A Guide to Container Ship Design and Operation

A Guide to Container Ship Design and Operation

www.marineinsight.com

Marine Insight© A Guide to Container Ship Design and Operation

Publication date: Sep 2019 Marine Insight

Published by: Marine Insight www.marineinsight.com Editor: Raunek Kantharia Graphic Design: Anish Wankhede Copyright 2019 Marine Insight NOTICE OF RIGHTS All rights reserved. No part of this book may be rewritten, reproduced, stored in a retrieval system, transmitted or distributed in any form or means, without prior written permission of the publisher.

NOTICE OF LIABILITY The authors and editors have made every effort possible to ensure the accuracy of the information provided in the book. Neither the authors and Marine Insight, nor editors or distributors, will be held liable for any damages caused either directly or indirectly by the instructions contained in this book, or the equipment, tools, or methods described herein.

INDEXContainerisation and Containers The History of Containerisation Types of Container Units and Design Shipping Container Dimensions Refrigeration Container Unit

Container Ships and Their Designs What are Container Ships? Design of Container Ships The Purpose of “Torsion Box” Parametric Rolling in Container Ship

Cargo Operation Preparation for Container Ships Verified Gross Mass of Container Cargo Equipment for Container Ships How to Prepare for Container Loading Operation Dimensions, Marking and Bay plan in Container Ship

Securing Containers Planning Container Stowage Safe Container Lashing Checks After Cargo Completion Care of Containers at Sea

1 (1-40)

3 (83-124)

2 (41-82)

4 (125-162)

Containerisation and Containers

The History of Containerization

Types of Container Units and Design

Shipping Container Dimensions

Refrigeration Container Unit

1


The History of Containerisation

Container shipping is the most optimal method of shipping freight through sea routes. Bearing rich significance to the nature of maritime operations, the advent of containerisation fuelled a much need thrust into the marine sector propelling it to heights never seen before.

However, shipping cargo through different types of cargo container units is not a very old method.

History of Container Ships

The history of containerisation is a development that can be pinpointed to the mid 20th century.

2

Pioneered by an US-based conveyance businessman Malcolm Mclean, cargo containers were fashioned in a bid to simplify the long-drawn processes involved in the shipping of cargo through sea routes.

This meant that effective labour was wasted in the initial dismantling and the later assembling procedures, and huge amounts of cargo had to be sub-divided merely because of technical restrictions. There was absolutely no standardisation in the entire shipping processes.

Malcolm Mclean circumvented this protracted cargo transportation issue by modifying the basic structuring of a Second World War tanker vessel. The initial cargo containers utilised in the ship were modified along with the truck-carts. The entire success of such a novel initiative, however, depended on whether the modified truck-carts laded with cargo could be successfully placed into the vessel and thus transported to the specified destination.

Exceeding expectations, the ingeniously devised contraption proved to be a huge success.

3


This success meant that for the foreseeable future, shipping cargo – bulk or otherwise – could be carried out with the least possible problems.

4

Container Ship


Salient Features of Containerisation

• Transiting costs for the cargo to be shipped were reduced drastically on account of the elimination of the unwanted processes

• A large amount of cargo could be transported which meant that transporters benefited from the economies of scale

• The feasibility offered by shipping containers also ensured that the navigable water channels could be utilised for transiting freight internationally

• Development of harbour facilities also took place simultaneously once the qualitative worth of container shipping began to spread far and wide

A significant noteworthy development in the history of container ships was realised when major maritime organisations acknowledged the singularity that shipping containers offered to the maritime domain. This acknowledgement was also marked by the establishment of set rules and regulations with respect to the

5


sizing of the containers.

In order to bring a common platform to all containers, the International Standardizing Authority (ISO) established the following:

• Containers that measured 20-feet lengthwise. Such containers were soon referred to as TEUs (Twenty-foot Equivalent Units)

6

20 ft container 40 ft container


• Containers that measured 40-feet lengthwise. Such containers soon came to be referred to as FEUs (Forty-foot Equivalent Units) or more commonly, as Two-TEUs

7


Types of Container Units and Design

Container units form the most integral part of the entire shipping industry, trade, and transport. These shipping containers store various kinds of products that need to be shipped from one part of the world to another.

As such, depending on the type of products to be shipped or the special services needed from them, container units may vary in dimension, structure, materials, construction etc.

Various types of shipping containers are being used today to meet requirements of all kinds of cargo shipping. ISO containers, also referred to as intermodal containers, are used to transport freight. ISO containers are designed for transportation by more than just one mode: such as truck and rail, or rail and ship.

These freight containers conform to the International Organization for Standardization (ISO) container manufacturing standards. ISO is an

8


international standards organization headquartered in Geneva, Switzerland. ISO containers are produced in several standard configurations, including dry (or cube), insulated, flat rack (or platform), open top, refrigerated, and tank. Dry ISO containers are general purpose, totally enclosed, box type containers used for general purpose transportation and are manufactured in standard sizes.

The standard width of ISO containers is 8 feet, the standard heights are 8 feet 6 inches, and 9 feet 6 inches, and the most common lengths are 20 feet and 40 feet. Use of 45 Feet containers has also increased significantly.

Some of the most common types of shipping containers in use today are mentioned below:

1. Dry storage container These are the most commonly used shipping containers which comes in various dimensions standardized by ISO. They are used for shipping of dry materials and come in size of 20ft, 40 ft and 10ft.

9


2. Flat rack container With collapsible sides, these are like simple storage shipping containers where the sides can be folded to make a flat rack for shipping of a wide variety of goods.

10

Flat Rack Container - Wikimedia / Gazouya-japan


3. Open top container These are with a convertible top that can be removed entirely to make an open-top so that materials of any height can be shipped quickly.

4. Tunnel container These container storage units provided with doors on both ends of the container; they are beneficial in quick loading and unloading of materials.

11

Open Top Container - Wikimedia / Gazouya-japan


5. Open side storage container These storage units are provided with doors that can change into entirely open sides, providing a much wider room for loading of materials.

6. Double doors container They are kind of storage units that are supplied with double doors, making a wider room for loading and unloading of materials. Construction materials include steel, iron etc. in standardised sizes of 20ft and 40ft.

12

Open Side Container


7. Refrigerated ISO containers These are temperature regulated shipping containers that always have a carefully controlled temperature. They are exclusively used for shipment of perishable substances like fruits and vegetables over long distances.

13

Refrigeration Container


8. Tanks These are container storage units used mostly for transportation of liquid materials. They are used by a considerable proportion of the entire shipping industry. They are mostly made of strong steel or other anti-corrosive materials, providing them with long life and protection to the materials.

14

Tank Container


9. Insulated or thermal containers These are shipping storage containers that come with a regulated temperature control, allowing them to maintain a higher temperature. The choice of material is so made to allow them a long life without being damaged by constant exposure to high temperature. They are most suitable for long-distance transportation of products.

10. Cargo storage roll container A foldable container, this is one of the specialized container units made to transport sets or stacks of materials. They are made of thick and robust wire mesh along with rollers that allows their easy movement. They are available in a range of coloured wire meshes makes these shipping container units a little more cheerful.

11. Half-height containers Another kind of shipping containers includes half height containers. Made mostly of steel, these containers are half the height of full-sized containers.

15


Used primarily for goods like coal, stones etc. they need easy loading and unloading.

12. Car carriers Car carriers are container storage units made especially for shipment of cars over long distances. They come with collapsible sides that help a car fit snugly inside the containers without the risk of being damaged or moving from the spot.

16

Car Container


13. Intermediate bulk shift containers These are specialized storage shipping containers made solely for intermediate shipping of goods. They are designed to handle large amounts of materials and are made for shipping materials to a destination where they can be further packed and sent off to final spot.

17

Bulk Shift Container


14. Drums As the name suggests, these are circular shipping containers, made from a choice of materials such as steel, light weight metals, fibre, hard plastic etc. They are most suitable for bulk transport of liquid materials. They are smaller in size but due to their shape, may need extra space.

15. Special purpose containers Not the ordinary containers, these are the container units, custom made for specific purposes. Mostly, they are used for high profile services like a shipment of weapons and arson. As such, their construction and material composition depend on the particular purpose they need to cater to. But in most cases, security remains the top priority.

16. Swap bodies They are a special kind of containers used mostly in Europe. Not made according to the ISO standards, they are not standardised shipping container units but extremely useful all the same. They are provided with a sturdy bottom and a convertible top, making them suitable for shipping of different products.

18


Shipping Container Dimensions

The shipping and maritime sectors are under a transformation. From digitisation to stringent environmental protection laws to changing shipping container dimensions, new technologies, amendments, regulations etc. are continuously being added to the industry.

Today, different shipping container dimensions are used depending on the type of cargo.

As of today, more than 17 million containers of different dimensions and types are used globally to make container shipping the most efficient method of transportation.

19


Container Markings

These shipping containers are ISO certified, which means that they are brought into business only when they are manufactured and tested as per the specifications provided by the International Organization for Standardization (ISO) to ensure that the goods carried are suitable for multiple transportation modes, i.e. via ship, truck or rail.

The materials used for manufacturing a shipping container is either aluminium or steel, making them excellent to use for dry and packaged cargo. The advantage of dry aluminium containers over a steel container is that the former has a slightly larger payload, whereas the dry steel containers have a slightly larger internal cube.

Following are the dimensions of a shipping container which are used in the international shipping market:

20 ft shipping container dimensions:

A standard ISO container of 20 ft. is the most popular of all and is used by ships

20


of all sizes, big or small. The 20 ft container dimensions are as follows:

It can carry the maximum gross weight of 30480 kg / 67200 lbs for general purpose containers.

It can carry the maximum gross weight 45,000 kg (99,207 lbs) for flat racks.

A 20 ft reefer container has a payload capacity of 27, 400kg

21



40 ft container dimension offer double the volume as compared to a 20 ft container, and costs just 15-25% more than the later. It makes the 40 footers, the most cost-efficient shipping container for goods carriage by ship.

