POWER TECHNOLOGY
Effi cient Post-Panamaxes
With the widening of the Panama Canal a new type of vessel is making itself apparent, the Post-Panamax, claim DNV and HSVA.
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laimed as being the most modern and effi cient ship design the new Post-Panamax vessels will be able
to transit the widened Panama Canal, but questions remain about just how effi cient this new size vessel will be? T e market situation for container shipping is diffi cult at present, with the depression of freight rates since 2009 that is still putting pressure on charter rates today. A seminar held in London by DNV
and HSVA (Hamburgische Schiffbau- Versuchsanstalt) in March looked into the efficiency of shipping in the future, in particular Post-Panamax vessels. Jost Bergmann, business director, container ships, DNV, stated that: “New Post-Panamax vessels are more effi cient, companies will pay a higher charter rate because they can have increased effi ciency.” He added: “T e risk; more ships coming onto the market with a 30% increase in efficiency will push out older tonnage.” However, Bergmann did point out that unless the vessels operate at near 100% capacity then effi ciency gains are lost. Bergmann highlighted that the industry is
now facing a paradigm change. Where existing vessel designs have been constructed around design speed and draught, what has not been calculated is the “off design” conditions of the vessel. With average speed now being reduced by vessels to allow them to slow steam, there is a need for vessels to operate in diff erent conditions and at diff erent draughts. With ships in the future that will be
operating at what is called “off design” and being heralded as the new design standard by HSVA, a profi le of speed, data, operation and deadweight utilisation, will give better fl exibility of operation, which will be the key to keeping these vessels as effi cient as possible, say both DNV and HSVA. Today, many ship owners look to install ‘green’ devices on vessels to reduce emissions and to increase effi ciency. DNV has looked at systems on the market and how these can be adapted into future designs. DNV has highlighted Emma Maersk, with
hull optimisation of the vessel being based on the actual operation of the vessel and taking into account slow steaming. Also, Emma Maersk has
The Naval Architect May 2012 SUSTAINABLE
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Jost Bergmann, business director, container ships, DNV highlights the pros and cons of Post-Panamax design.
been fi tted with a waste heat recovery system (WHRS), however, Bergmann claims: “WHRS on Emma Maersk is a waste of money because it only works at the maximum speed of the vessel.” Also, DNV highlights that when the speed of a vessel is decreased then wave making at the bow is also substantially decreased, but friction on the ship increases which also needs to be taken into account. Long stroke engines allow vessels to achieve
power outputs at a signifi cantly reduced rpm, enabling better effi ciency. Bergmann says that an engine can be easily adapted to the load profi le which will improve engine effi ciency. Further, propeller adaptations which will also improve vessel effi ciency such as the Mewis Duct are now starting to be installed. HSVA has also been working with ship
owners looking at ship designs that have smaller draughts and slower speeds, Uwe Hollenbach, director, resistance & propulsion, HSVA said that: “The Post-Panamax is shorter and wider, but the power demand of the vessels will be higher, but they will be able to carry more cargo and have less ballast water.” Hollenbach also believes that vessels in future will opt for slow steaming as: “it is more effi cient to run at a slower speed than a higher speed and use WHRS.” NA
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