how ict can assist energy efficient fleet operations digital ship hamburg 1 – 2 february 2012

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© Copyright 2006Monohakobi Technology Institute

MonohakobiTechnology InstituteMonohakobiTechnology Institute

How ICT can assist Energy Efficient Fleet Operations

Digital Ship Hamburg1 – 2 February 2012

Hideyuki AndoTechnical Strategy Group, MTI (Monohakobi Technology

Institute)R&D company of NYK Line

“How ICT can assist Energy Efficient Fleet Operations”, Hideyuki Ando, MTI, Monohakobi Technology Institute, R&D Company of NYK Line

Digital Ship Hamburg 2012, 1st - 2nd Feb 2012, Hamburg Magnushall


Outline• Background

• Energy Efficient Fleet Operation

• Performance monitoring

• Data analytics

• Conclusion remarks

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Background

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Save bunker activities in shipping company

• According to increased cost of bunker, shipping companies have applied operational and technical measures for fuel savings– Slow steaming– Weather routing– Propeller cleaning– Energy saving devices

Cost benefit and emission reduction by slow steaming

e.g. 8,000 TEU containerShip speed 24 knot 20 knot

M/E fuel consumption

225 ton/day 130 ton/day

M/E fuel cost(@ 600 USD/MT)

134,800 USD/day 78,000 USD/day

CO2 emission 696 ton/day 403 ton/day

Slow steaming

- 42 %

- 16 %

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Performance monitoring- compare total fuel consumption or EEOI

• Same ship size and same voyage – but total amounts of fuel consumption largely differ

Comparison of total fuel consumption per voyageSame ship size and same voyage

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

A -1 B-1 C-1 D-1 E-1 F-1 G-1 A-2 B-2 C-2 D-2 F-2 G-2

Vessel - Voyage

Fuel

Con

sum

ptio

n [M

T]

More than 30 % difference

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SEEMP - PDCA management for energy efficiency

• SEEMP (Ship Energy Efficiency Management Plan)– MEPC 62 adopted revisions of MARPOL Annex VI introducing EEDI and

SEEMP

• Entry into force date: 1 January 2013

EEOI trend

0

1

2

3

4

5

6

Voy. 1 Voy. 2 Voy. 3 Voy. 4 Voy. 5 Voy. 6 Voy. 7 Voy. 8

Voyage number

EEO

I [g

/ton

-mile

]Operational measures

• slow steaming

• weather routing

• hull and propeller maintenance

….

Plan Do Check Act

Continuous monitoring & improvement

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Energy Efficient Fleet Operation

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Fleet operation

Snapshot from NYK e-Missions’NYK fleet: about 800 vessels now

• Best balance of safety, economy and environment– No cargo and ship damage– Keep schedule– Maximize charter base (minimize cost)– Minimize emissions

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Management for energy efficient operation- Needs all related parties participation

Do - navigation

Check – monitoring

Plan – routing

PDCA cycle forimprovement

To encourage all participants efforts for energy efficient operation by sharing information, good communication and right scheme

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Act – corrective action




Optimum weather routing• Role of weather routing

– (past) Avoiding severe weather– (now) Optimum weather routing

Best balance of •Safety•Schedule keep•Economy•Environment

• Necessary technology for optimum weather routing– Ship performance model

•RPM – speed – fuel consumption

– Ship motion and performance in severe weather

Way points

Routes and weather

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Integration of weather routing and monitoring

Weather Routing （ PLAN ）

• Voyage plan

+ course, speed, RPM, FOC, weather

+ ship performance model

Monitoring （ CHECK ）

• Voyage actual

+ actual speed – RPM, RPM - FOC

+ actual weatherFeedback

Ship model and weather forecast are inherently include errors.

But feedback loop by monitoring can make this system work better.

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Fleet monitoring at shore• Shore operation manages fleet

– Keep safety, schedule and minimize cost– Provide awareness by comparing voyage plan and monitoring

data

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Performance monitoring

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Performance monitoring for right awareness

• If awareness is wrong, decision making and action will be wrong

• Share correct and necessary information in right time by utilizing ICT

Awareness Decision making ActionMonitoring target

Monitoring target

Performance monitoring

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Example implementation ofdata collection box onboard

• Requirements

• Interface to onboard equipment, such as engine D/L, GPS, anemometer, flow meter and etc.

