OMT has designed the containership of the future

OMT has designed the containership of the future

OMT seeks to capture a gap in the feeder market where an aging fleet is dominant. With a new and innovative feeder design, OMT is targeting technological and operational improvement in a segment where more than 50% of the fleet is more than 10 years old.

Read the brochure here

Together with partners in the Green Ship of the Future alliance, OMT has developed the Regional ECOFeeder that provides an immediate reduction of CO2 by 30% compared to the average feeder fleet. The ambition has been to develop a feeder vessel that can be built today. Our design shows that a large portion of the necessary emission reductions from shipping can be obtained by simply applying already available technology. Hereafter, searching for the next generation fuels is the next step.

The goal of the Regional ECOFeeder design is to achieve low emissions per container slot and to provide the basic functionality of a container carrier in the simplest and most compact way, also known as a “box shaped” design. Intake is optimised with a wide beam and open top concept where containers are stowed as closely as possible in open cargo holds with cell guides. With a beam of 12 containers, the design is two containers wider than a traditional feeder. The open top concept results in a faster turn-around time in ports, meaning that the ship can sail at a lower speed. The service speed can be reduced by 0.5 knot by applying the open top on a roundtrip between St. Petersburg and Rotterdam via the Kiel Canal. With cell guides, there is no manual lashing of the containers which is another time-saving factor.

High-side structures protect against green water and ensure sufficient flooding angles and provide good structural support to the stack-cells and to the hull girder strength.

The conventional tall accommodation block with a navigation bridge has been replaced by an accommodation and ship control area above the engine room and aft mooring deck. This optimises the access to containers. A ‘virtual bridge’ combining the navigation bridge, ship control room and engine control room is connected with video and sensor signals from the forward part of the vessel. This ensures safe navigation and look-out, and increases container positions by around 100 TEU.

A single CP-propeller (Kappel design), direct coupled with a two-stroke dual-fuel marine diesel engine provides lowest SFOC and efficient operability in terminals. A highly efficient in-line shaft generator, backed up by two diesel generators, generates the auxiliary power. A battery pack reduces generator load peaks and provides power to the bow thruster during manoeuvring.

As part of the concept, various energy saving devices have been included: air lubrication, twisted leading edge rudder, rudder bulb, Kappel propeller, shaft generator, Waste Heat Recovery (WHR) based on Organic Rankine Cycle (ORC).