Containers power point presentation.pptx

Everything about containers the sizes, types

1. Containers & Containerisation Introduction

2. The shipping container has evolved from being just a dumb box to being a  smart container  capable of being tracked anywhere in the world, in some cases even to the bottom of the ocean.. The most common container types are :   1) Dry or Dry Van (DV) or General Purpose (GP) GP containers come in 20′ and 40′ sizes.. These containers are standard containers that doesn’t have any special features and are used to load normal general cargo of various varieties.. 2) High Cube (HC or HQ) Container A High Cube container is a type of container that is 1 foot more in height than a standard 40′ container.. There are also some 20′ HQ containers in circulation although not as popular.. High Cube containers are used by customers who ship cargo that requires bigger volume capacity as a High Cube can accommodate about 10 cbm more than a standard container..

3. These days most of the shipping lines are moving more and more towards high cube containers than GP containers. 3) Open Top (OT) Container An Open Top container is a type of container which has a removable top as opposed to the fixed top of a GP container.. An OT container comes in 20′ and 40′ sizes..

4. It is mainly used for cargo that cannot be easily loaded through the door and needs to be loaded from the top like machinery, glass or cargo that extends beyond the height of the container.. 4) Refrigerated (RF) Container Commonly referred to as Reefer container, this highly specialised container comes in 20′ and 40′ sizes.. A  refrigerated container or reefer  is a shipping container used for the carriage of goods that require to be maintained at a set temperature.. While a reefer will have an integral refrigeration unit, they rely on external power, from electrical power points at a land based site, a container ship or while in the port.. Examples include Meat, Fresh Produce, Fruits, Vegetables, some chemicals, Chocolates and many more..

5. 5) Flatrack (FR), Platform or Collapsible Flatrack (PL, COFL) These specialised containers also come in 20′ and 40′ sizes.. These type of containers are mainly used for the carriage of cargo that is overwidth and/or overhigh .. Big machinery, vehicles on tracks, steel coils, cable reels etc can be loaded in these type of containers..

6. 6) Tanktainer (TK) This container type which comes mostly in 20′ size is perhaps one of the highly specialised container types in the entire fleet of ISO containers.. A Tank Container or a Tanktainer is basically a cylindrical shaped pressurised receptacle housed in a 20′ x 8′ x 8.5′ frame for the transport of hazardous and non-hazardous liquids in bulk..

7. These containers are used for the transportation of Food cargoes, Semi-hazardous products like diesel, paraffin, petrol additives and also hazardous products, such as chemicals and petroleum products.. There are even more specialised tank containers to carry gases.. These tank containers usually have a carrying capacity of between 21,000 – 26,000 liters of liquid cargo depending on the product, density and specific gravity..

8. Apart from the above standard types of containers, there are some unusual and different types of containers which are also in circulation.. Super-Rack container  – Similar in use as a Flat Rack container but with a BIG difference.. The difference is that in a Super Rack container, the corner posts can be extended upwards to increase the height.. Container with side doors  – Rare type of containers used on certain specific routes to load certain specific cargo which cant be loaded through the normal doors or through the top..

9. Bulktainer   -Normally has loading hatches on the top which enables bulk cargo to be poured into the container and also has “gates” at the bottom of the container which enables the cargo to be offloaded by tipping the container.. Half Height Containers/ Rototainers  – these are purpose built for heavy duty mining applications enabling smooth movement of cargo from mine to ship.. These are used in conjunction with a Tippler which does a 180 degree rotation to discharge product.. Half heights are perfect for shipping of dense cargo such as Mineral Sands,  Salt , Iron Ore, and many other cargo types.. Tworty   – an innovative new ISO container design that allows a unit to be used either as a 40 ft or 20 ft box has completed its maiden voyage.. The Tworty Box is made up of 2×20′ containers that can be linked together to form 1×40′ container thereby the name “twenty + forty = tworty ”.. It has doors at each end; the second door opens to the inside and can only be locked from the inside..

