Professional Documents
Culture Documents
Vessel Name____________________________________
Produced by The New Zealand Seafood Industry Council in conjunction with EECA
For advice and ideas on managing your energy costs, whether at sea or on land, visit www.eecabusiness.govt.nz
Contents
Page Chapter
2 7 19 25 35 39 45 49
Introduction Operating speed Hull resistance and fouling Propellers Vessel maintenance Electricity Trip planning Record keeping
Caution
Rules and regulations are liable to change over time but were correct at the time of publication (2010). It is important that operators remain current with their understanding of their obligations. If you are unsure, please contact your CSO, the New Zealand Seafood Industry Council Ltd or the Ministry of Fisheries.
Introduction
Seafood harvesting is a fuel-intensive business and fuel is a major cost to vessel operators. Enormous volatility in the price of fuel, as witnessed in recent years, puts pressure on operators to remain profitable and continue fishing. This handbook has been compiled to help vessel operators to evaluate ways to reduce their fuel consumption.
Even if you read this guide no further, the following will save fuel: Slow down Invest in fuel monitoring equipment Keep your propeller in good condition and get an expert to check its suitability Keep the hull clean Turn off unused electrical and hydraulic equipment
Record your vessel details here:
Vessel Name:
Vessel Type: Length: Displacement/Semi-displacement/Planing/Other Displacement:
Hull Construction Material: Wood/Steel/Other: Engine Manufacturer/Model: Engine Power: Number of Crew: Main Fishing Method: Trawl/Seine/Dredge/Pot/Line/Other: Fishing Gear: Main Fishing Location: Propeller type:
How do I save?
This handbook looks at fuel efficiency options for existing inshore vessels with diesel engines. It suggests ways to reduce energy costs without major changes such as commissioning a new vessel or replacing expensive equipment. Although it does highlight some things you should consider when evaluating those changes. This handbook helps you identify different areas where fuel cost savings could be made. Each area has a tabbed section. The cost-saving suggestions are in no particular order. What will work for you will depend on the nature of your vessel, measures previously implemented, the level of capital investment chosen, and the extent of your records. This guide helps you improve your energy efficiency and bottom line by: Showing you where energy (and therefore fuel) is used Identifying changes which can reduce fuel consumption Two kinds of changes are discussed. These are operational changes (how things are done) and technical changes (what equipment is most appropriate to increase efficiency). The operational changes looked at are: Vessel operating speed Electricity use Frequency of maintenance and cleaning Trip planning A section on record keeping helps you evaluate changes and work out your energy efficiency. Simple calculation sheets, exercises, templates and checklists are included to help you estimate and measure cost benefits for your vessel and record and evaluate your progress. At the end of the handbook, space is provided so that you can add new information as it arises. Supporting templates and documents can be found at www.seafood.co.nz/energyresources. You will find that there are some relatively low-cost changes that can be made quickly and easily, which can result in significant cost saving. There are also some things that will take more time, effort and expense to net results. In every case there is some trade-off for energy efficiency, either in terms of higher operational costs or longer periods at sea. It is up to you to decide which measures apply and are suitable in your particular situation. The information in the handbook is taken from previously published reports and documentation, and has been updated where possible to include new technical developments. Different vessels may have different solutions and priorities. This handbook aims to help you find out what is best for you and your vessel. The technical changes looked at are: Propeller design, and its relationship with the engine and gearbox Hull condition and antifouling
Saving fuel improves your bottom line. The amount of fuel used is one of the largest costs fishers can control. Savings made on fuel = money in the bank.
Its a simple equation. Less money spent on fuel for the same catch of fish equals greater profit. Nonetheless, you have to use fuel in order to fish. The best engine for the propulsion of fishing boats to date has been the compression ignition engine powered by liquid (diesel) fuel. It suits fishing for a variety of reasons: The engine is relatively simple, robust and reliable, Diesel fuel is safe to use, has a high energy density and is of a consistently high standard, Engines and fuel are readily available, cheap to procure and backed up by good services. While alternative fuels and propulsions continue to be reviewed, it is likely that diesel engines will be here for some time. The cost of fuel is likely to remain high, be volatile and continue to be a significant proportion of turnover.
For fishing vessels, fuel is generally used to: supply the vessel with propulsion generate electricity generate hydraulic power At any time, finding ways to save energy is likely to be easier than catching more fish or increasing the value of the catch. If implemented correctly, energy savings will continue to save money for many years to come. Fuel is only one of the costs of your operation. The cost of an energy efficiency solution may or may not be greater than any potential savings. This handbook can help you work that out. However, even after you have worked out what is best for you and your vessel, remember that as fish prices, fuel costs, labour and other factors change, it is important to recalculate trade-offs regularly and review your energy saving decisions. Wages, boat ownership costs, and ACE costs are largely fixed costs. So reducing fuel costs is one of the easiest ways to improve profitability. A dollar saved on fuel is a dollar directly added to the bottom line. Think of how many dollars worth of fish you need to catch to make a dollar of profit. The operating costs of a fishing operation vary greatly depending on the: Average time at sea Type and size of vessel Target species Fishing method Distance to fishing grounds
Breakdown of costs for Anne-Louise a Danish seine vessel (Thomas et al. in press).
