Strategic Planning Initiative..(SPI)
Building high-capacity seagoing vessels and the shipyards needed to build them…
Introduction
This document expounds on the need to expand, upgrade and enhance critical areas in the world’s current / global market / shipping infrastructure — through larger / volume and capacity vessels that would enable global manufacturers and supportive services- (such as cargo, passenger / cruise ships and others) to meet and exceed their current industrial and commercial outputs. While meeting the ever-growing supply and demand for goods and services by manufacturers — to clients and consumers — which is currently being delivered by our current merchant marine fleet that consists of a fleet or more than 50,000 ships.
Supported by a global infrastructure and network of shipbuilders, seaports, airports, planes, trains, trucks, etc., our demand for greater capacity / volume vessels would deliver more at a significantly less cost.
An infrastructure that over the years, has expanded in areas of supportive services — (planes, trucking, rail, airports, seaports, etc.,). Yet, very little in areas such as shipbuilding and ships. Which brings me to the point. Our shipyards and ships need to be larger. Much larger. “Extremely larger,” to meet this demand which will ramp up production and increase profitability on a global scale.
There needs to be a critical focus on injecting serious working capital now — into shipbuilding, next gen- (next generation) ships- (vessels); and what I call “Larger Than Floating Vessels- (LTFVs’). To support what the “next revolutionary and evolutionary steps in seagoing transportation, “or Global Max Vessels- (GMVs’). Including Larger Than Floating Vessels and fixed / mobile structures.
In my opinion, what is needed are vessels and fixed / mobile / structures that are enormous in size and stature — and can deliver no less than 50,000 thousand people or half a million TEUs’ per trip. Or millions of tons of bulk cargo- (such as machinery, foods, equipment, etc.,) either partially, or fully assembled).
Vessels that are a mile or more in length and half as much in width; or a third or less — in height. That can reduce (vessels and or fixed / mobile structures) seagoing traffic on major intentional routes; as well as the pollutants, congestion and maintenance / wear and tear on ships, people and the environment.
Allowing the global marketplace to focus on matters concerning corporate sustainability and profitability — by ramping up production and services that deliver these products to market in a timely and cost effective manner.
Conservatively, I put a projected / guesstimated capital injection into seagoing transportational enhancement at around $400 billion dollars- (US).
The real number is probably around $1.5 trillion- (US). Which means that there is still another $1.3 trillion- (US) dollars in additional / capital injection into additional / infrastructural improvement by other individuals and groups in the near and distant future.
Both shipping manufacturers and shipbuilders are already aware for the need of larger ships. Yet their capacity to produce (shipbuilders) next generation- (Global Max) vessels is hindered by their preexisting commitment to more post panamax ships already ordered by clients. And the fear of how to effectively and efficiently transition both a decommissioning process of the current stockpile of Suez, Panamax and post-Panamax ships they hold. While simultaneously trying to transition to Global Max Vessels without incurring significant risk or loss of revenue.
This “hesitation” and lack of action both prompts opportunity and profit for many individuals- (such as myself), consortium or even governments — that can readily grasp and implement a “strategic plan” of introducing larger vessels- (beyond Suez / Post Panamax size) competitively; within the global / transportational frame and network. A network that also requires shipbuilders to embrace constructing these larger ships without fear of financial ruin.
Engaging and embracing this new approach (Global Max construction) would also involve incorporating new methods and approaches to shipbuilding. Requiring builders to consider expanding and diversifying their facilities. From adding new in-house services to employing a larger workforce in the hundreds of thousands. To retooling — to meet the needs, challenges and requirements for building next gen- (Global Max) vessels.
If manufacturers and producers can deliver more people and goods to global destinations in a timely manner — they will undoubtedly increase both their profits and profitability. If shipbuilders are willing to provide these manufacturers and service providers with such vessels, then it becomes a race, to a question. And that question is: “Who is willing to produce the next generation of vessels, fixed and mobile structures first?” Because the ones that do will undoubtedly be first. And the ones that don’t, will unquestionably be last.
SPI is not just about producing bigger vessels. It’s also about increasing our global / infrastructural / network of supportive services and operations that either assist and or enhance the merchant marine fleet and its infrastructural network.
While delivering passengers and cargo globally is the fleet’s primary objective. This vast complex system and network also encounters both emergency and non-emergency challenges. That again, may require additional / support or involvement of special equipment and or machinery in one manner or another. Such as seagoing incidents, accidents and or extreme emergencies that require fleet involvement.
Lost ships, passengers or cargo. Evacuation of ships and or deep sea rigs and platforms. Spills that requirement containment and cleanup. Salvaging, resupply — or maintenance / repair at sea. Or recovering / towing / transporting damaged ships, vessels or fixed / movable structures.
As a countermeasure to meet these challenges the Global Max Vessels- (GMVs’) also include the introduction of Larger Than Floating Vessels — or LTFVs’ these are not ships, but fixed and or mobile vessels that are even larger (some twice and even larger still) than GMVs’ whose purpose is to provide a wider range of additional services that go way beyond conventional maritime service.
LTFVs’ are floating cities at sea. And they can take on a wide range of multifaceted functions and operations. That are all profitable in one respect or another. LTFVs’ come in all different configurations, sizes and shapes — and can function on surface and subsurface levels; independently or simultaneously.
They can provide service and assistance to the maritime fleet. Or function on a multifaceted / independent level — such as rescue, resupply, repair at sea, manufacturing, production, assembly, transport of mass / large scale equipment and machinery, etc.
However, the first step is creating a shipbuilding facility that can handle the challenges of producing Global Max and LTFVs’. A facility that has the right balance of people, space and equipment to meet that challenge. And that requires capital. About $400 billion (US) dollars worth.
Executive Summary
The Strategic Planning Initiative, or SPI — is a proposed / guesstimated / $400 billion dollar-(US) / capital infrastructure plan to reduce the current / global / merchant fleet by 4% percent; by constructing a new / next gen / shipyard called the Global Max Shipyard- (GMS). Its purpose (GMS) is to construct roughly 19.4 % percent- (400) of the 2,056-high capacity / next-gen vessels and fixed / mobile structures known as Global Max Vessels- (GMVs). Which includes Modified Freedom Ships- (MFS) and Larger Than Floating Vessels- (LTFVs) over a two-decade period.
These vessels and fixed / mobile structures are “generations” ahead of current seagoing ships and aquatic structures in the global merchant fleet; or throughout transoceanic (structures) waters — due to their newly proposed size, capacity and function.
These vessels and fixed / mobile structures have a minimum dimensional length of 4,000 feet — with no maximum. And a minimum Dead Weight Tonnage- (DWT) that starts at around 300,000 thousand; with no maximum. The minimum cubic capacity is over 1 billion cubic feet. And again, no maximum.
The GMVs, LTFVs’ and MFSs’ are expected to have a selling price between $8 to $15 billion dollars- (US). And the LTFVs start at around $100 billion dollars- (US); no maximum. The goal is to construct and launch roughly 2,000 GMVs- (this includes MFSs’) and 56 LTFVs over a two-decade time frame. Generating an orderbook between $16 to $30 trillion- (US) dollars for GMVs and MFSs’. And $5.6 trillion and up — (no maximum) for LTFVs. Total orderbook: Between $21.6 to $35.6 trillion- (US) dollars for two decades.
Phase One, calls for the construction of a new / multi-billion dollar- (US) shipyard called the Global Max Shipyard, or GMS. Spanning some 2 million acres of land and 5 to 10 miles of coastal / shorelines. And employing some 250,000 workers for processing, assembly and manufacturing of materials, parts and sections of GMVs, MFSs and LTFVs.
The GMS will serve as both catalyst and blueprint for introducing these next-gen vessels. But to also encourage, inspire and recruit five other shipyard builders to adopt the Global Max concept, or some variation — in building bigger, better vessels.
Enhancing the current merchant’s global fleets’ capacity to carry / transport more people and goods efficiently — by introducing Global Max Vessels- (GMVs) into the merchant fleet. Enabling shipping lines to provide manufacturers with the transportational capacity to increase their production efforts — which in turns, increases productivity and production / output. All the while, streamlining their manufacturing costs and maximizing their profitability.
Phase One, of the SPI plan, calls for the construction of the first Global Max Shipyard. Phase Two, the production and sale of the first / seven GMVs and one LTFV within a year of shipyard operations. Plus, orderbook for thirty-three more vessels by first year’s end. Phase Three, is the renovation of two more existing shipyards and planned construction of two more / new shipyards (simultaneously) within five years of Phase One. Bringing the total GM shipyards to five.
Phase Three, is also the combined production output of all five shipyards to produce some 100 vessels and two LTFVs annually — for the next 20 years. Reaching the goal of introducing and selling 2,056 GMVs and LTFVs. Thus, introducing 2,056 vessels and LTFVs and reducing the current merchant fleet by 4% percent, as planned.
Funding the SPI
Funding amount: $200 billion dollars- (US)
Position: Industrial / commercial lender
Loan
Loan amount requested: $200 billion dollars / US.
Rate on return: 28% to 42% percent / flat rate.
Amortization: 20 to 30 years. 20 years- 28% percent. 30 years- 42% percent. Both flat rate.
Collateral: Lands, equipment, stocks / bonds, inventory, materials, orderbook.
Note: Vessels produced from shipyard are not considered collateral, but means of repayment through sales. Orderbook (outstanding contracts) however, should be considered part of collateral.
Method of
Repayment: Orderbook- an anticipated 2,000 new / Global Max / cargo, bulk, passenger, vessels. Including anticipated sales- (orderbook) of Larger Than Floating Vessels- (LTFV / Floating Cities). Including miscellaneous civilian and or future / military contracts.
Investment
Position: Minor stakeholder- (non-board member).
Percentage: 20% percent of net shipyard revenues.
Options: 20% percent stake in shipyard, with options of first buyback by GMS.
Return on investment: 12% percent annually of invested amount; or annual / completed orderbook contracts.
Return of investment: 8.3 years.
Return on investment: +8.3 years.
Use of funds
1. Acquire (purchase / lease) existing commercial and or corporate office space for corporate headquarter site. Site for initiating continued SPI / GMS mission / objectives.
