The Development of Containerisation
貨櫃化的發展
尚作仁船長 翻譯 Translated by Captain David Shang
1.3 Maritime transport of containers
貨櫃海上運輸
1.3.1 Container-carrying vessels, part 1
貨櫃船 - 1
Preface
前言
Anyone using containers for maritime transport should have at least some kind of idea of what kinds of vessels are used for this purpose. When people who are not shipping professionals read press articles about gigantic new container ships, they find it hard to imagine that such ships could experience problems at sea. It is very often also forgotten that even containers which have been carried for the vast majority of their voyage on ultra-modern ships will have to be carried for the remainder of their voyage, quite possibly highly adventurously, on very different kinds of ships. This section of the Container Handbook is thus intended to provide a brief overview of the different kinds of ships which may be used to carry containers. Reference should be made to the appropriate specialist literature if detailed information is wanted or required.
任何使用貨櫃進行海上運輸的人都應該至少對用於此目的的船舶類型有所了解。當非航運專業人士閱讀有關巨型新型貨櫃船的新聞文章時，他們很難想像這種船舶會在海上遇到問題。人們常常忘記，即使在超現代化船舶上完成了絕大部分航程的貨櫃，也必須在不同類型的船舶上完成剩餘的航程，而且很可能充滿風險。因此，「貨櫃手冊」的本章節旨在簡要概述可用於運輸貨櫃的不同類型船舶。如果需要詳細信息，請參閱相應的專業文獻。
Ships - general
船舶 - 概述
Ships may be distinguished on the basis of various different criteria.For example, by
船舶可根據各種不同的標準進行區分。例如，
· type of propulsion;
推進器類型；
· region of service;
服務區域；
· function;
功能；
· tonnage or measurement;
噸位或尺寸；
· arrangement of decks or superstructures etc.
甲板或上層建築的佈置等。
Type of propulsion will not be a major concern for most maritime shipping customers. In most cases, users will assume that the goods will be carried by motor or turbine ships. The following and similar abbreviations are often found in the shipping documents prefixing the ship's designation: MS = motor ship; TS = turbine ship; CMV = container motor vessel; CTV = container turbine vessel. However, it is still good to know whether containers will be carried onwards with other vessels, perhaps even sailing ships or open flatboats. This is not uncommon in some parts of the world, for example in the Indonesian archipelago.
推進器類型並非大多數海運客戶關注的重點。在大多數情況下，使用者會假設貨物將由動力船或蒸氣渦輪機船運送。以下及類似的縮寫通常出現在船名前綴的裝運文件中：MS = 動力船；TS
= 蒸氣渦輪機船；CMV = 貨櫃動力輪；CTV = 貨櫃蒸氣渦輪機輪。然而，了解貨櫃是否會由其他船舶(甚至是帆船或敞篷平底船)運輸仍然是有益的。這在世界某些地區並不罕見，例如在印度尼西亞群島。
Differentiation by region of service is often clear simply from the ship's name. Examples are lakers (for use on the Great Lakes and St. Lawrence Seaway), coasters (for coastal shipping), European inland waterway vessels, ocean-going vessels etc. For shipping professionals, the name is enough to give them a picture of the nature and appearance of the ship and how it accommodates cargo etc.
通常只需從船名就可以看出服務區域。例如，湖船(用於五大湖和聖勞倫斯航道)、沿海船(用於沿海運輸)、歐洲內河船舶、遠洋船舶等。對於航運專業人士來說，船舶名稱足以讓他們了解船舶的性質和外觀，以及它如何裝載貨物等。
A ship's function is also generally reflected in its name, for example underwater vehicle, fishing vessel, tugboat, buoy-laying vessel, warship or the like. As their name would suggest, feeder ships, for example, carry goods for onward carriage by other ships.
船舶的功能通常也反映在其名稱中，例如水下航行器、漁船、拖船、浮標佈放船、軍艦等。例如，如其名稱所示，feeder ships(接駁船)負責從自有船轉運貨物到其他船舶繼續運輸。
Differentiation by tonnage, measurement, arrangement of superstructures etc. is generally only of interest to the specialist. Laypeople will be largely unconcerned whether goods are being carried on a full scantling, open-deck, shelter-deck or flush-deck vessel, a three-island or any other kind of vessel, although knowing the kind of vessel makes it possible to draw important conclusions about the type of carriage, transport risks, handling stresses etc.
