In the mid-1960s, container ships built with a maximum capacity of less than 1000 TEU; in the 1970s, shipping companies began to order second-generation container ships of more than 1000 TEU; in the 1980s, 3000 TEU-type container ships debuted to adapt to the global route. The need to fully utilize the navigation capacity of the Panama Canal, the ship width is set at 32.20 meters, known as the Panamax container ship; in 1988, the US Presidential ship built the 4340TEU "Preumen President" container ship, which is a super Panamax container ship. In the mid-1990s, container ships with a ship width of more than 40 meters and a carrying capacity of 5000-6000 TEU were put into operation; just entering the 21st century, the iron-making slag-made 6674 TEU-type "Southampton" and Maersk-made 7660TEU-type" The container ship of the Ma Tuji Monarch has been delivered; in the first 10 years of the new century, from 8,000 TEU to 12,000 TEU, to today's 18,000 TEU, the container container capacity has increased at an alarming rate.
Hermann Klein, executive director of Lloyd's Register of Shipping, said that the big ship is already a development trend of the container shipping industry. Even if the rumors about Maersk Line's custom-made big ship are not true, the order for the 18,000 TEU container ship is expected. Will appear in the next year.
The feasibility of designing and manufacturing 10,000 TEU container ships has provided technical support for the over-large size of container ships. Even some insiders believe that “the volume of container ships in the future will not be restricted by the technical levelâ€.
According to the Norwegian Classification Society, the Korean shipyard is currently developing a 16,000 TEU container ship. According to the preliminary design guidelines, the factory has special requirements for the size and thickness of the hull steel. The length and width of the hull are about 399 meters and 57 meters respectively, which is the same as Maersk Line's "Emma Maersk" series. The upper hatch coaming steel is 75-80 mm in size and must be made of high-strength (HT) 47 steel. The current highest grade steel is only HT40. According to the design of Korea STX Shipbuilding Group, a 22,000 TEU container ship has a length of 470 meters, which is 17% higher than that of a 16,000 TEU container ship. The hull size and steel plate requirements must also increase accordingly. More careful design and technical specifications.
According to the Norwegian Classification Society, the construction of a 22,000 TEU ultra-large container ship is not a problem from a technical point of view, but it takes more time to solve several major problems, especially the hull resistance and fuel consumption. . The hull resistance must calculate the friction and water resistance. The two not only affect the ratio of the length and width of the hull, but also have different weights at different speeds, which in turn affects the fuel consumption, which are considered by the shipowners.
12.5 million TEU boat or winner
The Norwegian Classification Society believes that in the 1970s, the maximum container capacity of the container was about 2000 TEU, which has risen sharply to 14,000 TEU so far. The capacity is constantly increasing. The main reason should be “globalizationâ€. However, under the concern of global warming and reducing carbon emissions, coupled with container terminals handling capacity, loading and unloading time, transit equipment levels, railways and road support, the importance of “globalization†factors is decreasing. Whether the growth trend of capacity scale will continue will seem to be discussed.
Liu Bin, director of the Institute of World Economics at Dalian Maritime University, believes that due to some limiting factors, the difficulty of running a large ship is higher than the difficulty of construction.
Cost limit. The operating costs of container ships mainly include personnel salaries, insurance, ship management fees, port charges, and fuel costs. When the container shipping capacity is from 4000TEU to 10,000 TEU, the operating cost is declining. At 10,000 TEU, the operating cost per container reaches a minimum of $1,400. Then, with the expansion of the container ship, it operates at 18,000 TEU. The cost starts to rise slowly. Therefore, from the perspective of the operating cost of a single container, the 10,000 TEU container ship is the most advantageous in terms of operating cost, not the larger the smaller the cheaper.
Port restrictions. Very large container ships are increasingly being invested in international trade routes, and many container port terminals have not responded to this rapid development of collection and transportation capacity. At present, the water depth of most container ports in the world is difficult to adapt to the docking of very large container ships; the port's handling capacity is also limited, and the increase in time has greatly reduced the competitiveness of ultra-large container ships; the ultra-large container ships need further Consider a range of issues including terminal facilities, yards, logistics, computer systems and inland transportation.
Route restrictions. The advantages of ultra-large container ships are high traffic volume, high average efficiency, low average fuel consumption by sea and more suitable for longer routes. To date, most of the super-large container ships with a single-ship capacity of more than 8,000 TEU have been placed on the Asia-Europe and Asia-North America Pan-Pacific routes, so the number of routes is greatly limited. In addition, very large container ships are often plagued by “direct flights or transshipmentsâ€.
In addition to the above three major constraints, the Norwegian Classification Society also pointed out that the big ship does not necessarily bring greater cost-effectiveness, because the ship always needs more goods, so that the desire of the ultra-large container ship to reduce costs can be realized. Under the current situation that the volume of goods is not deep, it is inevitable to question whether the super-large container ship is the best way to regulate the supply of ships.
Well, we can't help but ask, because of the limitations of many factors in reality, can a container ship be infinitely large after breaking through 10,000 TEU? Can you continue to make a profit and maintain your advantage?
In this regard, Liu Bin believes that the size of the container ship is too large, resulting in low returns and high risks. Although the oversize of container ships has become an inevitable trend, this trend should be gradual and modest. Container ships, port conditions and financial costs require coordinated, harmonious and scientific development. Therefore, "1.25 million TEU container ships are the limit of development."
Despite this lack of eloquence, the Norwegian Classification Society has reached the same conclusion.
According to the Norwegian Classification Society, in the foreseeable future, the 125,000 TEU container ship can pass through the expanded Panama Canal and can also pass under the Bayonne Bridge in New York, which can exert economies of scale. At the same time, without losing the flexibility of operation, it will be the size of the more dominant container ship, or it will temporarily become the winner in the market.
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