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Ship electrical load analysis considering power generation efficiency

Conference Paper · May 2015

DOI: 10.1109/ICPS.2015.7266439

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Page 1 of 11 2015-PSEC-0035

Ship Electrical Load Analysis Considering Power Generation Efficiency

Chun-Lien Su, iEEE Senior Member, Chi-Hsiang Liao

Department of Marine Engineering
National Kaohsiung Marine University
Kaohsiung, TAIWAN

Abstract--One of the most basic tasks for ship power system
design is electrical load analysis, which is used to determine
the required installed capacity of on-board power generators.
Traditionally, the analysis is carried out based
considerations of investment cost and supply adequacy, while
using a design of generators with the same rating. It does not
consider the energy efficiency, thereby in some cases resulting
in the generators operated at a lower efficiency under heavy
loading conditions and high energy consumption. To enhance
power generation efficiency and reduce energy cost, a new
load analysis method for marine vessels is proposed in this
paper. The relationship of operation efficiency and load factor
the generator fittings [2]. The methods emphasize the
investment cost of generators and do not consider their
energy efficiency due to level of loading, thereby in some
on
cases resulting in the generators operated at conditions with
low load factor. There have been several observations
experienced by shipyards concerning ship electrical load
analysis, some of which are shown in Table I.
TABLE I
ACTUAL EXAMPLES OF GENERATOR INSTALLED CAPACITY DETERMINED BY
SHIP ELECTRICAL LOAD ANALYSIS
Generator Ratings

�
of generators is mathematically modeled and considered in the Total Power Supply
Rated (kW)/Load Factor of
analysis. The problem is formulated as a non-differential Type of Rated
Power Generators under
combinational optimization problem, where the total Exa m
ple Ship Voltage
(kW) Different Operating
No. (V) Conditions (%)
generation cost during a whole voyage is minimized subject to INumber
system operation and technical constraints, in order to derive CI:9000/77.23
C5: 1200/S4.32
the optimal generators rated power and unit commitment container
I 6600 3000/4 C4:9000/S5.65
using genetic algorithms. The results confirmed the validity of vessel
C7:9000/7S.S2
the proposed method through load analysis of a practical ship CS:3000/51.94
power system, as well as energy-saving benefits using the CI:12S0/47.60
C2:2560/SI.SO
proper generator rated power and unit commitment operation container
II 440 12S0/3 C5:3S40/79.90
vessel
and an accurate load model for power pumps. C7:2560/79.20
CS:12S0/36.00
CI:S00/S0.40
Index Terms--Industrial power system, Marine vessel, Load III bulk carrier 440 SOO/3 C6:2400/70.60
analysis, Power Generation, Energy efficiency. CS:SOO/5S.10
CI:440/S9.00
C3:SS0/5S.S0
I. INTRODUCTION IV bulk carrier 440 440/3
C6:1320/74.S0
CS:440/45.60
One of the most basic tasks for ship power system design CI:420/S2.40
is to determine the required installed capacity of on-board V
coast guard
440 420/3
C9:S40171.20
vessel C3:S40/S5.S0
power generators. To conduct the analysis, different CS:420167.00
methods, including load factor method, day and night load coast guard
C1:120160.09
VI 440 120/2 CIO: 120/76.97
method, probabilistic analysis method, and weighting load vessel
CS:120/32.72
method [1], are proposed. Among these methods, the load Note: Cl: Normal at sea; C2: Normal at sea With reefer; C3: Departure; C4: Departure with refer only;
C5: Departure with reefer & BIT; C6: Cargo handling; C7: Cargo handling with reefer; C8: Port
factor method or demand factor method is widely used in Service; C9: Nonnal at sea with gun fire pump; ClO: War condition

shipbuilding industries. With the requirements of pumping

systems operation and ship navigation, as provided by ship
owners, it determines the rated power and number of all
electrical loads under different operating conditions as well
as continuous and intermittent loads. The required total
power under different operating conditions is calculated
accordingly by selecting the appropriate analysis parameters,
such as demand factor and diversity factor. The rated power
of generators is then determined by taking into account line
loss and loading limit and number of generators.
In the current analysis methods, a design of the generators
with the same rated power and type is usually adopted by
shipyards in order to reduce the analysis complexity and the
need for spare parts, while increasing the exchangeability of
When the energy efficiency of the system is too low, some
improvement methods are proposed. Several of these have
been published in the literature, with the main emphasis
being on the improvement of loads [3-5]. The other
straightforward solution for energy efficiency enhancement
in ship power systems is the use of automatic power factor
controllers which reduce the reactive power and current
produced by the generator, and then increase its operation
efficiency at a certain loading condition [6]. In the design
stage of a ship power system, information about the actual
This work was supported by the Ministry of Science and Technology of
Taiwan under Grant MOST 1 03-2221-E-022 -006.