2. Initiate land search and acquisition for new / Global Max Shipyard- (GMS).
3. Acquire 2 million acres of land and five to ten miles of shoreline property for shipyard.
4. Construct shipyard facility and acquire equipment, materials and supplies for operations.
5. Simultaneously implement employment / screening for 250,000 unskilled, semi-skilled and highly skilled employee / workers.
6. Implement training program for unskilled and semi-skilled. See miscellaneous costs.
7. Issue procurement contacts for vendor / providers services- transportation, software, cellular, internet, Wi-Fi, food and beverage- (cafeterias), industrial / commercial / office equipment and supplies, etc.
Service fees: $2 billion- (US): 1% percent- contract / legal fees, taxes, account setups, mortgages / liens, titling fees, fictitious names, closing costs, etc.
Additional fees: $4 billion- (US): 2% percent-permits, bonding, licensures, patents, copyrights, land / sales taxes, fees for capital improvements, etc.
Land acquisition: $50 billion- (US): 2 million acres of land, plus coastal / shoreline area, etc.
Construction: $75 billion- (US / shipyard)
Employment: $40 billion- (US): Labor / workforce 250,000 employees.
Equipment and machinery: $10 billion- (US): Industrial, commercial and office.
Material-(finished and raw): $9 billion- (US): Copper, steel, aluminum, glass, polymers, etc.
Supplies: $4 billion- (US): Office, warehouse and factories
Misc. $3 billion- (US): Fuels, oils, utilities, deposits, service / provider contracts,
Cash on hand / account: $3 billion- (US): To cover any unforeseen and additional expenses incurred during construction and operation.
Total $200 billion- (US) dollars.
The SPI plan
The Strategic Planning Initiative
A multifaceted / multi phase planning strategy to acquire 4% percent of the global market share of the global / shipbuilding industry by introducing, building and launching- (through sales) more than 2,000 / next generation seagoing vessels and Larger Than Floating Vessels- (LTFVs) to the industry, over a twenty-year period.
The “gateway,” to the shipping industry lies not with the manufacturers — but with the shipping lines that provide transportational services to both cargo (manufacturers) and commercial / hospitality- (passenger services) providers.
Phase One, of the SPI plan, is to introduce Global Max Vessels- (GMVs), MFS and LTFVs — to the shipbuilding industry to replace more than 2,000 current maritime ships — including multiple / land based factories in an effort to increase the delivery capacity of goods and products by manufacturers — to customers.
Vessels that can either match or exceed either delivery of production output by manufacturers, or exceed current passenger capacity of modern day cruise ships- (GMVs / MFS). Including land based factories (aforementioned) in which LTFV- (Lager Than Floating Vessels / floating cities) can match or surpass in mobile space for assembly, processing, production and or transport.
· Containerized shipping
· Passenger and hospitality
· Energy- (oil and liquefied natural gas)
· Mining and bulk cargo
· Other- bulk carriers for rigs, platforms, structures and seagoing / structures.
· Other- fixed / mobile factories that transport, assemble, process and manufacture.
By creating GMVs, MFSs’ and fixed / mobile structures- (LTFVs / floating cities) the goal and aim is to increase global output — while reducing the time, energy and costs — of transporting goods. Which also reduces seagoing traffic — and the hazards- (accidents, storms, piracy, etc.,) that often accompanies these (seagoing) operations.
GMVs, MFSs’ and LFTVs are and should be considered “high capacity” vessels and structures that have the capability and capacity of storing, assembling, processing, manufacturing and or moving enormous amounts of people, goods, materials, etc., tenfold over current / conventional large ships and carriers.
· Reduction is sea going traffic. Which includes transoceanic congestion.
· Reduction in hydrocarbons and other man made pollutants- (cargo waste) that impact the environment.
· Reduction in fuel costs, crews, port fees, etc.
· Reduction in sea traffic collisions with large / smaller vessels- (hard to miss a vessel a mile long).
· Reduction in piracy- (nearly impossible to take over a vessel nearly a mile long).
Targeting the shipping industry
The plan is to target the top seagoing shipping lines and their newest vessel within their fleet. In 2016, Statista, a global marketing and information firm, published information on these seven / common and current seagoing vessels that make up the global merchant fleet:
1. Bulk carriers 16,892
2. General cargo ships 10,919
3. Crude oil tankers 7,065
4. Container ships 5,239
5. Chemical tankers 5,204
6. Ro-Ro / Passenger ships 4,316
7. LNG tankers 1,770
Total 51,400
Incorporating some 2,056 new Global Max Vessels within the current merchant fleet over the next twenty years between 2020 to 2040 will comprise of constructing the next gen / shipyard called the Global Max Shipyard, or GMS. A full services / self-contained global shipyard that will cover some 2 million acres of land and five to ten miles of coastal shoreline for vessel and fixed / mobile structures’ launching.
The GMS expects to employ some 250,000 workers. Including production factories and facilities for design, testing, constructing, launching — and to covert raw materials into finished products- (steel, aluminum, copper, glass, polymers, etc.,).
Over the next two decades, GMS plans to design, construct and launch the following class of vessels to meet these global / market needs.
1. Bulk carriers 357
2. General cargo ships 500
3. Crude oil tankers 300
4. Container ships 500
5. Chemical tankers 200
6. Ro-Ro / Passenger ships 20
7. LNG tankers 100
8. Miscellaneous 79
Total 2,056
Under the SPI plan, the GMS will produce seven vessels to be sold to major clients that will directly compete in the global merchant fleet. 2- bulk carriers, 3- container vessels, 1- passenger vessel and 1- dredger- (listed under cargo ship). Combined, these vessels will have an guesstimated construction budget of around $60 billion dollars- (US). An average roughly of around $8.57 billion dollars- (US) per vessel.
We anticipate after a yearlong operation of these seven vessels, clients (from individuals and groups — to corporations and governments) will be placing book orders for more GMVs, MFSs’ and or LTFVs. The long-term goal and end game is to transition the current / global merchant fleet from Panamax, Post Panamax and Suez size (not function) ships — to include Global Max Vessels, Freedom Ships and LTFVs — over the next two decades.
By targeting and working with, several shipping / lines in the industry — such as passenger, container, bulk carrier, crude, chemical, Liquefied Natural Gas- (LNG), etc., these GMVs and fixed / mobile structures will provide a high capacity of performance through volume — while maintaining a low energy consumption output. Maximizing time, productivity and profit for our new clients.
These vessels will represent a game changing direction in the future of “high capacity” seagoing shipping and transportation. Moving high volumes of people and products globally — in a more efficient manner.
These vessels — (Global Max series) have a minimum length of 5,000 feet and a starting / Dead Weight Tonnage- (DWT) of around 300,000 tons. Vessels (GMVS) that can carry over 3 and a half times or more in both passenger and or cargo weight and volume than current / ships within the merchant global fleet.
These next-gen / high capacity carrier and cargo vessels — including LTFVs; which are classified as near “floating cities” (LTFVs); with a DWT that starts around almost a million tons.
This game changing direction of high capacity cargo and passenger transport will move both more cargo and people deeper out to sea — literally. Over the next two decades both Global Max and LTFVs are expected to create virtual cities on the seas, opening an entirely new paradigm in transoceanic trade, living and commerce.
A paradigm, that will also usher in new / economic development, construction, employment, entertainment, training, residency, research, etc., related to both surface and subsurface activities and commerce. All in connection with, reshaping the transoceanic shipping industry over the next two decades.
The capital investment ($200 billion dollars / US) that the Global Max Shipyard (GMS) represents — is expected to be a gamechanger on several fronts of economic development. Benefiting cities, states, or even countries- (if outside the US) through taxes, consumer spending, acquisitions, employment and or procurement (tenders) contracts to vendors of provider / services.
1. Industrial and commercial equipment for constructing, assembling, transporting, personnel, equipment, material and supplies.
2. Producers of raw materials such as iron ore and other minerals for steel, copper, aluminum and glass / polymer processing and production.
3. Current / transportational service providers over land, sea and air — to deliver personnel, equipment and supplies — in connection with shipyard construction and post developmental operations.
4. Service providers such as utility companies and corporations that supply the GMS shipyard with operational / infrastructural services such as heating and electrical energy, communications / telecommunications, water, waste management, etc.
5. Employment and the revenues streams generated that will benefit these employees whom are also consumers. Generating additional revenues for businesses, cities, state and even countries as both taxpayers (where applicable) and consumers.
GMS layout
The GMS will consist of some 2 million acres and five to ten miles of coastal shoreline to house: (1) General Administrations and Operations. (2) Steel, aluminum, copper and glass / polymer mills and factories. (3) Main dry-dock / assembly building. (4) Metal, glass, fiberglass and wood fabrication shops. (5) Propulsion factory. (6) Machine shops. (7) Repair and service / berths and bays. (8) Sub-assembly buildings. (9) Paint factory. (10) Laundry / dry cleaning building. (11) Textile and fabric building. (12) Chemical storage buildings. (13) Stockyards- containerized, wood, metal, glass and polymers. (14) Warehouses- (storage / wood, metal, glass / polymers). (15) Backup generators. (16) Outdoor dry-docks. (17) High voltage stations. (18) Fuel and oil depots. (19) Water and waste treatment plants. (20) Waste- (liquid) containment depots. (21) Scrapyards- (wood, metal, rock and glass / polymers. (22) Outdoor storage area for raw material. (24) Cement factory. (23) Tug boat marina. (24) Equipment and supply warehouses. (25) Indoor / outdoor test ranges. (26) Dump yards- (for slag, slurry, etc.,). (27) Chemical factory / plant. And. (28) A rail depot.
There are five / general areas of departments and sub-departments which are the cornerstone of the GMS’s developmental infrastructure. An infrastructure and infrastructural network poised on implementing rapid development through the use of in-house services — instead of contracting them out to second and third parties.
1. Operations
2. Production
3. Assembly
4. Testing
5. Launching
These above / areas, departments and sub departments are intended to provide a seamless and efficient logistical chain of supply that will enable the shipyard to maintain optimum operations — for a successful succession of rapid builds. Meaning, that the materials and supplies needed will be either manufactured or produced in-house. Requiring minimum outside providers or provider services.
