How is Power Generated and Supplied on a Ship?

A ship is like a floating city with all the privileges enjoyed by any normal land city. Just like a
conventional city, the ship also requires all the basic amenities to sustain life on board; the chief among
them is power or electricity. In this article we will learn as to how power is generated and supplied on
board a ship.

Power generation On board

Shipboard power is generated using a prime mover and an alternator working together. For this an
alternating current generator is used on board. The generator works on the principle that when a
magnetic field around a conductor varies, a current is induced in the conductor.

The generator consists of a stationary set of conductors wound in coils on an iron core. This is known as
the stator. A rotating magnet called the rotor turns inside this stator producing magnetic field. This field
cuts across the conductor, generating an induced EMF or electro-magnetic force as the mechanical input
causes the rotor to turn.

The magnetic field is generated by induction (in a brushless alternator) and by a rotor winding energized
by DC current through slip rings and brushes. Few points to be noted about power on board are :

-AC, 3 phase power is preferred over DC as it gives more power for the same size.
-3 phases is preferred over single phase as it draws more power and in the event of failure of one phase,
other 2 can still work.

Power Distribution on board

The Power Distributed on board a ship needs to be supplied efficiently throughout the ship. For this the
power distribution system of the ship is used.

shipboard distribution system consists of different component for distribution and safe operation of the
system. They are:

-Ship Generator consisting of prime mover and alternator

-Main switch board which is a metal enclosure taking power from the diesel generator and supplying it
to different machinery.
-Bus Bars which acts as a carrier and allow transfer of load from one point to another. Circuit breakers
which act as a switch and in unsafe condition can be tripped to avoid breakdown and accidents. Fuses as
safety device for machinery.
-Transformers to step up or step down the voltage. When supply is to be given to the lighting system a
step down transformer is used in the distribution system.
-In a power distribution system, the voltage at which the system works is usually 440v.
-There are some large installations where the voltage is as high as 6600v.
-Power is supplied through circuit breakers to large auxiliary machinery at high voltage.
-For smaller supply fuse and miniature circuit breakers are used.
-The distribution system is three wires and can be neutrally insulated or earthed.
-Insulated system is more preferred as compare to earthed system because during an earth fault
essential machinery such as steering gear can be lost.

Emergency Power
In case of the failure of the main power generation system on the ship, an emergency power system or a
standby system is also present. The emergency power supply ensures that the essential machinery and
system continues to operate the ship.

Emergency power can be supplied by batteries or an emergency generator or even both systems can be
used.

Rating of the emergency power supply should be made in such a way that it provides supply to the
essential systems of the ship such as

a) Steering gear system

b) Emergency bilge and fire p/p
c) Watertight doors.
d) Fire fighting system.
e) Ships navigation lights and emergency lights.
f) Communication and alarm system.

Emergency generator is normally located outside the machinery space of the ship. This is done mainly to
avoid those emergency situations wherein access to the engine room is not possible. A switch board in
the emergency generator room supplies power to different essential machinery.

How does power is distributed onboard?

The Power Distributed on board a ship needs to be supplied efficiently throughout the ship. For this the
power distribution system of the ship is used. ... Power is supplied through circuit breakers to large
auxiliary machinery at high voltage. For smaller supply fuse and miniature circuit breakers are used.

What is power distribution system in ship?

Image result for How does power is distributed onboard?

The function of a ship's electrical distribution system is to safely convey the generated electrical power
to every item of consumer equipment connected to it. Probably the most obvious element in the system
is the main distribution centre, i.e. the ship's main switchboard.

How is electricity supplied to ships?

Image result for How does power is distributed onboard?

An electrical cable is extended from the pier and plugged into the ship's receptacle to supply power to
operate the machinery, allowing the ship to shut down the diesel engines that normally drive the
electrical generators.
What is Onshore Power Supply (OPS)?
Ships can shut down their engines while berthed and plug into an onshore power source, the ship’s
power load is transferred to the onshore power supply without disruption to onboard services.
Emissions to the local surroundings are eliminated

Onshore power supply (OPS) is also know as Shore side electricity (SEE), Shore Connection, Shore-to-
ship Power, Cold ironing, Alternative Maritime Power, etc.