10. PARTS The main structural components are : Roof Side Walls Floor Cross Members Top/Bottom Rails, and Corner Posts

11. 1) The Roof :  Made of Corten Steel Sheets with corrugated profiles to give the roof strength and rigidity. 2) Side Wall Panels :  Made of Corten Steel Sheets with corrugated profiles for strength and rigidity. Again older units can be prone to rusting at the bottom lower half of the panel next to the top half of the bottom rail at the weld seam. This is more visible than the roof. 3)Floor and Cross members :  The floor consists of 28 mm Laminated Marine Plywood. Cross members are structural components (visible from underneath the container) that make up the floor along with forklift pockets. 4) Top and Bottom Rails :  The rails form the frame of the container. Top rails can be either box section profiles or 10mm flat bar profiles. Bottom rails should have no cracks around the corner casting at weld points where the rail meets the casting likewise top rails too. 5) Corner Posts Front End and Door End :  All corner posts are made up of 10mm High Tensile Steel. 6) Doors ,Fittings and CSC Plate :  Doors should open to 180 deg, hinge pins should be intact at each hinge and not missing. Door gaskets should not be hanging or loose, and when both doors closed if need be a “Daylight Check” can be carried out ensuring no holes and box is sealing.

12. CSC PLATE A Container CSC Combined Data Plate, or CSC plate, is a safety approval plate that must be fitted to any container used for international transport. The plate is usually riveted to the outside of the left door of the container and contains the following information in either English or French: CSC SAFETY APPROVAL: The words "CSC SAFETY APPROVAL" Country of approval: The country that approved the container Approval reference: The reference number for the approval Date of manufacture: The month and year the container was manufactured Manufacturer's container identification number: The container's ID number, which may be allotted by the administration if the existing number is unknown Maximum weight-carrying capability: The container's maximum gross weight in kilograms and pounds Stacking and racking test load value: The allowable stacking weight for 1.8 g in kilograms and pounds, which indicates how much weight can be safely stacked on top of the container even if it experiences 1.8 Gs at sea

13. Segregation and care of containers carrying dangerous goods. The International Maritime Dangerous Goods (IMDG) Code covers stowage and segregation requirements for container ships in chapter 7.4 of Part 7: Chapter 7.4: Provides guidelines for stowing dangerous goods on ships that are hatch-less or have partially weather-tight hatchway covers. It also includes special provisions for containers carrying flammable gases or highly flammable liquids. Chapter 7.1 and 7.2: Contain general stowage and segregation rules. Chapter 7.3: Covers loading goods into a Cargo Transport Unit (CTU). Section 7.3.4.1: States that dangerous goods that need to be segregated from each other according to chapter 7.2 cannot be transported in the same CTU, package, or overpack .

14. STOWAGE The arrangement of containers on a container ship, known as container stowage planning, is a blueprint that considers many factors to maximize space, protect cargo and the ship, and ensure stability: Cargo weight: Heavier containers are usually stored on the deck or under deck, while lighter containers are placed on top. Cargo type: Dangerous goods containers are often placed at the end of the ship and on the upper deck to minimize loss in case of fire or leakage. Dry hide containers, which are normal containers with cargo that may leak, are usually stowed in the outer row or first tier. Destination: Containers destined for the first port calls are often placed on top. Ship stability: The stowage plan should consider the ship's stability.

15. Stowage plan for container ships or bay plan is the plan and method by which different types of container vessels are loaded with containers of specific standard sizes. The plans are used to maximize the economy of shipping and safety on board . Appropriate stowage of containers aims to maximize the use of available space in a ship ensuring quick, systematic loading & discharging, thus providing adequate safety to the crew. Heavy containers should be stored on the deck or the under deck of the ship, and lighter containers on the top.

16. Stowage terms [ edit ] Example: Bay 53-55 is for 20 feet containers, bay 54 is for 40 feet containersBay -Row-Tier stowage system for container ships. Six digit code represents a precise volume of the ship.On container ships the position of containers are identified by a bay-row-tier coordinate system. The bays illustrate the cross sections of the ship and are numbered from  bow  to  stern . The rows run the length of the ship and are numbered from the middle of the ship outwards, even numbers on the  port  side and odd numbers on the  starboard  side. The tiers are the layers of containers, numbered from the bottom and up. [12] Bay – a space on the ship that can hold containers, container ships have several bays, these bays are divided into two parts: on-deck and under-deck (hold). If the bay number is odd it is suitable for 20 feet containers, if the bay number is even it is suitable for 40 feet containers. [3] [12] Container slot, position or cell – names of the spaces that containers can be loaded in. On a stowage plan their positions are identified by a six-digit coordinate number: Bay-Bay-Row-Row-Tier-Tier. [3] [5] [12 ]

