Class proposes even slower ship speeds

Taking a typical container ship as an example, GL executive board member Dr Hermann Klein said that GL’s calculations suggested that the optimum speed would be around 12-14 knots. The suggested speed, governed mainly by factors such as fuel costs, cargo values and freight rates, depends too on the number of ships on particular trading routes and the size of individual fleets, and could even be below 10 knots under some circumstances.

Dr Klein said that between 1986 and 2007 average container ship speeds rose from 17.5 to over 21 knots. He also said that the proposed much lower steaming speeds would not only save fuel costs, energy use and emissions, but would help absorb over-capacity in the container fleet, thus having a positive effect on the market. He felt that there would still be a place for ‘express’ services operating at, or close to, the 25 knot-plus design speeds of some of the current ships, for which premium rates would be paid, but expected the norm to stay much slower than that.

In order to operate efficiently at lower speeds existing ships would need modifications to their engines, and Dr Klein said he could not understand why ships in build at present were still being equipped with large, powerful, engines that would never run anywhere near MCR. Such ships may have seemed a good idea in the market of five years ago, but made little sense today. He said that builders and designers of vessels which have not yet been started needed to revisit the power requirements. Vessels optimised for lower speeds would be able to operate much more efficient, at more competitive rates.

Bureau Veritas said that, despite everything, 2009 was not a bad year; the society’s fleet numbers still exhibited growth, but at a significantly lower level than previous years. Although orders had slowed dramatically, BV Chairman Bernard Anne remained optimistic, saying that the slow down in orders would mean better times for the existing fleet.

He feels the biggest challenge ahead is the environment, with many new regulations, taxes and trading schemes seeming inevitable. However, the carbon emissions question cannot be solved by money alone, the regulators need to set new targets to ensure that new ships show significant improvements in efficiency. And whatever happens technically, it is vital that safety is maintained.

RINA was one of several class societies that addressed the lay-up question during 2009. It issued new guidelines to help shipowners identify and secure safe and cost-effective locations to lay up their ships during the current economic downturn. The guidelines cover various types of lay-up, mooring arrangements, class, insurance, flag and port authority requirements. They also set out the measures which need to be taken in order to ensure that ships are laid up in a safe condition and that proper maintenance is carried out on machinery and systems.

Lloyd’s Register of Shipping alerted ship owners and managers to the International Labour Organisation maritime labour convention 2006 (MLC 2006), something which it feels will have wide-ranging implications but has been somewhat overlooked. It says that MLC 2006 is intended to improve the standard, safety and status of shipping, through ensuring acceptable working and living conditions for all seafarers.

Detailed requirements of the convention aim to tackle issues associated with the causes of fatigue, occupational accidents, recruitment, employment opportunities and working and living conditions for an estimated 1.2 million seafarers. As more IMO member states ratify the convention, its introduction moves closer, and owners and managers need to be proactive in addressing its requirements.

Flag states may need to update their national laws and regulations to accommodate the requirements, while owners and shipyards need guidance now to be able to design and build and prepare ships to meet the minimum requirements of the convention and any prevailing national flag state requirements.

These cover issues such as accommodation construction and equipment, and ships being considered now need to be designed with the new convention in mind. LR says that awareness amongst shipowners of the detail of the new convention is increasing rapidly, though many owners and manager have yet to address the issue, and it sees increased demand for training services and voluntary assessment programme inspections.