maran tankers management (mtm) case study study-eniram.pdf · • part of angelicoussis group (asg)...

MARAN TANKERS MANAGEMENT (MTM)CASE STUDY

MARAN TANKERS MANAGEMENT (MTM)CASE STUDY

MAY 2013MAY 2013

• Part of Angelicoussis Group (ASG)

• Headquartered in Athens

• Largest Tanker Operator in Greece and one of top 10 globally

• Fleet – operated or chartered

� 24 VLCCs

� 12 Suezmaxes

� 8 Aframaxes

� 3 VLCC Newbuildings on order for delivery in 2014

• ASG skilled employees:

� 300 onshore

� 3,000 onboard crew

MTM - OVERVIEW

CONFIDENTIALCONFIDENTIAL 22

KEY POINTS

OPERATIONS BY GEOGRAPHY

CURRENT PRODUCTS

Performance Manager

Consistent view of improving fuel efficiency and reducing emissions

� Service power optimization

�HVAC

�Reefer operations

� Boil-off gas

� Bunker heating

Onboard Applications

Dynamically monitoring and optimizing vessel performance

� Trim

� Speed

� Engine load

Predictive Analytics Services

For detailed insight into operations

� Fouling

� Power-plant Aging

� Itinerary and voyage planning

� Paint analysis

Provider of intelligent decision support systems and predictive analytics services for ship operators

• Helps to save fuel on commercial vessels• Employs 60 people (marine experts, software

designers, naval architects and captains• Enjoys significant growth

Eniram Partners

• In 2011, as part of fuel efficiency drive, MTM started a trial of Dynamic Trimming Assistant (DTA) on the VLCC Maran Canopus

• Objective: Prove fuel savings on a typical tanker voyage prior to wider fleet roll-out

• Maran Canopus – typical voyage legs include:

� Loading in the Arabian Gulf

� Discharging in the Gulf of Mexico

� Ballast to West Africa

� Loading for discharge in India

� Ballast conditions back to the Arabian Gulf

• Eniram worked closely with MTM to overcome technical integration and adapt DTA to the VLCC environment.

• Vessel performance data has been collected for over 18 months

ENIRAM AND MTM -- WORKING TOGETHER TO SAVE FUEL


+

With fuel comprising more than 50% of vessel operation costs, to achieve:

• Profitability,

• Regulatory compliance and

• Customer satisfaction,

MTM has 3 key business drivers:

1. Reduce overall fuel consumptionand therefore cost

2. Reduce CO2 emissions and exceedregulatory requirements

3. Provide first-rate services whilemaintaining shipping efficiency

MTM BUSINESS CHALLENGES


• Long-term commitment to reduce carbon footprint

• Early adopter of fuel saving technology

• Already in 2011 MTM� Began SEEMP readiness

� Achieved ISO 50001 certification

� Selected Eniram Dynamic Trimming (DTA) as a measure to save fuel and support SEEMP implementation

• Selects best of breed technology and demands proven savings

• Important for competitive Charter deals

MTM – COMMITMENT BEYOND COMPLIANCE


MTM STUDY FINDINGS

• DTA evaluated over 18-month period on Maran Canapus, a 320,000 DWT VLCC – built 2007

• The vessel sailed fully laden and ballast mainly from Arabian Gulf to the US and back - total distance of 52,299 Nautical Miles over 3,847 hours.

• The detailed trial delivered potential annual savings of $123,000 and 550 tons of CO2 emission reduction.

• The calculation based on bunker price of $700 per ton


Mr Miltiades Sfantsikopoulos, Superintendent Engineer at MTM“For the trial, I selected a vessel, which presented some system implementation challenges to overcome. It was also staffed by deck officers who were particularly good at evaluating onboard software to help them keep in trim, and their general feedback about Eniram’s system and service was very positive,”

Mr Miltiades Sfantsikopoulos, Superintendent Engineer at MTM“For the trial, I selected a vessel, which presented some system implementation challenges to overcome. It was also staffed by deck officers who were particularly good at evaluating onboard software to help them keep in trim, and their general feedback about Eniram’s system and service was very positive,”

THE ENIRAM SOLUTION


Fleet Performance Manager (FPM), plus Reports and Analytics

A ship’s trim affects the amount of fuel consumed as it moves through the water. DTA measures all dynamic variables influenced by hydrodynamic and aerodynamic forces.

