WHITEPA PER

MANAGE ENERGY,
SAVE FUEL
Significant vessel fuel savings through active energy management
Introduction

Through a holistic energy management approach that combines optimisation of power generation, power consumption,
and crew behaviour, significant fuel savings are possible for vessels of all types and sizes without sacrificing
operational safety and efficiency. The technologies needed to achieve this are already available; it only requires the
decision to start using them in order to reduce OPEX and emissions.

There are two major reasons why reducing vessel fuel TYPICAL SHIP OPERATING COST DISTRIBUTION
consumption is important. First, no matter if the vessel
runs on heavy fuel, diesel, LNG, or electricity, fuel is
the single biggest operating cost item for shipowners.
Reducing fuel consumption is therefore a good way of
lowering OPEX. Second, for vessels that run on fossil
fuel, reducing fuel consumption is a good way of reducing
emissions and complying with tightening regulations.

Switching to an all-electric or battery hybrid propulsion

solution is a very efficient way of handling this second
challenge, as electric motors offer high efficiency and
generate no direct emissions. However, this is not yet a
viable option for all vessel types and sizes. Instead, other Fuel is the single biggest operating cost item for shipowners

solutions for reducing fuel consumption (and emissions)
on vessels need to be considered, and for both new
builds and retrofit/upgrade projects, there are several
solutions on the market that can be used.
Source: Maersk and digital revolution in shipping industry, Digital Innovation
and Transformation: MBA student perspectives, Harvard Business School,
April 2017. retrieved 24 January 2020
https://digital.hbs.edu/platform-digit/submission/
maersk-and-digital-revolution-in-shipping-industry/#

ENERGY MANAGEMENT: THE KEY TO

SIGNIFICANT SAVINGS
Saving fuel is a question of optimising the way power • Onboard power consumption: By optimising
is generated and used for propulsion and onboard onboard consumers, you can reduce the need for
equipment. This continuous optimisation process with power and therefore fuel.
the objective of lowering OPEX and protecting the
• Crew behaviour: How the crew sails the ship
environment is called energy management. Successful
is the biggest single factor affecting vessel fuel
energy management takes a holistic approach to reducing
consumption.
fuel consumption and includes power generation, power
consumption, and crew behaviour:
By focusing on these important areas, significant fuel
savings are possible for any vessel type and size, new
• Onboard power generation: How you operate and
build or retrofit, without sacrificing operational safety and
control onboard generation equipment has an
efficiency. In the following, we will use the term “energy
impact on vessel fuel consumption.
management” to describe the optimisation process
aiming to reduce fuel consumption.

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REDUCE POWER INSTEAD OF RESERVING IT
On vessels with direct drive propulsion and shaft onboard consumer needs extra power. The built-in
generators, propulsion power is separated from the flexibility of this design makes it possible to distribute
power used for onboard consumers such as lighting, available power on the vessel according to the current
compressors, and pumps. The shaft generator ensures load situation, and to reduce overall power generation
that there will always be enough power for important when power demand is low.
consumers, but when more power is needed, or when
Both propulsion solutions can benefit from the strategies
described in the following. The key is to design for
Significant fuel savings are possible for flexibility and real-time data-based adjustments, basing
any vessel type and size without sacrificing onboard equipment performance and crew behaviour on
operational safety and efficiency actual demand and thereby reducing the power needed.
“No matter which propulsion solution is used, moving
from reserving power to reducing power demand is key”,
there is power to spare, the inflexibility of this design remarks Project Manager Leif A. Nielsen of DEIF.
approach becomes evident: Temporary power demand
surges on board must be handled by cranking an
additional genset, as it is not possible to temporarily
The key is to design for flexibility and real-
reduce propulsion power in order to increase onboard
time data-based adjustments
consumer power. This means increased fuel consumption.
Vessels with diesel electric propulsion are usually better
able to temporarily reduce propulsion power when an

Tip: define available power in kW

In the vessel’s power management system, available power (the amount of power that must always be available for temporary
demand surges or emergencies) can be defined as a percentage of total power or as an absolute number in kW. If defined in
percent, available power will be a dynamic figure, increasing with the current total power generation capacity. By defining it in
kW, you can ensure that the available power does not change.

