Energy Effciency Handbook for

Inshore Vessels
A resource for inshore vessel operators
Vessel Name____________________________________
_
Produced by The New Zealand Seafood Industry Council in conjunction with EECA
A Guide to Energy Effciency on Board
your Vessel
Acknowledements
The New Zealand Seafood Industry Council would like to thank those who assisted in the
development of this handbook, and in particular, the Energy Effciency and Conservation
Authority and Andy Logue and Michael Henry from Energy New Zealand.
Copyright 2010 The New Zealand Seafood Industry Council Ltd
ISBN 978-0-473-16915-2
1
Contents
Page Chapter
2 Introduction
7 Operating speed
19 Hull resistance and fouling
25 Propellers
35 Vessel maintenance
39 Electricity
45 Trip planning
49 Record keeping
2
Seafood harvesting is a fuel-intensive business and fuel is a major cost to vessel operators. Enormous
volatility in the price of fuel, as witnessed in recent years, puts pressure on operators to remain proftable
and continue fshing. This handbook has been compiled to help vessel operators to evaluate ways to
reduce their fuel consumption.
Vessel Name:
Vessel Type: Displacement/Semi-displacement/Planing/Other
Length: Displacement:
Hull Construction Material: Wood/Steel/Other:
Engine Manufacturer/Model:
Engine Power: Propeller type:
Number of Crew:
Main Fishing Method: Trawl/Seine/Dredge/Pot/Line/Other:
Fishing Gear: Main Fishing Location:
Cold Storage: Ice only/Refrigerated Hold/Freezer/Other:
Average Number of Trips/Year: Average Trip Length:
Even if you read this guide no further, the following will save fuel:
Slow down
Invest in fuel monitoring equipment
Keep your propeller in good condition and get an expert to check its
suitability
Keep the hull clean
Turn off unused electrical and hydraulic equipment
Introduction
Record your vessel details here:
3
A section on record keeping helps you evaluate changes and work out your energy effciency.
Simple calculation sheets, exercises, templates and checklists are included to help you estimate and
measure cost benefts for your vessel and record and evaluate your progress. At the end of the
handbook, space is provided so that you can add new information as it arises. Supporting templates and
documents can be found at www.seafood.co.nz/energyresources.
You will fnd that there are some relatively low-cost changes that can be made quickly and easily, which
can result in signifcant cost saving. There are also some things that will take more time, effort and
expense to net results. In every case there is some trade-off for energy effciency, either in terms of
higher operational costs or longer periods at sea. It is up to you to decide which measures apply and are
suitable in your particular situation.
The information in the handbook is taken from previously published reports and documentation, and has
been updated where possible to include new technical developments.
Different vessels may have different solutions and priorities. This handbook aims to help you fnd out
what is best for you and your vessel.
Its a simple equation. Less money spent on fuel for the same catch of fsh equals greater proft.
Nonetheless, you have to use fuel in order to fsh. The best engine for the propulsion of fshing boats
to date has been the compression ignition engine powered by liquid (diesel) fuel. It suits fshing for a
variety of reasons:
The engine is relatively simple, robust and reliable,
Diesel fuel is safe to use, has a high energy density and is of a consistently high standard,
Engines and fuel are readily available, cheap to procure and backed up by good services.
While alternative fuels and propulsions continue to be reviewed, it is likely that diesel engines will be
here for some time. The cost of fuel is likely to remain high, be volatile and continue to be a signifcant
proportion of turnover.
How do I save?
This handbook looks at fuel effciency options for existing inshore vessels with diesel engines. It suggests
ways to reduce energy costs without major changes such as commissioning a new vessel or replacing
expensive equipment. Although it does highlight some things you should consider when evaluating
those changes. This handbook helps you identify different areas where fuel cost savings could be made.
Each area has a tabbed section. The cost-saving suggestions are in no particular order. What will work
for you will depend on the nature of your vessel, measures previously implemented, the level of capital
investment chosen, and the extent of your records.
This guide helps you improve your energy effciency and bottom line by:
Showing you where energy (and therefore fuel) is used
Identifying changes which can reduce fuel consumption
Two kinds of changes are discussed. These are operational changes (how things are done) and technical
changes (what equipment is most appropriate to increase effciency).
Saving fuel improves your bottom line. The amount of fuel used is one of
the largest costs fshers can control.
Savings made on fuel = money in the bank.
The operational changes looked at are:
Vessel operating speed
Electricity use
Frequency of maintenance and cleaning
Trip planning
The technical changes looked at are:
Propeller design, and its relationship with the
engine and gearbox
Hull condition and antifouling
4
For fshing vessels, fuel is generally used to:
supply the vessel with propulsion
generate electricity
generate hydraulic power
At any time, fnding ways to save energy is likely to be easier than catching more fsh or increasing the
value of the catch. If implemented correctly, energy savings will continue to save money for many years
to come.
Fuel is only one of the costs of your operation. The cost of an energy effciency solution may or may
not be greater than any potential savings. This handbook can help you work that out. However, even
after you have worked out what is best for you and your vessel, remember that as fsh prices, fuel
costs, labour and other factors change, it is important to recalculate trade-offs regularly and review your
energy saving decisions.
Wages, boat ownership costs, and ACE costs are largely fxed costs. So reducing fuel costs is one of the
easiest ways to improve proftability. A dollar saved on fuel is a dollar directly added to the bottom line.
Think of how many dollars worth of fsh you need to catch to make a dollar of proft.
The operating costs of a fshing operation vary greatly depending on the:
Breakdown of costs for Anne-Louise a Danish seine vessel (Thomas et al. in press).
Type and size of vessel
Target species
Fishing method
Average time at sea
Distance to fshing grounds
5
Where does your revenue go?
Can you build a breakdown of costs for your operation? To get an idea of how much difference saving
fuel can make to your bottom line, work through the following table using fgures from your last fnancial
year.
Expenses Amount
Fuel
Wages
Bait
Ice
Repairs
Maintenance
Shore power
Other
Total expenses
Revenue
Landed catch
Other
Total revenue
Gross proft (=revenue - expenses)
% revenue spent on fuel
5% of fuel expense (fuel expense x 0.05)
Dividing the fuel amount by the revenue amount, tells you what percentage of your revenue goes on fuel.
Work out what 5% of your current fuel cost is, and put it in the last row. Savings of this amount (and
more) should be easily achievable. Compare this to your gross proft to see what kind of fnancial impact
fuel savings can have.
fuel expense
total revenue
6
Where does your energy go?
Just as operating costs of a fshing operation depend on the type of fshing done, so does energy use. An
energy tree can show where the energy is used and help you concentrate on the biggest user frst. An
energy tree for the Anne-Louises diesel is shown here:
Do you know where your energy goes? Think about the equipment you
have on board and the kind of fshing you do. Sections in this guide will
help with this.
Energy tree for Danish seiner, Anne-Louise (Thomas et al. in press).
Getting help to identify savings
Independent energy surveys or audits of your fshing vessel can help to:
more quickly identify where your fuel is used,
identify opportunities to reduce fuel costs,
identify which measures will be the most cost effective.
The costs of energy audits may be subsidised through grants from EECA. For more information on
energy audit grants contact the New Zealand Seafood Industry Council Ltd or EECA. Website addresses
are: www.seafood.co.nz/energyeffciency or www.eeca.govt.nz
Finding out more about reducing fuel use
It is diffcult to keep pace with new changes in technology or the outcomes of energy effciency trials
in New Zealand and overseas. The New Zealand Seafood Industry Council has developed a web based
resource centre on energy effciency options: www.seafood.co.nz/energyresources for more information.
An envelope has been included at the back of the guide so you can add new information you download.
References: Thomas G et al. in press Energy audit of fshing vessels. Proc. Inst. Mech. Engineers, Part M J. Eng for the Martime Environment.
7
Operating speed
Time is money skippers want to get to fshing grounds as quickly as possible, and once the catch is
onboard its again tempting to go as fast as possible getting back to port. But greater boat speed comes
at a cost and dramatically increases the fuel bill.
The speed a vessel operates at has the largest impact on how much fuel it uses.
Why slow down?
It takes power to push a boat through the water. The engine provides the power, through the propeller,
which overcomes the factors that slow down the boat. These are:
Skin friction, the drag caused by water rubbing against the hull.
Form drag, which is caused by water fowing
around the hull, rudders and any appendages.
Wave making resistance, which is the energy
sapped from the vessel to make bow and
stern waves as it moves through the water.
All three kinds of drag increase with speed,
but for displacement vessels the wave making
resistance is the biggest problem as it increases
exponentially with speed.
Unfortunately, the wave making resistance
at a given speed is essentially fxed, as it is
determined by the vessel dimensions. Long thin
hulls have a lower wave making resistance than
short wide hulls, which is one of the main reasons
why high-speed catamarans have long thin hulls.
A very steep increase in wave making resistance
occurs when the vessel moves at the same speed
as a wave its own length. This is often known as the hull speed. Exceeding the hull speed takes a huge
amount of power for small speed increases. Planing vessels go faster than their hull speed by rising up
out of the water and planing on the surface.
The bottom line is: to save fuel and money, slow down.
The Gweny-May, Picton, NZ.
8
Fuel use is often measured in litres per
hour (L/h), but this is only half the story
as the overall effciency depends on
how fast the vessel is going. A vessel
using 20 L/h going 10 knots is much
more effcient than the same sized
vessel going 2 knots using 10 L/h. To
take this into account, the measure
for fuel effciency in this guide is litres
per nautical mile (L/nm), which is
the amount of fuel used to cover one
nautical mile.
The relationship between speed and
fuel effciency is clearly illustrated by
the following graphs.
The left graph shows speed and fuel
effciency for a displacement vessel,
the 15.6m trawler Thomas Lovell (L.
Gilbert).
Increasing speed by just one knot from
6.5 knots to 7.5 knots has doubled the
amount of fuel used to cover the same
ground.
The right hand graph shows speed and
fuel effciency for a semi-planing vessel,
the 14m Gweny-May (T. Collins*).
For both vessels, speed strongly affects
fuel use, which keeps increasing as the
vessels go faster. For the displacement
vessel, Thomas Lovell, there is no
obvious better speed to use, while the
semi-planing Gweny-May has a sharp increase in fuel
consumption above 10 knots.
As the vessel goes faster, it costs more to cover the
same distance.
For displacement vessels, the table to the left gives
the typical maximum recommended operating speed.
Operating a displacement vessel above these speeds
incurs heavy fuel-consumption costs.
Recommended Maximum Operating Speeds
Waterline
Length (m)
Maximum Operating
Speed (knots)
Long Thin
Vessels (m)
Short Beamy
Vessels (m)
10 7.5 6.3
11 7.8 6.6
12 8.2 6.9
13 8.5 7.1
14 8.8 7.4
15 9.1 7.7
16 9.4 7.9
17 9.7 8.2
18 10.0 8.4
19 10.3 8.6
20 10.6 8.9
Recommended Maximum Operating Speeds (FAO)
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2.50
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3.50
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5.0 6.0 7.0 8.0 9.0 10.0 11.0
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Vessel Speed (knots)
Fuel Consumption vs Speed
Fuel Consumption
Fuel Consumption vs. Speed for a 15.6m
Displacement Vessel (Gilbert*).
Fuel Consumption vs. Speed for a 14m Semi-Planing Vessel
(Collins**).
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Vessel Speed (knots)
Fuel Consumption vs Vessel Speed
Fuel Consumption
For more information about energy
effciency and business visit:
www.eecabusiness.govt.nz
*Gilbert L. 1983 Fishing vessles and Fuel Control. Fishing Industry Board.
**Collins T. New Zealand Seafood Industry Conference presentation 2008.
9
How fast should I go?
Deciding how fast to go depends on how quickly you really need to get somewhere and how much fuel
the vessel uses at different speeds. A fuel curve, as in the previous graphs, shows how much fuel is used
at different speeds and can help make operating speed decisions.
