A Simple Methodology for the Evaluation of Installing Variable Speed Drive

Pumps on the Central Cooling System of Existing Ships.

E.G. Pariotis*1, Mechanical Engineer, Phd, e-mail: pariotis@snd.edu.gr

T.C. Zannis1, Mechanical Engineer, Phd, e-mail: thzannis@snd.edu.gr

I.S Katsanis1, Naval Engineer, Phd, e-mail: katsanis@snd.edu.gr

E.Yfantis1, Mechanical Engineer, Phd, e-mail: yfantis@snd.edu.gr

(1): Hellenic Naval Academy, Section of Naval Architecture and Marine Engineering,
End of Hatzikiriakou Ave., 18539 Piraeus

Abstract: The strict environmental regulation established worldwide and the recent
economic crisis motivated the shipping industry for implementing operational measures
and techniques towards the reduction of the total ships energy demand and fuel
consumption. Focusing on the technical measures, the scope has been either to reduce
the energy demand by better designing the whole process or to improve the energy
efficiency, leading to lower fuel consumption. Until recently, the majority of the
proposed techniques were restricted on the ship hull / propeller hydrodynamic
optimization and on the improvement of the main and auxiliary diesel engines
efficiency, since the potential cost savings in these areas are significant. However,
nowadays, partly owing to the advances in the control technology, there is an increasing
interest on optimizing the operation of less power demanding components installed on a
ship which have a relatively high contribution on the total ships energy consumption
due to their lengthy operational period. Such a component is the central cooling
seawater pump, which in general is considered to operate at constant speed on a
permanent basis.

The scope of the present study is to present a simple methodology adequate to be

implemented on existing vessels, to estimate the potential improvement on the electric
energy consumption that is expected by installing a variable speed drive motor on the

*
Corresponding author.
Efthimios G.Pariotis
Assistant Professor at Hellenic Naval Academy
Tel.: +30 210 4581663; Fax: +30 211 7701574.
E-mail address: pariotis@snd.edu.gr

1
central cooler seawater pump. Doing this, it becomes feasible to adjust the pump speed
and the seawater volume flow rate, according to the actual temperature of the seawater
(heat receiver), as well as the instantaneous total heat load and minimize the SW pump
power consumption. The proposed methodology is applied on a typical central cooling
system of a balk carrier type vessel, equipped with a shell and tube SW/FW heat
exchanger, and the prospected cut on seawater pump energy demand and consequently
on the Diesel Electric generator fuel consumption is estimated for a typical range of
Ocean and Mediterranean seawater temperatures. The effect of seawater temperature is
taken into account on the performance of the central cooler and the required seawater
volume flow rate. Based on the results it is concluded that the proposed methodology
can be used as a valuable tool for the reliable techno/economic evaluation of installing
variable speed drive motors on the SW pumps of existing vessels.

1. Introduction
The awareness on energy efficiency in marine sector has become of vital importance
over the last decade, supported by international strict environmental legislation adopted
by International Marine Organization (IMO). However, the main interest has been
focused on the engines used for propulsion and electric power generation, paying less
attention to less energy demanding auxiliary systems such as cooling pumps. The
situation is even worse in old designed vessels where the energy efficiency of auxiliary
systems was not taken into account during the design and construction phase. Typical
the technical specifications of the auxiliary systems (such as pumps, fans, etc.) are
chosen based on preliminary calculations of the required capacity and after being
installed, their operation is not optimized based on the actual requirements of system
served. This practice influences not only the energy efficiency of the systems, but
affects seriously their reliability, since usually these systems operate at off-design
conditions for long periods.

Among the most energy demanding auxiliary systems installed on a vessel, which
operate almost continuously under variable conditions is the sea-water cooling pump. It
is mandatory (based on the international regulations) that SW pumps should be able to
cover the maximum heat load of the cooling system under extreme (i.e. tropical)
environmental conditions. This is a situation which rarely occurs in every-day
operations. Therefore, a SW pump chosen to fulfill this requirement would operate most

2
of the time at full capacity unduly. In such cases, the recent trend is to promote the
installation of variable speed drive (VSD) electric motors (when applicable) to operate
pumps in partial loads when the cooling system duty is less demanding (sailing in cold
sea waters or low engine loads). Taking into account that the electric power
consumption of a pump is related to the pump volumetric flow according to affinity
laws, the reduction of the pump speed (using the VSD motor) will affect the system
pressure (head) to the power of two and the electric power consumption to the power of
three. It is therefore clear that even a small reduction of the SW pump volumetric flow
rate (adjusted to the actual required capacity of the cooling system and the local
environmental conditions) i.e. by 20%, would lower the pumping power required by
approximately 49% based on Eq. 1:

( ) Eq. 1

Taking into account that according to (Jan-Erik Rsnen and Eric W Schreiber 2012)
only approximately 2% of the vessels built from 1988 until 2008 which are still
operating, have adopted VSD control for their auxiliary systems, it is obvious that there
is a significant potential for substantial energy cuts, followed by analogous reductions
on fuel cost and pollutant emissions. Thus, during the last years, there is an increasingly
interest in the marine industry to evaluate the techno-economic feasibility of
implementing this technique (VSD) to control the most energy demanding auxiliary
systems such as central cooling pumps, engine room fans, etc. Based on published
results from cases where such systems have been installed on the SW cooling pumps of
retrofitted vessels, a verified reduction of energy consumption in the range of 66% is
reported, based on actual field measurements. This is translated to annual fuel savings
of about 78 ton, for a 39 kW SW pump capacity, making the implementation of such a
technique having a payback period of less than one year (DESMI 2012).

In general there are two approaches followed by the engineers to evaluate the
effectiveness of incorporating the VSD technology for the control of cooling systems in
marine applications. Either modeling the cooling system based on first principles
physical models called model-based approach (Gerasimos Theotokatos et.al. 2016,
Chun-Lien Su et.al. 2014, Alexandros S. Zymaris et.al. 2016, Mrakovcic T et.al. 2004,
Hansen M, et.al. 2013) or using data (measurements) provided by properly installed

3
temperature and pressure sensors, building data-driven models (Spyridon V.
Giannoutsos and Stefanos N. Manias, 2015).

In most model-based studies published, the performance of heat exchangers is not

directly determined according to their technical specifications and the temperatures /
flow rates of the fluid streams involved, but it is pre-determined based on the cooling
load (input parameter). Then, the required mass flow rates of the cooling mediums (SW
or FW) are calculated based on the energy conservation equation and the characteristic
pump and system pressure curves are determined. In this way, the role of heat-
exchanger is over-simplified, seen as a black-box for heat transfer, without being able to
calculate the actual effect of changing the mass flow rates (FW/SW) and the inlet
temperatures on the heat exchanger effectiveness and performance.

In the present study, a model-based approach is demonstrated for the evaluation of the
prospected techno-economic benefit of using a VSD motor for the SW pump of a
central cooling system installed on a vessel. The pump speed is regulated according to
the sea-water temperature and the cooler heat load. The performance of the SW/FW
cooler is analytically determined under variable inlet fluid streams conditions (SW and
FW temperatures and mass flow rates). It is concluded that using the proposed
methodology, it becomes possible to estimate more reliably the possible benefit of
lowering the pump speed according to the SW water temperature, without surpassing
the limit (set-point) temperatures for the SW outlet and LT FW stream, set by the
engine manufacturer.

2. Description of the Central Cooling System Examined

Typical ship cooling water systems consist of three parts: the seawater (SW) cooling
system, the low-temperature (LT) freshwater cooling system and the high-temperature
(HT) freshwater cooling system, as shown in Figure 1. In practice, according to the
class requirements (DNV GL, 2015) the seawater system comprises a number of water
pumps connected in parallel. Usually, two main pumps (one operating and one standby)
are used; alternatively, three same main pumps can also be used provided that the two
pumps are able to supply the cooling water ow rate required to cover the maximum
ow rate scenario.

4
The seawater system pumps ensure that the required ow rate is provided to the central
SW/FW cooler to absorb the heat-load, overcoming the pressure losses induced by the
system pipelines, ttings and components as well as the head required for the elevation
of seawater. For the conventional case where the SW pump operates at constant speed,
the seawater ow rate is almost constant and the temperature of the seawater exiting the
central cooler varies with the cooler heat load and the SW inlet temperature. For the
case where variable pump speed is used, the pump speed can be adjusted, so that the
seawater ow matches the actual central cooler heat capacity , taking into account the
SW inlet temperature and keeping the seawater exiting temperature as close as possible
to the set-point required by the engine manufacturer (in the present study
o
C).

Figure 1. Typical central cooling system used in marine applications (Hansen,

2011).