Operations
· Administrative (overall / shipyard)
· Departmental
A facility of this size and magnitude requires dual operational management. Management that consists of both administrative and departmental / operational management. This dual role, however, is over-sighted by the administrative side, in which the departmental is the subordinate.
However, combined, these two / entities ensure the safe and strategic operations of the shipyard. From a managerial / business standpoint — the administrative departmental / contracts, logistics, investments, divestitures, strategic growth, etc.
While the departmental side, ensures growth and success in research and development, production, assembly and launching of vessels, floating cities and fixed / mobile structures.
Administrative Operations
Controls all departments, operations and aspects of the GMS. From employment to site management. From orderbook to planning and production of vessels and fixed / mobile structures. Administrative Operations overseas every aspect of the shipyard’s daily activities and functions through Departmental Operations; which in turn, monitors and oversees all the departmental operations of each and every facility and on structures on the property.
· Orderbook- contracts for construction of GMVs and LTFVs.
· Accounting
· Security
· Production
Departmental Operations
Departmental Operations oversees all aspects of departments and sub-departmental activities and functions in relation to shipyard / departmental operations. Departmental Operations that oversee both the functional activities of more than 100 building structures and land masses that encompass the site and its more than 200,000 personnel — that will be handling a broad range of material, equipment and supplies; that lend towards the design, construction, testing and launching of GMVs and LTFVs.
Production
· Steel, copper, aluminum
· Glass, resins, polymers and wood.
· Textiles
· Chemicals and solvents
Unlike conventional shipyards, the GMS will host several / onsite mills and factories to produce textiles, steel, copper, aluminum, glass and polymers- (both flexible and high tensile strength plastics) for vessel and or floating cities production.
Due to the proposed size and volume / capacity of Global Max Vessels, LTFVs and mobile / fixed structures-both the demand and requirement of materiel readily on hand — will be essential in keeping both schedule and pace for production.
By having on-site mills and factories to provide these essential materials — further reduces production costs — while eliminating the wait time for materials to arrive for assembly. Another factor in production is receiving an incorrect or erroneous shipment of parts and or materiel; requiring a reorder, which produces both delays in assembly, completion and launch. Costs that eventually effect the client.
On-site production facilities enable the shipyard to better communicate and coordinate the exact and precise materials, equipment and supplies — for builds. Creating an efficient / streamline / logistical work-flow chain of supply — in which to meet production needs in a timely, rapid and cost efficient manner.
These vessels, floating cities and fixed / mobile structures — will require hundreds of millions of tons of steel, copper, aluminum and polymers because of their anticipated size, volume and intended function. Metals, glass and polymers that need to be in large quantities- (in most cases) and custom built and or fabricated.
This does not include the anticipated / hundreds of miles of fabric and textiles. Nor the hundreds of millions of gallons of paint and or solvents for finishing and or protective / surface coatings.
Steel, aluminum and copper mils and factories
Our on-site steel, aluminum and copper mills and factories will be able to meet the production demand for vessels, floating cities and fixed / mobile structures. These factories and facilities will be manned by both entry level and highly skilled men and women that will process, recycle and or produce hundreds of millions of tons of metal using state of the art milling, machining and smelting technology.
Technology that will incorporated with a sophisticated network of computer and robotic machines and systems — working alongside a “human workforce” to ensure production quotas and quality standards are being met to create high-end / material / products for assembly and production.
Processing raw and finished products- (metals, glass, woods, textiles, etc.,) for production. With surplus materials and products sold to other clients for similar, (nautical) or unrelated projects globally.
Glass, resins, polymers and wood
GMS will have its own glass, resin / polymers and wood factories and mills for the exclusive purpose of dedicating and processing raw materials into finished products. These factories and mills will also be state of the art / automated / robotic factories and mills assisted by a human workforce — to ensure high quality production and finishing for our products.
These mills and factories will also be utilized to service clients that require both custom and standard products — (through procurement) that are related or unrelated to our vessels — or even the shipbuilding industry.
The production advantage of having these in-house facilities onsite, ensures on time / quality controlled / work, delivered from our onsite factories to assembly floors. Eliminating time and middle man costs such as production and delivery to shipyard site.
These facilities also provide the flexibility of working with the various departments and sub-departments within the shipyard to ensure and provide precision testing and production of quality / finished products. As well as custom production that can be produced, duplicated and or augmented as needed.
Textiles
· Weaving and embroidering
· Stitching, sewing and gluing
· Dyeing, heat transfer, dipping, staining and or painting
· Pattern making and cutting
Various textiles will be manufactured onsite for naval / interior finishes and décor furnishings. Production includes clothes and fabrics for coverings- (tarps) for equipment, materials and furniture. Manufacture of specific work clothing such as lab, general laborer and security coats and jackets. Special protective clothing resistant to extreme heat or cold while working in certain sterilized and or temperature extreme / sensitive areas- (heat and or bio-hazard suits, coveralls, etc.,). Fabric and covering in interior designs such as drapes, curtains, shades, etc.
Chemical and solvents
Our onsite chemical and solvent facilities for producing certain chemicals relevant to shipbuilding production, manufacturing, assembly, etc.
Phase One: The Global Max Shipyard
· Site search and acquisition
· Planning
· Operations
Site search and acquisition
Phase One, consists of both site location and planning for the new / Global Max Shipyard- (GMS). A proposed / rapid process- (site search and planning) that is anticipated to take roughly 1 year. Six months for the search and six months to plan.
· Site search
· Site survey
· Site selection
Search criteria for a site which possesses the following requirements:
1. Open land, government or privately owned. Consolidated, or single owner.
2. Open flat land that has land access-ways, or where access can be built.
3. Land that contains, is on, or nearby coastal / shorelines.
4. Land that is for sale, or reasonable and fair offer submitted.
5. Land that may have once been a naval shipyard.
6. Land that is a naval shipyard and is for sale.
7. Land that is a naval shipyard with land sufficient for the proposed GMS.
8. Land that is a naval shipyard with additional land to meet our land needs.
The GMS site
We will be looking at land that is immediately located directly on, or nearby a costal shoreline area — that can be accessed by roadway, bridge or land strip. A single parcel, or land tracts that can be sufficiently gathered to make a single parcel large enough to support production, assembly, construction, testing and other marine related activities in conjunction with ongoing / shipyard operations.
Land that is not suitable
1. Land site that lacks the necessary space, areas and access. Or near access-ways that are required.
2. Land that is not endangered, protected or is located directly nearby, or adjacent to, any urban, rural and or natural / wildlife habitats, reserves or native American reservations.
3. Land that is inexpensive and mostly cleared of debris, structures, forestry.
4. Land that is in dispute or conflict.
5. Land that is currently toxified, or believed to be toxified. Or under investigation for containments, etc.
6. Land that has natural resources that serve a nearby rural, urban area or township.
Phase One planning: Personnel
Phase One, planning — for personnel consists of employing some 50,000 personnel (administrative) to undertake site planning and project (construction) management. This also includes simultaneous planning and design of the GMVs, MFSs’ and LTFVs.
More than 50 million square feet of industrial and commercial space is required alone, just to house some 20 departments and almost 100 sub departments — for 50,000 workers; that will design, test, assemble and launch these vessels and fixed / mobile structures.
Phase Two, planning for some additional / 100 buildings — to provide more than 100 million square feet of additional space for the guesstimated / 200,000 workers and the vessels and structures they will assemble, test, build and launch.
Commercial / industrial architects and engineers, naval architects and engineers, various / scientists, various / material engineers, mechanical and construction engineers. Robotic, computer hardware and software engineers, mathematicians, physicists, chemists, cartographers- (Photogrammetrists), surveyors, welders, carpenters, electricians, plumbers, mechanics, etc., will be employed to develop these new global vessels
The proposed site is a 2-million-acre site, with five to ten miles of coastal / shoreline area for launching, docking and testing- (partial sea trials). The shipyard will consist of vessel / planning, design and construction / factories, warehouses, mills, shops and fabrications centers — that test, research, assemble- (indoor / outdoor docks) and launch GM vessels and fixed / mobile structures.
An additional 200,000 workers will fill a wide range of operational positions ranging from materiel production- (from raw steel, copper, aluminum, etc., to finished products) to assembly, testing and launching.
Aside from the primary mission of designing, testing and launching GMVs and LTFVs, the Global Max Shipyard will also engage in other revenue / profit generating enterprises connected directly with shipping and ship building — such as, but not limited to the following:
· Consultation services
· Ship / design, building, testing and launching- (model and prototypes)
· Military procurement for shipbuilding- (military vessels)
· Recycling operations and services
· Production / fabrication and or duplication services
· Salvage and decommissioning- (scrapping).
· Logistics / supply chain provision and or management
· Systems’ design, management and integration
· Aerospace and mechanical / design, testing and development
· Vessel and ship servicing and repair.
Administrative Operations
1. Director of Operations Department
2. General Operations Department
3. Mill and Casting Operations
4. Fabrication operations
5. Assembly operations
6. Dock operations
7. Office of Budget and Management Department
8. Planning and Development- (Maritime / Merchant)
9. Clerk’s Office (records and purchasing department)
10. Accounting / Bookkeeping
11. Human Resource
12. Security and Safety
13. Public Relations
14. Public Affairs
15. Corporate Relations
16. Finance Department
17. Logistics Department
18. IT Department
19. Survey and Cartography
20. Environmental Services- (entire shipyard)
Shipyard departmental operations
Production, assembly, fabrication
· Dock / Facility Control Department- (DFC / DFCD).
· Harbor and Floating Dock Operations
· Mill / Control Department- (steel, copper, aluminum and glass / polymer).
· Casting and Forgoing Department- (facilities).