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 2015-PSEC-0035
magnitude of power generation efficiency and the effect of
various generator capacity alternatives is needed. It is
therefore important and essential to be able to determine the
proper combinations of generators and their switching
status which will enhance the system energy efficiency
under different operating conditions in order to fit with the
requirement of ship energy efficiency management [7].
According to the optimum generator operation range
provided by manufactures, such as its load factor of 70%-
90% [8], there is a need for a new method for ship electrical
load analysis to determine the proper combinations of
generator rated power and switching status, which result in
the generator to be operated more efficiently. A way forward
would be to evaluate the generator operation efficiency for
various operating conditions and determine the generator
capacity and switching status designs which leads to high
energy efficiency for energy management and cost
considerations. The aim of this paper is to propose a new
method for ship electrical load analysis. The relationship of
operation efficiency and load factor of generators is
mathematically modeled and considered in the analysis. The
problem is formulated as a non-differential combinational
optimization problem, where the total generation cost
during a whole voyage is minimized subject to system
operation and technical constraints, in order to derive the
optimal generators capacity and unit commitment using
genetic algorithms. The performance of the proposed
method is ensured through load analysis of a practical
power system for large commercial vessels. The optimal
mathematical models used and its impact on energy cost
due to the use of a proper combination of generator rated
power and switching status have been fully described, as
well as the possible investment benefit. The effect of an
accurate power demand model for the pumping systems is
also illustrated.
IT.PROBLEM STATEMENT
Tn a ship power system, most loads are inductive loads,
such as engine room (EIR) pumps, deck machinery,
transformer, lighting devices, and refrigeration equipment.
The lagging power factor is observed in ships. For a power
factor at a specific load, the relationship between generator
operation efficiency and load factor can be expressed as
follows:
(1)
where 11 is the generator operation efficiency (%); pj; is the
power factor i (%); hpji is the nonlinear function of
relationship between load factor and operation efficiency of
generator at power factor i; DL is the generator load factor
(%) that can be calculated by
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Page 2 of 11
P
DL = - xlOO (2)
Pc
where P is the generator output power (kW); Pc; is the
rated capacity of generator (kW).
When the generator output power required for the load
and power factor under a specific operation condition are
given, the generator load factor can be obtained according
to the rated power of generators and the number of
generators in service at this operating condition. For a
specific operating condition, the fuel oil consumption of the
generators is significantly depended on the factors,
including load, system line loss, and rated capacity, number,
efficiency, load factor, and operations time of generators. It
is
(3)
where FO is the fuel oil consumption of generators; f
is the nonlinear function the describes relationship between
generator fuel oil consumption and the parameters
mentioned above; Pd is the power demand of loads (kW); P,
is the line loss (kW); t is the generator operating time
(hours); r is the fuel rate (g/kWh) of generators at the
condition i; UG is the switching status indicator of the
generator, for example, two-bit representation is used, 1
represents the generator in switch-on and 0 represents it in
switch-off.
From (3), it is worthy that the fuel oil consumption
required for the diesel generators producing the power to
loads can be reduced by improving the generator operation
efficiency through an appropriate determination of
combinations of generator rated capacity and unit
commitment. A higher efficiency means that, for the same
load, the generator can produce power with less fuel oil
consumption to fit with demand of load and versa vita, a
more fuel is required. The variations in PG and UG will
affect the generator operation efficiency as well as its fuel
consumption. It is assumed that the total power
consumption of loads in the system and the operating time
for each operation conditions considered in the analysis are
known and can be obtained by statistical analysis of field
measurements, historical data statistics, or engineering
experiences. Therefore, the problem is mainly how to
determine proper combinations of the rated power and unit
commitment of generators to accommodate the required
load demand under different operation conditions.
The ship electrical load under different operating
conditions changes significantly. Tn order to determine a
proper design, the generator set capacity design and unit
commitment must consider and overcome a variation in
Page 3 of 11 2015-PSEC-0035

load demand under different operating conditions. For a
system planning point of view, the optimal combination of
generator capacity and which generator should be put in
operation and disconnected from the system are the key
points of overall problem analysis. This type of problem can
be modeled as a combination problem. According to the
permutation and combination theory of probability statistics
[9], if the number G of required on-board power generators
is given, the total number of repeated combinations selected
from the M generator capacity options can be calculated as
follows:
where N is the number of operating conditions throughout
the voyage; lJu is the operating efficiency (%) of generator j
under operating condition i; FRu is the fuel rate (g/kWh) of
generator j under operating condition i; Tij is the operating
time (hours) of generator j under operating condition i; FC
is the unit cost of fuel oil for power generation ($/ton); Pu is
the active power output (kW) of generator j under operating
condition i, where its magnitude can be determined
according to the installed capacity of on-board generators,
expressed as follows:

M M+G-I ( M +G -1)! (4) (6)

HG -CG
_ _

-
(M -1) !G!

The overall problem is to determine the optimal

combination of generator capacity from the total number of where uij is the operating state indicator of generator j under
combinations obtained by (4), and determine the unit operating condition i; Pm is the total system load (kW)
commitment in the considered operating conditions. Tn the under operating condition i; Pu is the system loss (kW)
analysis result, the generators with different rated power under operating condition i; PGj is the rated power (kW) of
and operating time may be determined. Tn this situation, generator j.
current generator manufacturers provide optional diesel The generator efficiency lJij is significantly depended on
engines with different numbers of cylinders of the same its load factor, and the general mathematical expression is
brand for the generator, and therefore shipping companies expressed as follows:
and shipyards can select diesel engine generator sets with
different numbers of cylinders of the same brand according
(7)
to the result of ship electrical load analysis considering
power generation efficiency in the design stage. For
different operating time, the shipping company can allocate
where lJjax is the maximum value (%) of efficiency of
consistent equipment overhaul and maintenance workload
to the marine engineers in order to accommodate the generator j; C J and C2 are the coefficients for relationship
difference in the operating hours of various sets during between efficiency and load factor of generator i; DLij is the
periodical maintenance and overhaul within the prescribed load factor (%) of generator j under operating condition i, as
limit. The mathematical model for the problem statement obtained from the following equation:
mentioned above is described in the following section.
Pi)
DLlJ =- (8)
T>
TIT. OPTIMAL SIZING AND UNIT COMMITMENT OF POWER rG)
GENERATORS
The general mathematical relationship between generator
A. Problem Formulation
fuel rate and load factor in (5) can be determined using the
This study aims to design the optimum capacity and unit polynomial regression analysis method, which is expressed
commitment of generators in order to minimize the total as follows:
power production cost of the ship under different operating
conditions throughout a voyage. The generator capacity and
unit commitment under different operating conditions are (9)
determined to consider a variation in electrical load
demands. The objective function is the minimization of the
where ao,... ,an are the coefficients for relation curve of
overall power production cost for a whole voyage, expressed
generator fuel rate and load factor.
as follows:

. N[ The constraints for (5) should include at least:

1
1 G
MmF= I I--xPijxTijxFRijx10 xFC (5) (a) Power equilibration limit:
i=1 )=1 lJij
-4

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 2015-PSEC-0035 Page 4 of 11

G The theoretical value of the power demand for the pumps

I Iij = PDi +Pu i=1,2,... ,N (10)
can be obtained by the following equation [11]:
j=l

(b) Operating limit of power units: (15)

mi
Pj n <
-
Pij <
- pjmax '=1 , 2 , ... ,N ,
I ]' =1 ,2 , ... , G (11)
where Pin is the motor input power (kW); Ps is the shaft
i horsepower (kW); Pw is the pump water horsepower (kW);
where PT n and pTax are the allowable maximum and �) is the total pumping head (m); Q1' is the flow rate
minimum active power output of generator j, respectively. (Umin); g is the fluid specific gravity (g/cm 3); 11m is the
motor efficiency; 111' is the pumping efficiency that is closely
(c) Spinning reserve limit: related to pump configuration and size. The computation of
the pump efficiency is complicated, which is usually
estimated based on experimental value or provided by the
manufacturer.

The most of the on-board pump loads are centrifugal

where SR is the system spinning reserve ratio. pumps which are divided into open and closed pumping
systems according to the operation modes. The opening
(d) Operating time limit of power units: system is the process of drawing or/and discharging air or
liquid from/into a ship enclosed space, such as ballast pump,
(Vij - ru j ) :S; 0 i=I,2, ...,N, j=I,2, ... ,G (13) sea water pump, and ventilation pump, etc. The closed
pumping system is the process of circulating liquid in an
enclosed space on ships, such as fresh water pump, fuel oil
where rUj is the allowable maximum operating time
pump, lubrication oil pump, etc. For an open centrifugal
(hours) of generator j; vij is the cumulative operating time pumping system, the load model for ballast pumps with
(hours) of generator j under operating condition i, which high power consumption is considered and studies.
can be obtained by Regarding the closed centrifugal pumping system, the load
model for the main engine (M/E) jacket cooling fresh water
N pump is considered. The power demand of a ballast pump
vij = I uijTij (14) can be obtained by the following equation:
;=1

BP QpBP xHpBP x gsw

B. Load Model for Power Pumps (16)
P;n = BP
1]m x1]pBP x367.13
The total system load in (6) covers various types of on­
board electrical equipment, including EIR pump load,
lighting load, communication and navigation equipment, P
where It: is the input electrical power required for
deck machines, and conveniences. The pump load accounts ballast pump (kW); is the specific gravity of seawater
gsw
for about 70% of the total power consumption on ships.
P
Therefore, in order to accurately calculate the total system (g/cm3), and its value is 1.025; 1] � is the efficiency of
load, the power demand for various types of pumps must be
thoroughly studied and estimated. Generally, the on-board
motor for ballast pump; 1] %P is the efficiency of ballast

pump loads can be divided into deck machines and E/R pump; Q%P and H%P are the flow rate (m3/h) and lift
pumps. Deck machines include steering gear, windlass,
required for ballast pump (m), respectively, as obtained
warping winch, cargo crane, boat crane, and ladder; the E/R
from the following equations:
pumps are pumps, including sea water pump, fresh water
pump, gear pump, fuel oil pump, lubrication oil pump,
ballast pump, sewage water pump, air compressor, (17)
ventilation pump, bow thruster, and air-conditioning
equipment, for maintaining the population and power (18)
H BP = Hdis - H sue
systems operation security. These pumps can be divided into p
centrifugal pump, rotary pump, piston pump, and ejection
pump, according to the standard operating procedure [10].

