imu 91-100
TRANSCRIPT
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 1/10
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
91
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 2/10
Environments
Protection
92
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
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 3/10
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
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 4/10
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.
94
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 5/10
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)
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 6/10
Environmental
Protection
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.
96
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 7/10
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
97
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 8/10
Environmental
Protection
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.
98
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 9/10
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
99
8/6/2019 IMU 91-100
http://slidepdf.com/reader/full/imu-91-100 10/10
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