Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands

SUPPORTING THE ENERGY EFFICIENT SHIP DESIGN PROCESS WITH ENERGY FLOW
SIMULATIONS: CASE EFFICIENT COOLING WATER SYSTEM
M Elg,Deltamarin Ltd. and VTT Ltd., Finland
M Kuosa, K Tammi, Aalto University, Finland
P Mkipeska,Deltamarin Ltd., Finland
A Kinnunen and P Rahkola, VTT Ltd., Finland

SUMMARY

The ship energy flow simulator, developed originally by Deltamarin, ABB and VTT, was utilized for evaluating the
potential in the cargo ship fresh cooling water system, considering the individual requirements from the various components
in the cooling system. With the tool, the main topology for an efficient cooling water system could be demonstrated. The
system consists of a balanced ring network with an optimal set-up of pumps and heat exchangers that were dimensioned for
both minimizing the building cost and performing best at the average operation conditions, instead of the extreme design
conditions. The cooling system is controlled by varying both flow rate to components and return temperature to the central
cooler according to the operation profile. This new design method can efficiently support the ship design work already at the
crucial concept development phase, where the main decisions regarding ship energy efficiency are made.

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NOMENCLATURE Improving hydrodynamic performance is, naturally, still

one of the most important areas of development for ships.
[Symbol] [Definition] [(Unit)] Nevertheless, the current and future environmental
AC Air conditioning regulations regarding ship emissions and relatively high
AE Auxiliary engine fuel prices have increased the importance of solutions and
CAC Charge air cooler design methods for efficient machinery.
CC Central cooler In cargo ships, slow speed two-stroke diesel engines are
GT Gross tonnage the most common prime movers. Even though these
HT-water High temperature cooling water engines are currently very fuel efficient and the amount
LO Lubrication oil and thermodynamic quality of the engine waste heat is
LT-waterLow temperature cooling water relatively low, various waste heat recovery (WHR)
P Pressure (bar) methodologies and improvements have been studied,
P Power (kW) lately, that can be applied to two-stroke marine engines
SW Sea water also. For instance, various heat exchanger designs were
WHR Waste heat recovery reviewed in [2] for increasing the diesel exhaust waste heat
recovery. Furthermore, [3]summarized the main aspects
1. INTRODUCTION regarding efficient WHR from two-stroke engines and
presented methodology and a case study for a feasibility
The traditional cargo ship types, such as bulk carriers, analysis of the installation of a WHR system on a
tankers and container ships cover over 80% of the total vessel.The results suggested that 5% - 15% fuel savings
gross tonnage (GT) and over 60% of the total installed can be gained, realistically, with an efficient WHR system
power in the world wide ship fleet, considering ships in design. Also, studies regarding container ship WHR
size over 100 GT [1]. Therefore, if we want to make an solutions in [4] and [5] show similar results.
impact in energy efficiency of shipping, these ship types Commercially the waste heat recovery solutions are best
should be studied carefully. available and economically feasible for the larger vessels,
Regarding ship design methods, the challenge is to not such as ships where the main engine installed power is
only recognize the potential targets for development but above 20MW, but also new small scale solutions are
also to model the solutions up to a level where the increasingly developed and introduced to markets.
principal solution can be demonstrated and thereby Nevertheless, in ship machinery there are also other
verified. For majority of energy efficient solutions, this interesting targets for development that would seem to
modelling should be done already in the conceptual and have a large potential for improvement and that could be
ship project development phase, prior to signing the ship applied to a wide range of ships.In [6] the main auxiliary
contract including the ship specification. Considering these machinery for cooling the engines was studied, and this
items in the ship specification ensures that all parties in the area was recognized as one of the most potential saving
ship development after this (ship designer, builder and targts in a cargo ship, after the optimized hull form and
owner) are committed in developing the solution further in machinery concept. The key components in this system are
the detail design phase. the low temperature (LT) water circulating pumps, the