Example: On a vessel with a total generation capacity of 2 MW (two 500 kW gensets and one 1 MW shaft generator), defining
available power as 10% will mean that available power can be 100, 150, or 200 kW, depending on the current total capacity.
As a result, the amount of fuel, and possibly the number of gensets, needed to generate available power will also vary.
Defining available power as an absolute number (e.g. 100 kW) will save fuel compared to using percent.

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STEP 1:
Optimising onboard power generation

On most vessels, propulsion power and onboard electrical power are generated using the main and auxiliary engines and
gensets. As a well-maintained engine runs more efficiently, the first step in energy management is making sure that this critical
equipment is kept in top mechanical condition.
You should take steps to ensure correct and timely lubrication, cleaning, service and maintenance, replacement of wear
parts, and testing. On electrically powered vessels, this includes equipment such as onboard batteries and port charging
connections. Refer to the documentation supplied, and follow the manufacturer’s recommendations.

The first step in energy management is

making sure that onboard generation
equipment is kept in top mechanical
condition

MAKING THE MOST OF YOUR GENSETS

THROUGH LOAD SHARING
Generation equipment control is an important factor in
energy management. State-of-the-art genset controllers
allow you to constantly optimise power generation for
the current load requirement at any time, and one of
the most efficient methods is to select the optimal load
sharing strategy.
“With load sharing, you can operate your gensets as
efficiently as possible by only starting the gensets
you actually need, and by running them at optimum
efficiency”, explains Leif A. Nielsen. “By doing so, you
get the highest possible power production relative to
fuel consumption while generating as little soot and
emissions as possible”. Gensets deliver optimum efficiency at a certain load. In this example,
operating the genset at approx. 70% would provide the best performance.
Below 50% and above 80% load, efficiency drops.
Depending on the controllers used, load sharing can be
set up in various ways. The following three examples
illustrate how intelligent load sharing features can reduce
fuel consumption.

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ASYMMETRICAL LOAD SHARING
With asymmetrical load sharing (ALS), you can that one or more gensets always run efficiently;
define individual load set points for one or more large gensets or gensets running on inexpensive HFO
gensets, allowing them to run at their optimum are obvious candidates as they will deliver power
operational points (with one additional genset “topping more efficiently. This can lead to fuel savings, reduced
up” or handling fluctuating loads). ALS ensures maintenance requirements, and cleaner emissions.

Asymmetrical Load Sharing

Power Power DG1 Power DG2 Power DG3

As the load requirement changes over time, ALS controls the gensets for optimum performance and minimum fuel consumption. In this example, the genset
labelled DG1 runs at its optimum operational points; 60. DG2 and DG3 have been selected to run at their optimum operational points; 50. When the load
exceeds 60% and 5% for the rest, DG1 will shift to asymmetric load sharing. When 110% load is reached, the 2nd generator set to 50% will shift to its set point.
When the load exceeds 95% on the generator not running asymmetrical, the lowest priority running asymmetric will shift to symmetric.

ALS is sometimes used for maintenance

purposes, setting one genset to briefly run
at 95% load to burn off soot.

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 OPTIMISED LOAD SHARING
Optimised load sharing is suitable if you have one is automatically reduced, allowing the load on the
large genset (such as a shaft generator) and several auxiliaries to increase. When the load requirement
auxiliaries. By default, the shaft generator generates increases again, the load on the shaft generator can
the base load, running at its optimum operating point, be increased towards its optimum operating point. This
while the auxiliaries top up. If the load on the auxiliaries solution provides efficient power generation from the
drops so low that it increases the risk of issues such shaft generator (running on cheap heavy fuel) combined
as soot generation, the load on the shaft generator with the ability to automatically protect smaller gensets.
350

Optimised Load Sharing

300

250

200

150

100

50

0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 100

Power Power DG1 Power DG2 Power DG3

As above, the gensets are controlled for optimum performance. Like ALS (above), the optimised load sharing feature allows different optimal load set points for
gensets. DG1 handles the base load until it reaches its optimum operational point. If the power requirement increases, DG2 is gradually ramped up to cover it
until it reaches its optimum operational point; the same process is then repeated for DG3. Beyond the optimum operational point, all three gensets share the
additional required load.