Shore power is especially applicable to ships operating on dedicated routes and vessels that consume
large amounts of power and emit high levels of air pollutants when berthed. Typical vessel types include
ferries, cruise ships, LNG carriers, tankers and container ships.

In the figure below a general design of high-voltage OPS facilities is given. An electrical cable is extended
from the pier and plugged into the ship’s receptacle to supply power to operate the machinery, allowing
the ship to shut down the diesel engines that normally drive the electrical generators.

What is Marine Electricity And How It is Generated?

Marine Electricity or Marine electrical power is a vital part of a ship’s operation. Without marine
electricity, ships would not be able to run any of the machinery and cannot perform their core purpose
of sailing from one place to another.
We cannot define the term “Marine Electricity” as a whole. To understand its meaning, first, we need to
understand them separately.
Marine – Here, the term “marine” refers to ships, ports, drydocks, and other structures which cater to
the shipping of cargo by sea.
Electricity – It is a type of energy resulting from the existence of charged particles (such as electrons or
protons), either statically as an aggregation of charge or strong as flowing current.
The electricity which is produced, supplied and distributed onboard ship, port, drydock, shipyard for
running or repair of the cargo and passenger ships is referred to as Marine electricity.

Marine Electricity Generation

Marine electricity generation can be done onboard ships by diesel, shaft or steam-driven generators.
For ports, shipyards, and structures located inland, marine electricity is utilized from the electricity
supply of the land-based power generation plants.

Unlike land, the ship’s generator has insulated neutral points i.e. its neutral is not grounded or
connected to the ship’s hull. This is done to ensure all the essential machinery are up and running even
if there is an earth fault.

The ships plying in the international waters generally have 3 phase D.C. supply with 440v insulated
neutral system. Ships like RORO, passenger etc. having large electrical load requirements are installed
with high voltage operating gensets in the range of 3KV to 11KV.

On land, the frequency of the power supplied can be 50 or 60 Hz depending on different parts of the
world. On ships, 60hz frequency is adopted as standard practice which helps hundreds of motors on a
ship run at higher speed even if they are of smaller size.
The supply which is at 440v is stepped down using a transformer to 220V or 110V for lights and low
power signal equipment.
All the electrical equipment onboard ships are similar to land however, they are upgraded to withstand
the rigorous atmosphere of the sea and moving ship to withstand humid surroundings, high
temperatures, salty and corrosive atmosphere, vibration, etc.

Ship's electrical system

Generator Rating
The generators form the heart of the electrical design and their correct sizing is the key to a safe,
workable and economical system. When sizing a marine generator cognisance must be given to the
nature of the load. The generator often works on its own and is accordingly susceptible to large system
load swings, loads causing distortion, the connection of motors and the connection of large heater
elements for air conditioning systems. In addition to satisfying the apparent system load requirements,
consideration must be given to the special requirements of any large loads, unusual operational
requirements, spare capacity requirements and the required system operating philosophy.
International maritime regulations (e.g. SOLAS), require at least two generators for a ship's main
electrical power system. The generators are normally driven from their own dedicated diesel engine but
this can be expensive, taking up additional space that could be used for other purposes. For ships
engaged on long sea voyages, it can be economical to drive the generators from the main propulsion
plant. International maritime regulations also require at least one electrical generator to be independent
of the speed and rotation of the main propellers and
associated shafting and accordingly at least one generator must have its own prime mover.
If a minimum of two generators is provided, one of which is driven from the propeller shaft, failure of
one of the generators could make the ship non-compliant with the International regulations. For this
reason many owners opt to provide three generators. One is used for the normal sea load (e.g. the shaft
generator), leaving two available to meet any unusually high loads or to provide security when
maneuvering. Alternately, the third is retained as a standby set able to provide power should one set fail
in service or require specific maintenance work.
In some applications such as a generator supplying a large SCR type load, the generator rating may be
increased well beyond its full load value, in order to account for harmonic heating and the inductive
requirements of the SCR devices. DCMT has developed its own software to assist in generator sizing.