2015: The Royal Institution of Naval Architects

 Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands
central cooler heat exchanger and the sea water cooling
pumps. Sea water cools down the LT-water that is
circulated through various heat exchangers in the ship
machinery and other systems. In the current systems there
is a temperature-controlled by-pass line on the LT-side so
that a part of the water can be circulated past the central
cooler. The LT-water is also utilized for cooling down the
high temperature (HT) water in the main engine. Figure 1
below illustrates the main components in a cargo ship
cooling water circuit.
Figure 1: The main components in a cargo ship cooling
water system.
The energy saving possibilities in this system emerge from
the possibility to control the flow with variable-speed
pumps in both LT- and sea watercircuits for minimizing the
flow through the central cooler by-pass line and for
maximizing the fluid temperature differences over the
central cooler.This general saving potential can be
demonstrated with simple energy balance calculations.
Assuming that the temperature differences over the central
cooler on both sides can be increased, the preliminary
estimations for the theoretical saving potential resulted in
over 4% yearly fuel saving in ISO conditions on an
average route [6]. Practically, however, evaluating the true
energy saving potential in this system is difficult, as the
LT-water cooling system affects strongly in many of the
key components in the ship machinery.
This topic was studied briefly by Elg et al. with a ship
energy flow simulation tool [7]. One of the interesting
findings was that once the main engine efficiency was
enhanced by lowering the temperature of the LT-water, the
possibilities for lowering the speed of the sea water (SW)
cooling pump are restricted. This phenomenon is,
therefore, important to be included in the models for
studying the improvement potential in the ship cooling
water systems.
The purpose of this study was to create a simplified model
containing the main characteristics of the cooling water
system, for presenting solutions that improve the ship
energy efficiency. Therefore, the ship energy flow
simulation platform that was earlier created for
B.Deltabulk carrier vessel [7] was extended further for the
purpose.
2. CASE DESCRIPTION
2.1 INPUT DATA
A bulk carrier vessel, B.Delta 37 was used as a case shipin
this study. The machinery of the case ship consists of one
slow speed diesel main engine, sized 6050kW, for
producing the necessary propulsion power for the ship with
directly coupled fixed speed propeller. The electricity for
the ship auxiliaries and other processes is produced by
three medium speed diesel auxiliary generator engines,
740kW each.
The energy balance calculation for the case ship [6] was
utilized for the study as initial data. This data consists of
the average estimated operational profile of this ship type,
the propulsion power requirements for the various load
conditions, as well as the average electricity and heat
requirements for the ship processes and the ship machinery
parameters. Furthermore, this data together with the engine
operational data from the engine manufacturer [8,9] was
used as an input to the calculation in the ship energy flow
simulation environment.
For simplicity, the calculations and the case study were
made in ISO ambient reference operational conditions
[10]. In practice this was considered for the engine
parameters, such as the charge air coolant temperature and
turbocharger air intake temperature of 25C.Table 1
presents the main operational values used in the study for
the ship cooling water system, where each row describes
an operational situation or dimensioning conditions. The
first column shows the operation hours at the various
operational modes, and the following columns include the
average heat power from each main component in the
cooling system that is studied. The last column summarizes
the total amount of heat from the cooling system that is
cooled by sea water at the central cooler. The first row
describes the dimensioning, thus, tropical conditions that
are the basis for dimensioning the equipment in the cooling
circuit and the second row shows, for reference, the
cooling system values for full load on main engine. The
main engine load has, thus, a large impact to the entire
cooling system.
According to the operational profile, the main engine load
varies between 40% and 75% at sea. In port, only the
auxiliary engines are utilized.
The sea water and LT-water pump capacities were based on
reference design values of the case ship, and the
dimensioning is based on the design conditions with
almost 100% load on all equipment, adding still some
fouling margin on top of this.
2015: The Royal Institution of Naval Architects
Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands

Table 1: The main operational values of the case ship

cooling system, including the yearly operation hours and
the amount of cooling power required by the cooling
system components, in kW

F
igure 2: The principal topology of the low temperature
cooling water system

The main dimensions for the LT-cooling system pipes are

2.2 MODEL CONFIGURATION
2.2 (a) Model topology and initial values
The existing platform for the simulation model input data
was used [7], but some additional information related to
the LT-cooling system piping was added, as well as the
piping model was built in Simscape, using mostly the
Thermal liquid domain. Since the sea water cooling pump
has only one connection point to the fresh water cooling
system, there was not a clear requirement for modelling the
piping in the sea water system as a part of this conceptual
study. However, due to the various components with
individual requirements for the flow quality, the fresh
water cooling circuit model required a more detailed model
that would cover the piping also. The LT-water piping was
modelled by choosing certain main pipe lines and heat
producers in the study. Figure 2illustrates the main
topology of the LT cooling water circuit, including the pipe
numbers, as it was modelled in Simscape. The pipes
included in the model were the common return pipe, the
bypass pipe and the common pipe after the pump,
dimensioned for the total LT-water flow. The individual
pipes for each main heat producer, illustrated in the Figure
2 were considered to be located completely parallel to each
other.
For being able to adjust the flow correctly for each
component, throttle valves were included in front of each
component in the cooling system.
presented in Table 2 below. These dimensions were based
on ship reference material but they are not exact, since the
model is a simplification of the full-scale system.The first
column connects the pipe number to the piping presented
in Figure 2, and the second and third columns present the
pipe diameter both as DN-units and also in SI-units. Pipe
thickness is required for calculating the cross sectional area
in each pipe. Even though the actual arrangement of the
pipes is even more complex, the system main
characteristics could be studied with this limited model.
Table 2: Initial values for the LT-cooling water system
pipes
2.2 (b) Case calculation setup and limitations
By utilizing the main dimensions of the LT-cooling system
pipes, presented in Table 2, the cooling water system was
modelled in Simscape. A design flow for each consumer
was specified in the reference design data of the ship, and
the flow for each branch in the simulation model was
calibrated with throttling valve components for full LT-
water flow.As a difference from real operation, it was
assumed that the central cooler by-pass line could be
controlled so that the flow through it could be close to
zero. In reality, the flow through this line might be at
minimum 10% of the total LT-flow.
The current recommendation from engine manufacturer is
that the LT-circuit temperature should be kept as low as
possible, although above 10C,which results in better fuel

2015: The Royal Institution of Naval Architects

 Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands

efficiency for main engine [11].Therefore, for maximizing

the global efficiency, the temperature of the LT-water after
the central cooler, the setpoint temperature, was set to be
only 4C above sea water temperature, as recommended by
the engine manufacturer [11]. This was the main parameter
for the central cooler, regarding heat exchange efficiency.
For this study, the sea water temperature was assumed to
Figure 3: LT pump pressure
be in an average temperature of 21C.
As one purpose of the study was also to look at the
Table 3: Average pressure differences over LT-system
component dimensioning on a rough level, the pump
components (bar)
configuration for the LT and sea water pumps was
considered in a way that a minimum flow limit for a single
pump was set to 50% of the nominal flow. Since these
main pumps always have stand by units, in case of
malfunction in single pump, the minimum configuration of
these pumps would be two sea water pumps and two LT-
water pumps, dimensioned for maximum flow.
The pumping power required for the pumps was estimated
by using a generic equation (1):