An additional benefit of using the shaft generator

is that it increases the efficiency of the vessel’s
exhaust boiler, reducing the need to generate
steam from boilers

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CAPACITY-DEPENDENT PRIORITY SWAPPING
A given load can be shared equally among all connected
gensets (running them all at 70%, for example),
dynamically and continuously selecting which gensets
should run depending on the current power requirement.
Known as capacity-dependent priority swapping, this
strategy is suitable if you have gensets of varying sizes
that operate best at comparable percentile loads. The
controllers will start and stop gensets according to
demand, selecting the combination that delivers the
power needed. In partial load situations, it may not be
necessary to crank all gensets; the aim always is to
run the least amount of generators suited for the load,
and running them at their optimum operating points,
optimising power generation and saving fuel.

Capacity-dependent priority swapping

Power Capacity DG1 Capacity DG2 Capacity DG3

With capacity-dependent priority swapping, the system combines gensets as needed to cover the load requirement at any given time. Since running one large
generator is more efficient than running several smaller ones, the system as far as possible prioritises a genset with the capacity fit for the load. This saves fuel,
as a genset running closer its optimal point is more efficient, and it reduces genset running hours.

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DEFINING AND UPDATING LOAD PROFILES
The operation of all gensets is determined by predefined
load profiles. Load profiles are defined when the vessel is
built, based on an analysis of the expected loads on the
vessel in all conceivable operating scenarios. While the
profiles have been carefully defined at the shipyard, you
could still benefit from optimising them in situations such
as these:
• The vessel sails under conditions that require less
power than assumed during design and construction
of the vessel
• You have optimised one or more onboard
consumers, for example by adding frequency drives
(see below) and as a result require less power
• You have added one or more large consumers to the
vessel (such as a scrubber or ballast water treatment
system), increasing both average and peak loads
Scrubbers are a widespread solution for treating exhaust gases, but
they require a lot of power. Always ensure that your load profiles can
accommodate new additions to the vessel.
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By updating the load profiles in situations such as these,
power generation can be closely aligned with power
demand. You can prevent the system from running
gensets when they are not needed, and you can ensure
that temporary demand fluctuations do not cause
controllers to start and stop gensets repeatedly, wasting
fuel in the process.
In order to establish the actual power consumption
on board, consider working with third-party energy
optimisation experts who can help you carry out an
energy optimisation analysis pinpointing where savings
can be made, and how.
EXAMPLE: On a vessel with a total peak power
requirement of 2.5 MW and a generation system
designed to match that requirement (for example, with
a shaft generator and two gensets with bespoke load
profiles), adding a 300 kW open-loop scrubber increases
the peak power requirement by 12%. Unless the load
profiles are adjusted to accommodate this addition, it
could result in demand fluctuations and power shortages.
With well-maintained generation equipment, a carefully
selected load sharing strategy, and load profiles that
match the vessel’s actual operation, you can save fuel
while still delivering the power and performance needed
for propulsion and onboard consumers. Step 1 in energy
management is thus
STEP 2:
Optimising onboard power consumption

There are several strategies for reducing power consumption on a ship. An obvious, and efficient, solution is to replace
all lightbulbs with LED lighting, and to replace onboard consumers such as galley equipment with more energy-efficient
alternatives if this can be done without jeopardising performance.

