Calorific Value of HFO and MDO Comparison Report

Dr.-Ing.
Yves
Expert Opinion
Our Reference
Wild
Refrigeration Engineering Consultancy Marine Engineering Expert Opinions System Engineering Measurements
Ingenieurbro GmbH
Elbchaussee 1 D-22765 Hamburg Germany
2004/0036
Date
Address:
17. September 2005

(revised edition)
On behalf of
Thermo King Corp. 314 West 90th Street Minneapolis, MN 55420-3693

Clients Reference
Telephone: +49 40 390 70 65 Mobile: +49 172 410 18 26 Fax: +49 40 390 24 75 Email: YWild@DrWild.de Web: www.DrWild.de
Titel
Determination of energy cost of electrical energy on board sea-going vessels
by
Dr.-Ing. Yves Wild

Location of the company: Hamburg Registered at Amtsgericht Hamburg HR B Nr. 53854 Managing Director: Dr.-Ing. Yves Wild
File: Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc
Bank account: Deutsche Bank Hamburg BLZ: 200 700 24 Account no.: 6429716 00
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Ref.-Nr.: 2004/0036 Client: Thermo King Corp. Titel: Determination of energy cost of electrical energy on board sea-going vessels
Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Content 1 2 3 Scope of this report ..........................................................................................1 Introduction .....................................................................................................1 Cost factors to be considered............................................................................2 3.1 Fuel oil consumption .................................................................................2 3.1.1 Nominal fuel oil consumption .............................................................3 3.1.1.1 Theoretical background ...............................................................3 3.1.2 Effective fuel oil consumption (example)...............................................6 3.1.3 Development of bunker oil prices ........................................................7 3.2 Lub oil consumption ................................................................................10 3.2.1 Nominal lub oil consumption ............................................................10 3.2.2 Effective lub oil consumption (example)..............................................11 3.2.3 Lub oil prices....................................................................................11 3.3 Efficiency of alternator .............................................................................11 4 Cost calculation .............................................................................................12 5 Summary.......................................................................................................14
File: Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc
Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Scope of this report

Thermo King Corp. 314 West 90th Street Minneapolis, MN 55420-3693
This report is given on behalf of
The following question shall be answered by an independent expert: What is the cost per kWh electrical energy on board sea-going vessels?
The undersigned has been contacted by Mr. Steve Bryant (Thermo King USA) and Mr. Dermott Crombie (Thermo King Europe) in October 2004 in order to discuss the scope of the evaluation. During the Intermodal Exhibition 2004 in Copenhagen the issuing of a formal report has been requested. A first edition of this report has been issued in February 2005. Due to the significant increase of bunker prices during 2005 a revised edition has been issued in September taking into consideration the current price levels.
Introduction
On board of sea-going vessels the electrical energy has to be produced by on-board alternators. These alternators are mainly driven by diesel engines or by a PTO (Power Take Off) from the propeller shaft. Sometimes also other energy sources are used by installing for example exhaust gas turbines or steam turbines (the steam being produced with exhaust gas heat). However, the vast majority of vessels is equipped with diesel generators only. The following investigation therefore only considers electrical power generation by medium-speed 4-stroke diesel engines or slow-speed 2-stroke diesel engines (main engine) with shaft generator. On modern container vessels the vessels internal power demand is approx. 600 kW to 1,200 kW depending on the ships size. The main consumers are pumps, fans and A/C systems. Beside this internal power demand the power consumption of reefer containers has a significant impact on the overall power consumption. For example the Monte-class vessels of Hamburg-Sd (built 2004 / 2005 at Daewoo) are
File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
equipped with 1,365 plugs for reefer containers and have an installed diesel generator capacity of approx. 15 MW. Thermo King as an important manufacturer of refrigeration aggregates for reefer containers claims to offer significant energy savings with their MAGNUM unit in comparison to competitors products. In order to determine the cost savings that go along with the energy savings this study here shall determine the specific cost for the electrical energy on board of ships.
Cost factors to be considered
The cost for the electrical power generation can be divided into the direct cost (consumables) and the indirect cost (investment, maintenance). Investment cost are not taken into consideration in this study because it is difficult to determine any savings that might be achievable by the installation of smaller diesel generators in case of having a fleet of low power consumption reefer containers. Maintenance cost is also not taken into consideration because here, too, it is difficult to determine any savings if the power consumption of reefer containers is reduced. It sometimes even might be worse to run diesel engines at lower load thus resulting in higher maintenance needs. Therefore only the direct operating cost that are caused by the consumables and lubrication oil. fuel oil
are analysed in this study.
3.1
Fuel oil consumption
Fuel oil consumption has the greatest impact on operating cost of diesel generators. Therefore the fuel oil consumption of diesel engines will be addressed in more detail below.
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
3.1.1 Nominal fuel oil consumption

