At a meeting of giants such as shipping, steel, mining, machinery, shipbuilding, etc., Jochen proposed professional cargo transportation as the main development direction of the future shipping industry in Germany, so as to avoid the traditional bulk and passenger markets that the British have long held. Emphasizing the development of professional transport ships with high loading and unloading efficiency and low transportation costs as competitive advantages.

After all, the large-scale migration wave caused by political turmoil and agricultural harvest failures in Europe from 1815 to 1860 has passed, and the demand for transatlantic passenger transport has been greatly reduced, in fact, the number of passengers at the bottom of the third class has been greatly reduced, and after entering the 20th century, a large number of shipping companies sometimes use space such as third-class restaurants to undertake the transportation of small package goods. So the competition for cruise ships in the future is more about luxury and comfort, as well as speed across the Atlantic. The Le Cordon Bleu Award has become a coveted honor for major shipping companies.

In the early days of the cruise ship, there was competition among the steamship companies, with steamships such as the Great Western Steamship Company's Great Western, the Great Eastern and the Kunard Sirius vying for the crown of the fastest transatlantic crossing. By the sixties of the 19th century, there was a convention: a ship that crossed the Atlantic at the fastest average speed had the right to raise a long blue ribbon on the mainmast, a custom derived from horse racing. Since then, win the Blue Streamer, especially in the place. Winning the Blue Ribbon in a women's voyage has become the highest honor for European mail shipping companies and mail captains, and it can also attract more passengers for the company.

Until 1898, the Le Cordon Bleu remained in the hands of the British Mail Ship until the Anglo-German Cruise Race, in which the Wilhelm the Great of the German North German Lloyd Society took away the Le Cordon Bleu, and remained in German monopoly for the next ten years. After that, Britain and Germany spent a lot of energy in order to build super cruise ships, and the well-known Titanic was the product of competition during this period. In 1917, when the United States entered the war, the Emperor anchored in New York to avoid the war was confiscated by the Americans, and after the war, Albert Balin, the chairman of the Hamburg-America Company, who saw that the giant ship had no hope of recovering it, committed suicide by taking sleeping pills.

So in Jochen's view, instead of building super cruise ships with the British to seize the smaller and smaller luxury passenger market, it is better to concentrate on making a mark on the cargo market.

Albert Bahrain accepted His Royal Highness's analysis, but how to seize the freight market has its own questions, after all, bulk carriers are now the main means of transportation, and the British still have a huge advantage in this.

So Jochen put forward the concept of container carriers, but he also actually participated in the design of a large number of ships, and actually learned ship repair courses in the Naval Academy, although he has not been exposed to the design of civilian ships, but he has combined some precautions of container ships that he knew in his previous life with his current shipbuilding capabilities, and it is not too difficult to say something that is quite reliable. The steel sealed structure box with standardized specifications is used, and the steel plate is processed into corrugations to improve the strength. A grilled shelf is set up in the cargo hold, equipped with a vertical guide rail, which is convenient for the container to be lowered along the guide rail, and the four corners are restricted by a grille to prevent tipping. And after the cargo hold is full, it is possible to continue stacking several layers on the deck. The loading and unloading work is carried out at the dock by installing a movable bridge crane on the rails. In the absence of container flatbed trucks, Jochen thought of using railroad flatbed trucks for transshipment work.

This new mode of cargo transportation and handling is of great interest to two shipping companies, three shipbuilding companies and two machinery companies. Shipping companies have seen that container transportation can save loading and unloading labor, improve loading and unloading efficiency, reduce the time for ships to dock, speed up ship turnover, reduce transportation costs, and reduce the loss and loss of goods. And considering the huge volume of freight in the Atlantic, coupled with the advantages of this mode of transportation, it is conceivable that the future market share and huge profit margins can be imagined. And no matter what it is loaded, only collect money by the box, and you don't have to worry about how the warehouse space is arranged, and the box will sail when it is full.

Shipyards are aware of the huge market that this new type of ship will bring if the demand for this new type of ship increases, and if all bulk cargo across the Atlantic starts to be transported in containers, how much will there be demand for container ships? Machinery companies, on the other hand, foresee the need for new handling machinery in ports in Germany, Europe and around the world in order to use the large number of loading and unloading equipment for this mode of transport. What kind of big cake is the advantage of so many ports and so many equipment? Therefore, container ships have become the most interesting projects of these giants, in their eyes, this is no longer just a box and a ship, but a pile of marks, a piece of gold!