Main Switchboard
The main elements of a marine distribution system are the main and emergency switchboards, power
panel boards, motor controllers, lighting and small power panel boards. The system is generally
designed such that under all normal conditions of operation, power is distributed from the main
switchboard. The distribution system is designed to keep cable costs to a minimum by distributing to
power panels located close to the user services.
The main switchboard is generally located near the centre of the distribution system and this is normally
the main engine room or machinery control room. These locations are normally below the ship's
waterline or below the uppermost continuous deck of the ship i.e. the bulkhead or main deck.
Consequently, in the event of a fire or flooding it is likely that the main generators and switchboard
would be disabled. To ensure that electrical supplies are available to emergency and safety systems, an
emergency generator and associated emergency switchboard will be located above the main deck in a
separate space, completely isolated from the main machinery spaces.
For shipboard installations specific protective systems are required to shut down all ventilation systems
and all fuel oil systems in the event of fire. When motor auxiliaries are grouped together and supplied
from a motor control center or a grouped distribution panel, this can best be achieved by providing the
MCC supply feeder circuit breaker with an under voltage tripping device and connecting this to the
ventilation or fuel systems trip unit. When grouped MCC's or grouped distribution panels are not used,
separate cables must be installed for each motor controller. This leads to increased cable costs and
increases the systems prone to failure.

Motor Controls
It is often convenient to group motor driven auxiliaries according to their function, e.g. fuel and
lubrication oil services, accommodation ventilation systems, machinery ventilation systems, and
domestic service systems. The auxiliary motors would be supplied from grouped motor controllers
located either in the engine room, in a machinery control room or in a convenient location close to the
auxiliary motors. This can often simplify the machinery control functions and required protection
systems.
On small ships, e.g. tugs, etc., such grouping is not economical and the major ship's auxiliaries are
normally supplied directly from the main switchboard. In this case the motors would be provided with
individual starters located adjacent to the motor. For high speed vessels where weight is important,
minimum cable weight may be achieved using a “non-distributed” distribution scheme.

FUEL CONSUMPTION SYSTEM

What the Marine Fuel Consumption System Does

The Fuel Consumption System lets the fuel consumption data work for you to increase crew awareness,
consumption trending, maintenance planning, etc. It works by utilising a number of mass flow meters to
measure the fuel consumption. The flow measurements are collected, logged and displayed on an
operator interface, which can be placed where ever you need it.

Direct measurements of fuel efficiency

By installing one or more mass flow meters (depending on engine supply line layout and desired insight)
fuel consumption can be monitored closely in real-time. The main principle is to measure the flow of
fuel before and after the engine and/or generators. When you compare the consumption data with
measurements of actual speed and position (based on speed log and GPS signals) you are able to directly
measure the fuel efficiency.* If you require more detailed readings, additional flow meters can be
installed, for example one set of meters per consumer or one set for the ship’s entire consumption.
Easy access to measured data
The measurements from the flow meters will be sent through Modbus signals to a collecting and
processing cabinet with built-in or remote screen. Here the consumption will be calculated, displayed
and logged. If you want the data sent to headquarters this requires the data link option which consists of
two databases: One on board the ship and one at headquarters. Data will be sent at the frequency
chosen between the two databases. If the ship does not have an internet connection for a period of
time, data will merely be stored and sent home once the connection is re-established.
Make the data work for you
Once the data is acquired and displayed use it to:
Optimise operational efficiency by testing your trim tool
Implement and maintain your SEEMP (Ship Energy Efficiency Management Plan)
Create KPI’s (Key Performance Indicators) for each voyage
Evaluate improvement projects before fleet roll out
Monitor the ship’s consumption trend over time to improve your maintenance planning.
And most importantly let the crew get data insight to increase crew awareness as well as improving
knowledge of operational performance.

