Twenty four7.twentyfour7.studio.crasman.fi/pub/web/pdf/magazine... · Wärtsilä now offers the...

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Wärtsilä Stakeholder Magazine*

LIFE IN THE BIG SANDBOXThe sands of time run hot and fast in Dubai. The city soars, the camels yield to high-speed cars. Join our caravan to the UAE.MORE ON PAGE 20 R

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32 SECURING GLOBAL SUPPLYTo keep up with demand, the oil and gas industry is moving farther off shore and making new demands for reliability and safety. F

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40 PLANS FOR THENEXT REVOLUTIONThe expanded Panama Canal won’t be open for four more years, but now is the time to design shipping for it.

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50 RESCUING THE LIFE-SAVERSAs lighthouses are decommissioned, brave volunteers step in to save these historic and often beautiful landmarks.P

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E 20 BUILDING A NEW WORLD HUBDubai is a work in progress, an energy centre that is hungry for power, a centre of communications that needs shipping solutions.

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55 ON TOP OFTHE WORLDAs the Arctic ice cap shrinks, one of the world’s last untouched regions is opening up for exploration and transport

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PLUS: 37 FINANCE & BUSINESS WORLD 45 R&D, INNOVATION 48 INFOGRAPHICS

STABLE OFFSHORE DESIGN, BUT WHERE’S THE LANDING PAD?

Wärtsilä now offers the marine industry total solutions that cover everything from design

to lifecycle service. This makes our solutions uniquely efficient and environmentally sound.

Read more about what we can do for you, wherever you are: wartsila.com.

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AROUND THE GLOBE

10 A pretty noisy companion

12 CALENDAR plus NEWS of Russian shipping, gas power solutions and water treatment packages

13 DICTIONARY Useful defi nitionsPicturing immortality

14 PEOPLE & FACES Face to face at Capital Markets Day More NEWS

15 COLUMN by Markus Pietikäinen

16 Q&A on Wärtsilä UAE YESTERDAY, NOW, TOMORROW Noblesse oblig

17 PHOTO QUIZ The home of superlatives

18 COLUMN byChristoph Vitzthum

19 CORPORATE CITIZENSHIP Putting things right in the Baltic

SIGN OFF

*contents


The following information contains, or may be deemed to contain “forward-looking statements”. These statements might relate to future events or our future fi nancial performance, including, but not limited to, strategic plans, potential growth, planned operational changes, expected capital expenditures, future cash sources and requirements, liquidity and cost savings that involve known and unknown risks, uncertainties and other factors that may cause Wärtsilä Corporation’s or its businesses’ actual results, levels of activity, performance or achievements to be materially diff erent from those expressed or implied by any forward-looking statements. In some cases, such forward-looking statements can be identifi ed by terminology such as “may,” “will,” “could,” “would,” “should,” “expect,” “plan,” “anticipate,” “intend,” “believe,” “estimate,” “predict,” “potential,” or “continue,” or the negative of those terms or other comparable terminology. By their nature, forward-looking statements involve risks and uncertainties because they relate to events and depend on circumstances that may or may not occur in the future. Future results may vary from the results expressed in, or implied by, the following forward-looking statements, possibly to a material degree. All forward-looking statements made in this publication are based only on information presently available in relation to the articles contained in this magazine and may not be current any longer and Wärtsilä Corporation assumes no obligation to update any forward-looking statements. Nothing in this publication constitutes investment advice and this publication shall not constitute an off er to sell or the solicitation of an off er to buy any securities or otherwise to engage in any investment activity. D

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in detail

Publisher: Wärtsilä Corporation | John Stenbergin ranta 2 | P.O. Box 196 | FI-00531 Helsinki | Finland | Telephone: +358 10 709 0000 |Email and feedback: [email protected] Editor-in-Chief: Mikael Simelius | Managing Editor: Virva Äimälä | Editorial team: Rainer Ahlvik, Trude Mathiesen, Maria Nystrand | Editorial offi ce and layout: Otavamedia Ltd., Kynämies, Helsinki,Finland |English editing: Rick McArthur, Patrick Humphreys | Printed by Punamusta | Joensuu | Finland |ISSN 1796-2161 | WÄRTSILÄ® is a registered trademark | Copyright© 2008 Wärtsilä Corporation | Paper: cover Galerie Art Gloss 250 g/m2 inside pages NovaPress Silk 90 g/m2

| Cover photo: Vesa Eskola

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60 ITALIAN STYLE Fantoni, renowned for its furniture, turned to Wärtsilä for the combined heat and power that its factory needed.

62 REFITTING POWER PLANT The Feedwater Combined Cycle can boost the effi ciency of the world’s many coal-fi red plants and cut their emissions.

65 OFFSHORE WORKWärtsilä’s Anchor Handling Tug Supply vessels have the power, effi ciency and safety that modern oil exploitation demands.

67 ABOVE THE WAVESWärtsilä and IMS Ingenieurgesellschaft design a tailor-made jack-up crane vessel for speedy wind farm installation.

8 Twentyfour7. 2.10

www.wartsila.com

EVENT I: POWER IN RUSSIA

72 LITTLE ENGINEER’S PAGE

69 CAREFUL WHERE YOU TREADThese fi sh can pack a punch

70 AT YOUR SERVICE Acclaimed by customers and colleagues

71 TRAVELLERS’ GEAR Sometimes you can take it with you.

72 HISTORY CORNER Pen & ink LITTLE ENGINEERS’ PAGE Really, really big stuff

73 CARL SAGAN Meaningful messages to ET

74 EVENTS Power in RussiaSea and sun in Miami

Written permission from Wärtsilä Corporation is requiredfor the reproduction of articles in whole or in part.

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FLEXIBLE AND EFFICIENT POWER PROVISION, PAGE 65

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Dear Reader,WÄRTSILÄ IS CONSTANTLY searching for new solutions that benefi t our customers. In many cases, carrying out research and development in close cooperation with the companies who purchase our products and services leads to superior results. Our goal to reduce fuel consumption is an essential component in lowering emission levels which is benefi cial for the environment. And lower fuel costs are always welcome.

COST SAVINGS, improved levels of reliability and lower lifecycle costs are key drivers for our customers. One method of achieving all three in both ship power and power plant applications is optimised maintenance routines for installed equipment. Performance monitoring - an important element in guaranteeing effi cient operation and the best possible fuel consumption - also has great potential. Predictions regarding operational factors can be improved and service intervals optimised.

IN THIS ISSUE, we off er you an insight into the future of two very diff erent worlds - the expanded Panama Canal and new Arctic shipping routes. Both off er interesting prospects for the marine industry - not only new opportunities, but also new challenges for ship design and vessel performance.

I wish you a pleasant holiday season.

Th ank you for choosing Wärtsilä.

Mikael SimeliusVice PresidentMarketing

[email protected]

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Colourful language

TEXT: DAN RIDER

Parrot

COMPRISING 372 SPECIES in three families, the parrot, of the order Psittaciformes, inhabits tropical and subtropical regions across the globe. One of the largest - and native to Central and South America - is the blue and yellow Macaw, familiar worldwide as a showpiece cage bird. It is related to the cockatoo and budgerigar.

PARROTS HAVE brightly coloured plumage, a powerful hooked bill used for cracking tough nutshells, and feet with two forward and backward facing toes that provide a secure grip on branches and the ability to manipulate food. Their typical diet is fruits, nuts and seeds, and they live up to 50 years in captivity. In their natural habitat these noisy, sociable birds are heard rather than seen, living high in the tree canopy.

MUCH SOUGHT AFTER as a pet, the parrot is a highly intelligent bird with a brain-to-body size ratio comparable to higher primates. Its ability to mimic sounds and human voices is famous; studies with famous African Grey Parrots like Alex and N’kisi have revealed 1000 word vocabularies and the ability to count and answer complex questions.

WHILE EXPLOITATION and loss of natural habitat have brought some species close to extinction, the parrot remains a candy coloured and brainy icon of the natural world.

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CARILEC 2010 ENGINEERS CONFERENCE & EXHIBITION

26-28 JULYSt Maarten

ONS (OFFSHORE NORTHERN

SEAS) EXHIBITION & CONFERENCE

24-27 AUGUST, 2010Stavanger, Norway

STAND B264

20TH MONACO YACHT SHOW (MYS)

22-25 SEPTEMBERMonaco

OSA 40TH ANNUAL GENERAL MEETING, CONFERENCE &

EXHIBITION 11-13 OCTOBER, 2010

Montego Bay, Jamaica

WÄRTSILÄ’S FINANCIAL INFORMATION

Wärtsilä will publish its January-June 2010 Interim Report on 21

July, 2010 and January-September Interim Report on 20 October, 2010

The SMM unites the maritime community and helps keep the course for exciting innovations, effi ciency and success.

07-10 September / Hamburg, Germany / STAND 223, hall A4

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SMM Hamburg

DRIVING RUSSIA’S TRANSPORT

Wärtsilä has received several orders for propulsion systems from Russian organisations recently. Among the most recent contracts are repeat orders for integrated electro-propulsion packages for new state-owned Multipurpose Salvage Vessels, which arepart of a national programmeto develop Russia’s trans-portation system over thenext fi ve years. The new-buildings have been contract-ed by Nevsky Shipyard in line

with an order placed by Gosmorspassluzhba, a federal state enterprise.

POWER FROM GAS IN CAMEROON

Wärtsilä has signed a contract to supply and install the largest gas engine power plant ever to be installed on the African continent. The power plant will be located in Kribi in the Republic of Cameroon and is scheduled to be in operation before the end of 2011. The contract is valued at approximately 120 MEUR.

The order was placed by an independent power producer, Kribi Power Development Company (KPDC), an affi liate of AES Corporation. The power will be distributed to more than half a million consumers by AES SONEL, the privatised electricity utility of Cameroon.

COOPERATION WITH SAMSUNG

Wärtsilä and Samsung Heavy Industries (SHI) have signed a cooperation agreement to develop gas-fuelled

Dictionary02.2010

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Mr Henry Diepeveen has been appointed Managing Director, Wärtsilä Eastern Africa as from 1 April 2010. He is based in Nairobi, Kenya.

Mr Björn Ullbro has been appointed President, Wärtsilä Sweden as of 1 May. He is based in Gothenburg, Sweden.

Mr Robson Campos has been appointed Managing Director of Wärtsilä Brasil Ltda as of 17 May 2010. He is based in Rio de Janeiro, Brazil.

APPOINTMENTS

GRAVITY FOUNDATION Used on most off shore wind projects, a gravity foundation consists of a large base constructed from concrete or steel which rests on the seabed. The weight of the base ensures that the wind turbine tower it supports remains upright.

BOLLARD PULLThe maximum pulling force that a vessel can exert on another ship or object. Transmission losses, the type of propulsion system employed and its effi ciency all aff ect a vessel’s bollard pull. The most powerful OSVs can exert bollard pulls totalling several hundred tons.

MONOPILEUsed to support wind turbine towers in off shore locations, monopiles consist of a steel tube driven into the seabed to a depth of 10-20 metres.

2.10 Twentyfour7. 13

From Mona Lisa’s Smile to Van Gogh’s Bandaged Ear.To Rembrandt, Picasso, Dali and Vermeer.

From Roman conquerors and powerful Renaissancemerchants to the masters of our modern digital age,the art of achieving immortality through a portraitis a timeless human act.

Communicating and preserving the idea of existence is universal. Art is the traditional way of celebrating beauty, class, status, character and moral quality. For millennia, portraits have been commissioned to encapsulate the subject’s soul, place in history and inner essence.

Classical, Romantic, Baroque, abstract or caricature. Pencil, oil, charcoal, pastel or watercolour.

Whether brush strokes, splashed on, or even fi nely drawn, a portrait will forever paint a picture across time.

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T E X T: S AT U J U S S I L A P H OTO S : W Ä R TS I L Ä

Straight fromTHE SOURCE

EVERY YEAR Wärtsilä management hosts a Capital Markets Day in order to meet with institutional investors, analysts and bankers and give them the big picture on topical issues impacting its fi eld of business – and this year was no exception. Some 65 people gathered at Sipuli Restaurant in Helsinki on 24 March for this year’s event.

The company had a compound growth of 20 per cent for the last fi ve years, which is partly attributable to the broadness of Wärtsilä’s services and the service products that it is developing. “Wärtsilä’s competitive edge is the diversity of its off ering and its

ability to adapt its operations to meet changing market needs,” notes Joséphine Mickwitz, Director, Investor Relations.

In the future, Wärtsilä is looking to combine its service product packages with outsourcing partnerships that will allow it to handle aftermarket care for shipping customers, something no competitor in the industry off ers. The company is also looking to slowly introduce a new family of products in tandem with stricter emissions regulations for engines, set forth by the International Maritime Organisation, that will gradually come into force during the years 2011–2016.

For its power plant customers, Wärtsilä plans to strengthen its large gas-engine portfolio in response to market needs. The advantages of Wärtsilä gas engines include higher effi ciency, lower maintenance costs, effi cient part load operation and fl exibility for diff erent applications.

“The event gave investors and analysts a chance to get straight talk on issues shaping our business,” says Mickwitz. “While we are facing challenging times, our success is based on our ability to see – and respond – to the long-term realities driving Wärtsilä’s operations.”

merchant vessels. The intention is to jointly develop next-generation ships with effi cient and competitive propulsion machinery concepts that meet or exceed the demands of future environmental regulations. The focus of the Wärtsilä/SHI joint study will be on utilizing liquefi ed natural gas as fuel for operating vessels.

NAVIGATION WITH RAYTHEON

Wärtsilä has signed a new agreement with Raytheon

Anschütz, a division in Kiel, Germany of Raytheon Co., USA. The agreement extends the scope of Wärtsilä’s off ering of integrated system solutions to include navigation systems, which can now be off ered by Wärtsilä on a global basis.Wärtsilä will make these integrated packages, combining navigation and automation systems, available for all types of vessels. Raytheon Anschütz will provide their entire range of Integrated Bridge Systems, which provide maximum

fl exibility for navigation data access at any location on the bridge, and deliver the information needed for safe and precise ship navigation.

WÄRTSILÄ SELECTED BEST SUPPLIER

Wärtsilä has received an award for supplier excellence from CNOOC, the China National Off shore Oil Corporation. After rigorous internal evaluation by project management teams, 28 Chinese and international vendors participating in nine of

CNOOC’s major projects were honoured. Wärtsilä is involved in four of these projects.

The project for which Wärtsiläreceived the award involves theconstruction and commissioningHai Yang Shi You 201, a deepwaterpipe-laying and crane vessel. HYSY 201 will be used in the construction and installation of infrastructure needed to developoff shore deepwater oil and gas fi elds worldwide.

POWERING CARNIVAL CRUISESWärtsilä has received an order

AS THE COST OF A FULLY developed 200 MW power plant lies in the EUR 150-200 million range, funding is a key issue in decisions regarding such large projects. In the aftermath of the fi nancial crisis, banks and other sources of funding kept a tight hold on their cash, but the wheels have fi nally started turning and funding institutions are again willing to lend.

Wärtsilä Development & Financial Services (WDFS) fall into three categories: project development, fi nancial services and carbon fi nance.

OUR FINANCIAL SERVICES team helps customers arrange fi nancing for a power plant, ship power or services investment. We look to regional and international development banks, commercial banks and private equity for funds. Since we have a manufacturing presence in Finland and Italy, we can source export credit guarantees from both the Finnish and Italian export credit agencies.

WDFS has long experience of developing Independent Power Producer (IPP) projects in greenfi eld locations. We structure investments for projects that employ Wärtsilä technology. In March 2009, in the middle of the fi nancial crisis, we reached the fi nancial close for a 200 MW IPP in Karachi with the Liberty Group, one of Pakistan’s leading textile companies. WDFS can also provide advice on how to utilize carbon credits from investments in Wärtsilä power plants.

