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Feature 1 | SHIPBUILDING IN CHINA


The 1700TEU Maersk Warsaw part of a new breed of feeder vessel.


of ballast water. Under the same sailing speed and with the load maintained at 10tonnes/TEU, the design with a wider beam is 6% more energy efficient than the original one. The ES10 technology, including


the hull form optimisation, advanced propeller design and energy saving propeller cap have been applied to the enhanced 4500TEU containership for which CSBC has received five orders. In the latest design of 6600TEU


containership completed last year, CSBC has rearranged the positions of the fuel oil tank and the ballast water tank to reduce the amount of ballast water required and to raise the cargo carrying capacity of the vessel. Three vessels of this model have been delivered so far and the yard will deliver two more by the end of this year. Of the 10 orders for the 6600TEU container vessel, six are from Germany’s Peter Doehle and four from Taiwan’s Yang Ming Marine Transport.


Seaway Optimum Design & Operation (SODO) Apart from its energy saving research initiative, CSBC has also applied the SODO (Seaway Optimum Design & Operation) concept of ship design, which allows the yard to consider the actual seaway environment while conceiving or enhancing existing vessel models. “Cargo vessels are often required


to sail in windy or stormy weather. A well-designed vessel not only needs to


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be stable and efficient in calm seas, it also has to be able to operate smoothly in bad weather, providing a steady and comfortable environment for the crew as well as keeping the loss of speed in windy and wavy situation to the minimum,” said Mr Tseng. The designed speed and energy


consumption of a vessel used to be set in a calm sea situation in the past. But in reality, the speed and energy efficiency of a vessel depends very much on external factors, such as the weight and distribution of cargo and ballast water onboard, wind direction, ocean currents, waves and style of ship operation, Mr Tseng explained. Following the release of the proposed


Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI) by the International Maritime Organization (IMO), it is foreseeable that the pressure on shipowners to improve the energy efficiency of their vessels will mount. Shipowners are therefore encouraged to cooperate with the shipyard to provide information of the actual routes of operation, so that the shipbuilder can design vessels and optimise energy efficiency based on the real world situation, according to Mr Tseng. Under the SODO scheme, CSBC


assesses the impact force of wave borne by the bow flare by examining the actual damages of ships that have sailed for a period of time to ensure the reliability and safety of the ship structure in real world operations. The yard also


carries out sea-keeping analysis and finite element analysis to see how the ship bow shape and structure can be optimised. Factors such as the vibration force of the new energy saving propeller and how convenient it is for the crew to repair the reefer container compressor are also taken into account when designing new ship types. In addition, the company has applied


the experimental stress analysis (ESA) to assess the buckling of the ship hulls of large container vessels to establish its capability to test the reliability of vessel structure. Looking ahead, CSBC plans to


commence the development of greener ship designs, such as duel fuel engine vessels. Research on more energy efficient electricity system onboard will also be carried out. On top of the application of the results of the ES10 and SODO schemes on other ship models, the shipbuilder will also start the ES30 project following the completion of ES20. “The major challenges facing the


shipbuilding industry include the fierce completion in ship price and the rising shipbuilding costs due to new regulations coming into force and higher costs of equipment and raw materials. The continuing expansion of production capacity in some of the emerging shipbuilding countries has also intensified the competition. The only way to stay competitive is to strengthen our own skills and capability,” Mr Tseng concluded. NA


The Naval Architect September 2010


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