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Ship Speed Limits conference, Brussels, 4 October 2011
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Maersk Ship Performance System
• In the late 1960s, the Technical Organisation
in APMM developed a Vessel Performance
Management System
• The Maersk Ship Performance System has
been continuously active since that time and
the software was recently ported to a more
modern platform
• MSPS delivers decision support on:
• Hull and propeller performance (paint types,
dry-dockings, hull cleanings & propeller
polishes)
• Main engine performance (daily SFOC and
monthly engine test analysis)
• Auxiliary engine performance
• Lube oil (cylinder oil optimisation, lube oil
stocks)
• Off-service statistics
• Operational parameters (buffer time, voyage
efficiency)
4 Oct 2011 Slide no. 2
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Maersk Line – Super Slow Steaming development
• Although the full rollout of Super Slow
Steaming was introduced fleet wide in
January 2009, the process had started two
years earlier, as shown above.
4 Oct 2011 PAGE 3
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Nov 08
Low Load Work
Shops
Dec 2008 Jan 2009
Identify possible
obstacles for
obtaining Letter
of no Objection
from engine
designers
Prepare an Engine
condition check
method
Collect
Engine
condition
data.
Low load policy
presented to all
APMM fleet group
managers.
Letter of no Objection
from engine
designers.
Low load policy rolled
out on all container
vessels
Unified low load policy: Maersk roadmap
Nov 08
Project kick-off
Define road
map
Define target
Engine
Designers Low
load Bulletins/
Service letters
updated
Negotiations
with Maersk
Line Chartered
Fleet
commenced
May 2009 May 2010
Super Slow
Steaming
agreed with
90% of
charter
vessels.
4 Oct 2011 Slide no. 4
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Maersk Line Super Slow Steaming 2007 - 2010
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Loss of Economiser steam output
Loss of Turbocharger Efficiency
Loss of propeller efficiency
Fouling of hull and propellers
Loss of lubrication in stern tube bearings
Economiser fires due to soot build-up
Exhaust receiver soot fire
Piston rings sticking
Cleaning of scavenging air space
Cold or warm corrosion of combustion parts
Cold corrosion of economisers
Failure of exhaust valves
Auxiliary blowers failure
Scavenging air NR flaps damage
Increased vibration levels
Loss of fresh water production
Increased cylinder lube oil consumption
Implementation of Slow Steaming
Concerns – Experience – Counteractions
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Turbocharger efficiency Concern:
Loss of Turbocharger Efficiency
Experience:
It is true that TC’s lose efficiency at lower engine loads,
resulting in higher combustion temperatures. This effect is
mostly seen in the 35 – 50% load range, and some engine
types are more vulnerable than others to this effect.
Possible issues:
Slightly lower TBO’s of exhaust valves and piston
crowns/ring packages.
Counter measures:
APMM has introduced a maximum temperature limit of 480
deg C before the TC. This causes a few engine types to have
a ”barred” load range in the 35-45% load range, depending
on ambient conditions and engine condition.
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Hull and propeller fouling Concern:
Fouling of hull and propellers
Experience:
The last two years of slow steaming have not
produced any evidence of increased hull or propeller
fouling, even though it was expected. It appears that
the regular speed ups for TC cleaning (80% speed)
also work to clean the hull.
Counteraction:
APMM takes care of any in-water hull/propeller
cleaning as necessary, for own as well as chartered
vessels
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Exhaust receiver soot fire
Concern:
Exhaust receiver fires due to soot build-up. This may
be quite dangerous as TC’s may over speed.
Experience:
No such experience – exhaust receivers are quite
clean except for some harmless soft ash deposits.
This is primarily due to MAN B&W’s Slide Valves .
Sulzer /Wärtsilä never had a big issue with this.
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Vibration levels
Concern:
Increased vibration levels
Experience:
On the contrary, vibrations have decreased and
damage due to breaking machinery parts have been
reduced. At certain RPM’s resonance can be
experienced, and the RPM should then be lowered
or increased to counteract it – usually only a few
RPM is enough. Operation in the barred speed
range is of course not allowed.
Some engine types are prone to cracking bedplates
and columns – this phenomenon is now significantly
reduced.
High-
load
damage
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Cold and warm corrosion
Concern:
Cold or warm corrosion of combustion parts due to higher
and lower exhaust temperatures at lower loads
Experience:
Cold corrosion has been seen in a some cases at loads
below 20%, but only when the cooling water temperature
has been too low and the fuel sulphur level high (4%).
