Page 43 - European Energy Innovation - Spring 2015 publication
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Spring 2015 European Energy Innovation 43


might impact on this strategy. reduce the energy consumption Dynamics), which Lloyd’s Register
In addition, the impact of is to reduce the speed. Since the has more than 20 years of
regulation is considered. The necessary propulsion power for experience in.
service aims to deliver a specific a ship depends on the speed to
set of criteria against which a the power of three (and in some The result of these calculations
design can be based. cases even more) there will be are summarised in an easy to read
more to save when sailing with overview which can be put on the
• “Concept Design” design the “right” speed. Of course bridge so the crew can always
stage services are aimed at there is also a lower limit to how refer to it for the most optimal
clients who are looking to slow a vessel is able to operate trim in any given situation.
evaluate options for optimising both in terms of machinery and
future newbuilds. Factors manoeuvring and it would also Nowadays the shipyards are
for consideration include be necessary to fit it into the also more willing to listen to the
regulatory drivers such as ship’s schedule. In order to obtain demands and requirements of the
optimising for EEDI, ensuring the same capacity it could be shipowners and this gives a better
compliance against NOx necessary to increase the fleet, so basis for a more energy efficient
engine limits and SOx ECA all in all it is a balance between ship. The technique behind CFD
limits. speed, transport time, and can also be used to optimise the
number of ships. shape of the hull. It is possible to
• “EEDO” services support the work with a number of alternative
client throughout the advanced However there are other means designs which can relatively easy
design and build stages. of increasing efficiency. One way be adjusted and changed.
LR provides independent is to optimise the ships’ trims.
verification of efficiency aspects Many shipowners have worked Another important factor is that
of the design options through closely with trim optimisation earlier on the industry used to
use of CFD (Computational because there is no need for optimise the ship in one single
Fluid Dynamics) and model any investments in the ship, design point i.e. at a given draft
test/trials witnessing. since this is a purely operational and speed often called the “design
“exercise”. Most optimal trim is point”. In recent years it has
• “EEOO” services apply to ships depending partly on speed and become more common to look at
in-service and focus on the partly on draft. Lloyd’s Register optimising in a wider perspective
operational aspects of efficiency. assists shipowners with this using and today the entire operations
LR has developed a series of advanced computer models profile of the ship is considered.
scalable services designed to where the hull of a ship is defined Hereby you can cut down on
support ‘beyond compliance’ and a number of calculations are efficiency in one point, but on the
aspects of Ship Energy made in various combinations other hand get a better energy
Efficiency Management Plans of speed, draft and trim to find efficiency, also at lower speeds
(SEEMP) through identification the most optimal situation. The and for instance with partial cargo,
of energy efficiency measures, calculations are done by using so that the shipowner gets a better
measurement of efficiency CFD (Computational Fluid return of investment.
and training covering the
human element part of Below is an example of a trim optimisation overview where the
energy management. In green fields indicate the most favourable combinations of trim and
addition, Lloyd’s Register draft in the given speed interval.
offers assessment of various
retrofit options for ‘bolt-on’
technologies selected by the

However let us look a bit closer at
the different and more practical
approaches to promote energy

The more straightforward way to
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