EVEN THOUGH WE SUCCEEDED in fi nalizing deals in the worst of times, I am happy to say that the situation for seeking funding is now much better. While funding cost is higher and the available maturity periods are shorter than they once were, the appetite for risk is substantially higher than it was during 2009. Th e market for infrastructure fi nancing has bounced back strongly. Wärtsilä is there for our customers every step of the way.

MARKUS PIETIKÄINENVice President

Group Treasury and Financial ServicesWärtsilä

[ COLUMN ]


Funding now available forINFRASTRUCTURE PROJECTS

to power a new cruise vessel of Carnival Corporation with the working name of Carnival Dream 3. The vessel will be built by the Fincantieri Monfalcone shipyard in Italy and its launch is scheduled for August 2011. Carnival Dream 3 will enter service in the spring of 2012. Wärtsilä’s scope of supply includes six Wärtsilä 46 engines. Carnival Dream 3 will sail worldwide, mainly in the Caribbean and the Gulf of Alaska.

TREATING BALLAST WATER Wärtsilä Corporation and Trojan Technologies have signed an

exclusive agreement to jointly develop, market, and distribute a ballast water treatment product for ships. The two companies will gain synergistic benefi ts from the combined strength of Wärtsilä’s global reach and presence in the marine market, and from Trojan Technologies’ leadership and experience in developing ultraviolet treatment solutions. The innovative ballast water treatment product is expected to enter the market at the end of the year.

[ YESTERDAY, NOW, TOMORROW | Q&A ]


YESTERDAY Known to artisans since the Copper Age, gold has been used in coins, jewellery and other artistic endeavours since the beginning of recorded history. Gold coinage appeared around 600 BC and the Romans developed large-scale methods for extracting gold using the principles of hydraulic mining, especially in Spain. The Aztecs regarded gold as a product of the gods, and European exploration of the Americas was encouraged by reports of the widespread display of gold ornaments by Native American peoples, especially in Central and South America. According to National Geographic magazine, only 161,000 tons of gold have so far been mined, an amount equivalent to a cube with edges just over 20 metres long.

NOW Pure gold is bright yellow, dense, shiny and extremely ductile and malleable. It occurs as nuggets or grains in rocks, in veins and in alluvial deposits. Estimates suggest that 75% of all the gold ever produced has been extracted in the last 100 years, and much of the gold mined throughout history is still in circulation in one form or another. China is a major producer. Gold has many industrial uses including dentistry and applications in electronics. In jewellery, it is often alloyed with base metals to improve its durability and alter its colour. In symbolic terms, as well as the sun, gold is used to represent balance, hope, happiness, health, intelligence, justice, love, optimism, perfection, power and strength.

TOMORROW Gold is an excellent conductor of both heat and electricity, and can be beaten so thin that it becomes translucent. Even though it is not chemically inert, it is unaff ected by air, moisture or most corrosive reagents and often used in specialised heat shields, including sun visors for spacesuits. High-quality, pure metallic gold is tasteless and can be used in gourmet food. While opinions are divided on using it as a store of value - as a hedge against infl ation or currency depreciation - gold’s electrical conductivity, ductility and resistance to corrosion will ensure its continued use in switch and sliding contacts where the cost of failure is high, such as communications equipment, jet engines and spacecraft.

TEXT: RICK McARTHUR

NOBLEST OF METALS

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WHAT IS ITS HISTORY?

Wärtsilä set up its fi rst offi ce in Abu Dhabi, the capital, in

1992. Today Wärtsilä UAE has 410 employees, covering

an area from East Africa to Pakistan.

WHAT IS ITS RATIONALE?

Dubai is a major port and a sea hub in the Middle East,

so a company that services every second ship of the world needs to be present. Services

accounts for the majority of income but Wärtsilä Power

Plants is growing, too.

HOW IS IT DIFFERENT?

Until April 2008 Wärtsilä UAE had separate offi ces for

the Services, Power Plant and Ship Power units. Today they

all operate under one roof in Dubai. This benefi ts

logistics and communication, but also morale. There is

a shared spirit.

DID YOU KNOWTHIS ABOUT

WÄRTSILÄ UAE?

Gold


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Where would you find

the largest shopping mall

not far fromthe tallest

buildingin the world?

You’ll find the answer on page 74.

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WÄRTSILÄ PROVIDES LIFECYCLE SOLUTIONS for the marine, off -shore and electrical power generation markets. When new installations are delivered, Wärtsilä Services takes responsibility for the optimal maintenance, upgrading and modifi cation of the assets to meet the changing requirements of their owners throughout the lifetime of the asset.

ADVANCED TECHNICAL SOLUTIONS, reliability, cost and energy effi ciency as well as optimal maintenance of the products are important attributes. Th ese are the basis for a good return on the customer’s investment. Yet many customers’ concerns lie elsewhere. Th e challenges caused by the fi nancial crises and by ever tighter environmental regulations, have moved total cost of ownership and the environmental compliance and sustainability of the vessels and power plants to the top of the agenda.

WE SEE OUR CUSTOMERS reaching out to us, and we want to perform according to their expectations. In order to understand and fulfi l their needs better, with the right products, we focus on further improving the dialogue with our customers on all organizational levels. In order to reach this goal we have fi ne-tuned our strategy and redesigned our organisation.

TODAY’S ECONOMIC CLIMATE poses many challenges for our customers. However, electricity continues to be generated, goods continue to move, off -shore activity continues to fl ourish. With the help of good partnerships, Wärtsilä will continue to enhance our customers’ business.

CHRISTOPH VITZTHUMGroup Vice PresidentWärtsilä Services

“We want to perform according to our customers’ expectations.”

is a key to good performance

Understanding the customer

Decades of pollution and exploitation have left the Baltic Sea and its vulner-

able ecosystems in a desperate mess. The Baltic Sea Action Group (BSAG)

is committed to restoring the sea to health. Wärtsilä is a major corporation

leading the way.

Wärtsilä Stakeholder Magazine

TEXT: DAN RIDER PHOTOS: BALTIC SEA ACTION GROUP

[CORPORATE CITIZENSHIP]

BALTIC RESCUE EFFORT


Shallow and almost enclosed, the Baltic Sea is dying. Some 85 million people live within its catchment area, in nine diff erent countries. Many of the rivers that feed it are polluted. It suff ers low salinity and heavy shipping. After decades of neglect, it is in serious need of rescue.

Th e BSAG was set up in 2007 to target the most important and effi cient ways to save the sea. Th e Baltic Sea Action Summit was held in February 2010 in Helsinki and attended by numerous heads of state, organisations and major corporations, including Wärtsilä. 150 concrete commitments were achieved.

THREE PROMISES“Th e Baltic Sea is on the brink right now,” states Atte Palomäki, Wärtsilä Group Vice President, Communications

& Branding. “Every day 2000 ships operate in the Baltic. Wärtsilä provides products or services to 50% of them. Th is brings responsibility and we take it very seriously. Th ere’s a lot to be done, and as an energy effi cient technology leader, we are there to help facilitate change.”

LEAKS ELIMINATEDIn support of the BSAG, Wärtsilä is making three promises to help optimize the environmental footprint in sea transport. Th e fi rst commitment states that for every fi ve vessels operating in the Baltic Sea on a continual basis, Wärtsilä will freely provide a Pollution Free Shaft Seal for the main propeller shafts when they install a Wärtsilä Scrubber.

Explains Palomäki: “While shipping is a major global emitter of greenhouse

gases and pollution, it still remains the most effi cient and environmentally sound means of global transportation. While an average ship leaks up to two litres of lubricant oil each day, our EnviroSeal results in no leakage whatsoever. We are a leading company in this and we want to apply our expertise to provide strong environmental benefi ts for our customers.”

Secondly, a Consultancy Service Concept is being established for charters, ship owners and authorities, to increase environmental understanding and reduce pollution from Baltic shipping operations. Th irdly, extensive Environmental Training in Wärtsilä’s Land and Sea Academy aims to increase knowledge of ship operators, shipping companies and crew members.

SEIZING THE INITIATIVE“Th e provision of our environmental services and training represents a long term commitment to the Baltic Sea,” says Palomäki. “Th e BSAG is an ideal way for us to underline our obligation and to position ourselves as a leader. Th is type of voluntary initiative is needed, because by putting together parties like cruise lines, port cities and maritime industries, we have potential partners aligned. We can share our knowledge and assets in the clear interest of creating greater innovation, effi ciency and environmental responsibility.

“Wärtsilä is extremely proud to be part of this BSAG initiative. Although the Baltic Sea is still in danger, strong initiatives and concrete accountability give some grounds for optimism.”

Transport pollutes, but shipping is its most environmentally

friendly form and can be made even more so.

The Baltic Sea suff ers low salinity and heavy shipping.


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Always growing,

always changing, Dubai

is the unique master of superlatives.

Helping build the desert dream

is Wärtsilä in UAE.

TEXT AND PHOTOS: VESA ESKOLA


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IT’S the middle of April and the hot season is just

about to kick off – the temperature is bliss-fully only in the mid-30s. The heat from the ground burns through your shoes. You can also smell the sand – only faintly, but it’s there.

Arriving in Dubai for the first time takes your breath away. It’s something you never forget. The proportions play games with your senses: roads, buildings and the unending horizon... Just an illusion – or perhaps not.

Towering above everything is Burj Khalifa - dwarfing the other skyscrapers in its shadow. A magnificent example of Dubai’s architectural lunacy: 829 metres. And a record-breaker – until the next big thing. Some are already dreaming of pushing through the 1000-metre bar-rier.

HI-TECH AND FAST MOVING. The Burj Khalifa and the city skyline reflect the core of the Dubai lifestyle – ultra-modern and rapidly evolving for people to whom nothing appears to be enough. Heritage is something sold to tourists, no-one else has time for it. Camels and white horses were long ago traded in for white supercars and SUVs.

It’s a mashup of Disneyland and Fantasy Island. Nothing feels real. Everything has grown so fast. Luxury towers, the rich glamour of Dubai Marina, the infamous Palm Islands and all the smaller communities nearby: all of them feel strangely rootless.

My driver on the trip from the airport to Wärtsilä’s office is a big man with an even bigger turban. Born in India and a veteran of Dubai since 1974, Naunihal Singh has some inside opinions.

“I can’t any longer recognise places by how they used to look. Very few old buildings remain. It’s really hard to find anything which is older than 20 years. Old things are always being torn down and replaced by something new.”

We’re cruising downtown Dubai. The building dimensions are simply amazing. 10, 20, 30, 40, 50, 60 floors or more... We’re passing Dubai Mall, the world’s largest shopping mall. Singh shakes his head in wonder.

“Thirty years ago there was just one shopping mall. Now there are so many that it is impossible to count them.”

And more are on the way. Everywhere you look, you see con-struction sites. I remember crossing

the Canadian prairies when wild geese were migrating. The sky was black with millions of birds. Compared to the number of cranes residing in Dubai, that was nothing – there’s hardly anywhere you can stand outdoors without seeing one.

And the high core of the city is surrounded by smaller international living areas: very clean and very unisex, offering an uncomplicated lifestyle. Isolated by walls, they’re typically formed around big shopping malls. In the evening you just walk to the restaurant of your choice: Mexican, Thai, Indian... or fish & chips, or McDonalds – if those are your cup of tea. Whatever you fancy, it’s available here.

These arrangements of course serve a higher purpose: 81% of the UAE’s population consists of foreigners. The Wärtsilä office in Dubai Investment Park is a perfect example: 410 em-ployees from 22 different nations are busy servicing a region that stretches from east Africa to Pakistan.

EVERYTHING UNDER ONE ROOF

From his office, Ad Bertens, Managing Director, Wärtsilä in UAE, has a view reminding him how things used to be not long ago. A herd of camels and a lonely shepherd stroll by. It’s a big sandbox out there. Bertens lives for the future, but he doesn’t mind looking back.

“When I started here in 2006 there were plans for a new Services workshop. I had the honour of working on those plans, which became this building in April 2008. It was lot of work, but the experience was truly amazing.”

Wärtsilä’s new state-of-the-art workshop will support Services for some time into the future.

“In the old workshop we had floor space totalling 3000 square metres. Now we have more than three times that. We used to be able to lift two tons, now we have lifting capacity for 60 tons. The old premises were

1000 METRE BARRIER

All the glitters... but in Dubai it may very well be 24 carat. [Above]

BURJ KHALIFA: 829 METRE

EMPIRE STATE BUILDING:

381 METRE

CONST

NDER


reportage

Managing director Ad Bertens has a commanding view from his new headquarters in Dubai Investment Park. [Right]

“Thirty years ago there was just one shopping mall. Now there are so many that it is impossible to count them.”

four metres high, now we have 10 metres under the crane hook. All this means bigger and larger contracts. We can do anything here.”

Above the workshop are the offices. Bertens is happy to have all his people under the same roof.

“There are clear benefits - previously, people had to travel between five or six locations.”

Despite the financial crisis, Wärtsilä UAE has shown steady growth. Power Plants in particular is doing well.

“We’ve done a great job and gained new ground. In Yemen, 34% of the power is generated by Wärtsilä solutions. In Djibouti the figure is 70%. We have a presence in Syria and Lebanon. It’s all very exciting.

THE HUNGER FOR ENERGY. The Middle East, and especially Dubai, seems to change as quickly as the desert it is built on. New winds blow. The storm caused by the financial crisis resulted in a slowdown. Dubai’s economy was originally built on oil industry revenue, but this has now been replaced by tourism, property and financial services.

Dubai’s declining oil reserves were expected to run out within two decades, but the discovery of a new offshore field in February 2010 brought new hope. Oil has been a brief star - the country’s

Dubai’s largest shopping mall is, of course, the world’s largest. For variety, there are also some twenty smaller ones. [Above and left]

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Am, autem alis imus sumquiam ipiendent.Quam idendignat. Issimodi aut re, simus[Xxxxxx]

TAIPEI 101: 508 METRES

A major challenge for the power generation sector is that peak loads are coupled with volatile demand.

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Dubai by night. Luxury yachts wait in darkness in the Marina while their owners explore the city. [Below]

first oilfield was only found in 1966. In neighbouring Abu Dhabi, which has most of the UAE’s remaining oil reserves, oil was discovered in 1958.

The sun sinks slowly into the desert. Lights blaze, skyscrapers are lit up like diamonds. Soon the city’s glitter banishes the stars. Burj Khalifa is like a beacon, shining its light for miles.

Nomi Ahmad, Regional Director, Wärtsilä Power Plants, loves it here.

“The Middle East region represents tremendous growth potential for us. Driven by petrodollars, population growth and ambitious government-led infrastructure projects, the demand for power is strong.”

Energy consumption in the UAE has doubled in less than 20 years. Growth is expected to continue for at least two decades more. And as fossil fuel resources are plentiful, energy conservation has not been high on the agenda.

Ahmad enjoys the challenges working in the region offers.

“Interestingly, despite the concentration of global hydrocarbon reserves in the Middle East, there is uncertainty about the continued availability of natural gas. Electrical utility companies are beginning to explore both alternative and more traditional fuels such as heavy fuel oil. At the same time, the emphasis on efficiency and carbon emissions is growing.”

A major challenge for the power generation sector is that peak loads are coupled with volatile demand. It’s

extremely hot in summer. At times, air conditioning accounts for more than half of all the power consumed by residential and commercial customers.

“It’s increasingly difficult for electrical utilities to meet these demand swings using their baseload plants. For example, if you look at Abu Dhabi in January, the low is 1600 MW and peak demand is 2300 MW. In August, these figures are 4300 MW and 5600 MW. Significant variations like that are best handled by flexible power plant solutions - they can cycle up and down quickly and efficiently without compromising overall efficiency and operational costs.”