pixabay.com

FREQUENCY DRIVES:
REDUCING POWER DYNAMICALLY
How many light bulbs does it take to save fuel? Pumps, fans, and compressors consume significantly
more power than lightbulbs. Replacing them with smaller
Replacing one 60 W light bulb with a 6 W LED lamp
versions is often not an option, as they need to be able to
reduces power consumption to one tenth. In itself, this
deliver high performance when needed. In the dynamic
does not amount to much, but on a cruise ship with 9,000
operating environment at sea, however, full power may
light bulbs lit for 6,000 hours annually, for example, the
not always be needed. In such cases, installing frequency
savings add up: By replacing all bulbs with LEDs, you
drives is a good solution for reducing power demand and
reduce the annual power requirement from 3,240 MWh
fuel consumption – for example in the cooling system.
to 324 MWh; approximately 621 tonnes of fuel annually
“Vessels built for worldwide operation normally have
(at 0.2 litres of fuel/kW and 213 litres of fuel to a tonne).
cooling pumps dimensioned to deliver full cooling
At USD 450 per tonne of fuel, the savings on lighting
performance in equatorial conditions”, says Leif A.
alone amount to approx. USD 279,500.
Nielsen. “If the vessel is running in cooler climates, the

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cooling system does not need to continuously run at
peak power. Yet we often see that on many vessels, such
systems run at constant speed, wasting energy and fuel”.
Significant power savings from pumps
A 2017 study indicated that a 4,200 TEU container
Fitting a frequency drive on the pumps allows the drive or
ship operating between the UK and Qatar would
controller controlling the pump to dynamically determine
be able to save approx. 391 MWh annually by
how much cooling power is needed based on current
replacing constant-speed pumps with variable
ambient conditions and the load on the ship, adjusting
speed pumps (or fitting frequency drives on constant
the input power to the pump accordingly. As this allows
speed pumps). At USD 450 per tonne of fuel, annual
the cooling system to run at less than peak power, the
savings amount to USD 37,506.
vessel can save power and fuel. The same approach can
be taken for systems such as engine room fans or ballast Source: Gazi Kocak & Yalcin Durmusoglu (2017): Energy efficiency
water treatment systems: When not required to run at full analysis of a ship’s central cooling system using variable speed
pump, Journal of Marine Engineering & Technology
power, they can safely be turned down.

°C 0 1 3 5 7 9 11 13 15 17 19 21 24 27 30 35

°F 32 34 37 41 45 48 52 55 59 62 66 70 75 80 86 95

For vessels running in cooler climates, the cooling system does not need to continuously run at peak power even though it is designed to
handle equatorial conditions.

Source: https://www.seatemperature.org/, retrieved 24 January 2020

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STEP 3:
Optimising crew behaviour

No matter if you are using intelligent controllers with load sharing or using frequency drives to optimise equipment operation,
the approach is the same: Onboard systems automatically and continuously react to sensor data about conditions such as
temperature and power demand.

Using data to optimise vessel operation, however, has much broader applications. In addition to adjusting processes
automatically based on system design parameters and condition data, data can allow for manual adjustments. In particular,
real-time condition data can be used by the crew to optimise manoeuvres in order to save fuel – and the potential savings far
outstrip those made possible by optimising generation equipment and power consumption: “By installing a new pump, painting
the hull, and adjusting the trim, you can save perhaps 1%. By educating the person sailing the ship, you could save 10%”,
says Peter Knudsen, Managing Director of Blueflow Energy Management AB, a Swedish manufacturer of shipboard energy
management systems.

By installing a new pump, painting the hull, and

adjusting the trim, you can save perhaps 1%.
By educating the person sailing the ship, you could save 10%.
– Peter Knudsen,
Blueflow Energy Management AB

