IMU 91-100

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Container Handling - IShipboard Container Cranes

When ports of discharge do not have pier side cranes of sufficient size and design to

discharge container ships. a shipboard system must be used. One disadvantage in using a

shipboard crane system is that it limits the size of the deck load the Vessel can carry.

The crane must be able to travel the length of the load without hitting the container tops.

Fig 13-3 shows various shipboard container cranes.

HANDLING (LIFTING) METHODS OF CONTAINERS

The lifting methods are as follows:

(a)) Top Lift

Top corner fittings are the recommended lifting points for all types of containers

which have them. The equipment should, therefore. be designed for lifting from. and

be properly attached to. these fittings.

(i) Operators should use only

the following types of equipment in lifting

containers 20 feet or morein

length:

• Vertical lift. using twist locks.

• Rectangular spreader with pendant hooks or shackles, which

apply vertical lifting force.∗ A bridle arrangement having a lon

g

beam the length of the

container with the pendant hooks or shackles applying a vertical

lift to the corner fittings.

(ii) Operators should be aware that containers are not built to withstand lifting

while coupled unless four-point engagement is used. For example, all four top

corner fittings are used as lifting points in Figure 13-14. Operators shouldv

ensure that hooks and shackles do not damage corner fittings.

Figure 9.49: Top Corner Fittings for Lifting Containers

(b) Bottom Lifting

Operators may lift containers by the bottom corner fittings, using hooks or special

attaching devices. only under two conditions.

The first condition is when sling legs are connected to one or two lateral spreaders

(above the roof line of the container) with sufficient width to prevent the

sling legs from making contact with the container. Sling legs must

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be long enough so that the angle of the leg is not less than 60 degrees from the

horizontal.

(ii) The second condition is when attachment devices are designed so that the lifting

force is not exerted more than 1 1/2 inches away from the face of the corner fitting.

Figure 13-15 shows container bottom lifting techniques.

Figure 9.50: Bottom Lifting T echniques for Containers

(c) Other Methods

Containers handled by

any method other than lifting from the corner such as

Forklift truck

Operators should ensure that forks extend the whole width of the container.

The load capacity of the truck should be enough to handle the container.

Figure 9.51: Forklift Truck

(ii) Straddle carrier

Do not attempt to lift or move a container with a straddle carrier (Figure 1316)

unless the container has the appropriate recesses along the bottom. Some

containers have a recess along the longitudinal sides which allows the containers to

be picked up using straddle carrier load suspension devices for transport within

cargo handling facilities. Straddle carriers are specially

built (low) van carriers

with which loads may

be lifted but not stacked.

Figure 9.52: Straddle Carrier Recess

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Container Handling -

4

Figure M-53: Straddle Carrier

(iii) Grapple lift

Operators must ensure that proper recesses are available and used on the

lifted containers. Grappler pockets are slots or recesses in the bottom side

rails of containers or other CTUs. especially

inland containers and swap-

bodies. Grapplers slot into them during cargo candling. Such grapplers madalso be used with gantr

ycranes. if no spreaders are used. Grappler pockets

also allow direct pick-up of the containers with the tongs of a van carrier.

54: Handling a Swap-Body with Grappler in Grappler Pockets

SAQ 1

the various parts of the container,what

materials are used for the construction of containers? And what are the

advantages for each type of material used?

(C) Name the various types of containers used for cargo transport.

(d) What is a goose neck tunnel and what is its advantage?

(e) Describe the variations available in the Refrigerated container.

(f) Name the types of cargoes carried in a tank container and the precautions to

be observed in the carriage of cargoesby

this container.

(g) How is the ventilated container adapted for carriage of specific products?

(b) What types of containers can be used for handling large size shipments and

heavy cargoes?93

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Environments (i) Describe the various types of cranes available for handling containers.rotection

0) What all methods can be used to lift up containers?

1

9.5 SUMMARY

In this unit you have learnt that containers are very useful for safely stowing away, storing

and transporting cargo. The detailed description of various parts of a container_ there material of

construction, types and sizes have also be presented. Preferred materials of construction are

steel, aluminium and plywood. Sometimes composites of aluminium and plywood with glass

fiver-plastic coating are also used. These containers need to be moved speedily. safely and

efficiently

through ternimals using special handling equipment such as cranes and lifts.

Note: Some of the pictures/images used in this Unit have been sourced from the internet.

We wish to thank the creators/ publishers for the usage of their material.

