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Curbing impact on the oceanic environment

2nd August 2013

By: Anine Kilian

Contributing Editor Online

  

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Global shipping company Maersk Line (ML) has reduced its energy consumption and has registered a corresponding environmental- impact reduction of 105 000 t of carbon dioxide (CO2) for all its vessel operations since its environment-friendly software program, the quality and energy efficiency in storage and transport (Quest) II, was installed in its reefers in 2011.

ML is the core liner shipping business of AP Møller-Maersk Group and the new software has been developed to control the refri- geration system on ML’s line reefers.

“Quest II runs the cooling compressor when there is a cooling demand, as there is no standby operation. The supply air temperature is allowed to vary and the internal circulation fans are regulated, based on the cargo heat load,” says ML head of environment Jacob Sterling.

He points out that Quest II is an updated version of Quest I, which was developed by Wageningen University (WUR) to save energy in the cold chain.

Based on the information obtained from Quest I, Sterling notes that ML requested that WUR investigate further improve- ment of the programme from an energy and a cargo care point of view.

“ML has reduced its CO2 emissions by 25% between 2007 and 2012. The target is to achieve a 40% reduction by 2020 for every container moved. The company is, on average, about 10% more energy efficient than its competitors.

Using Quest II resulted in a 65% energy reduction, compared with the 50% reduction obtained using Quest I,” Sterling states, adding that, in situations where the cargo is not at the right temperature at the time of loading, there is improved functionality, such as a quicker lowering of the temperature.

Applying Quest II to ML’s existing and newly built reefers has assisted in improving its clients’ carbon footprint in terms of transportation. A Quest II-enabled reefer, with chilled cargo, will, on average, have reduced CO2 emissions of 38 kg/d.

Burning fuels to operate vessels leads to the emission of exhaust gases into the atmosphere, with CO2, sulphur oxides and nitrogen oxides being the predominant emissions. Compared with other modes of transport, sea transport is the most energy efficient and environment friendly, notes Sterling.

“ML continuously works to reduce the fuel consumption and emissions of greenhouse gases by our vessels through a comprehensive portfolio of projects.

“The project list is extensive, from improved engine design and ventilation systems, to efficient hull and propeller maintenance and research projects involving the application of fuel cells and alternative energy sources,” he says.
This effort, Sterling notes, starts in the ship-design phase, with the energy efficient construction of the vessel’s hull, propeller and engines.

In line with marine stewardship, ML is working with organisations to monitor changes in the ocean. Changing ocean conditions and climate change present real risks and challenges for the company, he says, adding that the accurate modelling and predicting of these changes are difficult.

“The impact of climate change on the world’s oceans has led to even greater volatility. However, the amount of time that our staff members have spent on the world’s oceans, means that ML also has a standing resource that is being used to help us understand them better,” he notes.

The world’s oceans are core to the company’s activities in shipping and energy.

As a result, ML is involved with the World Ocean Council, which Sterling says will help the company go beyond regulatory standards and take a proactive approach.

“For the past year, one of our ships, the Lars Maersk, has been using the South African–Europe service Southern Africa Europe Container Service’s north–south route, collecting information about the water that surrounds it on this route,” Sterling says.

He adds that this data collection is part of a European programme focusing on the effects of greenhouse-gas emissions on the oceans.

Sterling notes that the collected data is shared with the European Ocean Science Programme, CarboChange and points out that the system installed in the engine room of the Lars Maersk is the most accepted equipment for continuous under way CO2 partial pressure determination by the international scientific community.


The process involves pumping clean seawater, before it is used for ship requirements, into the system and splitting it into two lines. One line leads to an equilibrator system where the partial pressure of CO2 is measured every five seconds, and the other line leads to a set of sensors for continuous recording of temperature, salinity, dissolved oxygen concentration and fluorescence, which pertains to chlorophyll content, Sterling explains.

A second temperature sensor is located in the seawater intake line to record the heating of the seawater during its transport to the equipment.

Four cylinders, with an accurate content of CO2 traceable to the World Meteorological Organisa- tion, are run every four hours to calibrate the system and provide values of high accuracy.

The data- collection equipment was installed and is maintained by the Univer- sity of Las Palmas, in Spain.

“Being able to collect data over several years is instrumental in understanding trends in oceanic change,” says Sterling, adding that all of this is in line with ML’s sustainability strategy and it also touches on important issues regarding marine stewardship.

He notes that this emphasises, even more strongly, the need for ML to use its position to push for greater transparency in the quest for industrywide reduced environmental impact.

Edited by Tracy Hancock
Creamer Media Contributing Editor

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