Baan

BOOSTING ENERGY EFFICIENCY
1 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Introduction
This presentation contains examples of possible measures to

reduce energy consumption in ship applications. The aim is
to cut operating costs while, at the same time, reducing emissions.
Even though these measures may make a significant difference

– they are just the beginning!

Introduction
Our aim is to show from a neutral viewpoint a vast range of potential areas for efficiency
improvement. They are based on today’s technology and are presented irrespective
of the present availability of such solutions either from Wärtsilä or any other supplier.

Improvement areas
The technologies are grouped under

four main headings:
- Ship design
- Propulsion
- Machinery
- Operation & Maintenance
Combining these areas and treating them

together as an integrated solution a truly
efficient ship operation can result in.

Symbol explanations < 4%
An upper percentage for the potential annual saving
in fuel consumption for the entire ship, not looking just
at the saving in one mode for a specific part of the
power demand.
Energy consumption reduction

method applicability:
Methods best suited for new buildings
Measures that can be retrofitted

to an existing vessel
Operational measures
Payback time indication:

Ship types for which the energy
efficiency improvement measure
is well suited. Short (<1 year) – Long (>15 years)
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TANKERS AND BULKERS
VOYAGE
VOYAGE PLANNING
PLANNING
–– WEATHER
WEATHER ROUTING
ROUTING
WIND
WIND POWER
POWER HULL
HULL CLEANING
CLEANING
AIR
AIR LUBRICATION
LUBRICATION OPTIMUM
OPTIMUM MAIN
MAIN
DIMENSIONS
DIMENSIONS
ENERGOPAC
ENERGOPAC DELTA
DELTA TUNING
TUNING

CONTAINER VESSELS
WASTE
WASTE HEAT
HEAT AUTOPILOT
AUTOPILOT SHIP
SHIP SPEED
SPEED EFFICIENCY
EFFICIENCY
RECOVERY
RECOVERY ADJUSTMENTS
ADJUSTMENTS REDUCTION
REDUCTION OF
OF SCALE
SCALE
LIGHTWEIGHT
LIGHTWEIGHT HULL
HULL SURFACE
SURFACE
CONSTRUCTION
CONSTRUCTION –– HULL
HULL COATING
COATING
PROPELLER
PROPELLER BOW
BOW THRUSTER
THRUSTER
BLADE
BLADE DESIGN
DESIGN SCALLOPS
SCALLOPS // GRIDS
GRIDS

ROROS
CONDITION
CONDITION BASED
BASED SOLAR
SOLAR ENERGY
ENERGY SAVING
SAVING
MAINTENANCE
MAINTENANCE (CBM)
(CBM) POWER
POWER OPERATION
OPERATION AWARENESS
AWARENESS
HYBRID
HYBRID AUXILIARY
AUXILIARY
POWER
POWER GENERATION
GENERATION
SKEG
SKEG SHAPE
SHAPE // REDUCE
REDUCE
TRAILING
TRAILING EDGE
EDGE BALLAST
BALLAST
PROPELLER
PROPELLER TIP
TIP VESSEL
VESSEL TRIM
TRIM
WINGLETS
WINGLETS ADJUSTMENT
ADJUSTMENT

FERRIES
COOLING
COOLING WATER
WATER PUMPS,
PUMPS, LIGHTWEIGHT
LIGHTWEIGHT
SPEED
SPEED CONTROL
CONTROL CONSTRUCTION
CONSTRUCTION
ENERGY
ENERGY SAVING
SAVING
LIGHTING
LIGHTING
INTERCEPTOR
INTERCEPTOR TURNAROUND
TURNAROUND
TRIM
TRIM PLANES
PLANES TIME
TIME IN
IN PORT
PORT
PROPULSION
PROPULSION CODED
CODED FUEL
FUEL TYPE
TYPE
CONCEPTS
CONCEPTS –– CRP
CRP MACHINERY
MACHINERY –– LNG
LNG

OFFSHORE SUPPORT VESSELS
COMMON
COMMON POWER
POWER CODED
CODED
RAIL
RAIL MANAGEMENT
MANAGEMENT MACHINERY
MACHINERY
RETRACTABLE
RETRACTABLE LOW
LOW LOSS
LOSS CONCEPT
CONCEPT PROPELLER
PROPELLER PROPELLER
PROPELLER HULL
HULL
THRUSTERS
THRUSTERS FOR
FOR ELECTRIC
ELECTRIC NETWORK
NETWORK NOZZLE
NOZZLE INTERACTION
INTERACTION OPTIMIZATION
OPTIMIZATION