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UNIT 10 CONTAINER HANDLING II

Structure

10.1 Introduction

Obj ecti Iles

10.2 Containers – Stowage. Numbering. Markings, Unloading and Securing

Including documentation

10.3 Technical Aspects: Container Safety

and Container Vessel Damages

10.4 Legal Aspect: CSC plate and CSC code

10.5 Problems Associated with containers: Damages, Security, Jo-Jo Weights &

Stability Issues

10.6 Future Issues in Container Handling

10.7 Summary

10.1 INTRODUCTION

A fundamental part of a ship's securing system is the container stowage arrangement. As a

cadet it is important that the parameters of a ship's stowage and securing arrangement should be

known to you. Good practice suggests that container should be stowed with the heaviest

containers at the bottom of the stack and the lightest containers at the top. It is not necessary to

adopt this practice because of number of reasons. Loadicator is a marine software package

which capable of performing strength and stability calculations during the loading/

unloading process of a vessel. Reduction of operational cost of ship. speed and f1exibility,

increased safety during transportation, etc. are measure advantages of this package. You must

also know various steps to be taken during container loading and unloading as described in this

unit.

Objectives

After reading this unit you will be able to

• provide necessary

instructions for containers stowage arrangmenet,

• explain technical aspects related to container safety.

• describe the legal aspects of container handling and

• define problems associated with container handling.

10.2 CONTAINERS - STOWAGE, NUMBERING,

MARKING, UNLOADING AND SECURING

INCLUDING DOCUMETNATION

(i) Container Stowage Arrangement

A fundamental part of a ship's securing system is also the container stowage arrangement.

A securing system is based on a number of parameters which can have a variable value.

e.g.

Total column weightMaximum tier weights

Ship metacentric height (GM)

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A change in an of these will change the forces act n Iacting upon the conta

iners and their

securing arrangements. Therefore, it is important that the parameters of a ship's

stowage and securing arrangement are known.

Good practice would suggest that containers should be stowed with the heaviest

containers at the bottom of the stack and the lightest containers at the top. However,

this may not happen in practice fora number of reasons, e.g.

• Loading light containers at the bottom of the stow to reduce the

ship's stability (GM)

• Commercial considerations.

With the high cost of restoring containers at some terminals, the operators may look

to reduce costs by stowing in port of discharge rotation. This can lead to container

weights varying throughout the stow

There is no theoretical objection to a heavier container over stowing a lighter one as

long as the resultant forces acting upon the containers and their securing

arrangement are not exceeded.

However it can be the case that to keep the resultant forces within acceptable limits a

reduction in the total column weight may be required to allow heavier containers to

be stowed above lighter ones.

Stacking Precautions

Operators often stack containerson

piers, in transfer facilities, or in other storage

areas. Proper safety- precautions are also required here to prevent accidents and

damage_

When stacking, operators should pay particular attention to the proper alignment of

top and bottom comer fittings of the containers. When putting

a container on the

ground or pier in a terminal area, operators will ensure that a firm, flat. level

surface is provided so that the container can be supported by its four bottom corner

fittings. There must be no projections on the landing surface which could possiblydamage the bottom structure of the container.

Figure 10.1: Container Stacking

On larger container ships, the containers are stowed 9 - 12 high in the hold. In such

cases, the containers loaded must either be only partly full or designed to have greater

stackability.

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THIS CONTAINER HAS BEEN

DESIGNED AND TESTED

FOR:

8 HIGH STACKING

10 HIGH STACKING

(52,910 IbsM A W 2 4 , 0 0 0 k g s

Figure 10.2: Indicating Stacking Heights on a Container

Loadicator

The marine software package (loading indicator or loadicator) is capable of

performing

stability

strength and stability

calculations during the loading/unloading process of avessel (containerships. etc), supported by user friendly graphical and print outputs.

on line messages. etc. It complies with all the relevant IMO regulations and hasalread

ybeen certified b

yseveral classification societies (ABS. NKK. Bureau

Veritas, etc).

This software package includes all the standard functions of similar software products

and additionally some extra utilities. constituting the innovative aspects of the

product, which are:

(a) Autoload, automatic calculation of any

loading condition based on

either the total cargo to be carried or the vessel's draft. It calculates the

distribution of the total cargo in the various cargo holds.

(b) Autosequence, calculation of the loading sequence and automatic

issuing of the relevant IMO forms.

(c) Lashing Calculation. strength calculations at the cargo support points

and at the lashings of containers

(d) Additionally

some softwares load the containers in compliance with

IMDG segregation.

The main advantages of the package include the following:

• Reduction of the operational cost of the ship. as a result of the better

distribution of the load along the ship, which is associated with lower

stresses imposed on the ship. better exploitation of its loading capacity

and savings on fuel.

• Speed and flexibility

during the, loading/ unloa ding process.

• Increasedsafety during the transportation of goods and

people. A plan is prepared as follows:

(ii) Container Numbering

Vessel Cell Numbering

Contained slot positions aboard ship are expressed by three co-ordinates indicating:

Bay -- Row -- Tier

Bays

Are numbered lengthwise from bow to stern with odd numbers for 20'

containers and even numbers for 40' containers. The even number between

two 20' containers is used to define 40' bays.