Expenses Fuel Wages Bait Ice Repairs Maintenance Shore power Other Total expenses Revenue Landed catch Other Total revenue Gross profit (=revenue - expenses)
fuel expense total revenue
Amount
Dividing the fuel amount by the revenue amount, tells you what percentage of your revenue goes on fuel. Work out what 5% of your current fuel cost is, and put it in the last row. Savings of this amount (and more) should be easily achievable. Compare this to your gross profit to see what kind of financial impact fuel savings can have.
Do you know where your energy goes? Think about the equipment you have on board and the kind of fishing you do. Sections in this guide will help with this.
References: Thomas G et al. in press Energy audit of fishing vessels. Proc. Inst. Mech. Engineers, Part M J. Eng for the Martime Environment.
Operating speed
Time is money skippers want to get to fishing grounds as quickly as possible, and once the catch is onboard its again tempting to go as fast as possible getting back to port. But greater boat speed comes at a cost and dramatically increases the fuel bill. The speed a vessel operates at has the largest impact on how much fuel it uses.
The bottom line is: to save fuel and money, slow down.
4.00 3.50 3.00 2.50 2.00 1.50 1.00 0.50 0.00 5.0 6.0 7.0 8.0 9.0 10.0 11.0
Fuel use is often measured in litres per hour (L/h), but this is only half the story as the overall efficiency depends on how fast the vessel is going. A vessel using 20 L/h going 10 knots is much more efficient than the same sized vessel going 2 knots using 10 L/h. To take this into account, the measure for fuel efficiency in this guide is litres per nautical mile (L/nm), which is the amount of fuel used to cover one nautical mile. The relationship between speed and fuel efficiency is clearly illustrated by the following graphs. The left graph shows speed and fuel efficiency for a displacement vessel,
the 15.6m trawler Thomas Lovell (L. Gilbert). Increasing speed by just one knot from 6.5 knots to 7.5 knots has doubled the amount of fuel used to cover the same ground. The right hand graph shows speed and fuel efficiency for a semi-planing vessel, the 14m Gweny-May (T. Collins*). For both vessels, speed strongly affects fuel use, which keeps increasing as the vessels go faster. For the displacement vessel, Thomas Lovell, there is no obvious better speed to use, while the
Waterline Length (m)
Recommended Maximum Operating Speeds Maximum Operating Speed (knots) Long Thin Vessels (m) 10 11 12 13 14 15 16 17 18 19 20 7.5 7.8 8.2 8.5 8.8 9.1 9.4 9.7 10.0 10.3 10.6 Short Beamy Vessels (m) 6.3 6.6 6.9 7.1 7.4 7.7 7.9 8.2 8.4 8.6 8.9
semi-planing Gweny-May has a sharp increase in fuel consumption above 10 knots. As the vessel goes faster, it costs more to cover the same distance. For displacement vessels, the table to the left gives the typical maximum recommended operating speed. Operating a displacement vessel above these speeds incurs heavy fuel-consumption costs.
For more information about energy efficiency and business visit: www.eecabusiness.govt.nz
*Gilbert L. 1983 Fishing vessels and Fuel Control. Fishing Industry Board. **Collins T. New Zealand Seafood Industry Conference presentation 2008.
Drawbacks
Owner and crew may have different motivations Requires discipline to carry out Can be inconvenient
Many crews are paid a percentage of the catch. As steaming slower means more time at sea, crews may have little incentive to save fuel by slowing down. Finding a way to reward fuel savings can help motivate crews to save fuel.
Align the crews and owners interests to reduce fuel costs with incentives and bonus schemes.
For bonus and reward schemes to work, the fuel-use for trips needs to be benchmarked. This may be litres of fuel used per hour of the trip or per kg of fish caught or per distance travelled, or a combination of all three. The section on Record Keeping has some sheets to help benchmark fuel use for trips. Once fuel use has been benchmarked, try to get everyone motivated and saving fuel by slowing down. You could do this by rewarding the crew with a share of the savings for subsequent trips.
To keep any bonus scheme fair, some complications need to be considered. For example, travelling greater distances to fishing grounds or going out in rough weather both lead to higher fuel consumption. If these, or any others factors the crew has no influence over, are not taken into account, crews may be reluctant to go out in poor weather or go on trips to fishing grounds further away than usual because they wont be able to make the fuel savings in those conditions.
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Gweny-May a 14m hard-chined semiplaning boat operating out of Picton mainly pots for rock lobster. It is powered by a 374kW diesel engine driving a three bladed propeller through a 2:1 reduction gearbox. With trips lasting up to six days, there are often long periods of steaming to and from fishing grounds. The boat had typically been operated at 1,800 RPM and the owners were happy with its performance, although rising fuel prices motivated them to re-evaluate the current operating speeds.
14 The freshly anti-fouled 15 tonne vessel was loaded with 2,000 litres of fuel, 2.5 tonnes of ice, and bait. Fuel Consumption and Speed vs Engine RPM A record of 13
Vessel Speed Fuel Consumption 4.00
Fuel Used to Cover Distance (L/nm)
speed and fuel use at different engine speeds was made using the engines electronic engine management system, which already recorded fuel use, and speed information from a GPS unit. The results of trials to determine its fuel use at different steaming speeds are in the table below and shown graphically in the two graphs above and right. The fuel efficiency is expressed as the number of litres of fuel used to travel one nautical mile (L/nm). This is a more useful figure than the more commonly used litres per hour (L/h) as the distance travelled depends on how fast the vessel is going.
