PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL

Transcription

1 PRESS RELEASE The technical papers and discussions around the Ultra Large Container Carriers have so far been based on extrapolation of the post PANAMAX Container Carriers, hence the number of uncertainties and unknowns have grown exponential. To reduce the guesswork Bureau Veritas therefore decided to have a professionally developed conceptional design made, to be used as the foundation for future engineering and Rule development work. Close to 600 engineering hours have been spent by Knud E. Hansen A/S only on this conceptional design. Statements in the press such as: The twin-screw approach is the easier solution but capital costs and running costs increase significantly, is not only an over-simplification, but also indicates little understanding for the facts of life and the complexities involved. 12,500 TEU Ultra Large Container Vessel When the classification society Bureau Veritas contracted with Knud E. Hansen A/S of Denmark, to draw up a design of an Ultra Large Container Carrier, it was the first time, to our knowledge, that a conceptional design of such a large and complex ship has been made outside the big shipyards. With the exception of the number of containers, the speed and not to exceed Suez-max dimensions, all other variables had to be fixed by the Designer. Figure 1. Side view of the TEU Container Vessel PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 1

2 STRUCTURE In order to be able to analyse such a big ship structure, the conceptional design was to include lines, weights, capacities, stability, several loading conditions, speed and power predictions, general arrangement, container arrangement, study of various midship section solutions, midship section, sections in engine room, longitudinal strength and local scantlings calculations, in other words a design which is complete enough to obtain reliable and realistic results, thus eliminating the guesswork. The design work was also subject to the relative construction cost. Several midship cross sections were evaluated versus longitudinal strength requirements. One of the limiting parameters was that 70 mm is the maximum plate thickness which can be production welded with today s technology. In the attempt to reduce the longitudinal strength requirements, the main dimensions of the vessel also caused concern. When the length was reduced and the vessel made wider to fit the same number of containers, reducing the longitudinal strength requirements by 5 %, then the power requirement increased by 10% in order to maintain the speed. Consequently deepening the vessel was the answer to gain more strength. Solution C was finally chosen (see figure 2). The torsional strength of the vessel was also a major concern, hence the two independent deckhouse structures. Figure 2. Various midship sections PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 2

3 PROPULSION Regarding propulsion, several options had to be evaluated: One propeller, transmitting all the required power through several possible drive trains were all discarded due to excessive propeller loads. One propeller without rudder but in combination with two pods was possible but found too expensive. A two-propeller solution with two identical engines was finally selected, when price, redundancy, manoeuvrability, spare parts, etc. was weighted and considered. Figure 3. Speed & power curve for a TEU Container Vessel With these large and fast vessels, redundancy in the power plant might become mandatory or at least emerge as requirements from the owners and underwriters. The same might be true regarding increase in manoeuvrability, and hence this has been taken into account in the design. It is indeed interesting to note that a vessel with two engines and two propellers, as the subject design, may still maintain a speed in the vicinity of 20 knots on one engine only. This is not only an efficient take-home arrangement, but also a viable emergency solution to keep operating the vessel in case of a major engine failure, while waiting for major replacement parts. The owners and underwriters will appreciate this feature. PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 3

4 Another interesting feature is the fact that this 12,500 TEU vessel has similar features as tankers have, when complying with MARPOL, namely double bottom and double sides, throughout the cargo section. Figure 4. Various sections showing the structural design of the vessel The design will be used for analysis of the structural feasibility and optimisation using the advanced BV program VeriStar Hull and for further Rule development. Design Summary Length over all Approx. 400,00 m Length between perpendiculars m Breadth moulded m Depth, moulded to upper deck m Design draught moulded m Scantling draught moulded m DWT at design draught (13.00 m) Approx. 127,000 t DWT at scantling draught (14.50 m) Approx. 152,000 t Main engines output MCR Approx. 2 x 57 MW Speed in service condition*) Knots Range 26,500 Nautical miles Bow thrusters 3 x 2500 kw Generator Capacity 4 x 4000 kw *) The service condition is defined as a condition on design draft (13.00 m) including 15% sea margin and engines running at 85% MCR. PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 4

5 Classification Bureau Veritas I 3/3 E, Containership, AUT, ACA Container Capacities Container Capacity in the holds is based on 8 layers of ISO 8'-6'' high containers + two layers of 9-6 (total 10 layers). The distribution of containers below deck and on deck can be seen in the table below: TEU's only Combined FEU's TEU's BELOW DECK 6,234 3,117 ON DECK 6,289 3, GRAND TOTAL 12,523 6, Reefer plugs: Total 1250 FEU The complete information For additional design information and the design report please click in on Bureau Veritas homepage: under the subtitle Marine. Or the homepage of Knud E. Hansen A/S: under the subtitle News. Alternatively please contact Knud E. Hansen A/S at phone , or fax at , or at at keh@knudehansen.com. PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 5

6 Seminar on Ultra Large Container Carriers The Danish Society of Naval Architects and Marine Engineers has arranged a half-day seminar in Copenhagen on 5 September 2001, exclusively dealing with Ultra Large Container Carriers. Ultra Large Container Ships Prospects for the future The preliminary agenda is as follows: Registration and coffee Opening of the conference by chairman Hans Otto Kristensen, Danish Society of Naval Architecture and Marine Engineering Mega changes in container shipping, by professor Niko Wijnolst, Delft University, Holland Design of a 12,500 TEU Box ship, by Knud E. Hansen A/S, Denmark Design Philosophy of Ultra Large Container, Bureau Veritas, France Coffee break Development of very large container ships by Dr. Broder Hinrichsen, Germanischer Lloyd, Germany Logistic analysis of 12,500 TEU Ultra Large Container vessels, Lloyds Register of Shipping, United Kingdom Break Engines for large container ships by Senior Manager Mikael C. Jensen, MAN B&W Diesels A/S Hydrodynamics of Ultra Large Containerships, by Fred Pucill, B. Sc. Senior Naval Architect, Danish Maritime Institute Closing of the conference by Chairman Hans Otto Kristensen, The Danish Society of Naval Architecture and Marine Engineering PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 6

7 How to register: Send your registration to The Danish Society of Naval Architects and Marine Engineers c/o Lloyds Register, Strandgade 4 C, 1404 Copenhagen K, Denmark or by fax: Please register before August 27, 2001 (Limited number of participants: 100). Contact person for the seminar: Hans Otto Kristensen (Danish Shipowners Association). Telephone no or Knud E. Hansen A/S has provided ships designs and services to owners and shipyards for over 60 years. Our 55 naval architects and marine engineers collectively hold a wealth of knowledge and experience, resulting in innovative and the most over-all economical designs. Further Knud E. Hansen A/S is an independent company, free from economical ties to the marine industry and thus providing unbiased advice, based on sound engineering and economical principles only. PRESS RELEASE TEU ULTRA LARGE CONTAINER VESSEL Page 7