It can carry the maximum gross weight of 30480 kg / 67200 lbs for general purpose containers, up to 60,000 kg (123,276 lbs) for Flatracks and 35,000 kg (77,161 lbs) for reefer containers

22



45 ft containers provide slightly better cubic feet capacity than a 40 ft container giving valuable extra space to the shipper giving the following advantage:

• Efficient Cargo Transportation

• Potentially Lower Transport Cost

23


The payload capacity of 45 ft container is almost similar to a 40 ft container.

Specific container dimensions and capacity of the ISO containers may vary depending on the manufacturer, the age of the container, and the container owner.

There are other dimensions of shipping containers available in the market which are mostly used for road and rail transportation – 8 ft, 10 ft, 53 ft, 60 ft.

Markings on a shipping container:

The standard for the coding, identification, and marking of containers is DIN EN ISO 6346, dated January 1996. Following are the different markings provided in an ISO container.

1) Container Number:

The container marking is the primary identification marking on the door

24


end of an ISO container. It consists of seven numbers and four letters, which are allotted by the ISO to identify every container to its owner. The number is unique for everyone and is registered for the records with Bureau International des Containers (BIC), Paris.

25


Suppose the container number as shown in the diagram is-

ABCD 123456 7

• Here the first 3 letters, i.e. ABC denotes- Code for the Owner of the container • The 4th letter D provides -the container category • The first six numbers, i.e. 123456 is – the serial numbers of the container • The last number, i.e. 7 is- the check digit which is used to validate if the

owner or product group code and the registration number have been accurately transmitted.

2) Owner’s Logo:

The shipping line or container vendor’s logo/name is provided on the end door.

3) ISO Code :

The ISO container code is stencilled below the container identification number

26


and provides the details of the type of container, i.e. GP (for general purpose), DV (for a dry van) etc. and also denote the size of the container.

E.g. if the ISO code below the container identification number is 45 G0, the first number, i.e. “4” denotes the code length (40 ft) and the second number, i.e. “5” is the code for width. The last two alpha-numeric character shows the type and subtype of the ISO container.

4) Weights & Payload:

All the details of container weight and cargo weight are also marked in the end door.

The weight of the shipping container: The true weight of an empty container provided by the manufacturer post the manufacturing process. Payload: This is the maximum cargo weight an approved ISO container can carry Gross Weight: The total weight of container and cargo within the safe limit

27


5) Approved classification society label:

Before the container is used by a shipping company for cargo transfer; it is tested for seaworthiness and compliance with the ISO standards by an approved classification society. The label of the class is also provided on the end door of the container.

6) Cube or volume:

The cubic capacity or the volume of the container is marked in the end door.

7) Warning and Operational Signs:

The container may carry various warning labels and signs depending upon its type and cargo it is carrying. E.g. a heightened container will contain the height or warning stripes on the top part of the container. Similarly, a container carrying hazardous cargo will carry a warning sign about the type of hazard or cargo associated with it.

28


8) Certifications:

Different certificates which are occupied by the container needs to be displayed using plates, such as:

CSC plate: Container Safety Convention plate showing the ISO container has been inspected and tested by approved authorities. It also contains details of the owners and other technical specifications. ACEP: It stands for Approved Continuous Examination Programme and is provided in the container. This is a safety program for shipping containers, wherein the container under it has to undergo an extensive inspection in a container depot every 30 months of its service. The container owner will renew the ACEP every 10 years.

For a seagoing professional or anyone who wants to transport cargo through shipping containers, it is very important to understand different shipping container dimensions, nomenclature, signals, symbols and signs displayed not only in various parts of the ship but in the cargo containers too.

29


Reefer Container Unit

A reefer container is an enclosed unit used for transporting temperature-sensitive cargo. The container requires an external power supply for its operation.

When reefer containers are loaded in ships, the power supply is provided from the power generated from the D.G sets of the vessel. If the vessel’s generator capacity is not enough to support the additional power consumption of the refrigerated containers (in case of old ship or unavailability of generator due to overhauling etc.), mobile power packs are installed on the ship.

30

Reefer Container - Wikimedia / Gazouya-japan


There are a variety of refrigerated shipping containers present in the market today. A particular type is used depending upon the efficiency requirement and the cargo they need to carry.

Types of Refrigerated Shipping Containers are:

1. Closed Reefer: This is a conventional type refrigerated container. It comes in one-piece with integral front wall and an all-electric automatic cooling and heating unit for ISO sea-going containers.

2. Modified/ Controlled Atmosphere (MA/CA) reefer containers: This type of insulated shipping containers maintain a constant atmosphere by replacing consumed oxygen using an air exchange system, keeping an ideal atmosphere in equilibrium with the product’s deterioration rate.

3. Automatic Fresh Air Management Containers: Popularly known by its acronym – AFAM reefer containers uses advanced technology to regulate the air combination by automatically adjusting the scale of fresh air exchange.

31


It works similar to controlled Atmosphere, controlling the composition of oxygen, carbon dioxide and others.

The controls of the AFAM refrigerated containers can be adjusted to influence and extend the shelf lives of the cargo they carry.

Some important points about container refrigeration are:

• Container Refrigeration unit is fitted in front of the container, and it serves as a container front wall

• Some units are dual voltage, designed to operate on 190/230 or 380/460 volts A.C, 3 phase, 50-60 hertz power

• Operating control power is provided by single-phase transformer which steps down the A.C supply power source to 24 volts, 1 phase control power

32


Understanding the Basic Sections of Refer Unit 1. Compressor Section:

• Consists of a compressor (with H.P switch) and power cable storage compartment. Power transformer may be an option where the ship supply differs

33


Reefer Container Compressor Section

• It also contains modulating and suction solenoid valve (for controlling the quantity of gas flow)

• Safety fittings in the section are- moisture liquid indicator, pressure relief valve, filter drier etc.

• Safety of the system is further enhanced by electronic monitoring with the help of following sensors- Compressor suction and discharge sensor, supply air temperature sensor, supply recorder sensor, ambient sensor etc.

2. Condenser Section

• The condenser section contains a condenser fan and its motor, an air cooled condenser coil and condenser saturation sensor

• For air-cooled condenser, the air is usually pulled from the bottom and discharged horizontally through the centre of the unit

• Some units consist of water-cooled condenser /receiver34


3. Evaporator Section

• This section contains temperature sensing bulb, return recorder bulb sensor and a thermostatic expansion valve (for the flow of refrigerant and maintenance of inside temperature)

• Assembly consists of evaporator coil and heater, drain pan and heater, defrost and heat transmission switches

• The evaporator fan circulates air throughout the container by pulling air in the top of the refrigeration unit and directing air through evaporator coil where it is either heated or cooled and is then discharged out at the bottom of refrigeration unit into the container

4. Fresh Air Make up Vent

• Purpose of this vent is to provide ventilation for commodities that requires fresh air circulation and must be closed when transporting frozen foods

35


• Air exchange depends upon static pressure differential, which will vary depending upon how the container is loaded.

Safety and Operating Precaution

An injury, no matter how small, should never go unattended. Always obtain first aid or medical attention immediately

• Always wear safety gloves and glasses while working on any unit and also when charging refrigerant

• Keep hand, tools, and clothing clear from evaporator and condenser fan

• No work should be performed on any unit until all circuit breaker and start-stop switches are turned off and power supply disconnected

• When performing arc welding on unit or condenser, disconnect all wire harness connectors from the module in the control box

36


• Do not bypass any electrical safety device

• When performing arc welding on unit or condenser, disconnect all wire harness connectors from the module in the control box

• Do not remove wire harness from the module unless you are grounded to a unit frame with a static-safe wrist strap

37


Deck Crew Connecting Reefer Container to Ship’s Power

• In case of an electrical fire, open circuit switch and extinguish it with CO2 extinguisher

• Safely handle the compressed gas bottles when charging refrigerant

38


Reefer Container Refrigerant Charging

• Officer and crew responsible for refrigerated shipping container must know the hazard related to refrigerant gas such as – Phosgene gas hazard (due to high temperature), Asphyxiation hazard in non-ventilated spaces etc.

Most Common Problem in refrigerated shipping containers – Leakage:

The leakage of refrigerant is the most common problem faced by onboard staff during the voyage. Following tests must be carried out to detect leakages:

• Soap water test: This is done on the low-pressure line by spraying soapy water on the troubled pipe or space. If the soapy water comes in contact with leakage area, bubbles will form

• Halide lamp test: This is used for all pressure lines

• Permanent or fixed type leak detection unit: Some reefer containers come with fixed type leak detection unit which gives audio-visual alarm in case of leakage

39


• Electronic leak detector: It is a portable unit to carry out leak detection. It should not be used in a noisy area

*Note: All the pipes in the refrigerated container unit are insulated. Before testing the piping for leakage, make a small hole in the insulation and check the leakage near the hole (using soap/ halide lamp or electronic detector). Once the leakage is confirmed, then remove the insulation of the complete pipe section to spot the leakage area.

40


Container Ships and Their Design

Container Ships and Their Types?

Design of Container Ships

The Purpose of “Torsion Box”

Parametric Rolling in Container Ship

2


Container Ships and Their Types

What are Container Ships?

As the name suggests, a vessel structured specifically to hold huge quantities of cargo compacted in different types of containers is referred to as a container vessel (ship).

42

The process of sending cargo in special containers is known as containerization. One of the most potent methods of hauling goods is done by Container Ships. These ships have made it feasible to transfer towering quantities of cargo at a time and have changed the global trade efficaciously.

Container ships carry most seagoing non-bulk cargoes. In today’s world, container vessels carry around 90% of the world’s non-bulk cargoes. One of the main ways of moving ready goods worldwide is through Container Vessels. These containers are of a standardised size so that they can be easily transferred to various modes of transport. Anything can be carried on a containership.