3.1.1.1 Theoretical background Heat of combustion, specific energy or calorific value, is a measure of the energy content of the fuel. It decreases as density, sulphur, water and ash content increase. Specific Energy is not controlled in the manufacture of fuel except in a secondary manner by the specification of other properties. The energy that is stored in fuels is expressed by the calorific value. When burning mineral oils not only CO2 is produced but also water vapour. The net calorific value only specifies the energy that can be used without the condensation heat of this water vapour. It is therefore applicable for diesel engines. In modern house-hold boilers also the water is condensed so that in this case the gross calorific value is used. Net specific energy can be calculated with a degree of accuracy acceptable for normal purposes from the equation
Qn = (46.704 8.802 10 6 2 + 3.167 10 3 ) [1 0.01 ( w + a + s)] + 0.01 (9.240 s 2.449 w)

[MJ/kg]1 with
= the density at 15 C [kg/m]
w = the water content [mass-%] a = the ash content [mass-%] s = the sulphur content [mass-%]
The net calorific value of marine diesel oil (MDO) and marine gas oil (MGO) is 42,700 kJ/kg, for intermediate fuel oils (IFO) and heavy fuel oils (HFO) it is approx. in the range from 39,000 to 41,000 kJ/kg. An average of 40,000 kJ/kg can be assumed for IFOs / HFOs thus resulting in an increase of the specific fuel consumption of 6.75 % in comparison to MDO. When burning fuel in a diesel engine the thermal efficiency determines the amount of mechanical energy at the shaft of the engine in relation to the energy in the fuel. Table 1 shows the calculation of the specific fuel consumption. Modern slow-speed 2-stroke diesel engines as used as main engines on todays cargo vessels reach a specific fuel
1
See ISO 8217:1996 Annex A - Informative
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
consumption of approx. 165 g/kWh (when running on MDO) which is equivalent of a thermal efficiency of slightly more than 50 %. Medium-speed 4-stroke engines as used as diesel generators on board of vessels can reach a thermal efficiency of up to 45 % (or approx. 185 g/kWh). High-speed 4-stroke engines (like often used in mobile power packs) only reach approx. 220 250 g/kWh or approx. 35 40 % thermal efficiency.
Specific fuel consumption per mechnical kWh (at motor shaft)
Thermal efficiency of diesel engine
168,6 gr/kWh 25% 337,2 gr/kWh 338,8 gr/kWh 342,9 gr/kWh 347,0 gr/kWh 351,2 gr/kWh 355,6 gr/kWh 360,0 gr/kWh 364,6 gr/kWh 369,2 gr/kWh 30% 281,0 gr/kWh 282,4 gr/kWh 285,7 gr/kWh 289,2 gr/kWh 292,7 gr/kWh 296,3 gr/kWh 300,0 gr/kWh 303,8 gr/kWh 307,7 gr/kWh 35% 240,9 gr/kWh 242,0 gr/kWh 244,9 gr/kWh 247,8 gr/kWh 250,9 gr/kWh 254,0 gr/kWh 257,1 gr/kWh 260,4 gr/kWh 263,7 gr/kWh 40% 210,8 gr/kWh 211,8 gr/kWh 214,3 gr/kWh 216,9 gr/kWh 219,5 gr/kWh 222,2 gr/kWh 225,0 gr/kWh 227,8 gr/kWh 230,8 gr/kWh 45% 187,4 gr/kWh 188,2 gr/kWh 190,5 gr/kWh 192,8 gr/kWh 195,1 gr/kWh 197,5 gr/kWh 200,0 gr/kWh 202,5 gr/kWh 205,1 gr/kWh 50% 168,6 gr/kWh 169,4 gr/kWh 171,4 gr/kWh 173,5 gr/kWh 175,6 gr/kWh 177,8 gr/kWh 180,0 gr/kWh 182,3 gr/kWh 184,6 gr/kWh 55% 153,3 gr/kWh 154,0 gr/kWh 155,8 gr/kWh 157,7 gr/kWh 159,6 gr/kWh 161,6 gr/kWh 163,6 gr/kWh 165,7 gr/kWh 167,8 gr/kWh 60% 140,5 gr/kWh 141,2 gr/kWh 142,9 gr/kWh 144,6 gr/kWh 146,3 gr/kWh 148,1 gr/kWh 150,0 gr/kWh 151,9 gr/kWh 153,8 gr/kWh
Net calorific value of the fuel
42.700 kJ/kgK 42.500 kJ/kgK 42.000 kJ/kgK 41.500 kJ/kgK 41.000 kJ/kgK 40.500 kJ/kgK 40.000 kJ/kgK 39.500 kJ/kgK 39.000 kJ/kgK
Table 1:
Specific fuel consumption per mechanical kWh depending on the thermal efficiency of the engine and the net calorific value of the fuel
Specific fuel consumption per electrical kWh (at generator output)