Another way of improving efficiency is through local power generation. This avoids transmission and distribution losses, and utilising cogeneration technology brings further benefits. The Gulf countries still lack a common grid, but plans exist for one that will link Saudi Arabia, Kuwait, Bahrain and Qatar. Oman and UAE plan to join this grid in its second phase.

“Wärtsilä’s whole value proposition - fuel flexibility, high efficiency and operational flexibility - directly matches Middle East requirements. Response from the utility companies here has been good. Right now, the number of tenders based upon our value proposition is increasing, and we’re expecting even more. In short, we’re very bullish on the Middle East!”

“Like Wärtsilä, the people of Dubai are doers. The metro, planned in 2006, is already running. It’s good to be a part of this dynamism.”

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Gold holds its fascination, but the wealth comes from tourism, property, financial services and oil. [Above]

The ship of the desert. Locals seem to prefer four-wheel drive, though. [Left]


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Building a modern metropolis. Four out of five residents are foreigners. [Right]

The Middle East, and especially Dubai, seems to change as quickly as the desert it is built on.

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THE HUB OF THE WORLD. Night turns into a new day. Dubai Marina, located between Dubai and Jebel Ali, is an excellent example of the ambitious plans for growth. Even though it was only established in 2003, the community has become known as a new Dubai in very short order. Canals carved into the Persian Gulf give Dubai Marina a feeling similar to that in Miami. When it is complete, more than 120,000 people will live there.

It’s busy. But buzz needs plenty of support. The growth in infrastructure has been phenomenal. Camel paths have become 12-lane motorways. Immense aircraft carriers berth in deep ports. Huge jets soar over the skyscrapers. Bertens puts it this way:

“Just like Wärtsilä people, the people of Dubai are doers. Everything changes very rapidly. It’s good to play a part in that. Dubai made plans for a metro system in 2006. Now it’s running. I can’t imagine something like that happening in The Netherlands where I come from.”

Large numbers of people mean a lot of transportation. Dubai has emerged as one of world’s major hubs in recent years. The Arabian Peninsula has always been a trading point between east and west - it used to be silk, spices, textiles and some luxury goods such as pearls. Today, the silk, textiles and spices are still there, but

gold and luxury goods have stolen the show.

Dubai is home to the world’s biggest man-made port, the Jebel Ali Container Terminal. With 67 berths spread over 135 square kilometres, 5500 companies from 120 countries operate in the port area. A lot of ships and a lot of traffic... Every other vessel is serviced by Wärtsilä. And no shortage of potential customers for the Wärtsilä Ship Power unit covering the Middle East, Iran, Pakistan, Sri Lanka and Bangladesh. Work in Saudi Arabia and Egypt is managed in coordination with the Jeddah office in Saudi Arabia.

Kent Alm, Vice President, Wärtsilä Ship Power, is still amazed by the role that Dubai plays in international trade.

“The Middle East is both a hub and a re-export hub between Asia and Europe. There’s little manufacturing or agriculture, so most commodities have to be imported. On the other hand, oil, gas and related derivatives are being exported to Asia, Europe and the United States.”

“Obviously the oil and gas industry plays a major role here. It also generates the majority of our business: offshore support vessels and tankers. But the numerous terminals and ports in the Middle East are also important. There’s good demand in the special vessels segment, like tugboats.”

Dubai’s first oil field was discovered as recently as 1966 and reserves were expected to run out soon, but a new offshore field was found in February 2010.

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Hot at any time: even in April the heat burns though your shoes. [Left]

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Sometimes air conditioning takes over half of the power consumed by residential and commercial customers. [Below]

Between 2004 and 2008, Ship Power business grew by 500%. Last year was slower because of the global financial crisis, but Alm has anyway been busy.

“There was plenty of activity – or shall we say the desire for plenty of activity – last year, but the freeze in the banking sector meant that much of it didn’t materialise.”

Now things are beginning to look a little brighter.

“This year has started in an optimistic mood. The number of inquiries received from both shipyards and shipowners in the region is huge. And there’s a couple of big projects in the pipeline – so it looks quite good.”

And when business is good, it’s really good.

“Shipowners located here, especially in the offshore and special vessels segments, want solutions or packages from a single source. It saves them both work and unnecessary headaches. That suits us very well.”

As in the Power Plant sector, Ship Power’s focus on environmentally sound solutions is getting sharper.

“Gas and the whole LNG sector will become important within a couple of years. This gives us a great opportunity to sell our dual-fuel diesel-electric (DFDE) solution for upcoming LNG carrier projects. In general terms, the offshore fleet in Middle East is quite old - an average of about 25 years. That’s another opportunity for us. Selling complete solutions means we’ll be able to double our 2008 figures – not this year, but within the next three years.”

LAND, SEA AND AIR. Huge sea ports are slowly being matched by air transportation. At its busiest, Dubai International Airport handles over 6000 flights each week by more than 125 airlines. In terms of international passenger traffic, it’s number six in the world.

And it’s also one of the busiest global cargo hubs. The amount of airfreight handled has doubled in just eight years. Completion of the new cargo terminal will bring another enormous increase in capacity.

As already said, nobody here dwells on history. In 1969, Dubai’s airport served just nine airlines and about 20 destinations. Today... It’s just amazing. We’re off!

Wärtsilä’s new state-of-the-art workshop is equipped with 30-tonne overhead cranes. The floor area is almost

10,000 square metres and the roof is 15 metres high.

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Jebel Ali Container Terminal is the world’s largest man-made port, covering 135 square km. Every second vessel using it is served by Wärtsilä. [Left]


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TEXT: JONI MÄKITALO

Wärtsilä has become a major technology

and service provider for the off shore oil and

gas industry.

RINGPG

Global demand keeps driving oil and gas industry operations further off shore. New discoveries made each year lie under rock and sediment in deeper and deeper

waters. Current scenarios proposed by institutions specialising in energy matters indicate that oil and gas will maintain their dominant role in increasing global energy consumption until 2030 or thereabouts. Th is means growing demand not only for off shore oil and gas, but also for expertise in the marine technology employed in the global oil industry.

For the off shore industry, Wärtsilä off ers complete solutions for power generation, propulsion and automation, and electrical systems for vessels and rigs. Designs for service vessels such as tugs, supply vessels and the specialist vessels employed in off shore construction projects, all of which are usually customised to each owners’ individual specifi cations, are off ered by Wärtsilä Ship Design.

Freeing-up customer resources. According to Magnus Miemois, Vice President, Off shore, Wärtsilä Ship Power, the company has broadened its product and service portfolio, partly through acquisitions, to off er customers a wider range of

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GLOBAL SUPP

complete solutions. “Asset owners look for partners who

have not only the most competitive technologies, but also the competence to integrate diff erent systems into effi cient operational entities,” he says. “Comprehensive, integrated solutions

liberate our customers’ resources, allowing them to focus on value creation in the energy markets.”

As Wärtsilä handles integration, customers avoid any need to puzzle over diff ering and possibly confl icting interfaces, and complete solutions raise levels of productivity. In addition to the technology itself, services such as design, engineering and operational support are built in.

“When you work with a solution provider who is big enough, and whose track record demonstrates their capabilities and responsible approach, projects become easier to manage,” says Miemois. “Th is translates into fewer risks and higher effi ciency.”

A golden triangle. Th e largest known off shore oil reserves are in the Gulf of Mexico, off the west coast of Africa and in Brazil’s coastal waters. Th ese three ‘hot spots’ form a golden triangle on the global off shore oil map.

But the off shore oil and gas industry can also be found all over the world. Both Norway and the UK have long off shore traditions. Drilling and production is under way in coastal Indonesia, India and Alaska, and there is plenty of activity

along Russia’s northern coasts and in Chinese and Australian waters. Th e construction of off shore rigs is

concentrated in Chinese and South-Korean shipyards. Brazilian yards are also accelerating production in the wake of a booming national oil sector.

“Th e off shore industry has several distinct customer segments, all of which have their own market drivers and needs,” says Miemois. “Current fi elds in production and under development are located in water depths of more than 3000 metres. Future off shore production scenarios include operations at depths of as much as seven kilometres.”

Under contract to oil companies, seismic research companies locate and map potential hydrocarbon resources using acoustic equipment towed by special vessels. When these exploration operations highlight a possible fi nd, test drillings are the next step. Th e choice of drilling vessel depends on the local conditions and the owner’s business strategy for each asset.

Seeking out oil and gas deposits. When the water is shallow - depths of less than 200 metres - jack-up rigs that lower their legs onto the seabed and then raise themselves above the water surface can be utilised. In deeper water, now the most common location, the technology of choice is either a drill ship or a fl oating drilling rig.

“Ship-shaped fl oaters naturally travel faster from one location to another, but traditionally the operational performance of

THE LARGEST KNOWN OFFSHORE OIL

RESERVES ARE IN THE GULF OF MEXICO,

OFF THE WEST COAST OF AFRICA AND IN BRAZIL’S

COASTAL WATERS.


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semi-submersible rigs is considered to be somewhat better, especially in rough seas,” says Petteri Aaltokari, General Manager, Drilling, Wärtsilä Ship Power.

After reaching the seabed, drilling continues either vertically or horizontally, following the oil and gas deposits. During these operations, vessels use thrusters and satellite-guided dynamic positioning systems to maintain their location. “Special anchoring techniques can be an economically viable alternative in water depths up to 2000 metres or more,” says Aaltokari. “But they may involve additional risks, especially in stormy weather.”

Safety and security are subjects of strong focus in the off shore industry and standards are comparable to those in the aviation industry. All the core systems in off shore vessels have double or even triple redundancy - one set of equipment is in operation while the others are designated as backups for possible problem scenarios.

Fuel straight from the seabed. If test drilling to verify conditions at a location shows that production is feasible, the oil company will arrange for the delivery of a production unit. In deep water, the choice is either a rig-based option or a Floating Production Storage and Offl oading (FPSO) vessel. Important factors are the equipment’s overall lifecycle and the strategy being employed for each production asset.

“In addition to our ability to handle extensive responsibilities in terms of system deliveries, solutions

PROFESSIONAL EXPERTISE AND FEWER HELICOPTER TRIPSWärtsilä’s Operations and Management Services guarantee the effi cient operation of technology in the off shore industry. When an off shore vessel is operating hundreds of kilometres from land, doing as much of the work as possible onshore makes a lot of sense.

“It’s obviously better for professionals to use their expertise monitoring vessel performance from an onshore location rather than having to spend time onboard or make trips by helicopter to carry out routine inspections,” says Tage Klockars, General Manager, Business Development, Wärtsilä Services.

Data from sensors integrated into onboard equipment is collected and reported on a continuous basis to monitoring systems in Wärtsilä’s Condition Based Maintenance (CBM) centre. “Online systems also facilitate dynamic maintenance planning. We have better control and more time to schedule onboard maintenance operations,” says Klockars.

When the time comes for an overhaul, of a thruster for example, the resulting scene somehow resembles a pit stop in a Formula 1 race – but underwater and with divers as the mechanics. With dynamic maintenance planning, activities take less time. Working out an optimum operational strategy together with the customer also means improved economics.

While both network and software technologies have made maintenance work more sophisticated, their role is to provide support. Local presence and responsibility are very important and Wärtsilä’s global customer service network is well established. “I can confi rm that our men will be waiting for you with spare parts and an action plan,” says Klockars.

PLY


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OFFSHORE AS A TRENDSETTEROil produced in off shore locations is taken ashore by tankers or through pipelines constructed using specialised construction vessels. But gas always requires a pipeline. In its gaseous form, without liquefaction, gas takes up a considerable amount of space and pumping it through a pipe is the only feasible way of transporting it.

Things are set to change. “Some players in the industry are about to take a revolutionary step and start producing Liquefi ed Natural Gas (LNG) in a fl oating off shore unit, right next to the production equipment,” says Magnus Miemois, Vice President Off shore, Wärtsilä Ship Power. LNG is also a strategic fuel option for service vessels in the off shore industry such as platform supply vessels (PSV).

“Off shore service vessels are a segment that sets trends for the whole shipping industry,” says Miemois. “For this and many other reasons, Wärtsilä is keen to off er design services to customers in the off shore sector.”

Designs for a number of PSVs equipped with dual-fuel machinery using LNG as the primary bunker fuel have been produced by Wärtsilä Ship Design. The most recent one - Viking Lady, a PSV owned by Norway’s Eidesvik Off shore - also has fuel cell technology installed onboard. She was the subject of an exceptional amount of attention at COP15, the United Nations Climate Change Conference held in Copenhagen in December 2009.

“ONCE THE OIL IS RUNNING, SYSTEMS HAVE TO OPERATE

SMOOTHLY AND RELIABLY.”

based on Wärtsilä dual-fuel engine technology have been successful in FPSO markets,” says Stig Bøtker, Off shore Sales Director, Wärtsilä Ship Power.

“Rather than bringing in diesel fuel to run onboard power generation equipment, Wärtsilä’s dual-fuel technology means that engines can be powered by gas from the well whenever this is possible,” he says. “In addition to signifi cant fuel savings, emissions will be lower. Th is is becoming an extremely important factor in oil and gas production.”

Schedules must be kept. In 2006, to further expand the range of services off ered to customers, Wärtsilä entered into an alliance with US-based Emerson Process Management. In a jointly-delivered complete solution, Emerson handles the control and monitoring of the FPSO’s topside production plant. In this process, water, salt and unwanted particulate matter are removed from the crude oil before it is stored for offl oading and subsequent onshore refi ning.

Off shore platforms and the vessels used in production represent signifi cant capital investments. Returns earned by the resource owner depend on future oil

prices. Projects must be completed on time so that investments in production assets start generating returns on schedule.

Similar considerations apply after that ‘fi rst oil’ moment. “Once the oil is running, systems have to operate smoothly and reliably,“ says Miemois. “In addition to the challenges connected with capital intensity, the off shore oil and gas industry places an exceptional focus on the safety and sustainability of its operations.”

SECURINU36 Twentyfour7. 2.10

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&BUSINESS WORLD


FINANCE 2014, with per capita electricity consumption growing by 20% and regional energy demand growing by approximately 17%. In the same period, forecasts suggest that electricity generation capacity will grow by some 27%.

FLEXIBILITY A perennial problem for power producers is that power plants can often only be ‘on’ or ‘off ’, as power systems are built to meet peak demand levels even if day-to-day demand rates are much lower. Starting plants up and shutting them down takes time and can cause other problems. This also means that when renewables generate more energy than expected – in 2009, for example, Turkey’s hydroelectric resources generated 64% more power than average because levels of precipitation were unusually high – adapting the country’s power system to the changing supply mix is diffi cult.

“Wärtsilä’s 20V34SG engines off er power producers a solution to this dilemma,” says Berk. “Multi-engine plants can be run only when additional power resources are needed, allowing power companies to profi t from peak tariff s and shut plants down when their output is not required.” The technology provides power plant owners with an unusual degree of operational fl exibility – an invaluable aid in a volatile market where annual demand has been typically growing at 10-12%. “Growth opportunities will continue this year,” says Berk.

O&M EXPANSIONIn the ship power sector, he sees hard times ahead as owners have cancelled almost half the existing orders. “We don’t expect a real recovery in Ship Power before 2012,” he says. Operations & Maintenance agreements exceeded budget in 2009 and Berk expects additional opportunities in future years, particularly in the engine conversion business.

TEXT: BENNETT VOYLES

WÄRTSILÄ IN TURKEY FORGES AHEADAccording to an old Turkish proverb, even if the world is fl ooded, it doesn’t matter if you’re a duck - so a disaster is only a disaster if you’re unable to adapt.