通常只有專業人士才會對以噸位、尺寸、上層建築佈置等區分感興趣。外行人通常不會關心貨物是在全尺寸船、露天甲板船、遮蔽甲板船、平甲板船、三島式船還是其他類型的船上運載，但了解船舶類型有助於得出關於運輸類型、運輸風險、裝卸應力等重要結論。
The interested layperson should, however, be aware that gross or net register tonnages are not directly indicative of the size of a vessel, while the more recent terms gross and net tonnage are little more help.
然而，有興趣的外行人應該注意，總登記噸位或淨登記噸位並不能直接顯示船舶的大小，而較新的術語「總噸位」和「淨噸位」則更有幫助。
Every shipper or charterer should know the term deadweight, which is the ship's payload in metric tons. And it certainly does no harm to know that the ship's displacement or displacement tonnage is its total weight, i.e. the sum of the weight of the empty, operational ship plus all permitted payload.
每個托運人或租船人都應該知道「載重噸」這個術語，即船舶的有效荷載(以公噸為單位)。當然，若是能更進一步的了解船舶的排水量或排水噸位是指船舶的總重量，即空載時可供船舶運作的重量(燃油、淡水、補給)加上所有允許的有效荷載的總和，也是有益的。
This section of the Container Handbook will now outline some essential distinguishing features of those merchant ships which carry containers and comparable "combined transport units". Press articles often refer to the "type of freight" in this connection, but strictly speaking this is incorrect as freight is the amount of money the shipowner or carrier receives for transporting the cargo.
「貨櫃手冊」此章節將概述那些運載貨櫃和類似「複合式運輸單元」的商船，一些基本區別和特徵。新聞報導中經常提到所謂的「貨運類型」(type of freight)，但嚴格來說，這個理解是不正確的，因為“freight”實際上是指船東或承運人運輸貨物所收到的「運費」。
Before taking a closer look at various types of ship, a breakdown by handling method may be helpful:
在仔細研究各種船舶類型之前，若按裝卸方式進行分類可能會有所幫助：
按裝卸方式分類
LO/LO stands for lift-on/lift-off The cargo is lifted in and out of the ship (loaded and unloaded) using on-board lifting gear or loading gear, such as derricks, on-board cranes or gantries, or also on-shore lifting gear. This is the traditional handling method and is used for most ships throughout the world.
LO/LO表示吊上/吊下，貨物裝卸使用船上起重設備或裝載設備，例如吊桿、船上起重機或龍門吊架或岸上起重設備。這是傳統的裝卸方式，適用於世界各地的大多數船舶。
RO/RO stands for roll-on/roll-off, meaning that the cargo is moved on and off the ship on wheels. This is achieved in various different ways. Loaded trucks drive on/off ship under their own power, the driver either traveling with the truck and continuing onward carriage or leaving the truck to continue its journey unaccompanied. In either case door-to-door transport is possible. The truck may travel unaccompanied when driven by a driver under contract.
RO/RO表示滾裝/滾卸，即貨物以輪子的方式裝卸船。滾裝可以有多種不同的方式。載運的卡車依靠自身動力上下船，駕駛可隨船運送，如果卡車由合約司機駕駛，也可以無人看管卡車的方式繼續旅程。無論哪種方式，都可以實現「門到門」的運輸。
Door-to-door transport is again possible. Trailers or chassis are driven on board with special terminal tractors. Roll trailers are packed at the port of departure, hauled on board with special RO/RO tractors, hauled off at the port of destination and unpacked there. A similar situation applies to cassettes or container bolsters packed in port, which are lifted up with special terminal vehicles and rolled on board and back off again. This method covers all types of ship involved, for example, in ferry traffic. Containers and swap-bodies are here (virtually) exclusively embarked and disembarked on roll trailers, chassis and similar means.
