CO2 Emission and Fuel Consumption Evaluation
for Variable-Speed Diesel Generators and DC grids
for Ship Power Systems
G. T. T. Vieira∗ , M. B. C. Salles∗ , Renato M. Monaro∗ and Bruno S. Carmo†
Laboratory of Advanced Electric Grids (LGrid)∗ , Department of Mechanical Engineering†
Escola Politécnica
University of Sao Paulo
Abstract—This paper aims at investigating the CO2 emission,
the fuel consumption, the energy contribution and the time
connection of each generator in standards routes of a Platform
Supply Vessel (PSV) using direct-current (DC) distribution sys-
tem. Since the majority of the PSVs work with AC distribution
grids, in this paper we trace a comparison between both dis-
tribution systems. The PSV has four 1850kW diesel generators,
two 450kW auxiliary diesel generators and two batteries. The
diesel generators operate at variable speed through an AC-DC
converter and the batteries are connected to the DC grid through
a DC-DC converter. The propulsion system is connected to the
AC grid through an AC-DC-AC converter and is composed by
two bow thrusters and two azimuth thrusters, The base loads
and the service loads represents the other loads that a ship can
have such as GPS, radars, hospitality and lighting. The results
of this paper are obtained with HOMER energy. Moreover, the
benefits obtained of operating the PSV’s with DC distribution
system are enumerated.
I. I NTRODUCTION
During the last decades, many discussions and agreements
have been driven by the regulation of the shipping sector to
establish emission limits[1]. Even though these agreements
have move very forward on the CO2 emission reduction field,
some transport sectors such as shipping and aviation were
left unregulated. This regulation vacuum has been filled by
some international agencies and organizations such as DNV-
GL, Lloyds Register and International Maritime Organization
that have developed various standards, in the last decade,
requiring from the engines and ships manufacturers to lower
CO2 emission on ships[2]–[4].
The emissions from the shipping sector have reached around
2% of the global CO2 emissions, placing the shipping sector at
the eighth biggest emitter either considering European union as
one emitter or considering all the countries of this economical
group separated [1]. The concern got the attention because of
intense growth in the last two decades[5].
Considering the contrast between the CO2 emissions from
ships and for countries, we can analyze the perspective for
the shipping sector in the next years. According to [6], it is
predicted that the seaborne trade will have an annual growth
of 3.2% from 2018 to 2022. It will force the shipping industry
to act in order to achieve the targets of emission imposed by
the International Maritime Organization (IMO). On April 2018
IMO has announced that by 2050 the shipping sector should
978-1-7281-1356-2/19/$31.00 ©2019 IEEE 544
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cut by 50% its CO2 emissions. This agreement will be revised
by 2023 after the greenhouse gas studies that will happen from
2019 to 2022 [7].
100
Thousand Barrels per Day
80
60
40
20
0
00
05
10
15
80
85
90
95
20
20
20
20
19
19
19
19
Year
Fig. 1. Number of Oil barrels produced worldwide during the last 37 years.
Data acquired from [8]
Looking at Fig. 1 it is possible to see that the worldwide
production of oil barrels has increased in the last decades.
From 2007 to 2017, there was a growth of 14.93%, it can be
understood as an increase in efficiency of the platforms or as
an increase of the number of platforms. The main motivation
for this study is to shed light on the discussion about the use
of advanced energy storage systems and the use of DC grids
in ship power systems to contribute to the reduction of the
CO2 emissions and to diminish its fuel consumption.
Considering that the number of offshore platforms will
increase, the need for missions required to supply them will
also increase. The Platform Supply Vessels (PSV) is a type of
ship designed to transport goods from platform to the port and
vice-versa and is the focus of this study. We consider a real
oil basin located at Campos in the state of Rio de Janeiro in
which the PSVs is used to support at least three oil extraction
platforms in a mission[10].
In [9] is shown the geographical placement of some oil
extraction platforms in the Campos basin, these placements
were used to determine routes and missions of the PSV’s
used in this work. Two routes were designed considering
that the PSV would support three platforms in each mission.
Moreover, in this work two power systems designed were
considered, DC and AC, both configurations have the same
arrangement: four 1850kW diesel generators, two 450kW
 150
Facilities
Macae DP