If your boat has an electronic engine management system or fuel meter, use Exercise 1 to build a fuel
curve for your vessel.
If the vessel does not have a fuel meter, consider buying one, getting a fuel curve built by a service
provider or energy auditor, or use Exercise 2 to approximate how much you can save by slowing down.
Fuel meters:
If the engine management system does not include fuel metering, consider buying a standalone fuel
meter. Meters for the diesel engines found on fshing boats, cost $1,800 to $2,500 for analogue models
and $3,400 to $4,000 for models that have a speed input (from a GPS) and calculate fuel effciency in
L/nm automatically. Installation costs are typically an additional $1,000.
As well as helping build a vessel fuel curve, fuel meters are an invaluable tool for measuring changes in
vessel effciency.
For example, you might have bought new nets and any improvement or decline in fuel effciency while
trawling can be noted. Monitoring fuel use also helps detect problems affecting the vessels energy
effciency. Increased fuel use could indicate it is time to investigate cleaning the hull, replacing the anti-
fouling or repairing the propeller.
Best operating speed
The best operating speed depends on more than just fuel use. The savings from slowing down are offset
by: more time spent at sea, increased labour costs, delays in getting fsh to market and increases in any
other costs that accumulate with time. Some benefts and drawbacks of slowing down are listed below.
Many crews are paid a percentage of the catch. As steaming slower means more time at sea, crews
may have little incentive to save fuel by slowing down. Finding a way to reward fuel savings can help
motivate crews to save fuel.
For bonus and reward schemes to work, the fuel-use for trips needs to be benchmarked. This may be
litres of fuel used per hour of the trip or per kg of fsh caught or per distance travelled, or a combination
of all three. The section on Record Keeping has some sheets to help benchmark fuel use for trips.
Once fuel use has been benchmarked, try to get everyone motivated and saving fuel by slowing down.
You could do this by rewarding the crew with a share of the savings for subsequent trips.
Align the crews and owners interests to reduce fuel costs with incentives
and bonus schemes.
Benefts and Drawbacks of Slowing Down
Benefts Drawbacks
Signifcant fuel savings
Owner and crew may have
different motivations
Costs nothing to implement Requires discipline to carry out
Easy to do Can be inconvenient
10
To keep any bonus scheme fair, some complications need to be considered. For example, travelling
greater distances to fshing grounds or going out in rough weather both lead to higher fuel consumption.
If these, or any others factors the crew has no infuence over, are not taken into account, crews may be
reluctant to go out in poor weather or go on trips to fshing grounds further away than usual because
they wont be able to make the fuel savings in those conditions.
Costs of slowing down
The cost per mile varies as fuel prices and other hourly costs change. Knowing the overall cost for an
additional hour at sea can help you decide when to slow down.
Some hourly costs might include:
The price the skipper puts on his time
Any wage costs (if appropriate)
Generator hourly costs - fuel and maintenance
Main engine hourly maintenance costs
Any other costs that increment hourly
The vessels fuel curve will give an idea of how much can be saved from slowing down over a given
distance. The extra time taken can be used to see how much additional cost occurs due to arriving later
and a decision can be made on the best speed.
Sometimes the extra time taken caused by slowing down may not matter much. In these situations,
slowing down may save lots of fuel without much inconvenience.
For example: If at 10.00 pm its decided to return 50nm to port, a 15.6m trawler could steam back at
9.0 knots, using 2.75 L/nm, travelling the distance in just over 5 hours - arriving back at 3.30 am and
burning 138 litres of fuel.
If there is no reason to be back until 6.00 am, (and most of the crew can sleep) then the trip could be
done in 8 hours instead. This would allow the vessel to steam at 6.25 knots - using about 1.0 L/nm and
burning 50 litres of fuel. The extra
2 hours of steaming at the lower
speed has allowed fuel savings of
88 litres.
Vessels are typically operated at a
set engine speed for steaming, and
the vessel will go the desired speed
most of the time. But, depending
on conditions, it will sometimes be
faster and sometimes slower than
the normal speed.
When the vessel is going faster
than normal due to benefcial
conditions, for example due to
tail winds, favourable currents and
lower loadings than usual, gains
in fuel effciency can be made by
throttling back a little until the
vessel slows to normal operating
speed. This making hay while the
sun shines will reduce overall fuel
use.
Save fuel by slowing down when the circumstances allow.
Your on board equipment can help you work out how much fuel you
use and at what rate.
11
Case study: Semi-planing boat operating speed
Gweny-May a 14m hard-chined semi-
planing boat operating out of Picton
mainly pots for rock lobster. It is
powered by a 374kW diesel engine
driving a three bladed propeller
through a 2:1 reduction gearbox.
With trips lasting up to 6 six days, there
are often long periods of steaming to
and from fshing grounds. The boat
had typically been operated at 1,800
RPM and the owners were happy with
its performance, although rising fuel
prices motivated them to re-evaluate
the current operating speeds.
The freshly anti-fouled 15 tonne vessel
was loaded with 2,000 litres of fuel,
2.5 tonnes of ice, and bait. A record of
speed and fuel use at different engine
speeds was made using the engines
electronic engine management system,
which already recorded fuel use, and
speed information from a GPS unit.
The results of trials to determine its fuel
use at different steaming speeds are in
the table below and shown graphically
in the two graphs above and right.
The fuel effciency is expressed as
the number of litres of fuel used to
travel one nautical mile (L/nm). This
is a more useful fgure than the more
commonly used litres per hour (L/h) as
the distance travelled depends on how
fast the vessel is going.
Engine
Speed
(RPM)
Speed
(knots)
Fuel Use
(L/hr)
Fuel Use
(L/nm)
1400 9.1 33 3.63
1500 9.5 45 4.74
1600 10.2 52 5.10
1700 10.4 64 6.15
1800 11.0 79 7.18
1900 11.7 94 8.03
2000 12.5 109 8.72
2100 13.0 118 9.08
Summary of trial data (Collins T. New Zealand Seafood
Industry Conference presentation 2008.)
Fuel Consumption and Speed vs. Engine RPM
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Fuel Consumption and Speed vs Engine RPM
Vessel Speed Fuel Consumption
Fuel Use to Cover Distance vs. Vessel Speed
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Vessel Speed (knots)
Fuel Consumption vs Vessel Speed
Fuel Consumption
The top graph shows the amount of fuel used to
cover ground vs. the vessel speed. There is clearly
a large increase in the amount of fuel burned per
mile when steaming above 10.2 knots.
The bottom graph shows the vessel speed and
fuel consumption at different engine speeds;
again, above 1,600 RPM there is a steep increase
in the amount of fuel used to cover a set distance.
Based on this information, the owners decided
to operate Gweny-Mays engine at 1,600 RPM
instead of 1,800 RPM as they previously had. This
reduced their fuel use by about 20% and saved
them $14,600 per year.
12
Case study: Displacement vessel operating speed
Thomas Lovell is a 15.6m trawler
powered by a 172kW diesel engine
driving a four-bladed propeller ftted
inside a nozzle through a 3.75:1
reduction gearbox.
The results of trials to determine its
fuel use at different steaming speeds
are in the table above and shown in the
graphs below and to right.
The graph to the right (fuel consumption
vs vessel speed) shows that the amount
of fuel needed to go a mile increases
as the vessel goes faster. It takes 20%
more fuel to cover the same ground at 9
knots as at 8 knots, and almost double
if only going 7 knots.
The graph below shows the vessel
speed and fuel consumption at different
engine speeds.
Fuel Consumption and Speed vs. Engine RPM
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Vessel Speed Fuel Consumption
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Vessel Speed (knots)
Fuel Consumption vs Speed
Fuel Consumption
The table at left is
the summary of
trial data. The two
graphs show fuel use
at different steaming
speeds. (Gilbert L.
1983 Fishing vessles
and Fuel Control.
Fishing Industry Board.)
For forms and downloads
to support this handbook,
go to www.seafood.co.nz/
energyeffciency
Engine Speed (RPM) Speed (knots) Fuel Use (L/hr) Fuel Use (L/nm)
1000 6.5 6.5 1.00
1100 6.8 7.5 1.10
1200 7.1 10.5 1.48
1300 7.5 14 1.87
1400 8.0 18 2.25
1500 8.5 21 2.47
1600 8.9 24.5 2.75
1700 9.8 30.5 3.11
1800 10.3 37.5 3.64
Using this information, if the owners
decided to steam at 8 knots rather than
9 knots, a 40 nm round trip to fshing
grounds would take 34 minutes longer
but use 22 litres less fuel. Steaming at 7
knots rather than 9 knots would take an
extra 1.25 hours but save 56 litres of fuel.
13
Exercise: Building a fuel curve with a fow meter
If the vessel has a fuel fow meter or engine management system, building a fuel curve is straightforward.
The speed is read off the navigation system, or a cheap GPS unit can be used. Remember speed from a
GPS unit is the true speed over the distance and doesnt take into account different currents, wind and
the tides.
To gather the data, simply set the engine speed to an appropriate value in the table below, and then once
the vessel speed has settled down, record the fuel use and speed. Do this for each applicable engine
speed. This exercise may be repeated a few times to average out the effects of tides etc.
When the table is flled out, calculate the fuel effciency fgure (L/nm) for each engine speed. Simply
divide the fuel use by the vessel speed. Note: you can download extra exercise sheets from the website
at www.seafood.co.nz/energyeffciency
Once the fuel effciency has been calculated for each engine speed, the fgures can be plotted on a graph
to create a fuel curve. Two blank graphs have been provided: one to plot fuel effciency vs. engine speed
and one to plot fuel effciency vs. vessel speed.
Engine
Speed
(RPM)
Vessel Speed (knots) Fuel Use (L/hr)
Fuel Effciency
(L/nm)
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
Record Fuel Use and Speed
Fuel use per nm = (Vessel Speed)
So if the vessel used 4.0 litres per hour to go 3.0 knots, the fuel effciency
would be:
Fuel use per nm = (3.0 knots) = 1.33 L/nm
Fuel Use
4.0 L/h
14
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15
Engine operating speed and its effciency
The combination of the propeller, gearbox and engine
determine how effciently the fuels energy is used to
propel the vessel through the water. You will need to
think about this combination carefully when you are
choosing them. All three must be taken into account
when they are chosen.
When choosing the propeller and gearbox, ensure the
engine operates near its best effciency point.
This is because:
The vessels operating speed determines how much
power is required to move the vessel through the
water.
The propeller choice (and effciency) determines
how much engine power is required to reach the
vessel operating speed.
The engine speed affects how effciently this
power is made.
Most fshing vessels use diesel engines, which are
generally the most effcient internal combustion
engines available. However, even a diesel engine in
good repair will only convert 25% to 40% of the
fuels energy into work. The rest is lost as heat through the cooling and exhaust systems.
The engines actual effciency depends on both the load and the engine speed. The load at a particular
engine speed in turn depends on the propeller and gearbox combination.
If the propeller has too much pitch (i.e. is over-propped) then the engine will be fully loaded and unable
to reach maximum speed. If there is too little pitch (i.e. under-propped) then the engine will only be
delivering a portion of its potential power once it reaches maximum speed.
While a naturally-aspirated engine will only deliver full power at maximum engine speed, most
turbocharged engines can deliver their maximum rated power from about 70% of maximum engine speed
upwards. At the lower speeds this is achieved by higher turbocharger boost, but highly-loaded operation
at lower engine speeds may
not be a good idea as engine
temperatures can rise, reducing
engine life.
The engines effciency at
different speeds and loads is
measured by the manufacturer
and is graphed as Brake Specifc
Fuel Consumption (BSFC) vs.
engine speed. The BSFC is the
amount of fuel in grams required
to produce one kW of power at
the engines crankshaft, for one
hour. The BSFC will be lower
(better) when the engines
effciency is higher.
The graphs (left and overleaf)
are based on published
performance curves from a
major manufacturer.
A typical turbo-diesel engine.
Both turbocharged and naturally-
aspirated engines are generally most
effcient when operated at about 80%
of maximum rated speed, although this
depends on the specifc engine.
Fuel Consumption and Engine Effciency: 75kW Naturally-Aspirated Diesel
Engine
20%
25%
30%
35%
40%
45%
50%
0
50
100
150
200
250
300
350
1200 1400 1600 1800 2000 2200
E
n
g
i
n
e