m
p
P= (1)
where is the density of the fluid and 0 < < 1 denotes
the efficiency of the pump. In this study, a constant value
of 0.6 was assumed for both LT-water and sea water
cooling pumps for describing the total efficiency of the
pump, including motor losses. p is the pressure difference
required for the pump, and this value depends on the total
system design. For the preliminary calculations in the
study, the reference values from the case vessel design
material were used to describe the pressure loss in the LT-
water and sea water pumps. The design pressure loss for
the LT-water pump was 3bar and for the sea water pump
2,5bar, and they are mainly based on the requirements for
the main engine.
Further limitations for the parameters in the model were a
maximum temperature of46C for the sea water after
central cooler. Following this limit, the maximum
temperature of the LT-water was set to 50C. These
limitations are based on recommendations from heat
exchanger manufacturer regarding the sea water and
reference design data for the processes.
2.2 (c) Initial results and findings
The pressure in the LT-water system was set to 4bar and
the pressure lift of the LT-pump varied mostly between
2,2-3 bar, as a function of the utilization of the central
cooler by-pass line. Figure 3 presents the pressure of the
LT-water both at the inlet and outlet of the LT-pump.Table
3 presents the average drop in pressure over the cooling
system heat exchangers.
Table 3 shows that in the current modelthe cooling water
system pipes and thethrottling valves create often the
largest pressure differences.
2.3 SAVING CASE
2.3 (a) Pump control principles and possible piping
configurations
Energy saving possibilities in the ship cooling water
system, after considering the global effects of LT-water
settings, are related to minimizing the pump electricity
consumption. This can be affected by aiming for a
balanced piping solution that includes minimal pressure
losses in the system and lowering the cooling pump speed
where possible with frequency converters. On the sea
water side, aiming for maximizing the temperature
difference of the sea water over the central cooler results to
lowered speed of the pumps. In the traditional cooling
system designs, the temperature of the LT-water is kept
constant at all operational conditions, and this set up
allows altering the sea water pump speed quite freely
outside the dimensioning, namely tropical conditions, and
the savings are considerable in cooler operational
conditions, since there is always a relatively large
temperature difference between sea water and LT-water.
However, if the temperature difference between sea water
and LT-water is very small constantly for maximizing
engine performance, as described in section 2.1 Input data,
the possibilities for lowering sea water pump rpm are
restricted. In this case,and with full speed of the pump on
the LT-water side, the possibilities to lower rpm on the sea
water pump are mainly related to minimizing the flow
through LT-water by-pass line over the central cooler.