Engine Speed (RPM) 1400 1500 1600 1700 1800 1900 2000 2100 Speed (knots) 9.1 9.5 10.2 10.4 11.0 11.7 12.5 13.0 Fuel Use (L/hr) 33 45 52 64 79 94 109 118
Speed (knots)
12.0 10.0 8.0 6.0 4.0 2.0 0.0 800 1000 1200 1400 1600 1800
Fuel Use (L/nm) 3.63 4.74 5.10 6.15 7.18 8.03 8.72 9.08
The top graph shows the amount of fuel used to cover ground vs. the vessel speed. There is clearly a large increase in the amount of fuel burned per mile when steaming above 10.2 knots. The bottom graph shows the vessel speed and fuel consumption at different engine speeds; again, above 1,600 RPM there is a steep increase in the amount of fuel used to cover a set distance. Based on this information, the owners decided to operate Gweny-Mays engine at 1,600 RPM instead of 1,800 RPM as they previously had. This reduced their fuel use by about 20% and saved them $14,600 per year.
Summary of trial data (Collins T. New Zealand Seafood Industry Conference presentation 2008.)
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3.50 3.00
Speed (knots)
Using this information, if the owners decided to steam at 8 knots rather than 9 knots, a 40 nm round trip to fishing grounds would take 34 minutes longer but use 22 litres less fuel. Steaming at 7 knots rather than 9 knots would take an extra 1.25 hours but save 56 litres of fuel.
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( (
So if the vessel used 4.0 litres per hour to go 3.0 knots, the fuel efficiency would be: 4.0 L/h Fuel use per nm = 3.0 knots = 1.33 L/nm
Once the fuel efficiency has been calculated for each engine speed, the figures can be plotted on a graph to create a fuel curve. Two blank graphs have been provided: one to plot fuel efficiency vs. engine speed and one to plot fuel efficiency vs. vessel speed.
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Record Fuel Use and Speed
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10.00 9.00 8.00 7.00 6.00 5.00 4.00 3.00 2.00 1.00 0.00
10.00 9.00 8.00 7.00 6.00 5.00 4.00 3.00 2.00 1.00 0.00 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0
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Most fishing vessels use diesel engines, which are generally the most efficient internal combustion engines available. However, even a diesel engine in good repair will only convert 25% to 40% of the fuels energy into work. The rest is lost as heat through the cooling and exhaust systems.
Both turbocharged and naturallyaspirated engines are generally most efficient when operated at about 80% of maximum rated speed, although this depends on the specific engine.
The engines actual efficiency depends on both the load and the engine speed. The load at a particular engine speed in turn depends on the propeller and gearbox combination. If the propeller has too much pitch (i.e. is over-propped) then the engine will be fully loaded and unable to reach maximum speed. If there is too little pitch (i.e. under-propped) then the engine will only be delivering a portion of its potential power once it reaches maximum speed. While a naturally-aspirated engine will only deliver full power at maximum engine speed, most turbocharged engines can deliver their maximum rated power from about 70% of maximum engine speed upwards. At the lower speeds this is achieved by higher turbocharger boost, but highly-loaded operation at lower engine speeds may not be a good idea as engine BSFC and Engine Eciency vs Engine Speed temperatures can rise, reducing (Naturally Aspirated Engine) engine life.
350 300 Engine BSFC (g/kWh) 250 200 35% 150 100 50 0 1200 1400 1600 1800 2000 30% BSFC Eciency 25% 20% 2200 50% 45% 40% Engine Eciency (%)
The engines efficiency at different speeds and loads is measured by the manufacturer and is graphed as Brake Specific Fuel Consumption (BSFC) vs. engine speed. The BSFC is the amount of fuel in grams required to produce one kW of power at the engines crankshaft, for one hour. The BSFC will be lower (better) when the engines efficiency is higher. The graphs (left and overleaf) are based on published performance curves from a major manufacturer.
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250 200 150 100 BSFC 50 0 1200 1400 1600 1800 2000 Efficiency
Both are for naturally-aspirated and turbocharged versions of the same engine. The naturallyaspirated version is rated at 75kW @ 2200 RPM and the turbocharged version is rated at 123kW @ 2200 RPM. Note that the turbocharged version is more efficient overall than the naturally-aspirated version. This is normally true, as turbochargers extract otherwise-wasted energy from the exhaust gases. In this case, the efficiency of the turbocharged engine is worst at an intermediate engine speed and better faster and slower than this. This shows the importance of checking the specific curve for the vessels engine.
Unless you are changing the engine or gearbox, you are stuck with the gear you have got. To make the most of your existing engine, get a copy of the engines efficiency curve from the engine supplier. If the current normal operating speed of the engine is at a bad point of the curve, consider getting the propeller repitched or replaced.
Get the performance curve specific to the vessels engine and use it to help decide the best engine operating speed
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Fuel Efficiency = Fuel Use/Steaming Speed = 40 L/hr/8.0 knots = 5.0 L/nm To estimate the fuel efficiency at a slower speed, use the following formula: Fuel efficiency at slower speed = speed
)2
For example if the vessel was originally using 5.0 L/nm when going 8.0 knots and it now steams at 7.0 knots, it is estimated to use: Fuel efficiency at slower speed = =
7 knots 8 knots
)2
x 5.0 litres/nm
= 3.8 L/nm In this case the estimated saving from slowing down is 1.2 L/nm or 24%.
