Triple E-class container ship

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Maersk Mc-Kinney Moller.jpg
Triple E-class container ship Mærsk Mc-Kinney Møller
Class overview
Builders Daewoo Shipbuilding
Operators Maersk
Preceded by E class
Planned31
Building0
Completed31
Active31
General characteristics
Type Container ship
Tonnage196,000  DWT
Displacement55,000 tonnes (empty) [1]
Length399.2 m (1,309 ft 9 in)
Beam58.6 m (192 ft 3 in)
Draft16 m (52 ft 6 in)
Decks4
PropulsionTwin MAN 8S80ME-C9 engines, 29,680 kilowatts (39,800 hp) each at 73 RPM
SpeedDesign cruise: 16 knots (30 km/h; 18 mph) Max: 23 knots (43 km/h; 26 mph)
Capacity18,270  TEU
NotesCost $185 million [1]
General characteristics (2nd generation)
Type Container ship
Tonnage210,019  DWT
Length399.2 m (1,309 ft 9 in)
Beam58.6 m (192 ft 3 in)
Draft17 m (55 ft 9 in)
PropulsionTwin MAN engines, 31,000 kilowatts (42,000 hp) each
Capacity20,568  TEU

The Triple E class is a family of very large container ships with a capacity of more than 18,000 TEUs, which are owned and operated by Maersk Line.

Contents

With a length of 399.2 m (1,309 ft 9 in), when they were built they were the largest container ships in the world, but were subsequently surpassed by larger ones such as CSCL Globe. [2] [3]

In February and June 2011, Maersk Line awarded Daewoo Shipbuilding & Marine Engineering two US$1.9 billion contracts ($3.8bn total) to build twenty ships of this class.

The name "Triple E" is derived from the class's three design principles: "Economy of scale, Energy efficiency, and Environmental impact improvement".

The ships are 399.2 metres (1,309 ft 9 in) long and 59 metres (193 ft 7 in) wide. While only 3 metres (9 ft 10 in) longer and 4 metres (13 ft 1 in) wider than the Mærsk E class, the Triple E ships are able to carry 2,500 more containers. With a beam of 59 metres, they are too wide to traverse the Panama Canal, but can easily transit the Suez Canal.

One of the class's main design features is its dual 29.68- megawatt (39,800 hp), eight-cylinder, ultra-long stroke two-stroke diesel engines, driving two propellers at a design speed of 19 knots (35 km/h; 22 mph). This class is by design slower than its predecessors, using a strategy known as slow steaming expected to lower fuel consumption by 37% and carbon dioxide emissions per container by 50%. The Triple E design helped Maersk win a "Most Sustainable Ship Operator of the Year" award in July 2011.

Maersk plans to use the ships to service routes between Europe and Asia, projecting that Chinese exports will continue to grow. European-Asian trade represents the company's largest market; thus it already has 100 ships serving the route.

Orders and history

In February 2011 Maersk announced orders for a new "Triple E" family of container ships with a capacity of 18,000 TEU, with an emphasis on lower fuel consumption. [4] They were built by Daewoo Shipbuilding & Marine Engineering (DSME) in South Korea; the initial order, for ten ships, was valued at US$1.9 billion (2 trillion Korean Won); [5] Maersk had options to buy a further twenty ships. [6] In June 2011 Maersk announced that 10 more ships had been ordered for $1.9bn, [7] but an option for a third group of ten ships would not be exercised. [8] Payment of the ship is "tail-heavy": 40% while the ship is being built, and the remaining 60% paid on delivery. [9] Deliveries were scheduled to begin in 2013. [10] Maersk negotiated a two-year warranty, whereas the standard is one year. [1]

Prior to 2010, many Maersk container ships had been built at Maersk's Odense Steel Shipyard in Denmark, but Asian builders had become more competitively priced. [11] Maersk had approached several different builders in Asia, having ruled out European shipbuilders on grounds of cost, and Chinese on technological grounds. [12] [13] DSME builds three Triple-Es at a time, and it takes little more than a year to produce a ship. [1]

Investment in more efficient ships helped Maersk win the "Sustainable Ship Operator of the Year" award from Petromedia Group's on-line publication sustainableshipping.com in July 2011. [14]

In 2015, Maersk ordered an additional series of eleven 20,568 TEU second-generation Triple E-class ships, due to be delivered from 2017 onwards. The first ship is the Madrid Maersk. She went on her maiden voyage to Antwerp. [15]