Because of the increasing demand in the market, increasing cargo carrying capacity, increasing operating efficiency and improvement in environmental processes and operation of a container vessel in liner service, the container vessels have become bigger and bigger continuously.

The container carrying capacity of container ships today has increased more than 1200% as compared to 1968.

43


They have become more technologically advanced and fuel-efficient by the time. The initiation of the container shipping forms one of the most remarkable developments in the maritime cargo industry.

Container ships have revolutionised the manner in which cargo supplies are ferried and transported across the world, by providing assurance of safety and security of the thus transported cargo supplies. Some of the biggest shipping companies today deal mainly with a containerised form of cargo.

44

Ultra Large Container Ship - Wikimedia / Keith Skipper


The very first models of container ships were launched in the early 1950s and were mainly designed to ferry goods trains’ freight cars. Using crane systems and ramp systems, these freight cars could be loaded and unloaded from the vessels. Specialised lashing and cargo handling systems are used to secure the containers in their places.

45


Twist locks

Over the years technological advancement have made it possible for comparatively far more feasible methodologies, though crane systems still play a major role in the loading and unloading operations of the containers to and from the vessels’ holds.

The very first models of container ships were launched in the early 1950s and were mainly designed to ferry goods trains’ freight cars. Using crane systems and ramp systems, these freight cars could be loaded and unloaded from the vessels. Over the years technological advancement has made it possible for comparatively far more feasible methodologies, though crane systems still play a major role in the loading and unloading operations of the containers to and from the vessels’ holds. Specialized lashing and cargo handling systems are used to secure the containers in their places.

Container vessels are typical in that that they are constructed to accommodate immense possible cargo loads. The load holding capacitance of container vessels is measured in terms of Twenty-foot Equivalent Units or TEUs, with the biggest container ships carrying as much as over 18,000 -22,000 TEUs.

46


Types of Container Ships

Container vessels can be classified in many ways:

Development Generations:

Containers vessel have been through various phases. These phases have been classified as generations.

• First Generation – 1956 TO 1970

• Second Generation – 1970 TO 1980

• Third Generation – 1980 TO 1988

• Fourth Generation – 1988 TO 2000

• Fifth Generation – 2000 TO 2005

47


• Sixth Generation – 2006 TO TILL DATE

Handling Modes

ROCON Container Ships: ROCONs are ro-ro vessels which also carry containers.

48


RoCon Ship

The arrangements are such that the containers may be loaded on the deck or there is separate hold specifically for loading containers.

LOLO Container Ships: Lift-on/Load-off vessels are the geared container vessel, which can load and discharge the cargoes itself using the ship’s own crane.

They have the capability to operate without port cranes and can do the cargo operations unassisted.

Ship Sizes

Some of the main types of container ships based on size are:

Panamax:• Panamax size vessels were first introduced in 1980• These vessels were of around 4000-5000 TEUs

49


• Their dimension was such that they could pass the Panama Canal. They were limited to the max length of 294.1m, Breadth of 32.3m and max draught of 12m, which was par in comparison to the dimensions of the canal

Post-Panamax

• A new transportation net was introduced by APL without using the Panama Canal. This created the ‘Post-Panamax’ type. Introduction of Regina Mærsk in 1996 created a new development in the container ship market with an official capacity of 6400 TEU

• Post-Panamax’s development was climactic. In the present world, they occupy nearly 30% of the world’s fleet

• Concept of cellular container vessels was introduced, wherein the cell guides ran from the bottom of the hold to some tiers above the deck. This reduced the cost of ship owners as no lashing materials were used to secure the containers and it also improved the speed of loading and discharging and

50


reduced container shifting

Suezmax

• Suezmax size vessels were introduced in relation to Suez canal. These vessels have nearly the same size as that of the Suez canal

51


Suezmax container ships in Suez Canal

Suezmax vessels have a carrying capacity of around 12000 TEUs, with Breadth about 50-57 m and draught in between 14.4m-16.4m

Post-Suezmax

• These are Ultra large container vessels with a carrying capacity of 18000 TEU with a breadth of 60m and 21m max draught

• These vessels are known as Post Suezmax as their dimensions are too big for the vessel to pass the Suez canal

Post – Malacamax

• This size emulates the maximum permissible draught of 21m of Malacca Strait

• For this size of the vessel to enter the Ports, the port authorities will have to be ready. Presently only two ports in the world are ready to accept this size of

52


vessel i.e., Singapore & Rotterdam

Service Range

Feeder Ship

• These ships are used for short routes. Basically, the voyages are not longer than 500nm and they trade in the coastal areas only

53


Feeder Container Vessel

• The capacity of such vessels does not exceed 1500 TEU

Mother Ship

• These are the vessels which are on international trade

• The size of these vessels is much bigger than feeders

Major Shipping Companies Around The World

World commerce thickly depends on the Shipping Industry. The container vessel’s carry most of the non-bulk cargoes by sea. Below is the list of the top shipping company based on the total number of vessels in their fleet.

1. Maersk Line

2. Mediterranean Shipping Company

3. CMA CGM

54


4. China Ocean Shipping Company

5. Hapag Lloyd

6. Ocean Network Express

7. Evergreen

8. OOCL

9. Yang Ming

10. Pacific International Lines

Future Of Container Vessels

Container vessels represent a majority in terms of the packaged cargo ferried across the world.

55


On account of the relevance and the ever-increasing demand for better maritime cargo transportation channels, there has been huge strides in the container ships’ domain.

Such advancements are expected to grow even more in the days to come. In the coming days, container ships have a lot more challenges to face, but Container shipping industry will always stand strong.

56

Upcoming changes in rules/regulations, increasingly stringent environmental laws, competitive market, introduction of new technologies, increase in marine traffic in relation to increase in carrying Capacity of the vessels will be its preeminent problems.


Design of Container Ships

The design of the concomitant container vessel is decisive. The hull is akin to the conventional Bulk Carriers and General cargo ships which are built around a solid keel. The lower part of the vessel has a significant effect on the construction of the ship. There are lower decks, Engine room and plentiful of ballast and Fuel Tanks. The Cargo holds are the places where the under deck Containers are loaded.

57

Inside the hold, there are cell guide arrangements which guide the container to slot well.

This not only helps the crane operator to slide the container safely inside the holds but also acts as a guide for them. It is imperative to maintain this cell guide well.


Cell Guide in Container Hold

Any damage to the cell guides may lead to critical consequences. These holds are topped by hatch covers, above which the containers are stacked too. Most of the modern container vessels do not have cranes, but some do have cargo cranes installed on them, especially in vessels of smaller sizes. Ships which have cranes onboard are called as geared container vessels whereas vessels without cranes are called as Gearless container vessels. These geared container vessels use them for self-loading and discharging at ports where the cargo volume is low. There are also some specialised systems for securing the containers onboard. In most of the container vessels, lift away type of hatch covers are used.

Hatch covers not only increase the carrying capacity but also prevents the water ingress inside the hold & fissure, the containers under the deck and on deck both. These hatch covers have cleats which must be closed after every cargo operation & before vessel’s departure from any port. Also, within a container ship, there are well-demarcated holds that separate each container from others, which simplifies the entirety of the filing of the containers.

58


• In essence, container ships are regarded to be a generic reference. Within their ambit, there are several different types of container ships. Each container vessel is unique and different, with an undiminished operational singularity

• Container ships that are built specifically to fit into the channels of the Panama Canal are referred to as the Panamax container vessels. These ships can be loaded with a maximum TEU of about 5000 and measure slightly over 290 metres lengthwise.

• The smallest variance of container vessels is the Small Feeder type. These container vessels can carry loads up to 1000 TEUs. Several developments made to the Feeder categorisation has resulted in the development of the categories of ‘Feedermax’ and ‘Feeder.’ The former can carry a maximum of about 3,000 TEUs while the latter can carry around 2,000 TEUs.

Container shipping vessels represent a majority in terms of the packaged cargo ferried across the world.

59


Container Ship Design – The Hull Geometry:

The first and the most prominent design aspect of any ship is the geometry of its hull. Before we understand why hulls of container ships have attained their characteristic shape, we should first notice the geometry itself.

A visual comparison of the hull of a container ship with that of a bulk carrier or an oil tanker would imply that a container ship’s hull has a finer form than the other two. In other words, the forward and aft sections of a container ship are streamlined, and not fuller like that of a bulk carrier or oil tanker. Why?

60


Hull of Container Ship

To answer that, we will need first to understand another aspect of the container industry. Goods shipped in containers are often of high value and high priority.

E.g, if a marine diesel engine for a ship being constructed in a shipyard in India is to be shipped in from Germany, the shipment would be made in a container, and is a high priority shipment because the installation of the engine into the engine room is a step in the construction process that would determine the possibility of delays in the later stages of construction.

Also, the equipment needs to be delivered without any impact or damage. Thus, container ships are tightly time-bound ships. They have a very low turnaround time, that is, the time they spend at a port for loading and unloading has to be minimum in order to be able to call the next port without delay. It is due to this reason; container ships fall in the category of high-speed ships.

To achieve high speed, the resistance of the hull needs to be minimised, which is obtained by a fine form hull. In other words, container ship hulls have a low coefficient of buoyancy, ranging from 0.6 to 0.7.

61


Another notable geometrical characteristic of container ships is the high prismatic coefficient of the hull-form. That is, the hull section for most of the length of the vessel is almost rectangular. This is done to accommodate a maximum number of containers below the deck.

62


Hull Design of Container ship

Midship Section Of Container Ships:

One of the most critical structural drawings that are prepared during the design of a container ship is that of the midship section. The midship section of a ship is prepared with a lot of design and functional considerations in mind, which include the type of cargo, stowage methods to be used by the ship, capacity of the ship, etc. Its midship section often identifies a ship type.

