The world’s largest container vessel – the Triple-E class - with a capacity of 18,000 twenty-foot containers (TEU) is being built at Koreas Daewoo Shipbuilding and Marine Engineering Co. Ltd. for A.P. MOLLER - MAERSK.
The ship is four-hundred metres long, 59 metres wide and 73 metres high. The shipping line ordered 20 new vessels and they will be deployed on the Asia to Europe trade.
The Triple-E refers to the three main purposes behind the creation — Economy of scale, Energy efficiency and Environmental efficiency.
The Triple-E at a glance:
The Triple-E will emit 20% less CO2 per container moved compared to the Emma Maersk, currently the world’s largest container vessel, and 50% less than the industry average on the Asia-Europe trade lane.
The vessels will be equipped with a waste heat recovery system, saving up to 10% of main engine power. This equals the average annual electricity consumption of 5,000 European households.
Triple-E vessels travel 184 kilometres using 1 kWh of energy per ton of cargo, whereas a jumbo jet travels half a kilometre using the same amount of energy per ton of cargo.
Since this is a container ship the easiest way to look at performance is by individual container cost. The fuel consumed per container will be about one third as much as the average ship working currently on Asia - Europe routes.
The first 10 vessels will be delivered during 2013 - 2014, with the remaining scheduled for delivery in 2015.
The first ship was delivered and was named 'Maersk Mc-Kinney Moller'
How the economy and efficiency are being achieved
When a ship is built larger the interior volume obviously increases but the portion of the hull exposed to the most friction grows much less.
The friction that causes drag in the water is mostly confined to the bow and stern transitions. Increasing length contributes little to the overall drag of a hull.
Hull shape is also a major contributor to the design. The Maersk Triple-E uses a bulbous bow like most modern ships. This protruding bow below the waterline produces a lower pressure cone of water that allows the ship to slide trough the water with much less resistance.
Maiden Voyage Event Shanghai
The Maersk Mc-Kinney Møller left on its maiden voyage from Busan on July 15, calling at Shanghai’s Yanshan Port, the largest in the world, then proceeding south to Ningbo, Yantian, Hong Kong, Singapore, and Malaysia’s Tanjung Pelepas. On Aug. 9 it passed through the Suez Canal, and a week later it arrived in Rotterdam
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Bibliography
http://www.worldslargestship.com/
http://maritime.about.com/od/Vessel_Profiles/p/Maersk-Eee-Class-Of-Green-Container-Ships.htm
http://www.businessweek.com/articles/2013-09-05/risk-ahoy-maersk-daewoo-build-the-worlds-biggest-boat
http://www.ship-technology.com/projects/triple-e-class/
Engineering Achievements of the Triple E Ship
Designing it - Part 1
http://www.worldslargestship.com/designing-it-part-1/ (More details in the site)
Designing it - Part 2
http://www.worldslargestship.com/designing-it-part-2/
Contribution of Siemens
http://www.siemens.com/innovation/apps/pof_microsite/_pof-spring-2013/_html_en/container-ships.html
http://www.skibstekniskselskab.dk/public/dokumenter/Skibsteknisk/Download%20materiale/2011/Miljoudfordringer%20de%20kommende%20%E5r/Maersk%20TripleE.pdf
Each of the ship’s 31 pre-fabricated mega-sections were lifted by a giant scissor lift crane then dropped into the dry dock and neatly aligned to within four millimeters of the adjacent block.
A difference in point of view about a facility -
Value Engineering Implication
A dispute over what sort of glass to install along the bridge wings dragged on for two weeks. Unlike on most container ships, where the walkways on either side of the pilothouse are open to the elements, the Triple-E’s were to be enclosed. Pointing out that international standards required a “clear view” from the bridge, Maersk insisted that the glass in those wing windows be heated, with windshield wipers, as it was for the pilothouse. But DSME argued that heated glass and wipers, while clearly required for the pilothouse, were unnecessary on the bridge wings, and that “clear view” simply meant “window.” At stake was
$100,000 in costs.
The companies appealed to the American Bureau of Shipping, an international classification society, which was unable to resolve the dispute. Eventually they reached a compromise: a mix of heated and unheated panes on each bridge wing; some with wipers.
http://gcaptain.com/maersk-triple-e-detailed/
Freight Costs Information
A year ago, according to the British shipping consultancy Drewry, it cost $2,900 to ship a container from Hong Kong to Los Angeles. Since then rates have dropped by a third (Sep 2013)
May 16 2013
A rate war has erupted in the Asia-Europe rote, which has forced rates down below the US$1,000 per TEU (twenty-foot equivalent unit) level, as operators fight for market share.
Ships are now sailing at a loss – a container can be shipped between Shanghai and Rotterdam for just US$740.
http://www.riskwatchdog.com/2013/05/16/the-outlook-for-global-shipping/
A 100,000-horsepower engine such as the one in Maersk’s 15,500-TEU E-class—until now the biggest ships in the world—burns 33,000 gallons a day. Fuel costs for a one-way trip from Rotterdam to Shanghai can easily reach $2.5 million.
The Triple-E’s capacity is 18,000 TEU. Practically speaking, a Triple-E, in one trip, could take more than 182 million iPads or 111 million pairs of shoes from Shanghai to Rotterdam. Such a trip would take 25 days and burn 530,000 gallons of fuel. That comes to 0.003 gallons per iPad. If one take $1000 per container as freight, in one full loaded trip, the ship will $18 million. The fuel cost will be $4.2 million. Each container will carry 10,000 ipads and that means per ipad the tranportation cost will be $0.1.
