Riku-Pekka Hägg, Vice President Ship Design at Wärtsilä, talks about the collaboration of design and engine specialists, efficiency achievements through new hull forms and the market chances of LNG as a fuel
Mr. Hägg, it is an interesting concept that Wärtsilä has accumulated so many design companies. How is your experience[ds_preview] as a – more or less – engine maker with this bunch of ship designers?
Riku-Pekka Hägg: The experience is good and it is getting even better. Of course, in the beginning it was not always easy to merge the different approaches of our engine specialists and ship designers. As a company we started from the engines, then expanded to the propulsion, the electrical automation and the ship design. Now we have come so far that the ship designers are educating our people from the equipment side – but also vice versa. The dialogue is very fruitful.
This means your ship design branch is an internal knowledge pool, a facilitator for the value chain and the equipment line as well as a market opener?
Hägg: Yes, all of this, but also an independent service to our customers. That has been the key element and approach, actually.
From LNG engines to ballast water treatment solutions you have a lot of knowledge within the company. Does this help you to find the best possible ship design?
Hägg: Of course. Ship design itself starts from the clients’ needs and vessel’s operations profile, but we’re in a fortunate position to have such a wide portfolio to offer. Considering all the environmental regulations coming in place, we are able to embed competitive and complying solutions in the ship design right from the start.
Talking about ship efficiency, how large is the potential for energy savings on the engine side and on the mere ship design side?
Hägg: Surely it depends on the type of ship. For example at platform supply vessels we’ve reached around 20 % efficiency achievements with a new hull form and a smarter system design. Regarding diesel electric propulsion systems we have been able to have the same performance and better reliability with less installed power onboard with the so called Low Loss Concept. I think we’ve seen just the start of this development.
We currently hear a lot of talk about LNG as a fuel. As a market leader in duel fuel engines, what do you think: How fast and where will this fuel have a chance in worldwide shipping?
Hägg: The fuel supply won’t be the problem – in a place like Norway it isn’t already. There are different ways of bunkering, provided by the fuel and gas industry. We are doing our outmost to convince the owners, the operators and the liner companies about the benefits of the new technique. Most of them are waiting to see the development in fuel prices and infrastructure. But there weren’t petrol stations before the invention of the car either. I think we have a chicken and egg problem here.
The offshore supply vessel market seems to be a driver of the LNG market, although it is still a niche.
Hägg: You’re right. As a technology leader we would like to push this development further. Generally, I expect the ECA/SECA zones to become an accelerator of LNG in shipping.
You gave us the analogy of the automotive industry before. Thinking about cars, there have been major developments in their design. Ships, however, look pretty much the same as 50 years ago. Will we see any decisive alterations in ship designs in the future?
Hägg: I think we’ll see rather incremental changes that are not so obvious. However, there is always potential to do something innovative in designs. We have tested over 150 different hull shapes at Wärtsilä Ship Design. Our task is to find the best design solution for every individual ship – the one that fits most for its special area of operations.
Recently, we had a discussion at our HANSA-Forum Offshore about different designs of jack-up vessels. On the one hand there are ships that were built solely for the installation of wind turbines for instance at the North Sea. And on the other hand you have ships that could be used worldwide – also in the field of offshore oil and gas installations. Is there a trend towards either of them, specialists vs. multi purpose ships?
Hägg: We have done designs with our partners for jack-up vessels you just mentioned. But it’s too early to see a trend. What I see is a market, which has suddenly become extremely interesting. And we want to be involved in it, that’s for sure.
Interview: Nikos Späth and Michael vom Baur
Nikos Späth, Michael vom Baur