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Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands
For further savings, also the LT-pump should be controlled.
The actual control can be based on certain temperature
settings or the control can be based on maintaining the
desired pressure in the system and isolating a part of the
system components with automatic or manual on/off
control valves. Also, the flow through components can be
minimized by allowing larger temperature lift over the
components.
Regarding the piping, it is clear that the current topology of
the LT-water system pipes requires throttling of the flow
for the system components that are closest to the LT-
pump. This creates unnecessary pressure losses in the
system, resulting in higher pumping costs, eventually.
In land-based district heating systems similar challenges
are faced, since the topology of the local district heating
networks, consisting of several different sized buildings, is
very similar to the LT-cooling circuit arrangement,
presented in Figure 2. A new topology for the district
heating system piping, based on a ring network concept,
and control method to the pump, based on controlling both
the temperatures and flow rates was presented in [12].
The concept of ring network connection could also be
applied to the LT-water circuit in a ship, and Figure 4
below illustrates this principle. The major difference in
Figure 2 and Figure 4 is mainly that the length of the pipes
from the LT-pump and the central cooler are equal for each
component. This way the piping network is naturally
balanced and, theoretically, the throttle valves would not
be required, or their role would be considerably smaller. In
reality, without individual control of flow to the cooling
system components, the throttling valves are still required,
although the amount of throttling required is smaller than
in the current system. This is due to different sizes in the
pipes and variating pressure losses over the components.
Figure 4: Ringnet basic concept.
However, it should be considered that the flow through
charge air cooler should be kept constant, and some other
equipment in the system requires full LT-water flow.
Therefore, also combinations of the traditional system and
ring net could be created. In this case, the number of
pumps is increased in the system. A possible set-up of this
is presented in Figure 5. There all
2015: The Royal Institution of Naval Architects
Figure 5: Possible concept of a cooling circuit where both
constant flow and variable flow control is applied
2.3 (b) Simulated cases
First, the concept of ring network was considered in the
piping. In practice this could be considered in the model in
a way that the total pipe length would be changed to be
similar for all pairs of pipes, presented in Figure 2,
according to the longest distance. However, since some of
the LT-system components require full flow at all
situations, as described earlier, the ring network was not
applied to the total system. Further, the alternative
arrangement of the LT-system was modelled as Figure 5
presents. Based on the recommendations from the engine
manufacturer, also the Lube oil cooler and HT-water cooler
were placed parallel in the new system, instead of the
original set up of them being placed in series. This results
in increased maximum flow of the LT-water but, on the
other hand, the flow of LT-water can be controlled in this
system.
For evaluating the most efficient solutions, following
simulations were made as listed below:
1. Base line: This case included the model of the
original system, as presented in Figure 2 for
determining the sea water and LT-water pump
consumption in the case of no flow control, with
the original piping.
2. SW pump control: Original piping was
assumed and full flow was included in the LT-
system, but the sea water pump speed was
controlled based on maintaining the desired LT-
water setpointtemperature and minimizing the
utilization of theLT-by-pass line.
3. SW and LT-pump control: This model included
also LT-pump control by applying the partial
ringnet concept, presented in Figure 5, for the
consumers that can have variable flow through
and constant flow through certain consumers.
Further, the third case was divided into two
different simulations for evaluating the suitable
size and set up of the pumps. The requirements
for system redundancy result in always adding
one stand-by pump for each set of pumps, which
should be considered in the feasibility analysis of
the system.
o 3.a: minimum flow of 25% was assumed
for the controlled LT-pump, which would
 Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands

require from the actual system set consumption this would be over 200t/a, if producing the
upthree pumps that could each be ship electricity with auxiliary engines.
dimensioned according to 50% of the
total flow required in the partial LT- Table 4: Results of simulation. The description min. flow
cooling system. For the sea water pump a referes to the lowest limit where the flow can be reduced in
calculational minimum flow of 10% was the pump in question. The results are presented as energy
assumed, for exploring the possibilities consumption for the individual pumps, in kWh and the fuel
to reduce flow in the case study consumption due to the pumping is evaluated in the last
conditions. Also this would require column, in t/a.
several pump units in the actual
instalment. Regarding the LT-pump that
was named as constant speed pump in
Figure 5, also this pump set up was
assumed to be realized as a configuration
that could actually consist of two larger
pumps for operation at sea and one
harbour pump. This enables smaller flow
in the system when main engine is not
operated.
o 3.b: This case was otherwise similar to
3.a, but the minimum flow limit for the
speed controlled LT-water and SW-
pumps were, respectively, 50% for the
LT-pump and 25% for the SW-pump.
This set up would enable lower number
of installed pumps.

Even though the simulation results included, in addition to

the water flow through system components, also the
change in pressure in the system, the pump saving
calculations were realized based on the affinity laws [13].
According to affinity laws, the pressure difference (or
pump head) is proportional to the square of the flow rate
and the pumping power is proportional to the cube of the
mass flow rate,

