment (L tons) Fuel Savings Cost Copeland FFG25 Frigate $62K (5.4%) $100K Shamal PC 13 Patrol $23K (7.7%) $10K Radford DD968 Destroyer $160K (7.3%) $100K Ramage DDG61 Destroyer $195K (7.5%) $150K Staten Island Patrol $50K (10.3%) $14K Morgenthau Cutter $33K (9.5%) $120K 39 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

40 Case Study: Coatings (source: MSC fact sheet) Propeller and hull coatings Expected savings: 1800 bbls/year/ddg 40 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

41 Case Study: Propeller redesign T-AKE potential 1-3% efficiency gain through propeller modification and addition of a boss cap fin. 41 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

42 Case Study: Multiple initiatives Propeller redesign + Intersleek hull coating 9.8% efficiency gain 42 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

43 Case Study: Propeller repair Propeller restoration to original specifications In addition to 3% + efficiency gains, extends life of propeller, reduces cavitation and vibration 43 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

44 Summary of best options CONDITION BASED MAINTENANCE (CBM) MONITORING INTERCEPTOR TRIM PLANES WASTE HEAT RECOVERY VOYAGE PLANNING WEATHER ROUTING ENERGY SAVING OPERATION AWARENESS PROPELLER BLADE REPAIR or REDESIGN COOLING WATER PUMPS, SPEED CONTROL HULL SURFACE CLEANING & COATING BOW THRUSTER SCALLOPS / GRIDS 44 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011

45 Thank you! 45 Wärtsilä Kevin Pleiss NDIA E2S2 May 2011