Hapag-Lloyd reduces the performance of its ship main engines through a process known as derating. By using this process Hapag-Lloyd is once again, as with Slow Steaming, a pioneer in this field.

Through derating the power of our main engines are reduced retroactively by removing a turbocharger and aligning certain engine parameters. The adjustment of the engine power to slower speeds guarantees a more economical and significantly more environment friendly operation of our ships. A higher scavenge air pressure also results in a cleaner combustion in the engine and additionally increases the fuel savings achieved by slow Steaming.

All of Hapag-Lloyd’s 8.750 TEU-class vessels have been derated since the beginning of December 2009. Further ships will follow.

As an external associate within the HERCULES-B research & development project we will assist in developing new technologies for marine engines. HERCULES-B has the intention to increase marine engine efficiency and reliability. Specific fuel consumption will be drastically reduced and hence vessel emissions as well as engine lifecycle costs.

HERCULES-B is the Phase II of the HERCULES program, conceived in 2002.

Our latest newbuilding, the “Kuala Lumpur Express” (8,750 TEU) is the first vessel worldwide to be fitted with the so-called ‘thrust fin’. This is a new development from our shipyard partner Hyun-dai Heavy Industries. The specially shaped fin is located behind the propeller at the rudder and is several meters wide. It is designed to optimise the ships propulsion in order to reduce fuel consumption considerably.

In 2005 Hapag-Lloyd started converting all its vessels one-by-one with modern silicone coatings for the underwater hull area. These are free of biocides as well as Tributyltin (TBT). Additionally, the marine flora and fauna is protected as no harmful particles find their way into the water. The silicone skin also reduces water resistance considerably, preventing mussels and other unwanted creatures from attaching themselves to the hull and slowing the vessel down. Due to this, our containerships require less fuel in day-to-day operations, making an elementary contribution to environmental protection.
When applying the silicone coating, the quantity of material needed is significantly reduced. When compared to a conventional underwater coating, less than half the quantity is needed. This also benefits the environment.

Hapag-Lloyd's entire fleet was equipped with TBT-free underwater coatings in 2005; 3 years be-fore the International Maritime Organization made it mandatory.

Hapag-Lloyd is the first shipping line to deploy the electronic fuel injection and valve control on the main engines on its container vessels. As a result, the engines burn fuel cleanly and reduce nitrogen oxide exhaust. This leads to a higher level of total efficiency in addition to reducing fuel consumption and hence, total emissions. Technical improvements alone have cut fuel requirements by some 30% on modern ships’ engines since the late Sixties. The MAN ship engines in our latest newbuildings on the “Colombo Express” class (8,750 TEU) are among the most economical engines with the highest efficiency currently on the market.

Auxiliary Engines

The auxiliary engines operate at various performance levels providing the required power supply during lay periods in port. As a result, the most suitable engine is selected to cope with current power needs. This avoids unnecessary fuel consumption in addition to reducing emissions.

Shaft-driven generator

At sea, our modern container vessels have an economical shaft-driven generator which is pow-ered by the main engine and produces electrical power. Consequently, out of port, the auxiliary engines do not need to be operated thereby saving fuel and reducing emissions.