「門到門」運輸也可透過拖車或底盤由專用碼頭牽引車拖上船。滾裝拖車在出發港裝箱，用專用滾裝牽引車拖上船，在目的港卸船並在那裡卸貨。類似的情況也適用於在港口裝箱的卡式貨櫃(平板櫃)或貨櫃托架，它們由專用碼頭吊車吊起裝船然後再卸船。這種方法適用於所有類型的船舶，例如渡輪運輸。貨櫃和可互換箱體透過拖車、底盤和類似工具裝載和卸載。
STO/RO stands for stow and roll. In this case, the cargo is rolled on or off ship using one of the above methods, but is conventionally stowed when on board, usually by means of forklift trucks. This method is not used for container traffic.
STO/RO表示積載/滾裝。在這種情況下，貨物會使用上述方法之一滾上/滾下船舶，但傳統上在船上積載通常使用堆高機。這種方法並不用於貨櫃運輸。
FLO/FLO stands for float-on/float-off. Other variants are possible. Floating goods or goods loaded onto floating cargo carriers are floated in and out of dock-like holds in the ship. or Alternatively, the carrier vessel semisubmerges, moves under the cargo, refloats and lifts the cargo into the predetermined stowage space. The cargo is unloaded by performing the process in reverse. This method may be used for container transport if floating cargo carriers, such as barges, have already been loaded with containers.
FLO/FLO表示浮上/浮下。其他方式也適用。浮動貨物或裝載在浮動貨物運輸船上的貨物，在船舶貨艙中浮動進出。或者，以半潛式運輸船移動到貨物下方，然後重新浮起並將貨物吊入預定的裝載空間。卸貨則以相反的方式進行。如果浮動貨物運輸船(例如駁船)上裝載貨櫃，則可以使用此方法進行貨櫃運輸。
In the truck-to-truck method, the cargo is set down using ground conveyors, such as forklift trucks, onto on-board lifts, raised/lowered to the appropriate loading level, where it is loaded using ground conveyors. Discharge proceeds in the reverse order. This method is not suitable for container traffic.
在「車到車」的運輸方式中，貨物透過地面輸送機器(例如堆高機)放置在船上升降機上，升/降到適當的裝載高度，然後透過地面輸送帶進行裝載。卸貨則按相反順序進行。此方式不適用於貨櫃運輸。
In the lift-and-roll method, the cargo is lifted on board with on-board loading gear or winch platforms and then rolled into place. This method is preferably used with a special type of barge carrier. This method is suitable for container traffic if the containers have previously been loaded onto or into the barges.
在吊起滾裝法中，貨物利用船上的裝載設備或絞車平台吊到船上，然後滾裝到位。這種方法最好與特殊類型的駁船運輸船一起使用。如果貨櫃事先已裝上或裝進駁船，則此方法適用於貨櫃運輸。
WO/WO or walk-on/walk-off sounds comical, but is in fact the commonest handling method for livestock carriers. The animals walk onto and off the ship or into the containers or CTUs. The same principle applies to all passenger vessels.
WO/WO即走上/走下，聽起來很滑稽，但實際上是牲畜運輸船最常見的處理方法。牲畜走上走下船或進入貨櫃或貨運單元。同樣的原則也適用於所有客船(旅客自行上下船)。
A rough classification of ship type by kind of cargo carried could look as follows:
根據載運貨物種類，對船舶類型進行粗略分類如下：
Overview of merchant ship types
商船類型概述
The above list is not exhaustive, but does give a relatively good overview of common types of merchant vessel. In many ships, there is some overlap between the various options for carrying goods and the vessels cannot be assigned as strictly to one category or another as the list might suggest. There have always been many different kinds of vessel, but recent years have seen the introduction of many more. There is an unmistakable trend towards multipurpose ships. This makes it difficult to make general statements about what ships look like and how they are equipped.
以上清單並非詳盡無遺，但確實對常見的商船類型進行了相對全面的概述。許多船舶在載貨方面存在一些重疊，因此無法像清單所示的那樣嚴格地將船舶歸類。一直以來，船舶的種類繁多，但近年來，船舶的種類也越來越多。目前，多用途船舶的趨勢顯而易見。這使得我們很難對船舶的外觀和裝備做出概括性的描述。
Ships virtually always exhibit individual differences. Even sister and standard type vessels are not identical in every respect. In terms of naval architecture, there are no problems finding suitable vessels for cargo transport operations. Organizationally, however, it is more difficult to find the correct ship. It may be that certain vessels only serve specific ports or that certain cargoes can only be carried in ships of a particular nationality. One major issue is the increasing lack of skilled crews and stevedores in some parts of the world. In relation to container shipping, ro/ro and ferry traffic, packing and securing in and on cargo transport units is a significant problem. Non-seafarers underestimate the hazards of maritime transport and so for the most part pack and secure cargoes inadequately.