SHIP DESIGN

Efficiency of scale < 4%
A larger ship will in most cases offer greater Regression analysis of recently built ships
transport efficiency – “Efficiency of Scale” effect. show that a 10% larger ship will give about
A larger ship can transport more cargo at the 4-5% higher transport efficiency.
same speed with less power per cargo unit.
Limitations may be met in port handling.
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Reduce ballast < 7%
Minimising the use of ballast (and other unnecessary Removing 3000 tons of permanent ballast from
weight) results in lighter displacement and thus lower a PCTC and increasing the beam by 0.25 metres
resistance. The resistance is more or less directly to achieve the same stability will reduce the
proportional to the displacement of the vessel. However propulsion power demand by 8.5%.
there must be enough ballast to immerse
the propeller in the water, and provide sufficient stability
(safety) and acceptable sea keeping behaviour (slamming).
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Lightweight construction < 7%
The use of lightweight structures can reduce the

ship weight. In structures that do not contribute to
ship global strength, the use of aluminium or
some other lightweight material may be an
attractive solution.
The weight of the steel structure can also be
reduced. In a conventional ship, the steel weight
can be lowered by 5-20%, depending on the
amount of high tensile steel already in use.
A 20% reduction in steel weight will give

a reduction of ~9% in propulsion power
requirements. However, a 5% saving is more
realistic, since high tensile steel has already been
used to some extent in many cases.
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Optimum main dimensions < 9%
Finding the optimum length and hull fullness ratio

(Cb) has a big impact on ship resistance.
A high L/B ratio means that the ship will have
smooth lines and low wave making resistance.
On the other hand, increasing the length means
a larger wetted surface area, which can have
a negative effect on total resistance.
A too high block coefficient (Cb) makes the hull
lines too blunt and leads to increased resistance.
Adding 10-15% extra length to a typical product

tanker can reduce the power demand by more
than 10%.
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Interceptor trim planes < 4%
The Interceptor is a metal plate that is fitted

vertically to the transom of a ship, covering most
of the breadth of the transom. This plate bends
the flow over the aft-body of the ship downwards,
creating a similar lift effect as a conventional trim
wedge due to the high pressure area behind the
propellers. The interceptor has proved to be more
effective than a conventional trim wedge in some
cases, but so far it has been used only in cruise
vessels and RoRos. An interceptor is cheaper to
retrofit than a trim wedge.
1-5% lower propulsion power demand.

Corresponding improvement of up to 4%
in total energy demand for a typical ferry.
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Ducktail waterline extension < 7%
A ducktail is basically a lengthening of the aft

ship. It is usually 3-6 meter long. The basic idea
is to lengthen the effective waterline and make
the wetted transom smaller. This has a positive
effect on the resistance of the ship. In some
cases the best results are achieved when
a ducktail is used together with an interceptor.
4-10% lower propulsion power demand.

Corresponding improvement of 3-7% in total
energy consumption for a typical ferry.
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Shaft line arrangement < 2%
The shaft lines should be streamlined. Brackets Up to 3% difference in power demand between
should have a streamlined shape. Otherwise this poor and good design. A corresponding
increases the resistance and disturbs the flow improvement of up to 2% in total energy
to the propeller. consumption for a typical ferry.
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Skeg shape / trailing edge < 2%
The skeg should be designed so that it directs the 1.5%-2% lower propulsion power demand with
flow evenly to the propeller disk. At lower speeds it good design. A corresponding improvement of
is usually beneficial to have more volume on the up to 2% in total energy consumption for a
lower part of the skeg and as little as possible container vessel.
above the propeller shaftline. At the aft end of the
skeg the flow should be attached to the skeg, but
with as low flow speeds as possible.
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Minimising resistance of hull openings < 5%
The water flow disturbance from openings to bow Designing all openings properly and locating
thruster tunnels and sea chests can be high. It is them correctly can give up to 5% lower power
therefore beneficial to install a scallop behind each demand than with poor designs. For a container
opening. Alternatively a grid that is perpendicular vessel, the corresponding improvement in total
to the local flow direction can be installed. The energy consumption is almost 5%.
location of the opening is also important.
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Air lubrication < 15%
Compressed air is pumped into a recess in the Saving in fuel consumption:

bottom of the ship’s hull. The air builds up a “carpet” Tanker: ~15 %
that reduces the frictional resistance between the Container: ~7.5 %
water and the hull surface. This reduces the
propulsion power demand. The challenge is to PCTC: ~8.5 %
ensure that the air stays below the hull and does not Ferry: ~3.5%
escape. Some pumping power is needed.
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Tailoring machinery concept for operation < 35%
This OSV design combines the best of two
worlds. The low resistance and high propulsion
efficiency of a single skeg hull form is combined
with the manoeuvring performance of steerable
thrusters. Singe screw propulsion is used for free
running while retractable thrusters are used in DP
mode when excellent manoeuvring is needed.
The machinery also combines mechanical
propulsion in free running mode with electric drive
in DP mode. Low transmission losses with
mechanical drive. Electric propulsion in DP mode
for optimum engine load and variable speed FP
propellers give the best efficiency.
Diesel-electric machinery and twin steerable

thrusters reduce the annual fuel consumption
of a typical supply vessel by 35% compared to
a conventional vessel.
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PROPULSION

Wing Thrusters < 10%
Installing wing thrusters on twin

screw vessels can achieve
significant power savings,
obtained mainly due to lower
resistance from the hull
appendages.
The propulsion concept
compares a centre line
propeller and two wing thrusters
with a twin shaft line
arrangement.
Better ship performance in

the range of 8% to 10%.
More flexibility in the engine
arrangement and more
competitive ship performance.
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CRP propulsion < 12%
Counter rotating propellers consist of a pair of

propellers behind each other that rotate in
opposite directions. The aft propeller recovers
some of the rotational energy in the slipstream
from the forward propeller. The propeller couple
also gives lower propeller loading than for a
single propeller resulting in better efficiency.
CRP propellers can either be mounted on twin
coaxial counter rotating shafts or the aft propeller
can be located on a steerable propulsor aft of a
conventional shaft line.
CRP has been documented as the propulsor

with one of the highest efficiencies. The power
reduction for a single screw vessel is 10% to 15%.
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Optimisation of Propeller and hull interaction < 4%
The propeller and the ship interact. The

acceleration of water due to propeller action can
have a negative effect on the resistance of the
ship or appendages. This effect can today be
predicted and analysed more accurately using
computational techniques.
Redesigning the hull, appendages and propeller

together will at low cost improve performance by
up to 4%.
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Propeller-rudder combinations < 4%
The rudder has drag in the order of 5%

of ship resistance. This can be reduced
by 50% by changing the rudder profile and
the propeller. Designing these together with
a rudder bulb will give additional benefits.
This system is called the Energopac®
system.
Improved fuel efficiency of 2% to 6%.
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Advanced propeller blade sections < 2%
Advanced blade sections will improve the

cavitation performance and frictional
resistance of a propeller blade.
As a result the propeller is more efficient.
Improved propeller efficiency of up to 2%.
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Propeller tip winglets < 4%
Winglets are known from the aircraft industry.

The design of special tip shapes can now
be based on computational fluid dynamic
calculations which will improve propeller
efficiency.
Improved propeller efficiency of up to 4%.
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Propeller nozzle < 5%
Installing nozzles shaped like a

wing section around a propeller
will save fuel for ship speeds of
up to 20 knots.
Up to 5% power savings
compared to a vessel
with an open propeller.
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Constant versus variable speed operation < 5%
For controllable pitch propellers, operation at

a constant number of revolutions over a wide ship
speed reduces efficiency. Reduction of the
number of revolutions at reduced ship speed will
give fuel savings.
Saves 5% fuel, depending on actual

operating conditions.
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Wind power – sails and kites < 20%
Wing-shaped sails installed on the

deck or a kite attached to the bow
of the ship use wind energy
for added forward thrust. Static sails
made of composite material
and fabric sails are possible.
Fuel consumption savings:

Tanker ~ 21%
PCTC ~20%
Ferry ~8.5%
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Wind power – Flettner rotor < 30%
Spinning vertical rotors

installed on the ship convert
wind power into thrust in the
perpendicular direction of the
wind, utilising the Magnus
effect. This means that in side
wind conditions the ship will
benefit from the added thrust.
Less propulsion power

is required, resulting in lower
fuel consumption.
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Pulling thruster < 10%
Steerable thrusters with a pulling propeller can give clear power savings. The propulsion power
The pulling thrusters can be combined in different setups. They can be demand at the
favourably combined with a centre shaft on the centre line skeg in either a CRP propellers can be
or a Wing Thruster configuration. Even a combination of both options can reduced by up to 15%
give great benefits. The lower power demand arises from less appendage with pulling thrusters in
resistance than a twin shaft solution and the high propulsion efficiencies of the advanced setups.
propulsors with a clean waterflow inflow.
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Propeller efficiency measurement < 2%
Measure performance data on board to save fuel. Accurate measurement of propeller data will
The measurements taken will include propeller enable fuel savings in operation. Experience
performance data such as speed through the water, shows that this can reduce fuel consumption by
propeller torque and propeller thrust. as much as 4%.
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MACHINERY