ACHIEVEMENTS BY WÄRTSILÄ in Turkey certainly appear to support this idea. Despite a shrinking economy, an offi cial unemployment rate of 18%, a reduction of 2% in demand for electrical power, cancellations of orders for ships and the continuing exodus of the once-mighty textile industry, Wärtsilä in Turkey once again reported remarkable growth and improved profi tability in 2009.

Managing Director Ufuk Berk attributes the company’s success to several factors: generating solutions that match market needs,

a lean cost structure, and expanding operations and maintenance activities.

The Turkish economy is becoming increasingly industrialised, especially in the country’s major cities. Turkey has a large and growing automotive sector, Europe’s sixth largest, and is also a leading shipbuilding nation. In 2009, gas was the dominant fuel and accounted for just over 32% of primary energy demand. Oil was a close second at just under 32%. Estimates indicate that the country’s population, now just over 72 million, will grow to almost 77 million by

Istanbul, Turkey’s largest city and heart of an increasingly industrial economy.

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AUTHOR: THOMAS BERGBOM, COUNTRY MARKETING MANAGER NORDICS

Google is one of the most valued brands in the world, alongside such names as Coca-Cola and Wal-Mart. It is an honour although we at Google do not specifi cally aim to be top of brand tables. Google itself is very young, founded in 1998. Th ere is still some “garage company” image in our brand. We look playful and innovative as well as reliable. And it is quite fl attering that we have contributed a new verb: how many of you “google” instead of searching the internet?

Actually the Google brand is the same as Google’s products. High quality is often a foundation in creating a strong brand. Th e challenge is that you always have to deliver what you promise. A customer who buys a luxury car expects luxury in technology and service. Nothing less. Another customer buys organically grown and environmentally friendly groceries. Th e brand will be hurt if these products turn out to be ordinary food that was only marketed as organic. Customers decide which brands are strong so it pays to work hard and be honest.

BRAND RELATED TO GOOD REPUTATIONAs a strong brand is often related to a good reputation and high quality, it can help customers fi nd their way in a world of many choices. Also the brand may have a value in itself that gives customers a richer experience that suits their personal preferences. Th e value of a brand is no more than its users’ perception of the company and its products.

Just think of a pair of blue jeans. Basically all jeans are the same. Th e diff erence is how they are marketed and made to look and fi t. Wearing the jeans of a certain brand can make you feel like the people used in advertising those jeans.

Building the Google brand is diff erent because we are trying to solve the problem of fi nding a path through the internet. Our mission is to organize the information of the world and make it accessible and usable for our customers. At Google we have products that are needed in a world of billions of web

sites loaded with information. You expect to fi nd exactly what you are looking for as fast as possible. So every single contact with Google is important.

THE WORD SPREADSGoogle products spread only if people like them, so we are dependent on the satisfaction of our users. We put a lot of work into pleasing users. Indeed, our most important marketing tool is the user.Th is is the case for more than just searches – it means Youtube, Google Apps and others, too – but it’s especially true of search marketing, the advertisements on Google. We aim to give our users exactly what they are looking for – and that goes for the ads, too. Behind the searchbox there is a lot of rocket science. Th e majority of our employees are engineers and they work hard on our brand every day. At the end of the day it is the engineers who build much of the brand.

With users and engineers playing a dominant role in Google’s marketing, you might wonder what has happened to advertising. Unlike many other companies, Google was built without advertising, but today we need some external advertising to promote some of our products.

So what do people think of Google as a company and a possible employer? For us perceptions are very important. Working for Google is perceived as fun, innovative and challenging and Google has won several awards as a top employer. Having a strong brand helps to get and keep good employees. Th e word spreads – for good and bad.

in a google way

For a customer it’s about trust.

You should get what the brand

promises.

Brand management

201020102.10 Twentyfour7. 39

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FOR MORE FINANCIAL INFORMATION, PLEASE VISIT WÄRTSILÄ’S INVESTOR SECTION AT WWW.WARTSILA.COM.

AUTHOR: JOSÉPHINE MICKWITZ, DIRECTOR, INVESTOR RELATIONS

Wärtsilä’s net sales for the fi rst quarter of 2010 totalled EUR 922 million (EUR 1241 million), a decrease of 26% compared to Q1/2009. Profi tability was strong and operating profi t totalled EUR 94 million, 10.2% of net sales. Cash fl ow from operating activities was also strong at EUR 181 million (EUR 23 million). SMALL SIGNS OF RECOVERY For the fi rst two months of the year, ordering volumes in Ship Power were similar to those at the end of 2009, but there was a slight uptick in March when the highest number of orders since late 2008 was recorded. Order intake in Ship Power for the review period totalled EUR 90 million (EUR 127 million), down by 29% compared to Q1/2009. Compared to the preceding quarter, order intake was up by 66%. Orders from the Cruise & Ferry segment were dominant at 46% of the total.

POWER PLANTS MARKETS UNCHANGED Th e market situation in the Power Plants business remained solid and market activity continued at a good level. Th e closing of large projects is still a lengthy process. Order intake by Power Plants in the review period totalled EUR 267 million (EUR 321 million), 17% less than in 1-3/2009. Th e largest orders received during the review period for oil-fi red power plants came from Africa, and the largest orders for gas-fi red power plant came from Africa, Turkey

and India. Compared to the preceding quarter, order intake in Power Plants was down by 11% (EUR 300 million in Q4/2009).

FOCUS ON REDUCING OPERATING COSTSOur marine customers continued to suff er from the global recession during the review period. Th e focus on repairs rather than maintenance continued. In the main, investments were targeted at upgrades and retrofi ts, with the primary purpose being to reduce operating costs. Th is trend is expected to continue. Power Plants customers continue to run their installations at high levels and the demand for services was stable. Net sales in the review period by our Services business totalled EUR 409 million (EUR 434 million), a decrease of 6% compared to Q1/2009.

ADJUSTMENTS OF MANUFACTURING CAPACITY AND STAFF FUNCTIONS TO CURRENT MARKETS INITIATEDIn January 2010, Wärtsilä announced plans to adjust its manufacturing footprint to fundamental changes in the marketplace. Th ese include moving the majority of propeller production and Wärtsilä 20 generating set production to China, close to the main marine markets. During the fi rst part of 2010, all global staff functions will be evaluated with the aim of streamlining processes, reducing overlaps and improving the cost effi ciency of Wärtsilä’s operations.

MEUR 1-3/2010 1-3/2009 Change 2009Order intake 881 958 -8% 3 291Order book 31 March 4 330*) 6 477 -33% 4 491Net sales 922 1 241 -26% 5 260Operating result (EBIT) before nonrecurring restructuring items 94 130 -28% 638% of net sales 10.2% 10.5% 12.1%Nonrecurring items 44 Operating result 49 592% of net sales 5.3% 11.2%Profi t before taxes 49 123 558Earnings/share, EUR 0.68 1) 0.89 4.30 2)Cash fl ow from operating activities 181 23 349Interest-bearing net debt at the end of the period 410 613 414Gross capital expenditure 15 24 152

fi rst quarter of 2010Markets continued challenging during the

*) Cancellations amounting to EUR 82 million have been eliminated from the order book during the fi rst quarter.1) Earnings/share excluding nonrecurring items (EPS including nonrecurring items total EUR 0.33)2) Earnings/share excluding nonrecurring items (EPS including nonrecurring items total EUR 3.94)

REVIEW PERIOD JANUARY – MARCH 2010 IN BRIEF

“Profi tability and cash fl owhave been strong.”

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ERAThe opening of the Panama Canal in 1914 revolutionised both world trade and ship design. A century later, a major expansion of this key conduit is poised to do so once again. TEXT: WIF STENGER PHOTOS: VESA ESKOLA, ISTOCKPHOTO, PANAMA CANAL AUTHORITY


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THE EXPANDED PANAMA CANAL, scheduled to open in 2014, will dramatically reshape ship classes, trade routes and ports. With ships more than twice as big as today’s passing through the transcontinental shortcut – and more quickly – the business possibilities are vast. Th e time to gear up for this new era is now, say two Wärtsilä experts.

“Th ose who build big new ships that can pass through the new canal fi rst will have a cost advantage,” says Oskar Levander, Head of Conceptual Design, Wärtsilä Ship Power. “Th e bottom line is that you might as well design your new ship to fi t the New Panama canal lock dimensions; otherwise the ship should be clearly bigger than a New Panamax (NPX) vessel to be commercially viable. Th ere’s simply such huge value in having a ship that can pass through the Panama Canal.”

Th e industry is reacting slowly though, he says. “As with emissions regulations, they only react at the last minute; then there’s a hectic rush!”

“By and large, the shipping industry is not susceptible to long-term planning and rational analysis,” agrees Lars Anderson, Vice President, Merchant, Wärtsilä Ship Power. Despite the lingering impact of the fi nancial crisis, he is urging customers to begin actively preparing for the new realities of post-2014 shipping. Naturally, the impact of the expansion will vary greatly in diff erent business sectors, ship classes and regions.

Tankers and containers fi rstFor existing ships, the biggest immediate impact will be on tankers and container ships. Many vessels that are now too big will suddenly gain the Panama Canal as an option.

“In container traffi c, the impact will be immediate except for some very large vessels,” says Anderson. “Most of the recently ordered 12,000 TEU-class ships will probably be able to pass through [see box] and NPX container vessel designs are being established at major shipyards.”

“We’ll see a clear new class of NPX container vessels,” agrees Levander. “Most Panamax vessels are now 3000–4500 TEU, whereas NPX will be up to 12,000 TEU” – three or more times as big.”

“Th e old narrow panamax class, which carry unnecessary ballast for suffi cient stability might become uncompetitive with the introduction of new tonnage that can be wider.”

No immediate benefi t for Suezmax tankersIn the tanker segment, the impact will also be immediate for most Suezmax vessels. “Th e present Suezmax design is close to NPX parameters,” notes Anderson. “Th e biggest proportion of Suezmaxes are some 150,000 DWT with a beam of 45–50 metres. Only those with a beam of more than 49 metres won’t be able to pass through, so the expanded Panama route will be possible for most Suezmax tankers.”

IN CONTAINER

TRAFFIC AND

TANKERS, THE

IMPACT WILL

BE IMMEDIATE.

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Annual traffi c 280 million PC/UMS net tons (2005)

Estimated traffi c in 2015

510 million PC/UMS net tons (approximate fi gure)

The Panama Canal/Universal Measurement System (PC/UMS) is based on net tonnage, modifi ed for Panama Canal purposes. PC/UMS is based on a mathematical formula to calculate a vessel’s total volume; a PC/UMS net ton is equivalent to 100 cubic feet of capacity.

Th e main routes today for Suezmax tankers are within the Mediterranean, from North Africa to the US and from South America to the US. In fact a Suezmax Tanker rarely passes the Suez Canal, it is more of a cargo volume matter than it is about the ships ability to pass the Suez Canal. VLCCs pass the Suez Canal all the time but cannot be fully loaded when they do. Looking at the Suezmax trade routes the new Panama Canal off ers no immediate benefi t but, in the oil trade the markets are constantly shifting therefore what is today may not be tomorrow.

Chance for Capesize vesselsFor dry bulk carriers, he predicts, the impact will be seen slowly, with the introduction of new ship designs. Panamax Bulkers, and Tankers for that matter, pass the canal in 5% or less of their voyages.

“Present-day Capesize vessels of 140-180,000 DWT will be able to navigate the New Panama Canal,” says Anderson. “Currently, Capers have a beam of 45–50 metres, so some can pass but others not. Th e draught of a Caper is around 17m, which is deeper than the new canal. But the actual draught depends on the cargo a vessel is carrying. Carrying a full cargo doesn’t always mean the full draught is necessary.”

Th e main cargo for Capers is iron ore and the main routes are South America to Europe and Asia

and, Australia to Asia. Panamax bulkers generally carry a wider array of cargoes, in addition to iron ore also coal and grain.

“Th e new class of NPX bulkers will most likely be longer than bulkers of similar size today” says Levander.

New era for cars and cruise shipsNaval architecture could change most radically in car carriers (PCTCs) and cruise ships, predicts Levander.

“For cruise ships, there are no new designs out there yet which are optimized to the new Canal limits, which is a bit surprising,” he says. “You’d think that some would now be under construction, but there aren’t any yet tailored for NPX. Many shipowners have reacted late. Th ey’re now working on the next generation for that class and we’re expecting orders this year for new designs.”

PCTC design has been sharply limited by the Panama Canal. With a maximum beam of 32.2 metres, some are stacked up with as many as 12 decks carrying more than 6500 cars.

“As a result, they’re very boxy with poor stability,” says Levander. “Here I see tremendous potential to do something completely diff erent. We can fundamentally change the whole approach. Wärtsilä has made some suggestions to clients. Th ey’re interested, but the market is still slow.”

Third set of locks in Gatun

Gatun locks

Gatun locks

Approach channel

Caribbean Sea

Panama: again the most cost- eff ective route

for much of the world’s shipping.

Costa Atlantica in old lock

Freedom of the Seasin new lock

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SIZE MATTERS The new Panama Canal - vessel dimensions

Class Current Panamax Panamax II (NPX)

Length 294 metres 366 metres

Width (beam) 32 metres 49 metres

Draught 12 metres 15 metres

TEU (containers) 4500 12,000

in-depth

Bridge of Americas

max case by case at low water: 62.48 m (205 ft)

At any state of tide: 57.9 m (190 ft)

Greener oceans Th e change may also reshape PCTC engines. “A totally new ship design may also open up doors for new more advanced machinery concepts, partly also triggered by more stringent

enviromental constraints,” suggests Levander. “Since car emissions have received a lot of focus, selling low-emission vehicles means you don’t want to generate unnecessary pollution when you’re transporting them. Th is is partly because of increased awareness and concern from consumers. End-customers and manufacturers are already beginning to demand cleaner transportation.”

“NPX designs are an opportunity to defi ne a new class of ships that are more environmentally sound,” adds Anderson. “Wärtsilä is already off ering solutions for NPX vessels that reduce fuel consumption and achieve lowest-in-class emissions, in combination with an economically viable payback time. Th at wasn’t always the case in the past, when engine power alone was top of the agenda.”

Re-routing the worldRoute-wise, the expansion will make the Panama Canal the most cost-eff ective route for much of the world’s fl eet, asserts

Levander. “More ships will choose this route. Th e fees for using the canal might rise, but Panama must set the fees so that it’s cheaper than sailing around Cape Horn – otherwise they won’t have a business.”

Manufactured goods from Asia will be transported to consumer markets on the US eastern seaboard faster, more economically and with less environmental load. Naturally, the expansion will have little or no eff ect on trade between Asia and Europe, and only a limited

one on business between Australia and the US, which now represents 3% of trade with Capesize ships.

“On the main routes to and from the US and in round-the-world trade, the new Panama Canal will only bring a change to the extent that larger ships are needed,” Anderson emphasises.

At present, more than two-thirds of canal traffi c involves cargo to or from the US. With the expanded canal, that fi gure is likely to grow. Th is in turn depends partly on how quickly US ports can expand to accept ships with deeper draughts. Just like the ones facing shipowners, such investments can be

CENTENNIAL REBIRTHThe idea was brilliant in its simplicity: unite the world’s two great oceans by cutting a channel through the strip of land in Central America that separated them – saving vast amounts of time, expense and danger compared to the route around treacherous Cape Horn.

From the original idea, attributed to Spanish King Charles V in 1523, it would take nearly three centuries and many attempts before the Canal opened in 1914. The problems in the way included 80 kilometres of hilly, wet, mosquito-infested jungle and the diff erent levels of water in the two oceans.

When fi nally realised, that simple idea was a smash hit – at least for the fi rst eight or nine decades. The Panama Canal revolutionised, some say even controlled, global trade.