The LT freshwater cooling system usually consists of two (or three in some cases)
pumps (DNV GL, 2015) to service the main engine (M/E) (scavenging air cooler,
lubricating oil cooler and HT freshwater cooler) and the auxiliary machinery
components (dieselelectric generator (D/G) sets, air compressor, etc.). The temperature

5
of the freshwater entering the system coolers is controlled by a three-way valve, and in
general there are two options: on one hand the 3-way valve is continuously adjusted to
maintain the temperature level at 36 oC, varying the mass flow rate of FW entering the
Central Cooler, or in case the auxiliary systems are capable of handling cooling water
temperatures lower than 36 oC, the 3-way valve keeps the heat exchanger by-pass line
always closed, except only when the SW temperature is lower than 6 oC to ensure that
the FW temperature at the heat exchanger outlet is higher than 10 oC (set-point) as
shown in Figure 2 (Ole Skeltved, 2015).

Figure 2. LT system temperature vs. SW temperature (Ole Skeltved, 2015)

The HT freshwater cooling system uses two pumps connected in parallel (one operates
whilst the other remains standby) to provide water for cooling the engine (jacket cooling
water circuit). The temperature of the water exiting the engine is adjusted using a 3-way
valve at a set-point temperature according to manufacturers specifications (usually
equal to 80 oC).

In the present study, the investigation has been focused on the central cooler (left part of
Figure 1), assuming that the set-point temperatures for the SW outlet from the Central
o o
cooler is C and the FW temperature at the cooler outlet is C. The
control parameter used to ensure that these set-point temperature requirements are
satisfied as close as possible to their limit values, is the SW mass flow rate, using a
VSD motor for the SW pump. The heat exchanger used in the present study for the
central cooler is a shell and tube type, with four shells and eight tube passes (four

6
connected shells in series, of 1-2 type), and a capacity of 4251 kW at the design
conditions, as shown in Table 1. In the present study one SW pump is used. A
parametric investigation is conducted varying the sea-water inlet temperature and
keeping constant the heat load of the cooler.

Table 1. Design Conditions of the Central Cooler Heat Exchanger

: Heat exchanger Cooling capacity 4251 kW
Tube Side Fluid Seawater
Shell Side Fluid Fresh water
U: Overall Heat Transfer Coefficient 2354 W/m2K
Heat Transfer Exchange Area 376.83 m2
: SW mass flow rate 56.48 kg/s
: FW mass flow rate 47.07 kg/s
: SW Inlet Temperature 32.0 oC
: SW Outlet Temperature 50.0 oC
: FW Inlet Temperature 57.6 oC
: FW Outlet Temperature 36.0 oC
Logarithmic Mean Temperature Difference (LMTD) 5.60 oC
LMTD Correction Factor F 0.8541
Shell cut segmental baffles 25%

3. System Modeling
In the present study the steady state operation of the central cooling system shown on
the left part of Figure 1, is simulated. The main scope is to investigate the potential
reduction of the SW pump power demand by adjusting its speed according to the heat
load and the SW inlet temperature, while satisfying the restrictions set regarding the SW
and FW outlet temperatures. To this scope the central cooler heat exchanger is
simulated and the effect of changing the SW mass flow rate and temperatures of SW
and FW streams is taken into account using first principles.

7
3.1. Heat Exchanger model
The heat exchanger examined is a shell and tube type, with four shells and eight tube
passes (four connected shells in series, of 1-2 type), and a total capacity of 4251 kW.
The overall heat transfer coefficient U is calculated using Eq. 2.

( ) Eq. 2

where the convection heat transfer coefficient of the tube side fluid referred to the
external surface of the tube pipes ( ) is calculated using Eq. 3.

Eq. 3

where is the convection heat transfer coefficient of the tube side and and are
the internal and external diameter of the tubes. In the present study, m and
m. The fouling resistance [K*m2/W] according to
(TEMA, 1999).

3.1.1. Convection heat transfer coefficient for the tube-side fluid flow
It has been found that the Dittus-Boelter and Colburn equations are not as good as more
modern correlations for predicting the Nusselt number in turbulent flow heat transfer
through tubes. A.F. Mills (1999) recommends a correlation due to Gnielinski that dates
back to 1976 for smooth tubes (Gnielinski V, 1976) and this is used in the present study
according to Eq. 4. It is noticed that the factor is the Fanning friction factor for
smooth pipes and is calculated using Eq. 5. Gnielinskis correlation approximates 90%
of the published results with 20% accuracy. For the Nusselt number is
calculated using Eq. 6.