E
f
f
i
c
i
e
n
c
y

(
%
)
E
n
g
i
n
e

B
S
F
C

(
g
/
k
W
h
)
Engine Speed (RPM)
BSFC and Engine Efficiency vs Engine Speed
(Naturally Aspirated Engine)
BSFC
Efficiency
16
Both are for naturally-aspirated
and turbocharged versions of
the same engine. The naturally-
aspirated version is rated at 75kW
@ 2200 RPM and the turbocharged
version is rated at 123kW @ 2200
RPM.
Note that the turbocharged version
is more effcient overall than the
naturally-aspirated version. This
is normally true, as turbochargers
extract otherwise-wasted energy
from the exhaust gases. In
this case, the effciency of the
turbocharged engine is worst at
an intermediate engine speed
and better faster and slower than
this. This shows the importance of
checking the specifc curve for the
vessels engine.
Unless you are changing the engine or gearbox, you are stuck with the gear you have got. To make the
most of your existing engine, get a copy of the engines effciency curve from the engine supplier. If the
current normal operating speed of the engine is at a bad point of the curve, consider getting the propeller
repitched or replaced.
Selecting a new engine or gearbox
When the engine, gearbox or propeller is changed, ensure that the engine is operating at the most
effcient part of its curve at the most common high load it is expected to operate at. For a trawler ftted
with the 123kW turbocharged engine,
this would mean picking a propeller
and gearbox so that the engine is at
either 1,500 RPM or 2,000 RPM while
trawling.
The BSFC can vary by as much as 15%
between different engines of similar
power outputs. When replacing the
engine, if choosing between two
engines that are otherwise the same,
pick the one with the lowest BSFC.
Once the engine choice has been
made, ensure the gearbox ratio and
propeller pitch allow engine operation
at its most effcient speed.
An expert (marine architect or
engineer) should be consulted when
selecting new engines to ensure a
good choice is made, taking into
account the propeller, gearbox and
vessel characteristics.
Get the performance curve specifc to the vessels engine and use it to
help decide the best engine operating speed

Fuel Consumption and Engine Effciency: 123kW Turbocharged Diesel Engine
20%
25%
30%
35%
40%
45%
50%
0
50
100
150
200
250
300
350
1200 1400 1600 1800 2000 2200
E
n
g
i
n
e

E
f
f
i
c
i
e
n
c
y

(
%
)
E
n
g
i
n
e

B
S
F
C

(
g
/
k
W
h
)
Engine Speed (RPM)
BSFC and Engine Efficiency vs Engine Speed
(Turbocharged Engine)
BSFC
Efficiency
An example of a diesel engine.
17
Exercise: Approximate fuel saving from slowing down
The relationship between fuel use and vessel speed can be used to estimate the saving from slowing
down. This relationship works best for displacement vessels and is less relevant for planing vessels.
An estimate is required of the current fuel use at the current normal steaming speed. This may be
worked out by flling the tanks before and after a trip over which the speed is fairly constant. Then divide
the fuel use by the number of hours steaming to give fuel use per hour.
For example, if 720 L of fuel is used in 18 hours steaming, then the fuel use is 40 L/h.
The hourly fuel use may also be worked out if the engine specifcation sheet is available showing fuel use
for different loads and the engine loading is known from the governor position.
The current fuel effciency can then be estimated by dividing the present fuel use per hour by the
steaming speed.
So if the vessel uses about 40 L/hr when travelling at 8 knots, the current fuel effciency is:

Fuel Effciency = Fuel Use/Steaming Speed
= 40 L/hr/8.0 knots
= 5.0 L/nm
To estimate the fuel effciency at a slower speed, use the following formula:
Fuel effciency at slower speed = (Original Speed)
2
x Fuel Use at original
speed
For example if the vessel was originally using 5.0 L/nm when going 8.0
knots and it now steams at 7.0 knots, it is estimated to use:
Fuel effciency at slower speed = (8 knots)
2
x 5.0 litres/nm
=
8.0
X
8.0
x 5.0
= 0.875 x 0.875 x 5.0
= 3.8 L/nm
In this case the estimated saving from slowing down is 1.2 L/nm or 24%.
New Speed
7 knots
7.0 7.0
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7
Action checklist
Whenever possible slow down.
Get a fuel curve made for the vessel.
Use the fuel curve to make decisions on when, and by how much, to slow down.
If not already ftted, consider installing a fuel fow meter.
If a fuel meter is ftted, monitor fuel use over time to detect changes in effciency and allow
action to be taken.
Benchmark fuel use and set up a bonus scheme tohat rewards increased fuel effciency.
Get a copy of the engines effciency curve. If the present normal operating speed is at a bad
point of the curve, consider getting the propeller repitched.
Notes....
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19
Your vessels hull shape and condition directly affect how much fuel it uses. A rough or heavily fouled hull
requires more power to push it through the water, which means higher fuel costs.
As mentioned previously, a vessels
power is spent overcoming the
various factors that slow it down.
These are:
Skin friction this is the friction
between the roughness of the
hull and the water. A smoother
hull is better and has lower
friction. Skin friction increases
with speed.
Form drag this is due to
eddies made as water fows
around the hull, rudder and any
appendages. A clean design with
the minimum of protrusions is
best.
Wave making resistance see
the section on operating speed.
The importance of these factors
depends on the vessel type. Having
a clean hull is far more important for vessels that spend a lot of time at high speeds, perhaps steaming a
long way to fshing grounds. Hull cleanliness is a little less important (but still a good idea that will save
fuel) for slower boats like trawlers. The drag caused by skin roughness is higher at higher speed and so
is more signifcant when steaming than trawling.
Hull resistance and fouling
Steaming with a dirty hull is like driving a car with the hand brake on.
Rough paint fnish increases skin friction and energy use. Photo courtesy
of Stark Brothers, Nelson, NZ.
If a fuel meter is ftted to the vessel, use this to help determine how benefcial
cleaning the hull is and to detect fouling buildup that indicates its time for
another clean.
20
Skin friction and hull cleaning
Skin friction depends on the hulls
roughness. Hulls get rougher, creating
more friction, over time due to several
factors including:
Corrosion of steel surfaces causing
faking and bubbling. This can be
caused by:
Inadequate or failed cathodic
systems
Inadequate or aged anti-corrosion
paints
Rough paint fnish, which can be
caused by:
Improperly prepared hull prior to
repainting
Paint build up
Poor application
Mechanical damage to the hull from running
aground, chafng on nets, berthing etc
To reduce these effects, keep the anodes in good condition and dont put off repainting too long.
Weed and slime
As well as the hulls surface condition,
marine growths of weed and slime
accumulate and roughen the hull. A
vessel might only be slipped every
few years, and over this time, fouling
can increase skin friction dramatically,
especially if the vessel is static for
extended periods. Growth rates are
higher in warmer water.
Hull smoothness is helped by
maintaining a clean hull. Having divers
remove the slime between slippings
will reduce hull friction and fuel use.
The optimum time between hull
cleanings is a balance between the
cleaning cost and the amount saved.
The cleaning cost is about $4 to $6
per foot of waterline length, so about
$500 for a 22m (72 foot) trawler. A
Food and Agriculture (FAO) paper
reported the slime layer leads to
increased fuel consumption of 8%
to 12%.
Repair hull damage when the
vessel is slipped and make good the
surface.
Example: If cleaning reduced the fuel consumption of
a vessel that normally uses 55 L/h by 5%, to 52.5 L/hr, then the
cleaning would be paid for after 200 hours of steaming.
Cleaning by divers will not be worthwhile for hulls encrusted with
more stubborn marine life, such as barnacles, that cannot be
removed by brushing alone. However, in this case the extra fuel
consumption may be so signifcant up to 40% - that the vessel
should be slipped for scraping or water-blasting.
Photo provided by Albwardy Diving Services Dubai.
Ensure the hull is properly prepared prior to repainting, excess old paint is
removed and the surface sanded smooth.
Build up of weed and slime contribute to skin friction.
21
Anti-foul paints
Fuel-thirsty fouling growth is inhibited by using
either anti-foul paints containing biocides or foul
releasing paints, which work by being very smooth
and non-stick .
Anti-foul paints are often self-polishing - meaning
they slowly wear off and conseuqently maintain
surface smoothness and continue to expose fresh
biocide. Anti-foul paints need reapplying every year
or two as fouling growth is rapid once the biocide
is exhausted.
The latest foul release paints are especially
slippery. Any marine life that does attach to the
hull is removed once the speed exceeds 10 knots.
However, if the vessel never goes above 10 knots
then the fouling isnt removed. This makes them
better suited to faster vessels and less useful on
trawlers.
Modern foul release paints are very expensive, are not
generally suitable for wooden boats, and the hull must
be taken back to bare metal before the application
of special base coats. Offsetting this is their longer
life. They should last 5 years before reapplication
and achieve fuel savings of up to 6% due to their
smoothness and low friction.
On a 22m vessel using 250,000 litres per year that
spends 30% of its time steaming, a 6% saving is about
$5,000 per year.
The next time the anti-foul paint is due to be renewed, consult with an
expert to determine the best option for your vessel.
Displacement
As vessel weight increases, a greater surface area is exposed to the moving water (leading to higher
skin friction) and more water must be moved out of the way (increasing form drag and wave making
resistance). The hull resistance and therefore amount of fuel used is almost directly proportional to
displacement, so a 1% reduction in displacement will reduce fuel consumption by about 1%.
Carriage of excess weight may increase over time as redundant equipment accumulates.
Save fuel by not carrying unnecessary weight and lowering your vessels displacement. Weight can be
reduced by:
Pumping out bilges frequently
Only carrying the fuel needed for the trip plus a safety margin
Not carrying more ice than required
Reducing rubbish and packaging, and removing any broken or redundant equipment
For example, a 100 tonne trawler that carries an excess 2.0 tonnes of ice will increase its fuel use by 2%.
Photos (left and above) courtesy of Stark Brothers,
Nelson, NZ.
22
Remove redundant hull appendages
Protrusions from the hull reduce how easily water fows around it, increasing form drag and fuel
consumption.
External keel cooling pipes for engine cooling increase fuel consumption by 2% to 3% at steaming
speeds. Consider replacement with a heat exchanger system.
Rudder and appendage form
The rudder is directly in the fow of fast water from
the propeller, which increases the effect of its drag
on effciency. Water fows turbulently around fat
plate rudders, causing high drag, but fows more
smoothly around a profled rudder.
Flat plate rudder (above). Rudder detail (right), Photo
courtesy of Stark Brothers. Nelson, NZ.
To reduce form drag, remove any protrusions or fair them if removal is not
possible. Examples include old sonar domes and fsh-fnders that are no
longer operational and old anode bolts.
Consider replacing fat plate
rudders with profled rudders.
You can fnd useful
downloads and information
at www.seafood.co.nz/
energyeffciency
An effcient rudder profle will save 3% to
4% of fuel use at free running speeds, or
1.5% to 2% overall.
Any other hull appendages, such as stern
posts, should be faired to allow water to fow
smoothly over them.
23
Action checklist
When was the vessel last slipped?
If more than a year ago, get a diver to check the hull condition. If lightly fouled, get a
diver to clean it, if heavily fouled consider slipping the vessel for blasting and recoating
of anti-foul.
When last slipped, what was the extent and type of fouling?
What is the current anti-fouling system used?
When was the anti-foul last maintained?
If more than two years ago and the vessel is not scheduled to be slipped soon, get a
diver to check the hull condition. If lightly fouled get divers to clean it, if heavily fouled
consider slipping the vessel to be blasted and anti-foul recoated.
Does the vessel go above 10 knots on occasion? Yes/No
If yes, get a quote for a foul release paint system. To assess if its worthwhile proceeding,
factor in a 6% fuel reduction and reduced annual anti-foul costs.
List any hull appendages (sonars etc)
Identify those appendages that can be removed or faired. Next time the vessel is slipped
remove or fair identifed appendages.
What is the size and type of rudder?
If a fat plate rudder is installed then consider replacing it. Get a quote for a profled
rudder. For a two year payback, a profled rudder should cost less than 4% of the
annual fuel bill if the quote is lower than this fgure, then its worth getting a new
profled rudder.
Identify and remove any redundant equipment
Is keel cooling used? Yes/No
If yes, get a quote for a heat exchanger system. For a two year payback, consider
replacing keel cooling with a heat exchanger if it costs less than 4% of steaming fuel use
(typically about 30% of annual fuel use for a trawler).
How much excess ice/fuel is carried at the end of a trip?
Try reducing the amount.
24
Notes....
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Cleaning can be carried out by a diver
if slipping is not an option. Photo
courtesy of Sea Service Diving and
Marine, Australia.
25
Propellers turn the power generated by your engine into movement through the water. The propeller type
and condition greatly infuences how well this happens and overall fuel effciency.
Propellers typically only convert 50% to 60% of the energy they absorb into useful thrust but they can
be much worse.
An inappropriate, damaged, or dirty propeller will cost you money whenever the vessel is underway.
The following diagram illustrates where the energy from the diesel supplied to the main engine goes. Note
the energy loss from the propeller.
Propellers
Any improvement in propeller effciency directly saves fuel and money.
26
Increasing your propeller effciency
Propellers are out of sight, out of mind. A lot of people
think that if the vessel still moves then everything
must be ok. Right?
Wrong! Declining propeller effciency and increasing
fuel consumption can occur gradually and may not be
noticed. Improving propeller effciency increases how
much energy from each litre of fuel becomes thrust
that drives the vessel.
To improve effciency:
Take action to make the most of the propeller
youve got
Get the propeller selection checked and investigate
having it modifed or replaced
Getting the most out of your
current propeller
Improvements in propeller effciency are rewarded whenever the vessel is moving, free running, or
fshing, so benefts accumulate the whole time the vessel is underway. Keep the propeller in tip-top
condition to maintain its effciency. To do this:
Clean the propeller
A clean propeller saves 5% to 10% of fuel consumption compared to a propeller fouled after one year of
immersion in water. Weed and slime can build up within months especially if the vessel has been idle.
If the vessel hasnt been out of the water in a year, get a diver to give the propellers a scrub.