Ever since, ship designs the world over have been tailored precisely to “Panamax”, the seemingly-arbitrary dimensions of the Panamanian passage, a trip that most vessels make in just a few hours. Cargo carriers began to resemble high, narrow loaves of bread with perpendicular sides designed to slide through the locks without an inch of wasted space.

By the new millennium, though, the Canal was losing its attraction. Relentless growth in the planet’s population and economic activity demanded ever larger vessels. Increasingly, these new ultra-ships were too large to squeeze through concrete locks no wider than a city street.

Estimates by the Panama Canal Authority indicated that more than 30% of the world’s vessels had become too big to use the canal, and that by 2015 as many as 40% of the world’s container ships would be too big unless the canal was expanded. With the Panama Canal approaching maximum capacity and becoming a bottleneck, shippers began seeking alternative routes to move their cargo. The canal was in danger of becoming irrelevant: a quaint 19th-century idea left behind by the high-tech globalised 21st century.

In 2006, by a wide margin, Panamanian voters approved an audacious expansion project intended to maintain the Panama Canal’s pivotal position in world trade. The overhaul, which began the following year, is scheduled to be completed in time for the centenary celebrations in 2014.

MORE SHIPS

WILL CHOOSE

THIS ROUTE.

INNOVATIONResearch & DevelopmentDR&


TEXT: HARRIET ÖSTER

From the beginning of 2016, emissions of nitrogen oxides (NOX) by ships operating in areas where emissions are controlled will have to be cut back by about 80% from the level permitted in current newbuilds. Wärtsilä is leading the way in providing a comprehensive solution to this challenge.

F or more than a decade the International Maritime Organization (IMO) has been expressing concern about emissions of nitrogen oxides from ships and has

gradually lowered the limits for permissible emissions. Current global regulations regarding NOX emissions, known as Tier I, cover all new vessels built after 2000.

In 2008, IMO decided to introduce further restrictions in two steps. Tier II will enter into force from the beginning of 2011, applies globally and, compared to Tier I levels, requires a reduction of about 25% in NOX emissions by new ships.

Tier III, the next step, reduces permitted NOX emissions further, by approximately

WÄRTSILÄ OFFERS

80% compared to current Tier I levels. These regulations will come into force from the beginning of 2016 but are limited to sea areas known as Nitrogen Emission Control Areas (NECAs).

Right now, the only sea area designated as a NECA is in North America and covers the coastline of the USA and Canada. It will come into force in 2011. Other NECAs under discussion and evaluation include the Baltic Sea, the North Sea and the Norwegian Sea, areas in which restrictions on sulphur oxide emissions already apply. The designation of Tokyo Bay as an area in which emissions of both sulphur and nitrogen oxides should be restricted is also under discussion.

90% less NOX with Wärtsilä NOR“Since 2016 is not so far away, upcoming limits for NOX emissions from diesel engines have to be taken into account in ships that are being designed today,” says Ari Lievonen, General Manager of the Catalysts Group at Wärtsilä.

Calculations of the reductions in NOX emissions required to comply with the requirements of Tiers I-III is related to engine power output and measured during testing cycles on the types of engine specifi ed by IMO.

As engine-related methods are mostly employed to reach the emission levels specifi ed

a comprehensive solution for NOX reduction

The NOR system is scalable and easy to install, making it a straightforward retrofi t.

02.202.2BENEFIT


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Research & Development

NITROGEN OXIDES in exhaust gases are generated inside a diesel engine during combustion. The nitrogen and oxygen molecules which react to form NOX do not originate in the fuel but come from the air involved in the combustion process.

ESSENTIAL components in the Wärtsilä NOR system are the catalyst, the reactor, a reagent pumping unit, a reagent dosing unit, an injection unit, a control unit, and a soot blowing system to prevent the catalyst from becoming clogged.

FOR SHIPYARDS, using Wärtsilä NOR technology means a fully-integrated supply process from one supplier and a single point of contact. Prefabricated and pretested modules make installation quick.

in Tiers I and II, no additional equipment is required onboard. Achieving compliance with Tier III levels, an 80% reduction in NOX emissions, is more complicated. Additional measures are required such as the use of effi cient catalyst technology to convert the NOX generated during the combustion process back into nitrogen and oxygen.

The Wärtsilä Nitrogen Oxides Reducer (NOR) concept is a comprehensive solution for treating exhaust gases. Located in a unit separate from the engine, it consists of a Selective Catalytic Reduction (SCR) reactor together with all the equipment needed for pumping, dosing, mixing, injecting and system control. The NOR portfolio covers Wärtsilä’s medium-speed engine portfolio for marine applications and achieves typical reductions in NOX emissions of up to 90%.

“The NOR concept has been developed to function optimally and cost-effi ciently with Wärtsilä engines,” says Lievonen. “But it can also be customized to work with engines from other manufacturers.”

Ammonia from ureaWärtsilä has been supplying marine engines equipped with SCR for more than ten years. In the Wärtsilä NOR concept, the material used as a catalyst in the SCR reactor is vanadium pentoxide on ceramic bricks arranged in a honeycomb structure. On this surface, the NOX molecules react with an added reagent to form nitrogen and water.

The reagent needed for this catalytic reaction to take place is ammonia. As this compound is highly toxic and diffi cult to handle, a solution of harmless and easily-handled urea dissolved in water is used. The high temperature of the exhaust gases evaporates the water and the urea decomposes to provide the ammonia.

The design is available in a wide range of sizes and is optimised for marine applications.

Tier III is much harder to

comply with.

201020110TS


OPTIMUM NOX REDUCTION AT 350-400ºCThe effi ciency of the chemical reaction in which nitrogen oxides are reduced in a Selective Catalytic Reduction (SCR) process is related to the available surface area of the catalyst. The greater the contact between the catalyst and the exhaust gases, the higher the reduction of NOX. For this reason, the ceramic elements coated with the vanadium pentoxide catalyst are arranged in a honeycomb structure through which the hot combustion gases fl ow.

“The best temperature for the catalytic reaction is 350-400ºC,” says Kristoff er Sandelin. “For very hot combustion gases, problems with material durability can occur. At temperatures of 500ºC and above, the crystalline structure of the ceramic support material also changes and the catalyst becomes less effi cient.”

“On the other hand, technical problems begin when the temperature of the combustion gases falls below 300ºC. With cooler combustion gases, the chemical reaction slows down. Soot and other deposits can also form on the surface of the catalyst, further reducing the effi ciency of the reaction.”

According to Sandelin, low combustion temperature and soot formation can be particular problems with older engines in which the combustion temperature is already set. While standard Wärtsilä NOR technology uses only a single type of catalyst, customisation of the catalyst material is possible if the engine being treated has an unsuitable and fi xed combustion temperature.

“Another important criterion in the design of combustion engines is that they have to breathe,” says Sandelin. “If the catalyst-containing construction installed in the exhaust pipe is not open enough, the resulting back-pressure will be excessive and engine fuel consumption will increase. This can lead to high running temperatures and problems with component durability.”

Research & Development

“Similar catalytic technology is used in reducing NOX in emissions from trucks,” says Kristoff er Sandelin, Senior Product Engineer at Wärtsilä. “In truck applications, the solution used to scrub the exhaust gases contains 32.5% urea, in marine applications a 40% solution is normally used.”

A reactor for each engineWärtsilä NOR is optimised for engines running on the major fuels used in marine applications: marine gas oil (MGO), marine diesel oil (MDO) and low-sulphur heavy fuel oil (HFO). For fuels with higher sulphur contents, some changes to the standard design are required.

Every engine on board needs its own reactor and they come in a wide range of sizes. Manufactured out of steel in a modular design, the reactor’s primary function is to support and contain the catalyst. For an engine with a high power output, the appropriate reactor is almost 7 metres high and more than 3.5 metres wide, so the amount of space needed for the equipment is signifi cant.

“Our modular reactor construction has been optimised for Wärtsilä medium-speed engines in marine applications. All the elements are of Wärtsilä design, including the urea injection equipment,”

says Lievonen. “Our NOR concept off ers our customers a complete technological solution with all the required equipment coming from the same supplier.”

Improved image and/or lower feesCurrently, the regulations on NOX emissions only apply to ships constructed in the last decade. IMO has however agreed on an approach to the future regulation of NOX emissions by existing, pre-2000, engines. NOX-reduction equipment is already installed in older ships to some extent.

“In some countries, economic incentives are used to encourage the reduction of NOX emissions by older vessels,” says Sandelin. “In Sweden, the fairway fee is lower and some harbours charge a lower fee if NOX emissions by a ship are at a low level. In Norway, an excise duty known as the NOX tax is incurred for NOX emissions from vessels within Norwegian territorial waters, so the lower the level, the lower the payment that has to be made.”

“Reasons for installing NOX-reduction equipment on vessels vary. For a cruise ship, it could be the company’s brand image. For a large industrial company which exports its products by sea, a lifecycle analysis could conclude that reducing emissions during product transportation is preferable to reducing them during production.”

The main component of Wärtsilä’s NOR system is the reactor with the catalyst inside.

infographics


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Computer on installation

Optimising our customers’ business calls for close and rapid interaction. Launched by Services, Wärtsilä Optimisers is a development programme aimed at providing customers with integrated e-services and data warehousing, enabling them to optimise their lifecycle operations.

Initial projects involve a new generation of Condition Based Maintenance (CBM) and Maintenance Management services as well as real-time data collection from customer installations. By placing this information on a central platform, utilisation of the collected data is more eff ective, allowing Wärtsilä to off er customers better ways of predicting and optimising their operations. Central access to real-time information also facilitates benchmarking. Further asset and operational optimisation services will be launched in the future.

OPTIMWärtsilä


TEXT: RICK McARTHUR ILLUSTRATION: STEWART GRAY

Customer or Wärtsilä offi ce

Ship to shore satellite communication

Wärtsilä data center and servers

ISERS - shaping the industry

passion


passion

{ TEXT: MINNA TAKKUNEN PHOTOS: LEIF ROSAS AND SUOMEN KUVAPALVELU }

Lighthouses Lighthouses are back in fashion, but in many parts of the world their appeal has never dimmed.

THE ALLURE OF

passion

“ALL THAT satellite navigation does is tell you where on earth

you are,” says Roger Lockwood, Chief Executive of the Northern Lighthouse Board of Scotland and the Isle of Man. “It doesn’t tell you what’s round the corner or if a rock is in your way.”

Lockwood’s Northern Lighthouse Board (NLB) is responsible for 208 lighthouses, 166 buoys and 34 beacons along 10 000 kilometres of coastline. It is an area where most of the UK’s offshore manned oil installations are. There are severe weather conditions for much of the year.

“We have very difficult tides and nasty little rocks. Lighthouses here are just as important as they ever were,” he says.

“Sat-nav is never 100 per cent and just as drivers still look out for ‘Keep Left’ or ‘No Entry’ signs, so shipping still needs the lighthouse.”

The NLB was formed in 1786 as the Commissioners of Northern Light Houses. Its most famous engineer was Robert Stevenson. He and his sons built most of the northern lighthouses, including Bell Rock, the world’s oldest surviving sea-washed lighthouse.

The Happisburgh Lighthouse in Norfolk, England was built in 1790.


passion

vale of Glamorgan. Instead of wedding bells, it was the fog horn that guided them into the haven of married life.

Joy is intrigued by how lighthouses work, from their early use of paraffi n vapour burners, to light bulbs. “Th e optics still in place in many of them are wonderful. And the lighthouses themselves are often located in the most beautiful locations.”

Th en there are the stories of lighthouses and the lighthouse keepers. “In recent times many former keepers have put their memories into print. Th ese are recollections about a way of life that is now gone forever,” says Patrick.

Rock solid navigation. One of Joy’s favourite memories is of Skerryvore, a wave-swept reef about eleven miles off Tiree. “It is so remote, and such a graceful design. It was once described as the most noble of all extant lighthouses.”

Th e sea was exceptionally calm as they made their way to the

reef. Th e skipper stopped the boat whilst a group of basking sharks swam around them. And while they were waiting at the base of the tower for the boat to collect them, Patrick asked Joy to marry him.

Th e couple have visited lighthouses as far away as Canada and the United States, and have fond memories of one in Estonia.

Man-powered lighthouse keeping in the British Isles and Ireland ceased altogether in 1998, replaced by automated systems. But the need for beacons of light from high-rising towers has not altogether vanished into the gloom of history.

Automated systems and navigation gadgets have cast a shadow on the landscape of lighthouses. But what if the sat-nav breaks down altogether? Old-time methods and guideposts of sailing die hard.

Lifesavers in need of rescue. Besides new technology, another serious threat to lighthouses is the erosion of the coastline. “At Happisburgh, there is a particularly bad problem,” Joy tells. Farther down the coast at Orfordness in Suff olk the lighthouse is estimated to have less than fi ve years left before it falls into the sea.

Th en there’s fi nancial hardship. In Britain, lighthouses are currently funded by light fees

Rock under water. Before the lighthouse, it was said that Bell Rock wrecked six ships every winter. Stevenson proposed the construction of a lighthouse in 1799 but, because the rock is below the surface of the sea except for a few hours of low tide, it was thought to be impossible.

Th e project fi nally got the go-ahead after a warship, the HMS York, and all on board, were lost there in 1804. Bell Rock lighthouse was built between 1807 and 1810.

“Bell Rock, Skerryvore and Eddystone lighthouses are the most fascinating because of their remoteness,” says Joy Tubby of the Association of Lighthouse Keepers. Although lighthouse keeping as a profession has disappeared, there are still amateurs hard at work preserving historic landmarks that have been decommissioned.

Lighthouses are Joy Tubby’s calling and they literally called her. While on a family holiday in Devon in her teens, she was awoken one morning by a foghorn at the aptly named Start Point Lighthouse along the coast.

“My parents say I used to ask them to stop the car each evening on our way homeward so that I could watch the beams of the lighthouse fl ashing from the headland.”

Today she lives on the west coast of England in the village of Happisburgh, dominated by its lighthouse built in 1790. Happisburgh has the only independently operated working lighthouse in the UK.

For whom the horn tolls. Joy is the Secretary of the Happisburgh Lighthouse Trust, while her husband Patrick is the Chairman. Happisburgh Lighthouse is the one that fi red Patrick’s passion when he spent his childhood holidays in the village.

Th eir enthusiasm for lighthouses brought the couple together. Guess where they got married. Oh, yes.

Th e wedding took place in the only operating lighthouse in the UK that has a wedding licence. Nash Point is in the

→

“Lighthouses are often located in the most beautiful locations.”

Twentyfour7. 2.10 53

passion

on commercial shipping, and not by the taxpayers. A major review is being carried out, and several lighthouses are threatened with closure.

This is what happened with Happisburgh Lighthouse in 1988 – before it was rescued by the local community. The former lifesavers are now in need of rescue themselves.

This is where the general public’s enthusiasm for lighthouses becomes indispensable. More and more people are into lighthouse bagging – trying to visit as many as they can – which means there’s also a growing willingness to save these unique pieces of maritime architecture.

In addition to fundraising, people are turning lighthouses into homes. As some of them have been decommissioned, they have been taken over by organisations such as the National Trust. Adjoining lighthouse keepers’ cottages have been turned into holiday accommodation, bed-and-breakfasts and hotels.

Joy is the author of the book Lighthouse Accommodation Britain and Worldwide. “The first edition came out in 1999, and has been updated several times since. It is still selling well.”

Coastal erosion is a new threat to old lighthouses [top]

In Britain, lighthouses are currently funded by light fees on commercial shipping”


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TEXT: HARRIET ÖSTER

ILLUSTRATION: ILJA KARSIKAS

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THE NORTHEAST AND NORTHWEST

PASSAGES OFFER FUTURE

SHIPPING ROUTES FAR SHORTER

THAN TODAY’S

IN ARCTIC WATERS, the continental shelf is expected to hold enormous quantities of natural riches, particularly oil and gas. In the long run, the retreating ice could open up longed-for routes through the Northeast and Northwest Passages. Developing ships for transportation in these rough conditions requires new thinking.