( )
If Eq. 4
( ) ( )

where ( ( )) Eq. 5

If Eq. 6

8
The Prandtl number is calculated using Eq. 7, where the fluid properties, i.e. thermal
heat capacity , viscocity and conductivity , are calculated at the mean SW
temperature according to Eq. 8. All the fluid properties (seawater or fresh water) are
calculated using the expressions proposed by (Kishor G. Nayar et.al 2016, M.H.
Sharqawy et.al, 2010 and IAPWS 2008), taking into account the fluid temperature,
pressure and salinity (in case of seawater).

Eq. 7

Eq. 8

The heat transfer coefficient for the tube-side fluid flow is calculated by Eq. 9.

Eq. 9

3.1.2. Convection heat transfer coefficient at the shell-side fluid flow

Calculation of the shell-side heat transfer coefficient and pressure drop is considerably
more complex than that of the tube side. However, since the main scope of the present
study is to capture the relative effect of changing the SW inlet temperature and flow rate
on the performance of the central cooler, a simple expression proposed by (Kern D.
1954) for a shell with 25 % cut segmental baffles, is used. Based on this, the heat
transfer coefficient at the shell side is estimating using Eq. 10

Eq. 10
( )

where, the Reynolds number is calculated using an equivalent diameter defined by

Eq. 11, for a triangular array tube pattern. The tube pitch ratio (defined as ) for
the specific heat exchanger examined is equal to 1.3368.

(
Eq. 11

9
It is noticed that in Eq. 10, for the calculation of the viscosity correction factor (
) , the viscosity of the fluid at the wall mean temperature ( ) should be
determined, therefore, an iterative procedure is followed to estimate this term, since it is
related to the temperatures of the SW and FW.

3.1.3. Effectiveness of the Heat Exchanger

The SW inlet temperature ( ) at the central cooler is an independent variable in the
developed model. Based on this temperature ( ), the inlet temperature of the FW ( )
and the mass flow rates of the SW and FW fluid streams, the effectiveness of the central
cooler is calculated through an iterative procedure until the set of the following equation
has converged. More specifically the effectiveness of the central cooler is a function of
the number of transfer units (NTU) defined as Eq. 12 and the heat capacity ratio
defined as Eq. 13. It is noticed that NTU term is dependent on the overall heat transfer
coefficient U, which in turn, is a function of the mass flow rates of SW and FW, as well
as the temperatures of both fluid streams. Therefore the determination of the NTU term
is conducted through an iterative procedure.

Eq. 12
( )

( )
Eq. 13
( )

The terms ( ) and ( ) are defined as shown in Eq. 14, Eq. 15.

( ) * + Eq. 14

( ) * + Eq. 15

Having determined the terms and , the effectiveness of the central cooler ( ) is
calculated using Eq. 16Eq. 18 according to (Cao Eduardo, 2010)

( ) ( )
for Eq. 16
( ) ( )

10
 for Eq. 17
( )

where (n) is the number of shell passes and the effectiveness ( ) corresponding to the
1-2 exchanger type configuration is calculated using the following expression:

( Eq. 18
( )
(

The effectiveness of the central cooler is related to the heat load following Eq. 19

Eq. 19
( ) ( )

Therefore, having as input the sea water temperature ( ) and the fresh water inlet
temperature ( ) with the corresponding mass flow rates, the heat transferred ( )
based on the heat exchanger actual configuration can be determined.

4. Results and Discussion

In the present study a parametric investigation has been conducted to determine the SW
mass flow rate that ensures the heat capacity of the central cooler (heat load), as the SW
inlet temperature decreases from its highest value (equal to 32 oC, corresponding to the
heat exchanger design conditions), to a lower arbitrary selected temperature (13 oC),
with a step of 1 oC. Therefore the SW inlet temperature is the independent variable,
while the mass flow rate of the FW is maintained constant and equal to the one
determined at the heat exchanger design conditions, (

Table 1), and the control variable is the SW mass flow rate through which the heat
capacity of the cooler is adjusted to ensure that the set point temperature requirements
for the SW outlet ( 50 oC) and FW outlet ( 36 oC) are satisfied and the heat
load is equal to the required one. The parametric study has been conducted for two
heat loads, i.e. the nominal one, equal to kW and a part load equal to
kW. Since all the parameters of the heat exchanger performance are
intricately coupled, an iterative procedure is followed and at each step the SW outlet
temperature ( ), the FW inlet temperature ( ) and the FW outlet temperature ( )

11
are determined at steady state conditions, via the energy conservation equation
(assuming that there are no heat losses at the central cooler), as shown in Eq. 20 and Eq.
21.

