Cruise Ship Hotel Load, Peak Power & Battery Peak-Shaving Tool
Estimate normal and peak cruise hotel electrical demand, battery
power and energy required to cap a short-duration peak, post-battery
generator or shore load, annual battery throughput, recharge energy,
round-trip losses and optional peak-shaving economics. Advanced mode
builds hotel demand from individual load categories.
Currency selector changes display only. No exchange-rate conversion is performed.
Hotel Demand
HVAC, galley, cabins, entertainment, laundry and hotel auxiliaries
Peak Shaving
Peak cap, battery power, usable energy and duration capability
Enter the representative normal hotel load and the temporary
additional demand expected during the peak event.
MW
MW
MW
minutes
MW
MW
Target maximum load left on generators or shore connection during the peak.
Battery Configuration
MWh
%
%
MW
%
% usable energy
Portion of otherwise usable battery energy retained instead of assigned to peak shaving.
Annual Peak-Shaving Duty
events/day
days/year
Optional Peak-Shaving Economics
Batteries shift energy rather than eliminate it. Economic savings
should only be entered where peak-period power has a higher value,
an extra generator start can be avoided, or another vessel-specific
operating cost is reduced.
$
/MWh
$
/MWh
$
/event
$
$
Cruise Hotel Load Categories
Connected load is multiplied by separate normal and peak demand
factors. This allows categories such as HVAC, galley and laundry
to contribute differently during the modeled peak.
Hotel Load Category
Connected kW
Normal Demand %
Peak Demand %
Peak Event & Power-System Limit
MW
minutes
MW
MW
Battery Configuration
MWh
%
%
MW
%
% usable energy
Annual Duty & Economics
events/day
days/year
$
/MWh
$
/MWh
$
/event
$
$
Hotel Load & Peak-Shaving Results
Direct hotel-load peak analysis
Enter load data
Enter cruise hotel load, peak duration, power-system limit and
battery configuration to evaluate peak-shaving capability.
Pre-Battery Peak Load
N/A
Peak hotel demand plus other concurrent ship-service load
Post-Battery Peak Load
N/A
Average generator or shore load during the modeled peak event
Normal Hotel Load
N/A
Peak Hotel Load
N/A
Required Peak Shave
N/A
Actual Battery Shave
N/A
Usable Battery Energy
N/A
Energy Required to Hit Cap
N/A
Battery Power Requirement
N/A
Battery Size Required
N/A
Duration at Required Shave
N/A
Peak Cap Gap
N/A
Supply Capacity Margin
N/A
Battery Energy Used per Event
N/A
Annual Battery Discharge
N/A
Annual Recharge Energy
N/A
Equivalent Usable Cycles
N/A
Round-Trip Losses
N/A
Net Annual Benefit
N/A
Simple Payback
N/A
Cruise Hotel Load Breakdown
Advanced mode
Category
Connected Load
Normal Demand
Peak Demand
Peak Increase
Peak Power Assessment
Battery Energy & Duty Summary
Optional Economic Screen
Peak Load vs Battery Support
Required Battery Size Sensitivity
Peak load vs peak duration
Peak Load \ Duration
-20%
Base
+20%
Model approach:
required battery power equals the portion of the pre-battery peak
above the entered target cap. Required event energy equals that
power × peak duration. Available AC battery energy equals installed
battery MWh × usable SOC window × discharge efficiency × the
portion not reserved after the event. Actual average peak shaving
is limited by both maximum discharge power and available event
energy. Recharge energy equals battery AC output divided by the
entered round-trip efficiency.
Planning estimate only.
Actual cruise ship hotel loads can vary materially with ambient
temperature, occupancy, itinerary, galley schedule, laundry demand,
entertainment systems, pool and water-feature operation, ventilation,
chilled-water demand and equipment availability. Battery capability
depends on chemistry, usable SOC limits, C-rate, BMS restrictions,
thermal management, degradation, temperature, converter ratings,
reserve-power requirements and class-approved operating philosophy.
Peak shaving does not inherently reduce total energy use and may
increase recharge energy because of round-trip losses. Economic
savings should only be credited where vessel-specific generation,
shore-power, demand, start-stop or operating-cost differences are
demonstrated. This tool does not replace an approved electric load
analysis, protection study, battery safety assessment, fire-safety
review, PMS study or class-approved dispatch strategy.
