Markku Kanerva
Deltamarin Ltd
Meriliikenne ja Ympäristö
8.-9.12.2005 Hanasaari, Espoo
ENERGY SAVING IN SHIPS
z ENERGY PRODUCTION
z SHIP SYSTEMS
POTENTIAL SAVINGS
ENERGY SAVING - FERRIES
Fast full displacement ferries
z Mega Express 1, delivered 2000
LWL 160 m
B 24.8 m
T 6.25 m
Displacement 14,910 m3
27 knots with 28,300 kW
z Ferry delivered in 1996
LWL 165,2 m
B 24 m
T 6.25 m
Displacement 14,860 m3
27 knots with 32,000 kW
DIFFERENCE OF 13%
ENERGY SAVING – CRUISE SHIPS
∇ displacement in m3
PB engine power in kW
Vs ship trail speed in m/s
ENERGY SAVING – STATE OF THE ART
Froude number Vs
Fn =
gL
g = 9.81 m/s2
L = waterline length
5m
No interceptor
ADDED DUCKTAIL, SAVING 13%
Original stern (Ferry) modified stern (wedge 4 deg.)
Interceptor Plate with fairing
in Ducktail
Interceptor Development
Optimisation of interceptor configuration with viscous CFD tool
Fluent prior to model testing
Interceptor Plate with fairing
Interceptor plate’s influence on calm water
performance
10%
7%
Modern Stem and Bulbous Bow
~3m
~5m
Pressure distribution
and turbulence around
thruster tunnels
Scallop design
Grid alignment/design
Grid on the foremost tunnel and scallop fairing behind the backmost tunnel
Stabfin recess (including stabfin)
Depth of scallop
Design of stabfin for minimised drag (while not
in-use)
Other stagnation pressures and turbulence
generators
Control of swirling eddy
Most recent study shows drag coefficient
variation of 15% for different designs
FERRY REFERENCE
Grillage density
103.00
102.00
101.00
100.00
99.00
98.00 T=8.1m
19.5 20 20.5 21 21.5 22 22.5 23 23.5 24
V (kn)
z At speeds higher than 20 knots the trim of 0.5m by stern
seems to be the optimum at that draught
z At all speeds the bow trims should be avoided
Auto-Pilot Optimisation
Container Vessel Auto-Pilot
Optimisation (Part of large project
addressing rudder fatigue for
container vessel)
Version I Version II
Flare angle (minimum) 38.2º 43.6º
Downtime
20 knots 80 5
16 knots 68 4
12 knots 49 2
8 knots 39 0
z Current
z Shallow water
z Engine modes
z Trim
Software for:
1. Planning routes, voyages and schedules
z Voyage planning
z Immediate cost estimate of the plan
z Planning routes and itineraries
210
200
190
Ton(HFO)
180
170
160
150
1 2 3 4 5 6
2004 206,45 195,05 184,85 183,45 180,55 178,75
2005 184,65 182,75 180,25 179,15 160,65 158,95
Weeks
SPONSON-DUCKTAIL MODIFICATIONS FOR
IMPROVED STABILITY AND DEADWEIGHT
z Sponson-ducktail is the most efficient external method
to improve stability of a vessel
z Buoyancy – weight ratio is positive, additional
deadweight can be gained
z Aft ship sponson is very sensitive for proper
hydrodynamic design
z Worst case design can lead to 30% increase in
required propulsion power meaning loss of two (2)
knots in speed
z Good sponson design is a compromise between
stability, deadweight and speed, and takes into account
structural integrity, construction and installation
SPONSON-DUCKTAIL /
BULBOUS BOW
Typical good design has the following main features:
Owner:
Color Line AS
Main dimensions:
LPP 181.60 m Passengers 1875
B 26.60 m Trailers 43
T 6.10 m Cars 700
‘PRINSESSE RAGNHILD’
Commission:
z Stockholm Agreement & Solas
90
z Internal and external
modifications
z CFD calculations
z Model tests at Marin and
Marintek (seakeeping)
z Cooperation of numerical
simulations and model tests at
SSRC, Strathclyde University
z New bulbous bow
‘PRINSESSE RAGNHILD’
Benefits:
z Increased displacement and improved deadweight
z Reduced ballast in fore ship
z Better trimming capabilities
z Optimised performance on the route in deep and shallow water
z Check of performance in heavy sea states, no slamming risks
z Reduced noise in aft ship
‘PRINSESSE RAGNHILD’
Influence of modifications
25000
• Focusing on both energy production
21291
and consumption
POWER DEMAND IN kW
20000 18617
15000
12552
• Avoiding system or device operation
10000
at low efficiency modes
5000
5217 4994
1790
• Running devices only when needed
860 810
• Active overhauling
0 0 310 65 0 20 0
0
PASSENGER ELECT RIC SAFET Y PROPULSION ENERGY
COM FORT PRODUCT ION SYST EM S
M ECHANICAL HEAT
PRODUCT ION PRODUCT ION
COOL
• Improving existing systems to meet
ships actual operation modes
All energy is in fuel
Reviewing overall power balance
To prepare a proper energy balance we have to look all energy flows including
not only mechanical, but also heating and cooling energy.
