Shipping

Ship Operation

Overcoming the challenges in vessel

speed optimization
Rising bunker costs and strict environmental targets are constraining voyage planning.
By estimating optimal speed and route profiles based on empirical data and statistical
models savings up to 10 % can be achieved, writes Eniram expert Jussi Pyrre

etting into port on schedule on time,

but not too early is a difficult science
to get right when vessels can encounter any
number of variables along their voyage. Until now, operators have got round this by
building buffers into their journeys, giving
them time to play for if sea conditions threaten to throw their schedules off course. The
practice is far from efficient however, not
least because of the fuel implications of varying speeds during a long passage.
Volatile bunker prices and strict environmental targets are driving technology solutions to address the constraints of voyage
planning by estimating journey times and
speed requirements. In almost all cases
however, such calculations are made based
on theoretical information rather than realtime data. This limits the extent to which a
ships operator and crew can be truly confident in the estimates.
Until now, that is. Eniram has invested in
software development that enables operators to capture, analyze and exploit realtime data, adjusting performance dynamically based on the latest readings. Known as

the Optimum Speed Assistant (OSA), this

tool gives operators greater control, reducing the need for a buffer and enabling vessels
to confidently maintain a consistent speed
throughout a voyage. Speed optimization of
a vessels voyage is the key to achieving this
control. This article takes a closer look at
what we mean by speed optimization, the
challenges surrounding it and offers a considered approach to overcoming the obstacles to achieving it.
Speed optimization schemes face tough
challenges in daily vessel operations due to
strict itinerary demands and the limited accuracy of available weather and sea current
forecasts. Since fuel-optimal routing is highly sensitive to constraints such as just-in-time
arrival, one high-speed leg can wipe out the
accumulated fuel savings of an entire voyage.
In this article, we consider an approach
to optimal speed estimation which is based
on statistical route forecasts derived from
historical data measured on specific routes.
The optimization scheme includes penalties for the undesired consequences of certain operating actions, such as excessive

acceleration, as well as rewards for taking

correct measures, such as maintaining a
consistent speed, as appropriate. We conducted simulation scenarios to provide alternative and improved energy efficient
speed profiles. Our study is based on analyzing available operational data collected
from twenty vessels. We used this data and
our extensive nautical experience to model
the environmental effects on optimal speed
profile. We found that in taking care to optimize speed can achieve possible 3 1 %
energy savings.
1. Challenges
The challenge of route and speed optimization is often characterized by strict time
constraints and noisy signals. Recent developments in measurement systems mean it is
now possible to measure many parameters
on board a vessel and over lengthy voyages.
But it is only by analyzing this data in detail
that a clear picture into the vessels behavior
can be gained. Many brilliant minds and
earlier studies have helped to pinpoint the
various challenges in route optimization in-

Images: Tidetech

Fig. 1: Example of challenges in route optimization.

Left: Different routes are
colored with extra miles
sailed through water.
Unsuccessful use of
favorable sea current
leads to increased fuel
consumption due to
the increased distance
traveled through water.
Right: Synthesis of
long-term observations
and models form a basis
for reliable sea current
forecasts suitable for
route optimization

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HANSA International Maritime Journal 149. Jahrgang 2012 Nr. 9

Shipping

Ship Operation

cal and the approach of applying multidisciplinary design optimization is weakly developed in the marine context.
t
Timely intervention: Operators often have
differing opinions on vessel operations
and optimum settings based on their own
experience. This means detecting small
changes in the sea conditions is difficult
to capture. On larger vessels, the control
settings of variable parameters are typically adjusted on an hourly basis rather
than within minutes. A key challenge is to
assist the operator in keeping the adjustments that impact energy consumption to
a minimum while taking account of
changes in the condition of the vessel and
its environment at appropriate intervals.
t
User acceptance: For a system providing
operational assistance it is crucial to gain
acceptance from the operator. This involves attaining some degree of confidence in using the man-machine-interface that informs and drives operational
decision making. It depends particularly
on ease-of-use, usefulness, and on adequate support provided to onboard decision makers.
At Eniram, we have carefully considered an
approach to speed optimization that seeks
to address these highlighted challenges. Our
main approach is based on empirical data
and statistical models using this data to devise new optimization scheme. This scheme
emphasizes ease-of-use and develops a model that can provide accurate prediction for

