While any of these variants are feasible, Mr Suh said that a 14 cylinder engine remains two years from launch. Furthermore, cost will prove to be the key determinant, he said. At present, the shipbuilder is cool on the azipod solution, because of concerns on building costs and also apparently because of the difficulties with the technology in operation witnessed in the cruise sector. Again, where the twin engine variant would be advantageous in the sense that it would knock 50 m off overall vessel length, according to Mr Suh, the payback comes in the beam. In short, Mr Suh believes that further consultation needs to take place before the leap to 10,000 teu can be made.
Owners also face decision time when it comes to deadweight.
Hyundai's existing design for a 9,000 teu ship envisages a 90,000 dwt ship. 10,000 teu version along the same lines, apparently boosting this to 110,000 dwt to accommodate average container weights. This, the shipbuilder says, conflicts with demands on service speeds of 25 knots, which HHI has been thinking to satisfy through proposing a slimline hull section. With ambitious ports keen to stay ahead of the pack no doubt already feeling for their chequebooks, it is worth noting that terminal operators will face their first major technical challenge at the 9,000 teu mark. The HHI 9,000 teu vessel design is 347 m long and 45 m across the beam, with scantling draught of 14.5 m.