Inhospitable conditions have left the Arctic as one of the last regions in the world that man has not exploited. It is also clear from the map that, if the Northeast and Northwest passages were open to shipping, they would off er a shortcut for many routes from Europe to Asia and the western seaboard of North America.

From central Europe to Japan along the Northeast Passage, distances are approximately 40% shorter than routes passing through the Suez Canal. Similarly, ships travelling between North America’s east coast and Asia along the Northwest Passage have signifi cantly less distance to cover than routes taking them through the Panama Canal.

Th roughout the time of the Soviet Union and the Cold War era, the whole of the Arctic region was primarily regarded as of the utmost strategic importance but essentially without commercial interest. “For the USSR, as a coast free of foreign infl uence, the Arctic coastline represented a signifi cant strategic asset,” says Oskar Levander, Head of Conceptual Design, Wärtsilä Ship Power.

Huge undiscovered reserves. “Th e situation in the Arctic has now changed completely and surrounding

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In summer 2007the NorthwestPassage wasfully open forthe fi rst time.

nations are trying to establish themselves there as rapidly as possible and claim their section of the continental shelf that lies under the ice cap,” says Levander.

Th e main cause is estimates of the Arctic region’s as-yet-undiscovered petroleum deposits. Some analysts suggest that 25% of the world’s remaining resources of oil, gas and minerals lie beneath the ice. Others have estimated that as much as 40% of the unknown oil and gas reserves are to be found in the shallow waters of Russia’s Arctic shelf.

At the same time, scientists have monitored a progressive thinning of the fl oating Arctic ice cap, with global warming as the probable cause. Satellite surveys revealed a minimum of Arctic ice cover in the summer of 2007. For the fi rst time in recorded history the Northwest Passage was fully open and navigable, and the Northeast Passage was almost ice-free.

Transportation to Arctic production sites.“Personally, I do not believe in any signifi cant quantity of transit shipping through the Northeast and Northwest Passages in the immediate future or even in the medium term,” says Levander. “Both routes are only open for just a few months per year at most. In winter, no large container ships will be able to pass. As the ice situation varies widely from year to year, it will be a very long time before these northern fairways are open to sea traffi c all year round.”

“On the other hand, transportation to and from the Arctic region is becoming ever more important,” he says. “Exploitation of natural resources in the far north will require vessels adapted to handle the extreme conditions.”

“Oil and gas will probably be produced using stationary, fl oating platforms constructed to extremely rigorous standards so they can withstand the eff ects of the moving ice all through the year. Th e oil and gas produced will have to be transported using ice-strengthened or icebreaking oil and LNG tankers. Equipment and all necessities will have to be transported to production sites on a regular basis.”

Covering the whole logistics chain. According to Levander, the shallow waters along Russia’s Arctic coastline present an additional problem. Since large container ships or tankers cannot enter coastal ports, loading and unloading will have to be performed at sea terminals located far from land.

“Finding optimal solutions to these transportation problems means looking at logistics as a whole, not focusing on the design of individual ships,” he says. “Th e logistics chain is long with several diff erent steps, each of which is subject to diff erent constraints.”

One Arctic transportation solution on the drawing board is a system that combines three elements: a pusher vessel dedicated to working in open water, a puller vessel which is an icebreaking tug of special design, and a carrier barge. Th e principle behind →

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“WE SEE SHIPPING IN THE ARCTIC REGION AS

A VERY IMPORTANT FUTURE SECTOR.”

this Double Acting Pusher Puller Barge (DAPPB) system can be applied to a range of different ship types such as oil tankers, LNG carriers, general cargo and container vessels. Depending on the prevailing ice conditions, the carrier barge is connected to either the pusher or the puller.

“The propulsion machinery in the puller vessel is designed to give optimum icebreaking performance,” says Levander. “With two azimuthing propulsors in its forward section, the propellers on the puller unit eat through rough ice. On the other hand, the pusher unit is not designed for any form of icebreaking and uses conventional machinery with its corresponding low fuel costs.”

The pusher is connected to the carrier barge for transportation across open water to the edge of the ice and then replaced by the puller which handles transportation through the ice. Working together, Wärtsilä and the Aker Arctic Research Centre (AARC) have designed a 70,000 DWT tanker with an ice class 1A super, based on the DAPPB principle.

Purpose-built vessels required. When establishing a presence in the northern polar region, most nations will first need to investigate their own seabed and define their section of the Arctic shelf. To do this they will need research vessels designed to operate in ice.

Two years ago, Wärtsilä Ship Design announced a design for the EU polar research vessel Aurora Borealis. This vessel is a heavy icebreaker equipped to carry out seabed drilling operations in deep water. Commissioning of the vessel is scheduled for 2014, but may be delayed as the contract for construction has not yet been signed.

In March of this year, Wärtsilä won a contract to deliver engines for a polar supply and research vessel being built by the STX Finland shipyard in Rauma. The owner will be the Republic of South Africa’s Department of Environmental Affairs.

Solutions for a vulnerable environment.“We have several other projects involving icebreaking offshore support vessels under way,” says Levander. “The engines in an icebreaker always need special qualities. A vessel’s acceleration has to be very good to punch through thick ice. The machinery also has to operate under conditions of extreme cold. Among other things, this means that the air intakes must be of a special design.”

“The environment is extremely vulnerable in polar regions, which means strict regulations regarding the scrubbing of combustion gases and the cleaning of any liquid effluents. Wärtsilä has the technology to solve these problems,” he says.

“We see shipping in the Arctic region as a very important future sector. It’s an emerging market in which specialist knowledge is essential. Wärtsilä is one of the few companies with Arctic experience that can provide total concepts consisting of both ship design and delivery of the special integrated solutions that are needed.”

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Wärtsilä Stakeholder Magazine


in detail Twentyfour7.

60 HEAT AND POWER FOR ITALIAN FURNITURE MAKER 62 FWCC UPS COAL-FIRED EFFICIENCY 65 AHTS VESSELS FOR DEEPWATER DRILLING SUPPORT 67 INSTALLING OFFSHORE WIND FARMS

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Reapingthe windp. 67

[ IN DETAIL ENERGY ] Twentyfour7.

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Enjoying relaxed moments at home does not usually include thinking about where the energy came from to produce that fi ne Italian-designed

sofa that gives you so much pleasure. But energy was a central factor in its production.

Named after the family that owns it, Fantoni is an Italian company that manufactures furniture for homes and offi ces as well as medium density fi breboard (MDF). Recognised as a leader in producing fi ne furniture, Fantoni is also proving to be something of a pioneer in Italy’s energy business. Last year it became the fi rst company in Italy to install a Wärtsilä 50DF engine, and the engine’s capabilities are proving to be ideal for supplying the heat and power needed in the furniture manufacturing process.

Fantoni is headquartered in Osoppo, a small town in the northeast of Italy where much of the MDF is manufactured. Up until about 12 months ago, the company had four engines in Osoppo generating some 16 MW. As the need to discontinue the use of some of its older energy plants was increasing, Fantoni began operation of a new power plant at the Osoppo site in August 2009.

In addition to this being the fi rst installation of a Wärtsilä 50DF engine in Italy, the location of the Osoppo plant presents interesting opportunities. Proximity to the Wärtsilä factory opens up the potential for using the plant for further engine development.

“It gives us the opportunity to monitor the plant running under actual conditions and could provide important data that will be useful in developing the next generation of the Wärtsilä 50DF,” says Marco Golinelli Vice President, Wärtsilä Power Plants, Italy.

Expanding cogenerationGenerating the company’s own electrical power and

heat for drying the wood used in making furniture have been the norm at Fantoni for a long time. Since 1996, the company has been using several Wärtsilä engines at cogeneration plants at sites in the south of Italy as well as in Osoppo.

In 2007, expansion of the cogeneration capability in Osoppo was investigated and the decision was

eventually made to install a Wärtsilä 18V50DF capable of delivering just over 16 MW. Th e new engine enables the company to maximize its production of electricity and heat using the minimum number of engines.

Wärtsilä supplied the engine, auxiliaries such as pumps for lube oil

and LFO pilot fuel, and emission control equipment for CO and NOx control.

Effi cient and fl exibleTh e heart of the new plant, the Wärtsilä 50DF, is a dual-fuel engine designed to provide high output with fuel fl exibility, low emission rates, high effi ciency and high reliability. Th e 18-cylinder V-confi guration version at Fantoni generates 905 kW per cylinder for a total maximum mechanical output of 16.3 MW.

Th e engine is designed to yield the same output regardless of whether it is running on natural gas, light fuel oil (LFO) or heavy fuel oil (HFO). Providing 50 Hz electrical output at a speed of 500 rpm, the engine has a maximum thermal design effi ciency of 45%, higher than that of any other gas engine.

Engine functions are controlled by an advanced automation system that allows optimised operation with each fuel option over a wide range of ambient conditions.

Both gas input and the injection of pilot fuel are electronically controlled, which allows the correct air-

A WARMING EXPERIENCE AT FANTONI

T E X T: J U N I O R I S L E SP H OTO S : W Ä R TS I L Ä

The fi rst Wärtsilä 50DF dual-fuel

engine to be installed in Italy has now been operating

at the Fantoni combined heat and power (CHP) plant

for more than 6000 hours. The plant’s location means it

will be providing valuable feedback

in the further development and

deployment of this engine.

WÄRTSILÄ SUPPLIED THE ENGINE

AUXILIARIES AND EMISSION CONTROL

EQUIPMENT.

[ IN DETAIL ENERGY ]


02.2010.

fuel ratio to be set for each individual cylinder. Th is ensures safe and stable combustion using minimum quantities of pilot fuel. All the combustion parameters are controlled automatically during engine operation.

Controlling emissionsTh e Wärtsilä 50DF operates on the lean burn principle: the mixture of air and gas in the cylinder has more air than is needed for complete combustion of the fuel, reducing peak temperatures and consequently NOx emissions. Effi ciency is increased and higher output is achieved.

At the Fantoni cogeneration plant, emissions are further controlled by an abatement system that involves injecting urea into the exhaust gas and using a catalyst to reduce NOx and CO levels.

Heat recovered from both the engine cooling water circuit and the engine exhaust gas is fed directly to the factory’s dryers. As the air required for drying in MDF production has to be at about 180ºC, air heated by the engine exhaust is mixed with ambient air to achieve the correct temperature. Some heat extracted from the engine exhaust gas is recovered by heating thermal oil which is then used to produce steam.

All of the electricity generated by the Wärtsilä 50DF at Osoppo is consumed within the factory. With a guaranteed value of 45% for electrical effi ciency and the utilisation of waste heat, the overall effi ciency of the power plant is 85% or more.

Benefi ts of cogeneration Reduced demand for energy at the factory as a result of the diffi cult economic conditions has meant the number of engine operating hours has been less than originally expected. Even so, its performance has been confi rmed, and compliance with the local NOx emission limit of 200 mg/Nm³ (at 5% O2) and CO limits of 170 mg/ Nm³ has easily been achieved.

“Th e effi ciency achieved is in line with expected values and emissions are well below the local authorised limits,” says Golinelli. “With the plant located just 100 km from our manufacturing facility in Italy, activities to monitor its operation, maximise effi ciency and extend intervals between maintenance have been launched – all of which will have a direct impact on the plant economics.

Commercial aspects of the Osoppo plant’s operation have also raised interest and other potential Wärtsilä customers are looking at the benefi ts off ered by cogeneration and how energy costs can be reduced.

Assessing lifecycle costs“Establishing how competitive an engine of this type used in a cogeneration application can be in the energy market will be of real help,” says Golinelli. “With current electricity prices, it looks as if these plants represent an economically feasible option. Th ey can also be cost-eff ective in a combined cycle confi guration. Economic analyses based on market prices for electricity will help us in making assessments of the lifecycle costs of such projects.”

Th e plant also represents a useful R&D resource. “Investigation of the emissions issue means we’ll know what to expect from future installations,” says Golinelli. “It’s good to have a plant just around the corner when something interesting happens. But nothing unexpected has yet occurred.”

With no major issues to work on, local Wärtsilä engineers can therefore take a moment to lie back and relax, knowing they have played their part in providing the energy that helps make their relaxation all the more enjoyable.

EFFICIENCY IS INCREASED AND HIGHER OUTPUT IS ACHIEVED.

All the combustion parameters are controlled automatically during engine operation.

All of the electricity generated by the Wärtsilä 50DF at Osoppo is consumed within the factory.


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BOOSTING EXISTING POWER PLANT EFFICIENCY AND

REDUCING EMISSIONST E X T: M A R J AT TA P I E T I L Ä P H OTO : W Ä R TS I L Ä

A leading innovator in the power plant sector, Wärtsilä developed an engine-based Feedwater Combined Cycle

(FwCC) concept several years ago. Now with market situations developing, the advantages that it off ers

customers have become more relevant than ever.

[ IN DETAIL ENERGY ]


02.2010.

Coal is by far the largest source of energy used for electricity generation. In many countries it is the only domestic fuel used for power

production and the remaining reserves are the largest of the three fossil fuels (coal, oil and gas). According to a report published by BP in 2009, proven coal reserves totalled 826,001 million tons. At present levels of consumption, estimates indicate that these reserves will last for almost 150 years. Some 40% of the power consumed in the world is produced by coal-fuelled power plants.

Th ere are many factors which strongly support the use of coal as fuel for power production. In addition to its widespread availability, prices are relatively moderate. But older coal-fi red plants are neither effi cient nor environmentally sound because of their high emissions of CO2. Technologies have been developed to reduce particulate, CO2, sulphur dioxide and NOx emissions from new coal-fi red plants, but building these new facilities is expensive and takes 5-10 years. As the demand for electrical power all over the world continues to increase, it is quite clear that existing coal-fi red power plants will continue to play an important role in global power production. Methods of improving the effi ciency of these existing plants and reducing their emissions are therefore in demand. In the quest for these, Wärtsilä has developed an effi cient FwCC solution.

Making repowering an attractive option Wärtsilä developed the Feedwater Combined Cycle concept to improve the effi ciency of existing coal-fi red power plants and reduce their environmental footprint, making repowering an existing plant to a higher overall effi ciency an attractive option and also allowing operation a long way into the future. As well as boosting the electrical effi ciency of coal-fi red plant by up to four percentage points and reducing specifi c CO2 emissions by 20%, plants repowered using FwCC have an improved ability to respond to short-term changes in the demand for power. Th is Wärtsilä solution has been selected for inclusion in the list of Best Available Technologies published by the German Federal Environmental Agency every second year.

Th e FwCC concept involves connecting a medium-speed diesel or gas engine into a power plant’s existing steam cycle. Waste heat from the engine’s exhaust gases and cooling circuits is integrated into the main steam process to support preheating of the condensate and feedwater. Th e mass fl ow of steam led through the feedwater preheaters - usually steam tapped from the turbine - is drastically reduced. As waste heat from the diesel or gas engine rather than valuable primary steam is used to carry out this preheating task, the quantity of steam available for electricity production in the power plant turbines is signifi cantly higher.

“Our solution optimises energy usage,” says Alois Tost, Sales Support Engineer, Wärtsilä in Germany. “Waste heat from diesel or gas engines is available as a by-product at diff erent temperatures. At nominal load, the electrical effi ciency of gas engine generator set is some 47%. Roughly 2% of the energy consumed is lost, mainly as radiated heat. Th e remaining 51% is essentially usable waste heat. Th e temperature of the exhaust gases is roughly 400ºC and there are engine cooling circuits which can be employed to heat water to temperatures ranging between 30ºC and more than 200ºC.”