Hybrid Auxiliary Power generation < 2%
Hybrid auxiliary power system consists of a fuel cell, diesel generating set Reduction of NOX by 78%
and batteries. An intelligent control system balances the loading of each Reduction of CO2 by 30%
component for maximum system efficiency. The system can also accept Reduction of particles by 83%
other energy sources such as wind and solar power.
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Diesel electric machinery < 20%
Installing electric drives will have a greater impact on operation especially The savings can be as
where changes in operation and load profiles are part of normal operation. much as a 20-30%
Other important areas are processes where speed regulation can be utilised. reduction in fuel
Installing electric propulsion gives the following main benefits: consumption when DP is
- reduced installed power (typical >10%) part of the operation.
- flexible arrangement (more cargo area) For other vessel
- are flexible and efficient operation operational profiles fuel
savings typically 5-8%.
- excellent redundancy
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CODED machinery < 4%
Combined diesel-electric and
diesel-mechanical machinery
can improve the total efficiency
in ships with an operational
profile containing modes with
varying loads. The electric
power plant will bring benefits at
part load, were the engine load
is optimised by selecting the
right number of engines in use.
At higher loads, the mechanical
part will offer lower transmission
losses than a fully electric
machinery.
Total energy consumption for

a offshore support vessel with
CODED machinery is reduced
by 4% compared to a diesel-
electric machinery.
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Low loss concept for electric network < 2%
PMS A DP control PMS B
Main sw.board
Power Available
Thrust (digital, %, dynamic)
RPM RPM
Power Reduced
P,rpm,T (digital, % ,dynamic)
Converter
Converter
control
control 0-20sec Reduce Power
Kw loading, breaker
RPM status,etc
M M
Thruster PITCH
Thruster control
control
Main azimuth
Main azimuth
Thruster with Fixed Pitch
Thruster with controllable pitch
prppeller (FPP)
propeller(CPP)
Low Loss Concept (LLC) is a patented power distribution system that reduces Gets rid of bulky
the number of rectifier transformers from one for each power drive to one bus- transformers.
bar transformer for each installation. This reduces the distribution losses, Transmission losses
increases the energy availability and saves space and installation costs. reduced by 15-20%.
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Variable speed electric power generation < 3%
The system uses generating sets

operating in a variable rpm mode.
The rpm is always adjusted for maximum
efficiency regardless of the system load.
The electrical system is based on DC
distribution and frequency controlled
consumers.
Reduces number of generating sets by 25%.

Optimised fuel consumption, saving 5-10%.
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Fuel type – LNG < 4%
Switching to LNG fuel reduces energy

consumption because of the lower demand
for ship electricity and heating. The biggest
savings come from not having to separate
and heat HFO. LNG cold (-162 °C) can be
utilised in cooling the ship’s HVAC to save
AC-compressor power.
Saving in total energy < 4 % for a typical

ferry. In 22 kn cruise mode, the difference
in electrical load is approx. 380 kW. This
has a major impact on emissions.
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Waste heat recovery < 10%
Waste heat recovery (WHR) recovers the thermal energy from the exhaust Exhaust waste heat
gas and converts it into electrical energy. Residual heat can further be used recovery can provide up
for ship onboard services. The system can consist of a boiler, a power to 15% of the engine power.
turbine and a steam turbine with alternator. Redesigning the ship layout can The potential with new
efficiently accommodate the boilers on the ship. designs is up to 20%.
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Delta tuning < 1%
Specific fuel consumption (g/kWh)

174
172
170
168
166
164
162
35 40 45 50 55 60 65 70 75 80 85 90 95 100
Engine load (% )
RTA96C RT-flex96C "Standard tuning" RT-flex96C "Delta tuning"
Delta tuning is available on Wärtsilä 2-stroke RT-flex engines. It offers reduced Lower specific fuel
fuel consumption in the load range that is most commonly used. The engine is consumption at part
tuned to give lower consumption at part load while still meeting NOx emission loads compared
limits by allowing higher consumption at full load that is seldom used. to standard tuning.
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Common rail < 1%
CR is a tool for achieving low emissions

and low SFOC. CR controls combustion
so it can be optimised throughout the
operation field, providing at every load
the lowest possible fuel consumption.
Smokeless operation at all loads