· Planning and Design- (building / architectural design and engineering)
· Planning and Design- (Naval vessels / architectural design and engineering)
· Quality Control Department
· Accounting, Bookkeeping and Budget- (orderbook, dock / operational revenues, expenses, etc.,)
· Fabrication Department- 1 (steel)
· Fabrication Department- 2 (copper)
· Fabrication Department- 3 (aluminum)
· Fabrication Department- 4 (glass)
· Fabrication Department- 5 (polymers)
· Piping, Tubing and Ventilation Factory
· Repair yard
· Electrical and Electronics Department- (communications, telecommunications, navigation, etc.,).
· Avionics, Radar and Sonar Department- (ARS)
· HVAC Department
· Navigation and instrumentation Department
· Waste Management- (for vessels, LTFVs, etc.,)
· Environmental Services Department- (for production, assembly and fabrications facilities)
· Power and Propulsion (P&P)
· Logistics and Supply Chain (inventory)
· Transportation- (motor pool / air, sea, land / car, truck and rail)
· Stockyard- metals
· Stockyards- wood
· Stockyards- glass and polymers
· Stockyards- equipment and machinery- (construction, repair and demolition)
· Stockyards- masonry, fencing, wiring, etc.
· Assembly- Hull
· Assembly- Grand Blocks exterior
· Assembly- Grand Blocks- interior
· Paint Factory- (includes protective coatings- (interior / exterior).
· Testing
· Engineering-1
· Engineering-2
· Engineering-3
· Engineering-4
GMS proposed layout
1. General operations building
2. Planning and Design- (shipyard)
3. Planning and Design- (maritime / merchant vessels)
4. Assembly dry dock building
5. Steel mill
6. Copper mill
7. Aluminum mill
8. Glass mill
9. Polymer factory
10. Fabrication center- (scale models, mockups and prototypes)
11. Warehouses
12. Berths- (assembly, repair, servicing and launching)
13. Testing
14. Research and development
Research and Development
Testing
Dry-docks
Floating docks
Operations
Ship designs and testing
Steel, aluminum, copper and glass / polymer production
Steel production
The GMS will require certain metals in larger than usual quantities in constructing and launching
For its first year of operation, the steel production mill is expected to produce well over 2 million tons of steel to meet the production projection of the first seven vessels — including LTFVs / fixed and mobile structures.
Opening new / additional markets
Global Max Vessels (GMVs) and fixed / mobile structures are expected to strengthen existing global markets, while exploring and opening new markets in maritime operations, services and ventures. These new markets are expected to employ people and new technologies to move towards oceanic operations that includes, but are not limited to the following:
· Residency on the high seas
· Production, assembly, processing and manufacturing
· High capacity transport
· Larger container and bulk cargo
· Mobile / fixed structures such as floating / fixed airports and seaports
· Subsurface fixed and mobile structures such as undersea citadels and bases
Residency on the high seas
· Freedom Ship
· Global Max Passenger Vessels- (GMPVs’)
· Larger Than Floating Vessels- (LTFVs’ or Floating Cities)
Freedom Ship
I also represent a client, who has conceived one of the longest mixed used passenger, residency and hospitality ships called Freedom Ship. Its very definition, in both size- (also nearly a mile long) and capacity, “qualifies” under my definition as a Global Max Vessel- (GMV). Which is why I have taken the liberty of incorporating that concept within this documentation and refer to it (Freedom Ship) as a Modified Freedom Ship (MFS).
With the introduction of Global Max Passenger Vessels- (GMPVs); vessels that are nearly a mile long, almost a thousand feet wide and nearly 500 feet in height — are expected to serve as the future of passenger cruise vessels- (not ships). As well as residency- (Modified Freedom Ship / MFS) and hospitality vessels — as they circumnavigate the globe.
Unlike cruise ships and several times — larger the GMPVs and Modified Freedom Ships- (MFS) will offer / provide high seas residency and international accommodations that include an ever-changing scenery across international ports — as these vessels circumnavigate the globe. With additional / on-board amenities that are not found on conventional cruise ships.
· Indoor streets and sidewalks.
· Internal / external electrical and pneumatic people and cargo / transport systems.
· Single family and multi-tenant / suites, apartments, penthouses.
· Parks, botanical gardens and rain-forests.
· Museums, libraries, schools, college / universities, daycare's, etc.
· Human and animal clinics and hospitals.
· Indoor / outdoor sporting and fitness amenities.
· Stores, shops, restaurants, movie theaters, etc.
· Business district of corporate office spaces and suites.
· Airstrip atop ship for jet prop planes and helicopters.
Production
GMVs, LFTVs- (fixed / floating structures) are expected to reshape the maritime industry that extend beyond the global shipping market. These new proposed / innovations- (GMVs, LTFVs) are expected to create an entirely new paradigm in surface and subsurface operations.
LFTVs’
LTFVs are multipurpose / mobile structures that can serve as floating industrial, commercial and or consumer plants and factories — that can design, test, assemble and produce — both raw and or finished / industrial, commercial and or consumer products. With billions in cubic space, these floating structures also serve as residents, hospitality and entertainment for thousands of plant and factory workers aboard the LTFV.
Multi function / multifaceted operations
· Construction
· Assembly
· Production
· Manufacturing
· Exploring- (drilling) processing and refining
· Transport
· Design, research and testing
· Oceanic citadel
Construction, production and manufacturing
LTFVs are multipurpose / mobile structures that can serve in a wide range and capacity of services. From processing, raw materials — -to producing finished products like steel, copper, aluminum, iron, etc., the LTFV can produce and even deliver- (in some cases) raw and or finished products directly to the customer or global market consumer.
· Processing and producing facilities for paper, metals, glass, plastics, cements, etc.
· Processing, refining and production — of hydrocarbons, chemicals, oils, liquefied natural gas, etc.
· Processing and producing facilities for textiles, fabrics, furs, synthetics, skins and leathers.
· Forging / casting parts for industrial equipment and machinery-such as mining machinery.
· Forging / casting farming and construction equipment.
· Floating / fixed / assembly plant for aerospace, agriculture and mining equipment and machinery.
· Research and development citadel- (weather, sea traffic, migrations, aquatic, atmosphere, etc.,).
· Research and development of equipment, machinery, minerals, metals, medicines, etc.
· Deep sea salvage, resupply, marine service and maintenance, rescue, etc.
· Assembly / manufacture of home and business / consumer electronics, appliances, furniture, etc.
· Construction and delivery of industrial / commercial / equipment and machinery. Even (construct) conventional ships — and or other Global Max Vessels- (GMVs) or LTFVs.
The Maxim, will be the first in a series of LTFVs to be constructed. Spanning a mile and a half long and nearly half a mile wide and a height of 600 feet from keel to the tallest building structure; it will create more than 12.5 billion cubic feet of mixed-use space.
This Maxim, is expected to cost upwards of around $200 billion dollars-(US); or $25.25 million dollars- (US) per running foot. And will function as a multipurpose / mobile structure (floating city) that will house:
· Main / flying bridge and several / smaller / operational bridges for both aircraft and seagoing vessels.
· Dry docks for repair, maintenance, testing and assembly of industrial / commercial equipment and machinery.
· Two airstrips for commercial and smaller planes and helicopters.
· Retail, residential and commercial office spaces for sale and lease.
· Space for residential dwellings and crew quarters and anticipated workforce.
· Space for factories and plants.
· Space for LTFV operations and functions.
· Internal / external / docking, hangars and service bays for aircraft and surface, semi-submersible ships and vessels.
Operations
The Maxim, will have a main bridge and several / auxiliary bridges throughout the structure to aide in multidirectional steering and navigation. A crew complement of around 5,000 personnel for general operations, navigation, security, propulsion, operational / maintenance, etc.
Design
The Maximum is an elongated / oval, with a semi-circle shaped bow, that extends from the bow to the midships — where the main fly bridge and mixed-used space are located in an open / semi-circled / semi-enclosed courtyard called the Central District. An area which is roughly 2,500 feet in diameter — and rises about 200 feet above the main street / deck.
The Central District houses a collection of retail space, some residential dwellings, multi-tiered office and public park space, streets, sidewalks, escalators, elevators, public / electric transit, pneumatic transport tubes, etc. the Central District is aft-forward and overlooks the midships to aft rear areas — which are the port and starboards sides and the two airstrips directly midships to aft / rear for planes and helicopters.
Between the airstrips is the rear docking bay that spans about 1,500 feet in length and can hold one full size Suez or Post Panamax ship for tow or servicing. Below the Central District is more than 500 million cubic feet of space for assembly, servicing, production, refining — at the discretion of the owner(s). A portion of that space also goes towards ships function such as the mechanical and hydraulics- (engine and power rooms for propulsion and automations), HVAC, electrical, fuels, water and sewage, ballast tanks, etc.
Amenities
Larger Than Floating vessels- (LTFVs) are not moving vessels. But rather highly independent, self-contained / mobile complexes and structures- (floating cities) at sea that provide both commercial and or industrial space for manufacturers of commercial, industrial and or consumer goods. Unlike GMVs, LTFVs have no distinctive shape, design or configuration; because they function as large floating cities; rather than ships or vessels.
LTFVs do however, have accommodations for crew and facility / personnel space for manufacturing, production and assembly operations. Living, recreational and other functional space are beset on indoor / semi outdoor streets, sidewalks and open / spaces — help further simulate a land base feel — and enable workers and crew to work and live together in a less stress environment that is open and conducive.
Schools, daycares, colleges, libraries, museums, retail stores and shops, medical and recreational facilities — are just a few of the city-size amenities offered / provided on these floating city / LTFVs. Public / internal that are intended to attract workers as well as structure / build and enhance human / social relations between people whom work and live together in a communal setting.
The mile and a half floating structure will be equipped with the latest amenities that will make work and leisure time aboard the factory more accessible. The Maxim will carry its own internal transportation system which will consists of electric elevators, escalators, buses, passenger cars and an extensive / network of pneumatic tubing systems.
Function and capacity
· Manufacturing
· Assembly
· Supply / resupply
· Processing
· Transport
· Other
Manufacturing
LTFVs can function 24 hours a day; seven days a week, year-round — to meet the growing custom / client demands of commercial, industrial an or consumer needs. They also serve as their own transportation system — allowing them- (LTFVs) to travel directly to international ports- (with exception of canals) to deliver goods, services and products directly.
