We will learn how the latest maritime equipment, strategic design, and freshest technologies keep container ships from capsizing.

Which Technologies are Used for Container Ships to Survive Big Waves?

The Importance of Watertight Compartments

Waves that crash on the deck of a ship in rough seas can add water to the vessel. Here’s where the build system can help. The bilge consists of strategically placed pumps, pipes, valves, and pipes throughout the lower compartments. These components work together to manage any water leak due to leaks and rough seas. The primary goal is to keep water levels within the ship manageable and safe.

Modern construction systems also have sensors to monitor water level and pump performance. When a vessel is built, it’s divided into multiple watertight sections, creating an internal barrier. These compartments were designed to be water-resistant as well as airtight. If a hole occurs in a hull section, the water is inside that compartment. This design prevents the water from freely flowing through the boat. It also maintains stability. When a hole is created in a compartment, water can enter that area, but the watertight sections around the opening are unaffected. Even if only one compartment is compromised, all the others remain intact and afloat.

This allows the crew time to react and take corrective action, preventing the situation from becoming a major catastrophe. Note that the RMS Titanic was the first vessel to put this principle to the test. The Titanic remained afloat even after it struck an iceberg. Its watertight compartments helped the ship to survive.

Utilizing Ballast Systems for Stability

Container ships use ballast tanks to maintain weight distribution and balance. Ballast tanks stabilize boats in damaging weather conditions. The crew of a vessel can adjust the weight distribution by adjusting the water in its ballast tanks. This will counter the force of wind and waves. It is for this reason that ships glide through wild waters with ease. You may have felt the unnerving motion of the container ships when the weather was terrible.

Crew members can reduce excessive rolling by transferring water from the ballast tanks to either vessel’s side. This will minimize the discomfort experienced by passengers and also reduce the risk of capsizing. These tanks, as well as bad weather, can also control the pitching or up-and-down movement of a vessel’s bow and tail.

The ballast system provides emergency stability in extreme situations, such as unexpectedly heavy storms. The crew can strategically use the ballast tanks to add weight to the container ship, increasing its resistance to pitching and rolling forces.

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Over the years, the ships have grown both in size and technologically. Container transport ships have also been involved in this change and development. We can say that the desire to transport more containers in a faster way has been the main idea of this change.

▼ Let’s examine the changes in these ships now. ▼

Early Containerships

Ships that are considered to be the first generation container carriers are named ‘Early Containerships.’
These ships consisted of cast iron or tanker ships capable of carrying up to 1000 TEU. The first ship was the Ideal-X, converted after WW2. 1956 can be accepted as the start date of these ships. These ships carried containers on converted decks. Their speed was between 18 and 20 knots. In addition, most of these ships carried cranes because the ports were not developed then.

By the 1970s, container transportation had begun to be adopted around the world and gained more control. In this period, ships whose primary purpose was to carry containers started to be produced (Fully Cellular).

The C7 Class ships were introduced in 1968. The crane part has been removed to carry more containers on these ships. Their speed has been increased to 20-24 knots.

Panamax

Let’s look at the second stage of containerships evolution. Developing economies and the growing maritime transport sector have made it necessary to produce new ships. Increasing the number of containers transported reduces costs. For this reason, it was desired to increase the container capacity. The standard of the Panama Canal, known as the Panamax standard, was reached in 1985 with 3000-3400 TEU. It began to max out to enter the width of the channel. And this situation revealed the Panamax Max ships. This has increased to TEU 3400-4500 with Panamax Max vessels.

Post Panamax ( 1 and 2 )

In 1988, the APL C10 containership series with a capacity of 4500 TEU was introduced. Post-Panamax 1 class ships were not much longer than Panamax ship class. Its width was increased. It was aimed at increasing efficiency. By the end of the 1990s, the rapid increase in global trade accelerated the process. As the year 2000 approached, the Post Panamax 2 ships were close to being the next step in change. 6000-8500 TEU levels were reached, and Post Panamax 2 ships started to take their place in international trade. However, these ships were an infrastructure problem for some ports. Deeper drafts, like cranes stretching from ship to shore. After this process, the docks began to develop toward their modern form.