ACTING ON LIVE DATA SMALL ADJUSTMENTS, SIGNIFICANT SAVINGS

The idea is to provide the crew with real-time information
about current operating conditions, allowing them to
adjust their sailing. For example, they can adjust the
course by one or two degrees to save fuel in difficult
current or wind conditions, or reduce engine power in
shallow waters to reduce the vessel squat effect.
The information must be presented in a clear, logical and
user-friendly manner, and it must constantly be updated
as conditions change, and as the crew’s decisions affect
fuel consumption. Modern onboard energy management
systems (EMSes) make this possible by recording and
storing data about all parameters that affect vessel fuel
consumption such as wind speed and direction, current,
depth, and engine load. They analyse the data and
present it to the crew on monitors on the bridge and/or
the engine room, letting crews base their decisions on
actual conditions instead of assumptions or average
conditions.
This use of EMSes has been demonstrated to result in
fuel savings in excess of 10%, and even small navigation
adjustments make a difference. “Some of our captains
saved more than 50% on fuel consumption by changing
their way of manoeuvring, and they were like, ‘Oh do
these small changes I’ve made mean that much?’”, says
Ellinor Svensson, Traffic Manager at Styrsöbolaget, a
Swedish ferry operator.
An EMS can thus give the crew information that enables
them to do a better job and supports their professional
judgment, but it is up to the crews to actually implement
corrections based on the information received. In short,
it requires active involvement from the crew. “It’s not
that captains can’t sail”, says Peter Knudsen. “Quite
the contrary – they’re very good at it, but they’ve never
been used to thinking about sailing in a fuel-efficient and
energy-efficient way. Everyone can save fuel and energy,
if they want to, but it takes active participation, education,
and motivation.”

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This graph from the Blueflow EMS presents current energy consumption and compares it with historical data for the same trip. This allows the crew
to adjust their sailing and see whether their efforts at eco-driving were successful or not.

OTHER BENEFITS FROM USING AN EMS

The data recorded about the ship can be used for
other purposes than supporting the crew. If the
system stores data online, the data can be accessed
by shipowners and analysts and used to generate
reports about vessel operation
vessels and crews. It can also be used for energy
optimisation analyses carried out by a third party. Finally,
the data can be used for mandatory emissions reporting
to local and international authorities such as the EU or
the IMO; if the EMS includes a reporting module, the
and compare process can often be automated, saving the crew a lot of
time and effort.

The mandatory EU MRV report is one example of a

report that can be completed automatically using an
EMS with a reporting module, greatly simplifying the
reporting tasks for crews.