LTFVs have no distinct size nor shape, so employing a workforce of a few thousand, or hundreds of thousands. A decision- (the workforce / size) that is up to the client. Functioning as a floating city; LTFVs are only limited by the imagination of the client as to its (LTFV) primary function and use.
Utilizing an LTFV as a floating factory / city, would pose several unique and strategic advantages over land based factories and the shipping industry overall.
1. Mobility allows the producer to travel to the client directly and indirectly.
2. Mobility reduces and or eliminates- (in some cases) the need for shipping vessels.
3. Mobility allows “floating factories” access to a greater / international clientele.
4. Mobility enables floating factory / cities to deliver goods in greater quantity as needed.
5. Mobility decreases time from factory to client by more than half- (direct site delivery if applicable).
6. Mobility provides manufacturer a faster turnaround of incorrect, recalled or defective products.
7. Mobility potentially increases production and profit.
8. Mobility reduces taxes, maintenance and other fees- (if applicable) as opposed land based structures.
There are still even more advantages to seagoing factories as opposed to land based, which, at the moment-are too numerous to list. The eight reasons above however, gives potential clients an idea of how a mobile factory could and would benefit their operation.
With roughly 60% percent- (7.5 billion cu ft.) from more than 12 billion cubic feet of space — allocated for manufacturing; would provide around 44 manufacturing factories onboard, each with around 850,000 square feet — with ceiling as high as 200 feet. Enabling the Maxim to construct industrial, commercial and consumer products.
Industrial
· Machinery and equipment such as haulers, dump trucks, Tunnel Boring Machines-(TBMs), etc.
· Machinery and equipment such as tower and giant gantry cranes, presses, forges, etc.…
· Mobile and fixed structures such as constructing entire oil and gas rigs, platforms, towers, etc.
· Conventional cargo, passenger, bulk, tankers, ships and carriers.
· Aerospace equipment and machinery such as rockets, satellites, satellite dishes, etc.
· Piping and ventilation / ducting and manufacture.
· Marine, aerospace and land based rockets and engines for land, sea, air and space vehicles.
Commercial
· Manufacture of commercial / equipment such as transatlantic piping for gas and oil.
· Manufacture of cell phone towers, dump trucks, backhoes, pavers, pile drivers, etc.
· Commercial / passenger and cargo planes, private jets, helicopters, cargo trucks, etc.
· Commercial chillers, fans, air conditioners, walk in freezers, water tanks, pumps, etc.
· Commercial vans, trucks, emergency vehicles, etc.
· Marine commercial ships and watercraft.
· Metal production-steel, aluminum, copper, brass, iron, etc.
· Polymers and aggregates
· Refrigerators, ovens, stoves, microwaves, washer, dryers, vacuum cleaners, furniture, etc.
· Wind turbines, capacitors, generators, hydro-generators, turbines, solar panels, etc.
Production and refinery
· Oil and liquefied natural gas
· Raw ores into metals / copper, steel, aluminum, brass, etc.
· Petrochemicals, solvents, agents and compounds.
Assembly
The Maxim, as a seagoing / mobile / assembly plant for industrial, commercial and consumer products could potentially revolutionize the next step in products and goods reaching market. With more than 12 billion cubic feet, the Maxim, could enable producers to assembly a wide range of products that their onshore facilities currently provide.
With roughly 40% percent- (4.8 billion cu ft.) from more than 12 billion cubic feet of space — allocated for assembly; would provide around 28 assembly factories onboard, each with around 850,000 square feet — with ceiling as high as 200 feet. Enabling the Maxim to assembly industrial, commercial and consumer products.
Industrial
· Industrial, commercial and home / personal mainframes and computers.
· Industrial, commercial and home / appliances such as refrigerators, washer / dryers, etc.
· Industrial, commercial and personal / airplanes and jets. Including aftermarket parts.
· Industrial, commercial and private- (boats / yachts) ships and watercraft.
· Industrial / commercial equipment and machinery such as dump trucks, dozers, cranes, etc.
· Industrial / commercial structures such as oil and natural gas rigs, platforms and wells.
· Industrial refineries.
· Industrial rail cars, locomotives, pavers, track layers, presses, forgers, extruders, etc.
Commercial products
· Sinks, cabinets, ovens, stoves, washer, dryers, etc., for hotels, apartments, housing, etc.
· Indoor / outdoor furniture for housing, hotels, restaurants, and office complexes.
· Cars, trucks and vans.
· Marine, land, aviation and aerospace equipment, materials, parts, etc.
· Commercial equipment and vehicles — trucks, bulldozers, haulers, rail cars, etc.
· Printers, copiers, plotters, scanners, computer towers,
· Medical equipment- scanners, x-ray, diagnostic, testing, etc.
· Automotive, farm machinery and equipment, etc.
Consumer products
· Personal cellphones, laptops, desktop computers, etc.
· Microwaves, lamps, refrigerators, sinks, cabinets, stereos, monitors, mirrors, etc.
· Indoor / outdoor furniture and accessories- grills, tents, canopies, plant stands, etc.
· Riding / push / lawn mowers, motorcycles, bicycles, toys, safety devices and equipment, etc.
There is virtually no limit to what these floating cities can and could achieve in the global marketplace when it comes to mass assembly. Any third world countries under a consortium that could afford to purchase just one, floating city could potentially generate enough revenue within the global marketplace to sustain their country — while adding to its GDP from a portion of the potential revenues.
· Supply / resupply
· Processing
· Transport
· Other
High capacity transport
· GMVs / LTFVs
· Modified Freedom Ships- (MFS)
Global Max Vessels will enable producers, manufacturers, providers and even suppliers to transport more goods and people per volume per vessel through high capacity transport. This includes bulk cargo such as ores, finished products such as steel, copper, aluminum, food grains, commercial / equipment, parts, machinery, vehicles, crafts, liquids, etc.
High capacity transport allows for moving thousands of people in a single trip. Or hundreds of vehicles, or tons of supplies — or finished products such as steel plates, pipelines, oil and gas rigs / platforms, etc.
Larger container and bulk cargo
GMVs and LTFVs will offer another unique / time saving feature unlike today’s conventional ships. The ability to transport commercial and industrial cargo fully assembled. From commercial jets to farm machinery, plant equipment; or even locomotives. Solar windmills, oil and gas / rigs and platforms, full size commercial ships- (civilian and military), mining equipment, cranes, machinery, industrial engines, presses, etc. Reducing the time- (when applicable) required to unload and reassemble equipment and or machinery.
Global Max Bulk Vessel- (GMBV)- (equivalent to bulk carrier)
The proposed GMBVs are intended to replace the current bulk carriers in service today. These new vessels will have a cargo capacity of more than a billion cubic feet of space.
Length:
Width:
Height:
Draft: TBD
NWT: TBD
GWT: TBD
Propulsion: TBD
Speed: TBD
Crew capacity- (guesstimated):
Guesstimated production cost: $
Suggested sale price per unit: $
Warranty- (additional / optional): $TBD
Number of units to sell 2
Guesstimated / projected revenue: $
Global Max Vessel- (container vessel)
Length: 5,000 ft.
Width: 900 to 1,500 ft.
Height: 300 to 400 ft.
Draft: TBD
NWT: TBD
GWT: TBD
Propulsion: TBD
Speed: TBD
Crew capacity- (guesstimated): 168–170
Guesstimated production cost: $4.25 billion dollars- (US). Per unit
Total production cost- (3 units): $12.75 billion dollars- (US).
Suggested sale price per unit: $5.015- $5.917 billion dollars- (US).
Warranty- (additional / optional): $TBD
Number of units to sell 3
Guesstimated / projected revenue: $15.045- $17.751 billion dollars- (US)
Global Max Container Vessel: GMCV
With a guesstimated / 1.35 billion cubic feet of space. Roughly 70% percent of the vessel- (945 million cubic feet) will be allotted for cargo / containerization and the remainder- (405 million cubic feet) for mechanical, crew and operations. Which means that the Global Max Container Vessel- (GMCV) can hold more than half a million- (694,852) TEU’s (at 1,360 cubic feet per unit).
The current / largest container ship can hold 19,224 TEU’s. Meaning, that one GMCV can hold 36 times more containers than the current / largest container ship. The current / merchant marine container fleet consists of an estimated 5,239 ships. If each ship could hold the maximum of 19,224, that would equal 100,714,536 containers.
The GMCV’s capacity is 694,852 containers. It would only require 145 GMCVs to equal the cargo capacity of the more than 5,000 ships currently servicing the containerized shipping industry. The three CMVs proposed to be constructed under the SPI plan could haul a combined total of 2,084,556 units in a single trip. Which would require a total of 109 of the current / container ships within the merchant fleet to match that capacity.
Furthermore, these 109 ships would have a combined cost between $140 million- (US) and $700 million- (US). Which means a fleet (of current merchant marine ships) that size represents an investment between $11.336 billion — (US) and $76.3 billion dollars- (US). Requiring crews between 3,379 to 3,815 personnel.
Additional costs for running a fleet of 109 vessels include insurance- (personnel, cargo and each ship), fuel, port / docking fees, canal fees, maintenance, etc.
However, the cost of three GMCVs would represent an investment of around $12.75 billion dollars- (US) and require 504 to 510 personnel and would costs. Additional fees would also include fuel- (for 3 vessels), maintenance, insurance, registration, etc. Zero port / docking and or canal fees since these vessels are too large to dock or traverse canals.
How GMCVs will reshape shipping
· Redesign, construction or expansion of new / existing ports and or docks
· Transit / container loading / unloading
· Higher capacity transporting
· Reduction in sea traffic
· Reduction in pollutants
· Construction or redesign of newer or existing shipyards.
Redesign, construction or expansion of new / existing ports and or docks
GMCVs are three to five times larger than the largest conventional container ships- (Panamax / Post Panamax) in current operation. Requiring larger and newer container ports either in deeper waters — or ports larger enough to be redesigned or enhanced- (such as dredging) to accommodate their (GMCV) size and cargo.
Nearly a mile long, the current / top ten seaports and container ports below are not sufficient to handle the current size and traffic that GMCVs could potentially generate. However, targeting these ports to be “enhanced” to support future GMCV traffic would significantly increase containerized output for these global seaports.
