DNV's Container (slot) Cost Calculator
DNV's Container (slot) Cost Calculator
DNV's Container (slot) Cost Calculator
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Minimale Brennstoffkosten bei<br />
<strong>Container</strong>schiffen<br />
Ein entscheidender Wettbewerbsvorteil<br />
Jost Bergmann<br />
Segment director container ships<br />
THB-Stammtisch, 21. November 2011
Übersicht<br />
� Mega-Trends in der <strong>Container</strong>schiffahrt<br />
� Gegenüberstellung Konstruktionsanforderungen<br />
� Hauptmerkmale moderner <strong>Container</strong>schiffe<br />
� Ökonomische Betrachtungen für Neubauten<br />
� Herausforderungen für bestehende Schiffe<br />
2011<br />
© Det Norske Veritas AS. All rights reserved.<br />
2
Mega trends<br />
� Changed market<br />
2011<br />
- Unstable world economy<br />
- Structural oversupply, tough competition<br />
- <strong>Cost</strong> pressure<br />
- High fuel oil costs<br />
� Increasing environmental attention<br />
- Public awareness<br />
- Shipper’s requirements<br />
- New environmental rules and legislations<br />
- MARPOL Annex VI. Tier II & III<br />
- Extended ECA areas<br />
- EEDI, EEOI, ESI<br />
- Cold ironing<br />
- Market Based Measures/ Carbon tax?<br />
� Changing infra structure<br />
- Panama Canal<br />
- New terminal technology e.g. gantries, IT systems<br />
© Det Norske Veritas AS. All rights reserved.<br />
3
Changed design requirements<br />
� Existing designs<br />
2011<br />
- High design speed, design draft<br />
- “off design” conditions neglected<br />
© Det Norske Veritas AS. All rights reserved.<br />
4
Changed design requirements<br />
� Existing design<br />
2011<br />
- High design speed, design draft<br />
- “off design” conditions neglected<br />
- Lean<br />
- Hydrodynamics<br />
- Old Panama Canal<br />
© Det Norske Veritas AS. All rights reserved.<br />
5
Changed design requirements<br />
� Existing design<br />
2011<br />
- High design speed, design draft<br />
- “off design” conditions neglected<br />
- Lean<br />
- Hydrodynamics<br />
- Old Panama Canal<br />
- Tend to have too little stability<br />
- Lot of ballast water<br />
- High powered engines<br />
- One fuel (HFO)<br />
© Det Norske Veritas AS. All rights reserved.<br />
6
Key features of modern designs<br />
� Existing design<br />
2011<br />
- High design speed, design draft<br />
- “off design” conditions neglected<br />
- Lean<br />
- Hydrodynamics<br />
- Old Panama Canal<br />
- Tend to have too little stability<br />
- Lot of ballast water<br />
- High powered engines<br />
- One fuel (HFO)<br />
© Det Norske Veritas AS. All rights reserved.<br />
7<br />
� Future design<br />
- Reduced top speed, variable draft<br />
- Optimized for operational profile<br />
- Shorter/ wider & bigger<br />
- Hydrodynamics<br />
- New Panama Canal dimensions<br />
- Economy of scale<br />
- Tend to have too much stability<br />
- BW mainly for trim control<br />
- Flexible & efficient engines<br />
- Multiple fuel, new fuels (LNG) or<br />
exhaust gas treatment
Slot cost as function of size/ speed/ utilization/ HFO cost...<br />
DNV’s <strong>Container</strong> (<strong>slot</strong>) <strong>Cost</strong> <strong>Calculator</strong><br />
2011<br />
© Det Norske Veritas AS. All rights reserved.<br />
HFO 600 USD/ t, 21 kn/ 100% utilization<br />
Size class 10.000 14.000 18.000<br />
