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efficiencies of 9% and, depending on the price of fuel and service speed the payback time is estimated at between five and 10 years. Decisions on whether to have one or two
engines and the precise propulsion system design have yet to be taken, said Maersk, though a slow moving, long stroke engine design will be used with larger propellers are considered to be more energy efficient. A space for SOx scrubbers has also been
The Triple E-class will be designed for future safe and sound recycling. We will develop a new ‘Cradle-to-cradle passport’, which will list and describe the materials used to build the vessel, where they are located, and how they can be correctly disassembled and recycled.
Or as a German philosopher once said:
“Philosophers interpret the world, but the point is to change it.” Tat same social scientist also said that capitalism is the greatest social system the world has ever seen with the drive to find solutions to problems that can appear insurmountable. Solutions are what the Triple-E offers in
abundance. Reduced fuel consumption based on a round trip for the Emma Maersk DSME calculates that the Triple-E will be 20% more fuel efficient. Tat means reduced emissions by about 50%/TEU km. Of course the later vessels will carry 16% more cargo, but with a smaller main engine than Emma Maersk, 65-70MW ultra-long stroke engine as opposed to an 80MW engine. Te Triple-E ships will use 8% less fuel compared to Emma Maersk, but crucially will operate at a slower speed, 18-23knots, compared to 25knots.
A cut away of the Triple-E design. Triple-E ships are 4m longer and 3m wider
than their Emma Maersk-class predecessors and are designed with the bridge and accommodation block forward and the engine room at the back of the vessel. Te separation of the engine room and accommodation areas allows for a better utilisation of the hull space, allowing the ships to carry a further 500TEU, but also the fuller hull form, more of a U rather than the V shape of previous designs means greater cargo storage space in the hold. Te hull form has been optimised to an
operational profile rather than a single speed as with previous designs and the vessels will have some US$30million each lavished on them purely for energy saving purposes. The ships will include a waste heat
recovery system which, Maersk’s head of sustainability, Søren Stig Nielsen, said would cost US$10million each, but will bring energy
designed into the vessels, but Mr Kolding said that a scrubber system had not been included in the design as yet because “the technology was not ready yet”. Due to be delivered in 2013 the Triple-E will
carry, what Maersk calls, “a cradle to cradle passport” that will travel with the ship and will include details of every single component and material used in the 60,000tonne vessels which will be the first ships that are entirely recyclable, said Maersk. In effect Maersk and DSME have responded
to Jochen Döhle’s rhetorical question of 18 months ago: “Can you take the risk of ordering ships designed to operate at slower speeds if the rest of the industry is moving fast?” Maersk and DSME have engaged in a
process that could prove to be a game-changer for the container shipping industry, but also plants Maersk firmly in the lead of an industry that has feared the environmental lobby, up until now. In ordering these new vessels with
their array of cost cutting environmental technology has laid down a marker for the rest of the industry. Te question now is can their competitors afford not to respond to this latest challenge? NA
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The Naval Architect April 2011
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