Rank
Port
Economy
2015
1
Shanghai
China
36,516
2
Singapore
Singapore
30,922
3
Shenzhen
China
24,142
4
Ningbo-Zhoushan
China
20,636
5
Hong Kong
China
20,073
6
Busan
South Korea
19,469
7
Qingdao
China
17,323
8
Guangzhou
China
17,097
9
Jebel Ali (Dubai)
United Arab Emirates
15,585
10
Tianjin
China
13,881
Under the SPI plan, these top ten seaports would be targeted to modify their existing locations — or construct new seaports to receive GMCVs by: (1) Deepening their current / waterway access. (2) Lengthening their current port, or construct a new additional / port(s) to receive GMCVs. (3) Introduce new / larger dock equipment and additional personnel to handle the anticipated increase in containerized traffic as a result of GMCVs.
Potential clientele
The top twenty containerized shipping companies below in 2014 had a combined TEU- (Twenty-foot Equivalent Unit) capacity of 15,061,593 units. Their total / combined number of container ships was 3,371. Giving them a combined / global market share is 83.01 % percent.
Using just three GMCVs would allow these top shippers to move their entire inventory in seven trips. While it would take roughly 109 standard container ships to move the same amount of inventory in the same number of trips.
The high cargo capacity that the GMVs would provide would enable top container shipping lines to “invest” in owning, operating, chartering and or leasing their newly acquired vessels to other / smaller lines.
Transit / container loading / unloading
Due to the size and scale of GMCVs, there are no ports currently that could allow these vessels to port. Which is why these vessels will be equipped with aft / internal / external / docking bays that enable smaller / Panamax, Post Panamax and Suez ships to dock and load / unload cargo and or personnel.
GMCVs are too large to port and or traverse modern day canal, which means that the largest ships such as Panamax, Post Panamax and Suez will be utilized to load and unload these vessels. Acting as seagoing ferries between the GMCVs and ports, docks, or in transit route to other port / destinations.
Other personnel and cargo- (containerize) loading and unloading features include several / telescopic / retractable / floating bridges, roadways, walkways and gangplanks located on both starboard and port sides at the lower levels of the ship.
These telescopic / retractable roads and walkways measure between 3,000 to 4,000 feet in length and can extend to offshore floating platforms, deep water seaports and or shorelines- (in some cases). Allowing both container trucks and other vehicles- (forklifts) to load and unload cargo- (containerized).
Higher capacity transporting
Transporting more than half a million TEUs’ from port to port, or ship to ship — means that seaports can meet their current and future anticipated / container increases. More containerized shipping units (GMCVs) means manufacturers can increase production — which results in increased profits for the entire transshipment / infrastructural / transportational network.
From seaports to rail, from trucks to planes and even other cargo vessels — this vast network of intermodal freight handling (container) could see an increase in annual container freight increase from nearly 430 million TEUs to more than
Reduction in sea traffic
Reduction in pollutants
Constructing the Global Max Shipyard (GMS)
These proposed next generation — (next gen) vessels are far too large (starting at nearly a mile long) to construct at a conventional shipyard. What is required is a next generation shipbuilding facility with full / in-house capabilities to meet that challenging demand.
Marketing
· GMV sizes as compared to current / commercial ships. Carry more, do more
· Less carbon footprint
· Reduces fleet size as well as congestion (sea traffic).
· Reorganizes and re-tasks current ships to serve as intermediates.
· Increases profitability through hauling more
· Has new / marketable uses as opposed to current / conventional ships.
· Greater range and greater distance than current / conventional ships.
· More versatile and multifunctional.
· Restructurers the transportational industry
· Requires les vessels as opposed to current / conventional ships.
Downside
· Global vessels cost more than conventional ships
· Price range out of reach for some current ship owners.
· Demand of GMV’s and LTFVs’ may outpace production- (supply / demand).
The following information below- (in red and highlighted), was published in the “Statista website” which compiles and publishes statistical data on thousands of areas and topics of businesses, organizations and fields of information globally-was copied verbatim and all credit to that information should be given to the Statista website and organization for publishing the four-paragraph information.
From statistical data to dossiers and reports. In relation to our undertaking- (global sea transportation) their website gave relative information concerning the size and breakdown of the world’s merchant fleet; as well as analytical opinion that supports our claim for the need to introduce larger / seagoing vessels in commercial and industrial areas and sectors globally.
The following pages and paragraphs highlighted and in red reflect and supports such a claim. More in-depth information concerning the need for larger ships can be found at the Statista link list below.
Source: Statista
https://www.statista.com/statistics/264024/number-of-merchant-ships-worldwide-by-type/
ABOUT THIS STATISTIC
This statistic represents the world’s merchant fleet as of January 1, 2016, with a breakdown by type. Of the around 51,400 merchant ships trading internationally, some 16,900 ships were bulk carriers.
Bulk carriers account for about one third of the global merchant fleet
How many ships are there in the world? The number of ships in the world exceeds 50,000: as of January 2016, there were 51,405 ships in the world’s merchant fleets. Bulk carriers — ships designed to carry solid bulks such as coal and grains — are ranked as the most common type of ship in the global merchant fleet, accounting for about a third of the fleet: There were almost 17,000 such ships in the merchant fleet as of the beginning of 2016.
Bulk carriers 16,892
General cargo ships 10,919
Crude oil tankers 7,065
Container ships 5,239
Chemical tankers 5,204
Ro-Ro / Passenger ships 4,316
LNG tankers 1,770
Total 51,400
These numbers do not reflect fishing boats, tug boats, oil and gas platforms, cruise ships, personal speed / watercraft, military ships and or yachts.
The willingness to embrace larger ships with increasing capacities remains high in the industry. Bulk carriers had a combined capacity of around 112 million tons deadweight in 2016, about half the volume of container ships’ combined capacity, which came to around 244 million tons deadweight. The growing pressure to reduce greenhouse gas emissions in the industry asks for bulk carrier manufacturers’ response. With that in mind, new builds of bulk carriers are forecast to produce an average of 40 percent less carbon dioxide emissions by 2040.
As the name suggests, general cargo ships are multi-purpose vessels, and carry a range of products and goods. General cargo ships are ranked as the second most common type of ship in the world, accounting for over 20 percent of the global merchant fleet. As of January 2016, the number of cargo ships stood at around 11,000.
Crude oil tanks and container ships are the third and fourth most common types, with nearly 14 and about 10 percent of the share, respectively. The number of crude oil tankers rounded up to more than 7,000 units, while the number of cargo container ships in the world was at about 5,200 units in the beginning of 2016.
This statistic displays the leading container shipping companies worldwide as of February 20, 2017, based on the number of owned and chartered ships. There were 167 ships in Hapag-Lloyd’s fleet in February 2017.
Leading container shipping companies worldwide based on number of ships
Global seaborne trade was revolutionized in the 1950s, when the intermodal container was invented. Prior to the introduction of standard containers, cargo shipping used to be a lot more expensive, as well as time-consuming. In the late 1960s and early 1970s, the International Organization for Standardization (ISO) defined the capacity of intermodal containers, making the twenty-foot equivalent unit (TEU) a standard measure used in the transportation industry. Today, between 80 and 90 percent of containers shipped around the world are either forty or twenty-foot standard length containers.
The world’s largest container ship operator, APM Maersk, has a capacity to transport almost 3.3 million TEU containers on its ships. The Danish shipper has almost 618 ships in its fleet, some 363 of which are chartered ships. The number of Maersk’s chartered ships exceeds the number of total ships in the fifth largest shipper’s fleet: Evergreen Line has 188 ships in its fleet overall. Evergreen is the second largest Asian shipping company. The largest Asian shipping companies include COSCO (China Ocean Shipping Company), CSCL (China Shipping Container Lines Company) and the aforementioned Evergreen.Leading container shipping companies worldwide based on number of ships as of February 20, 2017
Leading container-ship companies worldwide based on number of ships as of February 20, 2017
APM-Maersk 618
Mediterranean Shipping Co. 491
CMA CGM Group 450
Cosco Shipping Co. Ltd 293
Evergreen Line 188
Hapag Lloyd 169
PIL-(Pacific In. Line) 134
Hamburg Sud Group 114
Yang Mining Marine Transport Corp. 99
NYK Line 94
OOCL 91
X-Press Feeders Group 89
Wan Hai Lines 86
MOL 79
SITC 77
Hyundai M.M 68
Zim 64
K-Line 62
KMTC 62
USAC 54
Total 3,382
The top 20 shipping container companies
The top 20 shipping container companies have roughly 3,382 ships total between them. Combined, we guesstimate that their total TEU / FEU capacity is almost 20 million- (18.06 million). By comparison, if these companies owned a fleet of Modified Freedom Ships- (MFS); their fleet size would be less, yet their cargo capacity would multiply by almost 95 times.
Meaning, these companies would require less ships, which translates into lower insurance, port fees, fuel costs, carbon emission — while increasing profits and maintain their employees without layoffs, etc. The following is an example of how MFS would reduce their fleet size, while enhancing their operating capacity.
Company Current fleet size Modified Freedom Ships –(MFS)
APM-Maersk 618 7
Mediterranean Shipping Co. 491 6
CMA CGM Group 450 5
Cosco Shipping Co. Ltd 293 4
Evergreen Line 188 2
Hapag Lloyd 169 2
PIL-(Pacific In. Line) 134 2
Hamburg Sud Group 114 2
Yang Mining Marine Transport Corp. 99 2
NYK Line 94 2
OOCL 91 2
X-Press Feeders Group 89 2
Wan Hai Lines 86 2
MOL 79 2
SITC 77 2
Hyundai M.M 68 2
Zim 64 2
K-Line 62 2
KMTC 62 2
USAC 54 2
Total 3,382 54
MFS would reduce these fleet of ships by nearly 98.5% percent, because they (MFS) have the capacity to carry more than half a million container units. The ship’s capacity to carry almost 100 times what the current / largest container ship (19,224 TEUs’ / FEUs’) can carry in a single trip; makes the MFS a more practical, economic and efficient way to transport. Less trips, less fuel, lower costs, greater profits.
