CMA CGM’s 22,000 TEU Ships to Feature ‘Bulbless’ Bow Made for Slow-Steaming

0 comments

CMA CGM’s 22,000 TEU Ships to Feature ‘Bulbless’ Bow Made for Slow-Steaming

By Mike Wackett (The Loadstar) – A steel cutting ceremony took place in China last week on the hulls of the first two ships of CMA CGM’s order for nine 22,500 teu LNG-powered ULCVs, featuring a potentially game-changing bow design.

Alongside similar ULCVs being constructed for MSC in South Korea, these behemoths will be the largest containerships afloat, and the first to extend to 24 containers across the weather deck.

The French carrier’s new flagships will also be the first constructed with a “bulbless” bow, as the container line commits its future to slow-steaming.

An elegant protruding bulb shape at the bow has been a feature of containerships for decades, but the new tugboat-like design could become the new normal on liner trades where lower unit costs have won out over fast transit times.

The bulbous bow works by creating an artificial wave, modifying the water flow around the hull, which reduces drag and increases speed and fuel efficiency. Studies have put the fuel efficiency gain at up to 15% at near full speed.

However, consultant Alphaliner notes, the advantages of a bulbous bow containership – more complex and therefore more expensive – have waned with the advent of slow-steaming in the past decade, causing the fuel efficiency percentage gain to drop significantly.

Moreover, vessels that sail at less than full draught – with backloads of empty containers, for example – also see the advantages of a bulbous bow eroded.

This has prompted the retrofitting of replacement bows, designed specifically to be more efficient at slower speeds, to a number of container vessels over the past few years.

Alphaliner also notes that, at the time of CMA CGM’s $1.2bn order in September, the images released of the ULCVs were of a conventional bulbous bow design. New images, provided at Hudong Zhonghua Shipyard cutting ceremony, show a vertical stem design.

Notwithstanding the unit cost advantage of deploying LNG-powered vessels, CMA CGM is clearly seeking every opportunity to ensure its new ships will be the most cost-efficient in the industry.

Since September, the price of IFO 380 heavy fuel oil has risen from some $320 per tonne to $440, and with predictions of further spikes to come, the rise in the cost of bunkers is currently the biggest risk to sustained profitability in the industry. German rating agency Scope said this week it expects a rise of about 25% in bunker prices this year, compared with 2017, “squeezing the thin profit margins” of carriers.

“Increased crude oil and bunker prices and flat shipping rates will continue to put severe pressure on the operating profitability of older, less-efficient vessels,” said the Scope report.

Moreover, with the IMO’s 0.5% sulphur cap regulations coming into force on 1 January 2020, ocean carriers must endeavour to future-proof their fleets from the impact of a further potential 50% jump in fuel costs.

The Loadstar is fast becoming known at the highest levels of logistics and supply chain management as one of the best sources of influential analysis and commentary.

Leave a Reply

SSCP   CAS-002   9L0-066   350-050   642-999   220-801   74-678   642-732   400-051   ICGB   c2010-652   70-413   101-400   220-902   350-080   210-260   70-246   1Z0-144   3002   AWS-SYSOPS   70-347   PEGACPBA71V1   220-901   70-534   LX0-104   070-461   HP0-S42   1Z0-061   000-105   70-486   70-177   N10-006   500-260   640-692   70-980   CISM   VCP550   70-532   200-101   000-080   PR000041   2V0-621   70-411   352-001   70-480   70-461   ICBB   000-089   70-410   350-029   1Z0-060   2V0-620   210-065   70-463   70-483   CRISC   MB6-703   1z0-808   220-802   ITILFND   1Z0-804   LX0-103   MB2-704   210-060   101   200-310   640-911   200-120   EX300   300-209   1Z0-803   350-001   400-201   9L0-012   70-488   JN0-102   640-916   70-270   100-101   MB5-705   JK0-022   350-060   300-320   1z0-434   350-018   400-101   350-030   000-106   ADM-201   300-135   300-208   EX200   PMP   NSE4   1Z0-051   c2010-657   C_TFIN52_66   300-115   70-417   9A0-385   70-243   300-075   70-487   NS0-157   MB2-707   70-533   CAP   OG0-093   M70-101   300-070   102-400   JN0-360   SY0-401   000-017   300-206   CCA-500   70-412   2V0-621D   70-178   810-403   70-462   OG0-091   1V0-601   200-355   000-104   700-501   70-346   CISSP   300-101   1Y0-201   200-125  , 200-125  , 100-105  , 100-105  , CISM   NS0-157   350-018  , NS0-157   ICBB  , N10-006 test  , 350-050   70-534   70-178   220-802   102-400   000-106   70-411  , 400-101   100-101  , NS0-157   1Z0-803   200-125  , 210-060   400-201   350-050   C_TFIN52_66  , JN0-102  , 200-355   JN0-360   70-411   350-018  , 70-412   350-030   640-916   000-105   100-105  , 70-270  , 70-462   300-070  , 300-070   642-999   101-400   PR000041   200-101  , 350-030   300-070  , 70-270  , 400-051   200-120   70-178   9L0-012   70-487   LX0-103   100-105  ,