Management Syst ems

i n
Pr oduc t i on Engi neer i ng

2012,No3(7),pp1217

Abstract:
Forthecalculaonofemissionofairpollutantsgeneratedbyshipsinportitisneeded,besidesotherthings,knowledge
oftheloadfactorofmarineauxiliaryengines.Thevalueofthisfactorinthereportsofglobalorganizaons,dealingwith
air pollutants emission from ships, is determined mainly on interviews with chief engineers on board. The paper
presentsthemethodofassessmentofthisfactorbasedonidencaontestsofmarineelectricpowersystemscarried
out by the authors. The obtained in this way results are compared with the values given in the global organizaons
reports.
ASSESSMENTOFMARINEAUXILIARYENGINESLOADFACTORINPORTS
INTRODUCTION
Theloadfactorofmarineauxiliaryenginesisoneofthe
basicinformaonforthecalculaonofairpollutantsemis
siongeneratedbyships.Theloadfactorsfordierenttypes
of ships, determining the results of emission calculaons,
areprovidedinvariousreportswithgreaterorlessapproxi
maon.
For auxiliary engines, reports of the world's organiza
ons, dealing with air pollutants emissions, present state
ments of load factors depending on the type of vessel and
operang condions [1, 2, 3]. These statements are pre
paredonthebasisofdatacollectedfromregistersofships,
log book records and interviews with captains of ships,
chiefengineersandocersofpilotstaons.
Table 1 provides a summary of auxiliary engines to the
main engine power raos and auxiliary engine load factors
inporthotelingmode(basedonthe[2]).
Determined in such a manner auxiliary engines load
factorsarenotveryprecise.Thisismainlyduetothelackof
empiricaldataonrealoperangloadvaluesofmarineelec
tricpowersystems[4].Thedatainthevarioustypesofre
ports sent periodically by chief engineers to ship owning
companies technical services, supervising the operaon of
ships, are too residual, as the authors wrote in the paper
[5]. In addion, the load of marine generang sets read
from power meters built in Main Switch Board (MSB) or
marine power plant alarm system control panel in Engine
ControlRoom(ECR)isnotequivalenttotheloadofauxilia
ry engines. The load ofauxiliary engine must be calculated
takingintoaccounttheengineexcesspowerfactortogen
eratorandtheeciencyofgenerator.Unfortunately,inthe
case of data collected by the ship classicaon sociees,
thereisnoinformaonontheeciencyofgenerators,the
auxiliary engines excess power factors to generators or
auxiliary engines connuous power, but only a nominal
value of generang sets acve power, understood as the
acve power of generators. Therefore, auxiliary engines
load factors given in table 1 corresponds more to the load
factorofgenerangsets(generators).
Therefore, the authors developed a method for deter
miningtheloadfactorsofmarineauxiliaryenginesinports
inhotelingmodefordierenttypesofshipsbasedoniden
caon tests of marine electric power systems load. De
scripon of the method and the results are presented be
low.
GrzegorzNICEWICZ,DariuszTARNAPOWICZ
MarimeUniversityofSzczecin
Keywords:airpollutantsemissionsfromshipsinports,auxiliaryenginesloadfactor
ShipType
AveragePropulsion
Engine(kW)
AverageAuxiliaryEngines
AuxiliarytoPropul
sionRao
AuxiliaryEngineLoad
Factorinporthotel
ingmode
PowerEach(kW) TotalPower(kW) EngineSpeed
AutoCarrier 10700 983 2850 Medium 0.266 0.24
BulkCarrier 8000 612 1776 Medium 0.222 0.22
ContainerShip 30900 1.889 6800 Medium 0.220 0.17
PassengerShip 39600 2.340 11000 Medium 0.278 0.64
GeneralCargo 9300 612 1776 Medium 0.191 0.22
Miscellaneous 6250 580 1.680 Medium 0.269 0.22
RORO 11000 983 2850 Medium 0.259 0.30
Reefer 9600 975 3900 Medium 0.406 0.34
Tanker 9400 735 1985 Medium 0.211 0.67
Table1
Auxiliaryenginepowerraosandauxiliaryengineloadfactorinporthotelingmode[2]