Enabling most companies to “restructure” their fleets — without reducing staff. While these container companies now require less ships — the enormous size of MFSs’ require larger crews to operate, maintain and secure these next gen vessels.
Crews that can be reassigned from current / conventional ships — to Global Max ships. Allowing ship owners to till reap the benefits of profit — while preserving the jobs of their employees. Global Max Ships- (GMSs’) will come in an array of size and function; according to sector and area of interest. Global Max Commercial Vessels- (GMCV / Global Max Ships), Freedom Ships-(FS) and Modified Freedom Ships- (MFS) are scheduled to replace the following current / commercial vessels below within the next two decades.
GMCVs’ Serving in other capacity /roles
· Bulk carriers and utility vessels
· General cargo ships
· Utility vessels- ships and platform delivery, dredgers, etc.
· Crude oil tankers
· Container ships
· Chemical tankers
· Ro-Ro / Passenger ships
· LNG tankers
Just as MFSs’ serve as next gen / container shipping; their roles in other areas and sectors related to transportation and service would include the above / aforementioned. Further reducing size, traffic and cost — to owners, while preserving jobs, lessening environmental impact and potentially increasing safety on the open / international waterways.
Bulk carriers and utility vessels
· Bulk Carriers- (GMBC)
· Utility vessels
Bulk carriers
· Grains
· Ore
· Cement
· Other
Bulk carriers’ makeup slightly more than 32% percent (16,892) of the world’s merchant fleet. Constructing and introducing a Global Max Bulk Carrier- (GMBC) that can carry 1 million tons of bulk cargo will demonstrate the viability, versatility and importance — this vessel will play in the international marketplace of global commerce.
The Global Max Bulk Carrier- (GMBC) that I am proposing to be constructed is well over a mile long- (5,935 feet in length). Over a quarter-mile wide- (1,780 feet in width) and height over 200 feet. With Dead Weight Tonnage- (DWT) in excess of 1 million tons. Enabling it to deliver nearly 1 million tons of bulk cargo.
Constructing the GMBC is expected to cost upwards of $2.3 billion dollars / US. Final sale to customer / clients will be around $4 billion dollars / US. With 34 cargo holds — the GMBC will be the largest bulk carrier of minerals and or food products on the planet. Again, reducing the number of bulk carrier ships; seagoing traffic, pollutants, operational costs, etc., while increasing potential profits.
Potential revenues
Clients owning the GMBC can either charge by the ton- (up to $90 / per US ton). Which would generate $85.5 million dollars / US, per trip / load. Or a suggested daily charter rate of $5 million dollars / US; which translates to $1.825 billion dollars / US, in charter fees annually. With 100% percent return on investment / purchase — within 2.2 years.
Utility vessels
· Global Max Dredger Vessels- (GMDV)
· Global Max Floating Cranes- (GMFC)
· Global Max Carrier / Transport Vessels- (GMCTV)
· Global Max
Global Max Utility Vessels
Global Max Utility Vessels- (GMUVs’) are the next gen / service vessels intended to render support and or assistance to offshore and deep sea projects, structures and marine operations internationally. Including service and assistance to both Global Max and conventional vessels throughout international waterways.
· Dredging
· Hauling- (also, see Global Max Bulk Carriers / GMBC)
· Ultra and mega heavy lifting and towing.
· Salvage and recovery
· Servicing and or resupply
These utility vessels are intended to provide a wide range of service and capacity to small, medium, heavy, mega and ultra-heavy / vessels, platforms, equipment and structures.
· Redistributing surface and or subsurface materiel.
· Widening shipping lanes and ports.
· Hauling commercial and industrial equipment, material and supplies to global sites.
· Installing / removing / heavy, commercial and or industrial machinery, equipment, vessels and structures.
· Containment and cleanup
· Surface / subsurface installation of machinery, structures and or equipment.
Using Global Max vessels and equipment to remove, transport, install, store and or repair commercial and or industrial machinery, equipment, vessels and or structures. From moving oil rigs, to laying transatlantic cable or piping; Global Max Vessels and equipment is three to five times larger than current / conventional vessels and equipment on the global market.
· Reduce time and cost of hauling, removing and or salvaging of equipment, machinery, vessels and or structures.
· Reduce and or eliminate the number of repeated trips.
Global Max Dredging Vessel- (GMDV)
The Global Max dredgers that we are proposing are both under and over a mile long. Width of these ships vary; depending upon operational function and use. Beams ranging from range from These GMDVs’ are to be multipurpose dredgers — equipped with
Currently, there are more than 1,500 dredging vessels operating around the world today. From reclamation projects to subsurface augmentation of waterways and ports. They’re purpose is to improve waterway projects that require dredging services.
The duty and task of GMDV is simple. Make short work of large projects. Reduce the time and energy it takes to do a project and then move on to the next; saving their client time and money. While you, (the owner) still profit from both small and large work projects.
· Dredging for new and existing / seaport projects.
· Collection of sediment and aggregates for removal and or relocation
· Reclamation projects
· Expanding existing waterways
· Cleanup of spills and or other pollutants- (illegally discharged refuse).
· Pipelaying
· Trenching
· Miscellaneous
Global Cargo Vessels- (GCVs)
GCVs’ are expected to replace our current / general cargo ships of the internarial merchant marine infrastructure.
Restructuring container shipping and passenger transportation
This is one example of how MFS would literally transform — (gamechanger) the international container shipping transportation industry globally from one aspect.
Providing next gen container ships that can carry an average of nearly 94 times the currently cargo / container capacity of Suez max, panamax and post panamax ships will greatly increase profitability for both the manufacturing and shipping companies. Greater capacity container shipping- (Global Max) allows manufacturers to increase their production output for their wholesaler clients — increasing profitability throughout all sectors- (manufacturer, shipper, wholesaler).
Although the MFS, FS and LTFVs’ would greatly improve the transportation industry — there however, are some “physical” drawbacks and limitations.
Global Max vessels and LTFVs’ cannot traverse, function or navigate in shallow waters such as canals, small seaports or inlets. Nor can they “dock” at certain shipping ports- (too narrow and or too shallow). Which still leaves room for Suez max, panamax and post panamax vessels to function as short / intermediate ferries and shuttles between Global Max and LTFVs.
As short run vessels, these ships- (Suez max, panamax and post panamax vessels) can travel in tow, docked or rendezvous within Global Max ships as intermediate loading / offloading vessels. Part of our future / infrastructure plan is to upgrade sea / shipping ports by deep dredging and or constructing new floating shipyards expanding them further out into deeper waters — where Global Max and LTFVs can dock. It is anticipated that some LTFVs’ will also serve a “mobile docking and shipping ports”.
However, the role for current Suez max, panamax and post panamax vessels serving as shuttle service ships until their eventual phase out over the next two or three decades.
Bigger is better
There’s an old saying “size doesn’t matter”. And in some instances, that saying holds some truth. However, in the transportation industry — “size DOES matter.” The larger the equipment and machinery the more you can get done in a fraction of the time.
In the case of Global Max vessels and floating cities in relation to the transportational industry; the size of these vessels and machinery will undoubtedly ensure the client that their material, merchandise or product — that they are handling, moving or processing — will get done. In record time.
Other gamechangers that impacted global transportation
Other game changing vehicles, equipment and machinery in transportation and other industries that altered the past infrastructure and paved the way for our current transportation infrastructures in global transportation.
· Aviation- Airbus and Boeing series
· Mining and construction machinery and equipment
· Shipbuilding (Hyundai, Mitsubishi, Samsung, etc.,).
· Oil and natural gas- (BP, Shell, etc.,).
· Shipping Suez, panamax and post panamax vessels.
The gamechangers
Within the sea transportation industry, many companies- (shipbuilding) are looking to increase current vessels sizes by a few feet or so, (30 to 40 meters). The suggested approach I am making on behalf of my clients as well as myself, is to “greatly exceed those meager leaps and bounds by exponential measures”.
“Don’t expand a few meters. Expand by hundreds of meters” and therefore you achieve the desired effect of what you been trying to accomplish all along — profit. In closing, I am not proposing something that is utterly impossible, impractical, whimsical or outright foolish. I am merely taking sea transportation forward in quantum leaps and bounds approach that is truly next generation building.
Over the past two decades, many other companies in other areas of transportation took “next generation” leaps in equipment and machinery. Leaps that were at first, considered “unprecedented” but now wholly accepted and embraced by our ever-changing industry.
· Aviation- Boeing and Airbus series
· Mega mining / construction machines and equipment — CAT, Titan, etc., introduced
· Largest commercial vessels- MSC Oscar, MSC Oliver, MSC Zoe, MSC Maya
· Largest commercial cruise line ships- Carnival, Royal Caribbean, Aponte, etc.
Aviation: Airbus
Aviation is an indirect service to transatlantic / oceanic transportation. Over the last two decades, the aviation / transportation industry has seen major gamechangers that expanded commercial jetliner services by leaps and bounds. Changes that were a result of globalization through the computer technology revolution that sparked global competition between rival airline companies and the manufacturers that supplied the aviation infrastructure — directly- (designing and manufacturing new planes) and indirectly- (avionics, engines, fuel- (economy, blend, conservation, etc.,) that laid the foundation that resulted in major changes in the airline industry.
Manufacturers created planes that could carry more and do more. From fly-by-wire-which significantly reduced a plane’s weight, complexity and costs — (downtime for service / maintenance). To engine and cabin / noise reduction and fuel efficiency that increased a planes’ distance. To accommodations- (wider body, cabins, increased passenger capacity, sleepers, etc.,). To Wi-Fi interconnectivity in the air.
· Improved A-380–800
· A380–900
· A380 neo
· A380F
Innovations / gamechangers in the aviation industry
· World’s first twin isle, twin engine aircraft.
· Fly-by-wire significantly reducing steering system.
· Improved engines enhanced winglets.
· Increased seating capacity to 853 — highest in any aircraft.
· Cargo
Aviation: Boeing
· 777–300
· 777–300ER
· 777 Freighter
· 777–8 / 777–9
Innovations game changers
· Boeing 707 was the first commercially successful jetliner.