In addition to providing a vision of the ship, Jochen also drew a sketch of the shore container crane, the outstretched boom, the movable tower, and the need to ensure that the container cannot be lifted by a hook, but needs to be kept stable in lifting. For Demag, which demonstrated a 16-ton overhead steam crane at the 1873 Vienna Exposition, it was not too difficult to design a large overhead crane, while other technical problems could be solved together with Krupp.

Crude oil carriers are also difficult, not only calculating the volatilization and expansion of crude oil, but also because crude oil is very viscous, so special high-pressure oil pumps and oil pipelines are required. A number of oil storage tanks should be set up in the cabin, and each oil tank should be connected with oil pipes. The tanks are longitudinally structured and equipped with longitudinal bulkheads to maintain the stability of the ship even when it is not full. Therefore, the various pipelines inside a ship alone are tens of kilometers long. In addition, the loading and unloading of fuel also requires guò pipelines, which is another large-scale renewal of the port facilities.

Compared with the above two types of ships with considerable technical difficulty, the ore carrier is much simpler, and the only thing to pay attention to is that due to the high density of ore and the small stowage factor, it occupies a small cabin capacity, which will make the center of gravity of the ship too low and produce violent swing during the voyage. Therefore, in order to increase the height of the center of gravity, the double bottom of the ore ship needs to be designed to be particularly high, and the cross section of the cargo hold of the ore ship is designed in a funnel shape, which can not only improve the height of the center of gravity of the ship but also facilitate the clearance. And in order to prevent the center of gravity from being too high when not loading cargo, it is also necessary to set up large ballast tanks on both sides of the hull.

As a cargo ship, the larger the load, the lower the cost, so the three shipyards all said that they skipped the smaller hull, directly built a 15,000-ton empty transport ship, with a smaller length-to-width ratio, a larger square coefficient of the hull to obtain greater transportation capacity, and a slower speed to obtain better economic benefits. The specific design will take a considerable amount of time to verify. However, Jochen said on the spot that if the carrying capacity can exceed 10,000 tons, the new crude oil carrier Royal Deutsche Petroleum Company will immediately order two, and BHS is also willing to purchase two ore carriers for nickel ore transportation in German East Africa first. North Deutsche Lloyd's and Hamburg-Americas said they would study the standard dimensions of the containers, which would then be discussed by shipyards and machine shops for the construction of ships and handling equipment. If things go well, then the demand for container ships will be the largest.

As for the cruises, the two major shipping companies in Johenkiel have reached a consensus that this kind of passenger business is just what the Germans mean and do, and occasionally build one or two ships that will not be outdated to show a sense of survival. One of Germany's best cruise ships today is the Victoria Louiser, which made its maiden voyage on May 10 this year, and the historic ship named after Empress Augusta Victoria, wife of Wilhelm II, is now named after Frederick III's wife, Empress Victoria. With a gross registered tonnage of 7,660 tons and a speed of 18.5 knots, the Victoria Luiser represents the highest level of German cruise ship at the moment. Although it is 2,000 tons smaller and 2 knots slower than the Teutons seen in the UK, it is still one of the few high-speed ships in Europe to carry transatlantic passenger services. The Germans, at least for now, are still in the leading group, so there is no need to rush and develop the freight business with peace of mind, and there is no need to compete with the British in the passenger business.

In 1902, when Julius Pierpont Morgan bought the White Star Company on a whim, he wanted to monopolize the Atlantic route and spent a huge amount of money to buy the White Star Company, the British Parliament felt that it was a disgrace to the British Empire and decided to support the Canard Steamship Company, so that the Germans could watch the British continue to throw money at useless cruise ships across the Channel. As a result of the competition between the two companies, there are a number of supercruise ships of astonishing tonnage, and after the construction is completed, Jochen will sit back and watch "You-junmp, I-jump", or brush up on the results of the German submarine captains. As for converting these expensive luxury cruise ships into auxiliary cruisers, it can only be said that the British and Germans in history pumped their brains. Look at the Americans, it is the king to use it as a troop carrier and a hospital ship.

After the meeting, the people from the shipyard stayed behind and handed over the design concept of the ro-ro wheel to them, because the hull structure of the ro-ro ship is characterized by a large number of deck layers, and in order to make the vehicle pass unimpeded in the cabin, there is no transverse bulkhead in the cargo hold, and there are few pillars in the cabin, therefore, the structural strength and sinking resistance of the ro-ro ship are poor. However, since there is no need for lifting equipment between the ship and the shore, the advantage of efficient loading and unloading of RoRo ships without the use of any port facilities makes this type of ship still very valuable. So Jochen asked the three shipyards to study the design of this type of ship first to prepare for the future development of the vehicle trade.

The people who sent off the shipyard came, and the people from the Admiralty came. They sent in a design for the new royal yacht.

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