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Page 5 of 11 2015-PSEC-0035

where VWBi is the total capacity of ballast tank (m3); T is the (g/cm\ and its value is 1.0; l7 �P is the efficiency of motor
time required for water ballast (hour); Hdis is the outlet head
P
for ballast pump (m); H,Mc is the inlet head for ballast pump for jacket water pump; l7 � IS the efficiency of jacket
(m). water pump.
The estimate in power demand for the power loads of the
In terms of the M/E jacket cooling fresh water pump, the ballast pump and jacket water pump can be determined by
heat generated by the combustion of the main engine must
(16) and (21), respectively. The result are then used to
be removed from the cylinder liner, thus, a closed cooling determine the total load of the system under specific
fresh water circulating system is required, including cooler, operating conditions according to equipment put in
centrifugal pump, expansion tank, and fresh water
operation, thus, ensuring an accurate estimate in load
generator for cooling in order to reach thermal equilibrium. demand data for electrical load analysis for determining the
To calculate the power demand of the jacket water pump, proper generator sizing and unit commitment.
the actual flow demand of the pump must be calculated.
First, the following heat transfer equation is used for the C. Solution Method
jacket water inlet and outlet temperatures, as well as the The optimization problem shown in (5) and (10)-(14) is a
rated flow of jacket cooling water, when the main engine is mixed integer non-linear programming problem, which can
under full load to determine the total heat generated by the be solved through mixed integer programming [12,13],
jacket cooling water and the main engine is under full load. dynamic programming [14,15], or artificial intelligence
algorithms [16-18]. The focus of this paper is not the
- QjW
h w - X
C
X
(jW
to lit jW) X 103
- tin (19) optimization of the problem-solving technology; therefore,
j rated
only a basic genetic algorithm (GA) [19] is used and
where hjw is the total heating value of jacket water (kcal/h); implemented to determine the optimal solution being close
Qj��ed is the rated flow of jacket water (m3!hr); C is the to the global optimum. The main computational procedure
of GA used in this work is described as follows:
specific heat of jacket cooling water (cal/gOC), which is 1. 0;
tb;� is the jacket water outlet temperature (C); tin is the Step 1- Coding: The generator set capacity configuration
and unit commitment scheduling problem is represented by
jacket water inlet temperature (C).
two bits, thus, the possible capacity and in operation (bit
When the heat balance of the cooling system determines value of 1), but not the in operation (bit value of 0) of
generator sets, should be modularized in each population of
the gross heating value, the actual flow demand of jacket
the analysis time period (whole voyage). For example, if the
water pump can be derived from the rated data of the jacket
total number of generators to be installed on the ship is 3,
water cooler, expressed as follows:
and there must be at least one generator running during any
time interval. Moreover, there will be 7 combinations of
jp h w
Q =
j unit commitment of generators under operating conditions,
p 3 (cl cl) (20)
10 C which are encoded by 3 bits. Tf the total number of on-board
X X tout - tin
generators is G, and the unit commitment is dispatched
where Q �P is the required flow rate of jacket water pump according to different operating conditions during the
voyage, the number of operating conditions in the analysis
(m3/h); t;;11 is the jacket water cooler outlet temperature time period is N. Thus, the gene structure for unit
commitment of generators under all operating conditions
(C); tf/z is the jacket water cooler inlet temperature (C).
during the voyage can be composed of GxN bytes. Tn
addition, the 4-bit gene structure of the rated power of diesel
The estimated value of the actual power demand of the generators is considered and used in this paper according to
jacket water pump can then be obtained from the following the generator technical data provided by manufacturers, as
equation: shown in Table TT. It is noteworthy that different gene
jp jp structures can be considered without altering the analysis
jp Qp xHp xgfiv method proposed in this paper.
P;n = ----:j'=-p--j"O":p'---"--
--- - (21) Step 2- Initialization: Different genes of the above generator
17m xl7p x367.13
rated power and unit commitment compose a chromosome,
and the populations of chromosomes compose the initial
where P; �P
is the input electrical power required for jacket population. The initial population can be designated
P according to experience or randomly generated. Tn this
water pump (kW); H �
is the head required for jacket paper, all initial populations are randomly generated.
water pump (m); gfiv is the specific gravity of fresh water

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 2015-PSEC-0035 Page 6 of 11

Step 3- Evaluation: The better chromosome is determined be found from [20]. Note that the required power in Table
by evaluating the chromosome fitness function value. In the III includes line loss. Continuous duty (Cont.) refers to the
analysis, the power demands of ballast pump and jacket equipment works continuously in an operation status for 24
water pump are evaluated by (16) and (21), respectively. hours, including cooling sea and fresh water pumps, fuel oil
The rated power and unit commitment scheduling data of pump, etc. Intermittent duty (Int.) means the equipment
the generators represented by each chromosome are then works periodically or short-term in an operation status, e.g.
calculated by (6) in order to obtain the active power output air compressor, fuel oil transfer pump, warping winch, etc.
of each generator under different operating conditions. The Four design models for the electrical load analysis are
load factor of each generator is determined by (8). With the considered and shown as follows:
parameters for relationship to the efficiency, fuel oil
consumption rate, and load factor of each generator are
• Model-A: The electrical load analysis using traditional
calculated by (7) and (9). The objective function is
method (base case);
calculated by (6) from the unit cost data of fuel oil to form
the fitness function value that is defined as the aggregation • Model-B: The electrical load analysis using an accurate
of the objective function of (5) and the penalty factors for load model for power pumps;
violating the constraints of (10)-(14). • Model-C: The electrical load analysis considering power
Step 4- Crossover: Information exchange between two generation efficiency ;
chromosomes. The chromosome with smaller fitness value
• Model-D: The electrical load analysis using the proposed
must have higher probability to reproduce new offspring, method which simultaneously considers power generation
which is duplicated with the next generation chromosome. efficiency and an accurate load model for power pumps.
Step 5- Mutation: The chromosomes are randomly corrected
at a lower probability in order to ensure the possible The electrical load analysis result using Model-A is shown
solutions in any region of the solving space are searched, in Table TIT. The load factor in Table TIT is defined as the
and to avoid ignoring a possible solution during the total required power divided by the total power supply. In
reproduction and crossover processes. the analysis, the maximum operating time of each generator
should not exceed the total period of time during analysis of
In order to obtain better analysis results, tests were
336 hours, and the maximum and minimum power limits of
conducted repeatedly. The GA parameters used in this paper
generator are 90% and 20% of its rated power, respectively.
include a chromosome number of 200, elite policy rate of
The system spinning reserve ratio limit is assumed to be
0.2, crossover rate of 0.7, mutation rate of 0.02, and
10%. The curves for relation of generator load factor to its
maximum generation number of 300.
efficiency and fuel oil consumption rate are as shown in Fig.
T ABLE II 1. With the ryjax of 0.91 as observed in Fig. 1, the Cl and
GENE STRUCTURE OF RATED POWER OF DIESEL GENERATORS
Rated Power Rated Power C2 in (7) are determined as -21.8 and -0.067, respectively.
String String
(kW) (kW)
0000 336 1 000 772
For the parameters in (9), the aO, aI, a2, a3, a4, and a5 are
000 1 400 1001 800 determined as 484.3, -18.55, 7.61xl0·1, -1.47xlO·2,
00 1 0 500 1010 900
1.29xlO·4, and -4.184xl0·7, respectively. The unit cost of
00 1 1 560 10 1 1 1200
0 1 00 612 1 1 00 1 440 fuel oil used in the analysis is 659 USD per ton. It is noted
0101 640 1 101 1 600 that since only the shaft generator is operated under the
0110 688 1 1 10 2000 condition of sea going, this condition is not considered in
01 1 1 720 1111 2280
the load analysis.

