HD Hyundai Heavy Industries has delivered the world's first container vessel fitted with its Lashing-Free Technology to CMA CGM, a 13,000 TEU methanol-fueled newbuild built by HD Hyundai Samho that completed sea trials in September.

The system removes the requirement for crew to manually lash containers on deck. Improperly secured containers and locking failures have historically ranked among the cited causes of stack collapse and container losses overboard on large containerships.

How does the technology work?

HD Hyundai extended the cell guides — the vertical rails that align containers inside the cargo hold — above deck, eliminating the need for lashing bridges. To resolve the structural conflict with conventional hatch covers, the shipbuilder developed a standardized "portable bench" built to the dimensions of a 40-foot container, allowing it to be handled with standard port cranes.

A complementary "Twistlock Rooting System" fastens containers stowed outside the cell guide area to the vessel's structure. HD Hyundai independently developed and validated every key component.

What are the measurable gains?

The shipbuilder reports that the Lashing-Free design allows the vessel to carry more than 10% additional cargo weight on deck compared with conventionally lashed ships of the same type. Sea trials in September also showed a significant reduction in vibration during operation.

Additional reported benefits include stable container support in rough seas and strong winds, lowering the risk of cargo loss and marine pollution.

Who built it and where is it headed?

HD Hyundai Samho handled detailed design and construction of the vessel. The ship joins CMA CGM's methanol-fueled fleet, though the carrier has not disclosed the commercial deployment route or rotation. The 13,000 TEU capacity places the vessel in the mid-size Neo-Panamax segment used on north-south and intra-Asia trade lanes.

What did HD Hyundai say about scaling?

"We plan to expand the application of this new container transportation technology to small- and medium-sized vessels," said Hongryeul Ryu, Senior Executive Vice President and Chief Technology Officer at HD Hyundai Heavy Industries. The company is also developing a next-generation version with weathertight features.

What's the regulatory backdrop?

HD Hyundai presented the Lashing-Free concept at the 10th session of the International Maritime Organization's Sub-Committee on Carriage of Cargoes and Containers (CCC) in 2024. The IMO's CCC sub-committee reviews container stowage and securing requirements under the CSS Code.

Why does it matter for shippers and terminals?

• Faster turnaround: removing manual lashing reduces time alongside at port, with knock-on effects on berth windows and feeder schedules.
• Higher payload: the 10% deck-weight uplift translates into additional revenue tons per voyage on the same slot allocation.
• Automation pathway: HD Hyundai positions the system as a building block for unmanned operations across the land-sea logistics interface, including container terminals.

Commercial outlook

Ryu's signal that HD Hyundai will extend the technology to small- and medium-sized tonnage points to wider availability in feeder and regional trades within several years. For CMA CGM, the delivery sets a test case for how much terminal time and lashing labor costs a methanol-fueled, semi-automated stack can save on a 13,000 TEU hull.