Polish the propeller and apply a foul
release coating
Polished propellers use up to 4% less fuel when
compared to clean propellers after one year immersed
in water. Polish propellers when they are next out of
the water and have a foul release coating applied.
Foul release coatings maintain smoothness similar to
a newly polished condition and should only cost a few
hundred dollars to have applied.
Corrosion increases roughness on uncoated propeller
surfaces keep anodes in good condition to slow the
corrosion.
Before and after pictures of a propeller cleaned by Stark Brothers of Nelson.
Underwater cleaning of propellers
27
Maintain and repair the propeller
Worn and damaged propellers eat fuel. Inspect
them every time the vessel is out of the water
and repair any fuel-hungry nicks, dings and
dents. Blade tips can wear over time, reducing
effciency, and may need building up. Trailing
edge damage is especially power-sapping and
also alters the propeller pitch. The propeller
should ideally be serviced at least every two
years.
Cavitation erosion may be visible as areas of
pitting on the blade - the increased roughness
lowers effciency. As well as repairing the blade,
consult an expert on how to prevent recurrence.
Clear hull upstream of the propeller
The hull upstream of the propeller should
be faired smooth with no sharp corners or
obstructions. If possible, move anodes, fsh fnders, sonar domes and other obstructions to be more than
1.3 propeller diameters away. Savings are hard to estimate but if it costs less than 2% of your annual
fuel bill to implement then its probably worthwhile.
Cleaning and polishing the propeller while the boat is in the water is a job for divers. How often it should
be done depends on the cost and the rate at which fouling builds up.
Check the propeller selection
Routine measures for maintaining propeller
effciency are important, but signifcant
further savings are possible by ensuring
the current propeller is the right one for
the job.
When selecting a propeller, the following
are important points to consider:
The engines power output and shaft
speed
The gearbox ratio
The size and operating speed of
the vessel
These factors, and more, are taken into
account when the initial selection is
made. This determines the propeller size
(diameter), pitch, blade area and number
of blades. Changes over time in how the
vessel is used, increased displacement and
engine or gearbox changes may mean the propeller is less suitable than it was. The complexity of
propeller choice means you should consult an expert, either propeller specialist or naval architect, before
making changes.
Photos courtesy of Stark Brothers, Nelson, NZ
Example: A 23m trawler powered by a 411kW engine typically uses 6,500 litres of diesel
per fve day trip. If cleaning and polishing the propeller has fuel savings of 5% (3% from the clean
and 2% from the polish) then a $500 clean and polish will be paid for in less than two trips.
28
Get an expert to confrm correct propeller choice
Get the propeller inspected by an expert the next time the vessel is slipped if the vessels duty, engine
or gearbox has been changed since the propeller was installed. The expert can help decide if it needs to
be modifed (re-pitched) or replaced.
Maximise the propeller diameter
A propellers diameter has a big effect on how effcient it is. A big propeller turning slowly is more
effcient than a small propeller turning quickly. As a rule of thumb, increasing the diameter by 1/3 will
reduce the shaft speed by 1/2 and increase its effciency by 1/4.
Measure your propeller diameter and consider replacing it with a larger one if possible - use the worksheet
in Exercise 3 to calculate the minimum recommended propeller diameter for a particular vessel.
The maximum propeller size will be limited by the available aperture and cost.
Check for warning signs of incorrect propeller choice
Unsuitable propellers penalise both performance and fuel consumption.
If suspected, an expert should evaluate the current propeller and assess
available options. If the pitch is incorrect, it may be possible to have it
re-pitched rather than replaced.
Signs of an unsuitable propeller include:
Engine overloading
Engine overloading can cause engine damage and may happen if the
propeller has too much pitch, (i.e. over-propped), or is too large. Symptoms
include heavy black exhaust smoke, high exhaust temperatures and the
engine being unable to reach maximum speed. Be especially suspicious if
the propeller has just been changed.
Excessive hull fouling and propeller damage can also cause overloading,
so it may be worthwhile getting a diver to assess both if overloading is
happening and the vessel hasnt been slipped in a while.
Engine underloading
Engine underloading occurs if the propeller has too little pitch, is too
small or if cavitation is reducing the propellers ability to absorb power.
The engine will not be able to achieve maximum power at its maximum
speed and engine damage may occur if the engine is over-speeded.
Basic Propeller Characteristics
Photo courtesy of Stark Brothers,
Nelson NZ
29
On trawlers, consider ftting a nozzle if
one is not already ftted
Nozzles are specially-designed ducts enclosing
the propeller and can increase fuel effciency by
15% to 20% especially at higher loads and
lower speeds i.e. trawling.
They can be relatively expensive to retro-ft but
this must be weighed against the large potential
fuel savings.
If considering ftting a nozzle, consult with a
naval architect to determine the overall costs
and benefts.
If a nozzle was previously considered but
not implemented due to cost or reduced free
running speeds, increased fuel prices and more
effcient modern nozzle designs may now make
it worthwhile.
Get the advice of a propeller manufacturer or
naval architect to help make this decision.
Example: Depending on size, ftting a nozzle and new propeller could cost in the range
of $25,000 to $50,000 with fuel savings of 15% to 20% expected at trawling speeds. Trawlers
typically use about 70% of their fuel while trawling. This means a 23m trawler burning 250,000
litres annually would save around 26,000 litres each year after ftting a nozzle paying back the
installation costs within a year or two.
Propeller Nozzle (Olds & Sons Pty. Ltd)
Photo courtesy of Stark Brothers, Nelson, NZ.
Propeller nozzle case study
A trial comparing three 22m trawlers, each with 375 hp
@1800 rpm engines and 6:1 reduction gearboxes, had
the following results:
Nozzle
Type
Propeller
Size
(inches)
Bollard
Pull
(kg)
Maximum
Speed
(knots)
Fuel
Use
(litres/
day)
Open
Propeller
66 x 44 4,708 9.3 1,512
Kort Nozzle 61 x 56 6,646 9.0 1,265
Modern
Nozzle
61.25 x 59 7,182 10.0 1,175
Open propeller vs. nozzles (Olds & Sons Pty. Ltd)
The modern nozzle design used 7% less fuel than the vessel
ftted with a kort nozzle and 22% less fuel than the open
propeller.
30
Steaming Speed and Fuel Use Before and After Repitch (Gilbert 1983)
Trawling Speed and Fuel Use Before and After Repitch (Gilbert 1983)
Case study: Propeller repitch
Cellina was a 14.8m trawler operating out of Tauranga. A 38 x 28 four-blade propeller was
driven by a 132 kW engine through a 2.96:1 gearbox. A trial was done before and after the
propeller was repitched, the results are shown in the graphs below.
The frst graph shows how much fuel is used to cover 1 nm at different steaming speeds. It
clearly shows the maximum steaming speed has increased and fuel use per mile has decreased
- after repitching the propeller Celline used 1/3 less fuel to cover the same distance at 10 knots
than before repitching.
The second graph shows how much fuel is used to cover 1 nm at different trawling speeds.
After repitching trawling speeds were increased, increasing catching power, at the same time
as reducing fuel use by over 20%.
31
Case study: Propeller choice
Gweny-May is a 15 tonne hard chined, semi-planing vessel. Powered by a 374kW engine driving
a three-bladed propeller through a 2:1 gearbox, it generally cruises at 10 knots. A four-bladed
propeller, kept as a spare, was trialled and found to worsen cruising fuel-consumption by 6 L/h,
or 12%, for no improvement in performance. This shows the importance of confrming the correct
propeller choice.

Controllable pitch propellers
Fixed pitch propellers perform best for
a set load and speed, so they are most
effcient at towing speeds or steaming
speeds but not both. A controllable
pitch propeller (CPP) can be adjusted to
improve propeller effciency at different
speeds; they also allow the engine to be
at the optimum speed more often.
If a vessel typically only goes one speed
a CPP provides no beneft. Also, due
to increased hub size, a CPP is a little
less effcient than a fxed pitch propeller
operating at its best point
CPPs are expensive, especially if
retroftted. They should only be
considered for new vessels or as part
of a major reft. This can be decided in
conjunction with a naval architect.
Photo courtesy of Stark Brothers, Nelson, NZ.
32
Action Checklist

When was the propeller last inspected? If more than two years ago, and the vessel
is not scheduled to be slipped soon, get a diver to check its condition. If it is in poor condition it
may be worth replacing or repairing sooner rather than later.
When was the propeller last serviced? If the propeller hasnt been serviced in
two or more years, ensure this is done when the vessel is next slipped.
Is a nozzle ftted? Yes/No
If no, and the vessel is a trawler then consult with an expert to investigate getting one ftted.
The next time the vessel is out of the water take the opportunity to inspect the propeller and do the
following things.
Is the propeller smooth and free of nicks and dings? Yes/No
If no, have the propeller serviced or repaired. If not perfectly smooth, get the propeller polished.
If uncoated, get a foul release coating applied.

Are there any signs of cavitation (pitting and blade erosion)? Yes/No
If yes then repair and get a propeller expert to assess options
Are there any obstructions within 1.3 diameters upstream of the propeller? Yes/No
If yes, then investigate removing or relocating the obstruction.
Calculate the minimum recommended propeller diameter using Appendix II
Recommended diameter m

Measure the vessels current propeller diameter? Measured diameter m
See if the current diameter is smaller than recommended measure the aperture clearance.
Aperture diameter__________________m
Is the aperture clearance greater than 10% of the propeller diameter? Yes/No
If yes, consult with an expert to investigate replacing with a larger diameter propeller
Notes....
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Exercise: How to calculate your minimum propeller diameter
The minimum recommended propeller diameter, for useful thrust at all speeds, can be determined
from the graph below. The minimum recommended may not be achievable if the available aperture
is too small. This graph does not apply if a nozzle is ftted.

Minimum recommended propeller diameter
The above graph is based on the following formula. (Gerr)
D
min
= 0.339 x (BWL x Hd)
1/2
Where:
D
min
= Minimum recommended propeller diameter in metres
BWL = Beam on the waterline length in metres
H
d
= Draft of hull, waterline down (excl. keel, skeg or deadwood) in metres
D
min
for twin screws = 0.8 x D
min

