ANEXOS 

FROM:        David Tozer
             Business Manager - Container Ships
             Lloyd's Register, London

TO:          Captain Bravo
		 Peruvian Navy Captain retired 

Captain Bravo,

Thank you for your email.

I attach hereto a copy of our Fact Sheet, which gives a brief summary of our
study "Ultra-Large Container Ships (ULCS) - designing to the limit of current
and projected terminal infrastructure capabilities".

The study, carried out in association with Ocean Shipping Consultants Limited,
commenced in 1999 with an investigation of current and projected terminal
infra-structure capabilities and thus determined the maximum dimensions for a
container ship which could visit most of the terminals serviced by today's
largest container ships.  The capacity was then calculated (12,500TEU),
technical issues examined (hull strength, powering, environmental, etc) and
then an economic assessment was carried out to determine the financial
viability of such a vessel.  The study included careful consideration of
loading/discharge issues and thus determined the likely turn-around time in
port.  The conclusion was, and remains, that such vessels provide substantial
economies of scale, even when considering the additional time required in port.

Further, it was determined that a slower, single screw design offers cheaper
transportation costs than a faster twin screw option. Contra-rotating propeller
(CRP) options were considered, the primary benefit of which is not the improved
propulsive efficiency but the ability to transmit greater power into the water,
and hence increase ship size and/or speed.

As part of the study we considered the benefits of re-locating the deckhouse to
midships.  This provides a number of operational, capacity and hull strength
benefits.  (There have been a number of reports by other agencies since that
time, copying our original idea!).  I have spoken to many builders and owners
about this option and consider it likely that such an arrangement will be
introduced soon.

The principal dimensions of a ULCS are as follows:

Lbp x B x D = 381 x 57 x 29 m

7 tiers, 22 stacks on deck
9 tiers, 20 stacks in holds


A subsequent study which we carried out has confirmed that the infrastructure
developments are proceeding as anticipated.

Our study was first presented publicly in March 2000.  At that time our
prognosis for the introduction of ulcs vessels was as follows:

             In the short term 9000TEU vessels will be introduced on
             the Asia-Europe and Transpacific trades.  Once again,
             competitive pressures will force owners to commit to
             these investments to maintain competitive position.

             These vessels will only slightly modify current port
             rotations.  River ports will not feature for these units
             but the general pattern will remain at least three port
             calls in Europe and in Asia.  On the transpacific, water
             depth restrictions on the West Coast may limit deployments.

             Trading speeds at up to 25knots will be maintained -
             unless there is a further increase in bunker prices.

             Feeder operations will support these deployments but will
             not be central to the strategy for such units.

             In the longer run - probably in the latter part of this
             decade - the next scale economy step will be taken.
             Vessels of 10700TEU and up to 12500TEU will be introduced.

             Two options will be noted:

             Slower units with a single engine calling at fewer ports.
             This represents a significant marketing option with much
             lower unit costs.  For a competitive service to be offered
             dedicated terminals and controlled feeder systems will be
             necessary to maintain competitive through-transit times
             versus faster vessels with multi-port itineraries.

             More expensive twin-engined vessels are another option -
             there are significant cost savings even with these vessels
             although the cost advantages are more restricted.

....this prognosis has stood the test of time.  Already, container ships with
capacities greater than 9,000 TEU have been ordered  (For example, recent order
by Seaspan for a series of 9,600TEU container ships, at Samsung, to Lloyd's
Register class - of course!!).  We believe the trend will continue as
predicted.


I hope the above is of help.  Please feel free to use any of the foregoing
information, provided, of course, you acknowledge the source as Lloyd's
Register and, where appropriate, Ocean Shipping Consultants Ltd.

Please revert if we can be of any more assistance.

Best regards,

David Tozer
Business Manager - Container Ships
Lloyd's Register, London
tel:  +44 (0)20 7423 1562
fax:  +44 (0)20 7423 2213
mob:  +44 (0)7766 246295
email:  david.tozer@lr.org

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-----Original Message-----
From: mbravov [mailto:mbravov@ec-red.com] 
Sent: 27 October 2004 02:43
To: Ulcs
Subject: Ultra Large Container Ship size 


 

Dear Sirs: 

I would like to know de future size (LBP, B and D) of ULCS at the end of 
this decade, in order to see de port requirement in the world. 

Thanks, 

Marcos Bravo
Peruvian Navy Captain retired 

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