Fuel Consumption System – Fuel Consumption in Detail

Operation of the Fuel Consumption System

Once installed the Fuel Consumption System is easily operated. The operator panel can be placed in the
engine room, engine control room or on the bridge, depending on your use or preference. The interface
is intuitive and provides a fast overview of the different consumers, ensuring the crew gets the
necessary information in order to take action.
A fully automated system
The Fuel Consumption System is fully automated and does not require any hands-on operation during
normal conditions. The operator panel displays the measured consumption and has different options for
showing data, but otherwise needs little attention.
System and data display matching your requirements
The data displayed depends on the system you choose to install, from the smallest system which simply
shows the consumption of one or two consumer groups, to more extensive systems that display a large
number of consumers. The system does not need any input or activation to run once it has been
installed.

Main Engine Overview – Fuel Consumption System – Main Engine Overview

The display of the main engine overview provides a total view of the main engine’s fuel consumption. A
consumption trend line shows an accumulation of the most recent data. The setup is dependent on the
number of installed meters.
Fuel Consumption System – Main Engine
If you want a more detailed view, simply select a main engine from the overview screen. From here it is
possible to get the actual and total consumption of the given engine, as well as values for engine inlet
and outlet such as mass flow, volume, density, temperature and total mass.

Auxiliary Engine – Fuel Consumption System – Auxiliary Engine Overview

From the Aux engine screen you get an overview of all your auxiliary engines’ consumption. As with the
main engine overview, this also provides an easy to read display of consumptions, trends and engine
loads.
Service Parameters – Fuel Consumption System – Service Parameters
The service parameters displays raw data for each flow meter related to consumers. It shows the main
menu data and provides the possibility for a manual totalizer. From here the alarm status screens are
setup. Furthermore the green light shows that the communication between flow meter and system is
intact.
Performance Concept
Installation Setups
1-meter setup - Fuel Consumption System – 1 meter setup

7 Technologies To Reduce Fuel Consumption Of Ships

Reducing fuel consumption and carbon emissions are two of the main concerns of the shipping industry
today. A lot has already been done in terms of research and development to make the ultimate green
ship. From renewable/ alternate sources of energy to design modifications, the industry has constantly
improved its technology for an enhanced form of sustainable shipping.
LNG fuel, dual-fuel engines and design modifications are being extensively explored to reduce operating
costs and to find eco-friendly ways to meet stringent environmental regulations.
In this article, we will take a look at both – some of the most commonly used methods and some of the
latest technologies introduced in the industry recently.

1. Air Lubrication
Air Lubrication System is a method to reduce the resistance between the ship’s hull and seawater using
air bubbles. Also known as the “Bubble technology”, it works on the principle of supplying air to the
ship’s underside in order to create a layer of tiny bubbles that would help in reducing the friction
between the hull and the seawater.

The air bubble distribution across the hull surface reduces the resistance working on the ship’s hull,
creating energy-saving effects. With the right ship hull design, the air lubrication system is expected to
achieve up to 10-15% reduction of CO2 emissions, along with significant savings of fuel.

2. Fuel Saving Propeller Attachment

Hyundai Heavy Industries (HHI) has used an energy-saving device called Hi-FIN attached at the hub of
the ship propeller, which generates countering swirls that offset the swirls generated by the propeller,
and thus improves propulsion efficiency.
According to a year-long trial of the energy-saving device installed on a 162,000 m3 LNG carrier, HHI
found that Hi-FIN can save up to 2.5 % of fuel in comparison with the same type of vessels without Hi-
FIN. If the fuel-saving ratio is calculated on the basis of an 8,600 TEU containership, the owners or
operators of the containership can save about $750,000 per year or $19 million for 25 years, an
estimated lifetime of the ship.
Fuel Saving Propeller
HHI has won orders of Hi-FIN for over 30 ships to date, and the company expects more orders now that
it can install the device on broader types of ships from LNG carriers to almost all types of ships including
VLCC, LPG carriers and containerships.

3. On board DC Grid System

On board DC Grid system introduced by ABB helps vessels reduce their fuel consumption, cut noise and
trim their environmental impact. The system which allows engines to run at variable speeds for top fuel
efficiency at each load level has been identified to reduce specific fuel oil consumption of up to 27 per
cent, according to the measurements and tests.
In addition to reducing fuel consumption, the tests also showed 30 per cent engine room noise
reduction, contributing to improved working conditions aboard the vessel.