First determine the beam-on-the-waterline length in metres and multiply this by the depth of the
hull in metres (excluding the keel, skeg or deadwood).
Find this value on the horizontal axis of Graph 1 and move vertically up until the line for the single
screw (or twin screw if appropriate) is reached.
The minimum propeller diameter can then be read off the vertical axis.
Example: For a 15.0m trawler with a waterline beam of 5.1m and a hull draft of 1.2m,
the minimum acceptable propeller diameter can be calculated as follows:
Waterline Beam x Hull Draft = 5.1 x 1.2 = 6.12
So for a single screw, the minimum recommended propeller diameter is about 0.85 metres or
33 inches.
25
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35
Engines provide the power for almost all activities while at sea from propelling the vessel to supplying
hydraulic and electrical power. Regular maintenance not only reduces energy consumption but also
minimises those proft-sapping unscheduled repairs.
Engine maintenance
Its best to stick to the engine manufacturers recommended service intervals. Routine maintenance
between major overhauls and servicing includes:
Checking water traps and fuel flters daily.
Oil and fuel flters remove contaminants before they can harm the engine. Over time, contaminants
build-up, clogging flters and obstructing the fow of oil or fuel to the engine. This impairs
the engines performance and effciency and increases fuel use. It can also cause engine damage.
This daily check is necessary especially in humid weather when water can condense in fuel tanks.
Change the flters at the manufacturers recommended service intervals.
Changing the lubricating oils at the recommended intervals
Engines require lubrication so that moving parts slide smoothly over each other. Insuffcient or
degraded lubrication can increase engine wear, causing higher friction and increasing fuel use.
Change the oil at the recommended intervals typically every 350 hours unless an oil analysis
recommends this period to be shortened or lengthened. Oil analysis can also give information on
engine wear and condition .
Servicing the injectors at the recommended intervals
Fuel injectors are subject to demanding conditions and inevitably wear out. But they can still work a
long time past their best, but this will lower fuel effciency. An injectors condition governs how well
fuel burns when sprayed into the engine.
Ideally injectors produce a fne fog of fuel, but as they wear larger droplets also form. Droplets burn
more slowly, reduce power output, and
produce visible soot as a result.
Service the injectors at the manufacturers
recommended intervals - or more frequently
if the fuel quality is low or excessive black exhaust smoke indicates the injectors are worn.
Vessel Maintenance
Deferring vessel maintenance is the worst form of false economy.
Soot is fuel that you have paid for, but
isnt doing any work.
36
Gearbox maintenance
The gearbox effciency affects the vessels overall effciency because all the propulsive power goes
through it. Gearboxes are typically more than 90% effcient, but you can make small gains by sticking to
the proper maintenance procedures, including:
Regularly checking oil levels
Gearboxes use oil seals, internally and on the shafts, to keep oil in the gearbox and dirt and water
out. A sudden drop in the gearbox oil level may indicate the seals are worn. The loss of oil or oil
contamination can increase the gearboxs frictional losses and the vessels fuel consumption. If left
unchecked the gearbox may fail.
Changing the oil regularly
As the gearbox oil breaks down, its lubricating properties diminish. Changing the gearbox oil at the
recommended service intervals helps maintain maximum gearbox effciency, life, and reliability.
Using the correct grade of oil
Not all oils are the same so use the grade of oil specifed by the manufacturer. Using the wrong oil
can increase churning and windage losses within the gearbox, lowering effciency, and gobbling fuel.
High quality synthetic oils are more expensive but may extend the service intervals and improve
gearbox effciency. Synthetic oils have several desirable properties over mineral oils, most notably is
that they have better low and high temperature performance.
Exhaust and air fows
It is important to supply enough clean air to
the engine room and engine. Oxygen from air
is needed to burn the diesel. There needs to be
enough air moving through the engine room to
help cool the engine. This is especially important
if the vessel has any air-cooled engines.
As a guide, size the engine rooms air intake
to have an area greater than 11 cm2 per kW
of engine power. Ideally the air intake should
supply cool fresh air down low into the engine
room, and hot air ventilated from the top.
Periodically check air flters and clean or replace
them if they are clogged. Check and clean them more often if the engine rooms air supply is dirty.
The exhaust system should let the exhaust fumes escape easily. The exhaust pipe should be as straight
as possible and 90 bends avoided as each sharp bend can reduce the maximum airfow by 25 percent.
If the exhaust pipe is too small, or contains too many sharp bends, backpressure will result in loss of
power and increased fuel consumption. The engines manufacturer will stipulate the minimum exhaust
pipe diameter.
Fuel additives and devices
Diesel engine technology has been developing for more than 100 years and small effciency improvements
are still being made. Unfortunately however, there are no silver bullets to drastically increase the effciency
of an existing engine.
While there are many additives and gadgets on the market that claim huge improvements in fuel effciency,
the bottom line is if it sounds too good to be true, it probably is.
Some reports on the performance of diesel additives and devices that have been trialled for the UK
fshing feet are available at www.seafood.co.nz/energyeffciency.
Restricted exhaust fow can easily cost 10% or more in fuel consumption.
An air flter.
37
Engine smoke identifcation
Excessive exhaust smoke is normally an indication of engine trouble. The smokes colour can give some
indication of the cause. (Gilbert 1983), (Simpson 2006)
Black exhaust smoke
Black exhaust smoke indicates that unburned fuel (soot) is leaving the engine. This robs power and
proft. Common causes include:
Overloaded engine
An overloaded engine is operating at the limit of its capabilities. Consequently there is increased wear
and it may operate ineffciently. Investigation is required to fnd the cause of the overloading.
If the engine, gearbox and propeller are not correctly matched, peak propeller loads may occur at too
low an engine speed and cause overloading. When changing the engine, gearbox or propeller, check the
suitability of the retained equipment and ensure everything is well matched.
Overloading that worsens over time may indicate that the vessels hull drag has increased due to fouling
or that the propeller is fouled or damaged.
Shortage of air
Clogged inlet air flters or other inlet restrictions can impede airfows. Change or clean air flters at the
recommended intervals and inspect them if clogging is suspected.
Black smoke can also be a symptom of turbocharger problems it may need cleaning or replacing.
Excessive back pressure
Restrictions in the exhaust pipework, perhaps from being crushed or from debris entering the pipe, can
impede exhaust fows. Check the exhaust pipe for kinks or obstructions and fx any problems found.
Worn injectors
Ensure the injectors are changed at the recommended intervals
Blue exhaust smoke
This can be from excessive oil in the cylinders or exhaust, usually from worn components such as valve
guides, worn or broken piston rings or leaking turbocharger oil seals. It can also be caused by:
an overflled crankcase,
blocked crankcase breather valve or
excessive cooling (faulty thermostat) which prevents the engine from operating at normal temperature.
After a long time idling a short period of blue smoke is normal, but if it is sustained engage a mechanic
to diagnose the cause.
White exhaust smoke
White exhaust smoke that persists for more than a few seconds, especially if coupled with hard starting,
is often a symptom of low compression - which results in unburned fuel. This can be caused by:
Worn or damaged engine components:
Leaking inlet or exhaust valves and damaged or worn piston rings allow gases to escape and lower
compression. A compression test may confrm this.
Mis-timed injectors/valves:
Most likely if the engine has been incorrectly reassembled after repairs or maintenance. If the engine has
just been repaired or serviced, check the timing.
Water in engine:
White smoke can also indicate that water is getting into the engine. This may be through poor quality
fuel, normally accompanied by erratic running, or a cracked cylinder head/blown head gasket which
allows water into the cylinders.
Gilbert, L. (1983). Fishing vessel fuel control. Fishing Industry Training Council.
Simpson, A. (2006). Know your boats diesel engine. McGraw-Hill.
38
Maintenance checklist
Engine maintenance
1. What is the check-up frequency for water traps and flters _____________________?
If greater than daily change the check-up frequency to ensure the engine is operating correctly.
2. When was the oil last changed_______________________________?
If the oil changes havent been to the manufacturers specifcations, change the oil and consider
an oil analysis.
3. Recommended air intake to engine room: Engine kW________ x 11 =________cm
2
Actual intake to engine room:
Rectangle height________cm x length_________cm =________cm
2
Circle diameter______cm x diameter______cm x 3.14 / 4 =________cm
2
If the recommended intake to the engine room is smaller than the actual intake, consider more
ventilation. For air-cooled engines, consult the manufacturers specifcations.
When was the air flter last checked___________________________?
Was there signifcant buildup on the flter________________________?
4. When were the injectors last changed_______________________________?
If the injectors have not been changed according to the engine manufacturers specifcations, they
should be replaced even if there is no visible sign of incomplete combustion (black smoke)
Gearbox maintenance
1. When was the last time the oil level was checked_______________________________?
If the oil level has not been checked, ensure that there is an adequate level of oil within the
gearbox
2. What is the manufacturers recommended grade of oil____________________________?

