Wartsila SP A TW Energy Efficiency B

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CO-OPERATION TO ACHIEVE MAXIMUM ENERGY EFFICIENCY

TEXT: MONIKA WINQVIST ILLUSTRATION: KLAUS WELP
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Improving the overall quality of vessels requires professional and whole hearted co-operation between shipowners and suppliers. Only through such close co-operation can ships that feature maximum levels of energy efficiency be achieved and the resulting reductions in both fuel consumption and emissions.
A.P. MOLLER-MAERSK is one of the biggest

players in international shipping with its headquarters in Copenhagen, Denmark and oces in more than 130 countries. According to Ivan Seistrup, Group Vice President, Maersk Line, the dialogue between Wrtsil and A. P. Moller-Maersk has been honest and very professional. Maersk Line transportation segment deals with almost every aspect of container shipping: from the global transportation of containers to loading and o loading in port as well as helping customers to plan the most ecient ways to transport their goods. Environmental issues in focus. A. P. Moller-Maersk has been at the forefront in environmental issues for many years. Maersk Lines intermediate target is a 10% reduction in CO2 emissions by 2012. Achieving this means that fuel consumption will have to be cut. By using less fuel we achieve two things at the same time, says Seistrup. On one hand we reduce costs, on the other the lower quantity of fuel consumed reduces the environmental impact of emissions such as CO2, SOX, NOX and particulate matter (PM). The shipping of containers benets from a good starting point as regards energy consumption. Compared to air freight, trucking and transportation by train, ships emit substantially less CO2 per ton of goods transported. Pushing a vessel through the waves takes less energy than other modes of transport, and this fact, combined
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with the amount of cargo which can be moved in a single shipment, means that the more that goods are transported by sea, the better for the environment and for the climate, says Seistrup. Improvement through research. The rule of thumb is that the larger the vessel, the less fuel it consumes per transported unit. The new PS-type vessels set new standards for energy eciency on container vessels. Compared to mid-size vessels, emissions by Emma Mrsk are 30% lower per transported ton. Even so, there is room for further improvement regarding the CO2, SOX, NOX and PM emitted by vessels. Research and development in all areas that aect fuel consumption is the route to minimizing emissions. To step up R&D of this type, A. P. MollerMaersk established an innovation department in its Technical Organization in 2007. This department is unique, because shipping companies have not traditionally had any departments focusing on innovation, says Seistrup. Our project list currently features more than 100 dierent undertakings, all of them targeting reductions in fuel consumption and emissions by our vessel operations. The list includes initiatives such as the optimization of pump and ventilation systems, the development of optimal docking programs, electronicallycontrolled engines, optimizing trim, route planning, unconventional propeller designs, innovative
propulsion systems and hull optimization. Projects judged to be realistic are tested using models or a prototype. This is where Wrtsils expertise steps in. In the testing phase, we cannot act alone, says Seistrup. Reliable results can only be obtained by carrying out eld tests on board our vessels. Wrtsil is a systems expert. Our role is to supply the vessels and our experience in operating them. Partnership plays a key role. The importance of this type of partnership needs to be underlined, he says. We discuss the dierent options for reducing emissions in dierent working groups - and Wrtsil has already proposed a large number of initiatives relating to environmental issues. One area in which our co-operation with Wrtsil has achieved very good results is in installing Waste Heat Recovery Systems (WHRS) on our vessels, says Seistrup. In WHRS, a boiler located in the vessels funnel uses heat from the exhaust gases to generate steam. WHRS has provided us with considerable benets. On our E-class vessels, savings in fuel oil have reached an impressive 10%. Signicant improvements in environmental performance would be achieved by installing such systems in all newbuildings. To date, most shipyards have not been capable of installing WHRS technology at a cost that justies its implementation. Unfortunately,
THE MORE THAT GOODS ARE TRANSPORTED BY SEA, THE BETTER FOR THE ENVIRONMENT.