IV. TE ST RESULTS AND DISCUSSION 320 92

A practical power system of a large bulk carrier with a 300 91
loading capacity of 202,500 tons and main engine of W�
e
25,320HP is selected for numerical analysis to ensure and
demonstrate the performance of proposed method. There are
89';:
88�
Q/
three diesel generators with rated power of nOkW and one
87";j
shaft generator of nOkW, which supplies power at the ship Ii:
under the condition of sea going. Table TIT shows the load
86[:j
85
analysis results of the ship under different operating
conditions, including normal at sea (sea going), departure,
cargo handling, in port, and emergency before using the
Fig. 1 Curves for relation of diesel generator loading to efficiency and fuel oil
proposed method. The detail of electrical load analysis can
consumption rate

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Page 7 of 11 2015-PSEC-0035

TABLE III
ELEClRICAL LOAD ANALYSIS RESULT USING MODEL-A
Load Analysis at Each Operating Nonnal at Sea Departure Cargo Handling In Port Emer ency
Condition Cont lnt Cont lnt Cont lnt Cont. lnt Cont lnt.
Required Power (kW) 545 1 29 1030 96 725 1 80 330 205 143 3
Diversity Factor I 2 I 2 I 2 I 2 I 2
Necessary Power (kW) 545 65 1030 48 725 90 330 103 143 I
Grand Total (kW) 610 1 078 815 433 144
Shaft Generator (kW) 720 - - - -

No. 1 Diesel Generator (kW) - 720 720 720 -

No.2 Diesel Generator (kW) - 720 720 - -

NO. 3 Diesel Generator (kW) - - - - -

(Standby)
Emergency Generator (kW) - - - - 1 70
Total Power Supply (kW) 720 1 440 1 440 720 170
Load Factor (%) 84.72 74 . 8 6 56.60 60. 1 4 8 47 1
Spinning Reserve Rate (%) 1 8.03 33.58 76.69 66.28 1 8 .06

The ship is equipped with two ballast pumps, which suck
seawater into the ballast tank or discharge the seawater
from the tank during cargo handling operations. The
original design value of one pump motor input power is
240.9kW. The total capacity of the ballast tank is
106,891m3, and the time required by the owner for ballast
operation is 20 hours. The required flow rate of a ballast
pump is 2673m3, as calculated by (17). In addition,
according to the design data, the total depth of the ship is
24m. The draft of the empty ship after handling is 11m, and
the draft of the full loaded ship is 16m. As the ship is empty
before loading operations, the ballast water must be pumped
out of the ship, and the maximum required head is 16m.
The ship is in full load condition before discharging
operation, seawater must be pumped into the ballast tank,
and the maximum required head is also 16m. Therefore, the
maximum required head of ballast pump is 16m. The
required flow rate of the ballast pump and maximum
required head are substituted in (16) in order to obtain the
ballast pump required power of about 150.28kW. In the
analysis, the ballast pump efficiency and motor efficiency
are 0.93 and 0.85, respectively. The ship is equipped with
two jacket water pumps which are mostly used during the
operation of the main engine, thus, it is used only in the
conditions of normal at sea and departure. The original
design value of the pump motor power is 19.6kW. The
theoretical value of the required power of the jacket water
pump can be calculated by (21) to review the existing
design result. First, the jacket water inlet, outlet temperature,
° 50.28%, respectively. The result shows that an accurate load
and flow of the main engine under 100% load, are 81 C,
° 3
73 C and 160m , respectively, and are substituted into (19)
to obtain the maximum heating value of the main engine
jacket water, which is 1,280,000kcallh. According to the
cooling system heat balance theory and the specifications
for main engine jacket water cooler, the maximum cooling
° °
temperatures of inlet and outlet are 80.8 C and 65.1 C,
respectively. The jacket water pump required flow is about
81.53m3• The jacket water pump required head is then
obtained as about 30m by (20), and motor and pump
efficiencies are 0.9 and 0.75, which are substituted in (21)
in order to obtain the jacket water pump motor required
power of about 9.87kW.
According to the comparison between the original design
values of the ballast pump and jacket water pump motors
and the values obtained from the load model proposed in
this paper, the original design value of the ballast pump
motor power is 240.90kW, the calculated value obtained
with the proposed load model is 150.28kW, and the power
demand is reduced by 37.62%. In terms of the jacket water
pump, the original design value of motor power and the
calculated value with the proposed load model are 19.6kW
and 9.87kW, respectively. The required power is reduced by
about 49.64%. The result of required power for the ballast
pump and jacket water pump motors with the proposed load
model is used in the electrical load analysis. The results are
shown in Table IV. It can be seen from Table IV that an
accurate estimate in require power for ballast pump and
jacket water pump power motors has reduced the total
require powers for the conditions of normal at sea,
departure, and cargo handling. The total require powers are
reduced from 610kW, 1078kW, and 815kW to 600kW,
1068kW, and 724kW, respectively. If the existing design for
three generators with rated power of 720kW is used, the
load factors in these three operating conditions are reduced
from 84.72%, 74.86%, and 56.60% to 83.33%, 74.17%, and
model for the power pumps can have a significant impact
on the total power consumption of the ship. It has relative
relationships to ship investment cost, fuel oil cost, fittings
cost, and maintenance cost. If each pump has at least 25
years of service life, the non-required energy consumption
of the pumps during the service life can be reduced. The
result also indicates that with the proposed load model, the