Thermal efficiency of diesel engine
177,5 gr/kWh 25% 355,0 gr/kWh 356,7 gr/kWh 360,9 gr/kWh 365,3 gr/kWh 369,7 gr/kWh 374,3 gr/kWh 378,9 gr/kWh 383,7 gr/kWh 388,7 gr/kWh 30% 295,8 gr/kWh 297,2 gr/kWh 300,8 gr/kWh 304,4 gr/kWh 308,1 gr/kWh 311,9 gr/kWh 315,8 gr/kWh 319,8 gr/kWh 323,9 gr/kWh 35% 253,6 gr/kWh 254,8 gr/kWh 257,8 gr/kWh 260,9 gr/kWh 264,1 gr/kWh 267,3 gr/kWh 270,7 gr/kWh 274,1 gr/kWh 277,6 gr/kWh 40% 221,9 gr/kWh 222,9 gr/kWh 225,6 gr/kWh 228,3 gr/kWh 231,1 gr/kWh 233,9 gr/kWh 236,8 gr/kWh 239,8 gr/kWh 242,9 gr/kWh 45% 197,2 gr/kWh 198,1 gr/kWh 200,5 gr/kWh 202,9 gr/kWh 205,4 gr/kWh 207,9 gr/kWh 210,5 gr/kWh 213,2 gr/kWh 215,9 gr/kWh 50% 177,5 gr/kWh 178,3 gr/kWh 180,5 gr/kWh 182,6 gr/kWh 184,9 gr/kWh 187,1 gr/kWh 189,5 gr/kWh 191,9 gr/kWh 194,3 gr/kWh 55% 161,4 gr/kWh 162,1 gr/kWh 164,0 gr/kWh 166,0 gr/kWh 168,0 gr/kWh 170,1 gr/kWh 172,2 gr/kWh 174,4 gr/kWh 176,7 gr/kWh 60% 147,9 gr/kWh 148,6 gr/kWh 150,4 gr/kWh 152,2 gr/kWh 154,0 gr/kWh 155,9 gr/kWh 157,9 gr/kWh 159,9 gr/kWh 161,9 gr/kWh
Net calorific value of the fuel
42.700 kJ/kgK 42.500 kJ/kgK 42.000 kJ/kgK 41.500 kJ/kgK 41.000 kJ/kgK 40.500 kJ/kgK 40.000 kJ/kgK 39.500 kJ/kgK 39.000 kJ/kgK
Table 2:
Specific fuel consumption per electrical kWh (at 95 % alternator efficiency) depending on the thermal efficiency of the engine and the net calorific value of the fuel
Under part-load condition the specific fuel consumption is increasing significantly. This increase is higher when operating as generator (constant speed) than as propulsion engine (propeller curve) (see Fig. 1). Fig. 2 shows the influence of the engine speed on the specific fuel consumption. In general the lowest specific fuel consumption is reached at approx. 85 90 % load and at low engine speed.
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Generator curve (constant speed)
Propeller curve (variable speed) Load

Fig. 1: Specific fuel consumption on the generator and the propeller curve2
Fig. 2:
Specific fuel consumption on the generator curve at different speeds3
Since diesel generators mainly operate in part load condition the real average fuel consumption is more than the nominal fuel consumption as specified by the engine manufacturers.
2 3
Source: Illies, Kurt: Handbuch der Schiffsbetriebstechnik, 2. Edition 1984, page 600 Source: Illies, Kurt: Handbuch der Schiffsbetriebstechnik, 2. Edition 1984, page 600
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
3.1.2 Effective fuel oil consumption (example)

In order to determine the real life fuel consumption of auxiliary diesel generators onboard data of a 2,000 TEU container vessel (built 1992) has been analysed. This vessel has been chosen because the diesel generators were running on MDO (Marine Diesel Oil) with a separate fuel oil counter for the auxiliary diesel engines. Furthermore there have been kWh-counters installed for each generator measuring the produced electrical energy. Based on this information the average fuel consumption per (electrical) kWh has been calculated. The auxiliary engine data has been: Diesel Generator #1 + #3: Engine type: Nominal electrical power: Diesel Generator #2: Engine type: Nominal electrical power:
MAN B&W 7L28/32 1,292 kW @ 720 rpm / 60 Hz
MAN B&W 5L28/32 928 kW @ 720 rpm / 60 Hz