“A typical combined cycle process utilises only two-thirds of the heat contained in the exhaust gas and only some heat from the low-temperature circuits between 35-100ºC, but our FwCC process captures almost all

“OUR SOLUTION OPTIMISES

ENERGY USAGE.”

Performance of Feedwater combined Cycle- operation principle

Thermal power plant fuel input

Total net electrical output of FwCC

Other loss of TPP

Waste heat used in FwCC

Other losses of EPPEngine power plant net electrical output

Condenser cooling loss

Net electrical output of TPP before FwCC

Engine power plant fuel input


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of the engine’s waste heat. By directing it to several diff erent condensate and feedwater preheaters, it can be utilised in the most effi cient way. Heat at basically every temperature level between 30ºC and 260ºC can be integrated into condensation power plants which utilise high feedwater temperatures,” says Tost.

Engines with proven performanceDiesel or gas engines used in the Feedwater Combined Cycle concept are usually of the medium-speed type, with rotational speeds of 500-750 rpm and shaft outputs ranging from 5 MWe to more than 22 MWe. Th ey are supplied in versions with 12, 16, 18 and 20 cylinders and have a V-type confi guration. Currently, they are equipped with turbochargers for combustion-air supercharging and intercooling before the charge air is directed into the cylinders. Engine cooling systems are divided into two separate and closed cooling-water circuits: high-temperature cooling water (HT-cooling) and low-temperature cooling water (LT-cooling).

Th e diesel or gas engines can be located in a separate building next to the power plant, or in the building that houses the existing power plant equipment. Interconnections between each engine and the power plant steam process are made on the water side. Th e engine technology has an excellent track record. Hundreds of medium-speed gas or diesel engine power plants of varying size are installed and commissioned all over the world each year.

Suitable for all fossil fi red power plants“Th e Feedwater Combined Cycle improves the effi ciency of all fossil-fuelled steam power plants that use bled steam to reach high feedwater temperatures,” says Tost. “Low condensate temperatures further

support feasibility as even low-temperature waste heat generated by the engine can be utilised. Even so, condensing power plants benefi t more from this solution than back-pressure plants.”

Th e Feedwater Combined Cycle off ers many advantages compared to the construction of an entirely new coal-fi red power plant. Th e cost of adding FwCC to an existing coal-fi red power plant is signifi cantly less than the cost of investing in new coal-fi red plant, with savings of up to 40% achievable. Compared to the building of a new gas-fi red power plant, adding the Wärtsilä FwCC solution to an existing power plant off ers savings of about 20%. Designing, manufacturing and installing the diesel or gas engine plant takes a little bit more than one year. Th e increased overall effi ciency of the resulting power plant means that the payback time on the investment is approximately 15% shorter than for a simple-cycle engine power plant. Operational downtime during the installation phase is minimal.

Huge market opportunitiesTh e market potential for the Feedwater Combined Cycle concept is immense. Nearly 70% of China’s electricity and almost 50% of the electrical power consumed in the USA is generated by coal-fi red power plants.

“With regard to tighter environmental regulations, a large number of those plants will require upgrading,” says Anders Ahnger, Sales Director, Power Plants, Wärtsilä in Finland. “In Europe, regulations in the European Union’s Emission Trading Scheme (EU ETS) concerning all power plants will come into eff ect in January 2013. Facilities whose emissions exceed their allowances have to purchase extra allowances from plants which produce less pollution. In the long term, investing in a technological upgrade is more profi table than paying for these expensive credits. For power plants in this situation, FwCC is a cost-eff ective solution.” Right now, Wärtsilä is the only company in the world off ering diesel or gas engine-driven FwCC solutions for big power plants. A tough indirect competitor is gas turbine-driven FwCC solutions. But Wärtsilä already has successful references which speak for themselves.

“For example, we delivered a three-engine solution with 8.1 MW output to the Alkmaar Plant in Th e Netherlands,” says Ahnger. “Th ese were gas-fuelled Wärtsilä 16V25SG engines. At the Pisticci Plant owned by the Ricciarelli Spa we installed two Wärtsilä 18V32 engines with an output of 12.1 MW. Th ese engines operate on bio-oil.”

Example confi guration with dual fuel-engine 18V50DF

Number of engines 8

Electricity production by main plant (coal) 400 MW

Fuel consumption of main plant (coal) 1070 MW

Electricity production by DF engines 130 MW

Fuel consumption of DF engines (natural gas)

300 MW

Additional electricity production in the steam turbine 23 MW

Additional electricity production (total) 153 MW

Overall effi ciency without FwCC 37,5%

Overall effi ciency including FwCC 40,5%

Marginal effi ciency of the added plant (engines + FwCC) 51,3%

THE ENGINE TECHNOLOGY HAS

AN EXCELLENT TRACK RECORD.


[ IN DETAIL MARINE ] 02.2010.

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The move to exploration and production activities in deeper waters is leading to larger and

stronger ships that are much more fuel effi cient and safer to operate. Wärtsilä Ship Design’s successful VS491 AHTS is at the forefront of these developments. Oil and gas reserves are becoming harder to fi nd and exploit. Drilling further out at sea and deeper into the ocean fl oor - operations at depths greater than 1000 feet (305 metres) are known as ‘deepwater’ - used to be prohibitively expensive, but higher oil prices and technological advances have made it feasible. At the end of 2006, estimates indicated that some 10% of known oil reserves, approximately 100 billion barrels, are in deepwater locations.

Support for drilling deepwater operations is provided by off shore supply vessels (OSVs). Th e power required to position and move oil and gas drilling and production platforms comes from Anchor Handling Tug Supply (AHTS) vessels. Equipped with powerful engines and winches, they can tow rigs from one location to another, position and lift anchors, and also deploy items of equipment required for oil and gas production.

Rougher conditions and longer distances“Everything, including the AHTS vessel itself, has to be bigger in deeper water,” says Tor Vestbøstad, Sales Manager, Wärtsilä Ship Design in Norway. “Items

of equipment such as anchors, chain and wire are much heavier than in normal off shore locations. Th is in turn means bigger vessels with adequate stability and more installed power. Th e VS 491 is a typical example of an optimised design which, in addition to its AHT functionality, has full underdeck capacity for items of cargo usually

handled by dedicated platform supply vessels. “As deepwater rigs are usually much further from the

shore, trips by support vessels can take half a day or even more each way,” he says. “Crewing and fuel costs make using one larger boat for such long trips a much better option than employing several smaller vessels.”

“Also, fuel consumption in this new generation of AHTS vessel is only about half that in vessels designed before higher oil prices and environmental issues became part of the agenda. While much of the current fl eet uses more than 25 tonnes/day at a speed of 12 knots, the VS 491 uses only 16 tonnes under the same conditions, even though it is a signifi cantly larger vessel. Its optimised hull form and propulsion solution is a win-win solution that reduces running costs and improves the environmental footprint.”

Equipped for multiple rolesAs well as providing anchor-handling and towing services, AHTS vessels can be equipped for fi re-fi ghting

STRONGER, SAFER, AND FAR MORE EFFICIENT

T E X T: R I C K M C A R T H U RP H OTO S : W Ä R TS I L Ä

Powerful and versatile members

of the off shore oil and gas industry, Anchor Handling

Tug Supply (AHTS) vessels come in a wide range of

shapes and sizes.

TRIPS BY SUPPORT

VESSELS CAN TAKE HALF A DAY

OR EVEN MORE EACH WAY.

[ IN DETAIL MARINE ] Twentyfour7.


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and rescue operations and oil recovery, and sometimes act as standby rescue vessels for oilfi elds in production. Th ey have to be able to operate world-wide, have suffi cient power to tow offshore structures and maintain position while securing anchors, and also, when drilling or production work is completed, have winches powerful enough to break out the anchors securing a platform to the ocean bed.

“Fire-fi ghting capabilities require the ability to pump and spray a minimum of several thousands of tons of water per hour,” says Vestbøstad. “In addition to tanks suitable for use in oil recovery operations,

specialised cranes and a large, open deck for storing and handling anchors, AHTS vessels have a large-diameter stern roller which enables anchors, chains and structures to be safely received. Multifunctional high-power winches allow

the chains and anchors to be handled in a safe and controlled manner.”

“A series of 10 vessels to the VS491 design currently being built for Siem Off shore ASA at the Kleven shipyard in Norway is designed to have a bollard pull of 280-300 tonnes,” he says. (Bollard pull is the pulling force a vessel can exert under its own propulsion, and is tested by arranging for the vessel to pull a wire fi xed to the shore and then measuring the force in the line.) “Siem Sapphire, the third in the series, was delivered in March this year and managed 301 tonnes. Just a couple of years ago the biggest anchor handlers had a bollard pull of some 200 tonnes. Th is shows how things are changing as deepwater operations become more common.”

Bollard pull is a function of engine

performance, propulsion effi ciency and hull shape. “In the Siem Sapphire, the 301 tonnes is achieved by the two 8000 kW main engines, a very good result in terms of the installed power,” says Vestbøstad. “Th e VS491 is a state-of-the-art, high-end AHTS vessel with a wider, more beamy hull, shaped to make the overall design as effi cient as possible in all its operational modes.”

Safety is high on the agendaAs well as ensuring that the hull design and the location of winching equipment allows an AHTS vessel to carry out its primary towing and anchor-handling operations safely, reducing the number of crew members required on deck is another priority.

“Dealing with a heavy anchor when the ship’s stern is facing a 5-metre sea is very dangerous,” says Vestbøstad. “In addition to other systems which promote safe operation, VS491 vessels in the Siem series feature a travelling crane equipped with robotic arms and controlled remotely from the ship’s bridge. As this crane can move up and down the whole of the aft deck, many diffi cult deck operations can be handled without exposing personnel to danger.”

Another design feature which makes a signifi cant contribution to safety and comfort on board is high-quality accommodation, equivalent to that found in good hotels. Modern facilities make it easier for shipowners to recruit good people and ensure they get proper rest between shifts.

Th e VS491 is one of those cases in which all the parties involved are happy,” says Vestbøstad. “Kleven Maritime, the shipyard building the Siem series, is making a profi t, and Siem Off shore, the company operating them, is pleased with the way they are performing. Good design always pays off .”

Unlike bulk carriers or tankers, whose hulls and propulsion systems can be optimised for long voyages at steady speeds, off shore support vessels have widely diff ering modes of operation. Sometimes they are in transit from one location to another at moderate or high speeds, and very often they are holding position using dynamic positioning (DP) technology in changing weather and sea conditions.

Diesel-electric (DE) solutions are common in the off shore market. The principle behind their operation is to split the load between diff erent engines. The aim is to keep the engines generating electrical power running at 80-90% load, the point in their operating range at which they are most fuel effi cient.

“One problem with normal DE systems is that there are electrical losses which can only be avoided by using a mechanical solution,” says Vestbøstad. “In the VS491, a so-called ‘hybrid’ propulsion solution provides most of the power for larger loads mechanically while covering lower levels of demand with what could be called a ‘boosting’ electrical DE system. It’s an intelligent way of combining the advantages of DE systems and a mechanical solution.

Flexible and effi cient power provision

DECK OPERATIONS CAN BE HANDLED WITHOUT EXPOSING PERSONNEL TO DANGER.

[ IN DETAIL MARINE ] 02.2010.


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T E X T: R I C K M C A R T H U R I L LU ST R AT I O N : I M S I N G E N I E U R G E S E L L S C H A F T G M B H , W Ä R TS I L Ä

An innovative design for a jack-up crane vessel resulting from a partnership between Wärtsilä and IMS Ingenieurgesellschaft GmbH marks

a new beginning. Governments around the world are giving concrete support to the new off shore wind industry. Th e EU has launched a EUR 4 billion initiative to subsidise off shore wind projects in Europe and plans call for ten off shore wind farms with an aggregate output of 1 GW to be built around Europe in 2010. In the USA, four off shore wind park projects off the coasts of New Jersey and Delaware with a combined output exceeding 1 GW received regulatory approval in June 2009.

Not only does wind power have the potential to achieve a signifi cant reduction in fossil fuel imports, it is also a cost-eff ective way to cut future carbon emissions. According to Pure Power, a report published by the European Wind Energy Association (EWEA) in November 2009, wind power’s contribution to new generating capacity in the EU in the last decade was exceeded only by gas.

In 2008, 8.1% of generating capacity in the EU used wind energy, a proportion forecast to increase to 24.2% by 2020 and 37.7% by 2030.

In 2008, the use of wind energy avoided the emission of 91 million tones of CO2, and in the EWEA’s reference scenario, annual emissions of CO2 avoided by using wind energy will increase to 333 million tonnes by 2020 and 599 million tones by 2030. Wind turbines deliver reductions in CO2 emissions throughout their design life of 20-25 years.

Advantages - and challengesChallenges to the erection of wind farms on land include competition for the use of space, noise and visual impacts, as well as the inevitable transportation and installation costs. Off shore wind farms avoid confl icts over space, noise and visual impact, and allow the size of the wind turbines to be increased so more power can be generated at lower unit cost. Th e better wind conditions at sea also improve the capacity factor from approximately 0.35 onshore

WHEN FORM AND FUNCTION MEET

Generating electricity from wind farms

located off shore is a rapidly developing

sector. So new, in fact, that the

equipment being used to carry

out wind turbine installations at

sea has been diverted from

other construction activities.

Tripods

Jackets

Monopiles

Hybridstructures

Tripiles

Gravity based

structures

→

Six diff erent types of wind turbine tower

foundation.

[ IN DETAIL MARINE ] Twentyfour7.


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to 0.50 or more. Turbulence and boundary layer eff ects are reduced in off shore locations, and larger rotors can be employed.

Challenges to the construction of wind farms in off shore locations include expensive foundations, costly grid connections, reduced accessibility possibly leading to lower availability and weather-dependent installation. Th e additional challenges associated with having to operate at sea mean that off shore wind farms require much closer integration of the design and construction activities.

Structures used to support wind turbines in off shore locations currently fall into three main types: monopiles, gravity and tripod and construction constraints apply to all of these. Gravity and tripod types usually require that the seabed is prepared in advance and that the installed structure is protected against scour, but as they can be manufactured on land and transported to the installation site, the extent of operations at sea is reduced. Monopiles are relatively easy to install as they are simply driven into the seabed, but large stones or areas of rock in the seabed can make this procedure diffi cult or sometimes impossible.

A major factor that has to be taken into account when constructing an off shore wind farm is the delays which occur at sea. All downtime is costly as the equipment used for wind turbine installation is often on hire. Weather-related limitations can usually only be reduced by planning installation operations in the calmer summer months when wind speeds and wave heights are more likely to be within the required safety limits, but project completion will then take signifi cantly longer.

Launching a new generationIn late 2007, Wärtsilä and IMS Ingenieur-gesellschaft GmbH, its Hamburg-based partner, began developing a new generation of off shore wind farm installation vessels. Able to operate all year round, the resulting jack-up crane vessel design is tailored to, and optimised for, installation of the next generation of off shore

wind turbines. In March 2010, RWE Innogy, the renewables arm of the utility company RWE, ordered two Wärtsilä/IMS jack-ups from the South Korean shipyard Daewoo Shipbuilding & Marine

Engineering (DSME). At fi rst glance, the Wärtsilä/IMS jack-up is

just an unattractive square metal box with legs and a crane. “Actually, it’s a cutting-edge design,” says Henning von Wedel, Senior Mechanical Engineer, Wärtsilä in Germany. “By matching the specifi ed operating requirements to the technological possibilities, it is no larger than necessary, no heavier than necessary, and also no more complicated than necessary.”

Th e design process began by defi ning some of the vessel’s crucial main particulars and its operational envelope - this was derived by surveying and analysing wind, wave, current and seabed conditions at 178 potential wind farm locations in the North Sea, the Baltic Sea and the Irish Sea. Crane capacity and dimensions were set according to the dimensions and weights of the latest generation of 6 MW off shore wind turbines.