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total required power of the ship under different operating ship owners in performing ship energy efficiency
conditions can be accurately estimated and actual power management plan.
consumption of the ship can be reflected, which can assist

TABLE IV
ELEClRICAL LOAD ANALYSIS RESULT USING MODEL- B
Load Analysis at Each Operating Normal at Sea Departure Cargo Handling In Port Emer ency
Condition Cont lnt Cont lnt Cont lnt Cont. lnt. Cont. lnt.
Required Power (kW) 535 1 29 1 020 96 634 180 330 205 1 43 3
Diversity Factor I 2 I 2 I 2 I 2 1 2
Necessary Power (kW) 535 65 1 020 48 634 90 330 1 03 1 43 1
Grand Total (kW) 600 1068 724 433 144
Shaft Generator (kW) 720 - - - -

No. 1 Diesel Generator (kW) - 720 720 720 -

No.2 Diesel Generator (kW) - 720 720 - -

NO. 3 Diesel Generator (kW) - - - - -

(Standby)
Emergency Generator (kW) - - - - 170
Total Power Supply (kW) 720 1440 1 440 720 170
Load Factor (%) 83.33 74. 1 7 50.28 60. 1 4 8 47 1
Spinning Reserve Rate (%) 20.00 34.83 98.90 66.28 1 8 06

TABLE V
CANDIDATE LIST OF COMBINATION OF RATED POWER AND UNIT COMMITMENT OF GENERATORS

Rated Power tic; Load Factor of Generators (%)

Cando (kW) Departure Cargo Handling In Port Departure Cargo Handling In Port
No. Gen. No. Gen. No. Gen. No. Gen. No. Gen. No. Gen. No. Gen. No.
1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3
1 500 336 6 1 2 1 1 1 0 1 1 1 0 0 74 .4 74 . 4 7 4 . 4 0 86.0 86.0 86.6 0 0
2 336 6 1 2 500 1 1 1 1 1 0 0 0 1 74.4 74.4 74.4 8 6.0 86.0 0 0 0 86.6
3 500 720 500 1 1 0 1 0 1 0 0 1 88.4 88.4 0 8 1 .5 0 8 1 .5 0 0 86.6
4 500 500 720 0 1 1 1 1 0 0 1 0 0 88.4 88.4 8 1 .5 8 1 .5 0 0 86.6 0
5 500 500 772 0 1 1 1 1 0 0 1 0 0 84 . 7 8 4 . 7 8 1 .5 8 1 .5 0 0 86.6 0
6 772 500 500 1 0 1 0 1 1 0 1 0 84.7 0 84.7 0 8 1 .5 8 1 .5 0 86.6 0
7 500 1200 500 0 1 0 1 0 1 1 0 0 0 89.8 0 8 1 .5 0 8 1 .5 86.6 0 0
8 500 560 400 1 1 1 0 1 1 1 0 0 73 . 8 73 . 8 7 3 . 8 0 84.9 84.9 86.6 0 0
9 336 500 500 1 1 1 0 1 1 0 0 1 80.7 80.7 80.7 0 8 1 .5 8 1 .5 0 0 86.6
10 500 560 688 0 1 1 1 1 0 1 0 0 0 86.4 86.4 7 6 . 9 76 . 9 0 86.6 0 0

As can be seen from Table III that the required power
varies with the operating conditions, thus, it is impossible to
implement high power generation efficiency under different
operating conditions if generator with the same rated power
is used. With the proposed method, the optimal combination
of rated power and unit commitment of generators can be
derived by the genetic algorithm. The analysis results of the
first 10 optimal combinations are shown in Table V. In the
analysis, the number of generators to be installed is 3. It can
be seen from Table V that the optimal solution is
336/500/612kW, and all three generators must be switched
in operation during the condition of departure (about 12
hours). If the result is not acceptable, as the owner has
stand-by generator safety considerations, the generator
sIZIng combination can be 500/5001nOkW. This
combination only requires two generators in the condition
of departure. However, the operation and maintenance costs
resulted from the increased generator rated power may be
increased. Differing from the traditional design method, the
proposed method can provide different combinations of
generators for the engineers, which can be used to match
individual owner's special needs.
Based on the optimal solution of 336/500/612kW in Table
V, the electrical load analysis result using Model-C is
shown in Table VI. With the computational procedure
mentioned above, the electrical load analysis with
considering power generation efficiency and an accurate
load model for power pumps can be performed and the
optimal solution is 336/5001nOkW, as shown in Table VIT.
lt can be seen from Table VII that with the optimal solution,
the maximum efficiency occurs during the condition of
departure, which is about 87.54%, when the 500kW and
nOkW generators are switched in operation. From Tables
VI and VIT, it is observed that the determination of sizing of
generators is closely related to the unit commitment and
required power under different operating conditions. For
example, in the condition of departure, the total required
powers for Model-C and Model-D are 1078kW and 1068kW,
respectively. The number of generators in operation is 3 and
2, respectively, which are 336kW/500kW/612kW and