Voyages
92 NB
Start
94 NB
95 NB
99 NB
100 NB
101 NB
102 NB
Average
25.07.2003 12:00 18.10.2003 12:00 29.11.2003 12:00 18.05.2004 12:00 27.06.2004 12:00 06.08.2004 12:00 18.09.2004 12:00 05.08.2003 12:00 29.10.2003 12:00 10.12.2003 12:00 27.05.2004 12:00 09.07.2004 12:00 18.08.2004 12:00 29.09.2004 12:00 -3 h 261 h 19.150.700 kWh 19.343.900 kWh 193.200 kWh 11.129.700 kWh 11.202.400 kWh 72.700 kWh 23.698.700 kWh 23.704.800 kWh 6.100 kWh 272.000 kWh 60,4 t 222,1 g/kWh -3 h 261 h 19.949.900 kWh 20.008.600 kWh 58.700 kWh 11.476.700 kWh 11.566.800 kWh 90.100 kWh 24.245.600 kWh 24.407.700 kWh 162.100 kWh 310.900 kWh 70,8 t 227,7 g/kWh -2 h 262 h 20.156.000 kWh 20.330.200 kWh 174.200 kWh 11.606.300 kWh 11.733.500 kWh 127.200 kWh 24.678.600 kWh 24.846.800 kWh 168.200 kWh 469.600 kWh 120,5 t 256,6 g/kWh -4 h 212 h 21.375.800 kWh 21.421.000 kWh 45.200 kWh 12.185.100 kWh 12.243.700 kWh 58.600 kWh 25.994.200 kWh 26.062.200 kWh 68.000 kWh 171.800 kWh 43,1 t 250,9 g/kWh -4 h 284 h 21.683.800 kWh 21.803.800 kWh 120.000 kWh 12.290.700 kWh 12.410.800 kWh 120.100 kWh 26.208.200 kWh 26.288.000 kWh 79.800 kWh 319.900 kWh 85,8 t 268,2 g/kWh -4 h 284 h 22.049.800 kWh 22.221.100 kWh 171.300 kWh 12.491.200 kWh 12.619.800 kWh 128.600 kWh 26.359.000 kWh 26.397.300 kWh 38.300 kWh 338.200 kWh 81,8 t 241,9 g/kWh -4 h 260 h 22.463.300 kWh 22.610.300 kWh 147.000 kWh 12.694.100 kWh 12.801.500 kWh 107.400 kWh 26.548.600 kWh 26.585.900 kWh 37.300 kWh 291.700 kWh 68,0 t 233,1 g/kWh 2.174.100 kWh 530,4 t 244,0 g/kWh
Voyage data
End Hours time diff. Total hours
Diesel generator #1
kWh Start kWh End kWh Generated kWh Start kWh End kWh Generated kWh Start kWh End kWh Generated kWh Total MDO used specific fuel consumption
Table 3:
Analysis
Diesel generator #3
Diesel generator #2
Determination of the average fuel consumption per (electrical) kWh from on-board data of a 2,000 TEU container vessel
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Table 3 shows the analysis of the on-board data for seven northbound voyages (with reefer containers on board) and the calculated specific fuel consumption. The specific fuel oil consumption varied from 221.1 g/kWh to 268.2 g/kWh. The average value was 244.0 g/kWh. The measured value is therefore about 25 % higher than the value specified by the engines manufacturer (185 g/kWh mechanical or ~190 g/kWh electrical). The higher consumption can be explained by the low average load of the engines (when running) which was only between 42.8 % and 48.7 % instead of the desirable 85 % MCR. It has to be highlighted that the values measured here are specific fuel consumptions for the operation with MDO. When operating on IFO with a lower calorific value the fuel consumption will increase accordingly (see Table 2) to an average of 260.5 g/kWh (with a variation from 236.0 g/kWh to 286.3 g/kWh).
3.1.3 Development of bunker oil prices

After a stabilisation of bunker oil prices between 1988 and 2000 there is a quite steady upward trend in the bunker oil prices since 2000 (see Fig. 3). While the increase of the prices of MDO and MGO already started in early 2003 the prices for HFOs remained quite stable until end 2004. Since then the price for HFOs almost doubled within 10 months from approx. US$ 150 per ton in December 2004 to US$ 300 per ton in September 2005. Bunker oil prices for IFO 380 today reached a level of over US$ 300.- per ton throughout the world with peak prices at Japan exceeding US$ 370.- per ton. Analysts today do expect that the oil price will stay high or increase even more due to the strong demand for oil products from China. The price levels of lower quality fuels (IFOs / HFOs) and higher quality fuels (MDO / MGO) in direct comparison at Rotterdam are shown in Fig. 4 and Fig. 6. While IFO 180 is only approx. 10 15 US$/ton more expensive than IFO 380, MDO at approx. US$ 600.-/ton is almost 2-times as expensive as IFO 380 (or US$ 300 more per ton). For this reason most ship-board diesel engines today run on HFOs / IFOs. Only in some special areas with high environmental regulations the operation on MDO might be of advantage (e.g. the Baltic Sea). Marine Gas Oil (MGO) is even more expensive. For electrical power generation MGO is mainly used in mobile power packs that can be placed on deck in case of a shortage of ship-own electrical power generation plant.
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Dr.-Ing. Yves
Wild
Cristobal Fos Fujairah Genoa Houston Japan Los Angeles Philadelphia Rotterdam Singapore
Ingenieurbro GmbH
Monthly Bunker Prices (380 cst)

