Interview with Michael H. Schmidt
The new wave of efficiency Michael H. Schmidt, the designer behind bulkers such as the Diamond 53 class and the new Seahorse 35, tells DNV how efficiency has moved up the agenda in the industry and is now fuelling fresh designs, new optimisation devices and a need for more robust product testing practices. Text: Alan Johnstone
Schmidt, who left Danish firm Grontmij in 2009 to set up Schmidt Maritime, is arguably one of the few industry figures who seems to be actively enjoying the bulk segment’s current woes. “From my point of view, a difficult market is an interesting market,” he beams, with obvious guilty pleasure, going on to explain how the need for greater operating efficiencies presents compelling design challenges. “It’s no longer just a relentless pursuit of greater deadweight, there’s more complex problems to be addressed,” he says. “A few years ago, fuel consumption wasn’t really an issue. People were actually willing to churn out inefficient vessels because the demand and inflated rates made fuel costs, quite frankly, marginal when compared to profits. “But of course,” he adds, with a quick nod to the current climate of oversupply, weak demand and record fuel prices, “that’s all changed now.” Driving change With fuel accounting for roughly 70% of operating costs on today’s bulkers, and increased regulatory and environmental pressure, fuel efficiency has emerged as a top industry priority – as conveyed by the prevalence of the issue at the recent DNV-Bulkforum seminar, held at DNV’s HQ in March. This is mirrored in the designs of the latest breed of vessels, such as Grontmij and Schmidt’s Seahorse 35, which, like the hugely successful Diamond 53, was developed in close conjunction with DNV. This latest design promises “economical
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and efficient operation”, slender body lines and the option of operating on two separate HFO and MDO grades, allowing the ship to burn low sulphur HFO and MDO in SECA areas and EU harbours, and standard operations outside sensitive areas. The Seahorse 35’s most economical speed setting – Eco II, operating at 13 knots at full DWT draft– offers HFO fuel consumption rates of 17 t/day when the optimising Mewis Duct device has been fitted. This kind of performance, Schmidt states, can give shipowners and operators an edge. “The Handysize bulk carrier fleet is aging and a lot of ships have poor performances. Within the context of that market, if you can prove that your ship delivers better fuel consumption then you have a very solid business case when it comes to chartering it out. “That can make a real difference in a market characterised by faltering demand and charter rates.” Fuel saving features Having an optimised hull and an efficient propeller and main engine are the first giant steps on the path to good performance. If a ship has these from the outset then there is less of a need to try and add incremental devices to regain lost energy. However, even when the sound of champagne bottles smashing against steel has faded into the distance, there is still much, Schmidt states, that can be done to optimise vessels.
“The Mewis Duct is, in my opinion, perhaps the most promising fuel saving device for bulkers,” he imparts, before revealing that he has just spent a week and a half testing the feature in Potsdam. Available for retrofitting as well as for newbuildings, the duct sits in front of the propeller to straighten and accelerate the flow into the propeller, while an integrated fin system reduces the rotational losses from the ship’s propeller. The resulting improved inflow of water generates higher propulsion efficiency, reducing fuel use and, regulators will note, the resultant emissions. Initial feedback from testing – carried out with the Seahorse 35 – demonstrated that a 3-4% fuel saving could be delivered by using the Mewis Duct. As mentioned previously, when fuel costs are so monumental these small percentages can produce big savings. Schmidt adds that, in terms of retrofitting, an ideal solution for many carriers is a combination of measures that add up to greater overall efficiency – for example, fitting a Mewis Duct in tandem with the latest efficient propeller designs and a derating of the main engine. Caution needed Despite widespread enthusiasm for the simple, elegant effectiveness of many fuel saving devices (and there are plenty on the market), Schmidt does have some words of warning for Bulk Carrier Update readers. “All shipowners should exercise caution when listening to the people selling these products,” he advises. “Many of the