Action checklist
Whenever possible slow down. Get a fuel curve made for the vessel. Use the fuel curve to make decisions on when, and by how much, to slow down. If not already fitted, consider installing a fuel flow meter. If a fuel meter is fitted, monitor fuel use over time to detect changes in efficiency and allow action to be taken. Benchmark fuel use and set up a bonus scheme that rewards increased fuel efficiency. Get a copy of the engines efficiency curve. If the present normal operating speed is at a bad point of the curve, consider getting the propeller repitched.
Notes....
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Steaming with a dirty hull is like driving a car with the hand brake on.
As mentioned previously, a vessels power is spent overcoming the various factors that slow it down. These are: Skin friction this is the friction between the roughness of the hull and the water. A smoother hull is better and has lower friction. Skin friction increases with speed. Form drag this is due to eddies made as water flows around the hull, rudder and any appendages. A clean design with the minimum of protrusions is best. Wave making resistance see the section on operating speed. The importance of these factors Rough paint finish increases skin friction and energy use. Photo courtesy depends on the vessel type. Having of Stark Brothers, Nelson, NZ. a clean hull is far more important for vessels that spend a lot of time at high speeds, perhaps steaming a long way to fishing grounds. Hull cleanliness is a little less important (but still a good idea that will save fuel) for slower boats like trawlers. The drag caused by skin roughness is higher at higher speed and so is more significant when steaming than trawling.
If a fuel meter is fitted to the vessel, use this to help determine how beneficial cleaning the hull is and to detect fouling buildup that indicates its time for another clean. 19
Repair hull damage when the vessel is slipped and make good the surface.
To reduce these effects, keep the anodes in good condition and dont put off repainting too long. Weed and slime As well as the hulls surface condition, marine growths of weed and slime accumulate and roughen the hull. A vessel might only be slipped every few years, and over this time, fouling can increase skin friction dramatically, especially if the vessel is static for extended periods. Growth rates are higher in warmer water. Hull smoothness is helped by maintaining a clean hull. Having divers remove the slime between slippings will reduce hull friction and fuel use. The optimum time between hull Build up of weed and slime contribute to skin friction.
Example:
If cleaning reduced the fuel consumption of a vessel that normally uses 55 L/h by 5%, to 52.5 L/hr, then the cleaning would be paid for after 200 hours of steaming. Cleaning by divers will not be worthwhile for hulls encrusted with more stubborn marine life, such as barnacles, that cannot be removed by brushing alone. However, in this case the extra fuel consumption may be so significant up to 40% - that the vessel should be slipped for scraping or water-blasting.
cleanings is a balance between the cleaning cost and the amount saved. The cleaning cost is about $4 to $6 per foot of waterline length, so about $500 for a 22m (72 foot) trawler. A Food and Agriculture (FAO) paper reported the slime layer leads to increased fuel consumption of 8% to 12%.
Ensure the hull is properly prepared prior to repainting, excess old paint is removed and the surface sanded smooth. 20
Anti-foul paints
Fuel-thirsty fouling growth is inhibited by using either anti-foul paints containing biocides or foul releasing paints, which work by being very smooth and non-stick . Anti-foul paints are often self-polishing - meaning they slowly wear off and conseuqently maintain surface smoothness and continue to expose fresh biocide. Anti-foul paints need reapplying every year or two as fouling growth is rapid once the biocide is exhausted. The latest foul release paints are especially slippery. Any marine life that does attach to the hull is removed once the speed exceeds 10 knots. However, if the vessel never goes above 10 knots then the fouling isnt removed. This makes them
better suited to faster vessels and less useful on trawlers. Modern foul release paints are very expensive, are not generally suitable for wooden boats, and the hull must be taken back to bare metal before the application of special base coats. Offsetting this is their longer life. They should last 5 years before reapplication and achieve fuel savings of up to 6% due to their smoothness and low friction. On a 22m vessel using 250,000 litres per year that spends 30% of its time steaming, a 6% saving is about $5,000 per year.
The next time the anti-foul paint is due to be renewed, consult with an expert to determine the best option for your vessel.
Displacement
As vessel weight increases, a greater surface area is exposed to the moving water (leading to higher skin friction) and more water must be moved out of the way (increasing form drag and wave making resistance). The hull resistance and therefore amount of fuel used is almost directly proportional to displacement, so a 1% reduction in displacement will reduce fuel consumption by about 1%. Carriage of excess weight may increase over time as redundant equipment accumulates. Save fuel by not carrying unnecessary weight and lowering your vessels displacement. Weight can be reduced by: Pumping out bilges frequently Only carrying the fuel needed for the trip plus a safety margin Not carrying more ice than required Reducing rubbish and packaging, and removing any broken or redundant equipment For example, a 100 tonne trawler that carries an excess 2.0 tonnes of ice will increase its fuel use by 2%.
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To reduce form drag, remove any protrusions or fair them if removal is not possible. Examples include old sonar domes and fish-finders that are no longer operational and old anode bolts.
External keel cooling pipes for engine cooling increase fuel consumption by 2% to 3% at steaming speeds. Consider replacement with a heat exchanger system.