• High reliability … 24 hrs, 365 days work without maintenance

• Lower cost of implementation

• Flexibility of customization

Flow meter

FUELNAVI

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Engine Data Logger

GPS (speed, course) NMEA

Doppler log (speed) NMEA

Gyro compass (heading) NMEA

Anemometer (rel. wind) NMEA

RPM 4-20 mA

F.O. flow meter pulse

S.H.P 4-20 mA

Master clock pulse

F.O. temperature 4-20 mA

Sea water temp. 4-20 mA

E/R temp. 4-20 mA

serial / LAN

GOT monitor-Fuel consumptionmonitor

serial / LAN

Ship’s LAN

Inmarsat-FBor VSAT

MotionSensor serial

FUELNAVI schematic diagram

Bridge

E/C

Box Computer(MOXA)-data storage-data transfer

FuelNavi

(PLC: MitsubishiMELSEC-Q)

-Data processing-Calculate statistics

SIMS junction box

serial

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Interval of monitoring data

• Existing data collection approaches– Manual reporting (every 24

hrs)– Automatic data collection

(sampling can be every 1 sec)

• Every 1 hour data give detail information about performance– Speed increasing profile and

effect of current can be seen in the 1 hour interval graph.

Data interval: 24 hours

Data interval: 1 hour

Data interval comparisonred: OG speed, black: log speed

Ship type: VLCC

time (hour)

time (hour)

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Onboard performance monitoring

• Real time performance indicator in bridge– Provide awareness to ship

• Performance index– OG speed / fuel consumption [NM/MT]– Fuel consumption [MT/day]

• Trip meter function for onboard performance trial– Energy efficiency comparison

FUELNAVI monitor

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Data analytics

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Identify each cause of fuel consumption• By using detail monitoring data and appropriate analysis methods,

total FOC can be breakdown into each cause.• It will be the key concept for SEEMP management too.

To

tal F

OC

Analysis and

identifyShip base performance

Effect of ship hull condition

Effect of draft and trim

Effect of weather

Effect of speed increase

Effect of speed allocation

Effect of distance increase

Generator use

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Factors of additional fuel consumption

1. Higher average speed than planned speed

2. Longer voyage distance than planned distance

3. Effect of bad weather and against current

4. Speed allocation

5. Effect of displacement and trim

6. Ship design difference

7. Maintenance condition of engine, propeller or hull

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Identify baseline and added FOC by weather

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Pro forma speed (planned speed) 21.5 knot

FOC at calm 117 MT/day

FOC at average 129 MT/day(Added FOC by weather = 12 MT/day)




Breakdown analysis of additional FOC

10.527.8

148.4

32.947.1

15.4

77.5

35.7

0.0

50.0

100.0

150.0

200.0

250.0

300.0

Distance Speed Weather Optimum Load

Voy. 45

average

Speed allocation

• As the result of break down analysis, factors for additional FOC in the voyage are shown quantitatively

• Compare each FOC factor with past average provides qualitative information

FOC

[M

T]

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Good practiceOAKLAND - TOKYO

time [day]

Speed [

knot]

M/E load

M/E RPM

Speed (log, SOG)

Slip as weather index

Check point of eco voyage No drifting, No early arrival Reduce speed in rough weather Constant M/E load


Additional FOC: comparison to optimum M/E load = 0.5 %

Optimum M/E load

Constant M/E load

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Practice can be improved OAKLAND - TOKYO

time [day]

Speed [

knot]

M/E RPM

Speed (log, SOG)

Slip as weather index

Additional FOC: comparison to optimum M/E load = 8,2 %

Optimum M/E load M/E load

Higher M/E load

Reduce speed at rough sea

drifting

Encounter rough sea



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Feedback actual weather • Measured wind and ship motion data are feedback to

weather routing provider

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Actual wind speed (measured)Forecast wind speed

