2005-05-25

Trends in the Development of Container VesselsPresentation at NTU Athens

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks

• Propulsion Plant• Specific Design Aspects

TEU = Twenty feet Equal Unit6,058 x 2,438 x 2,591

20´ = 6,058 m

Converted T2-Tanker for Container Transport, Sea-Land Inc.

In 1968: 1st Generation 700 TEU at 20 knots

In 1972: 3rd Generation 3000 TEU at 26 knots

• High freeboard• Only 35% containers on deck

Modern Panamax Container Ship up to 5050 TEU• More stowage capacity by widening the decks at the ends • about 50% containers on deck

Close to 60% of containers are stowed on deck

How well can you see from the bridge?

Baltic CS 5600 Panmax Compact

“Typical” Post Panamax Ship of 5500 TEUL = 262 m, B = 40 m

Maersk Sealand – 6.200 TEU – 20005500 TEU Type lengthened for COSTAMARE

Post Panamax Ship 7500 TEUL = 320 m, B = 42,8 m

Colombo Express335 m Length – 14,5 m Draught – 42,8 m Breadth

60,5 m Air draft - 108.000 tdw

Anna Maersk352,18 m Length - 15 m Draught - 42,8 m Breadth

63,5 m Air draft - 93,496 BRZ- 109.000 tdw

Source: Transystem Corporation

1000

200300400500600700800900

1,000

1980 1985 1990 1995 2000 2005 2010

1000

200300400500600700800900

1,000

% Containerized

1980 1985 1990 1995 2000 2005 2010

23%31%

40%

55%

70%

23%31%

40%

55%

70%

Source: Transystem Corporation

Mill

ions

of T

ons

Mill

ions

of T

ons General Cargo

Containerized Cargo

World Containerization of theGeneral Cargo Trades

Freight per TEU betweenSingapore and Rotterdam

Forecast of rate of growth for containertransport

0.0

100.0

200.0

300.0

400.0

500.0

600.0

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

YEAR

TEU

- M

illio

ns

Far East Mediterranean N Europe N AmericaC America Middle East S America Indian Sub ContinentAustralasia Africa Caribbean

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks

• Propulsion Plant• Specific Design Aspects

630.000 tm

20 (5/15 or 4/16)

14,5 – 15,0 m

42,8 m

319

7800 to 8400

600.000 tm533.000 tmMsw

19 (4/15)18 (4/14)40´bays

14,0 – 15,0 m14,0 – 14,5 mTscant

42,8 m42,8 mB

304286 mLBP

7200 to 78006800 to 7500Size

Post-Panamax Container Ships6800 to 8400 TEU (B = 42.8m)

1213,0 m

15,0 m

27,2 m

45,6 m336,7 m321,0 m

9.200

13,0 m13,0 mT design

349,1 m349,0 m347,0 mLoa

121212Nozyl

14,5 m14,5 mT scant

27,3 m27,2 m27,2 mH

42,8 m45,6 m46,0 mB

333,4 m331,0 mLBP

9.4009.90010.230Size

Actual Dimensions of9000 + TEU Container Ships

8400 TEU Post-Panamax Container Ship• Length o.a. about 340 m

• Breadth 42.8 m

• 12 Cylinder Engine68 650 kW

• Hold Containers15 Stacks9 Tiers

• Deck Containers 17 Stacks7-8 Tiers

• Draught 14.5 m

Post-Panamax Container Ship 8400 TEUNumber of TEU for Different Load Cases

3830457084005 t

38302120595014 t38302940677012 t38303670750010 t3830387077008 t

HoldDeckTotal TEULoad case

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks

• Propulsion Plant• Specific Design Aspects

Principal Dimensions of 8200 / 9200TEU Vessels

15,0 m14,5 m

T scantling

27,2 m45,6 m321,00 m9200 TEU24,6 m42,8 m319,00 m8200 TEUDepthBreadthLBPSize

8200TEU 9200TEU

15 rows 16 rows

9 tiers 10 tiers

Global Deformations

Variation of Main Particulars

•Side Structure

(Shown in a highly exaggerated scale)

•Transverse Box Girders

0

50

100

150

200

250

300

350

400

0 50 100 150 200 250 300 350

Ship's Length [m]

Rel

ativ

e D

ispl

acem

ent∆ u

[mm

]

20002200240026002800

Change of Maximum Relative Deformation

∆u

Breadth of Side Structure

290

300

310

320

330

340

350

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000Breadth or Height [mm]

Rel

ativ

e D

ispl

acem

ent∆

u [m

m]

Double Bottom Height

Breadth of Transverse Boxgirders

Breadth of Side Structure

Change of Maximum Relative Deformation

Variation of Structural Arrangement

•Double Skinned Watertight Bulkheads• Additional 20 ft Deep Tank

at x = 214 m f. AP

(Shown in a highly exaggerated scale)

0

50

100

150

200

250

300

350

0 50 100 150 200 250 300 350

Ship's Length [m]

Rel

ativ

e D

ispl

acem

ent

∆u

[mm

]

Original Version

Without Outer Coaming

Additional Deep Tank (20 ft)