Flat plate rudder (above). Rudder detail (right), Photo courtesy of Stark Brothers. Nelson, NZ.
An efficient rudder profile will save 3% to 4% of fuel use at free running speeds, or 1.5% to 2% overall. Any other hull appendages, such as stern posts, should be faired to allow water to flow smoothly over them.
Action checklist
When was the vessel last slipped? If more than a year ago, get a diver to check the hull condition. If lightly fouled, get a diver to clean it, if heavily fouled consider slipping the vessel for blasting and recoating of anti-foul. When last slipped, what was the extent and type of fouling?
When was the anti-foul last maintained? If more than two years ago and the vessel is not scheduled to be slipped soon, get a diver to check the hull condition. If lightly fouled get divers to clean it, if heavily fouled consider slipping the vessel to be blasted and anti-foul recoated. Does the vessel go above 10 knots on occasion? Yes/No If yes, get a quote for a foul release paint system. To assess if its worthwhile proceeding, factor in a 6% fuel reduction and reduced annual anti-foul costs. List any hull appendages (sonars etc)
Identify those appendages that can be removed or faired. Next time the vessel is slipped remove or fair identified appendages.
What is the size and type of rudder? If a flat plate rudder is installed then consider replacing it. Get a quote for a profiled rudder. For a two year payback, a profiled rudder should cost less than 4% of the annual fuel bill if the quote is lower than this figure, then its worth getting a new profiled rudder. Identify and remove any redundant equipment Is keel cooling used? Yes/No If yes, get a quote for a heat exchanger system. For a two year payback, consider replacing keel cooling with a heat exchanger if it costs less than 4% of steaming fuel use (typically about 30% of annual fuel use for a trawler).
How much excess ice/fuel is carried at the end of a trip? Try reducing the amount.
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Cleaning can be carried out by a diver if slipping is not an option. Photo ________________________________________________________________ courtesy of Sea Service Diving and Marine, Australia.
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Propellers
Propellers turn the power generated by your engine into movement through the water. The propeller type and condition greatly influences how well this happens and overall fuel efficiency. Propellers typically only convert 50% to 60% of the energy they absorb into useful thrust but they can be much worse.
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Underwater cleaning of propellers. Photo courtesy of Sea Service Diving and Marine, Australia.
Example:
A 23m trawler powered by a 411kW engine typically uses 6,500 litres of diesel per five day trip. If cleaning and polishing the propeller has fuel savings of 5% (3% from the clean and 2% from the polish) then a $500 clean and polish will be paid for in less than two trips.
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Example:
Depending on size, fitting a nozzle and new propeller could cost in the range of $25,000 to $50,000 with fuel savings of 15% to 20% expected at trawling speeds. Trawlers typically use about 70% of their fuel while trawling. This means a 23m trawler burning 250,000 litres annually would save around 26,000 litres each year after fitting a nozzle paying back the installation costs within a year or two.
The modern nozzle design used 7% less fuel than the vessel fitted with a kort nozzle and 22% less fuel than the open propeller.
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Steaming Speed and Fuel Use Before and After Repitch (Gilbert 1983)
Trawling Speed and Fuel Use Before and After Repitch (Gilbert 1983)
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Photo: T. Collins.
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Action Checklist
When was the propeller last inspected? If more than two years ago, and the vessel is not scheduled to be slipped soon, get a diver to check its condition. If it is in poor condition it may be worth replacing or repairing sooner rather than later. When was the propeller last serviced? If the propeller hasnt been serviced in two or more years, ensure this is done when the vessel is next slipped. Is a nozzle fitted? Yes/No If no, and the vessel is a trawler then consult with an expert to investigate getting one fitted. The next time the vessel is out of the water take the opportunity to inspect the propeller and do the following things. Is the propeller smooth and free of nicks and dings? Yes/No If no, have the propeller serviced or repaired. If not perfectly smooth, get the propeller polished. If uncoated, get a foul release coating applied. Are there any signs of cavitation (pitting and blade erosion)? If yes then repair and get a propeller expert to assess options Are there any obstructions within 1.3 diameters upstream of the propeller? If yes, then investigate removing or relocating the obstruction. Calculate the minimum recommended propeller diameter using Appendix II Yes/No
Yes/No
Recommended diameter
m m
Measure the vessels current propeller diameter? Measured diameter See if the current diameter is smaller than recommended measure the aperture clearance.
Aperture diameter__________________m Is the aperture clearance greater than 10% of the propeller diameter? Yes/No
If yes, consult with an expert to investigate replacing with a larger diameter propeller
Notes....
Example: For a 15.0m trawler with a waterline beam of 5.1m and a hull draft of 1.2m,
the minimum acceptable propeller diameter can be calculated as follows: Waterline Beam x Hull Draft = 5.1 x 1.2 = 6.12 So for a single screw, the minimum recommended propeller diameter is about 0.85 metres or 33 inches.
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Notes....
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Vessel Maintenance
Engines provide the power for almost all activities while at sea from propelling the vessel to supplying hydraulic and electrical power. Regular maintenance not only reduces energy consumption but also minimises those profit-sapping unscheduled repairs.