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Page 9 of 11 2015-PSEC-0035

500kW1720kW and the load factors of generators are
74.44% and 87.54%, respectively. For the condition of
cargo handling, the total powers for Model-C and Model-D
are 815kW and 724kW, respectively. There are two
generators in operation, which are 336kW/612kW and
336kW/500kW, respectively. The load factors of generators
are 85.97% and 86.60%, respectively. Test results have
shown that for obtaining better analysis results, the load
model should be carefully studied and considered together
with unit commitment in the electrical load analysis.
Based on the unit cost of fuel oil and annual voyage data
provided by the owner, the analysis results using Model-A,
Model-B, Model-C, and Model-D, as shown in Tables ITI,
IV, VI, and VII, are converted into monetary values for
comparisons. Using the annual generation fuel cost for
Model-A as a basis, the annual energy-saving benefit and
percentage using Model-B, Model-C, and Model-D are
calculated. The results are shown in Table VITI. As can be
seen from Table VITI, the fuel cost per voyage for Model-A
is 3,9041.35 USD. The required power under the condition
of cargo handling for Model-B is reduced by almost 100kW
after performing an accurate estimate in power required for
ballast pump motor. Thus, the fuel cost per voyage is
1,334.83 USD lower than Model-A. If there are 12 voyages
in a year, the annual power generation fuel cost can be
reduced by 16,017.96 USD, for an energy-saving percentage
of 3.42%. For Model-C, the rated powers of generators are
changed from 72017201720kW of Model-A to
336/500/612kW. The required generation fuel decreases as
the power generation efficiency increases. The fuel costs can
be reduced by 3,864.78 USD for one voyage, and the annual
cost can be reduced by 46,377.36 USD, for an energy-saving
percentage of 9.90%. It is noteworthy that the generator
rated powers of 336/500/720kW for Model-D are larger
than those for Model-C; however, the unit commitment
significantly depends on the optimum operating efficiency
of generators, while scheduling aims at minimization of fuel
costs. The analysis results showed that with Model-D, the
fuel cost per voyage and annual fuel costs are 5,562.19 USD
and 66,746.28 USD lower than Model-A. The energy­
saving percentage is 14.25%, which is higher than Model-B
and Model-C.

TABLE VI
ELECTRICAL LOAD ANALYSIS RESULT USING MODEL- C
Load Analysis at Each Operating Normal at Sea Departure Cargo Handling In/Out Port Emer ency
Condition Cont. Int. Cont. Int. Cont. Int. Cont. Int. Cont. Int.
Required Power (kW) 545 1 29 1030 96 725 180 330 205 1 43 3
Diversity Factor 1 2 1 2 1 2 1 2 1 2
Necessary Power (kW) 545 65 1030 48 725 90 330 1 03 1 43 1
Grand Total (kW) 610 1078 815 433 144
Shaft Generator (kW) 720 - - - -

No. 1 Diesel Generator (kW) - 612 612 - -

No.2 Diesel Generator (kW) - 500 - 500 -

NO. 3 Diesel Generator (kW) - - -

336 336
(Standby)
Emergencv Generator (kW) - - - - 170
Total Power Supply (kW) 720 1448 948 500 170
Load Factor (%) 83.33 74.44 85.97 86.60 8 47 1
Spinning Reserve Rate (%) 1 8 .0 3 34.32 1 6.32 1 5 .47 1 8 .06

TABLE VII
ELECTRICAL LOAD ANALYSIS RESULT USING MODEL-D
Load Analysis at Each Operating Normal at Sea Departure Cargo Handling In/Out Port Emer ency
Condition Cont. Int. Cont. Int. Cont. Int. Cont. Int. Cont. Int.
Required Power (kW) 535 1 29 1 020 96 634 180 330 205 1 43 3
Diversity Factor 1 2 1 2 1 2 1 2 1 2
Necessary Power (kW) 535 65 1 020 48 634 90 330 1 03 143 1
Grand Total (kW) 600 1068 724 433 144
Shaft Generator (kW) 720 - - - -

No. 1 Diesel Generator (kW) - 720 - - -

No.2 Diesel Generator (kW) - 500 500 500 -

NO. 3 Diesel Generator (kW) - - - -

336
(Standby)
Emergencv Generator (kW) - - - - 170
Total Power Supply (kW) 720 1220 836 500 170
Load Factor (%) 83.33 8 7 . 54 86.60 86.60 8 47 1
Spinning Reserve Rate (%) 20.00 1 4 .23 1 5 .47 1 5 .47 1 8 .06

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 2015-PSEC-0035 Page 10 of 11

