SHIPBOARD
INCENTIVIZED ENERGY CONSERVATION
(iENCON)
ANNUAL REVIEW
LANTFLT
26 February 2014
NAVAL SEA SYSTEMS COMMAND (SEA 05Z)
Hasan Pehlivan
How iENCON Works
 iENCON provides ships energy saving strategies and techniques
available by procedural & operational modifications (culture change)
 iENCON uses BBLs/Hr as metrics to evaluate efficiency of ships and
therefore:
• results are theoretical engineering efficiency determination
• not actual budget allocation
• not used for budgetary decisions
 Ships that underburn offset ships that (overburn)
• Since FY 03, underburn has been greater than (overburn)
• This allowed TYCOMs do more maintenance, repairs, etc. within same
budget
 TYCOM’s rewards underburning ships with cash incentives to their
OPTAR ($1 million/year)
Incentives Drive Behavior!
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iENCON History
1980
NAVSEA’s Shipboard Energy Conservation Assist Training (SECAT)
Team conducted underway energy surveys
•Lessons learned applied to iENCON
•10-15% underburn by procedural & operational modifications
1990
2000
Incentivized ENCON started as pilot program
Implemented for all non-nuclear surface ships - 1999
iENCON won Presidential Award – 2002
Fleet net underburn in Black - 2003
iENCON becomes DoD model in effort for branches to deal
with spike in fuel prices - 2009
Record underway rate 19.96 BBLs/Hr - 2009
2010
iENCON was a finalist in Platts Global Energy awards - 2010
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iENCON is a Total Package
Education
Ship Visits
Customer Service
Awards
iENCON
At Work
Tools
Program Reviews
Reports
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Ship Incentives
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Fleet Cash Awards
SECNAV Energy Awards
EPEC and Battle E Awards
DOE Energy Awards
Top 5 pictures on web site (www.i-encon.com)
Top 25 list on web site
Good Stewardship of Navy Resources
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SECNAV Annual Energy
Awards – 2013
The following ships received 2013 SECNAV awards for their performance in FY12:
Large Ship Category:
SECNAV Top Award
- USS PELELIU (LHA 5)
PAC
SECNAV Platinum Award - USS BONHOMME RICHARD (LHD 6)
PAC
SECNAV Gold Award
- USS GERMANTOWN (LSD 42)
PAC
SECNAV Blue Award
- USS KEARSARGE (LHD 3)
LANT
Medium Ship Category:
SECNAV Top Award
- USS ROOSEVELT (DDG 80)
LANT
SECNAV Platinum Award - USS STETHEM (DDG 63)
PAC
SECNAV Gold Award
- USS GRAVELY (DDG 107)
LANT
SECNAV Blue Award
- USS CHOSIN (CG 65)
PAC
Small Ship Category:
SECNAV Top Award
- USS NICHOLAS (FFG 47)
LANT
SECNAV Platinum Award - USS INGRAHAM (FFG 61)
PAC
SECNAV Gold Award
- USS MCCLUSKY (FFG 41)
PAC
SECNAV Blue Award
- USS REUBEN JAMES (FFG 57)
PAC
DOE Provides Plaque and Certificates to top SECNAV winners
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WHY iENCON?
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Helps to achieve SECNAV Goals
Increased ENERGY SECURITY
Cash awards to their OPTAR
SECNAV & DOE Energy Awards, National recognitions
Increased mission performance
Increased ship endurance range
Increased readiness (More fuel for training)
Decreased fuel replenishment frequency
Decreased machinery maintenance
Decreased machinery wear & tear
Decreased electric & water consumption
Decreased heat stress
Reduced air pollution
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US Navy Fuel Cost Trend
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SECNAV GOALS
 FY 2012: Green Strike Group to sail during RIMPAC
using 50% energy from alternate fuel
 FY 2016: Green Strike Group deployed for 6 months
using 50% energy from alternate fuel
 FY 2020: All ships use 50% energy from alternate fuel
 FY 2020: Ships will use 15% less fuel than baseline (FY
09, 08, 07 average)
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Q1 FY 14 Results - Overall
 Overall, ships achieved a fuel cost avoidance of:
• 11.48% of total fuel consumed (ENCON Goal 8%)
• In theory this translates to:
• 221,366 BBLs
• 11,098 additional UW steaming hours
 After paying for ships in (overburn) status (131K) barrels, net 90K
barrels in BLACK during Q1 FY 14.