17. FACTORS AFFECTING STOWAGE Port of discharge  – When trying to find a suitable stowage position for containers, the planners must take into consideration the sequence of the ports of call. For example, if the port of calls are A, B and C, for the port A discharge, the planner must take into consideration not to choose a stowage position for a container for ports B or C on top of the container destined for port A. [14] Container size  – A 20 feet container can not be loaded up on a 40 feet container, but the reverse is possible if the vessel structure allows it. Planners can also load a 40 feet container on top of two units of 20 feet container, this known as a "Russian stowage" or "mixed stowage". [21] Hatch cover clearance  – Hatch cover clearance refers to how many "High Cube" (height over 8.6 ft (2.6 m)) containers allowed to load in the hold without preventing the hatch cover from closing correctly. [3] Visibility  – The number of High cube containers shouldn't exceed a set number of High cube containers in each row/bay on-deck. If the number of high cube units exceeded the set number it will prevent the full/clear  line of sight  of the ship from the bridge or other vital vantage points. [22] [23] [24] Additional factors [ edit ] A badly executed stowage plan may cause the cargo to shift and cause damages as the ship  lists .Other factors included at stowing are: [18] [25] Vessel stability . The weight of the cargo should be evenly distributed in the ship. For example, extra heavy weight units should not be stowed in the port side and light weight units in starboard side, but should stow it tier by tier starting with similar weights to avoid any problem may accrue in stability. Stack weights violation. Each bay/row has a stack weight that should not be exceed as it may cause damage to other containers or vessel structure. Weight inversion. Weight inversion should be avoided; heavier cargo should be stored below lighter cargo. Unused slots under deck should be avoided and the planning should be done from bottom to top. Decrease lashing force.

18. ANTI HEELING SYSTEM When the ship tilts on any of its sides i.e. port or starboard and doesn’t return back to its upright position, it is known as heeling of the vessel. Heeling is unsafe for ship, its machineries and people onboard. The main reasons of ship’s heeling are strong winds, hard and speedy turns and uneven cargo loading. Out of the three reasons, the most common cause is uneven cargo loading and unloading . Anti-heeling System

19. The anti heeling system of a ship automatically detects the heeling angle of the ship and compensates the same. This allows the vessels to have continues loading and unloading cargo operation without stopping in between for list correction. This saves considerable amount time on the port. In this system, ballast  tanks  are internally connected to each other by means of pipe lines, automatic valves and control systems. When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships angle with respect to the ship’s upright position to the master control panel. This change in heeling angle is compensated by methods of auto transferring the water from the heeled side to the other side of the ship, making the vessel upright. Level control switches are also installed in the  ballast  tank involved with the anti-heeling system to avoid low level or over filling and hence over pressurising of the tanks.

20. There are two widely used anti heeling system on board ships: 1)        Pneumatic system : This system comprises of air purging arrangement and regulating valve system to force the air on the top of ballast tank. The air is forced on one tank and purged from the other, making the water rapidly flow from pressurised to purged tank. This transfer of water is used to upright the vessel in quick time. 2)        Water pump system : The pump system consists of electrical motor driven water pump, which can be a reversible or non reversible pump, connected with remote controlled valves that can direct ballast water flow in between the tanks.

21. Advantages of Anti Heeling System : Allows safer and rapid cargo loading and unloading. Shortens harbour time and saves port dues. Reduces damage to ramp, rolling cargo and containers. Ensures safety of the ship and personals.

22. TORSIONAL STRESS Torsional stresses also occur due to unsymmetrical loading along the centre line of the vessel. (For example, too much load on the fwd-port side and at the aft- stbd side)

23. CARGO SECURING CODE - CSS The CSS Code contains seven chapters with all relevant information about securing cargo. The Code differentiates between standardized stowing and securing systems (e.g. containers) and semi- or non-standardized stowage and securing (e.g. motor vehicles on ro-ro ships). In 14 annexes, the CSS Code provides specific requirements for different kinds of cargo, e.g. project cargo, logs, rolling cargoes. Of special importance are annex 13 (non-standardized cargo) and annex 14 (containers).

