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On The Fuel Saving Operation For Coastal Merchant Ships Using Weather Routing
On The Fuel Saving Operation For Coastal Merchant Ships Using Weather Routing
ABSTRACT: It is well known that Weather Routing is one of the effective ship operation methods to reduce
fuel consumption and many studies have been conducted to develop the effective calculation methods. How-
ever, most studies were performed focusing on the ocean going ships, and there were few studies made for
coastal ships. The authors propose a minimum fuel route calculation method for coastal ships that use the pre-
cise forecasted environmental data and the propulsion performance data of the ship on actual seas. In the pro-
posed method, we use the Dijkstra’s algorithm to calculate an optimum minimum fuel route suitable for
coastal ships. Simulation study was carried out to evaluate the effectiveness of the proposed method using
two coastal ships. As the result of study, the authors confirmed that the proposed calculation method is effec-
tive for fuel consumption reduction and is applicable for the operation of coastal merchant ships.
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Eq.3 means than the minimum passage time from
departure point P0 to any point G(k, i) can be deter-
mined by finding the minimum of the sum of pas-
sage time from G(k-1, j) to G(k, i) and the minimum
passage time from departure point P0 to G(k-1, j)
(when k reaches N+1, G(N+1) is Ps ).
If the Tmin obtained by solving (3) is not equal to
the desired voyage time the propeller revolution
number is changed and (3) resolved, we will gradu-
ally adjust the propeller revolution number until we
get a Tmin as close as possible to the desired voyage
time.
The route thus obtained can be considered as the
minimum fuel route for the specified voyage time.
Figure 1. Grid points of DP to calculate minimum fuel route.
Here after we will refer to this route as MFR.
The MFR obtained by this method is not the true
The propeller revolution number is determined so minimum fuel route from the mathematical point of
as to reach the destination point at the desired time view, but it can be regarded as the sub-optimal route
of arrival. We will look for the minimum propeller that will allow us to reach destination at the desired
revolution number that will allow us to reach the time with a minimum consumption and a fixed pro-
destination at the desired time of arrival, by doing so peller revolution number. In this method since the
we will find the most practical minimum fuel route only control parameter is the ship’s course the
for the desired voyage time. amount of calculation is largely reduced
Ship’s position can be described by the following
equation: 3 ENVIRONMENTAL DATA
x = f (t , x, S , C ) (1)
The environmental data used for carrying simulation
Where t is the time, x the position of the ship, S the with this calculation method are forecasted data of
speed and C the control parameter, which in our case surface winds, waves, ocean and tidal currents, these
is dependent only on rudder angle since the propeller data were used to calculate the ship’s speed trough
revolution number in kept constant. the water and over the ground. The forecast data are
The speed of the ship at any instant is function of available for each 1 hour, extending for a period of
ship’s heading and response to the external weather 72 hours, the forecast data are updated 8 times a day
elements, such as wave, wind and current. (i.e. base time of forecast: 00,03,06,09,12,15,18,21
UTC).
S = f (θ , wave, wind , current ) (2)
Knowing the weather elements we can determine the 3.1 Wind and wave data
speed of the ship, and knowing this later allows us to
compute the time needed to travel from one node to The wind data comprises mean wind direction and
another. mean wind speed; the wave data comprises the sig-
nificant wave height, predominant wave direction
Let the i-th node on the k-th vertex line from P0 and significant wave period.
be G(k, i). The ship starts from G(k, i) at time tk and
reaches the node G(k-1, j) on the k-1-th vertex line at For the forecast period up to 15 hours ahead the
time tk-1 (see fig.1 for more details). forecasted data are the result of the input of the sur-
face winds from the mesoscale numerical forecast
The minimum time route from the departure point model of the Japan Meteorological Agency into the
P0 to the destination Ps is obtained by solving the 3rd generation wave forecast model “WAM” of the
following iterative equation: Japan Weather Association, the data are given for
Tmin (G (k , i )) = Min{T (G (k − 1, j ), G (k , i )) + Tmin (G (k − 1, j ))} (3) grids of 2 by 2 miles .
j
For the forecast period from 16 to 72 hours
(k=1,2,…,N+1) ahead, the data are from the output of the wave fore-
cast model of the Japan Meteorological Agency, the
where Tmin (G(k, i)) represents the minimum passage
data are given for grids of 6 by 6 miles.
time from the departure P0 to the node G(k, i), and
T(G(k-1, j), G(k, i)) represents the passage time from
the previous node G(k-1, j) to the node G(k, i).
402
3.2 Ocean and tidal current data resistance due to waves) and the propeller thrust
(Kano 2008). For various rpm, wind conditions and
The ocean current forecasted data are the output
from the Japan Coastal Predictability Experiment 26 WAVE DIRECTION
operated by Frontier Research Center for Global 142RPM
FROM BOW [DEG]
4 SPEED AND ENGINE PERFORMANCE IN Figure 2. Speed performance curve of model ship-A at 142
SEAWAY RPM.
403
5 RESULTS OF MFR SIMULATION ships-B the average saving is 18.4% and the largest
saving amount is 22.1%.