Slot cost, $ 371 327 312<br />
Slot cost savings, % - 12 16<br />
HFO 600 USD/ t, 21 kn/ Abt. 1.000.000 TEU p.a.<br />
Size class 10.000 14.000 18.000<br />
Utilization 100% 75% 50%<br />
Slot costs, $ 371 445 592<br />
Slot cost savings, % - -20 -60<br />
HFO price increase from 600 USD/t to 800 USD/t<br />
21 kn/ 100 % utilization<br />
Size class 10.000 14.000 18.000<br />
Slot cost, $ @ 600 $/t 371 327 312<br />
Slot cost, $ @ 800 $/t 434 382 362<br />
Slot cost increase, % 16,98 16,82 16,03<br />
8
Example: Fuel efficiency of different designs<br />
2011<br />
Fuel <strong>Cost</strong>s [US$/TEU/d]<br />
CASE: 18 kn, 650 Fuel <strong>Cost</strong>s USD/ US$/TEU/day t HFO-<br />
20kn Vessel Speed, 9t/TEU, 650US$/tHFO<br />
•13,5 Difference between worst and best design = 1,75 USD/ TEU/ d<br />
• Assuming 10 ships string, 12.000 TEU WB, 10.000 TEU EB<br />
MITSUBISHI Yard 1 w/o MALS<br />
13,0<br />
DSME Yard 2<br />
• 1,75 USD/ TEU/ d * 11.000 TEU = 19.250 USD / ship/ d at sea<br />
12,5<br />
Imabari Yard 3<br />
• Assuming 50 days at sea on 70 day R/V = 19.250 * 50 = $962.500 per R/V<br />
12,0<br />
SHI Yard 4<br />
• Assuming weekly service = 52 R/V p.a. = 962.500 * 52 HYUNDAI = Yard $50.000.000 5<br />
p.a.<br />
11,5<br />
HHIC Yard 6<br />
11,0<br />
STX Yard 7<br />
10,5<br />
10,0<br />
9,5<br />
9,0<br />
8,5<br />
8,0<br />
7,5<br />
7,0<br />
6,5<br />
6500 7000 7500 8000 8500 9000 9500 10000 10500 11000 11500 12000 12500 13000 13500<br />
© Det Norske Veritas AS. All rights reserved.<br />
Number of 9t TEU
Example: 10.000 TEU, Seaspan, YZJ<br />
2011<br />
© Det Norske Veritas AS. All rights reserved.<br />
10
2011<br />
© Det Norske Veritas AS. All rights reserved.<br />
The Advanced Bangkok Max-Size<br />
<strong>Container</strong> Feeder – MARLIN 2000 (Blue)<br />
MAIN DIMENSIONS<br />
Length OA 172.2 m<br />
Length PP abt. 162.1 m<br />
Breadth moulded 27.5 m<br />
Depth to main deck 13.7 m<br />
Draught, design 9.0 m<br />
Draught, scantling 9.5 m<br />
Deadweight (T= 9.5 m) 21,760 t<br />
Gross tonnage 17,500<br />
11<br />
SPEED & ENDURANCE<br />
Design Speed (NCR, T= 9.0 m) 18 kts<br />
Max. Speed (MCR, T= 9.5 m) abt.20 kts<br />
HFO capacity, approx. abt. 2,300 m³<br />
Endurance (HFO) abt. 17,000 nm<br />
CLASS NOTATION<br />
DNV +1A1 <strong>Container</strong> Carrier,<br />
NAUTICUS (Newbuilding) E0, DG-P,<br />
BIS, TMON, NAUT-AW, BWM(T),<br />
CLEAN, COMF-V(2)
Competitiveness of existing ships<br />
� Existing cellular fleet (all sizes / all positions) (Alphaliner 11/2011)<br />
2011<br />
- 4,935 ships<br />
- 15.297.118 TEU<br />
� New designs may be quite a lot more efficient compared with existing designs<br />
� Charterers will focus more on fuel efficiency when chartering in ships in the future<br />
� DNV and HSVA are working on a “Fuel Efficiency Guideline”,<br />
to be published by end NOV 2011<br />
� Categories of fuel saving measures<br />
- Reducing the hull resistance<br />
- Improving the propulsion efficiency<br />
- Improving the power plant efficiency<br />
- Improving the operational efficiency<br />
� Some aspects are discussed by Dr. Hollenbach<br />
© Det Norske Veritas AS. All rights reserved.<br />
12
2011<br />
Safeguarding life, property<br />
and the environment<br />
www.dnv.com<br />
© Det Norske Veritas AS. All rights reserved.<br />
13
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