船舶幾乎總是存在個體差異。即使是姊妹船和標準型船舶，在各方面也並非完全相同。就船舶結構而言，找到合適的貨物運輸船舶並不難。然而，從組織架構來看，找到合適的船舶卻並非易事。某些船舶可能只服務於特定的港口，或某些貨物只能由特定國籍的船舶運輸。一個主要問題是，世界某些地區熟練船員和碼頭工人的短缺日益嚴重。在貨櫃運輸、滾裝船和渡輪運輸中，貨物運輸單元內部和外部的包裝和繫固是一個重大問題。非海員都低估了海上運輸的風險，因此大多數情況下貨物的包裝和繫固都不夠到位。
The following paragraphs contain some comments on a selection from the huge range of different ships which may be of interest to container importers and exporters. General cargo ships are only included to the extent that they also carry containers in many regions. For the most part, the many different kinds of vessels will be described only briefly.
以下段落將從眾多不同船舶中，挑選出一些可能引起貨櫃進出口商興趣的船舶進行評述。僅涵蓋在多個地區也承運貨櫃的普通貨船。本文將簡要介紹各種不同類型的船舶。
At the beginnings of container traffic, most containers were carried on conventional general cargo vessels.
在貨櫃運輸初期，大多數的貨櫃都是透過傳統的雜貨船運輸。
雜貨船
Such vessels are designed to carry dry cargoes. Each hold comprises one or more relatively low 'tween decks and a lower hold. The ships generally have a relatively large quantity of light cargo handling gear. Virtually every ship is equipped with appropriate loading gear for heavy-lift cargoes in the central hatch area. Lockers are provided for carrying particularly valuable cargoes. Some ships also have relatively small capacity sweet oil tanks.
此類船舶設計用於運輸乾貨。每個貨艙由一個或多個相對較低的雙層甲板和一個下艙組成。這些船舶通常配備相對大量的輕型貨物裝卸設備。幾乎每艘船舶都在中央艙口區域配備了用於裝載重貨的適當裝卸設備。此外，還設有用於運輸特別貴重貨物的儲物櫃。有些船舶還配備了容量相對較小的低硫油艙。
General cargo ships of this old design are no longer being built, but many are still in use throughout the world. The seakeeping ability of most such vessels at sea, low stowage heights and the like generally mean that carriage is safe and loss-free if individual containers are located in favorable stowage spaces and carefully secured.
這種老式設計的雜貨船已不再建造，但世界各地仍在使用許多此類船舶。大多數此類船舶在海上的耐波性、較低的積載高度等，通常意味著如果將單一貨櫃放置在合適的積載位置並仔細固定，海上運輸通常是安全且無損失的。
Modern general cargo ships are built to perform different transport functions; to distinguish them from other multipurpose freighters, they are sometimes known as break-bulk freighters. In addition to the equipment which makes them suitable for carrying break-bulk cargoes, they generally also have facilities to allow them to accommodate containers. Such ships are of open construction, i.e. the hatch area is very large relative to the deck area. This ensures that lifting gear can gain direct access to containers. The same applies to general cargo or access is at least facilitated to such an extent that below deck stowage can (very largely) be avoided. Specific construction features may increase handling efficiency in port and reduce the loss ratio.
現代雜貨船建造用於執行各種運輸功能；為了區別於其他多用途貨船，它們有時也被稱為散雜貨船。除了適合運輸散裝雜貨的設備外，它們通常還配備了貨櫃裝載設施。這類船舶採用開放式結構，即艙口面積相對於甲板面積非常大。這確保了起重設備可以直接接觸到貨櫃。散雜貨船也採用開放式結構，或至少可以方便地接觸貨櫃，從而(在很大程度上)避免在甲板下進行積載。特殊結構特點還可以提高港口裝卸效率並降低貨損率。
多用途貨櫃船
Semi-container vessels are suitable for carrying both normal general cargo and containers. Hold dimensions, deck loading values, the load-carrying capacity of the loading gear etc. are tailored to the carriage of standard shipping containers. Such vessels have ''tween decks'' generally with flush-closing mechanical hatch covers.