( ) Eq. 20

( ) Eq. 21

4.1. Estimation of the required SW mass flow rate

At first the effect of SW inlet temperature is examined assuming that the central cooler
heat load is equal to the heat exchanger design load kW. The parametric
o
study starts with a SW inlet temperature equal to C (tropical / HX design
conditions), and all the other parameters have values equal to the ones corresponding to
the design conditions of the heat exchanger (Table 1). As SW inlet temperature lowers,
a new SW mass flow rate is determined to keep the cooling capacity of the heat
exchanger constant while ensuring that the set-point requirements for the SW and FW
o o
outlet temperatures are satisfied (i.e. 50 C and 36 C).

Figure 3. Comparison of sea-water mass flow rates as a function of the SW inlet

temperature ( ), for central cooler capacity equal to 4251 kW with VSD scheme
and constant pump speed.

12
In Figure 3, the SW mass flow rate ( ) is shown as a function of the SW inlet
temperature ( ), when the variable speed drive (VSD) scheme is selected, compared to
the conventional case where the pump speed remains constant. It is noticed that for the
case of using VSD pump, two mass flow rates have been determined, i.e.
and . The first one, corresponds to the SW mass flow rate that
would be determined using only the energy balance Eq. 20, which is the most widely
used practice for the techno-economic evaluation of the VSD control on the central
cooling pumps, and the second one ( ) is the SW mass flow rate determined by
the proposed methodology, taking into account how the effectiveness of heat exchanger
is affected by the variation of its boundary conditions (temperatures and mass flow
rates). It is obvious, that as the SW inlet temperature decreases, the required SW mass
flow rate decreases too and is almost identical either being calculated with the
conventional method ( ) or the proposed one ( ). For SW
temperature equal to 13 oC, the required SW mass flow rate is approximately 51% lower
(27.64 kg/s) than the one corresponding to the constant SW pump speed (56.72 kg/s).
The reduction of the SW mass flow rate is followed by a consequent reduction of the
SW pump power demand, which can be determined according to affinity laws (Eq. 1)
and becomes equal to 88% compared to the constant speed case, when the SW inlet
temperature is equal to 13 oC. This is a considerable reduction, although it should be
stated that as the operating point of the pump changes, its efficiency also is affected, and
most importantly the VSD motor induces an additional term of power loss (variable
speed drive efficiency) which should also be taken into account for precise
determination of the actual power reduction of the SW pump (Gerasimos Theotokatos
et.al, 2016).

In case the heat load of the central cooler is reduced (in the present study a part load is
considered equal to kW), the corresponding variation of the SW mass flow
rate as a function of the SW inlet temperature is presented in Figure 4. As it is expected,
there is a higher potential for further reduction of SW mass flow rate compared to the
full load case, leading to approx. a 70% reduction of the SW mass flow rate (17 kg/s) at
13 oC compared to the constant pump speed case. It is interesting to notice that in this
case, the estimated SW mass flow rate using the proposed method ( ) is higher
than the one obtained using the conventional one ( ), with the difference
being higher at high SW temperatures. This is attributed to the fact that as the heat load

13
reduces, while the initial FW inlet temperature is high (equal to the HX design
conditions), the estimation of the required SW mass flow rate based only on the heat
balance, would lead to FW outlet temperatures higher than the ones accepted ( 36
o
C). An analogous situation may occur with the SW outlet temperature. When the heat
load is low and depending on the SW inlet temperature, it is possible that the estimated
SW mass flow rate using the conventional heat balance method would be very low, and
based on the heat exchanger design configuration, this would lead to SW outlet
temperatures higher than the accepted ones (in the present study oC).
Therefore, the advantageous feature of the proposed method, is that the energy balance
equations (used in conventional techno-economic studies for the evaluation of VSD
pump drives) are dynamically linked with the actual heat exchanger performance
(depending on the boundary conditions, i.e. mass flow rates and temperatures) leading
to a more precise estimation of the required SW mass flow rate as a function of the SW
inlet temperature, taking into account all the restrictions of the problem (set-point
temperatures).