125 Facilities Chosen Facility 5

Route 1 DP
Route 2 DP Facility 4
Distance [km] 100

75 Facility 3
DP

LP

50 Reduced
Speed
Zone
DP
Facility 2
DP
25
Facility 1

0
0 50 100 150 200 250
Distance [km]

Fig. 2. Geographical position of oil extraction platforms at the Campos Basin. Adapted from [9]

auxiliary diesel generators and two batteries. There are two moment where the cargo is moved between PSV and platform.
loads bow thrusters, two azimuth thrusters, one equivalent This mode of operation requires engines running at the same
service load, that, in general, represents hospitality and lighting time in order to keep the reliability of the power supply in
and a base load such as Dynamic Positioning (DP) control, case of a failure. In case of a failure in one engine, the other
radar and GPS. engines are used to take care of the DP operation and move
the ship away from the platform.
II. PSV M ISSION
As can be seen in Fig. 2, both routes 1 and 2 consider a TABLE I
S UMMARY OF ROUTE 1
reduced speed zone that has been one of the approaches used
in ports around the world aiming at the reduction of CO2 Starts at Finishes at Distance Duration Load
emissions closer to the city [11], [12]. We assumed that the Macae Platform 5 222 8 Fully Loaded
radius of the reduced speed zone designed would be 15 km of Platform 5 Platform 4 25 1 Fully Loaded
Platform 4 Platform 2 76 3 Partially Loaded
length and in this area the ships would keep the speed under Platform 2 Macae 191 7 Partially Loaded
8 knots. The routes are described in the following subsections
and they are also summarized in Table I and Table II. Then the ship moves 25 km partially loaded to Facility 4 and
To pursue the analyses done in this paper, we have calcu- start the DP operation again. After that, the ship moves 76 km
lated the demand required from the generators during all the partially loaded to Facility 2 and stops nearby the platform and
operations done by the PSV during the missions done in route starts the DP operation. As it is the last trip, the PSV goes back
1 and in route 2. Moreover, this demand was added to the 190 km to the Macae Port, fully loaded. When the PSV is at 20
HOMER software and the specific fuel oil consumption, de- km from the final destination at the port, it receives a message
scribed later in this paper, was inserted to the diesel generators from the operators of the port to wait for the availability to
models. HOMER does energetic analysis and does not model receive its loads. So the ship stays in stand-by during 2 hours
the losses of the converters. The battery considered has 1MW until the port is available.
/ 1MWh.
B. Route 2
A. Route 1 In the route 2, the PSV will pursue a total of 446 km.
In the route 1, the PSV will pursue a total of 513 km. As in route 1, the vessel will sometimes be fully loaded and
In this mission the vessel will sometimes be fully loaded and sometimes partially loaded. In this route, the ship also starts
sometimes partially loaded, it impacts the total power required the mission at the Macae Port but moves towards the Facility
to move the ship at 10 knots (the ship service speed outside the 1, partially loaded. After traveling 127 km, the ship arrives at
reduced speed zone). The ship starts the mission at the Macae the platform located at the Facility 1 and starts doing the DP
Port and moves towards the Facility 5 fully loaded, the ship operation.
goes through 221 km which is the longest pathway of both Then the ship moves 79 km fully loaded to Facility 3 and
routes. Then when the ship arrives at the platform located at starts again the DP operation. After that, the ship moves 36
the facility 5 and starts doing the DP operation which is the km partially loaded to Facility 4. When the PSV arrives at