Part load impact
Full load impact
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Energy saving lighting < 1%
Using lighting that is more electricity and heat efficient where Fuel consumption
possible and optimizing the use of lighting reduces the demand saving: Ferry: ~1%
for electricity and air conditioning. This results in a lower hotel
load and hence reduced auxiliary power demand.
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Power management < 5%
G LLC Unit G G LLC Unit G
M M
Bow thr. 1 Bow thr. 2

M M
Propulsion Propulsion
azimuth azimuth
Correct timing for changing the number of generating sets is Running extensively at low load can easily
critical factor in fuel consumption in diesel electric and auxiliary increase the SFOC by 5-10%.
power installations. An efficient power management system is Low load increases the risk of turbine fouling
the best way to improve the system performance. with a further impact on fuel consumption.
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Solar power < 4%
Solar panels installed on a ship’s deck

can generate electricity for use in an
electric propulsion engine or auxiliary
ship systems. Heat for various ship
systems can also be generated with
the solar panels.
Depending on the available deck space,

solar panels can give the following
reductions in total fuel consumption:
Tanker: ~ 3.5%
PCTC: ~ 2.5%
Ferry: ~ 1%
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Cooling water pumps, speed control < 1%
Pumps are major energy consumers

and the engine cooling water system
contains a considerable number of
pumps. In many installations a large
amount of extra water is circulated
in the cooling water circuit. Operating
the pumps at variable speed would
optimise the flow according to the
actual need.
Pump energy saving (LT only)

case studies:
- Cruise ships (DE) 20-84%
- Ferry 20-30%
- AHTS 8-95%
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Automation < 10%
An Integrated Automation System (IAS)
or Alarm and Monitoring System (AMS)
includes functionality for advanced
automatic monitoring and control
of both efficiency and operational
performance.
The system integrates all vessel
monitoring parameters and controls all
processes onboard, so as to operate the
vessel at the lowest cost and with the
best fuel performance.
Power drives distribute and regulate the
optimum power needed for propeller
thrust in any operational condition.
Engine optimisation control, power

generation & distribution optimisation,
thrust control and ballast optimisation
give 5-10% savings in fuel consumption.
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Advanced power management < 5%
Power management based on

intelligent control principles to monitor
and control the overall efficiency and
availability of the power system
onboard. In efficiency mode, the system
will automatically run the system with
the best energy cost.
Reduces operational fuel costs by 5%

and minimises maintenance.
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OPERATION & MAINTENANCE

Turnaround time in port < 10%
A faster port turnaround time makes it
possible to decrease the vessel speed
at sea. This is mainly a benefit for ships
with scheduled operations, such as
ferries and container vessels. The
turnaround time can be reduced for
example by improving manoeuvring
performance or enhancing cargo flows
with innovative ship designs, ramp
arrangements or lifting arrangements.
Impact of reducing port time

for a typical ferry.
Port time Energy
2h --> 100%
-10min --> 97%
-20min --> 93%
-30min --> 90%
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Propeller surface finish/polishing < 10%
Regular in-service polishing is required

to reduce surface roughness on caused
by propellers of every material organic
growth and fouling. This can be done
without disrupting service operation by
using divers.
Up to 10% improvement in service

propeller efficiency compared
to a fouled propeller.
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Hull surface – Hull coating < 5%
Modern hull coatings have a smoother
and harder surface finish, resulting
in reduced friction. Since typically some
50-80% of resistance is friction, better
coatings can result in lower total
resistance.
A modern coating also results in less
fouling, so with a hard surface the benefit
is even greater when compared to some
older paints towards the end of the
docking period.
Saving in fuel consumption

after 48 months compared
to a conventional hull coating:
Tanker: ~ 9%
Container: ~ 9%
PCTC: ~ 5%
Ferry: ~ 3%
OSV: ~ 0.6%
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Part load operation optimisation < 4%
Engines are usually optimised at high

loads. In real life most of them are used
on part loads. New matching that takes
into account real operation profiles can
significantly improve overall operational
efficiency.
New engine matching means different

