References:

Ship Design & Construction Vol.I

Ship Design & Construction Vol.II
Practical Ship Design
Lloyd Register “Container Packing & Securing”
Guide for Certification of Container Securing Systems
Container Lashing & Stowage

Container Ship

Desain Kapal 2

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Evolution of Containerships

Source: Ashar and Rodrigue, 2012. All dimensions are in meters. LOA: Length overall.

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Early containerships.
 The first generation of
containerships was composed of
modified bulk vessels or tankers
that could transport up 1,000 TEUs.
 The container was at the beginning of
the 1960s
 They were also relatively slow, with
speeds of about 18 to 20 knots
 These ships were carrying onboard
cranes since most port terminals
were not equipped to handle
containers
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fully cellular containerships (FCC;
second generation)
 Cranes were removed from the
ship design so that more containers
could be carried
 Cellular containerships were also
much faster with speeds of 20-24
knots, which would become the
speed of reference in containerized
shipping.
Panamax.
 During the 1980s economies of scale rapidly pushed for the construction of larger
containerships; the larger the number of containers being carried the lower
the costs per TEU.
 The size limit of the Panama Canal, which came to be known as the panamax
standard, was achieved in 1985 with a capacity of about 4,000 TEUs.
 At the same time panamax container ship designs were evolving to take maximum
advantage of the canal's limitation in beam (Panamax Max).

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Post Panamax I and II.
 containership with a capacity of 4,500 TEUs, was introduced in 1988 and was the
first containership class to exceeded the 32.2 m width limit of the Panama
Canal.
 By 1996, full fledged Post Panamax containerships were introduced while capacities
reached 6,600 TEUs.
 Post Panamax II (8,000 TEUs) Containerships require deep water ports (at
least 43 feet of draft) and highly efficient, but costly, portainers. Draft
constraints became a factor placing pressures on ports to dredge to accommodate
post panamax containerships

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The size of a panamax vessel is limited by the Panama canal's lock chambers, which can
accommodate ships with a beam of up to 32.31 m, a length overall of up to
294.13 m, and a draft of up to 12.04 m.

The new locks are being built to accommodate a container ship with a length overall
Length overall of 366 m, a maximum width of 49 m, and tropical fresh-water draft of
15.2 m.

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New-Panamax, or Neo-Panamax (NPX).
 Refers to ships designed to fit exactly in the locks of the expanded Panama Canal,
expected to open in 2016.These ships will have a capacity of about 12,500TEU.

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Post Panamax III and Triple E.
 By 2006, a third generation of post panamax containerships came online when
Maersk shipping line introduced a ship class having a capacity in the range
of 11,000 to 14,500 TEUs; the Emma Maersk, (E Class). They were dubbed "Post
New Panamax" since they are bigger than the specifications of the expanded Panama
Canal.
 A further extension of the post panamax design led to the introduction of "Triple
E" class ships of about 18,000 TEUs in 2013. It remains to be seen which routes
and ports these ships would service, but they are limited mostly to routes
between Asia and Europe.

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Development of Container Ship Concept

The design
philosophy has
changed

the changes in the changes in the major world political

world economy trading pattern events

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Kanal Panama

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Pelni Shipping line

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Type of Container Ship
General Cargo Ships

Container Ships

Container Ships – Hatch coverless

Con-Bulkers

Ro-Ro Cargo Ships

Lighters aboard ships

Barge

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Container ship design

• Service speed
Design • Capacity
requirement • Number of containers
• Cranes

• Container cell guides

• Container securing on deck
• Pontoon hatch covers
Unique features
• Container pedestals
& capabilities
• Hatch cover-less container ships
• Refrigerated container stowage
• Provisions for self-loading and unloading capabiliy

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System Design
Speed/ Power Consideration

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Container Characteristic & Standard

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 Tank Open Top
Container Container

Bulk
Containers
General
Purposes
Containers
Type of Container

Reefer /
Thermal
Container

Named Cargo Platform

Containers Container

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Container cell guides & entry guides

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 Guides inside Holds
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 Guides on Deck Lashing bridge

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Hatch Cover design

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Container Securing Systems & Fitting On Deck

 Heavy Sea.mp4
 The IMO document "IMO Code of Safe
Practice for Cargo Stowage and Securing”
contains some basic recommendations for
cargo securing on board ships.