半貨櫃船適用於運輸普通雜貨和貨櫃。其貨艙尺寸、甲板載重量、裝載設備的承載能力等均根據標準貨櫃運輸量身定制。此類船舶的「雙層甲板」通常配有平整關閉的機械艙蓋。
半貨櫃船
All-container ships are in principle of open construction as it must be possible to gain direct access to each container with lifting gear such as top spreaders and similar gear. In order to obtain smooth, squared holds, these vessels are often constructed with a double hull. Any holds which are unsuitable for carrying containers are often fitted out as tanks. There are no 'tween decks. All-container ships primarily carry containers and are specially equipped for this purpose.
全貨櫃船原則上採用開放式結構，因為必須要能夠使用頂部吊具等起重設備，直接進入每個貨艙吊櫃。為了獲得平整、方正的貨艙，這些船舶通常採用雙重船殼結構，船上任何不適合運輸貨櫃的空間通常被設計成壓水艙。全貨櫃船沒有「雙層甲板」，其主要用於運輸貨櫃，並為此配備了專門的設備。
If the ports of the region of service are equipped with sufficiently powerful lifting gear, container ships are generally operated without loading gear. In other regions of service, container ships too need loading gear in the form of derricks, cranes or gantries.
如果服務區域的港口配備了足夠強大的起重設備，貨櫃船通常無需裝載設備即可運作。若在其他服務區域，貨櫃船也需要吊桿、起重機或龍門架等裝載設備。
Particular attention must be paid to the hydrodynamic design of container ships which operate at high cruising speeds. The tall, heavy deck loads cause problems with righting capacity. In order to ensure adequate stability, most all-container ships thus have to carry special solid or liquid ballast and/or be broader amidships. The capsize risk of the vessels can be kept within acceptable limits by high values of the roll moment of inertia. Large ballast capacities and high power pumps are absolutely essential, both for trimming the ships and for offsetting longitudinal bending moments. Shipbuilders can tailor characteristics by selecting appropriate ratios between length, beam, molded depth, draft and other dimensions.
對於以高巡航速度航行的貨櫃船，必須特別注意其流體動力學設計。甲板上高聳且沉重貨櫃負荷會導致船舶扶正力距下降。因此，為了確保船舶足夠的穩定性，大多數全貨櫃船必須壓載大量的壓艙水，和/或加寬船中部。透過提高橫搖慣性力矩，可以將船舶的傾覆風險控制在可接受的範圍內。較大的壓載容量和高功率泵浦對於平衡船舶和抵消縱向彎矩都至關重要。造船廠可以透過選擇船長、船寬、型深、吃水和其他尺寸之間的適當比例來客製化船舶特性。
The deadweight and hold capacity of container ships may also be stated in metric tons and cubic meters. The number of available slots for 20' or 40' containers, however, is more meaningful. TEU means "Twenty foot Equivalent Unit", while FEU means "Forty foot Equivalent Unit". More details are given in the section entitled "Container traffic terminology".
貨櫃船的載重量和貨艙容量雖然可以用公噸和立方公尺來表示。然而，以20英尺或40英尺貨櫃的裝載數量表示更有意義。TEU表示「20英尺當量貨櫃」，而FEU表示「40英尺當量貨櫃」。更多詳情請參閱「貨櫃運輸術語」部分。
All-container ships are divided into generations depending upon their container capacity. Roughly speaking, the generations can be divided as follows:
全貨櫃船根據其貨櫃容量分為幾個世代。粗略地說，各世代貨櫃船可以分為以下幾代：
1st Generation | up to | 1,000 | TEU |
2nd Generation | up to | 2,000 | TEU |
3rd Generation | up to | 3,000 | TEU |
4th Generation | more than | 3,000 | TEU |
5th Generation | more than | 6,000 | TEU |
6th Generation | more than | 8,000 | TEU |
7th Generation | more than | 10,000 | TEU |
8th Generation | more than | 15,000 | TEU |
第二代貨櫃船
This Figure shows a second generation container ship. This is a Bremer Vulkan standard vessel which was built in various sizes over several generations. (BV 1000, BV 1600, BV 1800, BV 1800 S, BV 1900 and BV 2200, 2200 OH and BV 3800). The variant shown has on-board lifting gear.