We have also to approach the topic from two sides; How the energy is produced
and how it is consumed.
On a cruise vessel the major power consumption is concentrated on three main
groups as seen on the graph which is based on actual measurements on one
vessel:
Passenger comfort includes items like air conditioning and fresh water
production. There we need considerable amount of heat for fresh water
production and mechanical and cooling power on cooling process with
compressor cycle.
Energy production includes mainly power plant engines and here the cooling
power is clear single topic.
Already this graph gives an idea that cooling power from energy production
group should be used with maximum efficiency on heating purposes on
passenger comfort group, and that there should be possibilities to avoid burning
oil fired boilers.
Power analysis is only half of the truth
and weak basis for energy evaluations
ELECT RIC POWER DEM AND ON ROPAX
Lighting
4% also included, it tends to overrule
Navigation, radio,
44 %
decision making process
automation
HVAC 5%
Lighting
53 %
Navigation, radio,
automation
Power analysis is only half of the truth
and weak basis for energy evaluations
Electric load analysis, as carried out for each project, gives a good hint for
energy flows. However the weakness is that this calculation considers only
power, not energy.
Electric load analysis shows how the power demand matches with power
production, but nothing about energy efficiency. The missing parameter is actual
operation profile which affects heavily on propulsion side but much less on other
groups on electric load analysis.
But if we remember all this, the analysis can be used when searching for most
potential consumer groups for energy saving.
These graphs are average values based on 15 cruise vessels and 15 ro-pax
ferries.
We can see two groups which proportional share is very similar on both vessel
types; Lighting and air conditioning, whereof air conditioning is clearly
dominating.
So it is worthwhile to dig this group deeper by basing the survey on actual
measurements.
Energy is Power x Time
Measured fuel consumption on Caribbean cruise ship
MEASURED FOR WHOLE CRUISE
33 %
Regarding energy
67 %
consumption,
propulsion other HVAC is as important topic
MEASURED FOR WHOLE CRUISE as propulsion.
33 % 33 %
34 %
propulsion HVAC other
Energy is Power x Time
Measured fuel consumption on Caribbean cruise ship
It is the port time which changes the whole picture since all the other
consumption is pretty constant, but propulsion is missing.
These measurements were done for two complete cruises and covering totally
12 days with measuring interval of two hours.
When whole cruise is considered, including also port operations, we can see that
there are two consumption groups which are equally important; Propulsion and
air conditioning.
The graph shows that air conditioning consumes equal amount of fuel than
propulsion.
One could assume that considerable fuel saving can be achieved by putting
similar focus on air conditioning power consumption than what is put on
propulsion and model testing
Optimising chiller operation
90
80
Missing this feature can generate
70 annual fuel cost penalty of about $90
000 on a cruise vessel.
60
50
40 50 60 70 80 90 100 But is this considered in automation
ELELCTRICAL LOADING (%) and control system design ?
TURBO SCREW
Optimising chiller operation
Running a device far from optimum point is typical area where energy is easily
lost.
Good example is ac-compressor. There are two dominating compressor types,
screw and centrifugal.
Both have about equal efficiency but the shape of efficiency curve is totally
different. So load sharing with these two compressor types must be different in
order to avoid energy loss in parallel operation.
However, if designer does not know this difference, he might select similar load
control logics for both compressor types. Or if operator has experience from ship
having one type of compressor and he runs other type in similar way it is easy to
cause remarkable increase in fuel bill.
Same applies in general in many systems onboard; Full load operation is not
problematic, but real losses occurs when the system has to be operated at part
load.
Shape of the graph gives also a hint to consider one additional small compressor
or sw heat exchanger for operation in cold waters.
Auditing – Evaluating - Improving
11
Old System 2x400 t/d
10
New System 2x400 t/d
Even small improvements on
9
existing systems can generate
Steam Consumption (t/h)
7
considerable fuel savings due to
6 reduced use of oil fired boilers.
5
3
$ 50 000 at annual basis on this
2 case
1
0
5 10 15 20 25 30 35
Electrical Power (MW )
Auditing – Evaluating - Improving
Waste heat is wrong wording on cruise ship. All heat is valuable and
should be recovered effectively.
However, since systems are typically designed for full power operation
they seldom work effectively at part load. Same applies on heat recovery.
If too high power demand and engine loading is assumed at design phase,
the heat recovery installation is often too small at actual operation.
Here is good real example, where an energy audit indicated, that oil fired
boilers were needed almost continuously to cover the heat demand of
evaportors.
On the other hand engines delivered excess heat which was dumped on
central coolers.
On this example small improvements in diesel heat recovery circuit
reduced boiler running hours considerably and allowed annual fuel savings
worth 50 000 $.
Some examples on HVAC systems
Cruise vessel and todays fuel price
When the crew, and all other involved, are trained for this, it is
easier for them to carry out energy audits, evaluate continuously
system operation performance, understand the importance to keep
the sensitive systems in good condition, improve the onboard
solutions and bring general energy thinking into all activities
onboard.