Container Handlin-11I

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Rows

Are numbered from centreline to portside with even numbers and from centreline W

starboard with odd numbers. The container row stowed on the centreline is marked

00.

Tiers

In under deck stows.. containers are numbered vertically downwards with even

numbers from top to bottom. The bottom row will be 02. except where as a

result of the hull contour: the bottom of an adjacent row is at a higher level.

In case of two half heights the bottom ones are to be numbered by an odd

number.

On deck stowage is indicated bycode key 8 followed by an even number

sequence.

._I~ 219WMb ManDook a% - 13 i& HQKd: 43 - 14

SAY at

SAY 03 BAY WA05 SAY 077M RAY ORr-

BAY 31 aAYIW13

7-1

- . m . * o M a O A a z M o -

Figure 10.3: Container Storage Plan - Deck 01-13

C - 2 0 9 F A I W s v m P i s a

Deck: BAY 15 - 25 & t i4d: BAY t - 25

BAY 15 SAY - 6117 BAY IW20 aAY ?1

rF . ,

M V. %v- C* .

INIG BAY 17 RAY 15 BAY 191 17 SAY 23 SAY 24J2S

L ______________________________________________________ __________________________________________________________ Ir

a,~y za S A Y 2 4 M S

— "

Figure 10.4: Container Storage Plan — Deck 15-25

The weight of the container is shown individually for each container and as the

combined weight of the entire tier. (Figure 10.7, 10.8).

(iii) Marking on Containers

Cargo handlers must know the actual weight of each loaded container (pat load plus

tare weight).

The address markings tell where the shipment is coming from and where it is going,

also the labels must indicate if the cargo is a dangerous good. Additionally a refrigerated

container should be separately indicated.

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Container Handling - 11

Af

Figure 10.-5: Container Markings

Container Identification Marking

The following photo shows a variant of horizontal marking which additionallyC, -

includes countr y size and type codes (III accordance with the 1985 version of DIN

ISO 6346, use of which is still permitted):

oun ry c td o ype co eSize code ,r dAgit

Product group code Reg istr at i on num ber

Figure 10.6: Container Identification Markings.

Appropriate abbreviations are used for the carious countries. here US for United

States of America. GB for Great Britain etc.

The first digit of the size code indicates the length of the container, with the number

4 standing fora 40' container.

The second digit indicates height and whether or not a gooseneck tunnel is present.

In our example. the number 3 stands for a height of 8'6" with gooseneck oseneck tunnel. The Ifirst digit of the type code indicates container t

ype. Here. 1 means that the container

is a closed container with ventilation openings. The second digit of the type code relates

to special features. The 0 used here means opening at the end.

Marking on Containers : Size and Type code IS063461 2 3 4

Length Height Type Features

- W-

1W

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The corresponding data are laid out underneath. The abbreviation g.n.t. stands for gooseneck

tunnel. A differently laid out size code summary is shown below:

1st digit The digits have the following meanings_

Lengt 1 = 10 ' 1 2 = 20 1 1 3 = 30 I I 4 = 40'

2nd digit The digits have the following meanings...

Height 0= 8' 1 = 8' g, mt. 2 = 8' 6" 3 = 8' 6 " g. n.Height 4 => 8'6 5= > V 6" g.n.t,6 = > 4 1 3 1

7 => 4' 3 "g, nit.

Height 8 = >4' 3 u< 8' 9 = < 4'

ronmental

ection

In the type code, the first digit (i.e. the 3rd digit overall) indicates the container type and

the second (i.e. the 4th digit overall) indicates special features. However, there is a connection

between the respective digits, which the following representation is intended to explain:

Marking on Containers . Size and Type code ISO 6:346

1 2 3 4Length Height Type Features

3. ZifFer = Type_ 4. 1-ifFer

0 closed general purpose 1:0

1

23

4

end opening(s)end & full side opening(s)end 9i part side opening(s)end & roof opening

end & roof & side openings

1 closed vented 01

3,6

E:

4

smaller massive vents upper p a rtbigger passive vents Fit upper p a r

passive vents at upper lower p= t

mechanical ventilation.. located in de

mechanical ventilation.. located

thermal insulated heated 0 insulatednamed cargo rig o

1 insulatedheated

5 named cargo: livestock

6 named cargo: cars

thermal refrigerated& heated

refrigerated.. expendable refrigerant

mechanically refrigeratedrefrigerated and heated

4 thermal refrigerated and/or refrigerated. expendable refrigerantheated removable equipment

mechanically refrigeratedrefrigerated and heated

.e n d op e. .I

remarkable top member in end frame & side opening(s)

removable top member in end frame

5 open top p 0123

no endwalls1 complete fixed end walls

fixed free-standing posts

3 complete folding end walls

4 folding free-standing posts5 with frame and roof 6 with frame and open top7 skeletal with open top and ends

platform based60

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