ManagementSystemsinProduconEngineering3(7)/201213
G.NICEWICZ,D.TARNAPOWICZAssessmentofmarineauxiliaryenginesloadfactorinports
Therefore, the authors developed a method for deter
miningtheloadfactorsofmarineauxiliaryenginesinports
inhotelingmodefordierenttypesofshipsbasedoniden
caon tests of marine electric power systems load. De
scripon of the method and the results are presented be
low.
IDENTIFICATIONTESTSOFMARINEELECTRICPOWERSYS
TEMSLOAD
The reasons for undertaking the idencaon test of
marine electric power systems load and the problems ari
sing from their conduct were widely described by authors
in [4]. In connecon with the implementaon of the inter
naonal project: BSR InnoShip: Balc Sea Cooperaon for
Reducing Emissions ship and port through knowledge and
innovaon in the Marime University of Szczecin, there
wasaneedtousetheresultsofidencaontestsofmari
ne electric power systems load to determine the empirical
loadfactorofmarineauxiliaryengines.
IntheMarimeUniversityofSzczecintheidencaon
tests of marine electric power systems (MEPS) load were
carried out on various types of transport vessels operang
by foreignand domesc shipowners. The study were con
ducted in the years 20022007, registering the load of
MEPS in all typical operang states for a given ship and in
dierent condions of climate and weather. There were
analyzed 14 types of vessels, that had sister units, built in
theyears19772005:threeofthemintheyears19771980,
twointheyears19801990,fourintheperiodfrom1990to
2000andveaer2000.Shipsbuiltbefore1977andcove
redbyidencaontestsofmarineelectricpowersystems
load were not included in the analysis, although they are
currently sll in operaon, assuming that the age of the
ship may not exceed 30 years. The vessels were built in
shipyards in Bulgaria, China, France, Japan, Yugoslavia,
SouthKorea,Germany,Norway,PolandandTaiwan.
14 types of vessels includes six various size container
ships (7500 TEU1100 TEU), two types of semicontainer
ships, three types of bulk carriers and one type of general
cargo vessel, tanker DP2 and chemical tanker. Total length
ofthevesselsrangesfrom72mto300m.Powerrangof
main engines ranges from 1 470 kW to 69 440 kW. As the
mainpropulsionunitontentypesofvesselswasusedalow
speed engine and a medium speed engine on remaining
four vessels. As a propeller in ten cases was used xed
screwpropellerandintheothercasescontrolpitchpropel
ler.Directdriveofpropellerwasusedonninetypesofships
and indirect drive on the other ve (four geareddown
drivesandonehydrodynamiccoupling).Inaddion,oneof
thevesselswasequippedinemergencypropulsionbyusing
shageneratorasanelectricmotor.
Eleven ships were equipped with thrusters. In most ca
ses (nine ships) there was installed a single bow thruster.
Only on two types of vessels (one of the container ships
and tanker DP2) there were bow and stern thrusters. On
tenshipsthethrustersdrivewasrealizedbymeansofelec
tricmotor.Inonecasethethrusterwasequippedwithhy
draulicdrive.
Someoftheanalyzedtypesofshipswereequippedwith
cargo handling equipment, allowing the handling of cargo
atportswithoutanadequatetechnologicalbackground.
Connuous recording of changes in MEPS load on ves
sels not equipped with modern computer systems aided
marine power plant operaon is impossible. Oen, even if
suchasystemexists,accesstothedatarecordedislimited.
On older systems not equipped with hard drives, like HMS
3000, the current load value is displayed on the control
panel, but is not stored in system memory. Systems with
builtinharddrivesdonotallowanordinaryuseranengi
neer to copy data directly from hard drive to removable
media,but they required forthis operaonregisteredpas
sword of system serviceman. Due to the fact that at the
same me, the system records a number of signicant pa
rameters in marine power plant operaon, even with to
day's hard drive capacity, hard drive free space is rapidly
lling. In pracce, to avoid periodic replacement of hard
drives, collected data is automacally reset at specied
intervals.
Forthesereasons,itisnecessarytosimplifyMEPSload
registraon. MEPS load changes during the established
hours can be treated as realizaons of the stochasc pro
cess and characterized by one specic value the maxi
mum consumed power during parcular hour. The maxi
mum power demand must be realized by generang sub
systemofMEPS,otherwiseacargoshipwillnotbeableto
implement all the tasks. Selecng any other single load
valueofMEPS,registeredduringconsideredrealizaonsof
the stochasc process (except the minimum value),
involves only general informaon about the changes of
power demand, because it should be treated as the cur
rentvalueoftheload.However,eventheesmaonofthe
averageloadduringtheestablishedhouronthebasisseve
ral or tens current values of the load or knowledge of the
minimum and the maximum values of power demand se
ems to be burdened with signicant error. This is due to
irregularprocessofloadchangesfortheestablishedhour.
The value of the maximumpower demand inMEPS oc
curringinconsecuveoperanghoursisarandomvariable.
Suchadenionoftherandomvariablecorrespondstothe
concept of the peak load P
s
for a given hour, commonly
used in the power industry. Assignment of this random
variabletoconsecuvespeciedmeintervals(established
operanghours)isknownastheempiricalmeseries[6].
Seleconofanhourasameintervalseemstobejus
ed for several praccal reasons. First of all, it allows to
conduct observaons of the load by an Engine Room crew
memberinawaythatdoesnotimpedetheprocessofma
rinepowerplantoperaonandisquitecomfortableforthe
observer, especially when it is not possibleto use automa
cloadrecordsduetolackofadvancedmonitoringsystem.
Italsoallowstotrackandpresentthedynamicsoftheload
changesduringthefollowinghoursofobservaonandena
bles assignment of consecuve operang hours to the re
specve occurred operang states, that have the greatest
impactontheloadofMEPS.Inthesteadyoperangstates,
duringtheseavoyage,mooringataportwithoutausageof
marinehandlingequipment,dri,orstopattheanchorage,
theloadofMEPSdoesnotchangedramacallyinthefollo
winghours,asopposedtodynamicoperangstates,when
the rapid changes in the load take place due to usage of
thrustersorshiphandlingequipmentandswitchingonthe
otherlargepowerreceivers.
ThepresentaonofthepeakloadsofMEPSintheform
oftheempiricalmeseriesrequiresausageofseveralsim
plicaons.Itshouldbeassignedtoanygivenhourofobse
rvaon a specied operang state corresponding to the