 The relevant data required to specify

the stowage and securing of any type of
cargo is :
– Weight, in metric tons
– Main dimensions (with drawing, if
possible)
– Location of the center of gravity
– Footprint and local reinforcements
– Lifting points or slinging positions
– Lifting device supplied with the cargo, if
any, together with the tests certificates
– Safety arrangements on board the ship
– Preparations for transport, on shore
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Containers Lost at Sea
 Misdeclared container weights
 Faulty connections between containers
 Heavier containers placed on top of
lighter containers
 Stacking height
 Container contents improperly loaded
 Containers in poor condition
 Failure to adapt course to weather
conditions
 Ship crew in the bridge unaware of
dangerous conditions

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Main Dimensions

fore peak space

the cargo space

• Container
machinery space bays,
• Shaft • The
aft peak space • Main engine containers
• Equipment • Required
clearances
• Cargo
handling
equipment

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Length

 For preliminary design work, it can be assumed that the length required for
each container is (l+1.5) m where l is length of a container (Munro-Smith,
1975) by making allowances for clearance and cross-ties.
 The LBP of the ship is the sum of the container portion, engine-sterntube and
portion forward.Thus:
LBP = Lc + Le + Lf + LBCC
where; Lc = Container portion = Nx.(l+1.5)
Nx = Number of containers in the length.
Le = Length of engine room and after peak tank
Lf = Length of fore peak tank.
LBCC = Length between most forward cargo hold and collision bulkhead.

 As a first approximation
 the length of the aft peak tank can be taken as 3.5% of LBP.
 The length of fore peak tank can be taken as 5% LBP and
 length of space forward of container length can be taken as 10% LBP.
LBP=0.035 LBP+Le+LC+0.1 LBP+0.05 LBP
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Breadth

 Breadth is a function of the size of the container units and calculated using the
number of container rows.
 The gaps between containers depend on the type of stowage equipment.
 Breadth is very important to the stability. It is great concern in the design and
operation of container ships then any other vessel type.
 Containers have a standard width of 2.43 m. However, each container requires an
allowance for clearance, guides, etc. of about 240 mm (Munro-Smith, 1975) so that
each container requires a width of 2.67 m.
 Thus the number of rows (Ny) cells located transversely in the ship require 2.67 Ny
m. Since the width available for containers is about 80 percent of the ship's breadth B,
then

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Depth

 It is a function of the size of the container unit with the vertical gaps between the
adjacent containers and the height of the tank top in the holds.
 The number of tiers of containers to be carried in the hold will be dependent on the
proportion of the total capacity of the vessel to be carried under the deck.
 The rate of under container numbers is around 40-60 % of the total capacity.
 Container ships are associated with large freeboard and light loaded drafts.
 The light draft is due to the low density of the cargo
 This results low displacement according to the physical size of the vessels.
 Container ships are deep vessels to accommodate the under deck stowage results in
the large freeboard.
 The depth of the ship is in generally controlled by the number of containers to be
carried vertically. Thus:

D = Nz H + DB where
Nz = Number of tiers of containers in holds
H = Height containers
DB = Depth of double bottom.
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Container Ships Structure

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 Hatch Coaming design 1

Hatch Coaming design 1I

Hatch Coaming design 1II

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Stowage Plan
 To achieve optimal capacity utilization of containers
 To simplify and speed up loading/unloading
 To calculate the necessary lashing materials
 Load limit permitted weight distribution of container
 Weight restrictions for inland transport
 Recipient's possibilities for unloading cargo from container

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