350 $/t 350 $/t
Monthly Bunker Prices (180 cst)
300 $/t
300 $/t
250 $/t
200 $/t
150 $/t
100 $/t
Cristobal Fos Fujairah Genoa Houston Japan Los Angeles Philadelphia Rotterdam Singapore
250 $/t
Bunker Price
Bunker Price
200 $/t
150 $/t
100 $/t
50 $/t
50 $/t
0 $/t 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
0 $/t 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Date
Date
Monthly Bunker Prices (MDO)

700 $/t 700 $/t
Monthly Bunker Prices (MGO)
600 $/t
600 $/t
500 $/t Cristobal Fos Fujairah Houston Japan Los Angeles Philadelphia Rotterdam Singapore
500 $/t
400 $/t
400 $/t
300 $/t
300 $/t
Cristobal Fujairah Genoa Rotterdam Singapore
Bunker Price
200 $/t
Bunker Price
200 $/t
100 $/t
100 $/t
0 $/t 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
0 $/t 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Date
Date
Fig. 3:
Long term monthly bunker prices for different fuel oils4

Monthly Bunker Prices at Rotterdam
600 $/t
500 $/t
400 $/t Bunker Price MGO MDO 180CST 380CST
300 $/t
200 $/t
100 $/t
0 $/t 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Date
Fig. 4:
4 5
Long term monthly bunker prices at Rotterdam5
Source: Clarkson Research Studies 2005 Source: Clarkson Research Studies 2005
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7
Bunker Price Bunker Price 500 $/t 600 $/t 700 $/t 800 $/t 100 $/t 150 $/t 200 $/t 250 $/t 300 $/t 350 $/t 400 $/t 50 $/t 0 $/t 100 $/t 200 $/t 300 $/t 400 $/t 0 $/t
Bunker Price
04.01.2002 04.01.2002 05.03.2002 04.05.2002 03.07.2002 01.09.2002 31.10.2002 30.12.2002 28.02.2003 29.04.2003 28.06.2003 27.08.2003 26.10.2003 Date 25.12.2003 23.02.2004 23.04.2004 22.06.2004 21.08.2004 20.10.2004 19.12.2004 17.02.2005 18.04.2005 17.06.2005 16.08.2005 15.10.2005 14.12.2005 05.03.2002 04.05.2002 03.07.2002 01.09.2002 31.10.2002 30.12.2002 28.02.2003 29.04.2003 28.06.2003 27.08.2003 26.10.2003 Date 25.12.2003 23.02.2004 23.04.2004 22.06.2004 21.08.2004 20.10.2004 19.12.2004 17.02.2005 18.04.2005 17.06.2005 16.08.2005 15.10.2005 14.12.2005
Fig. 6: Fig. 5:
300 $/t 400 $/t 500 $/t 600 $/t 700 $/t
Weekly Bunker Prices (380 cst) Weekly Bunker Prices (MDO)
100 $/t
200 $/t
0 $/t
04.01.2002
05.03.2002
04.05.2002
03.07.2002
01.09.2002
31.10.2002
30.12.2002

Cristobal Fos Fujairah Houston Japan Los Angeles Philadelphia Rotterdam Singapore Cristobal Fos Fujairah Genoa Houston Japan Los Angeles Philadelphia Rotterdam Singapore Bunker Price 100 $/t 200 $/t 300 $/t 400 $/t 500 $/t 600 $/t 700 $/t 800 $/t 100 $/t 150 $/t 50 $/t 0 $/t 0 $/t Bunker Price 200 $/t 250 $/t 300 $/t 350 $/t 400 $/t 04.01.2002 05.03.2002 04.05.2002 03.07.2002 01.09.2002 31.10.2002 30.12.2002 28.02.2003 29.04.2003 28.06.2003 27.08.2003 26.10.2003 Date 25.12.2003 23.02.2004 23.04.2004 22.06.2004 21.08.2004 20.10.2004 19.12.2004 17.02.2005 18.04.2005 17.06.2005 16.08.2005 15.10.2005 14.12.2005 04.01.2002 05.03.2002 04.05.2002 03.07.2002 01.09.2002 31.10.2002 30.12.2002 28.02.2003 29.04.2003 28.06.2003 27.08.2003 26.10.2003 Date 25.12.2003 23.02.2004 23.04.2004 22.06.2004 21.08.2004 20.10.2004 19.12.2004 17.02.2005 18.04.2005 17.06.2005 16.08.2005 15.10.2005 14.12.2005
28.02.2003
29.04.2003
Source: Clarkson Research Studies 2005 Source: Clarkson Research Studies 2005 Short term weekly bunker prices for different fuel oils6
Weekly Bunker Prices at Rotterdam
Weekly Bunker Prices (180 cst) Weekly Bunker Prices (MGO)
28.06.2003
27.08.2003
26.10.2003
Date
25.12.2003
23.02.2004
Short term weekly bunker prices at Rotterdam7

