Complex Ship Operation Laboratory

Subject:

Optimizing Performance of Ship and Machinery

Task:

Bunker Planning

Preparation

Review the dependencies between ship speed, engine break power and fuel consumption

Scenario
2.127 TEU Container Ship (see the ship and engine data below) is preparing for a voyage of 2.220 nm
sea passage distance. Previous voyage was over a distance of 1.404 nm and the average ship speed
at sea passage was 19,5 kn. The new voyage shall be executed at the more economical speed of
18,5 kn.
For the voyage preparation, the total reserve of fuel oil in the tanks (HFO and MDO) has to be
checked and the fuel oil consumption for the planned voyage has to be estimated. If the reserve is
considered to be too low for the voyage, a bunker order has to be prepared.
The technical management has informed, that the bunker fuel in the port of destination is
considerably cheaper than in the departure port were the ship is loading now. The Chief Engineer has
therefore be advised, for the case that bunkering already now is necessary, to order only the
minimum required amount for a safe arrival.

Task
I. Conduct a bunker planning for the intended voyage
(1) Check the total fuel reserves of HFO and MDO on board (see Annex 2).
(2) From all available data (see above and Annexes 1 and 3), estimate the fuel oil demand (HFO
and MDO) for the intended voyage.
(3) If bunkering before departure is required, how many tons of HFO and MDO shall be ordered?
Assumptions:
1. It is assumed that both voyages, the previous and the planned next are conducted under
nearly the same conditions, that means both voyages are conducted under nearly the same
- Loading conditions (draft and trim)
- Weather conditions (average wind state, sea state and tidal current)
- Technical conditions of hull, propeller and main engine
2. During manoeuvring the main engine is fuelled with MDO, at an average consumption of 600
kg/h. Total manoeuvring time (before and after the sea passage) is assumed 8 hours.

II. Variations of the bunker planning task

(1) What if we dont have previous performance measurements available such as in Annex 3
Table 2? How can we approximately get a suitable estimation on the fuel demand for the
planned voyage?
(2) How to proceed if the draft of the ship will be different for the planned voyage, compared to
the previous voyage?

Annex 1: Ship & Machinery Data

Container Ship 2.127 TEU

Main Engine: Sulzer 5RTA84C

MCR : 20.250 kW at 102 RPM

Sulzer RTA84C

Power Generation
Two diesel generators Wrtsila 8L20 2x1600 kW
One emergency diesel generator 600 kW
Steam Generation
Auxiliary boiler, operation with MDO or HFO
Exhaust gas boiler

Annex 2: Available Fuel Reserve

HFO
HFO DB TK 1
HFO DB TK 2
HFO HB TK 1
HFO HB TK 2
HFO Settling TK 1
HFO Settling TK 2
HFO Day TK
Total HFO =

MDO
MDO Storage TK 1
MDO Storage TK 2
MDO Settling TK 1
MDO Settling TK 2
MDO Day TK
Total MDO =

Volume (90%)
[m3]
750
750
500
500
80
80
71

Volume (90%)
[m3]
227
145
80
80
68

[m3]
0,0
102,7
95,2
5,1
0,5
46,5
20,1

Reserve
[C]
35
52
49
50
38
70
68
-

[t]
0,0
99,0
91,9
4,9
0,5
44,3
19,2

[m3]
54,8
11,4
1,7
73,3
27,7

Reserve
[C]
37
36
38
39
40
-

[t]
47,9
10,0
1,5
64,0
24,2

Annex 3: Power demand and fuel consumption

1. Main Engine
Table 1: Data from the last voyage
Sea distance

= 1.404 nm

Average ship speed at sea

Vs

= 19,5 kn

Total fuel consumption

at sea passage

HFO = 236,8 t

for manoeuvring

MDO =

3,6 t

Table 2: Previous measurements under nearly the same conditions

n
[rpm]
70
80
90
100

Vs
[kn]
14,3
16,2
18,0
19,8

Pb
[kW]
6.315
9.570
13.610
18.710

Bh
[kg/h]
1.284
1.832
2.502
3.487

2. Power Generation
At sea passage on of the diesel generators is running. The average consumption at sea is 5,5 tons
MDO per day. During manoeuvring the consumption of the diesel generators is about 275 kg/h. In
the port 5,0 tons of MDO are used per day.

3. Steam Generation
At sea passage, all steam is produced by the exhaust gas boiler.
During manoeuvring and in the port, the auxiliary boiler is running, consuming 2,5 tons MDO per day.