圖中顯示的是第二代貨櫃船。這是一艘Bremer Vulkan；BV型標準船，歷經數代建造，尺寸各異(BV 1000、BV 1600、BV 1800、BV 1800 S、BV 1900、BV 2200、2200 OH 和 BV 3800)。圖中所示的型號配備了船上起重裝置。
第三代貨櫃船
CTV "Bremen Express" is a third generation vessel and has a container capacity of 2,950 TEU, while CMV "Frankfurt Express", which was built in 1981, has a capacity of more than 3,400 TEU.
CTV "Bremen Express"為第三代貨櫃船，貨櫃容量為2950標準箱，而CMV"Frankfurt Express"建於1981年，容量已超過3400標準箱。
第四代貨櫃船
One of the first fourth generation vessels, which have slots for more than 4,000 TEU, was put into service by American President Lines.
美國總統輪船公司投入營運的首批第四代貨櫃船之一，其艙位容量超過4,000標準箱。
Hapag-Lloyd's "Hannover Express" class container ships, which were put into service in 1992, are similar to the American President Line vessels and were designed as Panamax ships. Technical data:
Hapag-Lloyd's Hannover Express級貨櫃船於1992年投入運營，與美國總統輪船的貨櫃船類似，設計為巴拿馬型貨櫃船。技術數據：
Class: GL + 100 A 4 E + MC AUT "container ship" |
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Length overall | 294.00 | m |
Length between perpendiculars | 281.60 | m |
Molded beam | 32.25 | m |
Depth to main deck | 21.40 | m |
Design draft | 12.00 | m |
Maximum draft | 13.52 | m |
Deadweight, 12.00 m draft | 52,600 | metric tons |
Deadweight, 13.52 m draft | 64,500 | metric tons |
Cruising speed | 23 | kn |
Cruising range | 24,000 | sm |
Fuel consumption at 12 m draft and 23 kn | 138 | metric tons/day |
as above with auxiliary diesel engines | 148 | metric tons/day |
Container capacity on deck | 2,125 | TEU |
Container capacity below deck | 2,282 | TEU |
Total container capacity | 4,407 | TEU |
Reefer connections on deck | 348 | units |
Reefer connections below deck | 104 | units |
Total reefer connections | 452 | units |
Main engine: MAN B&W 9K 90 MC + TCS (Hyundai license) |
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Power output at 93 rpm | 36,500 | kW |
Power output at 93 rpm | 49,640 | HP |
Diesel generators, total of 4, of which 2 Daihatsu/Taiyo | 2,200 | kW |
Diesel generators, total of 4, of which 2 Daihatsu/Taiyo | 1,650 | kW |
Emergency diesel generator, one | 350 | kW |
Total diesel generator power output | 8,050 | kW |
Bow thruster, power output | 2,500 | kW |
Bow thruster, thrust | 324,000 | kN |
Heavy oil tank capacity | 7,360 | m³ |
Diesel oil tank capacity | 360 | m³ |
Ballast water tank capacity | 16,770 | m³ |
Fresh water tank capacity | 280 | m³ |
Approx. 48.25% of the containers can thus be carried on deck and approx. 51.75% below deck. A special design makes it possible to carry up to eleven rows of containers below deck and up to thirteen rows on deck up to heights of ten tiers below deck and five tiers on deck. The forebody has twenty-nine bays available, while the afterbody has six. The versatility of the ships is enhanced by the possibility of lowering "flaps" in the guide system so that containers can be stopped at a certain height. Ordinary general cargo can be stowed in the resultant holds. This option is, however, also available in other ships. Hapag-Lloyd was the first to install the system on the "Humboldt-Express". In order, as required by regulations, to be able to transport hazardous cargo containers of certain classes below deck, five holds are specially fitted out for this purpose. Better segregation also makes it possible to increase the dangerous goods capacity in general relative to other ships.
