Containerization

Mumbai University- Garware-CC&FF- Sem 1

Capt Sekhar GC

History
>

Modern container shipping has changed the way

we transport goods around the world and has

played an important role in the worldwide

globalisation.
>

Thousands of tons of diverse cargo can be

delivered for many customers to several dozen

ports from a single vessel. But it was not always this
way

History of Container Shipping

Before containerships, cargo was painstakingly moved in cargo nets

such Cargo is called Break Bulk Cargo

Break-bulk and general cargo was labor intensive, subject to

damage from weather and slow to load & unload

The cargo was handled many times, making damage and cargo
pilferage inevitable

Cargo Nets

History
Before containerships, cargo was loaded in cargo nets.
Like in historical times, the cargo was lifted on board and stacked in the cargo
holds very labour intensive and time consuming.

History Of Shipping- Maersk India PL

Then Came Pallets..

Pallets- the Unit Load

1. Palletized products can be moved more quickly than by the
manual handling of individual palletized cartons.
Benefits of this quicker handling include:
Faster turnaround of delivery vehicle and increasing
operational efficiency of transport equipment
Quicker availability of the trailer door for the next arrival
Dramatically reduced labour requirement versus manual
handling
Reduced risk of temperature abuse for perishable products
on unrefrigerated docks
2. Because palletized goods require less manual handling, we expect:

Less risk of product damage

Reduced risk of worker injury
3. Palletized products can be moved more efficiently and stored more
efficiently in warehouses.

Pallets- the Unit Load

4. Customers often prefer the receipt of palletized goods

5. Pallets are typically easier to handle with material

handling equipment than other styles of unit load bases
such as slip sheets, which may require specialized
equipment.
6. Pallets provide drainage and circulation
commodities requiring this, including fresh produce.
7. More load per lift
8. No special Shore Equipment required

for

Pallets Definition
Are defined as portable, horizontal, rigid,
composite platforms used as (a) base for
assembling, storing, stacking, handling and
transporting goods as a unit load; often equipped
with (a) superstructure.
The superstructure is the assembly that is attached
to the supporting base of the pallet.

Disadvantages
Expensive
Not all cargo can be palletised
Broken stowage
Higher investment

Pallet Sizes (mm)

12191016 (4840 inches) North America

10001200 Europe and Asia
11651165 Australia
10671067 North America, Europe and Asia
11001100 Asia
8001200 Europe

Early container shipping

Malcolm McLean invented the shipping

container in the 1930s in New Jersey, and
later founded Sea-Land Service, Inc.

It is said that while sitting at a dock waiting

for cargo he trucked in to be reloaded
onto a ship, McLean realised that rather
than loading and unloading the truck, the
truck body itself, with some minor
modifications, could be the container that
was transported.

Early container shipping

In 1956, ocean-borne
containerisation was
introduced with the
shipment of Sea-Land
containers on board the
Ideal-X from Port
Newark, New Jersey, to
Houston, Texas

Early container shipping

After this successful voyage, Sea-Land began

a program to fully containerise C-2 vessels by
constructing cells within the mid-body of the
ship to hold containers, as well as providing
the capability to carry containers above
deck.

The first such vessel to be fully containerised

was the GATEWAY CITY, which sailed from
Port Newark for Miami, Houston, and Tampa
on 4th October, 1957. Capacity: 226

Containers Speed: 15 knots

In Miami, cargo was delivered to the

consignee only 90 minutes after the Gateway
City docked

Early container shipping

During the early days of

container shipping,
containers were lashed to
the deck.

Later, containers were

placed below deck.
Eventually full container or
cellular-built vessels were
designed that are now the
mainstay of the cargo
revolution

Growth of Container Ships

(from 1956 to 1970) converted cargo ships (length 443 ft / 135 m; TEU 500)
(from 1956 to 1970) converted tanker ships (length 656 ft / 200 m; TEU 800)
(from 1970 to 1980) container ships (length 705 ft / 215 m; TEU 1000-2500)
(from 1980 to 1988) Panamax container ships (introducing the bulbous bow; length 950 ft / 290 m;
TEU 3000-4000)

(from 1988 to 2000) Post-Panamax container ships (length 1000 ft / 305 m; TEU 4000-5000)
(from 2000 to 2005) Post-Panamax Plus container ships (length 1100 ft / 335 m; TEU 5000-8000)
(from 2006) New Panamax container ships (length 1300 ft / 396 m; TEU 11000-15500)
(from 2013) EEE-class container ships (length 1310 ft / 400 m; > TEU 18000).
http://www.cruiseshipposition.com/cargo-ships/