TABLE VIII
COMPARISONS OF ENERGy - SAVING BENEFITS USING DIFFERENT DESIGN MODELS
Desit,'Il Models Model-A Model-B Model-C Model-D
Rated Power of
72017201720 72017201720 3 3 6/500/6 1 2 3 3 6/5001720
No. I/No. 2iNo. 3 Gen. (kW)
Cargo Cargo Cargo Cargo
Operation Conditions Dept In Port Dept In Port Dept In Port Dept In Port
Hand. Hand. Hand. Hand.
Rlmning T imes (hours) 12 96 228 12 96 228 12 96 228 12 96 228
Total System Demand and
1 078 815 433 1068 724 433 1 078 815 433 1 068 724 433
Loss (kW)
1 0 1 0 0 1 0 1 1 0 0 1 0
Gen.
tic; 2 1 1 1 1 1 1 1 0 1 1 1 1
No.
3 1 0 0 1 0 0 1 1 0 1 0 0
1 0 407. 5 0 0 362 0 250. 1 4 288.86 0 0 290. 99 0
Rated Power Gen.
2 539 407. 5 433 534 362 433 372.24 0 433 437. 7 1 433 . 0 1 433
(kW) No.
3 539 0 0 534 0 0 455.62 526 . 1 4 0 630.3 0 0
1 0 56.6 0 0 50.28 0 74.45 85 . 97 0 0 86.6 0
Loading Gen.
2 74. 86 56.6 60. 14 74. 17 50.28 60. 1 4 74.45 0 86.6 87.54 86.6 86.6
(%) No.
3 74. 86 0 0 74. 17 0 0 74.45 85 . 97 0 87.54 0 0
1 0 90. 6 1 0 0 90.35 0 90.95 9 1 . 03 0 0 9 1 . 03 0
Efficiency Gen.
2 90.96 90. 6 1 90. 7 1 90.95 90.35 90.71 90.95 0 9 1 .03 9 1 .04 9 1 . 03 9 1 . 03
(%) No.
3 90.96 0 0 90.95 0 0 90.95 9 1 . 03 0 9 1 .04 0 0
1 0 287.72 0 0 296.94 0 26 1 . 42 255.47 0 0 255.45 0
FOCR Gen.
2 26 1 . 0 1 287.72 2 8 1 . 96 26 1 . 7 1 296.94 28 1 . 96 26 1 . 42 0 255.45 255.46 255.45 255.45
(gkWh) No.
3 26 1 . 0 1 0 0 26 1 . 7 1 0 0 26 1 . 42 255.47 0 255.46 0 0
1 0 12.42 0 0 1 1 .42 0 0 . 86 7.78 0 0 7 . 84 0
FOC Gen.
2 1 . 86 12.42 30.69 1 . 84 1 1 .42 30.69 128 0 27.70 1 . 47 1 1 .67 27.70
(Ton) No.
3 1 . 86 0 0 1 . 84 0 0 1 . 57 14. 1 8 0 2 . 12 0 0
1 0 8 1 86.28 0 0 7526. 87 0 568.57 5 1 28.6 0 0 5 1 65.75 0
Fuel Cost Gen. 1 8256.3
2 1223 . 14 8 1 86.28 20222 . 5 1 2 1 5 . 1 4 7526. 87 20222 . 5 846.08 0 1 8256.32 9 7 1 . 3 7687. 1 2
($) No.
3 1223 . 14 0 0 1215. 14 0 0 1035.6 934 1 . 3 9 0 1398.67 0 0
Fuel Cost ($/vovage) 3904 1 . 3 5 37706. 52 3 5 1 76 . 57 33479. 16
Annual Fuel Cost ($/year) 468496. 2 452478. 24 422 1 1 8 . 84 401749.92
Energy-Saving Benetit
N/A 1334.83 3864.78 5562. 1 9
($/vovage)
Annual Energy-Saving
N/A 1 60 1 7 . 96 46377.36 66746.28
Benetit ($/year)
Energy-Saving Percentage
N/A 3 . 42 9.90 14.25
(%)

V . C ONCLUSIONS REFERENCES

A new method for ship electrical load analysis considering
power generation efficiency has been proposed. An accurate
analytical load model was derived for evaluating required
power for pumping systems on ships. A mathematical
model was also derived for the generator efficiency and fuel
consumption rate as a function of the generator load factor.
Load analysis of a practical ship power system confirmed
the power required for different types of pumps driven by
motors, which had been estimated theoretically. The test
results indicated that an estimate in power required for
pump loads can have a significant impact on the load
analysis. The results also showed that for obtaining better
analysis results, the load model should be carefully studied
and considered together with unit commitment in the load
analysis. Because of this, a load analysis with large energy­
saving benefits originates from relatively more accurate load
model and proper generator sizing and unit commitment, as
observed in the load analysis results.
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analysis for marine vessels," in Proc. OjJShore Technology Conference,
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[9] M. H. DeGroot and M. I Schervish, Probability and Statistics (4tl' ed.),

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BIOGRAPHIES
C hun-Lien Su ( S ' 97-M' 0 1 -SM' 1 3) received the Diploma of Electrical
Engineering from National Kaohsiung Institute of Technology, Taiwan, the
M . S . and Ph.D. degrees in Electrical Engineering from the National Sun Yat­
Sen University, Taiwan in 1 9 92, 1 9 97, and 200 1 , respectively. Since 2002,
Dr. Su has been with the National Kaohsiung Marine University, Taiwan and
is now Professor of the Marine Engineering Department H is main areas of
interest are power system analysis and computing, power quality, and ship
power and electrical systems.

C hi-Hsiang Liao received the B . S . and M. S . degrees in Marine Engineering

of National Kaohsiung Marine University, Taiwan in 20 1 1 and 2 0 1 4,
respectively. He was appointed as First Marine Engineer in fleet of China Steel
Express (CSE) Corporation, Taiwan in 2006 and is now Chief Marine
Engineer ofCSE Corporation.

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