Feature 3 | cruiSE upDATE
developed its use further to achieve speed optimisation. Dahl says there are a lot of other
companies out there offering speed and trim optimisation products, Eniram’s approach he maintains is different as the company is not starting from a theory- based approach and relying on forecasts, but is using real time data. Eniram has a number of master
mariners on the team and they have identified the problem that there are so many changing factors like currents and weather conditions which make forecasting difficult. “Forecasts are good, but they are not
precise enough to enable you to plan all your operations around them. If the weather changes the forecast changes and everything changes. With our technology we can adapt to that,” Dahl explains. Updates take place three times per minute, he says. However, he explains this does not mean the vessel will adapt to any changes fully because changing speed constantly would prove expensive. It is more about establishing the optimum economical speed, which should be fairly constant. However, he adds, you need to have dynamic measurements of the impact of weather, wind, currents, trim, and fouling on the vessel in order to give the client optimum guidance. Eniram has identified that more savings can be made, and the reason why they have not been made so far is that systems in operation are not dynamic enough to provide optimum guidance. Another key issue he mentions is ease
of use. Te crew is not required to input a lot of information about planning, routes and forecasts. Te Eniram tool takes the information required from the ship’s existing systems and adapts it in real time. Although there is little need for training in using the system, Dahl says there is a need to support the crew so that they can change procedures to follow the advice provided. It is also useful to ensure the crew understands the reasons behind having a good speed profile - how the system reacts when a vessel is in hurricane conditions, for example. Eniram does follow up sessions with the
customer to show the potential to be saved and how much has been saved so far.
64
The company’s work has focused on
the cruise industry because they operate short leg voyages, which means the results are easier to demonstrate. The same holds true of liner trades. Dahl says that he does not wish to
identify individual cruise lines with whom the company is operating, but 70 systems, out of the total 140, are on cruise ships, he says. As far as the cruise ship market is concerned, he says, the bigger the ship, the more there is to save. The aim is to optimise across
the board, and not just individual components like speed or trim. If you
seen in the fuel budget. The issue was to reduce the speed to get the actual fuel saving. Potentially, 3-5% savings could be made optimising speed, trim and engine, he estimates and at an individual level between 2% and 5%. Eniram is launching an engine
optimisation product which will be an add-on to existing equipment on the vessel. “The Eniram Vessel Platform is built and designed to be modular,” Dahl says. More applications will be considered for the future including work on the route side, although the company may seek partners to develop this.
if you optimise speed, but you don’t optimise the engine you might be gaining two to three percent on the speed side but you might be losing two to three percent on the engine side.
add up savings earned by optimisation of speed, trim or engine, savings are not a question of “two plus two plus two equals six”, Dahl says. Cost savings with one component result in gains with another. “If you optimise speed, but you don’t optimise the engine you might be gaining 2% to 3% on the speed side but you might be losing 2% to 3% on the engine side”. Eniram started with trim optimisation
and Dahl says that on some vessels there was no change in the fuel budget, because by optimising trim the vessels got 2-3% gains in speed, resulting in the vessel arriving early into port and the corresponding gain would not be
Dahl says that the system takes into
account the issue of virtual arrival. “As long as we have a schedule, whether physical or virtual, we can make sure the client gets that. A virtual arrival scheme might work without speed optimisation but the combined effect means you will have greater savings”. In the case of slow steaming, it is even more essential to keep the speed under control. The main issue, he says is to make
the industry more dynamic “so that you can do things like slow steaming as a concept, and when you can do that you need to have the tools to make sure you get the best out of it”. That, he says, is what Eniram is all about. NA
The Naval Architect May 2012
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