14ManagementSystemsinProduconEngineering3(7)/2012
G.NICEWICZ,D.TARNAPOWICZAssessmentofmarineauxiliaryenginesloadfactorinports
observedpeakload.Therefore,itisnecessarytoroundthe
duraon of the vessel operang states to the full hours.
Duetothefact,thatthemelimitsofoperangstatesare
inpraccecontractual,itdoesnotcauselargeerrors,espe
cially if usually the period of observaon of MEPS loads
lasts a few months and the number of hours varies from
severalhundredtoseveralthousand.
Moreover,whenconsideringtheempiricalmeseries,it
is impossible to give precise moments of switching on and
o generang sets or sha generators from the main bus
barsofMSB.Thus,thereisalsoaneedtoroundtheirope
rangmetothefullhours.
Theadoptedmethodologydoesnotallowtoanalyzethe
dynamicphenomenaoccurringinMEPSduringthesynchro
nizaonofgeneratorsandloadsharingbetweengenerang
setsintheparalleloperangmode.
For the measurements of the acve power, generated
bymarineelectricpowerstaon,itwasusedthemeasuring
apparatus,thatwasstandardequipmentofthevessel.Itis
covered by the supervision of classicaon sociees and
meetstheimposedrequirements.Moreover,inthecaseof
modernships,itmeetstherequirementsoffullredundancy
ofmeasurements.Thevalueofthecurrentloadofgenera
ng sets can be recorded by means of power meters loca
ted in ECR, local control panels of generang sets and on
thebridge.
DETERMINATIONOFTHEAUXILIARYENGINESLOADFAC
TORONTHEBASISOFTHEIDENTIFICATIONTESTSOFMA
RINEELECTRICPOWERSYSTEMSLOAD
The values of parcular generang set load, dened as
acvepowermeasuredontheMSBbusbars,weregivenas
fraconsofthegeneratorratedacvepower.Todetermine
the auxiliary engine load factor it is necessary to take into
account the eciency of the generator and the auxiliary
engineexcesspowerfactortotheratedacvepowerofthe
generator.
When ship stays in port, generally only one generang
set is in standalone operaon. Although in case of cargo
handling operaon, carried out by means of ships cargo
handling facilies, the parallel operaon of at least two
generang sets is needed. The empirical distribuon ofge
nerang sets load, obtained during standalone operaon
inports,forshipsinthestudy,werepresentedbymeansof
BoxandWhiskerplotsong.1.Inthecaseofvesselswith
generangsetsofdierentratedacvepower,g.1shows
thedistribuons forgenerang sets ofhigher ratedoutput
(GS HRO), and g. 2 shows the distribuons for generang
setsoflowerratedoutput(GSLRO).
Due to the illustraon of the achieved loads distribu
ons of the generang sets by means of BoxandWhisker
plotintroducedbyTukeyin1979itiseasytocomparetheir
measures of locaon, dispersion and asymmetry, that is
their minimal and maximal values, median and the upper
andlowerquarles.Thediversityofvaluesofthepeakload
of thegenerang sets is esmated by means of comparing
the length of four consecuve segments dening 25% of
the registered peak load value. The variety of 50% of the
most typical load values isprovedby thebox height of the
plotadequatetotheinterquarlerange.Butasymmetryof
the whole distribuon is evaluated by comparing so called
whiskers. If the upper whisker is longer than the boom
one thedistribuon is characterized by therighthand side
asymmetryandanalogically,iftheboomwhiskerislonger
than the upper one the distribuon has lehand side
asymmetry. Asymmetry among 50% of the most typical
peak load values is assessed due to the analysis of median
locaon. If the median is closer to the upper (third) quar
le,representedbytheuppersideoftheBoxandWhisker
plotthedistribuonofthepeakloadsinthemiddlepartis
lehandasymmetricandanalogically,ifthemedianisclos
ertotheboom(rst)quarlerepresentedbytheboom
side of the BoxandWhisker plot the distribuon of the
peakloadsinthemiddlepartisrighthandasymmetric.
Fig. 1. The empirical distribuons of generang sets load, obtained during standalone operaon in ports for various types of ships,
presentedbymeansofBoxandWhiskerplots