For a typical container ship design, the midship section is shown in the following figure. What is, however necessary, is to understand the drawing from a designer’s point of view. Some standard features of the midship section of a container ship are discussed below:

• All container ships are double-bottomed, to allow for the double bottom spaces to be used as tanks

• Container ships are also longitudinally framed because the variable loading conditions often result in large hogging and sagging moments, which result in high longitudinal bending stresses

63


• The shape of the midship section is almost box-like. In the words of a designer, it has high midship area coefficient, ranging from 0.75 to 0.85

64


Mid Ship Section - Container Ship

• The bilge strake is the angular plate that joins the inner side shell and the tank top plating. Since the presence of this plate would prevent the stowage of containers at the corner of the section, the length of this strake is kept to a minimum. In most recent cases, however, container ships are not provided with bilge strakes at all, to ensure maximum stowage capacity

• The most important structural feature of a container ship is the torsion box, which we will discuss in detail in one of the following sections

• Container ships are usually equipped with no hatches. That is, the vessel has no continuous main deck running full breadth all along with the ship. This open box-like structure (relate with the midship section figure), enables easy stowage of containers from the tank top to the highest level above main deck level. The only decks are within the double hull, which is more like stringers running full length, and provide passageway along the length of the ship

65


CLICK TO DOWNLOAD NOW

https://learn.marineinsight.com/eBooks/a-practical-guide-to-yard-delivery-of-new-ship/

Stowage of Containers:

The stowage of containers on a container ship is another aspect that the designer has to deal with. Though it may come across as something insignificant, improper stowage has resulted in most of the accidents related to container ships.

• Containers are always stowed with the longer dimension along forward to aft. This is because the ship is more prone to rolling motions than pithing or yawing. Stowage of containers in this orientation ensures less space for the cargo to shift within the container, providing more safety against impact damage of the cargo

• Below the uppermost deck, the containers are restrained against the lateral or longitudinal motion by cell guides. These are angle sections that also help as guides for containers when they are loaded onto the ship. However, these do not form a part of the primary structure; that is, they do not take up the hull stresses

66


• Above the uppermost deck, containers are stowed, and their motion is restricted through lashings. Twist locks fitted between the containers prevent vertical movement, and lashing prevents the longitudinal and transverse motions. The lashings are usually deployed from lashing bridges that are at height intervals of one or two tiers of containers. The lashing rods are secured at their ends by turnbuckles which maintain the tension in the lashings

67


Containers Stacking Not Restricting Bridge view

• The container loading plan is provided along with the design, and it specifies the positions of different containers on the ship, at different load cases. This plan takes into consideration the fact that the number of containers and the weight of cargo in each would differ on each voyage. And the stowage would also have to take into consideration, the port at which each container has to be unloaded. So, if a ship calls at three ports – A, B, and C, and if all containers are loaded at A, then a container to be unloaded at port B would not preferably be stowed under a container to be unloaded at port C. But the complicity of the problem lies here – what if most of the containers for Port B are heavier than the containers for Port C? Heavier containers cannot be stowed above the lighter ones, as it would raise the centre of gravity of the vessel, reducing the stability margin

This complicity of container ship design is therefore solved by means of special computer programs specially designed to generate container loading plans for a particular loading case, which keeps in mind, the series of ports a vessel needs to call, and also the strength and stability aspects of the ship. Another factor that is always taken care of in the plan is the visibility from the bridge.

68


The containers loaded above the deck and forward of the navigation bridge are to be loaded such that the line of sight from the bridge is not affected. That is why, if you take note of a loaded container ship, the stack of containers forward of the bridge reduces in height as one move to the forward-most stack. This, however, reduces the total amount of containers that can be carried by ship. Hence, many ultra-large container ships (e.g. Maersk Triple E class) have their superstructures shifted to the midship, in order to be able to accommodate containers to full height aft of the superstructure.

69


Maersk Triple E Vessel

The study of the design of container ships does not stop at this. There are reefer ships which are specially designed to carry refrigerated cargo in refrigerated containers.

They are equipped with cooling systems connected to each container, which is a different study in itself. Also, recent trends in the market have encouraged the use of slow steaming, which has resulted in most container shipping companies to carry out extensive nose jobs and alteration of propellers on their ships. Though this might seem to be in contrast with the high-speed requirement of container ships, these ships still operate at higher speeds than oil tankers and bulkers.

Larger diameter and low RPM propellers have seen to offer more propulsive efficiency. The optimisation of container ships for current industry requirements is something that is dynamic in nature, and this requires ship designers to be aware not only of newer possibilities of design, but also to be able to predict the trends of the industry a few years ahead of time.

70


The Purpose of “Torsion Box”

The maritime industry has seen rapid growth in the container transport division followed by an increase in the size of container vessels, a result of increasing demand for container vessels above 5000 TEU.

71

However, the increase in the size of the ship and its containers has also given rise to large deck openings, which calls for global maritime investigation into the structure of the hull girder and its effect under torsional and wave bending loads. Torsion in ships is caused due to forces which do not pass through the sheer centre line axis of a ship’s hull cross-section. Torsion tends to twist the vessel just like how we rinse a cloth by twisting it.


The torsional moment has two main components namely:

a) static torsion or still water torsion,

b) dynamic torsion or wave-induced torsion.

Other forms of torsional moments arise from the vibration of the propeller shaft, vibrations due to twin screw propellers etc. As the name suggests, wave-induced torsion is caused due to the unsymmetrical hydrodynamic wave loading on the port and the starboard sides of the vessel. Similarly, still water loading is caused due to the unsymmetrical cargo loading over the port and starboard with the ship remaining upright.

A ship heading obliquely to a wave will be subjected to righting moments of opposite direction at its ends, twisting the hull and putting it in ‘torsion’. In most ships these torsional moments and stresses are negligible, but in vessels such as large container ships with extremely wide and long deck openings, they are significant.

72


73


Ships are designed to withstand the maximum torsional loads due to either static or dynamic or both the torsional moments together. However, in some cases where there are large deck openings; it becomes difficult to strengthen the vessel only with the help of hull girder and stiffeners. This leads to the concept of a torsion box.

The example of a bucket can easily understand the strengthening aspect of the torsion box. It is commonly observed that the plastic or steel bucket which we use for the house-hold purpose has a curl to its periphery. This curl is similar to the torsion box used in ships.

If you remove the curl from the periphery of the bucket you will observe that the strength of the bucket decreases rapidly (mostly in case of plastic), i.e. it can be bend easily with very small forces about its edge. However, with the curl-on, its strength increases to a considerable extent! But how does this curl or in our case the torsion box helps in increasing the strength to a very large extent?

Torsion box in ships can be defined as a continuous structure formed in between

74


the top part of a longitudinal bulkhead, freeboard deck and sheer strake. It runs from the collision bulkhead and extends up to the aft peak bulkhead. It is heavily stiffened usually by bulb angles which provide sufficient strength against torsional moments and other bending loads.

75


Research and FEM analysis of thin-walled beam, taking into considerations the effects of shear and warping, is applied for computation of bending-torsion, coupling and vibration characteristics of ships with large openings. The contribution of the torsion box towards the torsion rigidity is deduced.

Torsion box in Container ships

Container ships are highly subjected to torsional moments because of their very large hatch openings. This leads to even higher warping stresses at the corners of the openings due to lack of torsional rigidity. The upper part of the double hull in such ships is fitted with torsion box as mentioned earlier.

However, it is not always possible to have a large cross-sectional area, and therefore, the Naval Architect has to increase the thickness of the plate in order to provide torsional rigidity.

The marginal distance between the hatch end and the side shell is approximately 1.5 ft. This is done to maximise the space for the stowing of containers.

76


It is often seen that the main deck is subjected to high torsional moments and racking effects and the deck spacing in the way of the hatch opening along the transverse is very less. As a result, the stress concentration can lead to cracking at the corners of the hatches or crack the deck itself! To prevent such failures, torsion boxes are fitted with welded joints on the side shell as on the deck plating which prevents the torsion produced by twisting.

77


Uses of the Torsion box

• It helps in preventing torsional bending on ships due to the torsional moment on board the vessel caused by the dynamic movement of the waves.

• Helps in avoiding racking effect caused by the shear stress on the vessel structure. Therefore, while designing ships with large openings (like container ships), it is often ensured that proper FEM analysis and model testing procedures are carried out. Proper strength analysis of the hull and deck plating should be done.

At points of stress concentration, i.e., at the corners of the hatch openings, sufficient stiffening should be provided, and at times the thickness of the deck plating can also be altered without causing any structural discontinuity.

78


Parametric Rolling in Container Ships

Rolling and Pitching is a part of every ship that is going out at sea. The first thing you might think upon hearing the word “Parametric rolling” is that it must be a type of rolling movement occurring in ships. Rolling and Pitching is a normal movement phenomenon which occurs in all kind of ships, so what is new about this?

The difference is that “Parametric Rolling” is a type of movement that is experienced only on Container Ships.

Causes of Parametric Rolling

The size of container ships is increasing drastically as companies are looking forward to monster ships; e.g. Maersk’s Triple-E Vessels. The new container ships coming to the market have large bow flare and wide beam to decrease the frictional resistance which is generated when the ship fore-end passes through the water, making it streamlined with the hull.

79


As the wave crest travels along the hull, it results in flare immersion in the wave crest, and the bow comes down. The stability (GM ) varies as a result of pitching and rolling of the ship. The combination of buoyancy and wave excitation forces push the vessel to the other side.

The similar action takes place as the bow goes down in the next wave cycle resulting in synchronous motion, which leads to heavy rolling up to 30 degrees

80


in a few cycles. This type of rolling is known as Parametric rolling.

This phenomenon occurs only when the sea condition is in head/stern or anywhere near to them. There are two pitch cycles- maximum and minimum. The period of the roll is half the natural rolling period, which coincides with large phase angle and maximum roll always occurs when the ship is pitching

81


down, i.e. bow is down.