Figure 4. Comparison of sea-water mass flow rates as a function of the SW inlet

temperature ( ), for central cooler capacity equal to 2500 kW with VSD scheme
and constant pump speed.

14
4.2. Estimation of the Shell Side Temperatures
Using the method proposed in present study, the shell side FW inlet and outlet
temperature are estimated for each SW inlet temperature examined, at two heat loads:
full (4251 kw) and part (2500 kW). The control parameter is the mass flow rate of SW
pump (adjusted using a VSD motor), and the set-point temperature for the FW outlet is
36 oC. As shown in Figure 5, the FW inlet and outlet temperatures are higher in
case of using the VSD motor compared with the ones corresponding to the constant
pump speed. Especially for the FW outlet temperature ( ), that has to comply with the
set-point temperature limit, its value varies between 36 oC (max. permitted) and 30.5 oC
when the VSD is used, while it ranges between 36 oC and 17.3 oC when the SW pump
speed is constant. The knowledge of how the FW outlet temperature is affected by
adjusting the SW pump speed, at each SW inlet temperature is important, since it
enables the engineer to decide to which extend is profitable to lower the SW pump
speed sacrificing the bsfc benefit obtained with the low temperature level of the LT /
FW at the charge air cooler (Ole Skeltved 2015).

Figure 5. Comparison of heat exchanger FW inlet and outlet temperatures, with

VSD scheme and constant pump speed, for central cooler capacity equal to 4251
kW

15
At part load (2500 kW), as shown in Figure 6, the FW inlet and outlet temperatures
when the VSD motor is used are almost constant at all SW inlet temperatures (with the
proper adjustment of the SW mass flow rate), satisfying the set-point temperature
restriction that have been set i.e. 36 oC and o
C. On the other hand when a
constant speed pump is used, the FW inlet and outlet temperatures are decreasing as the
SW inlet temperature decreases, keeping constant their difference (according to Eq. 21).
o
In the latter case, the min. FW outlet temperature is equal to C, when the
SW inlet temperature is equal to 13 oC, making the difference with the corresponding
temperature for the VSD motor case higher compared to the full load case. Therefore, at
part load conditions there is a higher possibility that the benefit obtained using a VSD
motor drive could be compensated by the increased bsfc of the main / auxiliary engines
due to the higher LT FW temperature used for the charge Air cooler.

Figure 6. Comparison of heat exchanger FW inlet and outlet temperatures, with

VSD scheme and constant pump speed, for central cooler capacity equal to 2500
kW

4.3. Estimation of the Tube-Side SW temperatures

At full heat load case, as shown in Figure 7, the SW outlet temperature is close to the
o
max. allowed ( C) for all the SW inlet temperatures examined, while when the
SW pump speed is constant, the SW outlet temperature reduces in parallel with the SW

16
Figure 7. Comparison of heat exchanger SW inlet and outlet temperatures, with
VSD scheme and constant pump speed, for central cooler capacity equal to 4251
kW

Figure 8. Comparison of heat exchanger SW inlet and outlet temperatures, with

VSD scheme and constant pump speed, for central cooler capacity equal to 2500
kW

17
inlet temperature. A similar trend is observed at part load case as shown in Figure 8
with the SW outlet temperature being a little bit lower (in the range of 45,4 oC to 48,12
o
C). When the pump speed is constant, the SW outlet temperature is much lower at full
and part load.

5. Conclusions
In the present study, a model-based approach is demonstrated for the evaluation of the
prospected techno-economic benefit of using a VSD motor for the SW pump of a
central cooling system installed on a vessel. The pump speed is regulated according to
the sea-water temperature and the engine load. The performance of the SW/FW cooler
is analytically determined under variable inlet fluid streams conditions (SW and FW
temperatures and SW mass flow rates). Through the parametric study conducted, it has
been concluded that the advantageous feature of the proposed method, is that the energy
balance equations (used in conventional techno-economic studies for the evaluation of
VSD pump drives) are dynamically linked with the actual heat exchanger performance
(depending on the boundary conditions, i.e. mass flow rates and temperatures) leading
to a more precise estimation of the required SW mass flow rate as a function of the SW
inlet temperature, taking into account all the restrictions of the problem (set-point
temperatures for SW and FW outlet temperature ). Moreover, it has been observed, that
using a VSD motor for SW pump speed control, leads to higher LT FW temperatures,
which may affect negatively the bsfc of the main / auxiliary engines of a vessel in case
the cooling systems have been designed to take benefit of as low as possible cooling
temperature for the charge air cooler. Therefore, it is concluded that in order to examine
reliably the techno-economic benefit of installing a VSD motor on the pumps of a
cooling system, an analytic model for the heat exchanger should be used, as the one
proposed in the present study, coupled with an integrated model for the engine
performance and the hydraulic pipe network of the cooling system.