2 Once the ring network principles were applied to the

p m

=
p0 m ( )
0
3
(2) partial ring network concept, illustrated in Figure 5, the
piping length addition was approximately 20% of the total
P m
piping length.
=
P0 m ( )
0 (3) The pressure lift of the LT-pump is presented in Table 4.
This number is not used in the calculation of pump power,
but the dimensioning values, presented in section 2.2 (b)
where subscripts 0 refer to design point. Case calculation setup and limitations were used,
In cases 3.a and 3.b it was assumed that the pump total for simplicity. Nevertheless, the results indicate that the
efficiency is lower than in the original system, since there pressure losses in the new system are considerably lower,
would be a larger number of units, and usually the even if no exact calculations should be done based of them,
efficiency is lower for smaller pumps, compared to the since the piping model that was used in the study is not
existing system. covering the entire system.
For estimating the fuel saving, a constant number for ship Figure 6 illustrates the temperatures of the water flows in
auxiliary engine specific fuel oil consumption was utilized and out of the central cooler with case 3.b. Also the mass
in the calculations. flow for all of the pumps is presented in Figure 6. We can
see that actually the flow of the LT-pump that has rpm
3. RESULTS OF MODELLING control is constantly at the lowest limit. Further, the
constant speed LT-pump has variation in flow that is
Table 4 presents the results of simulation according to the caused by the fact that the flow is divided for harbour
cases 1 - 3 presented in the section 2.3 (b) Simulated pump and a larger pump serving also the main engine,
cases.In the original set up of constant flow pumps the once the main engine is running. This function is still
yearly electricity consumption of the SW and LT-pumps modelled as one pump in the simulation platform.
together was over 500MWh/a. In terms of fuel

