SHIPBOARD
INCENTIVIZED ENERGY CONSERVATION
(iENCON)
MID-YEAR REVIEW (FY14 Q1-Q3)
ATLANTIC
10 September 2014
NAVAL SEA SYSTEMS COMMAND (SEA 05Z)
Hasan Pehlivan
How iENCON Works
The Program
• Provides ships energy saving strategies and
techniques available by procedural and
operational modifications (culture change)
• Evaluates ships against class baselines to
determine underburn / overburn
• Provides awards to underburning ships
Incentives Drive Behavior!
iENCON Elements
Ship Visits
Education
Tools
Customer Service
Awards
Program Reviews
Reports
Ship Incentives
Annual
• SECNAV Energy Awards
• Environmental Protection & Energy Conservation
(EPEC) Awards
Quarterly
• Website recognition – Top 5 / 25 performers
As Available
• Fleet Cash Awards (OPTAR Augments)
ENCON incentivizes
Good Stewardship of Navy Resources
Top Performers – Q3 FY14
Incentives – SECNAV Energy Awards (FY12)
Large, Medium, and Small Hull Categories (12 awards)
Top Award
• USS PELELIU (LHA 5)
• USS ROOSEVELT (DDG 80)
• USS NICHOLAS (FFG 47)
Platinum
• USS BONHOMME RICHARD (LHD 6)
• USS STETHEM (DDG 63)
• USS INGRAHAM (FFG 61)
Gold
• USS GERMANTOWN (LSD 42)
• USS GRAVELY (DDG 107)
• USS MCCLUSKY (FFG 41)
Blue
• USS KEARSARGE (LHD 3)
• USS CHOSIN (CG 65)
• USS REUBEN JAMES (FFG 57)
iENCON Program Benefits
What’s in it for the U.S. Navy?
• High state of readiness
What’s in it for your ship?
• Increased fuel for steaming hours
• Increased ship endurance range
• Decreased fuel replenishment frequency
• Decreased electric load
• Decreased machinery maintenance
• Decreased H20 consumption
U.S. Navy Fuel Cost Trend
Support SECNAV Energy Goals
FY 2012
• Green Strike Group to sail during RIMPAC
using 50% energy from alternate fuel
FY 2016
• Green Strike Group to deploy for 6 months
using 50% energy from alternate fuel
FY 2020
• All NAVY will use 50% energy from alternate
fuel
FY 2020
• Reduce fuel consumption afloat by 15%
• Compared to FY07-FY09 baseline
Q1-Q3 FY 14 Results - Overall
Overall, ships achieved a fuel underburn of:
• 13.21% of total fuel consumed (iENCON Goal 8%)
• This translates to:
• 792,202 BBLs
• 40,160 additional UW steaming hours
What does this mean?
• Fleet was a net 374K barrels in BLACK during Q1-Q3 FY 14
after accounting for ships in (overburn) status (418K) barrels
More underway steaming = HIGHER FLEET READINESS
Q1-Q3 FY 14 Results - LANTFLT
LANT FLT ships achieved a fuel underburn of:
• 11.51% of total fuel consumed (iENCON Goal 8%)
• This translates to:
• 349,773 BBLs
• 18,257 additional UW steaming hours
What does this mean?
• LANTFLT was a net 129K barrels in BLACK during Q1-Q3 FY 14
after accounting for ships in (overburn) status (221K) barrels
More underway steaming = HIGHER FLEET READINESS
Performance (FY99 – Q3 FY14)
TRENDLINE
SECNAV Goal = 18.38 BBLs/HR
UW Fuel Consumption Rate trend is decreasing. During 90’s it was increasing!
Performance (FY99 – Q3 FY14)
Performance (FY99 – Q3 FY14)
Performance (FY99 – FY13)
Total UW fuel consumption (barrels) is decreasing at a greater rate than UW hours.
Performance (FY99 – FY13)
How do we get there?
