ship speed limits conference, brussels, 4 october · pdf filemaersk ship performance system...

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



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



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


‘View/Header and Footer…’ 4 Oct 2011 PAGE 5

Maersk Line Super Slow Steaming 2007 - 2010



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



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.



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



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.



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



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.



• 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



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



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


‘View/Header and Footer…’ Slide 15

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



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



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

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