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 Facility 4 it stops by the platform and starts the DP operation. B. DC Configuration
As it is the last trip, the PSV goes back 201 km to the Macae The DC configuration has been investigated as an important
Port, fully loaded. When the PSV is at 20 km from the final alternative for new ships when the emissions and efficiency
destination at the port, it receives a message from the operators are taken into consideration. In this configuration, the diesel
of the port to wait for the availability to receive its loads. So generators are enable to operate with variable-speed through
the ship stays in stand-by for 1 hour until the port is available. an AC/DC converter [13]. In this configuration, the diesel
generators can generate variable voltage and frequency in its
TABLE II terminal according to a maximum efficiency point of operation
S UMMARY OF ROUTE 2 curves. In Fig. 4 is shown the diagram of the DC configuration.
Starts at Finishes at Distance Duration Load
Macae Platform 1 128 5 Fully Loaded
4 x Variable-Speed
Platform 1 Platform 3 79 3 Fully Loaded
Diesel Generators (1.85 MW)
Platform 3 Platform 4 37 2 Partially Loaded
Platform 4 Macae 202 8 Partially Loaded

III. S HIP P OWER S YSTEMS

The PSV used in this work has four 1850kW diesel gen- AC AC AC AC
DC DC DC DC
erators, two 450kW auxiliary diesel generators, two batteries, DC-Bus DC-Bus
two bow thrusters, two azimuth thrusters, a service load and a DC DC DC DC DC DC DC
AC AC AC DC AC AC AC

base load. More details of the configuration are presented in

the following items. MOT MOT
Battery MOT MOT

1MW
1MWh
Service Base
A. AC Configuration Bow Azimuth Load
300kW
Load Bow Azimuth
Thruster Thruster 750kW Thruster Thruster
910kW 2MW 910kW 2MW
Side A Side B
4 x Diesel Generators (1.85 MW)

Fig. 4. Diagram of the DC shipboard power system. Both sides of the power
system have propulsion loads that can have a considerable variation of the
demand required and vary according to the operator requirements. Moreover,
there are and electrical loads such
AC-Bus AC-Bus

The use of DC distribution system has various advantages

AC
such as improvement of the efficiency of the generators, it
MOT MOT DC MOT MOT
Service
Base
also has space and weight saving considering that there are no
Load
300kW Battery Load AC breakers that must be installed in the main switchboard.
750kW
Bow Azimuth Bow Azimuth Moreover, in the ship operating with the DC distribution grid,
Thruster Thruster Thruster Thruster
910kW 2MW 910kW 2MW the installation of batteries through a DC/DC converter is easy
Side A Side B
to be installed and the global efficiency of the battery system
is increased[14].
Fig. 3. Diagram of the AC shipboard power system. Both sides of the power In [15], the authors have presented a guide for applying
system have propulsion loads that have variable speed and are connected DC distribution grids in marine power systems. It indicates
through an AC-DC-AC converter, these loads have a considerable variation
of the demand required and vary according to the operator requirements.
some regulations that are applied in ship power systems for
Moreover, there are electrical loads such as service and base loads that are protection, cables, power quality, etc.
usually constant during the ship mission. The battery is connected to the AC In [16] is also presented some gains of using DC distribution
bus using a AC/DC converter and can be used on both sides of the system.
system such as: Source and Loads do not need phase an-
gle synchronization; The elimination of frequency constraints
The AC configuration is very known since the majority of could reduce the size and weight of the generators; The power
vessels use this configuration. Moreover, it is designed for flow can be better managed and the fault currents can be
provide reliability to the PSV since we have two identical limited in emergency conditions. Moreover, this paper shows
systems (Side A and Side B). In Fig. 3 is shown the AC a modeling of a DC ship power system, the modeling is also
configuration of the ship power system. the focus of [17] and [18].
Using the AC distribution grid implies that the connection of
batteries should be through a DC/AC converter. The thrusters C. Diesel Generator Consumption and Emissions
operate with variable speed and are connected through a In Fig. 5 are shown the Specific Fuel Oil Consumption
rectifier back-to-back converters based on IGBTs. (SFOC) curves for fixed and variable speed diesel generators.