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THE NEED FOR VESSELS THAT ARE EVEN MORE ENVIRONMENTALLY SOUND IS QUITE CLEAR.
A FOCUS ON TECHNICAL EXPERIENCE
ACCORDING TO KRISTOFFER BUHL LARSEN,
many shipyards are very conservative. Convincing them that they should modernize their products requires a great deal of eort. On the other hand, shipyards in the Far East now appear to be interested in adopting WHRS. Im convinced that interest in such systems will increase and that in the future, it will be a solution applicable not only to container ships and large vessels, but also to smaller vessels, tankers and car carriers. Constant monitoring. A reliable method of ensuring ecient operation and optimized fuel consumption is through performance monitoring. All our container vessels, tankers and car carriers are monitored on a daily basis using a very detailed performance system that enables ineciencies to be corrected, says Seistrup. Any discrepancies from a vessels expected performance are investigated to ensure that each ship is operated in the most optimal possible way. One such indicator is a vessels speed percentage - a way of comparing its performance to what it was when it was new. If the speed percentage drops by only a few percentage points, fuel consumption can rise by as much as three times. A crucial factor aecting speed percentage is the cleanness of the ships hull. Applying anti-fouling paint limits the growth of micro organisms, reducing the adverse eect these can have. Choosing the right anti-fouling paint is extremely important, says Seistrup. Currently we use silicon and silyl-acrylate selfpolishing paints. Although the latter type is toxic, it keeps the hull very clean, and both fuel consumption and emissions are at a lower level. It is therefore more environmentally sound in the long run. Future ships and shipping. Seistrup is positive about shippings future. He expects increased trac congestion on land to make waterborne transportation increasingly interesting even over shorter distances. But the need for vessels that are even more environmentally sound is quite clear. Ship design will become even more important in the future, he says. The tools we have for designing ships are much improved. We have to take a more intelligent look at hulls, propellers and propeller speeds. But both ships and shipping are not only machines and systems - they are also about the people that run them. Another important area we have to concentrate on in the future is making onboard equipment more user-friendly, more reliable and easier to maintain. Carrying out maintenance tasks during normal operation is something we want to avoid as the risk of encountering problems is always higher. We are very interested in further co-operation with Wrtsil on this, says Seistrup. Higher prices resulting from employing more expensive materials could even be acceptable if levels of reliability are higher and the periods between overhauls can be extended.
technical co-operation between Wrtsil and A. P. Moller - Maersk (APMM) has been both long-term and comprehensive. Now directed by a Technical Steering Committee, co-operative activity really took off with the introduction of RT-ex engines and Waste Heat Recovery (WHR) systems in the APMM eet. Among other signicant achievements, this resulted in Wrtsil supplying the worlds largest engines (the 14RT-ex) and implementation of the most efficient WHR systems installed to date (achieving fuel savings of more than 10%).
HEADED BY MR SEISTRUP, members of the Technical Steering Committee come from technical management personnel in both companies. Several joint technical working groups handling affiliated projects also report to the Technical Steering Committee. These include an Innovation Workgroup (Implementation of GreenTech technologies), an RT-ex Workgroup (Optimization of RT-ex engine performance and the implementation of new solutions), and a Wrtsil 50DF Workgroup (Optimization of the Wrtsil 50DF engine and its operational performance). THE EMPHASIS IN THIS SUCCESSFUL CO OPERATION has developed from being a forum
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with a focus on operational and technical experiences related to Wrtsil RT-ex engines. The relationship is now very proactive, concentrating on the implementation of RTex solutions, operational optimization and environmental solutions. This structured, project-oriented approach is currently being expanded to include cross-functional co-operation with APMM that involves all of the companys business units.
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Wartsila SP A TW Energy Efficiency B

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CO-OPERATION TO ACHIEVE MAXIMUM ENERGY EFFICIENCY

A.P. MOLLER-MAERSK is one of the biggest

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