TC tuning, fuel injection advance,
cam profiles, etc.
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Ship speed reduction < 23%
Reducing the ship speed an effective

way to cut energy consumption.
Propulsion power vs. ship speed is a
third power curve (according to the
theory) so significant reductions can be
achieved. It should be noted that for
lower speeds the amount of transported
cargo / time period is also lower. The
energy saving calculated here is for an
equal distance travelled.
Reduction in ship speed vs. saving in

total energy consumption:
- 0.5 kn --> - 7% energy
- 1.0 kn --> - 11% energy
- 2.0 kn --> - 17% energy
- 3.0 kn --> - 23% energy
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Voyage planning – weather routing < 10%
The purpose of weather routing is to find the optimum route for long distance Shorter passages,
voyages, where the shortest route is not always the fastest. The basic idea is to use less fuel.
updated weather forecast data and choose the optimal route through calm areas or
areas that have the most downwind tracks. The best systems also take into account
the currents, and try to take maximum advantage of these. This track information
can be imported to the navigation system.
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Vessel trim < 5%
The optimum trim can often be as much as 15-20%
lower than the worst trim condition at the same
draught and speed. As the optimum trim is hull form
dependent and for each hull form it depends on the
speed and draught, no general conclusions can be
made. However by logging the required power in
various conditions over a long time period it is
possible to find the optimum trim for each draught
and speed.
Or this can be determined fairly quickly using CFD
or model tests. However it should be noted that
correcting the trim by taking ballast will result in
higher consumption (increased displacement). If
possible the optimum trim should be achieved either
by repositioning the cargo or rearranging the
bunkers.
Optimal vessel trim reduces the required power.
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Autopilot adjustments < 4%
Poor directional stability causes yaw motion and thus

increases fuel consumption. Autopilot has a big influence on
the course keeping ability. The best autopilots today
are self tuning, adaptive autopilots.
Finding the correct autopilot parameters suitable for the
current route and operation area will significantly reduce the
use of the rudder and therefore reduce the drag.
Finding the correct parameters or preventing unneccessary

use of the rudder gives an anticipated benefit of 1-5%.
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Energy saving operation awareness < 10%
A shipping company, with its human resources department, could create Historical data as reference.
a culture of fuel saving, with an incentive or bonus schemebased on fuel Experience shows that
savings. One simple means would be competition between the company's incentives can reduce
vessels. Training and a measuring system are required so that the crew can energy usage by up to 10%.
see the results and make an impact.
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Condition Based Maintenance (CBM) < 5%
In a CBM system all maintenance

action is based on the latest,
relevant information received
through communication with the
actual equipment and on evaluation
of this information by experts.
The main benefits are: lower fuel
consumption, lower emissions,
longer interval between overhauls,
and higher reliability.
Correctly timed service will ensure

optimum engine performance and
improve consumption by up to 5%.
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Hull cleaning < 3%
Algae growing on the hull increases

ship resistance. Frequent cleaning
of the hull can reduce the drag and
minimise total fuel consumption.
Reduced fuel consumption:

Tanker: ~ 3%
Container: ~ 2%
PCTC: ~ 2%
Ferry: ~ 2%
OSV: ~ 0.6%
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Measures

Measures

Measures

Measures

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BOOSTING ENERGY EFFICIENCY

1 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

This presentation contains examples of possible measures to

Even though these measures may make a significant difference

2 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

3 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

The technologies are grouped under

Combining these areas and treating them

4 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Energy consumption reduction

Methods best suited for new buildings

Measures that can be retrofitted

Payback time indication:

5 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

6 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

7 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

8 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

9 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

10 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

11 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

12 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

13 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

The use of lightweight structures can reduce the

A 20% reduction in steel weight will give

14 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Finding the optimum length and hull fullness ratio

Adding 10-15% extra length to a typical product

15 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

The Interceptor is a metal plate that is fitted

1-5% lower propulsion power demand.

16 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

A ducktail is basically a lengthening of the aft

4-10% lower propulsion power demand.

17 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

18 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

19 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

20 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Compressed air is pumped into a recess in the Saving in fuel consumption:

21 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Diesel-electric machinery and twin steerable

22 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

23 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Installing wing thrusters on twin

Better ship performance in

24 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Counter rotating propellers consist of a pair of

CRP has been documented as the propulsor

25 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

The propeller and the ship interact. The

Redesigning the hull, appendages and propeller

26 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

The rudder has drag in the order of 5%

Improved fuel efficiency of 2% to 6%.

27 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Advanced blade sections will improve the

Improved propeller efficiency of up to 2%.

28 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Winglets are known from the aircraft industry.

Improved propeller efficiency of up to 4%.

29 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

Installing nozzles shaped like a

30 © Wärtsilä 3 February 2009 Energy Efficiency Catalogue / Ship Power R&D

For controllable pitch propellers, operation at

Saves 5% fuel, depending on actual