SIZE
OF
CONTAINER
SHIPS
OVER
THE
YEARS
http://www.worldshipping.org/about-the-industry/liner-ships/container-ship-design

http://www.newsmaritime.com/2015/idle-container-ship-capacity-may-reach-1-5-million-teu-in-december/

16000 TEUs

1. Twisted leading edge rudder

2. Eco-containers
3. NOx emission : compliant with Tier
II regulation
4. Link with Fleet Navigation Center Eco-speed
5. Tin-free antifouling
6. Optimised Hull Lines
7. Pre-swirl stator
8. Cargo hold bilge - water holding
tank
9. Exhaust gas by pass
10. Additional bilge water tank
11. Electronically controlled engine
12. Grey waters tank
13. Water ballast IN
14. Water ballast treatment
15. Water ballast OUT
16. Fast oil Recovery System
17. Low sulfur fuel
18. Multichamber waste compactors

CMA-CGM JULES VERNE

https://www.cma-cgm.com/the-group/activities/shipping/vessel/9454450/cma-cgm-jules-verne

What is containerisation?

Containerisation is a system of freight transport

using standard containers that can be loaded
on container ships, doublestack trains, and
trucks

There are three standard sizes, 20 feet long, 40

feet, and 45 feet

Container capacity (of ships, ports, etc) is

measured in TEUs (Twenty-foot Equivalent Units

Most containers today are of the 40 foot

variety and are thus 2 TEUs
https://csccommunity.files.wordpress.com/2016/02/container-100579502-primary-idge.png?w=610

Definition of Container
A freight container is an article of
transportation :

Two most common sizes used in ground and sea

(surface) transportation are:

Of a permanent character & accordingly

strong enough to be suitable for repeated
use;

Twenty-footer

Specially designed to facilitate the carriage

of goods by one or more modes of
transport, without intermediate reloading

Forty-footer

Fitted with devices permitting its ready

handling particularly its transfer from one
mode of transfer to another
So designed as to be easy to fill and empty
Having an internal volume of 1 m3 or more.

(capacity 33.2 cubic meter or 1172 cubic feet, maximum

payload 28180 kg or 62130 pounds)
[also called as 1 TEU] and

(capacity 67.7 cubic meter or 2392 cubic feet, maximum

payload 28750 kilogram or 63380 pounds). The typical
dimensions of a 20-foot container are: internal length
5.90 meter (19 feet 4 inches), internal width 2.35 meter (7
feet 9 inches), internal height 2.40 meter (7 feet 10
inches) [1 FEU or 2 TEU]
Read more: http://www.businessdictionary.com/definition/shipping-container.html

Economic Benefits of Containerisation

1. Reduction in port time
2. Improved working ratio of ships
3. Savings in packing cost
4. Reduction in inland transportation cost
5. Less transit time & consequent less inventory

cost (for the Trader)

6. Less damage & pilferage of cargo
7. Some Ports were revitalized
8. Reduction in Tariffs Globally (Global Impact?)
9. Lower Insurance Costs

Other Benefits of Containerisation

1. CFSs were Born
2. ICDs were born
3. Gantry cranes
4. Mobile Container Handling Equipments
5. Trucks for Containers (Trailors)

6. Empty Container Yards

7. Fewer Dock Labour
8. Container Ships- of course

9. Increase in Trade
10.Container advent coincided with the Computer
developing.

Advantages
1. Standardization.

Standard transport product that can be handled anywhere in the world (ISO
standard) through specialized modes (ships, trucks, barges and wagons) and
equipment. Each container has an unique identification number and a size type
code.

2. Flexibility.

Can be used to carry a wide variety of goods such as commodities (coal, wheat),
manufactured goods, cars, refrigerated (perishable) goods. Adapted containers for
dry cargo, liquids (oil and chemical products) and refrigerated cargo. Reuse of
discarded containers.

3. Costs.

Lower transport costs due to the advantages of standardization. Low transport costs;
20 times less than bulk transport. Economies of scale at modes and terminals.

4. Velocity.

Transshipment operations are minimal and rapid. Port turnaround times reduced
from 3 weeks to about 24 hours. Containerships are faster than regular freighter ships,
but this advantage is undermined by slow steaming of recent times.