4. Low Loss Hybrid Energy System

The Low Loss Hybrid (LLH) System by Wartsila is an innovative technology which utilises different power
sources in combination with energy storage devices to operate the prime movers closest to their
optimum performance. A key feature of the system is its ability to reduce transient engine loads that
cause increased fuel consumption and added emissions. The Wartsila LLH system is integrated with the
inverter control units and interfaces with the conventional power management system.
Low Loss Hybrid Energy System
Furthermore, by increasing the power redundancy, the system allows the engine to operate closer to its
optimum design point where it has the highest efficiency and least emissions. Reduced maintenance and
increased system performance through rapid response from the energy storage system are also among
the benefits offered. The overall hybrid control system is the key element in the total control and
stability of the ship’s electrical system and the energy flows.
In addition to annual fuel savings of up to 15 per cent, depending on the type and configuration of the
engine and mission profile, the LLH ensures a substantial reduction in exhaust gas emissions.
5. Nose Job – Modifying Ship’s Bulbous Bow
Modifying the ship’s bulbous bow is an efficient way to reduce fuel consumption of ships. Companies
like NYK group and Maersk line has used this technique successfully to improve fuel consumption.

5. Bulbous Bow
NYK group has made bulbous bow energy-saving adjustments to a containership resulting in a verified
23 per cent reduction in carbon dioxide (CO2) emissions over half a year, whereas Maersk group was
able to reduce fuel costs by approximately 8 per cent in the current slow-steaming environment. The
Clipper group was also able to get significant fuel savings with the same method.
Bulbous Bow
DNV also carried out a comprehensive study to develop a new bulbous bow shape optimised for the
expected trading conditions. After the planned “nose job” in dry dock, on board measurements showed
reduced fuel consumption by almost 1,000 tonnes per year.

6. Fuel Oil Emulsion (FOE) technology

Fuel Oil Emulsion (FOE) technology by Blended Fuel Solutions burns more completely than unmodified
fuel and so uses less fuel, emissions are lower and the engines run cooler and so should require less
maintenance. This would reduce the use of fuel and the level of emissions as well as give a significant
financial saving.
Fuel Oil Emulsion (FOE)
A trial conducted of the technology showed reduced fuel consumption and emissions.

7. Wind and Solar Power

Wind energy is seen as one of the most promising sources of alternative energies for sea-going vessels.
A variety of methods/technologies have been explored to harness the power of wind energy.
Wind and Solar Power
Another technology named Auxiliary Sail Propulsion System (ASPS) by Windship Technology Ltd uses
fixed wing sail technology. In this system two 35 metre high masts installed on the deck of a vessel will
each have three aerodynamic wings fitted.
The masts or rigs rotate automatically to exploit the power of the prevailing wind and, as the speeds and
angles of the wind change, the system develops more power allowing reductions in engine power to be
made in order to achieve the same speed and so maximise on fuel saving.
Just like wind energy, solar power is also being extensively explored as an alternate source of energy on
board ships. Eco marine power has successful completed the trial of its solar power solutions, which will
now be released for commercial use.
Apart from the above mentioned technologies and methods, a lot of research is also being made in the
field of anti-fouling paints, software tools and low fuel consumption marine engines. It is hoped that
with the pace at which technology is advancing in the industry, solutions favourable in terms of
environmental regulations and energy efficiency are expected to arrive sooner than expected.
The simplest way of measuring fuel consumption is by installing a single flow meter, which measures the
fuel transferred from the fuel tank to the settling tank. The level of fuel in the settling tank is typically
maintained by level sensors, and therefore the flow to the settling tank is equal to what is consumed.
3-meter setup - Fuel Consumption System - 3 meter setup
If more detailed monitoring is desired, then a 3-meter setup can be introduced. With the 3-meter
system, the total fuel consumption is monitored by flow from fuel tank to settling tank. A set of flow
meters, installed on the common auxiliary fuel supply line and return line, will provide the total
consumption measurement of the auxiliary engines. By subtraction, the main engine fuel consumption
can be calculated. By splitting the main engine and the auxiliary engines, the crew on board as well as on
shore has a much more detailed overview of how the consumers perform.