the estimated time of arrival (ETA), and

optimization to meet just-in-time arrival
needs. We emphasize transparent use of reliable and accurate sea current and weather
forecasts that supports onboard decision
making. Additionally, we include results
from a preliminary study we undertook to
estimate potential savings achieved using
speed profile optimization.
2. Data for speed optimization
There is variety of data measurements
impacting vessel performance that is useful
in determining speed optimization. Information with influence includes the changing
variables relating to the condition of the vessel such as its maintenance (e. g. hull dimensions, coating and cleaning data) and historical operational data measurements (e. g.
high frequency time series of engine load).
In order to measure hull motion accurately,
additional sensors such as inclinometers and
radars can be mounted onboard the vessel
to monitor draft dynamically. Finally, accurate and reliable forecasts of sea and wind
condition accompanied with tidal and sea
current modelling also support fuel efficient
operational profile and route planning.
2.1. Historical data

Access to historical data is essential when

determining forecasts and optimizing the
accuracy of route and speed profile planning algorithms. Data measuring the vessels
operating conditions and onboard variables

Images: NOAA

cluding the following notable ones:

t
Quality of data: This is especially an issue
in vessel energy consumption estimation.
Quality issues include data correctness
(validity), consistency, resolution, and
completeness (sufficiency).
t
Difficulty in accurately estimating time of
arrival: This is often subject to change and
dependent on prevailing environmental
conditions. Waves and weather impact the
speed the vessel is able to travel.
t
Off-design conditions for the vessel or propeller: Care should be taken to optimize
propeller use to avoid excess fuel consumption. For example, excessive acceleration can be avoided by reducing RPM
variation.
t
Weather forecasting limitations: Since this
is still largely based on probability rather
than accuracy, the reliability of any forecast needs to be included in the evaluation of the optimization results.
t
Service speed estimations: It is difficult to
estimate the service speed obtainable by
a vessel in real weather conditions when
sailing on a given shipping route, or indeed to support routing decisions in
heavy seas.
t
Operating profile of the engine: These profiles are complex and are impacted by
changing engine operational characteristics due to partial loading conditions or
technical degradation of the engine.
t
Hydrodynamics: Use of hydrodynamic
modeling while in operation is impracti-

Fig. 2: Surface current forecast provided by NOAA. Left: Open data service provides 144 h forecasts. Right: The service provides
forecast validation against other models, and observed data including in situ measurements

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HANSA International Maritime Journal 149. Jahrgang 2012 Nr. 9

Shipping

Source: Eniram

Ship Operation

Fig. 3: Example leg from Cozumel in Mexico to the Port of Miami in the US: Recorded generator power and mean load measurements
are used to generate empirical engine models

sensors can also provide hull deflection estimates in addition to rolling and pitching
measurement. Radar data can accompany
inclinometer measurements making it possible to take into account the actual wave
patterns around the vessel.
Our approach to optimization has three
major goals: to fully use existing data; to gain
insight into real life optimization constraints
during operation in actual sea conditions;
and to increase reliability of route optimization. This data can be used to form baselines
and reference levels. In addition, the data of
actual operational profile is used in simulations to evaluate alternative profiles.