DYNAMIC FACTORS AFFECTING VESSEL TRIM


MTM STUDY OBSERVATIONS

DYNAMIC TRIMMING


To remain at the optimum trim adjustments need to be made when there are significant changes in

• Speed

• Sea state

• Wind

• Water depth

WHEN TRIM ADJUSTMENT IS REQUIRED


Adjusting trim to keep even keel in shallow areas (eg. Malacca Straits)

• Traditional trim readings indicated by onboard loading computer calculations or tables to calculate squat

• Eniram DTA dynamically measures trim and records changes in draft

.

KEEPING EVEN KEEL IS IMPORTANT


Challenge: Static vs Dynamic

Facts:•When ship leaves port; speed changes trim•While at sea trim is changed by internal tank operations and external affecting factors

”Story”:On one (VLCC) installation we were approached by the crew saying that the calibration of the Eniram attitude sensors was off: According to their loadicator they were at one meter trim by head and Eniram DTA indicated a trim of 2.4 meters by head. The difference of 1.4 meters was due to speed of the vessel (DYNAMIC TRIM). No calibration was needed!

The loadicator has been used by the vessel to trim it to even keel when approaching areas with draft restrictions. The bottom clearance in some areas can be as little as 1m according to calculations, but only 0.3 m according to DTA! (Some operators have openly admitted that they’ve had scratch marks on their keels)

They think They are


SPEED POWER CURVES


SPEED POWER CURVES

Using data collected by Eniram Vessel Platform (EVP) it is possible to:

• Draw a speed / power curve graph recording vessel power consumed against the speed achieved (requires lots of data for accuracy)

• Filter out the dynamic sea margin to see how power truly converts into speed

• Compare performance between two voyages or sister vessels


LADEN & BALLAST SPEED-POWER CURVES

• The curves based on real-time data from onboard instruments

• High frequency and high volumes collected to enable filtering of certain conditions

Finding:

• For the same power consumed there is a difference of 1.4 to 1.9 knots depending on the speed


Blue Purple= Laden = Ballast

Graph


DRY-DOCKING


DRY-DOCK COMPARISONS

Same speed curve viewed through:

• Unfiltered data

• Filtered data

� Depth>100m

� NO Accelerations

� ROT<5 degrees

� Speed difference between SOG & STW less than 2kn

� True Wind <30kn

Finding:

• Before – vessel operated between 12.5 and 13.5 kns at between 16 to 18 MW power.

• After - speed was0.5 kns higher for the same power consumption

= Before = After

Unfiltered Data

Filtered data

MTM now capable of using vessel performance data and analytics to:

• Plan maintenance schedules based on performance

• Verify dry-dock treatment and hull cleaning technologies for cost, effectiveness and fuel efficiency.

• Look at historic data to identify roots and causes of any performance degradation.

• Sustain highest propulsion efficiency

DRY-DOCK ANALYSIS


PECULIAR OBSERVATIONS


• Sagging when laden increased and decreased by 15 to 20cms

• Hogging in ballast increased and decreased by 10 to 15cms

• Increases during the heat of the afternoon

• Decreases seen in the morning when the difference between the sea and air temperature is the least.

• Upper deck plating expanded in the heat causing increase in bending which reduced as temperature subsided

Conclusion

• Variations in the air and sea temperatures impact the bending of long hull forms.

DEFLECTION OBSERVATIONS (AT SEA)


BOW SQUAT


EXPERIENCE ON TANKERS SUMMARIZED

- Rarely has department dealing exclusively with innovation/analysis/efficiency etc.

Mostly seen as the responsibility of the New building dept.

Not quick in adopting technology

Adopts changes only when forced by legislation / regulation

- Different operations from the Cruise / Container Industry

Rarely have repeat ports or repeat voyages

A fixed voyage can change en-route

- Access to the vessel

Storage tanker duty

STS / SBM / Tandem mooring operations

- Integration challenges

3

DATA & PERFORMANCE REQUIREMENTS - ASHORE

VISIBILITY BY ALL DEPARTMENTS

MELVIN MATHEWS

DIRECTOR – REGULATORY & ENVIRONMENTAL SOLUTIONS

[email protected]

WWW.ENIRAM.FI

MELVIN MATHEWS

DIRECTOR – REGULATORY & ENVIRONMENTAL SOLUTIONS

[email protected]

WWW.ENIRAM.FI

maran tankers management (mtm) case study study-eniram.pdf · • part of angelicoussis group (asg)...

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