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Our experts take a holistic approach to analysing your vesselsa€™ needs and boosting their individual performance.
Trim assistant software tools take advantage of databases containing ship-specific resistance and power demand data.
Optimum trim is calculated based on the input of operational parameters such as speed, loading condition and water depth or ballast condition.
The prerequisite for attaining fuel savings is a reliable trim performance prediction, obtained, for instance, through the simulation of hundreds of operational conditions for the full-scale, propelled vessel. When the calculated trim data is appropriately viewed onboard, crews have a decision tool for deciding on the benefit or disadvantage of changing ballast water amounts. Integrated into the cargo planning process, optimum trim information can be used to plan cargo stowage for optimised fuel consumption. Crew operating instructions for the management of auxiliary systems often do not consider weather and operating conditions along the vessela€™s trade routes.
Adapting air conditioning temperatures for crew living spaces to the outside environmental conditions. Optimising the electricity consumption of auxiliary equipment where possible (may require machinery upgrades). Bundling all reefer containers in one hold or only on the hatch cover (during cargo planning) to reduce the need for electrically driven ventilation. Diverse energy-saving measures can be identified and implemented hands-on via the involvement of skilled individuals such as experienced captains or energy management consultants. A quick analysis of a vessela€™s trade routes and operational profile can result in valuable indications of potential operational energysaving measures. Current international regulations require vessels to carry a shipspecific energy efficiency management plan (SEEMP) onboard. Modern weather routing software products utilise weather, wave and current information as well as hydrodynamic details of the vessel to provide the shipa€™s crew with real-time ship-specific routing advice. The number of structural damage claims due to heavy weather decreased by 73%, while the cost of claims declined by 29%. Simple weather routing a€“ pure weather forecasts are converted to routing recommendations, neglecting vessel details. Decision-supporting systems a€“ in addition to weather and waves, the vessela€™s behaviour in poor weather situations is also taken into account. Improvement of stowage devices (half-automated and automated twistlocks) in the last years has led to increasing numbers of tiers on the hatch covers. Investigation of the Container Stowage Arrangement plan from the SOLAS visibility requirements has led to awareness of potential for nominal capacity increases to be achieved. This simple measure can be implemented quickly to unveil previously unidentified cargo capacity potential. Due to the need for re-arrangement of cargo distribution, the class society should be contacted for verification.
Existing vessels can be modified to enhance their carrying capacity and deadweight by increasing their draught.
With a draught and deadweight increase, the vessela€™s power remains constant, leading to higher efficiency since the energy consumption per deadweight tonne is reduced. The change of the Plimsoll mark (load line mark) is a relatively easy procedure and can be executed during maintenance.
An important point to consider: A draught increase for vessels with an Ice Class notation will usually lead to a downgrade or even expiration of the Ice Class for the new draught.
A feasibility study should be conducted to determine whether a draught increase is possible. Traditionally, wave and wind loading schemes related to container stowage rules have been based on the North Atlantic route conditions. By considering route-specific loading schemes, an advanced, specific acceleration profile can be generated for virtually any route. 18% lower accelerations, for example on the Asiaa€“Europe route, can be used for the container stowage without compromising on safety. The route-specific calculations are based on long-term wave statistics of diverse clusters and are incorporated in a lashing computer. The new class rules for Route Specific Container Stowage (RSCS) lead to increased flexibility with stack weight increases for 20 ft.
The relevant container lashing equipment supplier must be instructed as to for which route or routes a new container stowage plan and modified Container Securing Manual must be prepared. Lashing software for easy container stowage planning and verification is required, and is to be installed on the vessel.
Ship operating performance can be enhanced by raising the container stowage capacity on deck. Lifting the deckhouse via cutting and integrating a half or full level can improve the line of sight, allowing increased container stowage in higher tiers for container ships, and project cargo for MPVs. Due to a higher vertical centre of gravity, the capacity for 14-ton containers will decrease slightly, whereas the nominal capacity may increase by at least one tier.
The enlarged container capacity should be investigated with respect to the intended project cargo.
Some existing vessels have the potential to enhance their carrying capacity, deadweight and contracted project load by lengthening, leading to more efficient ship operations. Cutting the vessel structure at mid-ship to integrate a new longitudinal lengthening element is a well-proven conversion process. The still water bending moment is a crucial parameter for ships in operation and should be taken into account. Changed operational profiles with varying speeds often lead to non-optimal propeller designs on existing vessels. The exchange of the propeller with an upgraded design assures operation at peak efficiency. To unveil the full potential of a propeller upgrade, an engineering analysis should be conducted utilising computational fluid dynamic (CFD) analysis.
This measure typically makes the most sense when combined with additional improvements on machinery. The material value of the old propeller can pay a significant share of costs towards a new propeller.


This measure is suitable for all segments with slow steaming, especially container and large vessel series. Depending on ship type and operational field, diverse energy saving devices can be mounted to improve water velocity distribution to the propeller and to minimise wake losses due to swirl in the outflow of the propeller.