2.2. Sea current forecasts

Successful speed optimization relies heavily on accurate forecasts. Generally speaking,

forecasts made on a global scale and provided by international centers do not take
into account all of the specific characteristics of the local areas. This is also true of
global sea current models when predicting
conditions in coastal environments.
One increasingly attractive approach in
dealing with this type of flaw in forecasting
data is to use open data to construct current
fields along the route. Fig. 2 gives an example of 144 hour surface current forecasts
provided by the US Government National

Source: Eniram

combined with historical port-specific itinerary variations are prerequisites in determining optimization for that vessel. The
historical data includes the following variables: propulsion power, RPM, location
(Fig. 1), speed, acceleration, attitude, draft,
sea-depth, use of stabilizers and wind. If not
available, sea current can be estimated using
speed over ground and other variables.
Motion modeling is based on attitude sensors positioned in appropriate areas on the
vessel. In a typical vessel, several inclinometers are mounted to provide data in transverse and longitudinal direction. When they
are mounted fore and aft of the vessel these

Fig. 4: Historical operational data. Left: Based on measured current profiles along the fixed route, optimal speed through water profile
can be estimated. Right: Distribution median (red) forms a basis for constrained route optimization

HANSA International Maritime Journal 149. Jahrgang 2012 Nr. 9

133

Shipping

Ship Operation

Fig. 5: Example of squat model. For this cruise ship

shallow water effect is measured starting from 130 m
water depth. Color indicates vessel speed. For example,
for a vessel running at 20 kn speed and 30 m depth the
energy consumption increases 20 %
Source: Eniram

Oceanic and Atmospheric Administration

(NOAA).
As with all environmental data, appropriate quality procedures have to be implemented so that the sea current model and
forecast can be verified as well as any uncertainties of the computations quantified. The
example in Fig. 2 validates NOAA forecasts
against in-situ measurements. The model
validation is thus done against other models, satellite data, automatic weather station
and measurements by vessel operating in
the sea area.
Another example of available current
forecasting services is given in Fig. 1. The
example shows Gulf Stream forecast based
on synthesis of long-term observations and
models. The commercial service is based on
separate tidal and sea current modeling as
well as benchmarking against best available
measurements.
Finally, the level of accuracy of the forecast products must be used as fully as possible in speed optimization schemes.
3. Speed optimization formula
In our observation, keeping to the scheduled arrival time, navigating restricted speed
areas and shallow waters as well as other
seafaring conditions have a direct impact on
speed optimization. These affecting factors
should be collected into baselines and used
to provide unbiased performance estimation and benchmarking. We also advocate
modeling the different operational and environmental effects separately.
Speed optimization helps to solve numerically the speed distribution during the voyage in a way that minimizes the amount of
fuel consumed. In addition to avoiding ex-

134

cessive speed, the fuel consumption of the

vessel can be reduced by continually monitoring any changes in engine load and weather conditions and making the necessary
engine load adjustments as changes are
detected. This is why accurate information
about the state of the vessel and its environmental surroundings are important in maintaining an efficient operation.
Since engine load is expressed in terms of
power, engine RPM and torque are the key
variables used to monitor fuel consumption. Fig. 3 shows an example of measured
fuel consumption. This data can be used to
build empirical engine models suitable for
speed optimization. Additional factors such
as density and caloric value of the fuel may
be used to obtain more accurate modeling.
Enirams approach to optimizing vessel
consumption uses statistical models based
on measured operational and hydrodynamic models. The data is collected for extended
periods during the operation so the statistical model can be updated to reflect cumulated data or any improved accuracy, as a
result of possible upgrades such as hull coatings and retro-fits.
In practice the possibility to create specific empirical model depends on availability of accurate data. Fortunately, in many
cases it is sufficient to model only the most
significant components affecting the fuel
consumption.
4. Implementation
The Eniram system for optimizing the
operations of the vessel relies on receiving
signals from the onboard automation system and sensors and applies historical data,
baselines and regression models. Simulation