We conducted MFR simulation for the two ships
The MFR routes obtained are shown on figure 6 for
(model ship-A and model ship-B) using the pro- ship model-A and figure 7 for ship model-B, we can
posed calculation method. For demonstrating the ef- notice that the MFR tends to be farther from the
fectiveness of the proposed calculation method, we
coast line than the UR.
also simulated the fuel consumption for the route
usually used by the ship (hereafter UR). A suitable model ship-A(RO/RO container ship)
[%]
30.0 25.0
11/2
11/3
11/4
11/5
11/6
11/12
11/13
11/14
11/15
11/16
11/17
11/18
11/19
11/20
11/21
11/22
11/23
11/24
11/25
11/26
11/27
11/28
11/29
and the voyage time recalculated, the calculation Date of departure
will be stopped when the difference between the cal- amount of saving MFR UR
culated voyage time and desired voyage time reach- Figure 4. Fuel consumption and fuel saving amount for model
es ±0.1 hour. The fuel consumption thus obtained is ship-A.
assumed to be the UR fuel consumption.
model ship-B(cement carrier ship)
The simulation has been conducted for the condi- 16.0 50.0
tion shown as follows. 14.0 45.0
40.0
12.0
Model ship-A 10.0
35.0
30.0
[%]
8.0 25.0
6.0 20.0
− Term of simulation: November 2008 4.0
15.0
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Figure 8 and 9 show the sea current data for the Using the latest available Forecast Wx data, we
voyages with the largest amount of fuel saving. We calculated the MFR for model ship-A, the departure
can notice that the MFR avoids regions with oppo- time is 17/12/2008 at 15:00 UTC from Kushiro in
site current and takes advantage of the regions where Hokkaido to off Tokyo.
current flows in the same direction as the ship’s Hereafter we call the MFR obtained using the
route. We also compared the difference between the Forecast Wx data as MFR-F and the MFR obtained
speed over ground and speed through the water for using Analyzed Wx data as MFR-A.
the MFR and the UR, for the MFR, nearly all along
the voyage the speed over ground is higher that We can notice from figure 10 that shows both
speed through the water, which demonstrates that routes, that the MFR-F tends be farer from the coast
the MFR is the route that takes advantage of the than the MFR-A and this due to the error in the fore-
ocean and that for the Japanese coasts, the ocean cast; we checked the accuracy of weather forecast
current has a large influence on fuel saving. data and found that the Forecast Wx wind data tends
to be smaller than the Analyzed Wx wind data.
405
any rerouting the error on arrival time is around +28 speed and engine performances in waves of both
minutes, with one rerouting recalculation the error ships were determined, simulations were also con-
decreases to +9 minutes and with a maximum num- ducted.
ber of recalculation the error is around +3 minutes. The results of one month simulation shows that
Using rerouting calculation the error on arrival the MFR obtained using the proposed calculation
time can be reduced to an acceptable value. method allows to save a large amount of fuel, the
average saving for two model ships is 2.4% and 18.4
%, the maximum saving is 6.9% and 22.1% respec-
tively.
There is a strong oceanic current along the Japa-
nese coast, the proposed MFR calculation method,
takes advantage of this current and achieves a good
energy saving.
Recalculation of the MFR based on the updated
weather forecast data during the voyage allows to
reduce the effect of the forecast error.
For the further development of this research, a
concept of risk of delay will be introduced to the
calculation algorithm, using the information on the
accuracy of wind/wave forecast, the possible error
on the arrival time is determined and a minimum
fuel route arriving at the destination point with a
specific probability of the risk of delay can be calcu-
Figure 11. MFR obtained using Forecast Wx data with recalcu- lated.
lation every 3 hours
This study was done as a part of the “Research
and Development of Environment-Harmonized Op-
eration Planning Support System for coastal ships”
model ship-A(RO/RO container ship)
by New Energy and Industrial Technology Devel-
30 opment Organization (NEDO).
error on arrival time [minutes]
25
20
15 REFERENCE
10
Haibo, X. & et al. 2005. A Study of Weather and Ocean for
5 Sailing Ship in Coastal Sea Area –Basic Simulation of Ship
0 Positioning by Ship Maneuvering and Experiment by a Re-
-5
al Ship-. J. Kansai Soc. N. A., Japan, No.243. 159-166(in
0 1 2 3 4 5 6 7 8 Japanese)
number of recauclation Kano. K. & et al. 2008. Energy Saving Navigation Support
System for Coastal Vessels. Papers of National Maritime
Figure 12. Error of arrival time with regards to the number of Research Institute. vol.4. 35-72(in Japanese)
recalculation Takashima, K. & et al. 2008. Energy Saving Operation for
Coastal Ships Based on Precise Environmental Forecast.
The Journal of Japan Institute of Navigation vol. 118: 99-
106(in Japanese)
6 CONCLUSIONS Dijkstra, E. W. 1959. A Note on Two Problems in Connexion
with Graphs. Numerische Mathematik 1: 269-271
In this paper, a method for achieving energy saving Makishima, T. & et al. 1983; 1984; 1985. Report of the Basic
for coastal merchant ships using weather routing was Research on Ship Weather Routing 1, 2, 3. Tokyo Universi-
ty of mercantile marine(in Japanese)
proposed. An optimization method based on Dijks-
tra’s algorithm using weather forecast data was pro-
posed. Two ships, one is a RO/RO container ship
plying between Kushiro in north Japan and Tokyo,
another is a cement carrier plying between Ube in
west Japan and Tokyo were taken as models, the
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