Very Large Containership (VLCS)

In 2006, a class of ships with capacities in the range of 11,000 -14,500 TEU was introduced by Maersk. A third-generation class was formed after the Panamax class. They were named Very Large Containership as they were larger than the properties of the Panama Canal. They exceeded the width of 22 containers.

Ultra Large Containership (ULCV)

After the Panamax series and VLCS ships, the Ultra Large Containership class, which reached 18,000 TEU in 2013, was introduced. (Maersk named it Triple E). This class has continued to evolve; until 2017, ships over 20,000 TEU are still in service. High-end ships are still being developed to fit the dimensions of the Suez Canal. Today’s technology and facilities can quickly produce ships up to 30,000 TEU levels. However, due to reasons such as canal dimensions and commercial volume concerns, it is not needed yet.

Click Here for the Top 5 Biggest Container Ships in the World 2023 ➥

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One of the biggest shipping line companies CMA CGM announced that none of its 500 vessels will use the Northern Sea Route along Siberia. They refused to use North Pole Sea Route as a shipping trade route in order to not damage the biodiversity of the region and planet. For our planet’s future, the company sacrificed the competitive advantage this route gives the shipping company. We congratulate CMA CGM for this avant-garde, pointed and the visionary decision that all shipping lines should follow. ​

French shipping major CMA CGM has decided that none of its 500 vessels will use the Northern Sea Route along Siberia, which is now open due to climate change.

Additionally, the company said it would give priority to liquefied natural gas (LNG) to power its future ships in order to further protect the environment.

“With this decision, CMA CGM makes the resolute choice to protect the environment and the planet’s biodiversity despite the major competitive advantage this route represents for shipping companies,” Rodolphe Saadé, Chairman and Chief Executive Officer of the CMA CGM Group, said.

The decisions were to be presented at the G7 meeting taking place at Biarritz, France, from August 24-26.

The Northern Sea Route, which runs the length of the Siberian Coast, connects Asia to Europe today. The route has been made navigable due to the effects of global warming.

“The use of the Northern Sea Route will represent a significant danger to the unique natural ecosystems of this part of the world, mainly due to the numerous threats posed by accidents, oil pollution or collisions with marine wildlife,” according to CMA CGM.

Furthermore, the company explained that today LNG offers the best-proven solution available to significantly reduce the environmental footprint of maritime transport. The use of LNG reduces emissions of sulphur and fine particles by 99%, nitrogen oxides emissions by 85% and carbon dioxide emissions by up to 20%.

CMA CGM would use LNG to power its ultra-large ships that are designed to carry up to 23,000 containers. The first ship in this fleet of nine container vessels are scheduled for delivery as early as 2020. By 2022, the company will have 20 LNG-powered vessels in its fleet.

The shipowner added that it continues research into other energy sources after a successful test of biofuel oil at port of Rotterdam aboard the 5,095 TEU containership CMA CGM White Shark in March 2019. CMA CGM is also establishing research partnerships to develop hydrogen as a potential long-term energy solution.

During the meeting, Saadé is to deliver to the President of France, Emmanuel Macron, on behalf of the maritime industry, the SAILS (Sustainable Actions for Innovative and Low-impact Shipping) Charter, formalized on the initiative of the Ministry for the Ecological and Inclusive Transition.

Through this charter, ten French signatory shipping companies, including Brittany Ferries, CMA CGM, Corsica ferries, Corsica Linea, Express des îles, Jifmar, La Méridionale, LDA, Orange Marine, PONANT, all members of Armateurs de France, commit to implementing specific actions in the reduction of emissions of air pollutants and greenhouse gases, whale protection, vessel energy optimization and performance, and strengthening of relations with the scientific community.

Between 2005 and 2015, the group reduced its CO2 emissions per container transported by 50% and has a target to further reduce these emissions by a further 30% by 2025.

“We make these decisions for the future, to leave our children a cleaner planet,” Saadé said, inviting the entire industry, competitors, partners and customers, “to join us.”

Source: https://worldmaritimenews.com/archives/282091/cma-cgm-pledges-not-to-use-the-northern-sea-route/

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