 In theory, this helped Fleet Commanders accomplish all
maintenance, repair, etc. to maintain high fleet readiness within
the same budget.
More underway steaming = HIGHER FLEET READINESS
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Q1 FY 14 Results - LANTFLT
 LANTFLT achieved a fuel cost avoidance of:
• 11.42% of total fuel consumed (iENCON Goal 8%)
• In theory this translates to:
• 118,315 BBLs
• 6,269 additional UW steaming hours
 After paying for ships in (overburn) status (64K) barrels, net 53K
barrels in BLACK during Q1 FY 14.
 In theory, this helped Fleet Commanders accomplish all
maintenance, repair, etc. to maintain high fleet readiness within
the same budget.
More underway steaming = HIGHER FLEET READINESS
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FY 99–Q1 FY14 Performance
UW Fuel Consumption Rate trend is decreasing. During 90’s it was increasing.
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FY 99-Q1 FY14 Performance
GOOD NEWS! UW Fuel Consumption Rate trend is decreasing. During 90’s it was increasing.
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FY 99-Q1 FY14 Performance
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FY 99-13 Performance
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FY 99-13 Performance
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FY 99-13 Performance
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iENCON Expanding Influence
Task Force Energy
Operational/Base Commanders
(e.g. control of fuel accounts)
Ship Centric
Refueling At Sea
iENCON
Planners/Schedulers
(e.g. SOA, Restricted
Maneuvering Doctrine)
Carriers
Shore Power ENCON
NAVAIR
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TFE-NAVSEA
Maritime Energy R&D Initiatives
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Stern Flaps (LHD 1, LSD 41/49 Ship Classes)
Combustion Trim Loop (LHD 1 Class)
Propeller Coating (Intersleek 900)
Solid State Lighting (LHD 1, LHA 6, LSD 41/49, DDG 51 Classes)
Shipboard Energy Dashboard (DDG 51 FLT IIA)
Directional Stability (LHD 1 Class)
Thermal Management Control
VSD Port Use Fan (LHD 1 Class)
VSD Collective Protection System (DDG 51)
Smart Voyage Planning
Propeller Roughness
High Pressure Turbine Cooling Flow Modification (DDG 51 & CG 47)
Optimized Variable Stator Vane Scheduling Energy Storage Module PoC (DDG 51)
Hybrid Electric Drive Backfit (DDG 51)
Bow Bulb Optimization for DDG 51 CL
Triton Fuel Penalty Tool (DDG 51)
Advanced Reverse Osmosis Unit (LSD 41/49)
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AND
NAVAIR Alternate Fuel WG: Biofuel (Algae) Development
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NEW: Operational/Base
Commanders Participation
Initiatives received from ships COs/CHENGs and ISICs. If Operational/Base
commanders use the following initiatives, even more underburn can be gained:
1.
The Operational Commanders need to have control of the fuel accounts.
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2.
“If not, here is what happens. A ship arrives on a holiday weekend, and is not
allowed to enter port because overtime costs exceed the base commander’s budget.
So the ship modlocs off the coast waiting for Monday, and at a minimum, burns
thousands of gallons a day for 3 days, estimated cost of $250K or more, because $15K
was not available for overtime.”
Shore Overtime Issues in Norfolk:
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During daily training exercises in Norfolk, ships are not able to get underway,
conduct their training, and be back in port before the overtime period begins. Since
overtime is typically not approved in this scenario, ship’s are forced to steam through
the night and come back to port after 0830 the next morning.
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Due to insufficient crane and shore power staffing in Norfolk, ships cannot always get
connected to shore power before overtime begins at 1530 each day. In this event, the
ship is required to aux steam pier side until 0830 the next day so that they can be
connected to shore power.
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NEW: Operational/Base
Commanders Participation-cont’d
3.
Team effort must exist between Operational and Base Commanders to prevent
excessive idle time at sea while waiting to enter port.
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4.
For example, one action saved taxpayers big. USS Sterett (DDG 104) was allowed to
enter port on Friday night with <60% fuel load vice remain at sea to wait for
refueling on Monday.
Shore command paid $5K in overtime to save taxpayers many times more than that.
Maybe a cost sharing policy could be established.
RMD. Recommend that ships secure from Restricted Maneuvering Doctrine
(RMD) as soon as lines are over and the ship is safely against the pier (unless
winds are very high or tugs are unreliable or not available).