HANSA International Maritime Journal 149. Jahrgang 2012 Nr. 9

of optimal settings for the operational parameters is performed using a multi-disciplinary design analysis and optimization
framework which enables complex modeling of various disciplines, with design variables, objective function and constraints.
The defined baselines we use serve as a
basis for measuring vessel performance and
offer frameworks for operational comparison such as calculations of leg, voyage or
specific sea area benchmarks at individual
vessel level or at fleet level.
Historical measurement mapped into the
baseline vector doesnt just indicate what
variables are constrained or impossible (e. g.
maximum speed or trim), but also provide
information on the actual preferred combination of control variables (e. g. service
speed in specific sea area in specific weather conditions).
When a baseline is shown transparently to the operator, a clear understanding of
typical route profile can be achieved. While
baseline can be seen as a collection of static
and historically averaged leg specific data,
actual optimization is done interactively
just before and during the voyage. Thus
real-time data complements the baseline
and enables dynamic optimization. For example, recommended speed is adjusted according to the changing location at sea to
guarantee arrival in time. Use of historical
measurements to define baselines relates to
a long tradition of collecting data from shipping routes. Abundant data exists listing
statistical long-term parameters of winds
and waves on shipping routes. Wave size
characterization might be contained in a
typical atlas in a specific sea area and for a
given season.

Shipping

Ship Operation

Fig. 4 presents a case where historical operational data for a specific route is used as
a prerequisite condition for determining
optimal speed profile.
5. Conclusions
Fuel prices compounded by environmental targets are forcing fleet operators to
think harder about how they calculate and
manage speed. While aiming for just-intime arrivals into port is one way of increasing efficiency, if speed management isnt
fine-tuned as part of this strategy any financial gains could be wiped out. The additional fuel required to support variances in
speed is significant enough to undermine
even the best thought-out voyage optimization plans.
To maximize fuel efficiency in todays
climate, operators need to be able to maintain a more constant performance whatever the prevailing conditions by making
appropriate adjustments using a combination of real-time readings and historical
information about the known performance
of a vessel in a variety of conditions.
Having confirmed with our customers
that there is a real market need we wanted
to come up with a solution, based on our
existing data collection technology and analytical skills that would help to improve fuel
efficiency using speed optimization.
Our initial study, based on operational
data from twenty vessels modeling the environmental effect and simulation of opti-

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mal speed profiles, suggests possible energy

savings of 3 1 %. This estimate is in accordance with values of 15 % which have been
reported elsewhere. We have found that in
many cases, if a vessel has operated with
significant time margins to ensure arrival in
time or due to ETA, savings up to 10 % can
be achieved.
We have presented an approach for estimating optimal speed and route profiles
based on historical data measured on a specific route. The approach, compensating
varying depth, sea currents and weather
conditions, has been born out of need to
provide ease-of-use guidance to vessel operators in transparent way while minimizing the probability for error in optimal
speed profile.
Our optimization scheme addresses many
of the challenges expressed earlier. We have
introduced a scheme that is based on:
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ture detailed factors to enable efficient operating.

Vessel performance management and
voyage optimization is being increasingly
made easier and more accurate with the
help of technology. Collecting, interpreting
and using both real-time and historic data
is important in getting the most out of any
system. For this reason, operators and their
crews need to become more ready to embrace solutions and data analytics tools
available. While it requires something of a
real leap to let technology decide a vessels
best speed, the potential for thousands of
dollars in bunker savings on each individual voyage should be a strong incentive.
Our speed optimization decision support
tool (OSA) delivers the necessary guidance
and decision support to a ships crew to help
maintain the most consistent and fuel-efficient speed, for the given route, conditions
and port arrival needs.
Author:
Jussi Pyrre
Vice President Technology
Eniram Ltd., Helsinki/Finland
info@eniram.fi

Note: This article is based on a technical paper written by Tero Ilus and Aatos Heikkinen and presented at 11th International Conference on Computer Applications and Information
Technology in the Maritime Industries (COMPIT 12) in
Lige/Belgium. The full conference paper, which goes into
more detail regarding the simulations and methodology,
can be obtained by contacting: info@eniram.fi

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HANSA International Maritime Journal 149. Jahrgang 2012 Nr. 9

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