Effects of Parametric Roll

• Heavy stresses in ship structure especially in fore and aft parts • Extreme stresses on the container and their securing system resulting in

failure of the same and even loss of containers • Unpleasant for the crew of the ship • Variation in a load of ship’s propulsion engine • If not tackled quickly, it can result in capsizing of ship

What to do in case of Parametric Rolling on ships?

• Do not panic in such a situation. Keep your calm • If rolling and pitching coincide, avoid a head-on the sea and change the route • Always maintain a correct GM. A ship should not be too tender or too stiff • The roll damping measures must be quickly used

82



https://learn.marineinsight.com/eBooks/a-guide-to-hull-painting-of-ships/

Cargo Operation

Verified Gross Mass of Container

Cargo Equipment for container ships

How to Prepare for Container Loading Operation

Dimensions, Marking and Bay plan in Container Ship

3

Container Cargo Operations

Verified Gross Mass (BGM) for Shipping Containers

The Verified Gross Mass (VGM) is a reasonably new concept introduced in the maritime industry. Container weight verification has now become a global requirement. A new amendment was brought into force by IMO and introduced in SOLAS (Safety Of Life At Sea) regulation VI/2, adopted by resolution MSC.380(94) which became effective on the 1st of July, 2016 that covers container weight regulations.

According to this new amendment, no container is allowed to be loaded onboard a ship unless the shipper has declared its Verified Gross Mass to the shipboard personnel and/or to port representatives. This has been a great initiative by the IMO. The implementation of this rule has helped to improve the safety of ships at sea and benefit shipboard personnel as well as personnel ashore involved in container handling.

The Verified Gross Mass or VGM is the combined weight of the container tare weight and weight of all cargo, including all packaging and dunnage.

84

There are two ways of for defining the VGM: by weighing the packed container or by calculation.

Until 2016, containers were loaded on board ships without any such weight declaration. Any query regarding the weight of the container could be found from the container markings, which includes the Tare Weight and MGW (Maximum Operating Gross Weight).

85

Loading a Verified Container


Incorrect weight declarations have resulted in many accidents in the past. False weight declaration compromises the safe carriage of containers at sea and can put the life of seafarers at risk. Accurate weight declaration is therefore needed to prevent injuries to life and assets.

86


The shipper, whose name is mentioned in the Bill of Lading, is responsible for providing the VGM of the packed container to the ship personnel and the port terminals well in advance.

VGM is not shown in the Bill of lading. It is declared separately from the Gross Cargo weight entered in the Bill of Lading. It is a violation against SOLAS to load a packed container on board a vessel whose VGM is undeclared. In the event of failure to declare the VGM of containers to be loaded on board ships, the vessel can be delayed, or cargo can be cancelled, causing potential loss to the shipper as well as the carrier.

The container would be rejected at the port terminals which follow the “NO VGM – NO GATE IN” policy and additional charges will be incurred for the time spent outside the terminal awaiting submission of VGM. Penalties may be incurred for non-compliance by SOLAS enforcing authorities.

IMO brought the VGM requirement with the intention to improve and increase the safety of container vessels, improve vessel stability and prevent the collapsing of container stacks.

87


88


A lot of money is involved in the entire container transportation operation. Besides money, the most important factor is safety, which cannot be compromised at any cost.

Nowadays we have all seen that different owners have introduced very many ultra-large container carriers. With the increasing size of container carriers, comes an increased danger of the safe carriage of containers. It is therefore imperative to plan the stowage very accurately and keep stability criteria within permissible limits for a safe and sound voyage.

Any miscalculation or misinterpretation of data while planning the stowage and vessel stability can have disastrous effects in the long run. This is where the declaration of VGM becomes effective and crucial. The VGM requirement aims to reduce such risks.

89


Accepted Methods Of Weighing To Obtain The VGM

There are two methods to obtain the VGM as discussed below:

Method 1: This method implies weighing of the packed/sealed container along with its cargo contents using calibrated and certified weighing bridge equipment. The certified weighing station can either be located at port terminals or outside ports. If the container is weighed along with the road vehicle (chassis, truck) on which it is loaded, in this case, the weight of the truck and its fuel should be eliminated from the total weight.

Method 2: This method requires weighing all the cargo items and contents of the container including the packing material, securing equipment, pallets or dunnage individually and adding those weights to the container’s tare weight as shown on the container CSC plate. Therefore the 4 elements to be determined to obtain VGM under Method 2 are:

90


1. The tare weight of the container 2. The weight of the product without any packaging 3. The mass of primary packaging (if any), and 4. The mass of all other packaging, pallets, dunnage, space fillers and securing

material

It should be noted that the weighing equipment (weighing bridge, scale or lifting equipment) used in either of the methods must meet the local country regulations and standards for accuracy certification and calibration requirements.

Estimating weight, in either case, is not permitted. Proof of the weighing system used for certification must be made available on request which includes the following information:

• Weighing scale’s approval number • Name of weighing scale company • Date of weighing

91


• Address of weighing company • Container number • Seal number • Name and signature of the weighing scale operating staff • Company stamp

92


The following details must be on all VGM instructions:

• Booking or Bill of Lading number • Container number • VGM + unit • Responsible party • Name in full • Legible Signature • Place and date of signature

The verified gross mass obtained by the shipper may not be 100% accurate. Keeping in mind the fact that due to wear and tear, some container’s tare mass may change over time and vary somewhat from the tare weight as marked on the container door CSC plate; some countries have stated a 2-5 % tolerance for the VGM.

Some cargo also may incur normal and minor changes in mass from the time of packing and weighing until delivery due to evaporation or humidity changes.

93


These margins of error are minor and will not possess any threat to the safety of the ship. However, this does not relieve the shipper from the obligation of using weighing equipment that complies with the accuracy standards of the jurisdiction in which the equipment is being used. Below are examples of VGM declaration forms:

94


The shipper declares that the determination of the weight of the cargo container contained in the document is true and correct and following SOLAS regulations Article VI 2.4.2.

A typical VGM DECLARATION FORM will include the following information:

1.VGM declared

2.VGM weighing method

3.VGM reference number

4.VGM signing person

5.Shipper registration number

6.IMDG class if hazardous cargo

95


96


Role of Ship Master:

The ship captain plays a vital role in ensuring the packaged cargo loaded in her/his ship is VGM compliant to avoid any stability related issues which may lead to capsizing or sinking of the ship. Following are the critical duties of Master related to Verified Gross Mass of the Cargo:

• It is the responsibility of the ship’s Master to ensure that only packed cargo with VGM documentation is on the vessel

• The Captain and the shipping company manager should ensure that VGM of the packaged shipment is communicated in the shipping documents sufficiently in advance to be used in the preparation of the ship stowage plan. However, the responsibility for obtaining and documenting the verified gross mass of a packed cargo lies with the shipper. Usually, the shipping company will have a deadline infant of the shipper to produce the VGM of the packaged goods to ensure the ship has enough time for safely planning the cargo stowage

97


• As there is no standard document for showing the VGM of the cargo, the master must ensure the document declaring the verified gross mass of the packed container should be signed by the shipper or by the person duly authorised by the shipper

• The terminal or the ship may receive a packaged cargo/container with missing VGM. Such a container should not be loaded onto the ship until its verified gross mass has been obtained. To allow the onward movement of such cargoes, the Master or his representative and the terminal representative may obtain the verified gross mass of the packed container on behalf of the shipper by weighing the packed container in the terminal or elsewhere if only agreed by commercial parties. The ultimate decision will be with the ship’s Master whether to load such container or not once the VGM is determined

• The packaged cargo may have a VGM exceeding the permitted gross mass as specified in CSC. Such cargo/container may not be loaded onboard

• Master should ensure that the loading plan software onboard ship considers the VGM of the cargo

98


• VGM records to be maintained till the end of the voyage but for a minimum period of 3 months

Packaged cargo/ containers on the following form may be exempted from VGM:

• Containers carried on Ro-Ro ships on short international voyages if these containers are only transported on/off the vessel on chassis or trailers (Annex, page 3, 3.2)

• Offshore containers that do not need to apply to the International Convention for Safe Containers (CSC)

VGM indicates the gross weight of the container with its content. The importance of VGM in shipping cannot be overlooked or bypassed. All member countries of the IMO have to implement and follow the VGM rules and requirements. The weight declared as VGM is SOLAS compliant, thereby eliminates any hidden or extra weight.

99


The vessel should use verified weights for all loaded containers to calculate final stowage and loading plans. This will result in better and improved stability calculations of the ship and reduce potential risks to safe navigation, which may have otherwise occurred due to undeclared weights and incorrect stability calculations. Not only this, but it will also prevent cargo claims and structural damages to the vessel.

Availability of the verified gross mass of a packed container to the Master of the ship on which it is to be loaded is, therefore, a prerequisite. It is true that by simply just declaring the VGM, all the risks related to the safe carriage of containers cannot be abolished.

Improper load distribution and poor securing and lashing are also significant contributors to risks and accidents faced by container ships at sea. However, encouraging the accurate declaration of the weight of the containers loaded on board ships will improve the safety of the vessel and mitigate risks to some extent. We must take all the possible steps positively that concerns the safety of the vessel and the environment.

100


Cargo Equipment for Container Ships

The aspect of cargo handling of the containers of different dimensions on ships become very critical as they are subjected to harsh weather and strong wind in the mid-sea.

101

Research states that every year, more than 10,000 containers fall overboard and spill their cargo into the ocean; 50 % of this happens due to negligence in cargo handling.

Different types of cargo handling equipment are used to secure containers to the ship and other containers stacked on top of others. The details of these types of equipment are given in cargo securing manual (CSM) present onboard.