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 220 There are slight differences between the power demand
AC Diesel Gen. Consump. Curve required in route 1 and route 2. Whereas the average power
DC Diesel Gen. Consump. Curve
210 required in route 1 is 1796.4 kW in route 2 it is 1742.1 kW.
Diesel Consumed

Moreover, the maximum power required in route 2 is 5289.1

kW whereas in route 1 it reaches 6331.2 kw. On the other
(g/kWh)

200
hand, the minimal power required from route 1 is lower than
the minimal power required from route 2, whereas in route 1
190 it requires 253 kw in route 2 the minimal is 336 kW.
IV. R ESULTS
180
The results obtained in this paper are separated in two
0 20 40 60 80 100
Nominal Power subsections, named as CO2 emissions and reduction of fuel
(%) consumption, that were designed to investigate the impacts of
the configurations studied in this paper in these results.
Fig. 5. Specific Fuel Oil Consumption for fixed and variable speed diesel
generators, that will operate on an AC and DC grid, respectively. DC curve A. CO2 Emission
adapted from [13] and AC curve adapted from [19] .
The first discussion in this paper considers the CO2 Emis-
As can be seen for high loads, from 80% to 100% of the sion which is the most significant if we consider the back-
nominal power, both generators perform close to its maximum ground mentioned in the motivations. The total emission by
efficiency, on the other hand if we analyze for lower values each configuration is determined and its results are shown in
of power generation we can see a huge difference of diesel percentages comparing to the configuration that achieved the
consumed per kWh, this difference can reach around 11% at lowest emissions.
its maximum.
Route 1
D. Ship Power Demand in Routes 1 and 2
In Fig. 6 is illustrated the power demand required from the 20 DC - 4x1850kW + 2x450kW
Emission reduction (%)

ship loads during the mission designed in Fig. 2. As can be DC - 4x1850kW

DC - 4x1850kW + Batt
seen, both routes are performed in the same period of time, 15
14.85% 14.85%
14.44% 14.36%
DC - 4x1850kW + Batt + 2x450kW
AC - 4x1850kW + Batt + 2x450kW
124 hours. AC - 4x1850kW + 2x450kW
AC - 4x1850kW + Batt
Route 1 10

10 Loading in Port
Reduced Speed Zone
Laden Voyage 5
Ship Demand

8 Dynamic Positioning 3.77%

3.56%
Stand-by
Partial Load Voyage
(MW)

6 0.55%
4
2 Fig. 7. The reduction of emission, when route 1 is analyzed, between
0 each configuration shown at the legend and the base configuration that is
0 20 40 60 80 100 120 the AC configuration with only 4x1850kW diesel generators, which is the
Time (h) configuration that has been used in ships. The amount of CO2 emitted during
the mission pursued in route 1 by the ship with the AC configuration with
only 4x1850kW diesel generators was 140.08 tons.
Route 2
Loading in Port
10 Reduced Speed Zone As can be seen in Fig. 7, the configuration composed by 4 x
Laden Voyage
1850kW diesel generators and 2 x 1850kW diesel generators
Ship Demand

8 Dynamic Positioning
Stand-by
Partial Load Voyage
is the configuration that has the lowest CO2 emission. In Fig.
(MW)

6
4 7 is also shown the huge variation between the configurations
2 that used DC and the configurations that used AC. Moreover,
0
is presented that the impact of the battery connection in the AC
0 20 40 60 80 100 120 and in the DC configuration is slightly different. Whereas, in
Time (h) AC configurations, the battery can reduce the CO2 emissions
Fig. 6. Power demand required from the ship loads during the missions in all configurations, in DC configuration the battery cause a
performed in Route 1 and Route 2. minimal increase in emissions, around 0.45%.
Fig. 8 shows the same comparison but focused on Route
Based on the load profile the simulations were performed 2, it shows results very close to the results presented in
considering AC and DC configurations aiming at analyzing Figure 7. Moreover, as can be seen in Fig. 7 and Fig. 8,
the emissions, the fuel saved and the participation of each although the insertion of 2 x 450kW diesel generators in DC
generator considering energy generated and time of operation. configurations presents a reduction of the emissions in route 2

