Last month, Digital Ship held its Vessel Performance Optimisation forum in London. The forum discussed how different strategies and technologies could be applied to vessels to improve fuel efficiency and ship performance. While there are many solutions available to monitor and improve vessel efficiency, there is some hesitation from the industry when it comes to adopting these technologies. At the end of the day, five roundtables were held to discuss further some of the issues raised throughout the day. VPO Global puts these discussions in the spotlight to highlight some of the key strategies that could help to improve energy efficiency, cut emissions, and comply with regulation.
Changes in propulsion are needed if we are to achieve a 50 per cent reduction in CO2 emissions by 2050, compared with 2008 levels. Using LNG, nuclear energy, biofuels, could limit emissions from the main engine, but we need to be careful not to shift emissions to other industries. There is also the question of whether supply of alternative fuels will meet demand.
Better hull conditions and smoother sailing will be required, but alone, these modifications will not make 50 per cent, so there has to be something different.
Ultimately, reducing speed will be the most efficient way to cut emissions and save fuel. Altering ship design and planning shipping schedules more efficiently will also help to minimise pollution.
The answer to how much CO2 the industry can cut by 2050 will depend on whether shipowners are brave enough to test technologies at sea, or whether the classic approach of only using proven technologies as we do today will still happen. The industry must talk now about the consequences of not meeting the 2050 target
Hosted by Arne Falkenhorst, MMG Propeller
Sensors are vital. Without sensors you don’t know what you are doing or how to improve the efficiency of a vessel. Monitoring is crucial to improving vessel performance, but you have to do something with the logged data. Someone must know how and be there to analyse it in order to learn.
Sometimes commercial KPIs seem to be more important than technical KPIs. A vessel will continue sailing to its destination because it has to be there within the next few hours or days, which can lead to additional hull and propeller fouling and additional cost. This should be avoided, but it can be a difficult one to convince other people in different departments that this should be addressed before sailing continues. If the opportunity arises to clean a propeller, for example, it should be done. It may not be allowed at the next port or harbour so the opportunity needs to be taken to maximise efficiency gains and fuel savings.
Hosted by Edwin Schuirink, VAF Instruments
Effective hull-and propeller performance monitoring – Will the new ISO 19030 become the industry’s choice?
ISO standards are quite strict and the challenge for the shipping industry will be adhering to these standards and using the right data to prove they have done so. As these standards are strict, there are some questions over what data should be allowed and not allowed.
The other challenge to better performance is knowing how to collect data. Understanding which methods work best to collect specific data on a particular vessel’s operation, and how to interpret that data to generate the maximum fuel savings.
It is also important to consider alternative methods to autologging and how effective they might be.
Hosted by Tobias Groeger, DNV GL
Noon reporting vs a continuous performance monitoring system – cost benefit considerations?
The cost-benefit is the ultimate factor when looking at noon reporting versus continuous reporting. For example, it doesn’t make sense to a charterer to install expensive monitoring equipment on a ship if it is only going to have the ship for a few years.
Noon reporting is cheaper but it depends on what insight you can get from the data and how it can actually be used to improve vessel efficiency. using noon report or continuous data depends on what you want the data to show.
The human factor must also be taken into account. According to Bjarte Lund,engineer of marine machinery,, Kyma, it takes a lot of effort to do noon reporting, and we often underestimate this. Noon reporting carried out by different crew members will be reported in different ways, which can lead to some discrepancies.
EU MRV repoting may also change the focus on reporting from passage to passage or across the whole voyage.
Hosted by Bjarte Lund, Kyma Ship Performance
Efficiency measures should be used to trigger maintenance, but it is only one of methods that should be used. Anything to do with condition monitoring of the oil or analysis should be included in the realm of what triggers maintenance.
The other vital factor in vessel optimisation is ensuring instruments are calibrated and accurate. Replying on equipment to trigger maintenance means you have to ensure that sensors and other equipment are accurate and giving true and proper information.
Ship design in the future will have to take into account the fact that more and more sensors are going to be used for this kind of thing. Manufacturers of sensors will have to make sure that they don’t develop sensors so that the only way to test them is to disconnect them from their electrical supply, so there is a whole industry that is behind this. There is also a question as to whether older sensors on older vessels will be utilised properly to enhance efficiency.
If you’re doing condition-based maintenance, how does that affect any of the newbuild warrants from the shipbuilder or OEM. You can use the information being gained on a regular monitory basis
You have to use the OEM’s maintenance strategy to keep your warranty in hand. There is still a real clue in collecting monitoring data from clean systems and new machines. So don’t start monitoring 2-3 years into the vessel’s lifespan, but start right from the beginning.
How much and what to measure to trigger maintenance? Efficiency is bigger than just looking at the single machine. It is about efficiency across the whole of the vessel and its operational team. We should think of machines as assets, how they are placed on the ship and how they affect the cargo carrying capacity of that ship as well and how they are operated. Efficiency is more than just performance monitoring.
Hosted by Martin Briddon, James Fisher Mimic