24. REQUIREMENTS FOR CARRYING IMDG CARGO There are several special requirements for carrying dangerous cargoes by sea, including: Identification labels Weather-resistant stickers or placards must be attached to the sea container to identify the class of dangerous goods being transported. Container packing certificate Once the cargo is packed, a container packing certificate (CPC) must be signed by those who were directly involved in the packing operation. Dangerous goods declaration This document states the category of dangerous goods, as well as the identification marks, special packaging, and labels. Document of compliance Ships carrying dangerous goods in packaged form must have a document of compliance issued by the flag state administration. This document is issued by the ship safety division after a survey by a recognized organization. Dangerous goods forms These forms must be completed by someone who is trained to handle dangerous goods shipping. There is a different version of the form for ocean shipments than for air shipments . Shippers of hazardous materials must provide carriers with shipping papers and emergency response information which provide useful information in the case of an incident. A shipping paper provides a record of what is being transported and provides first responders with necessary information for emergency response.

25. Reefer containers Refrigerated containers, also called reefer containers, are used for goods that need to be temperature controlled during shipping. Reefer containers are equipped with a refrigeration unit that is connected to the power supply on board the ship . Dry Ice or Liquid Nitrogen is used for these containers for cooling. The cryogenically frozen gas evaporates slowly, cools the container, and is then vented out. The average time period for which these containers can maintain their temperature range between 17 days to 30 days . Built to work as a large refrigerator, this container type can usually maintain any temperature between -30°C and +30°C. Reefers come with a refrigeration unit on one end.

26. Disadvantages of reefers: high cost: reefer containers are much more expensive than standard containers because they require advanced refrigeration systems. energy consumption: it takes a lot of energy to maintain the right temperature during transportation, which can contribute to increased greenhouse gas emissions.

27. OUT OF GUAGE CONTAINERS When we talk about out of gauge (OOG) cargo, we’re referring to cargo that exceeds the  dimensions of a standard dry container . Standard dry containers come in three main sizes: 20ft, 40ft and 40ft HC (high cube). Any cargo that can’t fit into a standard container falls into the OOG category.  An out of gauge (OOG) container is a container suitable for transporting cargo that won’t fit in a standard dry container. This includes open tops, flat racks and hard tops. Specialized lifting equipment is usually required to load and unload OOG cargo.

28. DG MANIFEST A Dangerous Goods (DG) manifest is a document that lists the dangerous goods (DGs) stored at a site. It also includes emergency information that can be used by emergency services in case of an emergency at the site. The manifest should be kept in an Emergency Information Container or box along with other emergency information.  A DG manifest should include the following information: Type, quantity, and location: The type, quantity, and location of the chemicals Contact information: Contact details for at least two people who can be contacted in an emergency to provide information about the nature and quantity of the DGs Site plan: A site plan of the area 

29. REEFER MANIFEST Shipping manifests are important  documents  in international shipping. They list the goods that are being transported so that the cargo being shipped by a carrier can be verified. Typically, shipping manifests contain information including the number and types of shipments being transported, and the details of the consignor and consignee. Reefer Manifests Reefers  are refrigerated shipping containers that are used for the transportation of perishable and temperature-sensitive goods, such as food and medicine. A reefer manifest contains information about the refrigerated containers on board the vessel, including their temperature settings, humidity settings, and other specifications.

30. TEMPERATURE LOG At sea, all reefer containers shall be monitored by checking physically at least twice daily (weather permitting). All monitored data for each reefer container on board shall be entered in a reefer monitoring log and retained for three years. Some reefer containers with special cargo (e.g., VIP cargo) come with instructions for more frequent monitoring and reporting. Such instructions shall be strictly followed. ....

31. A Partlow recorder registers temperature on a pressure-sensitive circular chart over 31 day period. If the voyage transit is expected to exceed 31 days, care must be taken to ensure charts are replaced before expiry. The first chart should be placed underneath the new chart to build up a complete temperature record for the entire voyage up until arrival at the final destination. .....

32. DAMAGES TO A CONTAINER Shipping containers can be damaged in many ways, including : Water damage Can be caused by leaks from rust, faulty seals, or poor repairs. Water damage can lead to mildew , and corrosion, which can threaten the integrity of cargo, especially moisture-sensitive goods . Infestation damage Can be caused by insects or rodents, which can infest cargo during transport. Infestation damage can also lead to contamination damage from droppings and parasites . Contamination damage Can be caused by rain, which can lead to fungal growth on perishable goods . Physical damage Can happen without warning and can affect the condition of the container, which can impact its value . Door damage Can be caused by poor handling, careless securing, or thieves trying to force the doors open. Door damage can include dents, buckling, and damage to the door mechanisms . Accessories damage Parts like ventilation, heating, and safety systems can break down over time. It's important to repair damaged parts as soon as possible to avoid more serious damage.