PPT Cargo and Packaging

8/2/2019 PPT Cargo and Packaging

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UNESCAPTransport & Tourism Division

Cargo and PackagingCargo and Packaging


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Chapter objectives

On completion of this chapter,

you should be able to:

Understand the transformation

from cargo to commodity Describe the packaging

requirement of the different typesof cargo.

List the guidelines on the choiceof packaging.

Know the principles of packingcargo in container.


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From commodity to cargo

When gas is moved onboardships, it is often liquefied bylow temperature. This is ahighly specialised form oftransport requiring not onlyexpensive, purpose built

carriers, but also specialterminals and handlingequipment.

The advantages of coolinggases can be evidenced inthe simple arithmetic thatliquid gasses can be reduced

by about 600% of the liquidform.

A Typical LNG Vessel


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Liquid cargo carrying ships

liquid cargoes e.g. crude

oil and its refinedproducts, vegetable oils,wines, latex, variouschemicals and water are

carried loose in ships,i.e. they are pumpedfrom tanks on shorethrough pipelines totanks onboard the shipand vice versa. This isthe practice for very

large crude carriers(VLCC).

A Typical VLCC


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Dry bulk cargo

The dry cargoes embrace rawmaterials, semi-finished or

finished goods. They do notrequire the same containmentas gases and liquids.

The number of dry cargotypes is almost endless. Thetype of commodity, the levelof finishing, and the transport

method will determine theneed for packaging andstorage requirements.

Loading of dry bulk cargo at dedicated

bulk terminal


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Cargo in its different forms

General Cargo

General cargo can

consist of numeroussmall parcels.

It is usual to tallysuch cargo onto andoff the vessel while

loading/discharging

Cargo handling operations at aconventional cargo berth.


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Containerised Cargo

Containerised cargo is notman handled on and off the

ship, instead the container ishandled with fast andsophisticated handingequipment.

In developed countries wherelabour is expensive significantsavings can be made

The cargo needs less

protective packaging. The cargo can be stowed in

the container away from thewharf, often by the shipper

himself.

A General Purpose Container


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Containerised Cargo

Insulated to control temperaturesome have no means of

refrigeration at all.

Some have mechanicalrefrigerating equipment and/orheating equipment built into one

end or the sides of the container.

Others rely on clip-on unitsattached to the front of thecontainer, or systems at the

terminal and ship.

Some rely on cryogenicrefrigeration (temperaturecontrol).

A refrigerated (reefer) container.


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Power supply

Typical sockets

connecting the shipspower source to therefeer container.


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Comparison of container types

Type Typical Cargo

Insulated containers Used for frozen or cool cargo

Half height units Steel or other heavy items

Flat racks Timber, vehicles and odd shapes

Open top containers Over height items

Bulk boxes Bulk cargo such as grain or fertilisers

Open sided Ventilated cargo such as onions

Tank containers Liquids and chemicals in bulk


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Container seals

Various makes upon

the market to choosefrom.


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How to stuff a container

The movie opposite is

provided by the UK P&IClub. (an organization thatinvestigates many cargodamage claims in order to

establish whether theirmembers, usually theshipowner, are at fault.)

It shows what happensto a container at sea andhow to reduce risk.

30 minute video
http://escap-server03/TCTIDD_HOME/Avantika/Training%20Material/All%20Training%20PPT's/Video_Extras/Any_fool_can_stuff_TEU.DAT


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Before packing a container

Packing a container shouldalways be done on levelplane either on the ground, ona railcar, or on a trailer.

Stowage should be plannedbefore packing is commenced.

The planned load should not

weight more than the payloadof the container which ismarked upon it.


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Dry bulk cargo

Many bulk cargoes havehazardous properties, or can

change their properties onpassage.

The ship can be easilydamaged by incorrect loading.This stress can have lifethreatening results in roughweather. Residues fromprevious cargoes can also

effect latter cargoes.

Its difficult to ascertain trueweights or quantities ofcargoes loaded/discharged.

Discharging bulk cargo usinggrab


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Coal

Coal is transported on alltypes of bulk carriers from

handy size to VLCBs.

It can emit methane gas, isself-heating and containssulphur which causes severe

corrosion when in contact withthe ship's steelwork.

In most ports the cargo isloaded wet to reduce dust.

Much of this moisture settleson passage and is pumpedout through the ship's holdbilges which means that lessweight is discharged than is

loaded.

The loading arm at a coal

terminal which is awaiting theberthing of a ship


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Iron Ore

This cargo is loaded very fast, 10,000

tonnes an hour. The loading and de-ballasting of the ship

must be meticulously planned to ensurethat the vessel is not overstressed.

There is very little chance of damaging

the cargo but the ship can receiveextensive damage during the dischargeoperation from the equipment used.


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Grain

One of the most difficult anddangerous cargoes to carry in

bulk are grain cargoes.

Most grains have an angle ofrepose (slip angle) of about 20from the horizontal, which means

that if the ship rolls more than20the cargo will shift makingthe ship prone to capsizing.

Foodstuff, are susceptible to

claims of contamination from aprevious cargo

Vermin can also be a problem.

Loading of grain using movableloader fitted with chute


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Liquid cargo

There is a high risk ofcontamination when a

common pump is used forseveral cargo tanks, if thesystem is not properly drainedbetween different cargoes.

The vapours from one cargotanks can easily enter adifferent tank in the system.

This may result in cargocontamination or change theflash point of the product. Connecting shore loading arm to

the ships manifold onboard a

tanker.


