Author Topic: Jumbo-containerships Maersk  (Read 3228 times)

Offline Antoon Oosting

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Jumbo-containerships Maersk
« on: October 31, 2005, 04:40:57 PM »
Who can provide me with extra information about the building of new jumbo-containerships on the Odense shipyard of Maersk. I hear there is circulating a recent picture about of the bridge/deckhouse. Who can help me with pictures about this. My source is telling me about a 13.460 teu ship of loa of almost 400 meters, 56 m broad, 16 m depth.
Antoon Oosting
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Offline portagent

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Re: Jumbo-containerships Maersk
« Reply #1 on: October 31, 2005, 06:26:10 PM »
good evening Antoon,

pls look under shipping news " 13.000 TEU carriers to come in 2009", where this matter is already discussed internally.
dead slow ahead !  :-)
best regards, Klaus

Offline Patrik Karlsson

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Re: Jumbo-containerships Maersk
« Reply #2 on: November 13, 2005, 10:41:58 PM »
The German classification socity and Hundai shipyard has launched 13000 TEU

http://www.gl-group.com/news/archiv/2005/6305.htm

Offline Patrik Karlsson

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Re: Jumbo-containerships Maersk - BETTER
« Reply #3 on: November 13, 2005, 10:48:06 PM »
THIS IS FROM GERMANISCHER LLOYDS HOMEPAGE


Presentation of Mega Container Carrier: Korean Yard Now Accepting Orders
 
Hamburg, 30 September 2005 - With an innovative design study for a 13,000 TEU container ship, Germanischer Lloyd and the Korean yard Hyundai Heavy Industries (HHI) are showing just how big container carriers will be in the near future. In front of over 100 customers at the Container Forum, Mr D.S. Cho, Executive Vice President of HHI, and Jan-Olaf Probst, Ship Type Manager for Container Ships at Germanischer Lloyd, presented their new ship design with two main engines and two propellers. All the relevant calculations have been carried out and the design completely approved by Germanischer Lloyd; the Korean yard is now accepting orders.
The ship is 382 metres long and 54.2 metres wide, and has a draught of 13.5 m. The 6,230 containers below deck are stacked in 10 tiers and 19 rows, while the 7,210 deck containers are stowed in 21 rows. Powered by two 45,000 kW engines, the vessel's speed is 25.5 knots. The design study is characterized by two technical innovations: the cooperation partners decided on a twin drive configuration and the separation of deckhouse and engine room.

The question as to what propulsion powers and arrangements are needed to achieve the desired speed of 26 knots may be answered by diverse technical approaches: in the early phase of detailed calculations, not only the twin drive, but also the possibilities offered by one main engine, as well as one main engine with an additional pod drive, were considered. The cost estimate for the various drive configurations, never before done by a shipyard, indicated that a twin propulsion system was only negligibly more cost-intensive than the variant with only one main engine.

From the technical standpoint, the aspect of absolute safety is a major argument for the twin drive. In the event of an engine failure, the ship would remain manoeuvrable and could reach a safe harbour under its own steam. The main-engine and shaft sizes correspond to those of a 4,000 TEU carrier. More than 15 years of experience and smooth operation speak in favour of this size of propulsion unit. Engines and propellers of this size are in widespread use, making the maintenance and procurement of spare parts both easy and cost-effective.

On the other hand, the single-engine variant leads to several difficulties that have not been solved as yet. The output of a 14-cylinder engine is not enough to achieve the required speed, whereas a 16-cylinder engine would be too large. As regards propeller size, HHI believes that the maximum has been reached with a diameter of 9.5 m and a weight of 110 t. What is more, the single-screw design involves a great risk of cavitation; the extremely high shaft power also represents a hazard.

With a view to meeting the SOLAS requirements for bridge visibility on such a large ship, the design envisages the separation of deckhouse and engine room. The innovative arrangement of the deckhouse in the forward part of the ship permits an increase in container capacity and a reduction in ballast water. The international regulations on the protection of fuel tanks are also satisfied with this design, because they are located in the protected area below the deckhouse. Another welcome result of this innovation is reduced bending and increased stiffness of the hull.

Over a period of one and a half years, the cooperation partners Germanischer Lloyd and Hyundai Heavy Industries performed calculations for all components of the ship. The study investigated the layout of the ship, the number of containers and their stowage, the design of the fuel tanks, and also provided for strength analyses. Further aspects included slamming calculations, propulsion plants, engine room design and vibration analyses. In addition to towing experiments, tank model tests were also carried out at Hyundai in respect of parametric rolling, with the support of Germanischer Lloyd. At the same time, programs developed by Germanischer Lloyd were used to examine the behaviour of the ship in a seaway, especially parametric rolling. Moreover, exhaust emission tests were conducted to determine the optimum position for the funnels.

The production period for such a ship lies at 9 to 10 months. Owing to the great workload of the yard, delivery before 2009 will not be possible.




Picture 165-1: Size comparison of container ships. The separation of deckhouse and engine room is clearly recognizable for the 13,000 TEU ship.



Picture 165-2: The 13,000 TEU container ship


About Germanischer Lloyd

Germanischer Lloyd sets standards in technology, safety and quality for the maritime and industrial sectors. Besides the classification of all kinds of ships, Germanischer Lloyd is active worldwide as a technical supervisory organization. Today, the GL Group is represented with more than 2,700 employees at 163 locations in 77 countries.

As one of the worldwide leaders in ship classification, Germanischer Lloyd looks after the technical safety of over 5,700 ships. More than 120 flag states have authorized the Society to perform statutory duties on their behalf. The number of newbuilding orders on hand currently exceeds 1,000 units.

About Hyundai Heavy Industries (HHI)

Established in 1973, the shipyard is located in Ulsan, Korea, and is now the largest in the world. With over 25,000 employees, HHI delivers approx. 70 ships with more than 5 million GT per year. At present, the yard's order book comprises 145 container ships. www.hhi.co.kr

Offline Andrew McAlpine

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Re: Jumbo-containerships Maersk - BETTER
« Reply #4 on: November 14, 2005, 08:11:05 AM »
A very interesting artical.
It was only a matter of time before the 13000teu ship appeard, it will be interesting to see what shiiping will be the first to order them? however my money would be on Maersk having a series built by their own shipyard in Denmark, this way they would be again be the first line to have the largest containerships afloat & be able to maintain their advantage over their competators especially the big lines from China ie CSCL,COSCO who could not have these ships until 2009 at the earliest.

Ships of this size will present many logistical problems for container terminals around the world, due to the time it would take to load and discharge them they would only call at a few large hub terminals around in order to maintain their schedule, yet more pressure for container terminals in the (UK).

 

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