ManagementSystemsinProduconEngineering3(7)/201215
G.NICEWICZ,D.TARNAPOWICZAssessmentofmarineauxiliaryenginesloadfactorinports
Fig.2.Theempiricaldistribuonsofgenerangsetsoflowerratedoutputload,obtainedduringstandaloneoperaoninports,pre
sentedbymeansofBoxandWhiskerplots
Theempiricaldistribuonsofgenerangsetspeakload,
presenteding.1and2,werethebasisfortheanalysisof
auxiliaryenginesload,discussedlaterinthiswork.
The stascs of generang sets load distribuons are
presentedintable2,andthestascsforgenerangsetsof
lowerratedoutputarepresentedintable3.
Generang subsystems of MEPS on ships in the study
diersignicantlyinauxiliaryengineexcesspowertorated
acve power of generator. Auxiliary engine excess power
factor to generator (NM) ranges from 1.05 to 1.62. The
lowest values of the factor were recorded in ships built
aer2000.Adetailedlisngofthevaluesofthefactorwe
resummarizedintable4.Incaseofships,wheremorethan
onetypeofgenerangsetwasinstalled,respecvelymore
thanonevalueofthefactorwasgivenintable4.
Ship
type
Generangsetloadinstandaloneoperaoninports
mean median standarddeviaon minimum maximum _25% _75% numberofobservaons
I 0.372571429 0.36 0.037851648 0.34 0.46 0.34 0.42 105
II 0.628958785 0.62 0.0594814589 0.51 0.75 0.6 0.68 461
III 0.589751381 0.59 0.0593472719 0.45 0.73 0.59 0.59 362
IV 0.496153846 0.5 0.0678894274 0.36 0.64 0.47 0.53 13
V 0.657597403 0.65 0.118476468 0.48 0.91 0.55 0.76 154
VI 0.352734478 0.33 0.124891352 0.16 0.67 0.26 0.44 2271
VII 0.559751037 0.56 0.0481795348 0.49 0.72 0.53 0.58 723
VIII 0.534683794 0.53 0.0451268708 0.4 0.63 0.5 0.56 506
IX 0.360070671 0.37 0.0241308077 0.22 0.37 0.35 0.37 566
X 0.368217822 0.39 0.0558103223 0.29 0.44 0.29 0.42 101
XI 0.60587013 0.63 0.134031378 0.41 0.88 0.47 0.69 385
XII 0.433043478 0.42 0.114816206 0.29 0.63 0.38 0.58 115
XIII 0.570275862 0.56 0.0449674212 0.51 0.69 0.54 0.58 290
XIV 0.484736842 0.48 0.00512989176 0.48 0.49 0.48 0.49 19
Table2
Thestascsofgenerangsetsloaddistribuonsobtainedforstandaloneoperaoninports
Table3
Thestascsofgenerangsetsloaddistribuonsobtainedforstandaloneoperaoninports(forgenerangsetsoflowerratedout
putGSLRO)
Ship
type
GenerangsetloadinstandaloneoperaoninportsGSLRO
mean median standarddeviaon minimum maximum _25% _75% numberofobservaons
I 0.604823944 0.62 0.075277841 0.43 0.78 0.59 0.64 284
II 0.594034335 0.57 0.0676644779 0.53 0.69 0.53 0.69 233