因此，約48.25%的貨櫃可在甲板上積載，約51.75%的貨櫃可在甲板下積載。特殊的艙口設計使其可在甲板下運輸多達11排貨櫃，在甲板上運輸多達13排貨櫃，甲板下最高可達10層，甲板上最高可達5層。住艙前有29個BAY位，住艙後有6個BAY位。船舶的多功能性透過導軌系統下方的「擋板」，使貨櫃可以堆放在特定的高度。普通貨物可以存放在由此形成的艙位中。而且在其他船舶也提供了此種設計。Hapag-Lloyd是首家在"Humboldt-Express"上安裝該系統的公司。根據法規要求，為了能夠在甲板下運送某些等級的危險貨，該船特意為此配備了五個貨艙。更好的隔離措施也使得該船相對於其他船舶而言，能夠提高危險貨的裝載能力。
There is a huge variety of different container ships in operation, as is shown, for example, by the ten new container vessels built in 1998 in Japan for the United Arab Shipping Company (UASC), Kuwait, each with a slot capacity of 3,802 TEU, 2,068 TEU of which, or 54.4% of the containers, can be carried in the hold.
目前營運的貨櫃船種類繁多，例如，1998年日本為科威特United Arab Shipping Company (UASC)建造的十艘新貨櫃船，每艘船的艙位容量為3,802個標準箱，其中2,068個標準箱或54.4%的貨櫃裝載量可裝在貨艙內。
Vessel characteristics: |
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Length overall | 276.5 | m |
Length between perpendiculars | 259.9 | m |
Beam | 32.2 | m |
Molded depth | 21.2 | m |
Design draft | 12.5 | m |
Propulsion | 34,348 | kW |
Speed | 24.1 | kn |
When loading container vessels, the ship's command must comply with the maximum stacking load of the containers. This is especially important with the latest design of "hatchless" container ships. According to ISO minimum requirements, six fully loaded containers can be stacked one on top of the other. However, many containers are designed for a stack height of nine or more full containers.
裝載貨櫃船時，船長必須符合貨櫃的最大堆載重量。對於最新設計的「無艙口」貨櫃船而言，這一點尤其重要。根據ISO最低要求，滿載貨櫃至少可堆疊到六層。然而，許多貨櫃的設計堆疊高度為九個或更多的滿載貨櫃。
In 1998, the first container ships with slot capacities of more than 6,000 TEU came into service. Examples are the "Karen Maersk", "Regina Maersk" and the Maersk shipping company's "Sovereign Maersk", which has a stated capacity of 6,600 TEU. With a length of 347 m, a beam of 42.8 m and a design draft of 14.50 m, it may be assumed that this vessel actually has a slot capacity of the order of 8,000 TEU.
1998年，首批貨櫃容量超過6,000TEU的貨櫃船投入使用。例如"Karen Maersk"、"Regina Maersk"以及Maersk航運公司的"Sovereign Maersk"，後者的額定容量為6,600TEU。該船長347米，型寬42.8米，設計吃水14.50米，可推導其實際貨櫃容量約為8,000TEU。
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第五代貨櫃船的輪廓
"Regina Maersk"貨櫃船尾部
In the silhouette, the containers in the aftermost bay are stacked "only" five high, while in the photograph of the Regina Maersk it can be seen that they have been stacked as high as six high on deck. The Møller group shipping company currently known as Maersk-SeaLand is the world's largest container ship operator.
在輪廓中，後方艙位的貨櫃堆疊高度「僅」為五層，而在"Regina Maersk"的照片中，我們可以看到甲板上的貨櫃堆放高度高達六層。Møller group航運公司(現名為Maersk-SeaLand)是世界上最大的貨櫃船營運商。
November 2001 saw the launch of what is, to date, Hapag-Lloyd's largest container ship, the "Hamburg-Express". With a length of 320 meters and a beam of 42.8 meters, seventeen containers can be stowed side by side across a single bay. Molded depth is 24.5 meters, which means that containers can be stacked nine high in the hold. When fully laden, the ship has a draft of 14.5 m.