Ships

Maersk Triple E class
No.Ship nameYard numberIMO numberDeliveredStatusRef.
1 Mærsk Mc-Kinney Møller 425096199072 July 2013In service [16]
2Majestic Mærsk425196199192 August 2013In service [17]
3Mary Mærsk4252961992130 August 2013In service [18]
4Marie Mærsk4253961993318 October 2013In service [19]
5 Madison Mærsk 425496199456 January 2014In service [20]
6 Magleby Mærsk 4255961995710 February 2014In service [21]
7Maribo Mærsk425696199697 April 2014In service [22]
8Marstal Mærsk4257961997120 May 2014In service [23]
9Matz Mærsk4258961998310 June 2014In service [24]
10Mayview Mærsk4259961999525 July 2014In service [25]
11Merete Mærsk4262963206422 August 2014In service [26]
12Mogens Mærsk4263963209017 September 2014In service [27]
13Morten Mærsk4264963210510 November 2014In service [28]
14Munkebo Mærsk4265963211718 December 2014In service [29]
15Maren Mærsk4266963212929 December 2014In service [30]
16Margrethe Mærsk4267963213113 April 2015In service [31]
17Marchen Mærsk4268963214327 May 2015In service [32]
18Mette Mærsk426996321556 May 2015In service [33]
19Marit Mærsk427096321675 June 2015In service [34]
20Mathilde Mærsk4271963217930 June 2015In service [35]
Maersk Triple E class (2nd Generation)
21 Madrid Mærsk 430297787917 April 2017In service [36]
22Munich Mærsk4303977880615 June 2017In service [37]
23Moscow Mærsk4304977881814 July 2017In service [38]
24Milan Mærsk4305977882013 September 2017In service [39]
25Monaco Mærsk4306977883230 October 2017In service [40]
26Marseille Mærsk430797788444 January 2018In service [41]
27Manchester Mærsk430897804458 January 2018In service [42]
28Murcia Mærsk4309978045728 February 2018In service [43]
29Manila Mærsk4310978046929 March 2018In service [44]
30 Mumbai Mærsk 431197804713 May 2018In service [45]
31Maastricht Mærsk4312978048310 January 2019In service [46]
Source: Equasis, [47] grosstonnage [48]

Design

The Majestic Maersk is in Copenhagen in September 2013, shortly after entering service. Maersk Line opened the ship up for public tours for four days. At the time, this was the longest and largest ship in service of any type. Maersk Majestic.jpg
The Majestic Maersk is in Copenhagen in September 2013, shortly after entering service. Maersk Line opened the ship up for public tours for four days. At the time, this was the longest and largest ship in service of any type.
Kayakers are seen paddling under Majestic Maersk's twin-skeg stern. Majestic stern kayakers Cph.jpg
Kayakers are seen paddling under Majestic Maersk's twin-skeg stern.
Photo of Majestic Maersk showing its rear decks partially filled with containers. Rear Deck of Maersk EEE.jpg
Photo of Majestic Maersk showing its rear decks partially filled with containers.

Specifications

Propulsion

Unlike conventional single-engined container ships, the new class of ships has a twin-skeg design: it has twin diesel engines, each driving a separate propeller. Usually, a single engine is more efficient, [12] but using two propellers allows a better distribution of pressure, which increases the propeller efficiency more than the disadvantage of using two engines. [55]

The engines have waste heat recovery (WHR) systems; these are also used in 20 other Mærsk vessels including the eight E-class ships. The name "Triple E class" refers to three design principles: "Economies of scale, energy efficiency, and environmental impact improvement". [49]

The twin-skeg principle also means that the engines can be lower and further back, allowing more room for cargo. Maersk requires ultra-long stroke two-stroke engines running at 80 rpm (versus 90 rpm in the E class); [56] but this requires more propeller area for the same effect, and such a combination is only possible with two propellers due to the shallow water depth of the desired route. [13] [54]

A slower speed of 19 knots is designed, compared to the 23–26 knots of similar ships. [13] The top speed would be 25 knots, but steaming at 20 knots would reduce fuel consumption by 37%, and at 17.5 knots fuel consumption would be halved. [51] These slower speeds would add 2–6 days to journey times. [57]

The various environmental features are expected to cost $30 million per ship, of which the WHR is to cost $10 million. [12] Carbon dioxide emissions, per container, are expected to be 50% lower than emissions by typical ships on the Asia-Europe route [58] and 20% lower than Emma Maersk . [59] These are the most efficient container ships per TEU in the world. A cradle-to-cradle design principle was used to improve scrapping when the ships end their life. [60]

