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A PRESENTATION TO GREEK SHIPPING COMMUNITY

A PRESENTATION TO GREEK SHIPPING COMMUNITY. Best Fuel Purchase Practices, Energy Management and Asset Protection – An attempt to quantify benefits MARPOL ANNEXE VI – AN UPDATE. BEST FUEL AND LUBE PURCHASE PRACTICES – ENERGY MANAGEMENT AND ASSET PROTECTION- AN ATTEMPT TO QUANTIFY THE BENEFITS.

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A PRESENTATION TO GREEK SHIPPING COMMUNITY

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  1. A PRESENTATION TO GREEK SHIPPING COMMUNITY Best Fuel Purchase Practices, Energy Management and Asset Protection – An attempt to quantify benefits MARPOL ANNEXE VI – AN UPDATE

  2. BEST FUEL AND LUBE PURCHASE PRACTICES – ENERGY MANAGEMENT AND ASSET PROTECTION- AN ATTEMPT TO QUANTIFY THE BENEFITS • Bunker Industry Overview and Potential for savings • Quantification of savings through Bunker Quantity Surveys, ROB Surveys and Sludge Surveys • Holistic View of Bunker Fuel Performance including Bunker Purchase Efficiency - Saving Millions • Algorithms to Identify Problem Fuels saving marine machinery from major breakdown expenses • Spending less $ through best Fuel and Lube management – Energy Efficiency and Asset Protection • Total Lube Management – Quantifying $ Benefits • Scrubbers – A new simplified low cost regulations compliant design

  3. INTRODUCTION TO BUNKER INDUSTRY -GLOBAL AND IN SINGAPORE GLOBAL BUNKERING – 230 MILLION MT HFO AND 70 MILLION MDO VALUE - $240 BILLION ((HFO $700/MT, MDO $1200/MT, AVERAGE TAKEN AS $800/MT) SINGAPORE QUANTITY BUNKERED IN SINGAPORE > 40 MILLION MT THE EFFECT OF WATER WATER CONTENT IS 0.16% AGAINST 0.06% IN JAPAN 0.1% OF WATER = 40,000 MT = $32 MILLION !

  4. INTRODUCTION TO BUNKER INDUSTRY -GLOBAL AND IN SINGAPORE THE EFFECT OF DENSITY DIFFERENCE EVEN FOR DENSITY DIFFERENCE BETWEEN BDN (SAY 990) AND LAB DENSITY (980), IT IS 10 MT PER 1,000 MT. IN SINGAPORE, THIS COMES TO 400,000 MT = $320 MILLION THE EFFECT OF QUANTITY SURVEY SHORTAGE ASSUMING 40,000 BUNKERINGS AT 1,000 MT EACH AND 10 MT LOST PER BUNKERING = 400,000 MT LOST DUE TO QUANTITY SUPPLY SHORTAGE = $320 MILLION !! ADD UP THESE LOSES AND IN SINGAPORE ALONE THE LOSS IS NEARLY $672 MILLION HOW TO REDUCE THESE LOSSES?

  5. QUANTIFICATION OF SAVINGS FORBQS, ROB AND SLUDGE SURVEYS Assumptions: 1 Bunkering Stem = 3,000 MT of HFO used up in a 30 day voyage.

  6. Disputes on bunker quantity are about 8 times that of disputes on quality. Lot of scope for errors & manipulations Well known that quantities and their measurements are manipulated by some suppliers through sounding tape, temperature, water addition, ship staff corruption, Cappuccino etc. Quantity surveys do not eliminate, but reduce losses considerably WHY BQS?

  7. Viswa Lab is the one of few labs to be accredited to ISO 17020 by Singapore Accreditation Council for the Bunker Quantity Survey Activity Highly Experienced, Highly paid and mature surveyors familiar with Cappuccino and Line blending Calibration table and barge track record Proper sampling and dealing with barge captains 7 Exclusive employees surveyors in Singapore/Malaysia area, 3 in mainland China/Hong Kong area and many more in US and Europe WHY DO BQS WITH VISWA?

  8. WHY ROB SURVEY - To capture unaccounted and hidden bunker fuels on ships - Sounding all tanks and hidden spaces for the above - Helps in keeping ship staff and supply barge stay above temptation - Helps shore operations to calculate exact fuel consumption - Helps shore operations to order the correct bunker fuel quantity - Savings can be 2 MT/day or $42,000 in a 30 day voyage WHY ROB SURVEY?