Hot corrosion has only been seen on some older type
exhaust valves when operated around 40% load for
longer time. The development is slow and only lead to
reduced TBO. No sudden failures experienced due to this
effect.
Counteractions
1) Keep cooling water temperatures above 90 deg C
(Wärtsilä) and 85 deg C (MAN)
2) Adapt the cylinder lube dosage/TBN to the fuel – i.e.
follow MAN Diesel’s guidelines for Sulphur dependent
lubrication also on Wärtsilä engines and older MAN
engines with HJ lubricators.
3) Use TBN 70 cylinder oils above 1.5% sulphur fuels
4) Keep exhaust temperatures below 480 deg C and above
250degC.
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• The off-service statistics collected by Maersk Line show a drop in off-
service hours since the introduction of slow steaming.
4 Oct 2011 PAGE 12
Slow Steaming: positive impact on off-service hours
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Super slow steaming: Cost optimized operation
Example: Containership 8000TEU
ME MCR 54900 kW
Shaft Line Loss 100 kW
Base load 1400 kW
Auxiliary blower load 600 kW
Auxiliary blower cut in point 35 % MCR
Boiler FO cons at low load 2,5 mT/day
OFB cut in point 25 % MCR
Reefers 150 pcs
Reefer Specific cons 4,5 kW
Reefer load 675 kW
Total El load 2075 kW
DG SFOC 235 g/kWh
FO price 500 USD/mt
DRC 3000 USD/24h
SLOC 0,9 g/kWh
Cyl LO price 145 USD/100kg
TC Cleaning
Engine load 50 %
Vessel speed 19 kn
Acceleration 8 kn/hr
Deceleration 16 kn/hr
Time at const speed 1 hr
Cleaning interval 48 hr
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Operational profile vinter 2007/8
0%
5%
10%
15%
20%
25%
30%
0 12 16 18 20 22 23 24 25 26
Vessel speed [kn]
Pe
rce
nt
op
era
tin
g h
rs
Operational profile vinter 2008/9
0%
5%
10%
15%
20%
25%
30%
0 12 15 18 20 21 22 23 24 25 26
Vessel speed [kn]
Pe
rce
nt
op
era
tin
g h
rs
Index
Capacity per vessel, TEU*km 100
Yearly FOC per vessel 100
NOx emission g/[TEU*km] 100
Index
Capacity per vessel, TEU*km 91,4
Yearly FOC per vessel 80,7
NOx emission g/[TEU*km] 87,5
Ex 1: Actual operational data winter 2007-2008
Average of 8 vessels over 6 months
Average speed 22.1 kn
Ex 2: Actual operational data winter 2008-2009
Averaged over 6 months
Average speed 20.2 kn
• SSS does not exclude sailing at higher speeds – speed reserve is
necessary to compensate for delays or conduct certain network legs
at high speed. Flexibility is key.
Slow Steaming: change in engine load profile
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Ambitious Targets on GHG Reductions …
Relative emission targets
• Maersk Line:
25% reduction of g CO2 per
TEU-km from 2007 to 2020
• Maersk Tankers:
15% reduction per tonne-
km from 2007 to 2015
50
60
70
80
90
100
2007 2008 2009 2010
CO
2 in
dex w
rt
20
07
% CO2 per TEU-km since 2007 Maersk Line fleet
4 Oct 2011
• It is estimated that Slow Steaming has resulted in a 7% decrease in fuel
consumption and CO2 emissions
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Ship speed: flexibility is important
• Schedule reliability is essential
• Reliable and timely door-to-door services
• Enable supply chain continuity
• Reduction of companies’ inventories and related costs
• Time sensitive cargo
• Delays may occur while vessel is en route
• Terminal congestion, non-availability of planned slots
• Inclement weather conditions may hamper loading/unloading operations at terminal
• Storms may result in a detour or lowering of ship speed
• Necessary to be able to speed up to maintain network schedule and
conform to market demands
Slide no. 16 4 Oct 2011
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Conclusions
• Super slow steaming poses no technical, safety or operational show stoppers
and can be applied to a variety of ship types
• Slow steaming is here to stay
• Slow steaming contributes to reduction in CO2 emissions and operational costs
• Maersk strongly supports global (IMO) regulation to address CO2 emissions
from shipping
• Slow steaming enables a high degree of flexibility in execution of our network
• To maintain a timely and reliable service, as well as supply chain continuity, it
is necessary for our ships to travel at higher speeds under certain conditions
• Hence Maersk does not support a global mandatory speed cap to reduce CO2
emissions
Slide no. 17 4 Oct 2011