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Current practice has been to remain at full power until we are doubled up and the
brow is over. This usually takes at least an hour, which burns considerable fuel with
7 engines running.
A ship can come down to 2 engines vice 4, and then 1 engine if power is still needed.
Additionally, the ship can come down to 2 generators vice 3.
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NEW: Operational/Base
Commanders Participation-cont’d
5.
Hull/Propeller Cleaning.
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6.
“We need more underwater hull cleaning opportunities. I tried to get one on the way
home in Bahrain and Guam, but they were not available. On the way home I was
loosing 2 knots on average due to u/w hull growth. I just got my first cleaning in
almost 6 months and the divers said I had LOTs of growth on the hull.”
Speed of Advance (SOA).
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Planners/Schedulers should be energy conscious when assigning a ship’s SOA for
transit. If possible, give them the opportunity to use their optimum transit speed and
plant alignment.
Refueling at Sea.
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“CRUDES ships are accustomed to getting on station for a RAS ahead of time, so
they are ready to “go along side” as soon as they are called. That means we go to full
power (up to 7 engines, ~ 5-6K gallons/hour) waiting to go along side…early. It has
been my recent experience that USNS Ships will NOT call us along side until the
exact time of the agreed upon RAS…so, we should get the word out to our folks, to
NOT go to full power until you are 15-30 min from the alongside time, that will save
at least 30 min to one hour of 7 vice 3-4 engines on line prematurely.”
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NEW: Operational/Base
Commanders Participation-cont’d
8.
Unnecessary Steaming:
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Norfolk’s degaussing range was out of commission for several years. This inevitably
forces ships to transit to Groton CT or Mayport FL at a cost of approximately 54K
and 80K gallons round trip, respectively, for the sole purpose of running the range.
Due to already tight schedules, these ships must often request excess SOA for these
transits.
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New policy at AUTEC requires ships to perform SSRNMs in groups of 2 or 3 only.
This requires ships to transit from Norfolk to the Bahamas for the sole purpose of
accompanying another ship to AUTEC.
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Large amphibs are required to embark Marines over the beach versus per side in
Morehead city because of the cost of overtime at the pier. This evolution can takes
up to two days, burns excessive fuel transferring supplies and Marines via Landing
Craft, and is taxing on the crew. A pier side embarkment would only take up to 8
hours, would be much less taxing on the crew, and would allow for considerable fuel
savings which would more than compensate for the cost of the overtime.
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CVNs Contributions
to iENCON
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Navy needs CVNs contributions.
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In the past year, CVN COs have been included in iENCON correspondence
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Need support of AIRPAC:
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How to provide cash incentives?
What action can CVNs take?
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Use optimum speed for group
Who makes decision to allow ships use optimum speeds
Allow fleet support to ships in company move independent of CVN
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iENCON Tasks
 Conduct iENCON Seminars/Workshops on site and via Video Tele-Training
(VTT) classes
 Support SWOS PCO & PCHENG Classes
 Conduct iENCON Program reviews with working group at OPNAV, FFC,
CNSL, CNSF and CPF
 Conduct iENCON Program Exec Briefs for OPNAV, FFC, CNSL, CNSF,
CPF, and ISICs.
 Conduct SECAT shipboard underway visits (if money available)
 Prepare quarterly and annual fuel/award reports
 Evaluate/recommend ship’s iENCON submittals for SECNAV & DOE
annual energy awards
 Update and provide ships iENCON Tools: NAVSEA Guide, Website, Fuel
Curves, ENCON CD, Video, SECAT Software, and ENCON Survey Check
List
 Respond to phone calls and emails from Ships, TYCOMs, ISICs, FFC &
CNSL, and CPF
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SUMMARY
 10-15% reduction available by procedural & operations mod (culture change)
 Incentives and Cash awards are the key
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SECNAV & DOE Energy Awards, National recognitions
 Many reasons for doing iENCON:
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Meet SECNAV Goals
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Increased Energy Security
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Many other benefits
 Underburn of 751,795 barrels achieved in FY 13
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9.14% fuel reduction (as compared FY 10-08 average)
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36,955 more underway steaming hours
 Reduced UW BBLs/Hr trend by average of 25% since FY 1999
 Fleet has been in Net Black since FY 2003
 Need continued TYCOM, ISIC, Base/Operational Commanders support to maintain
success
 TFE R&D efforts for better efficiency
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