An impressive specifi cationDiff erent ship concepts ranging from mono- and multi-hull solutions to semi-submersible concepts were evaluated. Perhaps surprisingly, the seakeeping capabilities required on site

favour a simple box shape, and fi nally, after taking building costs into account, the box-shaped jack-up design came out as the best solution by far. Th e design process continued with the basic geometry and details of the vessel’s steel structure. Individual component dimensions were decided by using fi nite element analyses of the complete vessel with legs.

“Extra attention was given to the vessel’s overall energy effi ciency, which is well above 50%,” says von Wedel. “Waste heat from both the engine exhaust gases and the water used in cooling the diesel gensets is recovered.”

Th e jack-up crane vessel’s specifi cation is impressive. Its free deck surface is almost as big as a football fi eld. Th e crane can accurately position the 500-tonne nacelle of a 6 MW off shore wind turbine at a height of 100 metres above the water surface. Th e jacking system can reliably raise 15,000 tonnes of steel - the vessel’s own weight and that of its cargo - to a height of 20 metres above the water surface in water depths of up to 45 metres. For exact positioning at the wind farm construction site, six 1,600 kW steerable thrusters enable the vessel to work independently in highly adverse wind, wave and current conditions.

“Once in operation, these new jack-up crane vessels will be able to effi ciently set up an off shore wind farm consisting of some 80 wind turbines, including their foundations, in a single season, a substantial improvement over any of the technology currently available, regardless of its origin,” says von Wedel. “Th ey can hold their position in wave heights of up to 2.5 metres, and also cope with tidal currents of up to three knots - not an uncommon occurrence in the Irish Sea. Jacked-up, they will be able to conduct installation work in wave heights of up to fi ve metres and winds of up to Force 7 on the Beaufort Scale - a moderate gale.”

“Delivery of the fi rst Wärtsilä/IMS off shore wind farm installation jack-ups is scheduled in the middle of 2011, and the second one slightly later,” he says. “From then on, the emerging off shore wind industry will fi nally have the tailored equipment it needs.”

THE EMERGING OFFSHORE WIND INDUSTRY WILL

FINALLY HAVE THE TAILORED EQUIPMENT IT

NEEDS.

Next generation wind turbine installation vessel for 4 x 6 MW wind turbines.

*Sign off


Next generation computers more on page 71

AN UNKNOWN QUANTITY

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Every ocean has its jellyfi sh, from the brightly colourful to the almost invisible. Some think their numbers are responding to pollution or overfi shing. We monitor our world, and wonder at its strangeness.

AT YOUR SERVICE | TRAVELLERS’ GEAR | HISTORY CORNER | LITTLE ENGINEER | EVENTS

sign off [ AT YOUR SERVICE ]


“Last year was quite a busy one.”

T E X T: T Y T T I H Ä M Ä L Ä I N E N P H OTO : T I M O K A U P P I L A

MURAT GEZGIN SITS in two chairs, which both teach him about customer needs: he’s Service Manager and Sales Manager at Wärtsilä Services in Turkey. Apparently he’s a very good one as he has just been given the award for Sales Manager of the Year for South Europe. The award recognises skills in managing a special challenge during the year, handling the situation and delivering results. Gezgin won the same award in 2007.Last year was quite a busy one. The biggest project lasted a whole year. A Turkish customer purchased 53 engines. He took delivery of most of them from China, but seven Wärtsilä 46 engines were sold by Wärtsilä Services in Turkey. Gezgin and his team overhauled the engines in six months.

1. HOW DID YOU BECOME SALES MANAGER OF THE YEAR?Our Regional Sales Director has told me the

reasons. Two bullets from the list made me very happy: in these rough economic conditions, my team and I increased our sales figures by 85% from the previous year. The other bullet said “appreciated by co-workers and customers alike, very co-operative”. That’s the best feedback one can get!

2. BEST LESSONS LEARNED AT WORK?We should sell what the customer needs. The best way of knowing it is by close contact, but

we also have tools for tracking what our customers need because we work closely with Power Plants and Ship Power. Also the experience I have got in my 14 years with Wärtsilä has taught me a lot about satisfying the customer.

3. BIGGEST CHALLENGES AT YOUR WORK?Right now for me personally, it is to manage to take my holiday! But the reason I enjoy my

job is the challenging targets and meeting them. I get my motivation from the working atmosphere, and I

enjoy the fact that everyday is different.

Selling whatthe customer needs

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Slated forsuccess

1.

3.2.

1) ARE DISPLAY DEVICES the next stage of the computer revolution? Cinema has gone 3-D and television is not far behind. Perhaps Apple’s iPad, released in April, will prove the catalyst on the personal computing side.

What are tablets or slates? They are bigger than smartphones but smaller than laptops. They have a single-pane capacitive touch screen from 5-11” and full multi-media capabilities. So far their capabilities are only business-lite because they lack the full processing oomph of dedicated laptops. Big players like Nokia, Google, ASUS and Samsung have late-2010 releases planned, but here are three tablets making tech waves so far.

Apple’s iPad sets the benchmark right now. It’s ergonomically and aesthetically cool, intuitive, graphics rich and apps heavy. The hardware is a 16/32/64 GB fl ash drive, a custom 1GHz A4 graphics processor, and a 9.7” screen. It off ers 3G capabilities,

e-reading, game playing, internet surfi ng and overall human / machine intimacy. So far, this is the machine to beat.

2) THE HP SLATE promises to be a serious rival. It has a capacitive multi-touch 8.9” screen, an Intel Atom Z530 1.66GHz processor, 32/64 GB fl ash drive, Wi-Fi / 3G, and a camera. Unlike Apple, which has its own operating system, it runs Windows 7 Home Premium OS. The Slate launches in June with prices similar to the iPad.

3) LASTLY, the Lenovo U1 Hybrid Smartbook also has a projected June 1st release. This is a full laptop with the Windows 7 OS, but if you remove the screen from its casing, the Lenovo Skylight OS kicks in and it turns into a multi-touch slate - hence the ‘Hybrid’ in its name. With an 11.6” HD LED display, camera and 3G, the Lenovo U1 could take tablets in a new direction.

PROVING TO BE POPULAR with business travellers since its release, the Portable Powermat is a foldable recharging system for mobile devices. Now there’s no need to carry the bulky power adaptors of each. From Blackberries to iPhones, you attach the right receiver (or the universal Powercube receiver) and place it on the Powermat. It can wirelessly charge up to three products at the same time (and also has an extra USB power port). Comes in a travel case with magnetic closure. Compact, practical and ingenious, the Portable Powermat is critically acclaimed.powermat.com

FOR THE DEDICATED, memory-hungry business traveller, a portable hard drive is an essential item, but data security will always be an issue. The clever Lenovo Thinkpad USB Portable Secure HD has the answer, a numeric keypad built right into the shell. The wrong password code locks the data tight. 160GB capacity. lenovo.com

FINALLY, IT’S SUMMER and you’re at the beach, pool or gym after that stuff y business meeting. But, where to safely keep the hotel keys, credit cards and cash? Reef Stash Sandals double as a secret safe, with a small tray in the sole to secure personal items. An unusual hybrid for the footloose.


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SHIP DESIGN IN BYGONE DAYS

TE

XT

: D

AN

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ER“THE COSMOS is all that is or ever was or ever will

be. Our feeblest contemplations of the Cosmos stir us - there is a tingling in the spine, a catch in the voice, a faint sensation of a distant memory, as if we are falling from a great height. We know we are approaching the greatest of mysteries.”

So wrote Carl Sagan (see opposite) in his beautiful introduction to Cosmos (1980), the award-winning, best-selling science book.

For imaginative young budding cosmologists, what better way could begin a lifelong fascination with the great beyond than the Space Exploration Kit. A veritable feast of experiments related to space science beckon in this comprehensive primer to the essential basics of physics, chemistry and mathematics.

Th ere are 22 experiments, covering a diverse range of fascinating cosmological phenomena. Th e kit is aimed at ages 8 and up, and comes with a 32-page book to guide our pre-teen star children through their personal exploration of space.

Th e kit can be used to build a rudimentary telescope and star map to investigate the stars and

constellations, to assemble a working model of our own solar system, and to learn about rocket propulsion, with the chance to launch three rockets powered by balloons or chemicals.

Other projects reveal how sundials and solar collectors work, how the Earth’s rotation creates the diurnal changes, and how its axis rotation leads to seasonal change. Th en fi nd out how meteorites formed the craters on the moon and make a moon fl ipbook and calendar.

Want to recreate lunar and solar eclipses? Check. Learn how the universe is expanding and about falling stars? Check. Swing a moon sling? Check.

Comprising beakers, lenses, balloons, a constellation sheet, a rocket and launch pad and more besides, with lively adult supervision, the Space Exploration Kit is ... simply out of this world. Dr Sagan would thoroughly approve.

*NB. Parental guidance required. Small parts represent a potential choking hazard.

thamesandkosmos.com

It used to be that when you wanted to design a ship, you had to pull out your ink pen

and some tracing paper. Those days are long gone.

“Back in the 1970s, everything was done by hand, even

the few three-dimensional drawings we made,” notes

Trygve Eiken, Senior Manager, Project Department,

Wärtsilä Ship Design in Norway.

Once the 3D viewpoint was

chosen, designers could not change it without doing the

drawing over again. “Stability calculations were also a big job, as we needed a manual

planimeter to fi gure out areas and volumes. The lines were

handled on the lofting, and we made wooden templates

for bending frames and plate folding.”

Computer-aided programmes have moved the speed of

design light-years ahead. But Eiken still has a warm spot for

a bygone era.

“I miss that projects had time to ripen. We used to

ask each other for diff erent curved rulers (we had even

nicknames for the curved rulers) and for the weights we

used on the fl exible rulers.” Nowadays, these things gather dust on the shelf.

Text: Satu Jussila

BEYOND

[ HISTORY CORNER | LITTLE ENGINEER’S PAGE ]

this pale blue dot ...

[ ONCE UPON A TIME ]


Revered cosmologist, astrophysicist and great

populariser of the complex wonders of the universe, Carl Sagan (1934-1996) is also forever

linked with the Search for Extra-Terrestrial Intelligence (SETI). ¶ Dr Sagan was the bestselling author of the novel

Contact, award-winning science books, more than 600 scientific papers and the timeless book and TV documentary series, Cosmos.

From the 1950’s until his death, he also worked as an adviser to NASA. His work on two interstellar time capsules, Pioneer and Voyager, is arguably

what he is best remembered for. ¶ Launched in 1972 and 1973, the Pioneer 10 & 11 planetary probes are unique in earth’s history. They are the first human

constructions to leave our solar system and both are now heading towards nearby stars. Pioneer 10 will arrive at Aldebaran in about 2 million years, and Pioneer 11 the

constellation of Aquila in some 4 million years. ¶ The probes carry messages from the human race, conceived and created in just 3 weeks by Sagan and Frank Drake, both SETI

pioneers. The messages are gold-anodized aluminium plaques that identify the launch date, planetary origin and other visual data meant to be obvious to the extraterrestrially intelligent. ¶ The plaques’ sequel was considerably more ambitious in scope. ‘Humanity’s Golden Record’ was attached to the Voyager 1 & 2 space probes in 1977. The 12-inch (30 cm) gold-plated copper phonograph and visually complex cover was a detailed attempt to encapsulate the essence of planet Earth. Sagan chaired the NASA committee that created it. ¶ The recording is designed to play at 16.66 revolutions per minute and was embedded with 115 images, including earth, animals, humans, mathematical units and DNA structure encoded in analogue form. The remainder is audio, including a 90-minute sample of world music, spoken greetings in 55 languages and a selection of earth’s natural sounds from wind and thunder to the songs of birds and whales. ¶ It was encased in a protective aluminium jacket with a cartridge and needle and symbolic instructions for use. An ultra-pure sample of the isotope uranium-238 was electroplated on the cover. With a half-life of 4.51 billion years, it was to provide a means of determining the age of the probes in the far distant future. ¶ There was also a remnant of Sagan’s Pioneer plaque design: a diagram defining the location of our sun, using 14 pulsars of

known directions from our sun and a binary code denoting the frequency of the pulses. ¶ With Carl Sagan’s far-sighted vision, our message in a bottle

is now on an eternal journey on the Voyager probes. An inscribed message from then-U.S President Jimmy Carter sums it thus:

“This is a present from a small, distant world, a token of our sounds, our science, our images, our thoughts and our

feelings. We are attempting to survive our time so we may live into yours.”

T E X T: D A N R I D E R

I L L U S T R AT I O N : V I L L E T I E T Ä V Ä I N E N InterstellarAdvertising

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Wärtsilä Power Plants was represented for the

second time at the Russia Power exhibition in

Moscow on 24-26 March. The event had over

140 exhibitors and over 5000 attendees.

This year the exhibition was targeted at

new Russian generating companies. Visitors

indicated that the Russian economic situation

has stabilised after the crisis and the

companies are again implementing new power

acquisition programmes.

QUOTES:

“For Wärtsilä it is important to be visible on the Russian energy market

and support the existing customer relationships and create awareness

of our product portfolio.”

Harry Lindroos SALES DIRECTOR, EUROPE EAST

Wärtsilä Power Plants

T E X T A N D P H OTO S : M A I J A L Ä Ä P E R I

Power 2010Russia

Photoquiz answerDubai in the United Arab Emirates has the largest shopping mall, the tallest building and also the sixth busiest international airport in the world.

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MIAMI’S SUNNY SHORES greeted visitors at this year’s Seatrade Cruise Shipping Convention, held on 16–18 March.

“Wärtsilä has participated in Seatrade for close to 20 years. Cruise is one of our focus areas, and this is the cruise show to be seen at,” commented Carl-Henrik Björk, Vice President, Special Vessels.

This year the word on everyone’s lips was emissions as the industry pondered the impact of new legislation in the years ahead. The positive booking trends for all cruise vessel segments were another hot topic.

BJÖRK FEELS that the future is bright. “Very few people have experienced cruise holidays, and the potential is huge. It’s not only because of demographics, as more people in Western cultures reach the age that is the traditional customer-base. In fact, we are seeing a trend towards younger people in both Europe and Asia going on cruise holidays.”

This shift to a broader market potential is certainly welcome news for the industry. And, as Björk noted, a cruise vacation provides a good deal for the traveller.

“Cruises compete with other kinds of vacations and actually give more value for the money. A weekly cruise with everything included costs about the same as a low-cost vacation.”

WÄRTSILÄ PROFILED itself as a ‘solutions provider’ for the Seatrade Miami event. “With our extensive product portfolio, we are seen as the one-stop shop even for complex machinery solutions,” says Björk.

Wärtsilä’s key messages were its solutions for cruising on gas (LNG) and its abatement technologies to mitigate emissions from engine exhaust. For Seatrade, which saw about 5,000 visitors and 217 members of the international press, visibility for the booth was key.

“By being an early bird, we secured a good spot. Also, the stand had prominent design and colouring, and gave just the right image of a high-tech company.”

“Cruise is one of our focus areas.”

T E X T: S AT U J U S S I L A P H OTO S : M I C H E L L E R O M E R O

ALL SEA AND SUNSHINE

WIND POWER THAT WORKS, EVEN WITHOUT WIND.

We complement alternative energy sources so that you’ll never be without

power. This is just one example of how Wärtsilä solutions are good for both

business and nature on land and at sea. Read more about what we can do for

you and the environment at wartsila.com.

WÄ

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Wärtsilä Stakeholder MagazineTwentyfour7.

90°W 45°W 0°

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45°E 90°E 135°E

“The expanded Panama Canal will dramatically reshape ship classes,

trade routes and portes.”MORE ON PAGE 40

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WWW.WARTSILA.COM

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