Ship Crew Securing Containers

Some of the important container cargo handling types of equipment are:

Base Twistlock: As the name suggests, it is used on deck and is mounted on the socket provided on the deck. The shipping container is loaded over the base twist lock, and it is to be installed as per the procedure in CSM. After loading, ensure that the wire handle is in the lock position.

To remove, pull the wire all the way, tilt the twist-lock backwards and lift the twist-lock from the socket.

102


Twist Lock

Semi-Automatic Twistlock: This twist lock is used in between the containers i.e. when a container is loaded on top of another container to form a stack. A semi-automatic twist lock is inserted in between them. They are not used for the position of midlocks.

Midlocks: They are used on deck between the 20 ft containers.

103


Semi Auto Twistlock

Semi-Automatic Base Twistlock: They are also used on deck on the lowermost tier except for the position of midlocks.

Turnbuckle & Bottlescrew: They are used in combination for tensioning the lashing of the container so that they won’t get loose.

104


Bottle Screw

Lashing Rods: Lashing rods are rods of different lengths to hold the containers from one end and are tied up to the deck surface from the other end.

Hanging staker: A hanging staker is equipment which holds 20 ft. containers on all the four sides.

Spammer: A spanner or a tightening tool must be available for tightening the bottle screws and turnbuckles.

105


Lashing rods

Emergency tool: It is a tool which is used when a twist-lock cannot be unlocked by pulling the wire handle. It is used in such a way that the emergency tool is in a position that will keep the twist-lock open and the container can be then lifted along with the tool.

Grease: It is an anti-seize compound that should be applied to all the lashing equipment as required so that they are well maintained and in operational condition.

A brief list of types of equipment used for container handling on ports:

• Port equipment includes straddle carriers for container transportation on the berth

• Tractors and trailers/semi-trailers for back up transportation and movement within a terminal area

• The cargo handling equipment used for the ship during cargo operations is gantry cranes on the pier

106


• Stacker cranes and side loaders to assist in cargo handling

• Gantry cranes are specially used for container handling. These cranes are fitted with spreaders that can be adjusted for twenty-foot, forty-foot and forty-five-foot containers. Some of them can also be adjusted for twin lift

• Some ships are fitted with cranes, which can also be used for container handling. These cranes are operated by trained and experienced personnel

It should be noted that the lashing should not be over tightened as they are pre-tensioned. Excessive tightening may lead to excessive loading on the containers and may damage them during rolling.

Hence, lashing should be tightened with only the spanner with slight force. Also, the lock nuts on the turnbuckle should be locked in position.

107


How to Prepare for Container Loading Operation?

When a container ship is about to approach a port for the cargo loading, proper preparations should be made so that the cargo loading procedure can be carried out quickly and safely. Container ships have special cell guides and lashing equipment in the under deck compartments, which help in giving a secure stowage for sea transport.

108

Efficient lashing and stowing of cargo containers on the deck are critical to prevent any imbalance and loss of equilibrium of the ship. Proper planning for cargo loading is therefore required, and deck officers must know how to plan cargo container stowage.


Loading Container On Ship

Following is the procedure for preparing a container ship and making it ready in all aspects to receive or discharge cargo at an upcoming port:

• All bilge alarms should be properly checked for their working condition

• All bilges should be emptied before the ship berths

109


Cargo Hold Bilges

• An efficient ballast plan should be prepared according to the pre-arrival condition of the ship. Proper consideration should be given to the fuel consumption while planning ballasting and de-ballasting procedures

• For securing containers, adequate lashing bars, twist locks and turnbuckles must be made available

110


Stevedore lashing container

• Everyone involved with cargo loading and unloading procedure should know about different cargo handling equipment used on container ships

• Deck crew in charge of the cargo operation should make sure that all lashing bars are in position; to avoid damage to them or hatch covers when containers would be loaded

111

• Turnbuckles and twist locks must be greased and in proper working condition

• In case any defective lashing equipment is found, it should be immediately replaced

• Proper lighting is a must during cargo operation. Thus, ensure that the ship has adequate lighting facilities on deck, lashing bridge and catwalks


Lashing Equipment Kept Aside

• In case any lights are not working, they should be replaced before the ship arrives at the port

• In case of loading of reefer containers, ensure that all reefer plugs are working correctly and extra connections “Pig Tails” are available for maximum loading of refers

• Adequate spanners and actuator poles must be readily available for the stevedores

112


Stevedores

• In case of any “Out of Gauge” cargo, extra lashing must be done

• Marking of the hatch covers must be clear and adequately identifiable

• All ventilator fans in the cargo hold must be in proper working condition

• Ensure that fire damper for the cargo hold are in good working condition

• Timings and heights of low and high tides must be calculated before the loading/unloading condition and properly displayed at the ship control centre and the bridge

Safety of the personnel should be of utmost priority while loading cargo.

Deck crew involved with lashing and cargo activities must be extremely careful while working and should keep in mind the essential points for safe container lashing.

113


Dimensions, Marking and Bay plan

Container ships play a crucial role in the economy and thus form a vital part of the shipping trade. To work efficiently on a container vessel and to understand container operations, it is essential for deck officers and the deck crew to have a sound knowledge about containers, including container markings, their standard dimensions and the means to identify their stowed position. Every officer and crew working on the deck must be familiar with the Bay Plan, which helps in the easy identification of containers.

Important aspects/characteristics of containers, which is important while handling them on board ships are:

Dimensions: Containers loaded on-board ships are generally 20 feet or 40 feet in length; however, some vessels can also load 45’ containers. 40’ containers are designated as group A while 20’ containers are designated as group C. The heights vary from 8 feet to 8 feet 6 inches.

114


High cube container has a height of 9 feet 6 inches. When a high cube container is stowed below the deck, it is important to make sure that there is enough clearance between the container and the hatch cover so that the hatch cover can be closed securely.

115


Containers on Port for Loading

The width of all containers is standardised at 8 feet so that containers can be stacked over each other in tiers. The duty officers must ensure that 20-foot containers are not stowed over a 40-foot container. 45 feet containers can be stowed over a standard 40-foot container as containers longer than 40 feet usually have additional support points at the 40-foot position.

116


The Bay Plan: As soon as the vessel is berthed alongside successfully, the planner comes on-board and together with the chief officer prepares the cargo plan with the help of a loadicator or commonly called loading computer.

117


Typical Bay Plan

After the cargo plan is ready, the loading and discharge plans are then given to the deck officers and the able seamen, who are responsible for monitoring the cargo operation. The crew members need to understand the Bay Plan to make sure that the loading and discharging are done as per the prepared plans and to ensure the correctness of the stowed position of the containers.

The Bay Plan is a numbering system that gives a cross-sectional view of the arrangement of containers on a vessel above and below the deck. It consists of 6 digits. The first two digits indicate the bay; the middle two indicates the row and the last two represents the tier.

The bay plan will help to determine the correct stowage position of containers as per the prepared cargo plan. It is also vital to check that the IMDG containers are stowed in the right place strictly as per the plan.

A container vessel is split into slots or compartments called bays. It starts from bay 01 from the bow and can continue till bay 40 to the stern depending on the size of the vessel.

118


A 20 footer container will occupy odd numbered bays whereas 40 footer containers are numbered with even number bays. When cargo operation is under progress, the deck crew reports to the gangway watchman about the number of the bay which is being discharged or loaded so that a record can be maintained. Entries of the time of commencing unloading and loading operations are made in the cargo record book along with the bay number.

119


20 ft Container

The ROW is the position where the container is placed across the width of the ship. If the container is placed on the centreline of the vessel, it is given a row 00. The rows are even-numbered on the port side like 02, 04, and 08 and so on while the rows on the starboard side are given odd numbers like 01, 03, and 05 and so on.

120


Cell Guide identifying Rows

TIER denotes the height of the containers on or under the deck. If the containers are placed on the deck, their numbering starts typically from 8, 84, 86, 88 and goes upwards starting from the first tier. The containers stowed under the deck are numbered as 04, 06, 08 and so on commencing from the bottom.

Now let us consider an example. A container whose stowage position is numbered as 02 01 84 means that it is stowed on the 2nd bay from the forward, the 1st row on the starboard side from the centre and in the 2nd tier above the deck. Similarly, a container whose stowage position number is 13 00 82 means that it is a 20 footer container, located on bay number 13 in the centre and the first tier above the deck.

Every container on a bay plan is assigned a special letter which indicates the name of the port where the container is supposed to be discharged or loaded. The bay plan can also be colour coded based on the type of container or the type of cargo it carries; it becomes easier for the personnel monitoring cargo operation to easily identify them. They can differentiate between reefer containers, dangerous good containers, flat-tracks or general containers.

121


Thus it can be seen that just by reading the stow position, we can identify if a container is 20 footer or 40 footer, whether it is stowed on the deck or under the deck, and the side on which it is stowed, i.e. port or starboard.

Knowing the position of the container, it can be decided well in advance which hatch cover cleats need to be opened if the container is to be stowed below deck and also which reefer container needs to be unplugged before discharging and plugged on loading.

122


Container Markings

The container marking has been explained in the 1st chapter. Containers loaded on the vessel can be of different types like closed and ventilated containers, open top containers, refrigerated and tank containers. Each type is assigned a unique character. For example, the letter ‘G’ means closed general purpose containers and the letter ‘U’ means open-top containers. Let us look at an example of marking:

WHLU 021163[7]

22G1

WHLU is the owner code where WHL means WAN HAI LINES. The letter ‘U’ is the equipment category identifier and normally used for all freight containers. 021163 is the Serial number, and the number 7 is the check digit number. This container is 20’ long (2), 8’6’’ high (2). It is a closed general purpose container (G) with passive vents in the upper part (1).

