The document discusses the history and development of containerization. It began in 1956 when Malcom McLean first loaded 58 containers onto a refitted tanker ship. This innovation introduced the concept of large standardized containers that remained sealed during transit. Over time, container ships and ports evolved, with larger vessels being able to carry more containers efficiently. The document also describes key elements of modern container ports, including ship berths, storage yards, cranes, gates, and computer systems used to manage container flow.

1. CONTAINERIZATION

2. • The U.S. container shipping industry dates to April 26, 1956, when trucking
entrepreneur Malcom McLean put 58 containers aboard a refitted tanker
ship, the Ideal-X, and sailed them from Newark to Houston. What was new
in the USA about McLean's innovation was the idea of using large
containers that were never opened in transit between shipper and
consignee and that were transferable on an intermodal basis, among
trucks, ships and railroad wagons. McLean had initially favored the
construction of "trailerships"—taking trailers from large trucks and
stowing them in a ship’s cargo hold. This method of stowage, referred to
as roll-on/roll-off (RORO Vessels), was not adopted because of the large
waste in potential cargo space onboard the vessel, known as broken
stowage. Instead, he modified his original concept into loading just the
containers, not the chassis, onto the ships, hence the designation
container ship or "box" ship.
Historical Phase:

3. Transiting Panama Canal:

4. • Types:
– Dry
– Tanker
– Reefer
– Open-top
– Flat
– High-cube
– Others…
Containers Designs

5. Special Purposes: Bulk Container

6. Special Purposes:

7. Collapsable:

8. Again.....
‫الحاويات‬20‫قدم‬
5.92×2.34×2.38‫متر‬
33‫مترمكعب‬
‫حمولة‬ ‫ى‬ ‫اقص‬22‫طن‬
‫الحاويات‬40‫قدم‬
11.95×2.34×2.38
67‫مترمكعب‬
‫حمولة‬ ‫ى‬ ‫اقص‬27‫طن‬

9. Containers Inner Dimensions
• 20 ‘ dry :
– 5.92 x 2.34 x 2.38 m
– Tare weight : 1900 KG
– Capacity : 33 CBM
– Payload : 22100 KG
• 40’ dry :
– 11.95 x 2.34 x 2.38 m
– Tare weight : 3084 Kg
– Capacity : 67 CBM
– Payload : 27400 Kg

10. Containers Vessels

11. Generations Total TEU’s
1st generation Up to approx. 1100
2nd generation Up to approx. 1800
3rd generation Up to approx. 3000
4th generation Up to approx. 4800
Panamax Up to approx. 6000
Suezmax Up to approx. 7500
Container Ships Generations:

13. Generations Total TEU’s
1st Up to approx. 1100
2nd Up to approx. 1800
3rd Up to approx. 3000
4th Up to approx. 4800
Panamax Up to approx. 6000
Suezmax Up to approx. 7500
Containership Generations:

15. The Evolution of Container Vessels

16. Lay-out of a Container Ship

18. Container Handling

19. Container Handling in Terminals
& Sea Ports

20. Routed Containers:

21. Container Cycles/Flow:

22. Understanding the freight business
February, 2008

23. Layout of Gantry Crane

24. It depends upon the following factors:
– Applying new technologies in operation and
management.
– Developing Cargo handling equipment.
– Training programs for employees.
– Yards deployment.
– Financial capability.
The improvement in productivity in
container terminal

25. CONTAINER TERMINALS

26. Container Terminal Workflow

27. Terminal Layout:

28. • Water-side berth for docking the ships,
• Large paved yard for storage of containers,
• Specialized cranes,
• Tractors and other equipment for handling the
containers from the ship to the storage yards,
• Computerized gatehouse to control entry and exit of
containers from the yard on trucks,
• Various maintenance and administration buildings.
Most container terminals also have a rail yard, also known
as the Intermodal Container Transfer Facility (ICTF), for
containers transported by rail, Road & River.
Typical container terminal consists of:

29. heading to the land side and water side of the terminal.
The waterside interface area connects the quay where vessels are
berthed and the stacking area where containers are stored after
being discharged.
The landside interface area accommodates the flow of containers from
the stacking yard to the hinterland by road and rail.
Some containers are transshipped; therefore, they are transported
back to the waterside and being loaded to another vessel.
Containers are stacked in the yard separately for each group, namely
import, export, transshipped, reefer, and empty containers, in order
to minimize the transport distances for the terminal equipment to
carry containers from one stack location to and from
waterside/landside interface area. Another reason will be to
simplify the operation
A container terminal in general has two interface areas

30. • when one container has to be picked up, in the sense that
reshuffling (moving containers on top of the required
container) can be minimized.
• There are basically three common lay out that can be
implemented in container terminals:
– long single container wide lanes for straddle carriers
– long multiple containers wide lanes with cranes over them
(exchange on top)
– long multiple containers wide lanes with cranes over them
(exchange on side ways)
• Additionally, the width and length of each lane, number of
lanes, as well as the configuration/position of reefers, empty
containers and dry vans should be
• determined as a basic consideration in deciding the best lay
out of the terminal.
• Furthermore, location of the building, grid lanes for truck
coming to and from the terminal, and rail infrastructure (if
any), should be well defined.