5. Warehousing.

The container is its own warehouse; Simpler and less expensive packaging. Stacking
capacity on ships, trains (doublestacking) and on the ground (container yards).

6. Security and safety.

Contents of the container is unknown to carriers. Can only be opened at the origin
(seller), at customs and at the destination (buyer). Reduced spoilage and losses
(theft).

https://people.hofstra.edu/geotrans/eng/ch3en/conc3en/table_advantageschallengescont.html

Disadvantages

Site constrains.

Capital intensiveness.

Stacking.

Repositioning.

Theft and losses.

Large consumption of terminal space (mostly for storage); move to urban

periphery. Draft issues with larger containerships. A large post-panamax
containerships requires a draft of at least 13 meters.
Container handling infrastructures and equipment (giant cranes, warehousing
facilities, inland road, rail access), are important capital investments.
Complexity of arrangement of containers, both on the ground and on modes
(containerships and double-stack trains). Restacking difficult to avoid and incur
additional costs and time for terminal operators.

Many containers are moved empty (20% of all flows). Either full or empty, a
container takes the same amount of space. Divergence between production and
consumption at the global level requires the repositioning of containerized assets
over long distances (transoceanic).

High value goods and a load unit that can forcefully opened or carried (on truck).
Vulnerability between terminal and final destination. About 1,500 containers are
lost at sea each year (fall overboard), but these figures vary substantially
depending on if a specific incident takes place on any given year.
Illicit trade.
Instrument used in the illicit trade of goods, drugs and weapons, as well as for
illegal immigration. Concerns about the usage of containers for terrorism.

Container
Identification
System
(ISO)

Markings on a container

Vertical and Horizontal Markings

The Identification Number

The Owner Code must be unique and Registered with the International
Container Bureau (BIC - Bureau International des Containers)
The Product Group Code consists of one of the following
three capital letters:
U
J
Z

for all freight containers

for detachable freight container-related equipment
for trailers and chassis

The term owner code may also apply to the combination of owner
code and product group code, which is also known as an alpha prefix.

The Registration Number

& the Check Digit
The Check digit can be used to validate whether the Owner code,
Product group code and Registration number have been accurately
transmitted.
No freight information system (FIS), transport information system (TIS) or
similar data processing system will accept a container number, if the
result of the automatic checking procedure does not show agreement
with the check digit.
The procedure is deliberately designed to ensure that a number of
transmission errors cannot cancel one another out, resulting in the
acceptance of incorrect data.

The Checking Procedure-1

The checking procedure is as follows:
An equivalent numerical value is assigned to each
letter of the alphabet, beginning with 10 for the
letter A (11 and multiples thereof are omitted):

The Checking Procedure-2

The individual digits of the registration number keep their everyday
value, i.e. 1 = 1, 2 = 2 etc.
The following numerical values are accordingly obtained for the
two examples with the alpha prefixes "SUDU" and "TEXU":

The Checking Procedure-3

Each of these numbers is multiplied computationally, as a
function of its position, by numerical values of 20 to 29:
the first number by 1,
the second by 2,
the third by 4 and so on.
the 10th by 512.

The Checking Procedure-4

597.5

The Checking Procedure-5

If the check digits 9 and 6 respectively are correctly input in each case during data entry,
the system accepts the data.
If someone makes a mistake when transmitting a container number and inputs the
alphanumeric sequence TEXU 452149 into a corresponding system instead of TEXU 452159,
the program would perform the following calculation:

Since the correct check digit for this container is 6, the

system would indicate an error.

Check if the following

Container Numbers are
Valid

With Thanks to:

TCLU5244939
MAEU7829182
GESU9195904
SEGU9107067

Federation of the German Insurance Association

(GDV German Insurance Association)
www.gdv.de
The Container Handbook
GDV Contacts
Transport and Loss Prevention Department
Wilhelmstrasse 43/43 G
D-10117 Berlin
Uwe Schieder
Telephone: +49 30 2020 5362
Fax: +49 30 2020 6612
Email: gdv.de u.schieder @
Bjrn copper
Telephone: +49 30 2020 5361
Fax: +49 30 2020 6612
Email: @ b.kupfer gdv.de

Construction of
Containers

Construction Criteria

Material Made of ?

Security- Hasp and Locking ability

Strengthening for Carrying weight- How?