  9. HISTORY - Some sludge is always produced on a ship; this is stored in the sludge tank. It contains some fuel which has value PRACTICE The sludge generation can be increased through unethical practices such as - Forced de sludging of heavy oil purifier - Excessive draining of heavy oil settling and service tank Forced purifier malfunctioning to extract more sludge Excess sludge so produced stored in sludge tank and smaller quantity declared. The excess sludge commands premium and payments in some ports WHY SLUDGE SURVEY?

  10. Viswa Solutions Viswa surveyors will carry out comprehensive sludge survey, calculate the sludge discharge, study the oil record book and identify and quantify malpractices Savings affected = 0.5% or 15 MT/3000 MT= $10,500 per 30 day voyage WHY SLUDGE SURVEY?

  11. BUNKER PURCHASE EFFICIENCY (BPE) • VL uses three clear parameters to study Bunker Purchase Efficiency (BPE) • Density differential, • Water content differential • EFN (Engine Friendliness Number) • The study reveals that avoiding bunkering in a certain port will improve BPE considerably. Similarly, avoiding purchasing from a certain supplier can show dramatic improvements in BPE. • See below Singapore example * There is a difference in the supplier BDN density and the lab determined density. Fuel buyer can claim this difference. ** There is a difference supplier BDN water content and the lab determined water content. Fuel buyer can also claim.

  12. BUNKER PURCHASE EFFICIENCY (BPE)COMPARISON OF PERFORMANCE ON QUALITYSINGAPORE PORT - 4/2010 TO 4/2011 • ABCD had lowest losses due to density differential (- 0.02%) • ABCD purchased fuel with lowest water content (0.13%) • Catfines in fuel purchased by ABCD was lowest at 12.42 ppm • Vanadium in fuel purchased by ABCD was lowest at 96.62 ppm • ABCD purchased fuel had best EFN at 61 • Quantity loss per 1000 MT by ABCD due to density difference and water content was lowest at 1.43 MT/1000 MT (worst performer lost 3.78 MT/1000 MT). This means that ABCD saved over 2.35 MT/1000 MT or $1.65 per MT over the poorest bunker purchase buyer.

  13. BUNKER PURCHASE – SHOWING BENEFITS OF FUEL QUALITY INCLUDING IGNITION AND COMBUSTION PROPERTIES TRUE WORTH INDEX – TABLE 1

  14. BUNKER PURCHASE – SHOWING BENEFITS OF FUEL QUALITY INCLUDING IGNITION AND COMBUSTION PROPERTIES TRUE WORTH INDEX – TABLE 2

  15. FUEL RELATEDMACHINERY PROBLEMS – P&I FINDINGS GARD - An International P&I company reported: • MAIN AND AUXILARY ENGINE REPORTED CLAIMS - 31% OF TOTAL HULL AND MACHINERY CLAIMS • INDUSTRY STATISTICS INDICATE 80% OF ALL ENGINE BREAKDOWNS ARE RELATED TO FUEL OIL OF LUBE OIL. • CIMAC USER GROUP IN VIENNA COMPLAINED THAT 40% OF THE VESSELS DEVELOPED MACHINERY PROBLEMS WITHIN THE WARRANTY PERIOD. • ENGINE BREAKDOWNS, BLACKOUTS, DRIFTING SHIPS CONSTITUTE MAJOR DANGERS

  16. Asked if they had encountered "any serious off-specification fuel deliveries" last year, 52% said no, while 44% said yes.  4% did not reply. Off spec included items covered by para 5.1 of ISO 8217:2005 • 64% reported filter clogging, 48% experienced sludging, 40% said they had fuel pump sticking/seizures, and 19% had piston ring breakages. • 77% said they had no regulatory problems in emission control areas (ECAs), while 22% said they did.  FINDINGS OF A SURVEY CONDUCTED ON BUNKER FUELS

  17. WITH THE REGULATIONS DRIVEN NEED TO DROP SULPHUR CONTENT, MORE AND MORE REFINERY PROCESS CHANGES BEING EMPLOYED – MORE CONTAMINANTS ARE FINDING THEIR WAY INTO THE FUEL COMPLIANCE WITH ISO 8217 NO GUARANTEE THAT CONTAMINANTS WILL NOT BE PRESENT IN OVER 99% OF MACHINERY PROBLEMS, FUEL CONFORMED TO THE ISO 8217 SPECS!! MACHINERY PROBLEMS AND ISO 8217

