Page 10: of Maritime Reporter Magazine (May 1999)

8,000-TEU environs with its latest breed from Lindo, a German study consortium involving GL has provided the techno- logical launchpad for 'mega' container- ships offering 8,000-plus slots. In addi- tion, the society is participating in pro- jects which are set to break new bounds in the Panamax category, bringing a 5,000-TEU load capacity within the ambit of a ship dimensioned to transit the Central American waterway.

Well known for his blend of candor, economic appreciation and technical knowledge, GL's executive board mem- ber Hans G. Payer believes the techno- logical path is open to vessels of 11,000/12,000-TEU in the medium- term, and that a 15,000-TEU unit capac- ity might be realized within 10 years as part of an integrated service strategy based on a rationalized itinerary using mega-hub terminals.

Under the federal government-spon- sored Container Transport Systems of the Future initiative, project-managed by builder Howaldtswerke-Deutsche

Werft (HDW), GL undertook thorough strength and stress analyses. "The results show that nothing now stands in the way of construction of ships carry- ing 8,000-TEU as far as the structural aspects are concerned," reported the society.

While it is accepted that the consider- ably higher loads arising in many areas necessitates local reinforcement, the sophistication of analytical methods now available means that potential strength problems associated with still larger ship sizes can be identified dependably during the design phase, and solved accordingly.

The containership component of the world fleet has grown 8.7% over the past live years alone, and the prospect of considerable volume growth during the next 10 years drives the industry to achieve ever-higher efficiencies per slot in the face of unremitting competitive and rate pressures.

It is felt that 25 knots is likely to remain the norm in terms of maximum design requirement for some time, since studies indicate that a 10 percent increase in speed to 27.5 knots carries a 30 percent fuel consumption penalty.

Existing top-of-the range machinery from the two-stroke diesel engine spe- cialists would meet the combination of vessel scale and speed requirements, although progression beyond the 8,000-

TEU category would require a twin- engine plant or alternative solution.

Detailed technical work is now being progressed on the 8,000-TEU type, while one operator is also involved in evaluations for a vessel of around 12,000-TEU, for which two low-speed

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