123


• Container Number: The container number/registration number is a 6 digit number followed by a check digit assigned by the operator or the owner for its unique identification

• Container Code: It contains four letters and four alphanumeric characters. The first three capital letters indicate the owner code. The fourth letter is the equipment category code

• Maximum Operating Gross Weight: It is the maximum allowable combined weight of the container and its cargo

• Tare Weight: This is the weight of the empty container without any cargo

• Maximum Permissible Payload: It is the difference between the gross weight and the tare weight

124



https://learn.marineinsight.com/eBooks/the-ultimate-guide-to-cargo-operation-equipment-for-tankers/

Securing Containers

Planning Container Stowage

Safe Container Lashing

Checks After Cargo Completion

Care of Containers at Sea

4

Planning Container Stowage

As a deck officer on ship, the main responsibilities are safe navigation of the ship and safe cargo handling and stowage. As the rank or responsibility of the deck officer rises, the cargo handling and storage knowledge are must for a competent deck officer for the safety of the ship’s property and personnel.

126

In a container ship, a stowage plan is prepared as per the container to be discharged and loaded on a particular port along with the condition of the tank, i.e. mass carried by a ship other than cargo. This is done to maintain the stability of the ship at all times. Chief Officer of the vessel is responsible for safe and secure stowage of the cargo on ships.

Securing Containers

Container ship ready to sail

Objectives when cargo is stowed in the ship –

• To protect the ship

• To protect the cargo

• To obtain the maximum use of the available capacity of the ship

• To provide for rapid and systematic discharging and loading

• To provide for the safety of crew and shore men at all times

Points to remember when loading cargo container on ships:

• Loading conditions must be calculated for intact stability, shearing force, bending moment, torsion moment, trim and draft etc.

• Torsion moment, bending moment and shear force values must not exceed 100% at any time

127

Securing Containers

• Over stowage should be avoided and cargo planning to be done as per the latest cargo, i.e. cargo for a later port should not be placed over that of an earlier port

• The IMO visibility line should be taken care of when planning the stowage of containers on deck

128

Securing Containers

Container Stack Height Not to Hinder Bridge Visibility

• The stowage of IMDG containers to be done as per ships • Document of compliance with the special requirements for ships carrying

dangerous goods

129

Securing Containers

IMDG Cargo

• The GM value is affected (increases/decreases) through stowing light containers on top of heavy containers respectively and vice-versa

• GM is also known as Metacentric height, which is the distance between the centre of gravity of the ship and its metacentre. The GM is responsible for deciding the stability factor of the vessel

130

Securing Containers

• In a low GM situation, light containers should be stowed on top

• However, usually, the GM values for the ship are high and stowing light containers on top of heavy ones will only increase GM leading to a “stiff” ship with short rolling periods, which increases the stresses on the lashing

• In this situation, it is preferable for the heavy containers to be loaded on top but with due regard to lashing stresses and staking weight

131

Securing Containers

Loading Containers on Port

Out of Gauge or OOG Containers:

• OOG containers are the ones for which standard lashing equipment and procedures cannot be applied

• OOG should not be stored in outboard rows in order to prevent the OOG cargo from falling overboard if lashings break

• Stowage of OOG on deck in the foremost bay is never permitted. If possible, stowage of OOG on deck of the second most forward bay also to be avoided; the main thing is to check the lashing of the OOG cargo as the stevedores lash them after loading

• The OOG cargo should be secured properly, and it should be ensured that the OOG cargo won’t shift or break loose

132

Securing Containers

Container Lashing

The estimated value of the world’s sea-borne trade for the container shipping industry is about 52 %, which is highest among all other types of trading means. Container or liner trade is one of the fastest and most accessible modes of transporting cargo.

133

With an increase in size and technology in the shipping industry, the container ship is now able to carry more than 15000 containers, with around 8 or more containers stacks lashed together to form of long series.

Stevedores are dock workers who assist the ship’s crew in loading and unloading of cargo when the container ship is at the port. Lashing Container - Wikimedia / Danny Cornelissen

Securing Containers

Cargo operation on container ships requires specialised knowledge and skills to operate loading equipment and proper techniques for lifting and stowing cargo. Stevedores are sent on board ships to ensure proper lashing and to secure cargo containers.

However, the cargo operation on container ships involves several complexities, and thus proper planning should be done to prepare a container ship for loading such cargo. It is the responsibility of the vessel to prevent any injuries to stevedores and to eliminate the potential danger from the working environment.

134

Securing Containers

Checking Lashing

What is Container Lashing?

When a container is loaded over ships, it is secured to the ship’s structure, and the container placed below it utilizing lashing rods, turnbuckles, twist-locks etc. This prevents the containers to move from their places or fall off in to the sea during rough weather or heavy winds.

135

Securing Containers

Stevedore doing Container Lashing

Who Does the Container Lashing?

Usually, Stevedores are responsible for lashing and de-lashing jobs in port. However, due to less port stay and constraint of time, deck crew is also responsible for this operation.

Before the arrival of the port, ship’s crew normally de-lashes the container so that time can be saved in the port and the containers can be discharged immediately after berthing.

The container lashing is regularly checked by the ship’s crew to avoid any accidents due to improper lashing.

Important points to be noted for safe lashing and de-lashing operation:

• The ship’s crew involved in cargo operation must be aware of all critical points for safe container lashing

136

Securing Containers

• Wear all the required personal protective equipment (PPE) such as a reflective vest, steel toe shoes, hard helmet, gloves etc.

• Stretch and warm up your muscles before working as it is a strenuous physical job

137

Securing Containers

PPE with Reflective Vest

• Try using back support belt and always use your knee to lift

• Be cautious while walking around the ship as the ship structure can be a tripping hazard

• Be careful from slip, trip and fall while boarding or leaving ship from gangway with carrying loads like a rod, clits etc.

• Do not walk under a suspended load, i.e. gantry, hanging container etc.

138

Securing Containers

Suspended Load

• Work platform, railings, steps, and catwalks must be inspected before the starting of operations

• All manhole cover or booby hatches to be closed while lashing

• Be careful while walking over the rods and twist locks while working. Always keep the lashing equipment in their assigned place or side of the walking path

• Understand the plan and order of lashing and unlashing

• Beware of trip hazard due to reefer container power cord

• Do not touch any electrical equipment or power cord until it is instructed that it is safe to work on

• All the lashing and other materials must be removed and secured from the top of the hatch cover prior to the removal of the same

139

Securing Containers

• The reefer containers require extra attention and coordination for plugging and unplugging when loading or unloading is carried out

• Be careful of fall hazard when lashing outside container on the hatch cover or pedestal

140

Securing Containers

Reefer Container Planning

• Ship’s crew members must also help in eliminating potential dangers in the working environment by informing the duty officer on noticing any obstruction or oil, grease, or other slippery material on the working floor

• Fall arrester or safety harness must be used by workers when operating aloft

• Always be at a safe distance from co-workers during lashing or unlashing containers as the long rods can be hazardous if not handled properly

• It is a standard practice not to lash or unlash any closer than at least 3 containers widths away from other co-workers

• Always work in pair when handling rods and turnbuckles

• Always walk the bars up, slide them down and control the rods at all times

• Do not leave or throw the rod or other equipment until you are sure that it is safe to do so, and no one is around the vicinity

141

Securing Containers

• Do not lose a turnbuckle and leave the rods hanging. When securing a rod, turnbuckle must be tightened right away

• Before the cargo operation begins, the chief officer must inspect working areas and cargo handling equipment to ensure the safety of the ship’s personnel and stevedores. The results of the inspection are noted in the deck logbook

142

Securing Containers

Chief Officer Inspecting Cargo Operation

• Always report defective lashing gear, broken ship’s railing, or any other inadequate structure or system involved in the operation to the concerned person or ship’s staff

• Working areas must be checked for any slippery matter and obstructions. They must also be structurally sound and well lit before the cargo operation begins and stevedores come on board ship

• Before the cargo operation starts, the chief officer would request the stevedoring operation incharge to sign the “Stevedore Accident Notice Request Form”

• The duty officer must take continuous rounds to monitor the cargo handling operation and to warn stevedores against potential dangers

• He/she should also check if the lashing is done correctly to ensure the safety of the cargo containers when the ship is at sea

143

Securing Containers

If the duty officers find out about any unsafe working method undertaken by the stevedores, he/she should ask the responsible stevedoring person to sign a statement for carrying out such unsafe practices. The duty officer must also take all steps possible to prevent injury to personnel and also stay prepared for any unfortunate incident.

Once the cargo handling procedure is complete, the chief officer of the ship would prepare a “Stevedore no injury” report and have the responsible stevedoring person sign the same.

Several container lashing incidents have taken lives of seafarers in the past. Handing cargo containers is not an easy job and needs adequate safe practices to carry it out safely and adequately.

144

Securing Containers


https://learn.marineinsight.com/eBooks/the-ultimate-guide-to-deck-machinery-procedures-and-operations-2nd-edition/

Checks After Cargo operation

Cargo operation on a container vessel is an extensive activity that demands deck officers to simultaneously handle different tasks and keep a check on numerous other things. This puts a lot of pressure on the officers, especially during the cargo completion time, as more than often it’s not easy to keep up with the pace of the numerous happenings.

In some cases, this makes way to forgetting important things that need to be checked, which can lead to severe consequences. Cargo completion time is quite challenging for deck officers and requires exacting attention to handle the situation efficiently to avoid such unfortunate omissions.

Ship’s Draft:

The draft is the most important thing to be checked and reassured after cargo completion. The duty officer should make a proper visual check of the draft. The draft obtained should be compared with the expected departure draft and of

145

Securing Containers

course, should closely match the same. If the actual draft deviates too much from the scheduled departure draft, it should be brought into the attention of the chief mate.

Unless required otherwise, the vessel should preferably be on even keel.

146

Securing Containers

Forward Draft of the Ship

Cargo Lashings

Lashings need to be thoroughly checked, which includes:

• Checking the lashing bar – turnbuckle unit

• Checking of twist locks

• Checking of hatch cover pins/cleats, which has to be in a closed position

• Checking of lashing of Out of Gauge cargo, if any

Any missing lashing units or twist locks should be notified to the lashing foreman and should be fixed before the termination of cargo operations.It is always a good practice to check the lashings as soon as the cargo operations are completed on any particular bay. This helps to avoid the unnecessary rush to complete the lashing checks by the time of cargo completion.

