markets container ships
Fuel efficient designs will power market recovery
Operators that embrace optimised designs will be better placed when the recovery takes hold. The enduring question remains: ‘when is the best time to invest?’
by Barry Luthwaite T
eco-friendly designs and marketing models
that
he spate of ordering seen in the first half of 2011 in the container trades was boosted by shipyards introducing enginebuilders
offered improved
fuel consumption without any loss of performance. With a more sober market outlook for 2012, research and development activity has cooled; however there remain a number of promising projects and optimism that better times are ahead. Feeder ships are currently going through a tough time but will always be needed for the door-to-door service offered by the majors. Consequently, there has been a close examination of future requirements for small and medium size container ships. A niche opportunity has been identified in
Asia for feederships between 2,000-2,500 TEU. Cardiff based Graig Shipping initially signed a potential order with Jinhai Heavy Industries, China, for as many as 26 ships of a new Marlin 2000 design, but this has now been put on ice due to the subdued trading climate. Money is tight and owners will not take the risk to charter the ships. The 1,500-2,000 TEU feederships trading in Asia are seen as ageing and will soon be uncompetitive as they will not measure up to the operational and environmental demands of the future. Graig is happy to play a waiting game, being long-term strategists. An initial order for three Marlin 2000s has been agreed with an optional three and the potential of 20 more. For now charterers and investors remain difficult to find, however the project is still very much alive. The Marlin 2000 offers 30 per cent per TEU improved fuel efficiency and carries the potential of becoming the future workhorse of the industry. Wärtsilä will play a key part in supply of main machinery and related equipment with due attention to reduction of sulphur oxide emissions.
www.mpropulsion.com
Environmental input and classification is being offered by DNV. Bangkok has been identified as a key port for improvement of transport efficiency. Vessels are restricted to a beam of 30m and length of 130m to safely navigate the Chao Phraya River. Power companies are increasingly involved in new designs as fuel efficiency now plays an ever increasing role in a tough trading climate. ABB and Knud E Hansen, Denmark, formed a joint venture to develop the so called 2,000 TEU Bangkokmax container ship. It will carry more cargo on a lower draught than current vessels which usually maximise at 1,700 TEU into Bangkok. Slow steaming, attention to hull lines, higher container capacity, flexible transit speed and 15-20 per cent fuel saving over today’s ships are all features intended to impress potential buyers, but reaction has so far been rather muted. Maersk Broker is charged with promoting the Danish design, but it is a tough sell in current circumstances. Sea Consortium is the only owner so far to tap this TEU niche area with an order for eight 2,000 TEU vessels in China. These are said to be the biggest order ever placed by the Singapore owner, which previously only chartered or managed vessels. The company operates the X-Press Feeders service in Asia. By contrast a letter of intent by Abu Dhabi National Oil Co. (ADNOC) for 15 2,600 TEU ships at STX Shipbuilding, South Korea valued at US$600 million was withdrawn as it is cheaper to
country of shipbuilder
CONTAINERSHIPS ON ORDER No
dwt
South Korea China
Taiwan Vietnam
Philippines Japan
Russian Federation Brazil
Turkey
Romania Iran
Germany Total
TEU
333 34,098,108 2,954,189 281 14,322,548 1,216,369 40 20 18 17 11 10 9 8 4 2
2,492,646 150,300
1,542,600 1,174,632 77,000
316,000 204,968 655,000 119,480 27,900
195,930 14,113
132,950 97,118 6,600
24,600 15,240 58,240 9,808 1,146
753 55,181,182 4,726,303
employ chartered tonnage. Single slow speed diesel propulsion directly coupled to the propeller, dominates the large container vessel fleet. Design speeds now fall in at around 25 knots, enabling even distribution of sailing timetables. Twin screw propulsion, after experience with a few earlier container ships, is now ruled out on increased cost grounds. On average big containerships
LEADING INVESTORS CURRENT NEWBUILDINGS
owner Møller, AP
Neptune Orient Lines
Evergreen Marine Corp
COSCO Container
China Shipping Container
Seaspan International
Dohle, Peter
Zodiac Maritime Hamburg-Sud MPC
Munchmeyer OOCL
Schulte, Bernhard
Jungerhans & Co Pacific Int Lines Wan Hai Lines
Zim Integrated Shipping
CMA CGM
Leonhardt & Blumberg
Offen,
Claus-Peter Russian
Yangming Marine Costamare Shpg Hapag-Lloyd
Midland Shipping Co Ltd
SITC Marine Co WMS Shipping Others
Total
No 32 31
30 28 24 21
19 18 17 16
16 16
13 13 13 13
12 12
12
11 11 10 10
10
10 10
325 753
dwt
3,201,200 3,912,000
3,150,000 2,160,000 2,153,500 3,073,109
1,972,180 1,763,400 1,316,809 1,510,912
2,156,000 1,430,590
162,560 710,400 447,246
1,657,203
1,270,676 276,116
1,475,600 77,000 832,000
1,067,875 1,381,800
51,700
130,000 160,700
TEU
303,000 341,800
240,000 191,800 202,418 262,400
170,000 160,840 109,870 139,481
181,888 120,000
12,937 60,900 34,870
145,850
111,328 24,778
127,526 6,600
70,280 88,600
127,550 6,000
10,760 10,558
17,680,606 1,464,269 55,181,182 4,726,303
Marine Propulsion I February/March 2012 I 21
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