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.