Possible measures include pre-swirl stator, post-swirl fins, ducts, propeller boss cap fins, Grimm vane wheel, Costa bulb, etc.
Post-swirl devices are used to recover parts of the rotational energy in the propeller slip stream. Device evaluation a€“ identify those devices with the potential to improve efficiency based on the operational profile of the vessel.
Design upgrade a€“ expert investigation, including computational fluid dynamic (CFD) analysis of an energy saving devicea€™s potential, is recommended to evaluate its interactions with the hull and other components, and to establish design details*. Detailed engineering a€“ details are established for workshop drawings and change implementation. Current operating profiles (speed-draught matrix) for many vessels deviate significantly from the profile or design point that determined the initial design of the vessel. Replacing the bulbous bow with one that is optimised for the new operating profile can result in fuel savings of between 3 and 6%. Options evaluation a€“ expert evaluation to determine whether a retrofit has the potential to improve efficiency based on the changed operational profile of the vessel. Design upgrade a€“ computational fluid dynamic (CFD) analysis of numerous bulb designs to optimise the bow form for the new operational target profile. Tests a€“ towing tank tests provide a common format for evaluating a new bow forma€™s savings.
Depending on water temperature, sailing conditions, paint condition and other factors, marine growth on the surface of a vessela€™s hull and propeller can result in added resistance of one or more percent per month. Current anti-fouling coatings primarily consist of biocidal systems and non-chemical, non-stick, ultra-smooth systems. Hull and propeller cleaning is an option, but is often dependent upon docking spots, diver availability, cleaning robots and port regulations. Biocidal anti-fouling paints release marine biocides into the surrounding seawater at a controlled rate. Several copper-based and silicon-based coatings exist that can be used to reduce the resistance of the hull.
Choice of the appropriate coating system is highly dependent upon the operating profile parameters of the vessel such as operating area, speed, anchoring and port times. Installation of a new coating system should be completed with class renewal to minimize dry docking.
Even freshly applied anti-fouling paint and anti-corrosives present initial hull roughness that can be critical to fuel consumption figures.
Auxiliary engines and systems are often designed for extreme ambient conditions or 100% engine load, which rarely occur. As a starting point, a simulation model of machinery systems as installed, and variants with optimised machinery arrangements and control, can be set up to compare alternatives with varying ambient conditions and operational profiles.
Then, concepts for new designs of auxiliary machinery can be evaluated with regard to efficiency and costs.
As a result, an optimised machinery design and instructions for the crew lead to reduced fuel consumption. Engine operation at low loads causes turbochargers to operate below their optimal range, limiting the potential fuel oil savings. Possible measures include turbocharger cut-out, installing slide fuel valves and adjusting cylinder lubrication. A flexible turbocharger cut-out with swing gates allows the remaining turbochargers to run at higher, more efficient RPMs. The latest developments in turbocharger cut-outs with swing gates shows that this measure is not only attractive to vessels with 3, 4 or more chargers, but also for vessels with 2 turbochargers. Engine modifications should include an analysis of the impact on the NOx Technical File, considering necessary amendments. Cold corrosion can be avoided with modified water cooling systems or by optimised lube oils. These measures are suitable for all segments with slow steaming, especially container ships powered by 2-stroke engines.
The main engines of many existing vessels were designed for one specific, high vessel speed. The de-rating process changes the engine power and speed distribution rating, adapting the engine to the vessel speeds of todaya€™s slow-steaming market.
The enginea€™s specified maximum continuous rating is permanently lowered by limiting power output and thus the vessela€™s maximum speed. Measures include changing or modifying fuel valves, shimming between x-head and piston rod, re-matching turbochargers and consequently new technical files.
Additional measures include deactivating cylinders and a new torsional vibration calculation.
The most important step in a de-rating project is to perform a comprehensive analysis of the vessela€™s expected future operational profile, including the design and maximum speed after modification.
Some de-rating measures, especially for mechanically controlled engines, may require additional de-NOx measures that have a contrary effect on the SFOC.
This measure is suitable for all ship segments with slow steaming, especially the container segment. Due to upcoming emission targets in the maritime industry, alternative fuels such as LNG are in focus. Depending upon exposure to Emission Control Areas (ECAs), a payback time of under four years is predicted for an LNG system onboard smaller vessel sizes. For a 2,500 TEU vessel, for instance, a comparison of payback times for an LNG system and for a scrubber indicates that LNG is attractive as long as it is priced lower than or equal to HFO when the fuels are compared on their energy content. A feasibility study should be conducted to determine whether a conversion to dual-fuel operation is economically feasible. Such a project involves steps from conversion of the engine to installing a complete gas storage and delivery system. Among the key considerations in the steering of a conversion project are the correct application of class rules for safe construction, and ensuring that the equipment manufacturers correctly implement the class requirements.