Ship motion (Maximum roll angle in one hour)

Wave height (forecast)




Compare estimated ship motion with actual

ship motion simulation actual ship motion and acceleration

cargo securing & ship structural safety

criteria

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[sec]




Concluding remarks

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SIMS Overview(Ship Information Management System)

VDR / ECDIS

Engine Data Logger

Data Acquisition and Processing

SIMS Viewer

-Trend monitoring of speed, M/E RPM, fuel consumption and other conditions per hour

- Comparing planned schedules and actual schedules• Main Engine

• FO flow meter

• Torque meter

• GPS

• Doppler log

• Anemometer

• Gyro Compass

Inmarsat-F/FB

<Navigation Bridge>

<Engine Room>

Viewer

Motion sensor

Data Center

SIMS Monitoring & Analysis System at Shore

Operation Center

Singapore, ….

Technical Analysis (MTI)

Voyage Analysis Report Break down analysis of fuel consumption for each voyage

Feedback to captains

SIMS Data Collection System Onboard

Report

SIMS auto logging data (per hour) & SPAS electronic

abstract logbook data (per day)

Communications via Technical Management

FuelNavi

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Weather routing service provider



MonohakobiTechnology InstituteMonohakobiTechnology InstituteInformation sharing by real-time and broadband network

rpmsp

ee

d

　　

Calibrationmodel

Calibrated model

actual

Maritime broad band (FBB, VSAT)

Revise schedule by real-time information

15 days forecast 1/12 resolution current

Voyage simulation

onboard

vesselRoute manager

(captain and engineer at shore)

Recommend RPM

Actual RPM

Recommend speed

Feedback to ship performance model

Full time connection

Large data size transfer

Voyage simulation

shore

Feedback actual weather

Actual sea state

Actual wind & ship motion

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Concluding remarks• Information sharing among all related parties and

cooperation are the key for energy efficiency

• Integration of weather routing and performance monitoring is a base system for energy efficient fleet management

• Automatic data collection onboard provides high quality and large data sample for making data analytics

• High level integration of weather routing, performance monitoring, real-time broadband network and organizations are our next challenges

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MonohakobiTechnology InstituteMonohakobiTechnology InstituteRoadmap of performance monitoring

Onboard Weather Routing Trial

2005 - 2006

Fuel ConsumptionMonitor FUELNAVI

2007 - 2008

ShipMonitoring

SIMS

Fleet Monitoring

Performance Monitoring

2008 -

Now

Electronic AblogSPAS2006 -

Weather Routingfor Safety

Optimum Weather RoutingSafety + Economy + Schedule

Weather Routing& SIMS Monitoring

2010 -

NYK e-Missions’

Real time Weather Routing& Monitoring • Real time communication• Precise ship performance model• Onboard sea-keeping simulation

WaveSensor

BroadbandNetwork Smart Ship

• Minimize emissions• Integration of navigationequipment and weather routing• Automatic performance model identification

Technical Performance Analysis• Ship appendages• Paint• M/E governor• New design propeller

Performance Validation of Low Emission Machineries• Hybrid Turbo Charger• Battery (Giga Cell)• W.H.R

Accurate Performance Monitoringand feedback to Ship Design• Accurate wave and wind measurement• Accurate torque and thrust measurement• Accurate log speed measurement• Accurate fuel consumption measurement• Ship performance model

EEDIvalidation

Feedback toShipyards & new design

September 2011 rev.5

2009 -

2009 -

2012 -

2008 -

2011 -

2012 -2009 -

2010 -

To Achieve Best Balance of Safety, Economy and Environment

2014 -

SEEMP package• Voyage planning• Monitoring• Evaluation and action

2012 -

Optimum Fleet Management• C/B maximize with weather routingand monitoring • Minimum emissions with SEEMP• Safety management at rough sea

CO2 minimizeBest balance S.E.E.

2014 -

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Thank you very much for your attention

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how ict can assist energy efficient fleet operations digital ship hamburg 1 – 2 february 2012

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