MGO MDO 180CST 380CST
Cristobal Fos Fujairah Genoa Houston Japan Los Angeles Philadelphia Rotterdam Singapore Cristobal Fujairah Genoa Rotterdam Singapore
23.04.2004
22.06.2004
21.08.2004
20.10.2004
19.12.2004
17.02.2005
18.04.2005
17.06.2005
16.08.2005
15.10.2005
Dr.-Ing. Yves
14.12.2005
Wild
Ingenieurbro GmbH
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
3.2
Lub oil consumption
The second largest consumable of diesel engines is the lubrication oil. Depending on the engine type the lub oil systems are different: Medium-speed 4-stroke engines only use circulation lub oil which also lubricates the cylinder liners. Here the lub oil consumption usually depends on the load of the engine, thus it is measured in g/kWh. Slow-speed 2-stroke engines use cylinder oil for direct lubrication of the cylinder liner and circulation lub oil for the crank case and cross head lubrication. The cylinder lub oil consumption usually depends on the load of the engine, thus it is measured in g/kWh, while the circulation lub oil consumption mainly depends on the number of revolutions and is therefore usually expressed as kg / cylinder / day.
3.2.1 Nominal lub oil consumption

Table 4 shows the specific lub oil consumption for some 4-stroke and 2-stroke diesel engines. When assuming that the 2-stroke engines will be operated at 90 % MCR the circulation lub oil consumption of 7 11 kg/cyl/day can be transferred to approx. 0.06 0.09 g/kWh. This means that the circulation lub oil consumption is only approx. one tenth of the cylinder lub oil consumption.
Type Manufacturer Guangzhou Diesel Guangzhou Diesel 4-Stroke Medium Speed Guangzhou Diesel MAN B&W MAN B&W MAN B&W 2-Stroke Slow Speed MAN B&W MAN B&W Engine series 230 series 300 series 320 series L27/38 L28/32 L58/64 K90MC K98MC-C Speed 750 - 900 rpm 500 - 600 rpm 400 - 525 rpm 800 rpm 775 rpm 400 - 428 rpm 71 - 94 rpm 94 - 104 rpm Power 891 - 1,408 kW 550 - 607 kW 971 - 2,426 kW 2,040 - 3,060 kW 1,320 - 3,920 kW 7,800 - 12,510 kW 8,840 - 54,840 kW 24,840 - 79,940 kW Specific lub oil consumption (manufacturer's data) 1.0 g/kWh 1.8 g/kWh 1.2 g/kWh 0.5 - 0.8 g/kWh 1.5 g/kWh 0.8 g/kWh 0.7 - 1.2 g/kWh 0.7 - 1.2 g/kWh 7 - 10 kg/cyl/day 7.5 - 11 kg/cyl/day
Table 4:
Specific lub oil consumption for some diesel engines as per manufacturers data
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
3.2.2 Effective lub oil consumption (example)

In order to verify the manufacturers data the lub oil consumption of a 2,000 TEU container ship has been analysed8. Table 5 shows the result of the analysis. In case of cylinder oil of the main engine and circulation oil of the diesel generators the lub oil consumption was less than specified by the manufacturer. Only the consumption of the circulation lub oil of the main engine was approx. 60 % higher than specified. However, the main engine circulation lub oil system has the lowest overall consumption so that this discrepancy is of minor importance. All in all the manufacturers data seem to be quite reliable.
Engine Maker / Type Lub oil system Manufacturer's data 1.4 g/kWh 6.0 kg/cyl/day 1.6 g/kWh Measured data
Main Engine
Wrtsil New Sulzer RTA 76
Cylinder lub oil Circulation lub oil Circulation lub oil
1.347 g/kWh 9.706 kg/cyl/day 1.328 g/kWh
Diesel Generators
MAN B&W L28/32
Table 5:
Comparison between manufacturers and measured data for the specific lub oil consumption of a 2,000 TEU container ship over a period of approx. one year
3.2.3 Lub oil prices