Ability of storage without damaging

Ensure Rigidity of Structure

Ability to be handled by Container

Securing Means (Lashing)

Cranes, Gantries, Normal Cranes

Ventilation Means

Ability to be handled by Fork Lift

Should be inspected and Approved

Access to loading/ Unloading- Doors

of container

by a Proper Authority (Standardized)

http://g04.s.alicdn.com/kf/HTB1pp_IKVXXXXaJXFXXq6xXFXXXu/ISO-dry-cargo-container-parts-with-favorable.jpg

Container Parts Contd

Open Top Containers

Size: 20/40;
Const: Soft detachable
roof tarpaulin
Uses:
Machinery requiring
top loading and
over-height cargo.

Open Top Container- Example for O/H

Flat Rack Containers

Flat Rack Container- Example

Example of Flat Rack Cargo

Empty Flat Rack- Stowage

Loaded Flat Rack Stowage on a Ship

Ventilated Containers
Size: 20/40;
Main Component: Extractor fan
fitted;
Used for:
Agricultural products requiring
ventilation
e.g. onions, potatoes.
Also used as a normal GP
container.

Open Side Containers

Size: 20only
Const: Side gates and side curtains;
Used for : Agricultural products requiring ventilation, livestock and side
loading.

Open Side Containers

Tank Containers
Size: 20;
Const:
Tank within an ISO frame of
various types;
Used for:
For the transport and export of
gases and bulk liquids, tank
containers provide an extremely
safe and cost-effective method
of moving this type of freight
internationally.
Also Used for:
Powdered or granular dry bulk materials
liquid and permanent gases
flammable, corrosive and other hazardous/non-hazardous liquids
non-hazardous chemicals
non-hazardous liquid foods such as milk, oils, wine, and oils

Types of Tank Containers

There are 3 types of tank container:

Beam tanks

Generic tanks

Swap tanks

Go here to learn more: http://www.shippingcontainers24.com/types/tank/#ixzz3Ed8u4HuQ

Tank Container

Reefer Container

Size: 20, 40,

8-6 and 9-6

Reefer Containerstemperature
Reefer Container
Temperature Recording

Reefer
Cargo
Panel

Reefer Containers

Most New Reefer Containers have Back up Units now- Dual Reefer
Units

Some even have integral Gen-sets

High temperature alarm

The control panel is PIN-enabled,Control box is Padlock enabled

and access is prevented without the necessary tools.

Current monitoring for increased capacity, performance, and failure

detection

Can be connected to 440 V outlets found in Yards and Ships

Container Damage
Racking:
Is the twisting of the structural shell of
the container due to static or
dynamic forces and is commonly
associated with movements in a
seaway. The standard ISO container
racking limit is nominally 15 tonnes.
To counter these forces, diagonal
lashings
may
be
applied
in
accordance with the vessel's lashing
system. In high stacks, the lower
container is subject to the greatest
racking forces and the lashing
systems must be designed to take
this into account.

Container Damage
Toppling
Can occur when containers
are subjected to extreme
rolling motions aboard ship or
standing in a stack, exposed
to
high
winds.
Counter
measures are twist-locks and
lashings.

Container Damage
Container collapse (cornerpost compression) :
Results from exceeding allowable loads
on the container corner posts and can
be avoided by staying within weights
limits of the container.
Could also occur when extra tension is
applied aboard ship to the container
lashing

Container Damage
Holes in containers:

These are the most common kinds of

damage.
Roof damage is often caused by lifting
spreaders indenting the roof when
locating corner castings and twist-locks
and lashing gear being thrown down
on top.
Holes in container walls can be caused
by fork-lift trucks, collision with other
containers or lifting devices.
Holes in containers can be easily
detected by interior inspection with the
doors closed and noting any light
entering the container.
This can also reveal faulty door seal
gaskets and is extremely important
check to be made.

Container Damage
Interior Contamination:

Container floors become seriously

contaminated by cargoes such as wet
hides which can cause tainting to
future cargoes.
Interior paintwork can also be stripped
by cargoes such as naphthalene and
cloves.

ContainerExaminations

Every container must have a

Container Safety Certificate
(CSC) issued by the
manufacturer and this must be
renewed every 30 months
after inspection by a
competent inspector.

An approved continuous
examination program (ACEP)
can be agreed as substitute
for this procedure and the
ACEP number is stamped on
the CSC plate.