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Cargo Handling

The techniques of cargo handling have, at

least in ocean transport, developedconsiderably over the last decades. This isparticularly due to:

Technological advances in ship design andlifting equipment

Rapid development and increase in the

tonnages of bulk cargo The impact of unitisation, and

The new and modern techniques ofrefrigeration, particularly with containercarriage.


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Cargo preparations

In break bulk. Packaging hasat least three functions:

To protect the goods; To keep a consignment

together;

To prevent the goods from

damaging the environment.

Unstuffing bagged rice from a container.


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Cargo loading and discharging

Modern gantry

cranes usuallyhandle 35 moves anhour.

The use of quay cranes inmodern container terminal helpin reducing vessels turn around

time.


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Bulk cargo handling

Efforts to increase cargohandling times have

concentrated mainly on thetransfer medium

This has led to the

development of a wide rangeof mechanical equipment,such as cranes, conveyorsetc., which has substantially

improved loading anddischarging rates, especiallyfor bulk cargoes.

The use of modern handling equipmentin bulk handling operations such asmobile unloader connected to a conveyor

system shown here will facilitate the

smooth movement of cargo at the portinterface.


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horizontal loading

Horizontal loading ofcargo is done throughopenings in the bow,side or stern of a ship.

These ships are

commonly referred to asroll-on/roll-off (Ro/Ro)ships as the cargo canbe accepted on wheeledvehicles.

Flexibility and fast portturnarounds are key

features.

Discharging of a train coachvia the stern door of a Ro/Roship.


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Cargo stowage

The shipowner is generallyresponsible for handling,

stowage and carriage ofcargo; the following generalprinciples will apply:

The safety of ship and crew

The safety of the cargo

The highest possible portspeed

The most efficient use ofspace Systematic and efficient stowage of

cargo will help prevent cargo damageand ensure maximum utilisation of hold

space.


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Broken stowage

The space lost because of the shape of the cargo and/or particularrequirements with regard to stowing.

E.g. there may be limitations on how many units or consignmentswhich may be stacked on top of each other.

For irregular packages, as often found in typical general cargo lot,it may be substantial.

Rolls of Newsprint paper stowed on its end

Plan view of the cargo hold(cargo compartment)

Broken stowage

A simple sketch showing theconcept of Broken Stowage.


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Stowage factor

Stowage factor is the volume which a certain amount inweight of that cargo occupies.

It is usually measures in cubic feet per long ton oralternatively in cubic metres per metric ton. If the

stowage factor is 20, it indicates a heavy cargo. If it is100, it indicates that the cargo is light.

The stowage factor is important as it indicates the

amount of the cargo which can go into the holds. Eitherthe volume or the weight will be the limiting factor. Thestowage factors of various products are given inpublished stowage tables.


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Odd Size Cargo

Handling of Boat 37ft

On to this and make s re it is sea


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On to this and make sure it is sea

worthy


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the three Ps of packaging, viz:

protection,

preservation


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and Presentation


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Over packaging in the

name of protectivepackaging should beavoided, in order tomake optimum use of

the carrying capacity.This is particularlyimportant in air transport

where packages areconsolidated into pallets,igloos or containers.

An aircraft igloo


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Information required for packaging

The type of

packaging requireddepends on the: Nature and type of

goods

Volume

Weight

Number of packages

Types of packages

Mode of transport

Final destination

Types of packaging for break bulk


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Types of packaging for break bulk

cargo

Bagged cargo

Fibreboard boxes andcartons

Wooden cases

Wooden crates

O h f k i


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Other types of packaging

Bales

Drums, barrels, casks

Shrink wrapping

Lift vans

Preservation against corrosion

S i l


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Special cargo

Bulk commodities - heavy equipment,

machinery, etc. Goods of high value

Perishables and refrigerated cargo Live animals

Dangerous/Hazardous cargo

M th d f i


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Methods of securing cargo

Shoring - bars, struts and spars located in thecargo voids to keep the cargo pressed againstthe walls or other cargo.

Lashing - ropes, wire, chains, strapping ornetting secured to proper anchoring points and

tensioned against the cargo. Wedging - wooden distance pieces, pads of

synthetic material, inflatable dunnage to fill

voids in the cargo and keep it immobile againstthe container walls. Locking - cargo built up to give a

three - dimensional brick wall effect.

L di t Fl t R k


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Loading on to Flat Rack

Notice the position of the forks

P iti i th fl t k


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Positioning on the flat rack

What is the most importantthing to do?

Lashing and Choking


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Lashing and Choking

On both sides, FRONT & BACK

And also LEFT& RIGHT

Lashing with Belts, Cables and


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g ,Turnbuckles

Belts

Turnbuckles & Cables

And Finally


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And Finally..

Load it back on thetrailer to send tothe port

Back to 2nd Slide - Chapter


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pobjectives

Coming back to the 2nd

slide, you should now: Understand the

transformation from cargo tocommodity

Describe the packagingrequirement of the differenttypes of cargo.

List the guidelines on the

choice of packaging. Know the principles of

packing cargo in container.

Conclusions


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Conclusions

Some examples of bad loading and some

consequences.

Remember safety first.


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A General container misused by carrying cargo too heavy


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Goods readyfor transport from Europe to West Africa


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Goods stowed into the trailer of a lorry


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Emergency breaking to avoid a school bus causedthis cargo of steel pipes to crash through the cabin

of the truck narrowly missing its driver


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Whilst being loaded one of the guidelines broke


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Cargo enters 360rotation


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Conclusion


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International movement of goods is a

dangerous and complicated business.The MTO should be conversant in themany different aspects for each mode of

transport. This has been an overview of cargo and

packaging. Please consult the manual formore understanding.

PPT Cargo and Packaging

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