· 707 credited with ushering in the commercial jet age.
· Boeing 777 is the largest widebody twinjet and can seat almost 400 passengers.
· 777 has the largest diameter turbo fan engine of any aircraft.
· Twelve main landing gear wheels- (six wheels on each main landing gear).
· First fly-by-wire system, with computer mediated controls.
· First commercial aircraft to be completed design by CAD- (computer aided design).
· December 2016 had 60 customers placed orders for 1,092 aircraft of all variants, with 1,460 delivered.
· 777–200lr holds the record for flying almost half way around the world. And holds the record for the longest distance flown non-stop by a commercial aircraft.
Airports and airport services
· Longest airports- (runways)
· Newest airports built in the last decade
· Busiest airports- (by passenger)
· Busiest airports- (by cargo)
Airports had to also evolve in this new game changing arena to meet both the global supply and demand of the near trillion dollar-(US) airline industry.
Just as these planes debuted their new game changing amenities, so too, did airline companies and terminals — all who play a role in providing the support / infrastructures other areas in aviation.
· Newer airports were being built
· Airports were being outfitted with eth latest in computer automations for tickets, baggage and freight. As well as upgrading terminal systems and services to handle both the human and mechanical traffic increased.
· Airports had to add newer / longer runways to accommodate the new widebody / passenger and freight airliners.
· Some airports had to build additional runways to handle both current and future anticipated traffic the larger planes were now creating.
· Airports installed computer automated systems to handle passenger luggage and commercial cargo created as a result of the new airliners.
What does aviation have to do with Larger That Floating Vessels- (LTFVs’)?
The answer: Everything. The attempts by these companies to meet the demand (through supply) for bigger jet planes that have the capacity to carry more passengers and cargo — created both the Boeing and Airbus series. A move (creating higher capacity planes) that also required drastic and rapid global / infrastructural changes within the aviation industry as well. Changes such as, but not limited to:
· Upgrading airports and airports system and services (infrastructure).
· Building new airports to enhance and improve airport safety, passenger and cargo capacity, etc.
· Reducing redundancy, traffic, congestion, pollutants, maintenance / operating costs, etc.
What this (airliners moving to larger capacity jets) does is prove is that there is a need for bigger jets within the aviation / transportational sector. And with that need comes the necessity to also expand their transportational infrastructure- (airports, supporting equipment and machinery, etc.,).
Even though these changes within the aviation industry and its infrastructure have arrived; the need for even greater capacity craft is still in high demand. What is required are even larger aircraft that have a capacity to transport at least 2,000 passengers or more at a time. Addressing both operating cost vs profitability. However, other environmental and passenger / cost issues will arise as a result of meeting that demand. Both a dilemma and conundrum that manufactures continue to struggle with.
Furthermore, the expansion done by the top 50 / busiest airports around the world- (larger hangers, cargo facilities, runways, etc.,) to accommodate the new jets — lends credence to my claim of infrastructural expansion in the field of aviation.
Which now invites the shipping industry to meet the needs of the claims and challenges by creating larger shipbuilding companies, seaports — and eventually; larger ships- (vessels).
Largest commercial container shipping companies
Combined these top eight container shipping companies move an excess of 13 million TEU / FEU units annually. They also represent eight out of the top / twenty container shipping companies that ship roughly 85% percent of the world’s containers globally.
The top twenty combined moved more than 17 million units of containerized cargo. And these eight controlled roughly 80% percent of that.
These numbers also reflect (in millions) the growing need and potential to expand ship carrying capacity; while reducing the number of ships required to undertake the task. Modified Freedom Ships- (MFSs’) could reduce that workflow to around 100 ships or less.
1. A.P. Moller-Maersk Group 3.25 million TEU / FEU units
2. Mediterranean Shipping Company 2.9 million TEU / FEU units
3. CMA CGM 2.1 million TEU / FEU units
4. China COSCO Shipping 1.6 million TEU / FEU units
5. Evergreen Marine .989 million TEU / FEU units
6. Hapag-Llyod .978 million TEU / FEU units
7. Yang Ming Marine Transport Corporation .576 million TEU / FEU units
8. Orient Overseas Container Line .555 million TEU / FEU units
Largest container ships
These top nine container ships are the largest in the fleet currently. They also represent the growing trend of manufacturers- (goods and products) and suppliers- (shipbuilders) need for larger ships when these ships are ever increasing in size.
1. MSC Oscar- (2015) 1,297 feet
2. MSC Oliver- (2015) 1,297 feet
3. MSC Zoe- (2015) 1,297 feet
4. MSC Maya- (2015) 1,297 feet
5. CSCL Globe- (2014) 1,311.3 feet
6. CSCL Pacific Ocean- (2014) 1,311.3 feet
7. CSCL Indian Ocean- (2015) 1,311.3 feet
8. CSCL Atlantic Ocean- (2015) 1,311.3 feet
9. Barzan- (2015) 1,300 feet
Commercial cruise ships
Currently there are 12 major cruise ship lines operating some 66 cruise ships that provide a combined total of more than a quarter of a million rooms for visitors and guests year-round. These rooms range for $50 dollars per day and up, per guest.
Largest commercial cruise line ships
These top / four / commercial cruise lines represent the largest / passenger / cruise and hospitality ships globally. Combined, they represent / control some 45 ships that translates into more than 185,000 thousand passengers annually. Or a little over 69% percent of the overall total passengers from a total of 66 passenger cruise shipping lines — that combined carry well over 200,000 thousand passengers annually and account for
1. Royal Caribbean 14 ships
2. Carnival Cruise 13 ships
3. Princess Cruise 11 ships
4. Costa Cruise 7 ships
Global expansion within passenger cruise ships
There are another 56 cruise ships scheduled to be constructed by the cruise ships lines over the next four years between 2018 thru 2022. This again, signals the growing demands for ships- (cruise) to fill the demand of more passengers and to also replace the outdated ships within their fleets.
Shipping
· World’s largest dock crane
· World’s largest sea crane- Pieter Schelte (now known as Pioneering Spirit)
Well, that is what I am proposing, the future now. We have the capable technological know-how. Unfortunately, our ambitions have outgrown our machines — (in manning, shipping, flight, etc.,). It is now time to once again, to create the next generation of machines to meet those ambitions.
Mining machinery and equipment
· Dump trucks / haulers (CAT, Titan, etc.,)
· Tunnel Boring Machines- (TBMs’)
· Sky and tower cranes
Mega mining / construction machines and equipment
· Belaz 7560 / 7571
· JCB
· Komatsu
· Caterpillar
· TBM (Tunnel Boring Machine)
The mining industry also underwent drastic / infrastructural changes in the last decade — specifically, with earth movers and haulers. Manufacturers such as Belaz, JCB, Komatsu, etc., built some of the largest machines.
These machines over the last decade have moved billions of cubic tons of earth and minerals for production. From coal to oil sands for energy and meeting our global / transportational infrastructure- (cars, trucks, ships, trains, planes, etc.,). And from gold to diamonds. Equally impressive, are these same machines contribution in construction and demolition. Paving millions of miles of cement and asphalt roads, streets and highways. To constructing buildings and other structures — heavy mining and construction equipment has reshaped our societies and civilizations in ways that are still unimaginable.
Our strategy
Which now brings us to how Global Max ships and floating cities are going to be the global gamechanger for the next half century. Impacting these various / industries and sectors in ways that will enhance, improve and ultimately change and transition how we build, introduce and utilize these new / game changing vessels and floating structures.
· Shipping ports
· Ships
· Traffic routes
· Ship builders
· Manufacturers, suppliers, distributors, etc.
· Governments
· Private families, companies, corporation and multinational corporations.
Funding / finance strategy
· Funding
· Partnering and networking
· Technological and informational network
· Sale and or lease of Global Max Vessels and LTFVs.
Funding
The funding required for SPI is $200 billion dollars — US. Monies to be allocated in the following manner to include, but not limited to:
· Construction of the Global Max Shipyard (GMS).
· Acquisition of lands in connection with the Global Max Shipyard- (GMS).
· Onsite construction of additional facilities in connection with the GMS.
· Purchase of machinery and equipment for GMS operations.
· Purchase of supplies and materials for GMS operations.
· Employment of personnel for GMS.
· Subcontracting additional materials, equipment, supplies, services, etc., in connection with GMS operations.
Technological and informational network
This also includes planning and developing a separate / informational and telecommunication network. A network to be incorporated within the existing global / system — with fixed and mobile / portal / access to information and informational systems.
· Satellite and satellite / link / access
· Email, fax, printer, video chat and conferencing
· Digital access from laptop, desktop, servers, cellular phone, iPad, etc.
· Scalable database system
This proprietary system will be utilized in a wide range of functions and operations to assist GMVs, LTFVs and current / convention seagoing ships.
· Transportational traffic.
· Weather conditions.
· Seaports and land based (coastal) destinations.
· Public / private- (restricted) manifest information.
· Fares, charges and fees for passenger and cargo ships.
· Location of fixed and mobile / vessels and structures that provide services and emergency assistance.
· Ship to ship and ship to shore telecommunications
Business plan / strategy
· Financing
· Corporate structuring / restructuring
· Construct the Global Max Shipyard- (GMS).
· Construct several GMVs and one or two LTFVs.
· Forming supportive / networking partnerships- (globally)
Financing-(see below)
Corporate structuring / restructuring
(1) Investor / lender
Amount: $15 billion dollars / US
Position: Investor / lender / (short term).
Collateral: Assets purchased by borrower plus contracts
Interest: $4.2 billion
Time frame: 3 years
Total repayment: $19.2 billion / US
(2) investor / stakeholder
Amount: $5 10 $10 billion / US
Stake/ hold
Interest: 40% percent stake / hold diluted shares
(3) Commercial / industrial lender
Amount: $200 billion dollars- (US) on a ten to twenty-year term
Amortization: 10 to twenty years. Principle $200 billion / US. Interest $56 billion / US.
Interest and rate: Fixed interest rate of 28%
Collateral: Assets from purchases, plus contracts