What grade of oil is being used_______________________________?
If different, consider changing back to the manufacturers recommended oil grade
When was the oil last changed_______________________________?
If the oil changes havent been to the manufacturers specifcations, change the oil
3. Consider synthetic oils
39
Save energy turn it off!
Expensive electricity can be easily saved by turning things off when theyre not needed. Sounds obvious,
but sometimes its hard to appreciate just how much its costing.
Things to look at are:
Lighting
Lighting is needed to see what you are doing, but leaving deck lights on during the day is money down
the drain. Turn them off during the day.
For a well-utilised vessel at sea for 4,000 hours per year, leaving two 500-Watt deck lights on for the
entire time at sea, instead of just at night, will cost an additional $630 per year in diesel. These are
simple to switch off manually, or install a daylight switch to do it automatically.
Electricity use
Turn lights off when not needed.
Electricity use
A common misconception is that the electricity on a ship is essentially free because the generator is
running anyway. Not only is this not true, electricity generated onboard by either the main engine or an
auxiliary generator is actually quite expensive.
Nearly all the energy used on board a fshing boat comes from diesel. The engines convert the diesels
energy into power used to propel the boat, run hydraulics, or generate electricity. Diesel contains 10.58
kWh of energy per litre, so for diesel that costs $1.00 per litre, this equates to 9.4c/kWh.
To power onboard electrical equipment, the diesels energy needs converting to electricity, frst by
an engine into rotational movement and then by the generator to electricity. The overall process is
ineffcient, and for a well-maintained 20kVA to 100kVA generator typical of the size used on trawlers,
peak effciencies in the range of 25% to 34% are usual.
A generator of 30% effciency, burning diesel costing
$1.00/litre, will make electricity for 31.5c/kWh. These
costs do not include the generator operating and
maintenance costs.
A fshing vessels electricity use can account for 5%
to 30% of total diesel consumption. This can be minimised by not wasting electricity, using the most
effcient devices available and generating electricity as effciently as possible.
This will cost about double what a
commercial customer would expect
to pay for electricity from the grid.
40
Only turn on interior lighting when it is needed. Even if using effcient fuorescent lighting, turning off
lights in unoccupied cabins, galleys, toilets and engine rooms could save hundreds of dollars per year for
a typical vessel. If theres concern about engine room lights turning off while someones in there, install
a low-wattage compact fuorescent lamp to be on permanently.
Manage PCs and electronic equipment
On, but unused, electronic devices like PCs and game consoles sit around quietly devouring electricity
and money. The idle power consumption can be signifcant, even if the display is turned off. Two PCs and
one modern games console left running unnecessarily at sea for 3,000 hours per year will chew through
$340 of diesel more if they are still on when in port.
PCs have a sleep or hibernate mode where power consumption is nearly zero, but can be resumed
from almost instantly. This is the best way to leave them when not being used.
Manage space heating
Heating cabins electrically requires large amounts of energy since the heat simply disappears through
the walls. The cost of running four small (1kW) heaters in unoccupied areas adds up to $1,260 per year
if on unnecessarily for 1,000 hours per year.
Make sure they are only on when needed, using thermostats and timers wherever possible. Better yet
scavenge heat from the engines cooling system (explained later) for free space heating.
Manage hydraulic pumps
When a hydraulic device isnt in use, turn the hydraulic pump off. For example, if a hydraulic pump is
needed to let the net out, but is not used for trimming, turn the hydraulic pump off until it is need to haul
the net back. The load due to hydraulic pumps can be very large, as shown in the graph below.
This graph shows the net being let out, trimming of the net and then hauling the net back in. After
hauling in, the hydraulic pumps are still running with a signifcant load of around 20kW.
If your vessel does not use hydraulics for trimming, turn the hydraulics off when fnished setting or
hauling in.
41
Increase effciency and re-use waste energy
The high cost of diesel-sourced electricity makes conserving energy by using energy-effcient devices
especially important. Going green is worth more than just feel-good points when every litre of diesel
going through the genset comes off the proft. To increase electricity energy effciency, concentrate on
the following:
Effcient lighting
Standard incandescent light bulbs are cheap, but are very ineffcient
- they produce mostly heat not much little light. A bulbs low cost
is quickly offset by its energy use. Consider compact fuorescent
lamps (CFLs) as an alternative. CFLs produce the same amount of
light using one-ffth the power, and also last much longer than a
traditional bulb. Replacing a 100W incandescent lamp with a 20W
CFL will pay for itself after 160 hours of use and can last for years,
continually making savings.
Likewise, ineffcient deck lighting such as halogen lamps can also
be replaced with compact fuorescent or metal halide fttings. They
typically use 66-75% less power and last much longer before
failure. Replacing a 500W halogen foodlight with a 120W CFL
foodlight ftting will save $240 per year if used for 2,000 hours at
sea.
Effcient devices
Appliances like refrigerators cost a lot to run. Factoring the operating costs into purchasing decisions
is a good idea. A small extra investment can have signifcant ongoing savings. For example, using an
appliances Energy Star rating and the electricity cost allows you to calculate how much youll save in the
long run. This is demonstrated in the example at the end of this chapter. Anything without an effciency
rating should be avoided due to high ongoing costs.
Optimising refrigeration systems
To ensure the refrigeration system on your vessel is working as effciently as possible, do these simple
checks:
Turn off lighting in refrigerated areas when it is not required.The lights cost money to run and they
create heat which must be removed by the refrigeration system.
Keep doors to refrigerated areas closed as much as possible.
Keep door seals in good condition and periodically check for air gaps.
Do not put anything in a refrigerated area that doesnt need to be there.
Clean the condenser periodically as scale tends to form, especially if seawater is used for cooling.
Check the evaporator is not iced up, if it is then the defrost system needs attention.
Improving the performance of the refrigeration system requires specialist knowledge to ensure safety
and best results. Use a refrigeration consultant to optimise the system for best effciency.
Engine heat recovery
For every unit of fuel energy going into the engine, around 35% is removed by the cooling system and
dumped straight into the sea. For a 185 kW engine, that is potentially up to 65 kW of heat, available for
free to use heating water and cabins.
Investigate installing a heat exchanger and hot water loop on the main engines cooling system. This
could heat the hot water cylinder, reducing electricity use. The hot water loop and radiators could also be
throughout the vessel, providing virtually unlimited free space heating. For a 23m vessel with four crew,
at sea 4,000 hours per year this could potentially save $3,000 of diesel annually if all water and space
heating were replaced this way.
Energy effcient lightbulbs.
42
Shower fow restriction
For electrically heated water, excessive shower fow rates means unnecessary costly energy use.
Restricting the shower fow rate to a standard 9 litres per minute will save both fresh water and energy.
It can be achieved by simply installing fow restrictors in the showerhead which cost as little as $20.
Fitting a fow restrictor to a shower using 15 litres per minute, serving four crew who each have one six-
minute shower per day, 180 days per year, would save 25,920 litres of fresh water and $228 in genset
diesel annually.
The easiest way to check shower fow rates is time how long it takes to fll a bucket of known volume. If
it takes less than a minute to fll 9-litre bucket, your fow rate may be too high.
Get the most electricity from a litre of diesel
How much electricity one litre of diesel produces depends on how effciently the genset operates. This
varies with the genset size and loading. To ensure you get the most electricity from your fuel:
Size the genset correctly for the vessel
While the dangers of under-sizing a genset are clear, the dangers of over-sizing are a big risk to your
fnances. The following graph illustrates the effciency for a typical genset at different loads. For most of
the load range the effciency remains fairly steady, but it decreases signifcantly at low loads. See the
gearset effciency curve in the graph below. For example, a 50kW genset that provides 15kW for 2 hours
per day and 3kW the rest of the time spends most of its time chugging along at 15% effciency, costing
over 60c/kWh.
For 4,000 hours at sea, the genset diesel bill would total about $8,500. If the genset had been sized at
20kW, the diesel bill would be 33% lower at $5,700 for the same amount of electricity.
The trick is to size the genset so it just meets peak operating loads, which should keep the low load high
enough to ensure good effciency. Unfortunately, new gensets are expensive so re-sizing is only an option
if the old genset needs replacing or an expensive overhaul. Its best to size it right from the beginning,
or consider an inverter for times of low load.
Typical genset effciency curve.
43
Case study
A trawler studied had a 100kW diesel engine coupled to a 50kVA (40kW) generator. This combination
condemns the engine to run at low load, even if the generator is at maximum output. The vessels
logged electrical load is shown in the graph below, as well as the generating effciency. The
effciency is around 17-18% for almost the entire time, as compared to the maximum effciency of
around 35%. A smaller, more heavily loaded engine would have used signifcantly less fuel.
Use an inverter
Operating a genset at very low loads is ineffcient. There may be extended periods of time when only a
small amount of power is needed compared to the gensets rated output, for example overnight. If so,
investigate installing an inverter on the main engines alternator if it keeps running - and switching the
genset off at these times.
An inverter changes 12V or 24V DC power from the engines battery and alternator into 230V AC electricity
at high effciency (>90%). Since the main engine is often running anyway, the overall effciency will be
much higher than using a genset at very low load. The gensets operating hours and maintenance costs
will also be reduced.
Use shore power whenever possible
The typical cost of genset-electricity is from 30c/kWh to 60c/kWh at low loads. By comparison, the
typical cost of electricity from shore power is around 15c/kWh. If in port for 5,000 hours per year, the
difference in cost between a 2kW load from a genset at low loading or from shore power is around $4,500
annually, not including genset servicing costs.
Use shore power as much as possible, as soon as possible.
44
Example: Energy-effcient appliances
Energy-effcient appliances generally cost more upfront, but less to run. An appliance approved by
Energy Star should have a rating of typical energy use per year, which for an average-size fridge/
freezer may be 400kWh.
There may be one rated at 490kWh per year, while another one of the same size might use 280kWh
per year. The better one uses about 210kWh per year less. If there is no rating on one device then
its safe to assume it will use more than the worst Energy Star appliance.
If the vessel is at sea for half the year and on shore power for the other half, the annual saving will be:
Annual Saving = Difference in Energy Use x (Proportion of Time at Sea x Genset
Electricity Price + Proportion of Time in Port x Port Electricity
Price)
= 210kWh x (0.5 x $0.315 + 0.5 x $0.15)
= $48.80
The better fridge will cost $49 less per year to run. This ongoing saving should be compared to the
purchase price difference and factored into the decision. Its fairly safe to use a price of 31.5c/kWh
for electricity from the genset, though it could actually be much higher if the gensets lightly loaded
for much of the time.
Electricity use checklist
Are any deck lights or indoor lights left on unnecessarily? Yes/No
If yes, turn them off and let the crew know to turn them off as well.
Are any PCs, games console or other electronic devices used on the vessel? Yes/No
If yes, make sure the crew turn them off when not being used
Are electric heaters left on in vacant areas? Yes/No
Consider putting them on timers to turn them off at times when no one is around.
Is incandescent or halogen lighting in use on the vessel? Yes/No
If yes, look at replacing these with fuorescent lighting. It will last a lot longer and use a fraction of
the power.
Is energy effciency considered when purchasing appliances? Yes/No
If no, try looking at Energy Star-rated appliances. Appendix II shows you how to fgure out how
much you can save.
Is the waste heat from the engine being used for anything at present? Yes/No
If no, look into using it for space and water heating. Youll probably need to employ the services of
an engineering frm to install the required systems.
Measure the fow rates of the shower(s) onboard using a bucket and stopwatch.
Flow rate = Bucket size (litres)/Time to fll (minutes). If over 9 litres/minute, consider putting in fow
restrictors.
Is shore power used whenever possible? Yes/No
If no, shut the genset off when in port and make use of cheaper shore electricity.
45
Remember when vessels used to depart on the tide? Later, big engines and cheap fuel made this
unnecessary. Today, increasing fuel costs once again mean that taking advantage of tides and timing
departures and returns from harbours can be a real money saver.
There are many factors to take into consideration when trip planning. They can be highly variable which
makes accurate planning diffcult. You probably already trip plan, but check here to see if there are more
things you could include in your planning:
Distance to the fshing grounds
Level of shelter offered
Long term weather forecast
Days at sea allowance
Recent quality of fshing
Supply of fsh to the market
Understanding the true cost of your operations is critical. This can only be determined through proper
record keeping and taking the time to analyse the information. You can then assess the economics of
the business for different situations, such as poor weather conditions or increased steaming distances to
your destination.
Route
As well as timing trips with the tides, making the best use of currents also helps reduce fuel use. To get
this boost from nature consult oceanographic charts and try gathering some local knowledge.
The route out may not always be the best route back given the prevailing currents and predicted weather
conditions. If the wind is expected to change in direction or strength before the return trip, and you have
a choice of destination, you may choose the route most likely to have a tailwind there and a tailwind
back. You will need good weather forecasting information.
A UK recent study showed that some skippers were reducing fuel costs by minimising their steaming
distances and working closer to shore or even not choosing to fsh at all when the expected fsh quality
(and price) was not expected to be high enough to make it worthwhile.
Trip Planning
Planning your trip carefully can save
you fuel.
46
Reduce steaming distances
The rise in fuel prices has forced fshermen to reconsider operating practices. Previously, it may have paid
for fshermen to steam long distances to fshing grounds in order to catch the best fsh and get the best
prices. However increased fuel prices may make the economics of this less viable.
The expected value of the catch and the distance covered to get it, can affect the choice of target species
and fshing ground. It may be better to target a lower value species that is closer than higher value
species that is further away. This may require swapping ACE with another operation.
Keeping a true course saves fuel by both minimising the total distance travelled and the number of
course corrections. Modern navigation equipment makes this easier.
Record keeping that shows the amount of fuel used per dollar or kg of fsh caught helps with making this
decision, as it shows how proftable different areas are.
Increase trip lengths
Larger vessels may stay at sea for longer periods of time, returning to port only when the holds are full.
This limits the time spent steaming to and from the fshing ground.
Smaller vessels may be limited to trips of shorter durations, perhaps only a single day, by available crew
accommodations, hold facilities and market fsh-quality requirements, or the nature of the business, for
example a daily mussel barge trip. This necessitates more time-and-fuel spent travelling to and from the
fshing grounds.
In some cases fuel could be saved by
staying longer at the fshing grounds.
For example, if trips were made over
two days rather than one, the amount
of fuel for the return journey would
effectively be halved.
To achieve this, some obstacles may
need to be overcome:
The hold capacity must be suffcient to hold two days worth of fsh
The holds insulation effectiveness may need to be improved or refrigeration installed
Fuel and bait capacity may need to be increased
There must be suitable crew accommodation, cooking and cleaning and facilities
The crew must be willing to stay out for longer
Consider staying in port during bad weather
In the days of cheap fuel, when contemplating
a trip in bad weather the main consideration
would have been the vessels ability to fsh
in the conditions.
Now, high fuel prices mean the increased
fuel use caused by adverse weather and
rough sea conditions has diminished the
proftability of fshing while it is rough.
Keeping records that show how much extra
fuel is used when conditions are bad can
help decide on whether to go out or stay in
port and wait for better weather.
Example: If trips could be made in two days instead
of one, the catch over those two days would be made at the
cost of the fuel for one return journey rather than two. If 30%
of fuel was normally spent steaming this would effectively cut
the cost of the fuel expended on travelling to and from the
fshing grounds, per kilogram of fsh caught, by up to 50 %,
reducing the vessels total fuel use by up to 15%.
47
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49
Record keeping
Record keeping and flling in forms is a daily part of operating a commercial fshing boat. It takes time to
fll out the compulsory forms and records. Many inshore fshing vessel operators can be understandably
reluctant to spend more time keeping records than absolutely necessary. However, monitoring your
vessels performance can reap dividends by identifying ineffcient practices and detecting problems. And
it will be in your own best interest to fnd out what you can save by spending a little time on recording
what is happening on your boat.
Keeping good records is essential to getting a clear idea of how effcient your vessel is. Good daily records
mean a vessel operator can track changes in performance over time, or compare the performance of
different vessels.
Collecting information also allows you to establish benchmarks to assess the effects of fuel saving
measures. The main areas to cover are:
Catch value
Fuel used
Speed and distance travelled
Electricity use
Catch value
The whole point of going fshing is to make a proft catching fsh. Knowing the value of the catch allows
you to work out how proftably you are doing this. The catch value information along with fuel use
information lets you calculate your key performance indicator (KPI) of fuel used per dollar of fsh landed.
Fuel used
The level of information recorded depends on the vessels size, fuel bill and operating characteristics. As
a minimum, record the fuel use for each trip. Note the amount of fuel needed to refll the tanks, or if
the tanks are not reflled each trip, take dipstick readings. Without recording fuel use for each trip, it is
diffcult to quantify changes in operating procedures.
As discussed in the section on operating speed, if the engine management system does not include fuel
metering, consider buying a stand-alone fuel meter fowmeter. A fowmeter makes direct assessment of
operating speeds straightforward.
A case study on fuel meter use is in the section on Operating Speed.
With accurate fuel-use records you can:
Calculate your performance: value of catch per
litre of fuel or, kg of catch per litre of fuel
Assess the effects of operational changes
Assess the effects of technical changes
Identify problems early
50
Calculate your performance
Key performance indicators (KPI) help assess different operating procedures. Without KPIs, optimising a
vessels operation is like fying blind. For seafood industry fuel use, the key performance indicator is the
number of litres of fuel used per dollar (or kg) of fsh caught.
The following table shows typical KPI fgures found for Norwegian fsheries.
Method of Fishing
Fuel ratio
(kg fuel/
kg fsh)
Bottom trawling, middle water 1.0
Bottom trawling, mechanised 0.6
Long lining, mechanised 0.3
Long lining, near water 0.2
Coastal fshing, gill net lines 0.1
Purse seining 0.07
By assessing the amount of fuel used per dollar or kg of fsh caught, you can assess options and effects
of changes.
Assess effects of operational changes
Accurate record keeping allows comparison between different operating behaviours. For example, different
steaming and trawling speeds, the distances to fshing grounds or mussel lines, and target species.
Assess the effect of technical changes
To assess the effects of technical changes, for example a new engine, propeller, or anti-foul system, it is
essential to have a baseline to compare against. With a baseline, you can compare any new technologies
trialled with the vessels old performance and then calculate the fuel savings.
The baseline will be the known fuel use for a given set of operating parameters. Try not to change too
many things at once if you want to judge the affect of changes. For example, to assess the effect of a
new propeller, do not change the nets at the same time.
Identify problems early
With so many factors affecting
fuel use such as weather and
sea conditions, the amount of fsh
caught and operating procedures
- fuel use per trip can vary a lot.
However, keeping records of each
trip allows you to identify trends
in fuel use over time.
A steady increase in fuel use
for similar trips may indicate
problems with the vessel, for
example increased hull fouling,
propeller wear or engine problems.
Noticing changes means you can
investigate the cause. A sudden
increase in fuel use may mean
something is wrong.
51
Speed and distance travelled
Many fshing vessels are equipped with relatively advanced navigational equipment, some of which can
use GPS to log a vessels position and speed for a journey. Logging trip information can provide valuable
feedback for the operator. This information can be compared to the amount of fuel used by the vessel for
each trip if fuel use is not monitored by a fowmeter.
If your navigation system doesnt log position, distances, or average speeds, consider buying an
inexpensive GPS logger. They can be bought for several hundred dollars and can upload data to Microsoft
Excel for analysis or display the information on software such as Google Earth. An example of how this
data displays on Google Earth is shown in the following fgure.
Data uploaded to Microsoft Excel can be used to make speed, distance and fuel economy graphs.
The following graph shows the logged speed as a trawler goes from steaming to trawling.