References
A.F. Mills, (1999) Heat Transfer, Second Edition, Prentice-Hall, New Jersey

Alexandros S. Zymaris, Oystein Asheim Alnes, Knut Erik Knutsen and Nikolaos M.P.
Kakalis, (2016), Towards a model-based condition assessment of complex marine

18
machinery systems using systems engineering, European Conference Of The
Prognostics And Health Management Society

Cao, Eduardo, (2010), Heat transfer in process engineering, McGraw-Hill Companies,

Inc, ISBN 978-0-07-162408-4

Chun-Lien Su, Senior Member, IEEE, Wei-Lin Chung, and Kuen-Tyng Yu, (2014), An
Energy-Savings Evaluation Method for Variable-Frequency-Drive Applications on Ship
Central Cooling Systems, IEEE Transactions On Industry Applications, Vol. 50, No. 2,
March/April 2014

DESMI (2012), DESMI OptiSave on board Victoria Kosan,

http://www.desmi.com/cases/desmi-optisave(tm)-on-board-victoria-kosan.aspx,
Accessed 20 June 2016

DNV GL SE (2015), Rules for classification and construction, I-1.2.Hamburg,

Germany. http://www.gl-group.com/infoServices/rules/pdfs/gl_i-1-2_e.pdf. Accessed
20 June 2016

Gerasimos Theotokatos, Konstantinos Sfakianakis, Dracos Vassalos, (2016),

Investigation of ship cooling system operation for improving energy ef?ciency, J Mar
Sci Technol, DOI 10.1007/s00773-016-0395-9

Gnielinski V (1976) New equations for heat and mass transfer in turbulent pipe and
channel flow. Int Chem Eng 16: 352-368

Hansen M, Stoustrup J, Bendtsen J (2013) Modeling and control of a single-phase

marine cooling system. Control Eng Pract 21:1726-1734

International Association for the Properties of Water and Steam, release on the IAPWS
formulation 2008 for the viscosity of ordinary water substance, 2008.

Jan-Erik Rasanen and Eric W Schreiber, (2012), Using Variable Frequency Drives
(VSD) to save energy and reduce emissions in newbuilds and existing ships Energy
efficient solutions, White Paper, ABB

Kern D. (1954) Process Heat Transfer. New York: McGraw-Hill, 1954.

19
Kishor G. Nayar, Mostafa H. Sharqawy, Leonardo D. Banchik and John H. Lienhard V,
(2016), Thermophysical properties of seawater: A review and new correlations that
include pressure dependence, Desalination 390 (2016) 1-24.

M.H. Sharqawy, J.H. Lienhard, S.M. Zubair, (2010), Thermophysical properties of

seawater: a review of existing correlations and data, Desalin. Water Treat. 16 (2010)
354-380, http://dx.doi.org/10.5004/dwt.2010.1079.

Mrakovcic T, Medica V, Ski?c N (2004) Numerical modelling of an engine cooling

system. J Mech Eng 50(2):104-114

M. Hansen, J. Stoustrup, J. Bendtsen, (2011), Control of Non-linear Marine Cooling

System, 2011 IEEE International Conference on Control Applications, Denver,
Colorado, USA, 28 30 September 2011 Denver, Colorado, USA

Ole Skeltved (2015), Central Cooling System: LT cooling system with low / high
temperature, MAN Diesel & Turbo, EELEE4//OLS/2015-08-26

Spyridon V. Giannoutsos and Stefanos N. Manias, (2015), A Data-Driven Process

Controller for Energy-Ef?cient Variable-Speed Pump Operation in the Central Cooling
Water System of Marine Vessels, IEEE Transactions On Industrial Electronics, Vol. 62,
No. 1, January 2015

TEMA, (1999), Standard of Tubular Exchanger Manufacturers Association, 8th Edition,

TEMA, New York.

W. Kays and A.M London, (1952), Compact Heat Exchangers. New York: McGraw-
Hill.

20