31. • “The terminal yard must be of a size that enables the
handling of the anticipated throughput.” The number
of Terminal Ground Slots (TGS) which can be
accommodated by such terminal yard is the basic
consideration in this key point analysis.
• The TGS itself is defined as the area that is occupied
by a standard 20-feet container.”
IMPORTANT COMMENT:

32. 1. Ratio of loaded to empty containers:
although loaded and empty containers take up the same
surface space, loaded containers are heavier so that the
underground carrying capacity is more important.
2. Average stacking period per container.
3. Stacking height (Tiers).
4. Ratio of non refrigerated containers to refrigerated
containers.
5. Ratio of import to export containers.
6. Planned utilization factor.
for management reasons some spare capacity may be
required The area for stacking empties, reefers and dry
vans will eventually have trade off between each others.
The factors influencing terminal yard capacity
are:

33. • the entire operations is managed and controlled by a
computerized Terminal Operating System (TOS) located in
the office building, which also houses the administrative
and management staff. Additional space in the office
building is leased out to port users and government
agencies such as Customs and Immigration, or alternatively
a separate building is constructed to house the port’s users
and tenants. Additional buildings for labor locker rooms
and cafeteria as well as Custom’s inspections, equipment
repair and maintenance, and electric and other utilities are
also located on the container terminal.
• A large warehouse used for “stuffing and stripping”
containers, known as a Container Freight Station (CFS) is
also usually located on the terminal.
Role of IT in Operating the terminal

34. Ranking of Ports Worldwide
By container traffic (1000 TEUs)
Rank Port Country
(in 2005)
TEUs (1,000)
(in 2005)
2004 2005
1 Hong Kong Singapore Singapore 23,200
2 Singapore Hong Kong China 22,430
3 Shanghai Shanghai China 18,090
4 Shenzhen Shenzhen China 16,200
5 Bussan Bussan Korea 11,840
6 Kaohsiung Kaohsiung 9,471
7 Rotterdam Rotterdam The Nederland 9,300
8 Los Angeles The United States

36. Big Maleh Lock entrance
Big Maleh Lock
Mediterranean
Railway & road
bridge
Noubaria
Canal
Alex. Port
Connecting the River to the Sea Port

37. Container Stowage Plan

38. • According to this principle, bays are the container blocks in
the transverse direction, rows are the lengthwise rows and
tiers are the vertical layers.
Container Stowage Plan:

39. Thirty-eight 20' container bays on a ship
Theoretically, the thirty-eight bays could be numbered
continuously from 1 to 38. However, that would only be
sensible if only 20' containers could actually be loaded.
Bay numbering system

40. Bay numbering system
If the ship could only transport 40'
containers, the nineteen bays could be
numbered continuously from 1 to 19.
Nineteen 40' container bays on a
ship

41. Bay numbering system

42. Guide rails of two adjacent slots
• The containers are guided by these rails of the
cell guides during loading and unloading. The
photo shows clearly that the upper ends of
the guide rails each take the form of insertion
guides.

43. Bay numbering system
Since, however, the ship can transport both 20' and 40'
containers, the bay spaces for 20' containers are numbered
throughout fore to aft with odd numbers, i.e. in this case 01,
03, 05 and so on up to 75. The bay spaces for 40' containers
are numbered throughout with even numbers: 02, 04, 06 and
so on up to 74.
The purple 20' container in the first bay has the bay number
01. The light-brown 20' container in the second bay has the
bay number 03 and the light-blue 40' container, which
occupies a space in the first and second bays, has the bay
number 02. The magenta-colored container has the bay
number 25, the dark-green number 27 and the light-green
number 26.

44. To illustrate a cross-section through a
bay, one needs to imagine that one is
standing in front of or behind the ship.

45. The rows of containers on a ship are numbered
with even numbers from the center leftward and
odd numbers from the center rightward.
Row numbering where there is an even number of
rows

46. Where there is an odd number of
rows, the middle row is numbered 00.
Row numbering where there is an odd number of
rows

47. On close inspection, the photograph shows left-hand row
16, which is designed to be filled with containers only on
deck, and rows 14, 12, 10, 08, 06, which may be filled
both on deck and in the holds. Rows 04, 02, 00, 01 and
03 are likewise designed to be occupied in the hold and
on deck. However, the hatch covers are already on in
this case.
Numbering of the port rows on board ship

48. Rows 05, 07, 09, 11 and 13 are still empty
in this bay. Row 15 is designed only for on
deck occupation, and is still free in this bay.
Row numbers of the aft bay of a ship

49. Numbering of horizontal container layers, or tiers
The container tiers are numbered with even numbers, starting from
the bottom. The conventional way is start with 02 in the hold and
then count up with 04, 06 etc. In the case of deck cargoes, it is
conventional to start numbering with 80 or 82. There are sometimes
slight differences between ships.

50. On this ship, the containers standing directly on the main
deck are numbered 80 and those standing on the hatches
are number 82. The number is incremented by two for each
higher layer.
These bay, row and tier numbers are noted in the bay plans.
Bay plan

51. The loaded containers, with their alpha prefix, their container
numbers, the port of destination or discharge and other important
details are noted in the bay plans.
Color-labeled containers in a bay plan

52. According to the bay-row-tier system, the colored
containers were given the following stowage space
numbers:
•a 20' container in the red-colored slot: 531212
•a 40' container in the blue-colored slot: 540788
•a 20' container in the green-colored slot: 551184
The system illustrated is the most widely used. However,
other numbering systems do exist, in which the
coordinates are stated in a different order, for example
row-bay-tier systems and similar combinations. On ro/ro
ships, the slots are usually organized along lanes running
lengthwise. In individual cases and if required, such
information may be obtained from shipping companies,
cargo-handling companies or other competent persons.