2001年11月，Hapag-Lloyd迄今最大的貨櫃船"Hamburg-Express"下水。該船長320米，寬42.8米，單一貨艙可並排堆疊17個貨櫃。型深為24.5米，這表示貨艙內貨櫃堆放高度可達九層。滿載時，該船吃水深度為14.5公尺。
The freighter can carry 7,500 standard containers (TEU) or 100,000 metric tons, a distinct increase over earlier vessels. Propulsion is provided by a 68,640 kilowatt marine diesel engine, corresponding to approx. 93,000 horsepower, which is capable of propelling these giant container vessels at a cruising speed in excess of 25 knots. Three further vessels in this series are delivered by spring 2003.
這艘貨船可運載7,500個標準貨櫃(TEU)或10萬公噸，比之前的船舶有顯著提升。推進系統由一台68,640千瓦的船用柴油機提供，相當於約93,000馬力，能夠推動這些巨型貨櫃船以超過25節的巡航速度航行。該系列的另外三艘船舶也於2003年春季交付。
2002 itself saw the launch of what are to date the world's largest container ships of approx. 8,000 TEU.
2002年，迄今全世界最大的貨櫃船下水，載箱量約為8,000標準箱。〔註〕
〔註〕迄2025年，貨櫃船最大容量已經來到24,000TEUs.
Container ships of the future with lengths of approx. 400 m and a capacity of approx. 12,000-14,000 TEU are no longer purely in the realms of fantasy. Future generations of container ships with capacities of more than 15,000 TEU and lengths exceeding 400 m are already on the drawing board. These colossi will probably have beams of 64 m, and will require drafts of approx. 18 - 21 m. Such vessels would not at present be able to call at any European ports.
未來長度約400公尺、載箱量約12,000-14,000標準箱的貨櫃船不再只是幻想。載箱量超過15,000標準箱、長度超過400公尺的未來貨櫃船已經在設計中。這些龐然大物的船寬可能為64米，吃水深度約為18 - 21米。此類船舶目前無法停靠任何歐洲港口。
It remains to be seen whether such vessels can be operated economically. It is indisputable that transport costs per container or "slot costs" will drop in line with "economies of scale". A fundamental requirement for still larger ships is regular and continual growth in cargo volumes to be carried on the relevant routes. Such growth is also anticipated in coming years. However, it should not be forgotten that operating risks increase hand in hand with vessel size. Such still larger ships will have longer container handling times. In order to cut operating costs, the still larger vessels will have to lengthen their sailing intervals, i.e. they will call into fewer ports than the smaller vessels. As a result, more containers will have to be transported in precarriage and onward carriage operations to and from the ports which they do serve. Many other factors will also have to be taken into account, but these are outside the scope of this Container Handbook.
此類船舶的運作是否經濟有效還有待觀察。毋庸置疑，每個貨櫃的運輸成本或「艙位成本」將隨著「規模經濟」而下降。對於較大船舶而言，一個基本要求是相關航線的貨運量持續穩定成長。預計未來幾年也將實現這種成長。然而，不應忘記，營運風險會隨著船舶規模的擴大而增加。此類更大船舶的貨櫃裝卸時間將更長。為了降低營運成本，更大船舶將不得不延長航行間隔，即它們停靠的港口數量將少於小型船舶。因此，它們需要在往返其服務港口的起程運輸和後續運輸中運送更多貨櫃。此外，還需要考慮許多其他因素，但這些因素不在本「貨櫃手冊」的討論範圍內。
在布萊梅港的Stromkaje貨櫃碼頭交付超超巴拿馬型龍門起重機
The North Sea Terminal Bremerhaven (NTB), for example, has already adjusted to the dimensions of future vessels. These "super post Panamax" container gantry cranes were installed as long ago as 2000 and are capable of handling vessels with up to twenty-two containers stowed side by side. With raised crane jibs, the gantries are more than 110 meters high and weigh approx. 1,600 metric tons.
例如，布萊梅港北海碼頭(NTB)已根據未來船舶的尺寸進行了調整。這些「超超巴拿馬型」貨櫃龍門起重機早在2000年就已安裝，能夠處理最多可並排堆放22個貨櫃的船舶。這些龍門起重機配備的起重臂，高度超過110米，重約1,600公噸。
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