Engine maintenance
Its best to stick to the engine manufacturers recommended service intervals. Routine maintenance between major overhauls and servicing includes: Checking water traps and fuel filters daily. Oil and fuel filters remove contaminants before they can harm the engine. Over time, contaminants build-up, clogging filters and obstructing the flow of oil or fuel to the engine. This impairs the engines performance and efficiency and increases fuel use. It can also cause engine damage. This daily check is necessary especially in humid weather when water can condense in fuel tanks. Change the filters at the manufacturers recommended service intervals. Changing the lubricating oils at the recommended intervals Engines require lubrication so that moving parts slide smoothly over each other. Insufficient or degraded lubrication can increase engine wear, causing higher friction and increasing fuel use. Change the oil at the recommended intervals typically every 350 hours unless an oil analysis recommends this period to be shortened or lengthened. Oil analysis can also give information on engine wear and condition . Servicing the injectors at the recommended intervals Fuel injectors are subject to demanding conditions and inevitably wear out. But they can still work a long time past their best, but this will lower fuel efficiency. An injectors condition governs how well fuel burns when sprayed into the engine. Ideally injectors produce a fine fog of fuel, but as they wear larger droplets also form. Droplets burn more slowly, reduce power output, and Soot is fuel that you have paid for, but produce visible soot as a result.
isnt doing any work. Service the injectors at the manufacturers recommended intervals - or more frequently if the fuel quality is low or excessive black exhaust smoke indicates the injectors are worn. 35
Gearbox maintenance
The gearbox efficiency affects the vessels overall efficiency because all the propulsive power goes through it. Gearboxes are typically more than 90% efficient, but you can make small gains by sticking to the proper maintenance procedures, including: Regularly checking oil levels Gearboxes use oil seals, internally and on the shafts, to keep oil in the gearbox and dirt and water out. A sudden drop in the gearbox oil level may indicate the seals are worn. The loss of oil or oil contamination can increase the gearboxs frictional losses and the vessels fuel consumption. If left unchecked the gearbox may fail. Changing the oil regularly As the gearbox oil breaks down, its lubricating properties diminish. Changing the gearbox oil at the recommended service intervals helps maintain maximum gearbox efficiency, life, and reliability. Using the correct grade of oil Not all oils are the same so use the grade of oil specified by the manufacturer. Using the wrong oil can increase churning and windage losses within the gearbox, lowering efficiency, and gobbling fuel. High quality synthetic oils are more expensive but may extend the service intervals and improve gearbox efficiency. Synthetic oils have several desirable properties over mineral oils, most notably is that they have better low and high temperature performance.
Restricted exhaust flow can easily cost 10% or more in fuel consumption.
The exhaust system should let the exhaust fumes escape easily. The exhaust pipe should be as straight as possible and 90 bends avoided as each sharp bend can reduce the maximum airflow by 25 percent. If the exhaust pipe is too small, or contains too many sharp bends, backpressure will result in loss of power and increased fuel consumption. The engines manufacturer will stipulate the minimum exhaust pipe diameter.
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Overloaded engine
An overloaded engine is operating at the limit of its capabilities. Consequently there is increased wear and it may operate inefficiently. Investigation is required to find the cause of the overloading. If the engine, gearbox and propeller are not correctly matched, peak propeller loads may occur at too low an engine speed and cause overloading. When changing the engine, gearbox or propeller, check the suitability of the retained equipment and ensure everything is well matched. Overloading that worsens over time may indicate that the vessels hull drag has increased due to fouling or that the propeller is fouled or damaged.
Shortage of air
Clogged inlet air filters or other inlet restrictions can impede airflows. Change or clean air filters at the recommended intervals and inspect them if clogging is suspected. Black smoke can also be a symptom of turbocharger problems it may need cleaning or replacing.
Worn injectors
Ensure the injectors are changed at the recommended intervals
Mis-timed injectors/valves:
Most likely if the engine has been incorrectly reassembled after repairs or maintenance. If the engine has just been repaired or serviced, check the timing.
Water in engine:
White smoke can also indicate that water is getting into the engine. This may be through poor quality fuel, normally accompanied by erratic running, or a cracked cylinder head/blown head gasket which allows water into the cylinders.
Gilbert, L. (1983). Fishing vessel fuel control. Fishing Industry Training Council. Simpson, A. (2006). Know your boats diesel engine. McGraw-Hill.
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Maintenance checklist
Engine maintenance
1. What is the check-up frequency for water traps and filters _____________________? If greater than daily change the check-up frequency to ensure the engine is operating correctly.
2.
When was the oil last changed_______________________________? If the oil changes havent been to the manufacturers specifications, change the oil and consider an oil analysis.
3.
Rectangle
Circle
diameter______cm x diameter______cm x 3.14 / 4 =________cm2 If the recommended intake to the engine room is smaller than the actual intake, consider more ventilation. For air-cooled engines, consult the manufacturers specifications.
4.
When were the injectors last changed_______________________________? If the injectors have not been changed according to the engine manufacturers specifications, they should be replaced even if there is no visible sign of incomplete combustion (black smoke)
Gearbox maintenance
1. When was the last time the oil level was checked_______________________________? If the oil level has not been checked, ensure that there is an adequate level of oil within the gearbox
2.
What grade of oil is being used_______________________________? If different, consider changing back to the manufacturers recommended oil grade
When was the oil last changed_______________________________? If the oil changes havent been to the manufacturers specifications, change the oil
3.