16ManagementSystemsinProduconEngineering3(7)/2012
G.NICEWICZ,D.TARNAPOWICZAssessmentofmarineauxiliaryenginesloadfactorinports
Inordertodeterminetheauxiliaryengineloadfactor,it
is necessary to take into account the eciency of the gen
eratorandtheauxiliaryengineexcesspowerfactortorated
acve power of the generator in the individual generang
set. This requires the knowledge of the technical data of
auxiliaryenginesandgeneratorsingenerangsets.Assum
ingtheeciencyofgenerators
G
=0,95[7],auxiliaryengine
loadfactorisgivenbyformula:

where:
LF
AE
loadfactorofauxiliaryengine,
LF
GS
loadfactorofgenerangset(generator),

G
eciencyofgenerator(0,95),

NM
auxiliaryengineexcesspowerfactortogenerator.
As the load factor of the generang set (generator)
LFGSwasproposedthevalueofmeanormedianpresented
in table 2 and 3. By using the formula (1) auxiliary engine
load factor can be now calculated. Calculated in that way
theempiricalvaluesoftheauxiliaryengineloadfactorwere
presentedintable5and6.
IF
AE
=
IF
0S
n
0
o
NH

(1)
Table4
Auxiliaryengineexcesspowerfactor(
NM
)toacvepowerofgeneratoringenerangsetsonshipscoveredbyidencaontestsof
MEPSload
Shiptype Yearofbuilt Auxiliaryengineexcesspowerfactortogenerator
Icontainership7500TEU 2004
1.05
1.05
IIcontainership7500TEU 2005
1.05
1.05
IIIcontainership5500TEU 1999 1.40
IVcontainership3050TEU 2001 1.05
Vcontainership2200TEU 2003 1.06
VIcontainership1100TEU 1982 1.21
VIIsemicontainership 1986 1.62
VIIIsemicontainership 1979 1.25
IXbulkcarrier 1993 1.60
Xbulkcarrier 2003 1.10
XIbulkcarrier 2000 1.09
XIIgeneralcargovessel 1979 1.46
XIIItankerDP2 1993 1.07
XIVchemicaltanker 1979
1.11
1.26
Table5
AuxiliaryengineloadfactorinportonshipscoveredbyidencaontestsofMEPSload
AuxiliaryengineloadfactorinportLF
AE

