Project EnerGuard: SW/LT modules Promoter Conception FG Method ref. GHG quantification report, Conception FG
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Tool derived from the EnerGuard GHG quantification report

How much could you save?

Adjust a few values for your vessel and instantly see the money, fuel and GHG emissions you'd save with EnerGuard.

Affinity law P ∝ V³ IMO 2020 factors MELCCFP diesel factor

Parameters

Adjust to match the vessel and system under study.
Fuel
Diesel/MDO or HFO: price is set below, the CO₂e factor is a constant fixed by the fuel chosen.
1.78 $/L
Default value ($1.78/L), aligned with the realistic scenario shown on the product page.
2.689 kg/L
Diesel: 2.689 kg/L. HFO: 3.176 kg/L. Fixed value, not adjustable, taken from the original technical calculator.
Pump & operation
30 kW
8760 h/an
Identical cooling pumps in service, for both reference and optimized scenarios.
60%
IMO (2020): average at-sea load is typically 40–60 % MCR.
50%
Conservative floor to keep flow realistic (default 50 %).
Thermal conditions
7 °C
Seawater temperature at the exchanger inlet.
32 °C
Limit not to exceed at the exchanger outlet.
10 °C
Rise the exchanger is designed to absorb at 100 % MCR.
25 °C
= T max outlet − T inlet. This ΔT drives the calculation below.
How these values turn into savings
Required flow ratio = %MCR × (design ΔT ÷ actual ΔT) 60 % × (10 ÷ 25) = 24 %
Pump speed retained = the greater of (minimum speed, ratio above) max(50 %, 24 %) = 50 %
Power drawn = speed³ (centrifugal pump affinity law) 50 %³ = 12,5 % du nominal
With your current settings, it's the minimum allowed speed that caps the saving: the thermal calculation would give an even lower ratio, but the floor prevents it. Lowering the seawater temperature further would have no effect while this floor stays active; lowering the minimum speed is what would unlock more saving.
Generator set
0.276 L/kWh
225–240 g/kWh at partial load (IMO, 2020).
15%
Conservative buffer applied equally to all three scenarios alongside (pessimistic, realistic, optimistic).
Sensitivity analysis
15%
Spreads the pessimistic and optimistic scenarios around your current settings (realistic), by simultaneously varying engine load, seawater temperature, the minimum allowed speed and fuel price, proportional to this amplitude (at 15%: ±10 pts MCR, ±5 °C, ±5 pts minimum speed).
Your results
Money savings, realistic scenario
$…CAD/an
Pessimistic$…
Optimistic$…
Fuel avoided, realistic scenario
…L/an
Pessimistic…
Optimistic…
GHG reduction, realistic scenario
…t CO₂e/an
Pessimistic…
Optimistic…
Energy savings, realistic scenario
…kWh/an
Pessimistic…
Optimistic…
The 15 % safety margin is already included in the three scenarios above; the pessimistic/optimistic spread comes from the simulation amplitude, set to 15 %.

Return on investment (optional)

Financial analysis
Enter the estimated implementation cost to get a payback period, under the same three scenarios. No cost is assumed.
Enter an amount to calculate the payback period.
Months to recover the investment, based on the retained savings of each scenario, before financing, incentives or maintenance.

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Next step
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See the technical calculation detail

Reference vs. optimized

Reference scenario
Raw (pre-margin) annual electrical consumption
Reference: fixed speed 100% … kWh
Optimized: with EnerGuard system … kWh
0% 100% 0 100% Power (P/P100) Speed (%)
For a centrifugal pump, power varies with the cube of speed. At 50 % speed, power drops to about 12.5 % of nominal.
P/P100 = (V/V100)3
50% (speed) = 12.5% (power)

Methodology and assumptions

Quantification methodology
Flow ≈ %MCR × (design ΔT ÷ actual ΔT), capped at 100 % and floored at minimum speed.
Power ∝ speed³ (affinity law, centrifugal pump).
kWh → litres via the onboard generator; real measurements are preferable.
CO₂e includes CO₂, CH₄, N₂O (Diesel 2.689 kg/L; HFO 3.176 kg/L).
Full methodology and cited references
  • The required flow ratio is approximated as %MCR × (design ΔT ÷ actual ΔT), capped at 100 % and floored at the minimum allowed speed.
  • Power follows the centrifugal pump affinity law: power ∝ speed³.
  • The conversion of kWh into litres of fuel depends on the auxiliary generator; onboard measurements are preferable to a generic value.
  • CO₂e factors (Diesel 2.689 kg/L; HFO 3.176 kg/L) include CO₂, CH₄ and N₂O.
  • The safety margin is applied uniformly to energy, fuel, GHG and dollar savings, so the figure shown is always the most conservative retained value.
Cited references
  1. International Maritime Organization (IMO). (2020). Fourth IMO GHG Study 2020. imo.org
  2. International Council on Clean Transportation (ICCT). (2024). Updating marine engine emission standards using real-world data. theicct.org
  3. Québec Ministry of Environment, Fight Against Climate Change, Wildlife and Parks (MELCCFP) / Transition énergétique Québec. Emission and conversion factors (diesel factor used: 2.689 kg CO₂e/L).
Illustrative estimation tool derived from Conception FG's technical calculator. To be validated by a vessel-specific engineering study before any investment decision. Does not constitute final financial or technical advice.