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Electricity use
Electricity use
A common misconception is that the electricity on a ship is essentially free because the generator is running anyway. Not only is this not true, electricity generated onboard by either the main engine or an auxiliary generator is actually quite expensive. Nearly all the energy used on board a fishing boat comes from diesel. The engines convert the diesels energy into power used to propel the boat, run hydraulics, or generate electricity. Diesel contains 10.58 kWh of energy per litre, so for diesel that costs $1.00 per litre, this equates to 9.4c/kWh. To power onboard electrical equipment, the diesels energy needs converting to electricity, first by an engine into rotational movement and then by the generator to electricity. The overall process is inefficient, and for a well-maintained 20kVA to 100kVA generator typical of the size used on trawlers, peak efficiencies in the range of 25% to 34% are usual. A generator of 30% efficiency, burning diesel costing $1.00/litre, will make electricity for 31.5c/kWh. These costs do not include the generator operating and maintenance costs.
This will cost about double what a commercial customer would expect to pay for electricity from the grid.
A fishing vessels electricity use can account for 5% to 30% of total diesel consumption. This can be minimised by not wasting electricity, using the most efficient devices available and generating electricity as efficiently as possible.
Lighting
Lighting is needed to see what you are doing, but leaving deck lights on during the day is money down the drain. Turn them off during the day. For a well-utilised vessel at sea for 4,000 hours per year, leaving two 500-Watt deck lights on for the entire time at sea, instead of just at night, will cost an additional $630 per year in diesel. These are simple to switch off manually, or install a daylight switch to do it automatically.
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Only turn on interior lighting when it is needed. Even if using efficient fluorescent lighting, turning off lights in unoccupied cabins, galleys, toilets and engine rooms could save hundreds of dollars per year for a typical vessel. If theres concern about engine room lights turning off while someones in there, install a low-wattage compact fluorescent lamp to be on permanently.
This graph shows the net being let out, trimming of the net and then hauling the net back in. After hauling in, the hydraulic pumps are still running with a significant load of around 20kW. If your vessel does not use hydraulics for trimming, turn the hydraulics off when finished setting or hauling in.
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Efficient lighting
Standard incandescent light bulbs are cheap, but are very inefficient - they produce mostly heat not much little light. A bulbs low cost is quickly offset by its energy use. Consider compact fluorescent lamps (CFLs) as an alternative. CFLs produce the same amount of light using one-fifth the power, and also last much longer than a traditional bulb. Replacing a 100W incandescent lamp with a 20W CFL will pay for itself after 160 hours of use and can last for years, continually making savings. Likewise, inefficient deck lighting such as halogen lamps can also be replaced with compact fluorescent or metal halide fittings. They typically use 66-75% less power and last much longer before failure. Replacing a 500W halogen floodlight with a 120W CFL floodlight fitting will save $240 per year if used for 2,000 hours at sea.
Efficient devices
Appliances like refrigerators cost a lot to run. Factoring the operating costs into purchasing decisions is a good idea. A small extra investment can have significant ongoing savings. For example, using an appliances Energy Star rating and the electricity cost allows you to calculate how much youll save in the long run. This is demonstrated in the example at the end of this chapter. Anything without an efficiency rating should be avoided due to high ongoing costs.
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Case study
A trawler studied had a 100kW diesel engine coupled to a 50kVA (40kW) generator. This combination condemns the engine to run at low load, even if the generator is at maximum output. The vessels logged electrical load is shown in the graph below, as well as the generating efficiency. The efficiency is around 17-18% for almost the entire time, as compared to the maximum efficiency of around 35%. A smaller, more heavily loaded engine would have used significantly less fuel.
Use an inverter
Operating a genset at very low loads is inefficient. There may be extended periods of time when only a small amount of power is needed compared to the gensets rated output, for example overnight. If so, investigate installing an inverter on the main engines alternator if it keeps running - and switching the genset off at these times. An inverter changes 12V or 24V DC power from the engines battery and alternator into 230V AC electricity at high efficiency (>90%). Since the main engine is often running anyway, the overall efficiency will be much higher than using a genset at very low load. The gensets operating hours and maintenance costs will also be reduced.
= = =
Difference in Energy Use x (Proportion of Time at Sea x Genset Price + Proportion of Time in Port x Port Electricity Price) 210kWh x (0.5 x $0.315 + 0.5 x $0.15) $48.80
The better fridge will cost $49 less per year to run. This ongoing saving should be compared to the purchase price difference and factored into the decision. Its fairly safe to use a price of 31.5c/kWh for electricity from the genset, though it could actually be much higher if the gensets lightly loaded for much of the time.
Consider putting them on timers to turn them off at times when no one is around. Is incandescent or halogen lighting in use on the vessel? Yes/No
If yes, look at replacing these with fluorescent lighting. It will last a lot longer and use a fraction of the power. Is energy efficiency considered when purchasing appliances? Yes/No
If no, try looking at Energy Star-rated appliances. Appendix II shows you how to figure out how much you can save. Is the waste heat from the engine being used for anything at present? Yes/No
If no, look into using it for space and water heating. Youll probably need to employ the services of an engineering firm to install the required systems. Measure the flow rates of the shower(s) onboard using a bucket and stopwatch. Flow rate = Bucket size (litres)/Time to fill (minutes). If over 9 litres/minute, consider putting in flow restrictors. Is shore power used whenever possible? Yes/No
If no, shut the genset off when in port and make use of cheaper shore electricity.