Lubrication oil prices can vary significantly depending on the specification of the oil. Typical prices at the end of 2004 were approx. US$ 700.- to US$ 900.- per 100 litres. Assuming a density of approx. 900 kg/m the price is approx. US$ 780.- to US$ 1,000.- per ton. Since the strong increase of oil prices in 2005 it is assumed that lub oil prices now increases by approx. 50 % to approx. US$ 1,200.- to US$ 1,500.- per ton.
3.3
Efficiency of alternator
The efficiency of the alternator is the ratio between the electrical power at the generator and the mechanical power of the diesel engine. PElectrical = Alternator PMechanical
8
Same vessel as for the specific fuel oil consumption of the diesel generators
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Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Usually the efficiency of the alternator is around 95 %. If a PTO (power take off) from the propeller shaft is used there usually a gear box is installed to increase the alternator speed. In this case the mechanical efficiency of the gear box has to be taken into consideration, too. PElectrical = Gearbox Alternator PMechanical The efficiency of the gear box can be assumed to be approx. 97 %, so that the overall efficiency of gear box and alternator would be 92.15 %.
Cost calculation
Based on the above explained relations the specific cost calculation per electrical kWh can be made up as shown in Table 6. The example calculation is based on the use of MDO (as can be seen from the heating value) at a price of US$ 600.- per ton. The specific fuel consumption is set to be 246.5 g/kWh. The overall specific cost then add up to approx. 15 ct/kWh in this case. The lub oil consumption is only making up approx. 1.3 % of the overall cost while the main cost factor is the fuel oil. When using HFOs / IFOs this proportion will increase to approx. 2.5 %.
Specific fuel Cost Lower heating value 600 $/t 42,7 MJ/kg 11,9 kWh/kg 36% 95% 34,2% 234,2 g/kWh 246,5 g/kWh 4,109 ct/MJ 14,791 ct/kWh 1300 $/t 1,50 g/kWh 1,58 g/kWh 0,205 ct/kWh
Thermal efficiency of diesel engine Efficiency of alternator Overall efficiency Specific fuel consumption (mechanical power) Specific fuel consumption (electrical power) Overall specific fuel cost
Lub oil cost Spec.lub oil consumption (mechanical power) Spec.lub oil consumption (electrical power) Spec. lub oil cost (electrical power)
Overall specific cost
14,996 ct/kWh
Table 6:
Cost calculation (yellow fields are input fields)
Page 12
Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Table 7 shows the specific cost when varying the specific fuel consumption and the fuel oil price.
Specific Electrical Energy Cost on Ships
Fuel Oil Price Thermal Specific Fuel Efficiency Consumption 25% 26% 27% 28% 29% 30% 31% 32% 33% 34% 35% 36% 37% 38% 39% 40% 41% 42% 43% 44% 45% 46% 47% 48% 49% 50% 51% 52% 53% 54% 55%
other relevant input data:
100 $/t 3,8 ct/kWh 3,6 ct/kWh 3,5 ct/kWh 3,4 ct/kWh 3,3 ct/kWh 3,2 ct/kWh 3,1 ct/kWh 3,0 ct/kWh 2,9 ct/kWh 2,8 ct/kWh 2,7 ct/kWh 2,7 ct/kWh 2,6 ct/kWh 2,5 ct/kWh 2,5 ct/kWh 2,4 ct/kWh 2,4 ct/kWh 2,3 ct/kWh 2,3 ct/kWh 2,2 ct/kWh 2,2 ct/kWh 2,1 ct/kWh 2,1 ct/kWh 2,1 ct/kWh 2,0 ct/kWh 2,0 ct/kWh 1,9 ct/kWh 1,9 ct/kWh 1,9 ct/kWh 1,8 ct/kWh 1,8 ct/kWh
1,50 gr/kWh 1300 $/t
355,0 gr/kWh 341,3 gr/kWh 328,7 gr/kWh 317,0 gr/kWh 306,0 gr/kWh 295,8 gr/kWh 286,3 gr/kWh 277,3 gr/kWh 268,9 gr/kWh 261,0 gr/kWh 253,6 gr/kWh 246,5 gr/kWh 239,9 gr/kWh 233,5 gr/kWh 227,6 gr/kWh 221,9 gr/kWh 216,5 gr/kWh 211,3 gr/kWh 206,4 gr/kWh 201,7 gr/kWh 197,2 gr/kWh 192,9 gr/kWh 188,8 gr/kWh 184,9 gr/kWh 181,1 gr/kWh 177,5 gr/kWh 174,0 gr/kWh 170,7 gr/kWh 167,4 gr/kWh 164,3 gr/kWh 161,4 gr/kWh
Efficiency of diesel engine
Lower heating value 42,7 MJ/kg Efficiency of alternator 95% Specific fuel consumption is related to electrical kWh at alternator output
Specific lub oil consumption Lub oil price
Table 7:
Calculated specific cost (per kWh electrical energy) depending on the thermal efficiency of the diesel engine and the fuel oil price
Page 13
Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
Summary
The results of the cost calculations are shown in Fig. 7. Taking into consideration the four main potential ways of generating electrical power on board ships the following areas as show in Fig. 7 can be separated:
Cost of Electrical Power
35,0 ct/kWh
Specific fuel consumption related to electrical kWh 350,0 gr/kWh 340,0 gr/kWh 330,0 gr/kWh 320,0 gr/kWh 310,0 gr/kWh 300,0 gr/kWh 290,0 gr/kWh 280,0 gr/kWh 270,0 gr/kWh 260,0 gr/kWh 250,0 gr/kWh 240,0 gr/kWh 230,0 gr/kWh 220,0 gr/kWh 210,0 gr/kWh 200,0 gr/kWh 190,0 gr/kWh 180,0 gr/kWh 170,0 gr/kWh 160,0 gr/kWh 150,0 gr/kWh
30,0 ct/kWh
MGO operation of power packs
25,0 ct/kWh
MDO operation of diesel generators
Specific Cost
20,0 ct/kWh HFO / IFO operation of diesel generators
15,0 ct/kWh
10,0 ct/kWh
5,0 ct/kWh
HFO / IFO operation of main engine with shaft generator 200 $/t 300 $/t 400 $/t 500 $/t Bunker Price 600 $/t 700 $/t 800 $/t 900 $/t
0,0 ct/kWh 100 $/t
Fig. 7:
Calculated specific cost (per kWh electrical energy) depending on the specific fuel consumption (per electrical kWh) of the diesel engine and the fuel oil price
MGO operation of mobile diesel generators (power packs) with a specific fuel consumption varying from 280 to 330 g/kWh and fuel oil prices between US$ 600 to US$ 700 per ton. The resulting specific cost will range from approx. 17.0 ct/kWh to 23.0 ct/kWh. MDO operation of diesel generators with a specific fuel consumption varying from 210 to 260 g/kWh and fuel oil prices between US$ 600 to US$ 700 per ton. The resulting specific cost will range from approx. 12.5 ct/kWh to 18.5 ct/kWh. HFO/IFO operation of diesel generators with a specific fuel consumption varying from 240 to 290 g/kWh (due to lower calorific value) and fuel prices between US$ 300 to US$ 400 per ton. The resulting specific cost will range from approx. 7.5 ct/kWh to 12.0 ct/kWh.
Page 14
Dr.-Ing. Yves
Wild
Ingenieurbro GmbH
HFO/IFO operation of main engine with shaft generator with a specific fuel consumption varying from 190 to 220 g/kWh (due to lower calorific value and gear box but better efficiency of the engine and operation at optimum load) and fuel prices between US$ 300 to US$ 400 per ton. The resulting specific cost will range from approx. 6.0 ct/kWh to 9.0 ct/kWh. Hamburg, the 17th September 2005
(this document has been transmitted by email and is therefore not signed)
Dr.-Ing. Yves Wild