147

Securing Containers

Housekeeping

• As shore stevedores handle lashing gears, there is a fair chance of finding misplaced twist locks and lashing rods on deck, lashing bridges and catwalks

• This calls for the need of proper housekeeping once the cargo operations are terminated

• Deck officers can ask the help of deck crew to make sure that there is no loose objects and lashing gears randomly thrown on deck, and they should secure the same

• The securing of cargo gear, lifting gear equipment such as cranes should also be done

Stowage Plan

It is the responsibility of the duty officer to ensure that the loading and

148

Securing Containers

discharging of containers are done strictly according to the pre-advised loading/discharge plans.

Special attention should be given to IMDG containers and Reefers. Any loading or discharge of containers not complying with the stowage plan should be noted down and brought to the attention of the Chief mate and the Planner. Re-stowing of containers should also be cross-checked with the pre-advised re-stow plans.

149

Loading Plan- Wikimedia / W.carter

Securing Containers

IMDG and Reefer Containers

IMDG containers should be checked and documented with great care:

• Ensure that IMO Class and HAZMAT stickers are present on all visible sides of the container

• Ensure that the containers are positioned as per the loading plan

• IMDG spotting plans, manifests and other documentation should be done before departure

• Fire plans should be updated with the final IMDG spotting plans during the port stay

Reefers contain very sensitive cargoes, which demands great attention and care:

• The reefers loaded onboard should be plugged in and connected as soon as possible

150

Securing Containers

• All reefers loaded onboard should be checked. A proper cross-check concerning the reefer manifest should be done

• The set points of the reefers, electrical connections, terminals, water hose connections should be carefully checked

151

Securing Containers

Reefer Container Operating Panel

• The reefers loaded onboard should be plugged in and connected as soon as possible

• The electrician onboard is the person responsible for the maintenance of the reefers; hence, duty officers should make use of his guidance when handling reefers

• Any troubleshooting of reefers should be immediately notified to the cargo planner, and a shore technician should fix the same. Faulty reefers should be rejected from being loaded onboard

Checklists and Log Books

The ship’s logbook has to be updated with the latest status of cargo operations from time to time. During cargo completion, a) the time of cargo completion b) time when lashings are completed c) the time when stevedores are off should be noted down. Additionally, the vessels final draft reading should also be entered in the logbook along with other essential data.

152

Securing Containers

There are also various checklists to be examined and completed after the termination of cargo operations. Such lists include vital factors that need to be ensured and then documented. This again is the responsibility of the duty officer.

153

Securing Containers

Ship Officer Completing the Checklist

Navigation Bridge Visibility

Visibility from the conning position of the wheelhouse shall conform to the IMO regulations. Chapter V – Regulation 22 of SOLAS clearly defines the visibility requirements of the vessel from the bridge. Although the visibility criteria are taken into account while planning the stowage, it is the responsibility of the deck officer to reassure the same after cargo completion. Modern storage and loading software have the inbuilt feature of the IMO visibility criteria, and the users will be notified if it is exceeded.

ISPS Security Rounds

The vessel is required to conduct an ISPS security check for stowaways, any suspicious packages, or contraband items as soon as the cargo operations are completed and the shore stevedores are off the vessel. Although the ship will be complying with the security measures as per the ISPS Code during its port stay, it is imperative to carry out a vessel search prior departure.

154

Securing Containers

The intensity of the search will depend upon the vessel’s and the port’s security level. Duty officer must have good knowledge about the ISPS Security levels and the measures expected in each level..

Informing Pilots, Agents and Port Control

As the cargo operations are completed and the vessel is anticipating departure, the pilots and company agents are expected to board the ship. It is a good practice to foresee the cargo completion time and contact the pilots, agents accordingly before cargo completion. This will avoid unnecessary delays.

While contacting the pilot, the expected time of pilot boarding should be enquired, and the vessel and crew should be ready for the same. Company agents are required to come onboard after cargo completion to exchange any necessary documents with the Master or Chief mate and to finish with the vessel for the port.

If the vessel is required to establish communication with the port control prior departure, it should be done relatively soon after the cargo operations.

155

Securing Containers

Securing Containers

Gearbox

Gearboxes are open bins that are kept on top of flat racks. They contain the lashing gear units such as twist locks, mid locks and stackers. Gearboxes are loaded back onboard from the pier generally after the completion of all container units, making it the last move of the port stay. The position of the gearboxes to be loaded should be informed to the cargo foreman well in advance from the time of cargo completion.

When choosing such positions, keep in mind that the best preferable position will be the centre pontoon of the hatches as loading on the extreme ship side pontoons are not suitable. If practical, all the gearboxes should be loaded together in one bay. Once loaded, the duty officer must visually examine and confirm the position of the gearboxes and the same should be logged down.

As we have already stated in the beginning that cargo completion is a very critical time, we assume that keeping in mind these points can make the whole process fairly smoother and easier for the deck officers.

156

Securing Containers

Care of Containers at Sea

On container ships, cargo is carried in standardised containers, which are placed one over the other and secured using lashing. While at sea, the ship is subjected to heavy rolling and pitching, which can disturb not only the cargo but also upset the stability of the ship. Parametric rolling – a unique phenomenon on container ships, must be carefully dealt with to ensure the safety of cargo containers at sea.

157

Keeping a watch on the loaded cargo containers, when the container ship is sailing, is as equally important as preparing a container ship for loading cargo. Also, officers must know all the essential equipment tools which are used to handle cargo on container ships.Broken Lashing at Sea Due to Rough weather

Securing Containers

The important following points must be considered for taking care of cargo containers while at sea:

Check lashing

Proper container lashing is one of the most important aspects of securing cargo safely on the ships. Every officer in charge of cargo loading and unloading must know and understand the crucial points for safe container lashing.

158

Checking Container Lashing

Securing Containers

Moreover, when the ship is sailing, lashing must be checked at least once a day and tightened whenever necessary. If the ship is about to enter the rough sea or in case of heavy weather, lashing should be frequently checked, and additional lashing must be provided wherever required.

Checking Containers with Dangerous Goods

159

Cargo containers carrying dangerous goods must be checked at regular intervals of time, especially in bad weather. Hazardous goods containers must be frequently checked for leakages or damages while the ship is sailing.

Securing Containers

Checking reefer containers

Avoid Wet Damage of Cargo

Adverse weather condition might result in damage of cargo because of leakages from water and oil systems. Such kind of damage to container ships is known as wet damage. Water from rains might also get accumulated inside the cargo hold and damage the cargo in lower-tier containers in the cargo hold.

160

Refer containers must also be checked and monitored at least twice daily for proper functioning. Frequent monitoring is required in case of special refer cargo containers or containers which are suspected to malfunctioning.

Ship officer Checking Reefer Container

Securing Containers

Regular sounding of cargo hold bilges is of utmost importance for early detection of problems related to water or oil ingress in cargo holds.

Bilges must be checked once a day in normal weather condition and at regular intervals of time in rough weather. When the ship is at the port, cargo hold bilges must be drained into holding tanks.

161

Bilge hold with Float Alarm

Securing Containers

Regular rounds of the cargo deck compartment must be made to check the condition of lashing and cargo containers.

Sometimes, it might so occur that in spite of taking all the necessary precautions, damage to cargo or the ship’s hull would take place. In such cases, the master of the vessel must take the precautions required to minimise the damage. He/she should also report the same to the company and make necessary entries in the ship’s logbook.

A master’s report on the damages sustained must also be made along with a sea protest, which is to be produced at the next port.

162

In 50-years of the initiation of shipping containers into mainstream maritime freight operations, a lot of advancement has been made. Today, the global cargo shipping spectrum has widened to really enormous proportions while also helping several newer shipping conglomerates and even countries to enter the fray.

With the extent of containerised operations and technological developments in the same increasing almost every day, it wouldn’t be wrong to say that cargo movement in the present times cannot be visualised to fruition in the absence of container shipping.

If you have questions regarding this eBook or any topics mentioned herein, send us a mail at

[email protected] or post at

http://forums.marineinsight.com

CLICK HERE TO KNOW MORE

“The eBooks published by Marine Insight are proving quintessential in training

seafarers and further enlightening those who are already in tanker trade. The Tricks of the trade and Expert’s tips

provided in this eBook will be guiding officers and crew towards carrying out operations on board tankers efficiently and safely.” on The Ultimate Guide to Cargo Operations for Tankers – Capt.

Swapnil Hemchandra Dhamankar, Marine Superintendent – Corporate Compliance ,

Fleet Management

“Having worked as a Service Technician with MAN B&W, I know the amount of efforts and precision it takes to carry out an errorless overhauling of generators on ships. As an expert who works on marine engines, I

recommend to use a guide like this which would assist you through the lengthy procedure of generator d’card.” on A Step-By-Step Guide

to Overhauling Generators on Ships – Musab.O.Karabulut, Technical inspector, AB

International Marine Services ; Previous- Service technician, Man B&W

“Dry docking is by far the most tedious job I have come across on ships. Though it is supposed to be known as the best learning experience for mariners, it is

important that you are well prepared for the job. If you want to a get a general

overview of what exactly is done in dry docks and how the whole operation is

performed the this guide will surely help you a lot.” on A Guide to Master Dry Dock

Operations - Hemant Rai, Second Engineer, Dynacom Tankers Management

Ltd.

Exclusive eBooks for Professional Seafarers

© Marine Insight 2015 - All Rights Reserved www.marineinsight.com

http://www.marineinsight.com/marine-ebooks/

A Guide to Container Ship Design and Operation

Documents

Transcript of A Guide to Container Ship Design and Operation