  18. SOME QUESTIONS • A)Can we identify problem fuels using comprehensive testing and before they cause machinery damage? • Yes, thereby you can save machinery from poor performance and fuel related damage. • B) Can a problem fuel be treated on board to mitigate damage? • Yes. Performance of Purifier/Filters have to be monitored closely. Asset protection of high order can be achievedthrough proper monitoring of onboard treatment • C) Can the performance of the fuel be maximized using mechanical and chemical manipulations? • Yes. Through TFM and TLM, substantial savings can be achieved

  19. HOLISTIC VIEW OF BUNKER FUEL

  20. Using the Magic of Algorithms to identify problem fuels and saving millions

  21. Algorithms A formula or a set of rules to solve a problem In Layman's terms, play with numbers (data), find patterns and empirical rules. Definition Of Algorithm

  22. Viswa Lab Algorithms

  23. Beautification Algorithm Beautification Algorithm uses mathematical formula to alter original form into more attractive version Israeli Software takes into account 234 facial parameters. These parameters were arrived at based on likes and dislikes of 68 people who expressed their preference in beauty.

  24. Algorithms In Bunker Fuel • Typically a fuel test yields 29 data points • With additional tests, this can be up to 40 • Yes, we can use data, statistical analysis, pattern recognition studies to identify most of the problem fuels • The secret to identifying problem fuels is using appropriate Algorithms • Viswa Lab deeply into Algorithms and can claim success in >85%

  25. ALGORITHM PFIN (Problem Fuel Identification Number)PISTON RING BREAKAGE PROBLEM – SEVERE M.E PISTON RING BREAKAGE PROBLEM PORTS – SINGAPORE, GREECE, GIBRALTAR, SPAIN, PANAMA, HOUSTON PROBLEM PERIOD – OVER 3 YEARS NUMBER OF REPORTED CASES - OVER 100

  26. BROKEN PISTON RINGS

  27. WHAT IS PFIN? (Problem Fuel Identification Number) • Fuels with high MCR(11.5%), high asphaltene (> 10.5%) and high CCAI (>849) were found to cause main engine piston ring breakage. However, in a few cases even this combination did not cause piston rings to break • The need for finding other parameters which, in addition to the three above can effectively pin down the problem fuels was clear. • VL was able to identify Xylene Equivalent number and Reserve Stability Number as two other parameters which in combination with the three listed above, clearly flagged fuels likely to cause piston ring breakage with over 85% certainty using an algorithm developed for this purpose. Further study continuing.

  28. PFIN GLOBAL COVERAGE

  29. Quantification of Fuel Quality-EFN • Engine Friendliness Number (EFN) - Already famous Benchmark of fuel quality. • Quantification helps evaluation of engine maintenance cost. • EFN < 35 Fuel usually has problem • EFN > 60 generally there is no problem 18 years, hundred’s of thousands of samples after

  30. TRUE WORTH INDEX OF BUNKER FUEL –TWI(PUBLISHED AT BUNKERWORLD.COM) The Selection of Bunker fuel – Importance of TWI True worth of a fuel is the energy transformable to useful work with minimal machinery wear What constitutes the True Worth of a Fuel? • Calorific Value (CV) – the energy content • Engine Friendliness Number (EFN) • Equivalent Cetane Number (ECN) or the ability of the fuel to combust on time to maximize fuel energy usage

  31. Determination FBT Of Problem Fuel Oils Procedure • Fuel oil is pumped with target viscosity of 35 cst at flow rate (20mL/min) through 10µm mesh filter paper using a piston type metering pump. • Back pressure of filter is recorded continuously. • Test is designed to record pressure until 100kPa or the volume of the oil pumped reaches 300 mL. • FBT is pressure differential/volume pumped

  32. Determination Of FBTN Of Problem Fuel Oils Test parameters of fuel oil

  33. Energy Management Energy Management – Not only saves energy… (ENERGY = FUEL = $$) but also reduces emissions

  34. VISWA ENERGY INITIATIVES Energy and Emission improvements – Driven by regulations VISWA Contributes through : • TOTAL LUBE MANAGEMENT • TOTAL FUEL MANAGEMENT • CHOOSING THE FUELS WITH BEST VALUE (TWI) – SAVINGS IN COST, EMISSIONS AND ENERGY • ENERGY MONITORING – SEEMP & EEOI • SCRUBBERS

  35. VISWA LAB TOTAL LUBE MANAGEMENT • LUBE SELECTION BASED ON ENERGY EFFICIENCY • Lubricants provide a barrier between rubbing surfaces and prevent metallic wear • Lubricants consume 5% to 15% of the energy transmitted in order to provide this lubrication. This energy loss is used for overcoming churning losses and friction losses which are load, viscosity and chemistry dependent. • Viscosity behavior under high temperature and high shear mainly determines oil energy efficiency. • Many base oils to meet many viscosity requirement.