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SELECTING A LEVEL OF DETAIL
Even without adding additional sensors, modern vessels
generate large amounts of data from sensors, navigation
systems, and controllers. It is, however, possible to add
more sensors as needed, enabling detailed knowledge
about the operation of the ship. Instead of having one
sensor measuring the overall power consumption of all
equipment fed through a particular control cabinet, for
example, it is possible to install sensors measuring the
specific power consumption of each piece of equipment,
for example compressors, galley equipment, lighting,
and ventilation.
Sensor
Switchboard
Consumers
Instead of having one sensor measuring the overall power consumption of all equipment fed through a particular control cabinet, it is possible to install
sensors measuring the specific power consumption of each piece of equipment
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Detailed information allows for detailed savings because
it can be used to accurately pinpoint performance or
power issues; it also comes at a higher price because
more sensors are needed. Shipowners need to decide
what level of detail they need; if they want to only focus
on propulsion or on other consumers, too. With the right
data, you can separate issues that can be solved with
a technical solution (such as replacing an oversized
compressor) from issues that need to be solved through
a behaviour change (such as choosing a route or speed
that consumes less fuel).
Switchboard
Sensor Sensor Sensor
Consumers
CONSIDERATIONS WHEN SELECTING AN EMS
For an EMS to provide results by enabling a behaviour
change, the following needs to be considered:
• User friendliness and accessibility: User involvement
is critical in order to reap the benefits, and user-
friendliness and accessibility are therefore very
important. Results and recommendations must be
displayed in a way that allows users to take action
quickly. Live data should translate into live results
that can quickly be read off a monitor onboard. For
analysts working to optimise fuel consumption at
company level, the system must be able to present
all relevant data in a way that allows analysts to get
the full picture, from all vessels, crews, and routes,
and enables them to analyse and compare relevant
data as needed.
• Relevant and meaningful analyses: The EMS
used must be able to combine and analyse data
in such a way that it provides valuable insights
that all stakeholders can act on. Being able to limit
analyses to a certain geographical area through
geofencing, for example, can help owners and
analysts focus on waters that have proved to be
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particularly challenging. The ability to freely combine
various data and parameters in analyses and
histograms can add tremendous value: How does
fuel consumption correlate with depth? Wind speed?
Position? Engine speed? Or all of them?
• Comparability and compatibility: There is no global
industry standard for EMSes or their web-based
interfaces. The ability to get an overview of company
fuel consumption at a general level, however,
requires that the systems installed on all vessels are
able to communicate with one another and with the
back-office analysis systems. If different systems are
used on different ships, they may not be compatible,
making it hard or impossible for shipowners to carry
out fleet-wide analyses and comparisons. Data
should be available on the same platform, no matter
if that platform is used on a vessel or in the office,
and it should be accessible to all users whether they
require shipboard, online, or mobile device access.
This graph from the Blueflow EMS calculates the
current total operating cost of the vessel based on
factors such as fuel prices and maintenance costs for
all engines and gensets.
CONCLUDING REMARKS
The shipping industry is becoming increasingly conscious
of its climate impact, and there will probably be dramatic
changes to propulsion systems that will reduce fuel
consumption and emissions in the years to come. As
described in this whitepaper, however, shipowners do
not have to wait: The technology needed to significantly
reduce vessel fuel consumption is already available for
new builds as well as retrofit/upgrade projects; it only
requires a conscious decision to start using it.
As we have seen, it is possible to achieve significant
fuel savings by optimising power generation, power
consumption, and crew behaviour; more specifically
through the following:
• Selecting a load sharing strategy that ensures that
power is generated as efficiently as possible, and
according to current demand
• Reviewing load profiles to ensure that they are
adequate and up to date, and that they reflect the
vessel’s current onboard equipment
• Replacing light bulbs, galley equipment, and other
minor onboard power consumers with more energy-
efficient alternatives
• Reducing power consumption from major onboard
power consumers such as scrubbers and cooling
systems by fitting frequency drives that continuously
adjust performance to current demand
• Installing an EMS that gathers and presents data
and allows the crew to adjust their sailing in real
time, cutting fuel consumption while delivering the
required performance
STAKEHOLDER INVOLVEMENT IS KEY
When deciding on an energy management strategy, the
most important thing is to secure the active involvement
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of the crew and other important stakeholders. It is not
enough to realise that there is a potential for improvement
– action is needed to reap the benefits. This applies to
all aspects of ship operation: If the vessel lies at anchor
but the captain decides, for safety reasons, to keep all
engines running in order to enable quick manoeuvres,
there is little point in chasing small energy savings.
Engine fuel consumption will cancel out the benefits.
BENEFICIAL SIDE EFFECTS
Embarking on an energy management project can
yield several beneficial side effects. If you upgrade to a
state-of-the-art power management system (PMS) with
multiple controllers in order to have access to intelligent
load sharing features, for example, you will also improve
onboard safety because the system safeguards against
controller failure. Benefits such as these help you
balance the need for fuel consumption reductions
against operational requirements and the need to ensure
consistently safe operation of the vessel.
A CONTINUOUS PROCESS
Finally, remember that the suggestions and strategies
discussed in this whitepaper are not exhaustive. Factors
such as hull hydrodynamics and optimised trim also
contribute to better fuel economy. The steps described
are not meant to be taken in a particular order; it all
depends on your vessel and your requirements. Nor
are they to be considered final: Energy management is
a continuous process, and you need to regularly revisit,
revise, and review this process in order to make sure that
you are on track towards your objectives – for the sake of
your OPEX and the environment.
CONTACT DEIF TO LEARN MORE
Energy management can be a daunting task, and installing EMSes, PMSes, or other high-tech solutions on new builds or
existing ships can be challenging – especially if those solutions need to be compatible with existing equipment and accessible
online. We recommend that you work with a partner able and willing to customise a solution that fits your requirements and
deliver quick support.

Contact us for more information on vessel fuel savings and energy management.

Visit deif.com for case studies and whitepapers:

See how Norwegian ferry operator Fjord See how a battery hybrid propulsion
Line reduced fuel consumption through solution allowed a Danish ferry
crew behaviour company to achieve significant emission
reductions

TYCHO BRAHE
HYBRID FERRY CASE STORY

DEIF A/S
Frisenborgvej 33, 7800 Skive, Denmark
Tel. +45 9614 9614
Learn more at deif.com