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 it is not numerically lower than the reduction that this insertion
provides in an AC configuration. The connection of 2 x 450kW
diesel generators should be decided taking into consideration
others factors such as cost of the 450kW diesel generators,
benefits of balancing the other generators dispatch during the
mission.
Route 2
20
Emission reduction (%)
around 2.633 kg/liters of fuel. Moreover Fig. 9 and Fig. 10
are designed to show the real values of the fuel consumed
during routes 1 and 2, respectively.
Even though is shown in Fig. 10 that the DC configuration
with 4x1850kW diesel generators presents the same fuel
consumption as the DC configuration with 4 x 1850kW and
2 x 450kW diesel generators it is not true, the difference is
very minimal (43.957 x 43.960) but it exists and that is why
we have placed the DC configuration with 4 x 1850kW and 2
DC - 4x1850kW + 2x450kW
DC - 4x1850kW
x 450kW diesel generators as the first column of the graph.

DC - 4x1850kW + Batt
DC - 4x1850kW + Batt + 2x450kW
15 14.56% 14.55% 14.18% AC - 4x1850kW + Batt + 2x450kW
Route 2
13.15% AC - 4x1850kW + 2x450kW
AC - 4x1850kW + Batt
DC - 4x1850kW + 2x450kW
10 DC - 4x1850kW
DC - 4x1850kW + Batt
DC - 4x1850kW + Batt + 2x450kW
AC - 4x1850kW + Batt + 2x450kW
5 3.58% 3.42% 55 AC - 4x1850kW + 2x450kW
AC - 4x1850kW + Batt

Fuel Consumed (103 liters)

AC - 4x1850kW
0.35% 51.27 51.45
49.60 49.69
50
Fig. 8. The reduction of emission, when route 2 is analyzed, between
each configuration shown at the legend and the base configuration that is 45 43.96 43.96 44.15 44.68
the AC configuration with only 4x1850kW Diesel Generators, which is the
configuration that has been used in ships.The amount of CO2 emitted during
the mission pursued in route by the ship with the AC configuration with only
40
4x1850kW diesel generators was 135.46 tons.

The AC configuration with only 4x1850kW diesel genera-

tors that presented the worst results in both routes studied in
Fig. 10. uel consumed per each generator-set analyzed in this paper during
this paper emitted 140.08 tons in route 1 and 135.46 in route the mission performed in Route 2.
2.
B. Reduction of Fuel Consumption V. C ONCLUSIONS
In this section, we show the values of the fuel consumed in In this paper we have performed several simulations using
routes 1 and 2. various AC and DC configurations, the results of these simula-
tions provided information of CO2 emission, the percentage of
Route 1 fuel saved from the change from AC to DC, and the percentage
of participation in energy and in time connection of each
DC - 4x1850kW + 2x450kW
DC - 4x1850kW generator. Although, the individual analysis of each result does
DC - 4x1850kW + Batt
DC - 4x1850kW + Batt + 2x450kW
not provide a configuration that presents the best results for all
AC - 4x1850kW + Batt + 2x450kW the analyses we can evaluate the benefits of each configuration
55 AC - 4x1850kW + 2x450kW
looking to gain of each element connected.
AC - 4x1850kW + Batt
Fuel Consumed (103 liters)

52.91 53.20
AC - 4x1850kW
51.19 51.31 The results for CO2 emission are clear to show that the
50 DC configuration provides a huge reduction of the emissions
in both routes analyzed in this paper. Moreover, is shown that
45.30 45.30 45.52 45.56
45 the configuration using four 1850kW and two 450kW diesel
generators outcome as being the best configuration, when the
configuration using only four 1850kW diesel generators was
40
used there was a minimal increase of the emission. The battery
combined to the four 1850kW diesel generators increased in
around 0.48% the emissions of CO2 , and the configuration
Fig. 9. Fuel consumed per each generator-set analyzed in this paper during with all the elements showed the worst results for the DC
the mission performed in Route 1. configuration. The conclusion of the CO2 emission is that the
DC configuration is much better and that from the emission
Since emissions and fuel consumed are directly connected point of view the battery does not bring benefits to the system.
we can see that the DC configuration also shows the best re- Further analysis should be done to determine if the batteries
sults when this parameter is investigated. The relation between can play the role of balancing the generators. Even though the
fuel consumed and CO2 emitted considered in this work is connection of batteries in DC configurations was proven as

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