Officially appointed and Sworn expert for Refrigeration Chamber of Commerce, Hamburg
Page 15

Calorific Value of HFO and MDO Comparison Report

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Dr.-Ing.

17. September 2005

Thermo King Corp. 314 West 90th Street Minneapolis, MN 55420-3693

Determination of energy cost of electrical energy on board sea-going vessels

Dr.-Ing. Yves Wild

File: Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Scope of this report

This report is given on behalf of

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Cost factors to be considered

are analysed in this study.

Fuel oil consumption

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

3.1.1 Nominal fuel oil consumption

Qn = (46.704 8.802 10 6 2 + 3.167 10 3 ) [1 0.01 ( w + a + s)] + 0.01 (9.240 s 2.449 w)

See ISO 8217:1996 Annex A - Informative

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Net calorific value of the fuel

Specific fuel consumption per electrical kWh (at generator output)

Net calorific value of the fuel

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Generator curve (constant speed)

Propeller curve (variable speed) Load

Specific fuel consumption on the generator curve at different speeds3

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

3.1.2 Effective fuel oil consumption (example)

MAN B&W 7L28/32 1,292 kW @ 720 rpm / 60 Hz

MAN B&W 5L28/32 928 kW @ 720 rpm / 60 Hz

End Hours time diff. Total hours

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

3.1.3 Development of bunker oil prices

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Monthly Bunker Prices (380 cst)

Monthly Bunker Prices (180 cst)

Monthly Bunker Prices (MDO)

Monthly Bunker Prices (MGO)

Cristobal Fujairah Genoa Rotterdam Singapore

Long term monthly bunker prices for different fuel oils4

400 $/t Bunker Price MGO MDO 180CST 380CST

Long term monthly bunker prices at Rotterdam5

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Short term weekly bunker prices at Rotterdam7

Lub oil consumption

3.2.1 Nominal lub oil consumption

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

3.2.2 Effective lub oil consumption (example)

Wrtsil New Sulzer RTA 76

Cylinder lub oil Circulation lub oil Circulation lub oil

1.347 g/kWh 9.706 kg/cyl/day 1.328 g/kWh

MAN B&W L28/32

3.2.3 Lub oil prices

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Overall specific cost

Cost calculation (yellow fields are input fields)

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

Efficiency of diesel engine

Specific lub oil consumption Lub oil price

File Y:\GMBH\2004-0036 Energy Cost\05-09-17 2004-0036 Report.doc

MGO operation of power packs

MDO operation of diesel generators

20,0 ct/kWh HFO / IFO operation of diesel generators

0,0 ct/kWh 100 $/t