The Ceylon Electricity Board says that the proposed 25 percent tariff reduction will take effect from the billing period between September 16 and October  3. CEB Media Spokesperson and Deputy General Manager, Senujith Dassanayake said that a decision is yet to be taken on whether this billing structure could be applied for hotels .
The EDR pilot enables organisations to bid for a share of ?6 million in financial support to incentivise and enable the installation of energy efficient equipment.
Delivery: successful bidders who have signed a participant agreement will need to install measures by winter 2016 or 2017 depending on their chosen timescales.
Ben Hart – Senior Energy Performance Consultant at Carbon Credentials – was successful in applying for funding in Phase 1 of the Pilot – achieving 100% success rate for 6 client projects. You must have an appropriate project that meets a number of detailed requirements – for example; it is important to be clear from the outset what equipment you will enter into the auction and that this operates during the required peak hours of 4-8pm Mon-Fri. You must ensure savings are delivered to receive payments – This means having an appropriate M&V Plan to support your bid. Based on participants’ experience of the first phase of the EDR Pilot it took an average of around 7 working days to complete an application and collect the required evidence – much of which needs to be obtained from external suppliers. Carbon Credentials is putting together a corporate briefing for organisations wishing to find out more about the EDR Phase II Pilot, which will be available soon. In the meantime, those who wish to get ahead of the game can contact us on the details below to discuss their situation and how Carbon Credentials can support their application. To know the Electricity Cost and how much energy you’re using you have to consider how long you run your appliances.
Electricity Rates  depends on where you live, how much you use, and possibly when you use it.
Most utility companies charge a higher rate when you use more than a certain amount of energy, and they also charge more during summer months when electric use is higher.
For more information about electricity consumption and how get good electricity rates and packages, check your local full-service Retail Electricity Provider (REP) for residential and commercial customers nearest you. Every ship type can profit from an upgrade, and improvements can be measured for their effectiveness. Consequently, operational costs can be kept low by applying the most fuel-efficient trim and draught for each voyage. Integrating the effects of weather and environmental conditions into crew instructions offers an easy-to-implement method of reducing electricity (and therefore fuel) consumption.
Such a plan should document measures for reducing electricity consumption and should be considered as an integral component of crew instruction and training.
Vessel behaviour is computed with hydrodynamic methods onboard, considering the actual loading condition and the individual ship characteristics in waves. The result is more efficient ship operations, especially for traders utilising slow steaming with heavy containers.
Class-defined formulas were based on the resulting maximum accelerations, limiting container stowage potential for routes in other regions. By selecting the appropriate hull coating for the intended operating conditions, or alternatively implementing regular hull and propeller cleaning, significant fuel savings can be realised. Compared to copper-based coatings, silicon-based coatings are more expensive and are only effective above a minimum speed. Every a€?human haira€? increase in hull roughness can equate to a one percent increase in fuel consumption.
Additionally, it causes traditional fuel valves to produce carbon deposits in the gas ways, leading to higher maintenance costs. It adapts for slow steaming when needed, while retaining the ability to perform efficiently when higher loads and speeds are required. De-rating the engine offers the possibility to change the specified maximum continuous rating to lower load points, resulting in higher efficiency with reduced specific fuel oil consumption (SFOC). Optimising the propeller diameter for better performance at lower engine speeds can shorten the payback time of the de-rating project. LNG offers the prospect of 25% reductions in CO2, a near-complete elimination of sulphur oxides (SOX) and particle emissions, and a 90% reduction in nitrogen oxides (NOX). If so, funding is now available through the EDR Pilot Phase II for projects including LED Lighting, Motors, VSDs, Process Chillers and many others. However, timescales are tight, so organisations wishing to apply should act now to ensure they have the best chance of entering a successful bid. Stay tuned to our website and our LinkedIn and Twitter pages for notification of when the briefing is published. There are also fixed charges that you pay every month no matter how much electricity you use.
In the end, youa€™ll enjoy enhanced capacity utilisation, more satisfied charterers and thus secured future business. The use of hydrodynamic sea-keeping analysis in combination with weather forecasts provides a higher degree of accuracy, allowing for routes that might otherwise be considered unsafe. New, innovative calculation and computation methods allow the identification and exploitation of more flexible container stowage for other routes with better weather conditions. For existing vessels, where the degrees of freedom in hull form optimisation are limited compared to a newbuilding project, retrofitting of the bulbous bow can bring considerable fuel savings.
Germanischer Lloyd can assist with specifying and instrumented recording of hull roughness measurements. Modifying the engine for speeds as low as 50% of the design speed can prevent mid-term damage and increase combustion efficiency, producing significant fuel savings. In my opinion in the long run shifting to renewable energy will save a lot of dollars and may prolong the life of our planet. With the installation and utilisation of currently available trim assistant software tools, fuel savings of up to 4a€“6% can be achieved. Since weather forecasts are used for strategic route planning, decision-supporting systems with wave measurement devices (i.e.




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