The Madrid Maersk and subsequent ships in the series use electric motor-generator sets to improve operation. [61]

Dimensions and layout

2013 comparison between the longest ships for different types of vessels, Maersk Mc-Kinney Moller being the longest container ship at that time Bateaux comparaison3.png
2013 comparison between the longest ships for different types of vessels, Mærsk Mc-Kinney Møller being the longest container ship at that time

The ships were the longest in the world. [62] [63] They have since been surpassed by other container ships, like the MV Barzan, exactly 400 m (1,312 ft) long. The Triple E series and its competitors often leapfrog each other for capacity as the types are updated with new ships larger than their sisters. For a while, Madrid Maersk with 20,568 TEU had the world's largest capacity until superseded by the 21,413 TEU OOCL Hong Kong . [64]

The hull is more 'boxy' with a U cross-section compared to the V-shape of Maersk's E class; this allows more containers to be stored at lower levels so, while the Triple E class is only 3 m (9.8 ft) wider and 4 m (13 ft) longer, it can carry 2,500 (16%) more containers. The Triple E class can carry 23 rows of containers compared to 22 of the E class, which makes better use of the reach of current terminal cranes. [12]

The deckhouse is relatively further forward, whilst the engines are to the rear; similar toCMA CGM's Explorer class of containerships, also built by Daewoo. [65] The forward deckhouse allows containers to be stacked higher in front of the bridge, further increasing capacity while maintaining forward visibility sufficient to comply with SOLAS regulation V/22.

The Triple E-class vessels are operated by a crew of 13, while the even larger Globe class requires 31 on board.[ citation needed ]

When the class was ordered, no port in the Americas could handle ships of their size. [66] However, the following suitable ports include Shanghai, Ningbo, Xiamen, Qingdao, Yantian, Hong Kong, Tanjung Pelepas, Singapore, and Colombo in Asia, and Rotterdam, Gothenburg, Wilhelmshaven, [67] Bremerhaven, Southampton, London Gateway, Le Havre, Felixstowe, Gdańsk, Antwerp, and Algeciras in Europe. The ships will be too large for the New Panamax-sized locks on the Panama Canal, [66] and their main route is expected to be Asia-Europe (through the Suez Canal). [68] The draft of the Triple E class is 14.5 metres (48 ft), less than the SuezMax requirement of 55.9 ft (17.0 m) at 59 m (194 ft) beam. [69] Handling equipment at ports was the main constraint on size, rather than the dimensions of canals or straits. [12] The container port handling speed can be 29 moves per hour in Tanger-Med, [70] or 37 in Rotterdam (215 per ship). [71] Anchor and mooring winch systems are being supplied by TTS Marine. [72]

Market

Maersk Line planned to use the ships on routes between Europe and Asia. [63] In 2008, there was a reduction in demand for container transport caused by economic recessions in many countries. This left shipping lines in financial difficulties in 2009, with surplus capacity in their ships. Some ships were laid up or scrapped. However fortunately, there was a sudden resurgence of demand for container transport in 2010; Maersk Line posted its largest ever profit, [73] and orders for new ships increased, leading to fresh concerns about future overcapacity. [74] The market was still characterized by overcapacity and decreasing prices for new ships in 2013. China Shipping Container Lines ordered five ships with a capacity of 18,400 TEU [75] from Hyundai Heavy Industries, [76] topping the Triple E class, with delivery from late 2014. [75] United Arab Shipping Company has ordered (also from Hyundai) five slightly larger ships and five ships larger than the Maersk E class. [76] Several other larger ships have been ordered by the industry. [77]

Slow steaming, as used by the Triple E class, is one way of maximizing capacity and reducing fuel consumption. The order for many big ships is a gamble on Maersk's part that Chinese exports will continue to grow. [63] Lack of market growth in the second half of 2012 caused Maersk to postpone a decision on how to use the Triple E class. Five Triple E-class vessels were to be delivered in 2013, with an impact sometime in 2014 with eight or nine Triple E-class vessels operating. [78] Maersk already uses approximately 100 ships on the Asia-Europe route, which is their most important. [57] SeaIntel expects about 46 ships with more than 10,000 TEU each to be delivered worldwide in 2013. [79] The construction of newer, larger ships has influenced development plans at ports such as London Gateway and JadeWeserPort in Wilhelmshaven (Germany), [80] and Algeciras and Tanjung had bigger cranes installed. The maximum number of TEUs carried in one trip was 18,024 in January 2015, in Algeciras, Spain. [81]

See also

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  81. ↑ ""
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