Task Force Energy
Operational/Base Commanders
(e.g. control of fuel accounts)
Ship Centric
iENCON
Planners/Schedulers
(e.g. SOA, Restricted
Maneuvering Doctrine)
Carriers
Shore Power ENCON
NAVAIR
NAVSEA TFE Maritime Energy R&D
Initiatives
Energy Conservation Measures - ECMs
• Stern Flaps (LHD, LSD)
• Combustion Trim Loop (LHD/A)
• Propeller Coating (LSD)
• Solid State Lighting (LHD/A, LSD, DDG 51)
• Energy Dashboard (DDG 51 FLT IIA)
• Thermal Management Control System (DDG 51, SCD# 11676)
Energy Conservation Concepts – ECCs
• Directional Stability (LHD)
• Thermal Management Control System ICAS Integration (DDG 51, SCD# 15341)
• VSD Port Use Fan (LHD, SCD# 12268)
• VSD Collective Protection System (DDG 51, SCD# 12907)
• Propeller Roughness (DDG 51)
• Triton Fuel Penalty Tool (DDG 51, SCD# 14982)
• Bow Bulb Optimization (DDG 51, SCD# 14066)
• Advanced Reverse Osmosis Unit (LSD, SCD# 15632)
• Smart Voyage Planning Decision Aid
• Energy Dashboard (LPD 17)
• Energy Storage Module (DDG 51)
• Hybrid Electric Drive Backfit (DDG 51)
And
•NAVAIR Alternate Fuel WG: Biofuel (Algae) Development
Operational/Base Commander Participation
Initiatives/concerns received from ship COs, CHENGs, and ISICs
Shore overtime issues
• 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.
• During daily training exercises in Norfolk, ships are not able to get
underway and conduct their training and be back in port before the
overtime period begins. Since overtime is typically not approved in
this scenario, ships are forced to steam through the night and come
back to port after 0830 the next morning.
• 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.
Operational/Base Commander Participation
Initiatives/concerns received from ship COs, CHENGs, and ISICs
Team effort to prevent excessive idle time at sea
• 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 much more.
• Maybe a cost sharing policy could be established.
Restricted Maneuvering Doctrine (RMD)
• Recommend ships secure from 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).
• 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.
Operational/Base Commander Participation
Initiatives/concerns received from ship COs, CHENGs, and ISICs
Hull and Propeller Cleaning
• “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 a lot of growth on the hull.”
Speed of Advance (SOA)
• 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 (RAS)
• “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 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.”
Operational/Base Commander Participation
Initiatives/concerns received from ship COs, CHENGs, and ISICs
Unnecessary Steaming
• 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.
• 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.
• Large amphibs are required to embark Marines over the beach versus
pier side in Morehead City because of the cost of overtime at the pier.
This evolution can take 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.
CVN Contributions to iENCON
Navy needs CVNs to participate in iENCON as well
• In the past, CVN COs have been included in
iENCON correspondence and briefings.
Navy needs support of AIRPAC
• How to provide cash incentives?
What actions can CVNs take?
• Use optimum SOA for group transit.
• Allow fleet support ships in company to move
independent of CVN when mission/training
schedule allows.
iENCON Elements
Summary of iENCON Elements
• Conduct seminars and workshops on site and through Video TeleTraining (VTT)
• Support SWOS PCO & PCHENG classes
• Conduct program reviews with working groups at OPNAV, FFC, CNSL,
CNSF and CPF
• Conduct program executive briefs for OPNAV, FFC, CNSL, CNSF, CPF
and ISICs
• Conduct SECAT shipboard underway visits (if money is available)
• Prepare quarterly and annual fuel/award reports.
• Evaluate/recommend ship submittals for annual SECNAV Energy
Awards
• Provide and update iENCON tools: iENCON Guide, website, fuel
curves, CDs, videos, SECAT software, ENCON survey check list
• Respond to phone calls and emails from Ships, TYCOMs, ISICs, FFC,
CNSL and CPF
Questions