SHIPBOARD INCENTIVIZED ENERGY CONSERVATION (iENCON) MID-YEAR REVIEW (FY14 Q1-Q3) PACIFIC September 2014 NAVAL SEA SYSTEMS COMMAND (SEA 05Z) Hasan Pehlivan

Provides ships energy saving strategies and techniques available by procedural and operational modifications (culture change) Evaluates ships against class baselines to determine underburn / overburn Incentivizes underburning ships The Program How iENCON Works Incentivizes Drive Behavior!

iENCON Elements Education Ship Visits Tools Customer Service Program Reviews Reports Awards

Ship Incentives SECNAV Energy Awards Environmental Protection & Energy Conservation (EPEC) Awards ANNUAL Website Recognition – Top 5 / 25 Performers QUARTERLY Fleet Cash Awards (OPTAR Augments) As Available ENCON incentivizes Good Stewardship of Navy Resources

Top Performers – Q3 FY14

Large, Medium, and Small Hull Categories (12 awards) Incentives – SECNAV Energy Awards (2013) USS PELELIU (LHA 5) USS ROOSEVELT (DDG 80) USS NICHOLAS (FFG 47) Top Award USS BONHOMME RICHARD (LHD 6) USS STETHEM (DDG 63) USS INGRAHAM (FFG 61) Platinum USS GERMANTOWN (LSD 42) USS GRAVELY (DDG 107) USS MCCLUSKY (FFG 41) Gold USS KEARSARGE (LHD 3) USS CHOSIN (CG 65) USS REUBEN JAMES (FFG 57) Blue

iENCON Program Benefits High State of Readiness What’s in it for the U.S. Navy? Increased fuel for steaming hours Increased ship endurance range Decreased fuel replenishment frequency Decreased electric load reduction Decreased machinery maintenance Decreased H 2 0 consumption What’s in it for your ship?

U.S. Navy Fuel Cost Trend

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 Support SECNAV Energy Goals

Q1-Q3 FY 14 Results - Overall 13.21% of total fuel consumed (iENCON Goal 8%) This translates to: 792,202 BBLs 40,160 additional UW steaming hours Overall, ships achieved a fuel underburn of: Fleet was a net 374K barrels in BLACK during Q1-Q3 FY 14 after accounting for ships in (overburn) status (418K) barrels What does this mean? More underway steaming = HIGHER FLEET READINESS

Q1-Q3 FY 14 Results - PACFLT 14.95% of total fuel consumed (iENCON Goal 8%) This translates to: 442,429 BBLs 21,904 additional UW steaming hours PACFLT ships achieved a fuel underburn of: PACFLT was a net 246K barrels in BLACK during Q1-Q3 FY 14 after accounting for ships in (overburn) status (197K) barrels What does this mean? More underway steaming = HIGHER FLEET READINESS

Performance (FY99 – Q3 FY14) UW Fuel Consumption Rate trend is decreasing. During 90’s it was increasing!. SECNAV Goal = BBLs/HR TRENDLINE

Performance (FY99 – Q2 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? Ship Centric iENCON Task Force Energy Carriers Shore Power ENCON Operational/Base Commanders (e.g. control of fuel accounts) Planners/Schedulers (e.g. SOA, Restricted Maneuvering Doctrine) NAVAIR

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 Measures - ECMs NAVSEA TFE Maritime Energy R&D Initiatives 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) Energy Conservation Concepts – ECCs NAVAIR Alternate Fuel WG: Biofuel (Algae) Development And

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. Control of fuel accounts Operational/Base Commander Participation Initiatives/concerns received from ship COs, CHENGs, and ISICs 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. Shore overtime issues in Norfolk

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 much more. Maybe a cost sharing policy could be established. Team effort to prevent excessive idle time at sea Operational/Base Commander Participation Initiatives/concerns received from ship COs, CHENGs, and ISICs 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. Restricted Maneuvering Doctrine (RMD)

“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.” Hull and Propeller Cleaning Operational/Base Commander Participation Initiatives/concerns received from ship COs, CHENGs, and ISICs 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. Speed of Advance (SOA) “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 min from the alongside time. That will save at least 30 min to one hour of 7 vice 3-4 engines on line prematurely.” Refueling at Sea

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. Unnecessary Steaming Operational/Base Commander Participation Initiatives/concerns received from ship COs, CHENGs, and ISICs

In the past, CVN COs have been included in iENCON correspondence and briefings. Navy needs CVNs to participate in iENCON as well CVN Contributions to iENCON How to provide cash incentives? Navy needs support of AIRPAC Use optimum SOA for group transit. Allow fleet support ships in company to move independent of CVN when mission/training schedule allows. What actions can CVNs take?

Conduct Seminars and Workshops on site and through Video Tele- Training (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 s from Ships, TYCOMs, ISICs, FFC, CNSL and CPF Summary of iENCON Elements iENCON Elements

Questions