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Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands
Figure 6: Temperatures over central cooler and mass flow
of the sea water and both LT pumps in case 3b
4. DISCUSSION
For creating a good conceptual design of a ship that aims
for producing the necessary material for a ship contract,
the parameters that have relatively big impact on ship
efficiency or price should be mentioned in the ship
specification. The developed tools and methods described
in the paper aim for supporting this ship design phase.
The results in the previous chapter show that by controlling
only the sea water pump, the saving possibilities are
limited in the system, but once LT-water flow is controlled,
the total pump consumption can be minimized.
Regarding system costs, the number of pumps required
would be smallest in the Base line case 1. in Table 4 with
the current set up consisting of two sea water pumps and
three LT-water pumps. Case 2 would not necessarily
increase the number of pumps but would require the
control of the sea water pump. Cases 3.1 and 3.b would
require both changes to the piping and additional pumps
with the related control systems. If the LT-pumps in both
cases 3.a and 3.b could share a common LT-stand by unit,
the minimum number for pumps in case 3.a would be 7-9
pieces in total. In case 3.b the total number of pumps
would be 6-7.
Even if the goal of piping design is always to aim for
minimum pressure losses in the system, the current LT-
water system requires heavy throttling of flow in majority
of the most important pipes. Piping system design is a part
of the ship basic or detail design phase, and with the
simplified piping model used in this study, the exact
benefits of the ring network concept utilization cannot be
proven. Nevertheless, the partial ring network application,
together with LT-flow control enabled lowering the amount
of throttling in the system and this could be an interesting
concept to be studied further with full-scale model of the
piping.
Even though the exact costs of the systems are not
evaluated in this study, enabling minimum flow for the
pumps with the set up 3.a does not seem to result in
considerably larger fuel savings. Therefore, the last
2015: The Royal Institution of Naval Architects
alternative, 3.b could be recommended as a preliminary
solution that could be introduced in the ship design
material in the current case.
The results of this study and the models created could be
easily extended to various targets. For instance,measured
data from ship automation system can be used as input for
the ship energy flow simulator and the dynamic behaviour
of the components could be studiedin real operational
situations. Also, the generated models and methods could
be applied for existing ships and the retrofit potential of
flow control to the existing system could be
evaluated.Since the input to the model is complicated, the
created simulation model is useful for visualizing, studying
and understanding the phenomenon. Other interesting
extensions to this study could be performing a detailed
techno-economic evaluation of the LT-system components
with the old and new set ups.
Additional aspect is also that the results of the saving
calculations of this study are very preliminary. The savings
could be also larger with a more exact model of the piping
and including the pressure losses from the model in the
pump consumption figures. Furthermore, the actual control
of the pumps should be designed, including the internal
hierarchy of the units. Another detail study related to the
further possibilities of the simulation model development
would be to study the sensitivities between the control of
the LT-pump and sea water pump and also to study the
optimal set point temperature for LT-water in various
environmental conditions.
5. CONCLUSIONS
This study presented a method for evaluating the saving
potential of a new, efficient cooling water system in a bulk
carrier, consisting of the sea water cooling circuit and fresh
water cooling circuit. The result was a concept that
combined the main characteristics of a balanced ring
network for the fresh water system piping to flow control
on both sides of the central cooler
The studied case was limited to ISO conditions, but
various other operational profiles could be studied with the
used methodology in a quick manner.
The study revealed, for instance, that with a low setpoint
temperature for the LT-water, the possibilities for lowering
the sea water pump speed are limited. Furthermore,
reducing LT-water flow can also enhance the possibility to
lower the speed on the sea water pump.
LT-pump control requires careful design of piping for
enabling the flow reductions. On the other hand, some
consumers will require full flow, so the system should be
separated into constant flow and variable flow systems, if
the full potential of lowering LT-pump speed based on
larger temperature difference over the central cooler.
Regarding the ring network principles, the conclusions
based on this study are that the balanced network
principles would seem to result in lower pressure losses
and could be considered in the LT-piping as a partial
solution, for the system parts that require flow control.
However, the system should be dimensioned and modelled
 Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands
at detail level for being able to evaluate the full potential of
the system.
6. ACKNOWLEDGEMENTS
This study was made as a part of the project SET (Ship
Energy Efficiency Technologies) funded by the Tekes (the
Finnish Funding Agency for Technology and Innovation)
Arctic Seas programme. Tekes, as well as all the parties
involved in the SET project are gratefully acknowledged.
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Elsevier
8. AUTHORS BIOGRAPHY
Mia Elg holds the current position of Development
Manager, regarding energy and environmental efficiency at
Deltamarin. She is also a part-time research scientist at
VTT and commits her PhD-studies at the Aalto University.
During the past years, her main tasks at Deltamarin have
included, for instance, various energy balance analysis,
feasibility and R&D studies for adapting new energy
saving or emission reduction technologies in ships and
offshore vessels. She has also conducted audits and
-trainings, related to fuel saving, energy efficiency or ship
process optimization for different ship owners. Mia's
current work both at Deltamarin and VTT is mainly related
to a joint development project together with other
companies and research institutes for improving ship
energy efficiency, for example with simulation assisted
ship design.
Maunu Kuosaholds the current position of project
researcher at Aalto University. He is responsible for
research projects and teaching. His previous experience
includes, for example,heat transfer and district heating.
Kari Tammiworks as an Assoc. Prof. in design of
mechatronic machines at the Aalto University, Finland. His
research interests include powertrain, power transmission,
and energy efficiency research. The applications vary from
electrical motor, electrical vehicles to ship power systems.
He has earlier worked for VTT Technical Research
Centre of Finland, North Carolina State University, USA,
and CERN European Laboratory for Particle Physics,
Switzerland.
Panu Mkipeskahas the current position of Senior
Machinery Engineer at Deltamarin Concept Department,
responsible for ship concepts machinery specifications and
development in machinery sector. His major previous
experience is from different positions at Finnish shipyards
during 23 years + 9 years at Deltamarin Concept
Department.
Aki Kinnunenworks as a Senior Scientist at VTT
Technical Research Centre of Finland Ltd.He is
responsible for full scale measurements, system simulation
and marine propulsion ice load simulation at VTT. His
2015: The Royal Institution of Naval Architects
Energy Efficient Ships, 4th November 2015, Rotterdam, The Netherlands

previous experience includes working in shipyard and in
pulp&paper industry.
Pekka Rahkolaworks as a Senior Scientist at VTT
Technical Research Centre of Finland Ltd.He is
responsible for modelling and simulation of dynamic
machine systems. His previous experience includes
dynamic energy system simulations of ships and vehicles.

2015: The Royal Institution of Naval Architects