Example of GPS Plot in Google Earth Software
52
Electricity use
Electricity generation can account for up to 30% of a vessels fuel use, yet the cost of electricity is
frequently overlooked because there is often no easy way to measure it.
Measuring and monitoring electricity use will give you a better understanding of where the onboard
electricity is going and allows targeting of specifc areas for improvement. Making an energy footprint
chart can help clarify where electricity is being used. If something goes wrong with one of the systems,
for example refrigeration, theres a good chance it will show up in long-term tracking of energy use.
Properly monitoring a vessel electricity use requires two key steps:
Installing a kWh check meter on the genset
Compiling an electricity use footprint
Installing a kWh check meter
Installing a kWh check meter on the genset shows exactly how much electricity it is producing. A basic
kWh check meter costs about $500 to buy and install. This allows you to take regular readings, say for
every day while at sea. The information can also help estimate the gensets average effciency and fuel
use see the section on electricity use.
Keeping an eye on trends overtime will help you detect changes in electricity use and signify when
investigation is required.
Compile an energy footprint
With a check meter installed, you know exactly how much electricity the vessel is using. The energy
footprint helps show where the electricity is going.
Make a list of the vessels electrical devices and their rated power. Use the following list to get the
estimated energy use for each kind of equipment - unless there is reason to believe it is different.
Electric Motors Rated Power x 0.8 x Operating Hours
Cooking Devices Rated Power x 0.75 x Operating Hours
Lighting Rated Power x Operating Hours
Electronic Devices Rated Power x 0.5 x Operating Hours
Electrically Heated Hot Water Number of Showers x 2kWh
For a trip, compare the total calculated consumption to what has been recorded by the kWh check meter.
Hopefully, the two fgures will be fairly close. If not, try rethinking the operating hours of the equipment
or seeing if you have missed anything.
Example electrical energy footprints are shown below. This will vary depending on vessel type and the
equipment installed.
Large Trawler - Energy NZ Purse Seiner Thomas G
53
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Record sheets
Some example record sheets are shown below. You can download sheets to use at www.seafood.co.nz/
energyeffciency
54
Trip Revenue Record Sheet
Trip Departure Date:
Species Quantity Price Revenue
Total Trip kg Fish: Total Trip Revenue
Crew Share
Crew Member Share
Total Crew Share:
Net Trip Revenue:
Fuel used for trip
Kg Fish/litre of fuel
$ Fish/litre of Fuel

55
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56
Electricity Footprint Record Sheet
Equipment
Rated
Power
(kW)
Load
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Operating
Hours
(hours)
Power Used (kWh)
Example: Refrigeration unit 1.3 80% 140 1.3x80%x140=146
Total:
EECA provides independent, authoritative advice to help New Zealand
businesses boost productivity through energy effciency,
energy-saving technology and renewable energy.
Successful businesses focus on improving productivity and reducing
waste - in other words, they do more with fewer resources. Effcient
use of energy is a key part of that process. Many New Zealand
businesses, including those in the seafood industry, are now starting
to see enrgy as a variable input cost they can control, rather than an
overhead they are stuck with.
EECA has a number of programmes than can help you improve the
energy effciency of your business and increase the use of renewable
energy. We offer a range of services, tools and resources to help you
examine your energy spend and manage your energy use as
effciently as possible.
For advice and ideas on managing your
energy costs, whether at sea or on land, visit
www.eecabusiness.govt.nz
Improve Your Energy Efciency