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Trip Planning
Remember when vessels used to depart on the tide? Later, big engines and cheap fuel made this unnecessary. Today, increasing fuel costs once again mean that taking advantage of tides and timing departures and returns from harbours can be a real money saver. There are many factors to take into consideration when trip planning. They can be highly variable which makes accurate planning difficult. You probably already trip plan, but check here to see if there are more things you could include in your planning: Distance to the fishing grounds Level of shelter offered Long term weather forecast Days at sea allowance Recent quality of fishing Supply of fish to the market Understanding the true cost of your operations is critical. This can only be determined through proper record keeping and taking the time to analyse the information. You can then assess the economics of the business for different situations, such as poor weather conditions or increased steaming distances to your destination.
Route
As well as timing trips with the tides, making the best use of currents also helps reduce fuel use. To get this boost from nature consult oceanographic charts and try gathering some local knowledge. The route out may not always be the best route back given the prevailing currents and predicted weather conditions. If the wind is expected to change in direction or strength before the return trip, and you have a choice of destination, you may choose the route most likely to have a tailwind there and a tailwind back. You will need good weather forecasting information. A UK recent study showed that some skippers were reducing fuel costs by minimising their steaming distances and working closer to shore or even not choosing to fish at all when the expected fish quality (and price) was not expected to be high enough to make it worthwhile.
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The hold capacity must be sufficient to hold two days worth of fish The holds insulation effectiveness may need to be improved or refrigeration installed Fuel and bait capacity may need to be increased There must be suitable crew accommodation, cooking and cleaning and facilities The crew must be willing to stay out for longer
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Notes.... ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________
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Notes.... ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________ ________________________________________________________________
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Record keeping
Record keeping and filling in forms is a daily part of operating a commercial fishing boat. It takes time to fill out the compulsory forms and records. Many inshore fishing vessel operators can be understandably reluctant to spend more time keeping records than absolutely necessary. However, monitoring your vessels performance can reap dividends by identifying inefficient practices and detecting problems. And it will be in your own best interest to find out what you can save by spending a little time on recording what is happening on your boat. Keeping good records is essential to getting a clear idea of how efficient your vessel is. Good daily records mean a vessel operator can track changes in performance over time, or compare the performance of different vessels. Collecting information also allows you to establish benchmarks to assess the effects of fuel saving measures. The main areas to cover are: Catch value Fuel used Speed and distance travelled Electricity use
Catch value
With accurate fuel-use records you can: Calculate your performance: value of catch per litre of fuel or, kg of catch per litre of fuel Assess the effects of operational changes Assess the effects of technical changes Identify problems early
The whole point of going fishing is to make a profit catching fish. Knowing the value of the catch allows you to work out how profitably you are doing this. The catch value information along with fuel use information lets you calculate your key performance indicator (KPI) of fuel used per dollar of fish landed.
Fuel used
The level of information recorded depends on the vessels size, fuel bill and operating characteristics. As a minimum, record the fuel use for each trip. Note the amount of fuel needed to refill the tanks, or if the tanks are not refilled each trip, take dipstick readings. Without recording fuel use for each trip, it is difficult to quantify changes in operating procedures. As discussed in the section on operating speed, if the engine management system does not include fuel metering, consider buying a stand-alone fuel meter flowmeter. A flowmeter makes direct assessment of operating speeds straightforward. A case study on fuel meter use is in the section on Operating Speed.
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Method of Fishing Bottom trawling, middle water Bottom trawling, mechanised Long lining, mechanised Long lining, near water Coastal fishing, gill net lines Purse seining
Fuel ratio (kg fuel/ kg fish) 1.0 0.6 0.3 0.2 0.1 0.07
By assessing the amount of fuel used per dollar or kg of fish caught, you can assess options and effects of changes.
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Electricity use
Electricity generation can account for up to 30% of a vessels fuel use, yet the cost of electricity is frequently overlooked because there is often no easy way to measure it. Measuring and monitoring electricity use will give you a better understanding of where the onboard electricity is going and allows targeting of specific areas for improvement. Making an energy footprint chart can help clarify where electricity is being used. If something goes wrong with one of the systems, for example refrigeration, theres a good chance it will show up in long-term tracking of energy use. Properly monitoring a vessel electricity use requires two key steps: Installing a kWh check meter on the genset Compiling an electricity use footprint
Electrically Heated Hot Water Number of Showers x 2kWh For a trip, compare the total calculated consumption to what has been recorded by the kWh check meter. Hopefully, the two figures will be fairly close. If not, try rethinking the operating hours of the equipment or seeing if you have missed anything. Example electrical energy footprints are shown below. This will vary depending on vessel type and the equipment installed.
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Quantity
26/08/09
Diesel
650 litres
Record sheets
26/08/09
Ice
11 tonnes
Comment
Trip start
Some example record sheets are shown below. You can download sheets to use at www.seafood.co.nz/ energyefficiency
Trip finish
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Species
Quantity
Price
Revenue
Crew Share
Crew Member Share
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Date
Cost Item
Monthly Total
55
1.3
80%
140
1.3x80%x140=146
Total:
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Copyright 2010 The New Zealand Seafood Industry Council Ltd ISBN 978-0-473-17064-6