Hapag-Lloyd complements its engagement for our environment

Our vessels always sail with an optimal trim. In this context our crew on board is now being assisted by an intelligent software solution.  Throughout the entire voyage the dynamic trim can be calculated and electronically optimized. This solution permits that the vessel can be operated at the most efficient operating condition and consequently contributes to lower emissions and protection of the environment.

In addition, our experienced stowage planners ensure an optimized stowage plan for our vessels, supporting an optimized trim.

Already today Hapag-Lloyd assigned itself to issue the so called Inventory of Hazardous Materials (IHM) for all its newbuildings.
The Marine Environment Protection Committee (MEPC) of the IMO defined specific requirements to ensure safe and environmentally sound ship recycling, the IHM. These certified registers, which are expected to become obligatory in 2013, list all the materials onboard our vessels that may be hazardous to people's health or the environment. The IHM is continuously updated during a ships lifecycle.

Speed reduction is one of the most effective instruments to reduce emissions significantly. Hapag-Lloyd adopted “slow steaming” on numerous vessels. This reduces fuel consumption by up to 50%. Carbon dioxide, sulphur and nitrogen oxide emissions also fall to a similar level.
To ensure reliable weekly departures in many cases an additional vessel has been added to the respective services. While considering the additional ship in Carbon Dioxide (CO2) calculations for the whole service, a reduction in emissions of approximately 30% still exists.

To ensure an optimal, proper trim in the water, ballast water tanks are distributed around the hull. If required ballast water can be pumped backwards and forwards between the tanks to counteract cargo weight imbalances. Ballast water taken from the sea, can carry organisms into foreign waters. To ensure that unwanted ecological effects are prevented, Hapag-Lloyd practises strict ballast water management. This states, for example, that pumping out ballast water shall occur on the high seas only and not in coastal waters or at ports, as most organisms cannot survive there, or have no chance of migrating into foreign eco-systems. Systems to clean ballast water are currently being developed.

Moreover, Hapag-Lloyd observes the various ballast water management regulations that apply locally as well as in many countries and regions.

On Board our vessels seafarers have strict unified regulations for shipboard behaviour. This ranges from waste separation on board our vessels, through the careful handling of problematic substances, to the strict order that nothing may be thrown overboard - “No Garbage Over Board”-Policy. All waste is professionally disposed of ashore.

Careful routing saves fuel. Thanks to cutting edge navigation and communications technology on our vessels, bad weather and rough seas (storms, swell etc.) are recognized well in advance and can be avoided. To optimize routes meteorological know-how from external service providers is used. Our captains have the option of evaluating weather charts on the computer on board, or in bad weather conditions receiving information from the experts directly.

The lower the sulphur content, the lower the sulphur oxide exhaust of a ship. In special protection zones, known as Emission Control Areas (ECA’s) our vessels engines operate with a maximum sulphur content of 1.0%. Examples of ECA’s include the North and Baltic Sea.
Several of Hapag-Lloyd vessels operate their auxiliary engines to produce electrical power in ports using diesel oil with low sulphur content. Since 2010 this is mandatory in all EU ports.
Hapag-Lloyd often takes on a pioneer role and participates voluntarily in environmental protection measures in other ports of the world. For example we participate in the voluntary Green Flag Environmental Achievement Award and fulfill the mandatory CARB regulation which are parts of the Clean Air Action Plan of the port of Long Beach.
Our vessels exhibit a worldwide average for heavy oil used, with a sulphur content of 2.3% only. The IMO set an upper limit of sulphur content of 3.5% on and after 1 January 2012.