Double Wall WT Bulkheads

Change of Maximum Relative Deformation

103%100%93%

83%

StructuralDesign

Reederei Claus-Peter Offen will receive in summer 2005 the largest Container Ships

Principal DimensionsL = 337,0mB = 45,6 mH = 27,2 mT = 15,0 m

Reederei Claus-Peter OffenMSC Pamela

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks

• Propulsion Plant• Specific Design Aspects

Water Ballast & Fuel Oil I

Fuel Oil

Ballast WaterBallast Water

Water Ballast & Fuel Oil II

Fuel oil in deep tanks and water ballast water in the side tanks

Ballast Water

Fuel Oil

Water Ballast & Fuel Oil III

Fuel OilBallast Water

Ballast Water

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks• Propulsion Plant

• Specific Design Aspects

Korea: Cost of Hull, M/E, Electric, Outfitting

55% of the production cost belongs to the main engine

Main Engine for 8200 TEU Container ShipsMax. power: 68,650 kW / 93,360 PS

Fuel consumption: 230 t/day at 25 kn

Top-Level of theWorlds Powerful Diesel Engine

• running time betweenmaintenance:20.000 working hour

• running condition85 to 90% of MCR

• Comparsion with car: 1.5 Mio. km with150km/h

12 Cylinder engine: bed with crank-shaft

• 12 Cylinder MAN / B&W: 24,6 m bed-plate with160 t crank-shaft

• 68 650 kW (93 360 PS)• shortage is the most serious

problem when ordering large container ships

ME-Power of Different Ship TypMean Engine Power vs TDW, Year of Building 1993-2003

0

10.000

20.000

30.000

40.000

50.000

60.000

70.000

80.000

0 50.000 100.000 150.000 200.000 250.000 300.000 350.000 400.000 450.000

TDW [t]

Engi

ne P

ower

[kW

]

Bulkers

Container Ships

Tankers

Large Main Engine

12 CylinderP = 68.500 kWn = 104 min-1

m= 2150 tL = 24,6 m

14 CylinderP = 80.000 kWn = 104 min-1

m= 2400 tL = 28 m

Maximum Propeller DimensionsDiameter: 9,10 m Weight: 102 t (130t on order)

Erosion due to Cavitation II

Cavitation Protection on a Rudder of aPost-Panamax-Vessel (Stainless Steel Cladding)

Surface grid on rudder, fixed fin and propeller

Contents

• Technological Development of Container Vessels

• The 9200TEU Post-Panamax Vessels

• The current size limits and future prospects

• Protected Location for F.O. Tanks

• Propulsion Plant• Specific Design Aspects

Number of 40´bays at each Cargo HoldCase: two 40´bays

- Higher Flexible Loading - Larger structural strength(reefer / dangerous good)

Number of 40´bays at each Cargo HoldCase: three 40´bays

- Larger Heeling Tank - Less steel weight

Transportation ofReefer and/or Dangerous Goods

Cargo holds for dangerous goods

Cargo holds for reefer container

Continuous Hatch Coaming

Continuous Hatch Coaming

Maximum Plate thickness up to 78 mm

Electro Gas Welding (EGW)

EGW Sample

Torsional Deflectionsoblique wave with wave crest in the midbody

Different Hatch Coaming Design INon-Continuous Structure Arrangement

Different Hatch Coaming Design IIInclined Structure Arrangement

Detail of Inclined Arrangement I

GL Design Another Design

Detail of Inclined Arrangement II

Hatch Coaming Design III20 knuckled Structure Arrangement

(critical design)

20 knuckled arrangement (critical design) IICrack appear direct in welded knuckle

Parametric Roll

• Heavy rolling in following seas

• Known since 3rd generation container ships

• Large container ships: danger of excessive rolling also in head seas

• Rolling angles of 50° and more have been reported

OOCL America – Post-Panmax

Container Stack Collapse in rolling

Overloaded Container Columns

Overloaded Container Fittings

• Seaway measured using the nautical X-band radar

• Hydrodynamic database• Mass information from loading

computer• Onboard calculation of ship

response (OCTOPUS)• Monitoring of ship specific

response parameters• Display of results on the bridge

Concept of the SRA system

}Transfer functions

Shipboard Routing Assistance System (SRAS)

Measured wave dataActual loading condition

Central processing and display unit

Weather forecast (alternatively) Hydrodynamic database

(prepared at office)

Lashing Bridge Design

Lashing Bridge for 4 Tiers

Who dares the jump from 9000 to 12000 TEU

12000 TEU Container Ship

?29,0 m27,7 m29,0 mH

1

?/20

16,0 m

52,0 m

382 m

1/2

18/22

14,7 m

57,0 m

381 m

22Prop No

19/2120/22Rows

15,0 m15,0 mTscant

54,2 m56,0 mB

382 m352 mLBP

Possible Dimensions of FutureContainer Carriers > 12000 TEU

FE-Model 12.000 TEU

Single or Twin Propeller Plant

14-cylinder V-engine 2 x 7 cylinder engine

Germanischer Lloyd will continue to support the development of Container Ships

Thank you for your attention!