  36. VISWA LAB TOTAL LUBE MANAGEMENT • LUBE SELECTION BASED ON ENERGY EFFICIENCY • In selecting the right lubricant for the right function, energy aspect has not received due weightage. Energy efficiency can be improved by selecting the right viscosity (lower the better but must avoid boundary conditions) • Energy efficiency can also be improved by right selection and quantity of the additives. • The savings in energy far outweighs the cost of the lubricant itself.

  37. VISWA LAB TOTAL LUBE MANAGEMENT • LUBE SELECTION BASED ON ASSET PROTECTION • Asset protection simply means reduced wear and tear in the machinery. Wear and tear can be reduced by correct selection of additives and their quantity • Wear and tear can be reduced by monitoring the oil condition and taking preventive action • Wear and tear reduced by the correct filtration, particle count, temperature and every operational aspect of the oil • Asset protection should extend even to the surface finish condition of the rubbing parts. • The machinery life can be extended 3-4 times by investing in the above points

  38. VISWA LAB TOTAL LUBE MANAGEMENT • LUBE CONDITION MONITORING INCLUDING AFTERMARKET ADDITIVES. • Detergents to keep spaces clean which will have the effect of clean combustion which could add to the fuel efficiency. • Detergents prevent scale formation which impedes heat transfer (0.1 mm layer of soot/sludge can affect heat transfer to the effect of 50 to 100 degC). Higher the temp of the piston, greater the wear on the liner and piston ring. • Identifying and purchasing After Market Additives - This is based on knowledge and functionality and how the additives work. This can provide valuable asset protection, higher energy efficiency, lower wear and particles generation and longer life for the lubricating oil.

  39. VISWA LAB TOTAL LUBE MANAGEMENT LUBE AND MACHINERY DATA COLLECTION AND ANALYSIS

  40. WEAR DEBRIS ANALYSIS

  41. Viswa Total Fuel Management A concept in fuel management introduced by Viswa in 2001 • How to get the best out of the fuel – Maximize Thermal Efficiency • Obtain the ignition and combustion characteristics. • Carry out complete analysis and forensic studies to identify chemical contaminants. • Based on analysis results and EFN and TWI values of the fuel, mechanical manipulation of machinery controls to obtain maximum thermal efficiency • Also chemical manipulation by using additives or lighter fractions such as distillate fuels

  42. TFM Benefit – As Computed For APL/NOL SHIPPING Calculations Over Several Voyages

  43. Tests Performed On Fuel For TFM

  44. How Does It Work Output: Parameters derived from Combustion Pressure Trace and Rate of Heat Release (ROHR)

  45. Case: Problem Fuel Fuel Properties According to ISO 8217 • Caused extensive problems for main engine • Reduced engine output • Heavy knocking at part load • Cylinder components needed replacement • FIA testing at Fueltech shows: • Bad ignition and combustion properties • Indication of dumb-bell fuel Normal fuel Problem fuel Normal fuel Problem fuel

  46. FIA - Curve & Glossary

  47. Figures on Manipulation

  48. ENERGY MANAGEMENT MODULES • FUEL MANAGEMENT • SHIP ENERGY EFFICIENCY MANAGEMENT • CREATING AWARENESS AND MOTIVATION AND TRAINING IN THE IMPLEMENTATION OF THE PLAN • VOYAGE PLANNING • OPTIMIZED SHIP HANDLING • HULL MAINTENANCE

  49. ONBOARD ENERGY MONITOR MEASURES THE FOLLOWING • EEOI - Energy Efficiency Operational Index • TonHFO/Ton nm - Mass of HFO per nautical mile • TonLFO/Ton nm - Mass of LFO per nautical mile • TonCO2/nm - CO2 per nautical mile • kWh/nm - Energy used per nautical mile • kWh/Shaft Kw - ME efficiency • TonCO2/shaft kWh - CO2 per shaft energy • kn/shaft kWh - Velocity per shaft energy • Ton CO2 / kWh - Generators emissions • GEffi. - % Generator and efficiency • Ton CO2 / kWh - Boiler emissions

  50. SOME OTHER FUEL SAVING OPTIONS

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