Shiptype mean median
Icontainership7500TEU 0.374 0.361
IIcontainership7500TEU 0.631 0.622
IIIcontainership5500TEU 0.443 0.444
IVcontainership3050TEU 0.497 0.501
Vcontainership2200TEU 0.653 0.645
VIcontainership1100TEU 0.307 0.287
VIIsemicontainership 0.364 0.364
VIIIsemicontainership 0.450 0.446
IXbulkcarrier 0.237 0.243
Xbulkcarrier 0.352 0.373
XIbulkcarrier 0.585 0.608
XIIgeneralcargovessel 0.312 0.303
XIIItankerDP2 0.561 0.551
XIVchemicaltanker 0.460 0.455
AuxiliaryengineoflowerratedoutputloadfactorinportLF
AE

Shiptype mean median
Icontainership7500TEU 0.606 0.622
IIcontainership7500TEU 0.596 0.571
Table6
AuxiliaryengineoflowerratedoutputloadfactorinportonshipscoveredbyidencaontestsofMEPSload

ManagementSystemsinProduconEngineering3(7)/201217
G.NICEWICZ,D.TARNAPOWICZAssessmentofmarineauxiliaryenginesloadfactorinports
For small values of the auxiliary engine excess power
factor
NM
(1.051.10), i.e. when the diesel engine rated
powerwasfairlywelladjustedtotheratedacvepowerof
generatoringenerangsetandwitheciencyofgenerator
at 0.95, it can be assumed that the engine load is equal to
thegeneratorload.
If there is a need to express the auxiliary engine load
factor in percent of its rated power, then the formula (1)
takestheform:

andthevaluesgivenintables5and6mustbemulpliedby
100.
CONCLUSIONS
Presented in table 5 and 6, the auxiliary engine load
factors in port for ships covered by idencaon tests of
marineelectricpowersystemload,arehigherthantheval
ues given in table 1. However, it is necessary to note that
the values given in table 1 were analyzed stascally for a
bignumberofsimilarunits,whilethedataintables5and6
relate to specic individual ships or sister ships. These fac
torsmaybehigherduetotheusageoftheshipscargohan
dlingequipmentinports,whichsomeoftheanalyzedships
wereequippedwith.
The proposed method for determining the auxiliary en
gines load factors in ports is certainly more reliable than
the methods of data collecon based on interviews with
chiefengineers.Inthelongmeperspecve,accesstodata
on generang sets load will be facilitated with the use of
universal already on board the satellite communicaons
and computer systems for monitoring marine power plant
operaon, including marine electric power system. With
the implementaon of the relevant administrave rules,
port authories would automacally receive data from a
ship on generang sets load and fuel consumpon, while
the ship stays in port, and with knowledge of the genera
tors eciency and the values of auxiliary engines excess
power factors to generators, precisely dene the actual
auxiliary engines load factors and emissions of air pollu
tants,whicharegenerated.
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[3] Dalsren S. B., Eide M.S., Endresen ., Mjelde A.,
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IF
AE
=
IF
0S
n
0
o
NH
1uu%
(2)
Artyku w polskiej wersji jzykowej dostpny na stronie
internetowejczasopisma.
ThearcleinPolishlanguageversionavailableontheweb
siteofthejournal
drin.GrzegorzNicewicz
MarimeUniversityofSzczecin
FacultyofMarimeEngineering
DepartmentofTechnicalMechanics
ul.WayChrobrego12,70500Szczecin,POLAND
email:g.nicewicz@am.szczecin.pl

drin.DariuszTarnapowicz
MarimeUniversityofSzczecin
FacultyofMarimeEngineering
DepartmentofMarineElectricalEngineeringandElectronics
ul.WayChrobrego12,70500Szczecin,POLAND
email:d.tarnapowicz@am.szczecin.pl