The document provides an in-depth overview of various types of shipping containers, including standard containers like dry vans and specialized types such as refrigerated containers and tanktainers. It discusses the structural components and safety requirements for containers used in international transport, along with stowage and anti-heeling systems on container ships to ensure stability and safety. Additionally, it outlines regulations for transporting dangerous goods and the functioning of refrigerated containers for temperature-sensitive cargo.

1. Containers & Containerisation
Introduction

2. • The shipping container has evolved from being just a dumb box to being a
smart container capable of being tracked anywhere in the world, in some cases even
to the bottom of the ocean..
• The most common container types are :
• 1) Dry or Dry Van (DV) or General Purpose (GP)
GP containers come in 20 and 40 sizes..
′ ′
These containers are standard containers that doesn’t have any special features and
are used to load normal general cargo of various varieties..
• 2) High Cube (HC or HQ) Container
A High Cube container is a type of container that is 1 foot more in height than a
standard 40 container.. There are also some 20 HQ containers in circulation
′ ′
although not as popular..
High Cube containers are used by customers who ship cargo that requires bigger
volume capacity as a High Cube can accommodate about 10 cbm more than a
standard container..

3. • These days most of the shipping lines are
moving more and more towards high cube
containers than GP containers.
3) Open Top (OT) Container
An Open Top container is a type of container
which has a removable top as opposed to the
fixed top of a GP container.. An OT container
comes in 20 and 40 sizes..
′ ′

4. • It is mainly used for cargo that cannot be easily loaded through the
door and needs to be loaded from the top like machinery, glass or
cargo that extends beyond the height of the container..
4) Refrigerated (RF) Container
Commonly referred to as Reefer container, this highly specialised
container comes in 20 and 40 sizes.. A
′ ′ refrigerated container or reefer
is a shipping container used for the carriage of goods that require to
be maintained at a set temperature..
While a reefer will have an integral refrigeration unit, they rely on
external power, from electrical power points at a land based site, a
container ship or while in the port.. Examples include Meat, Fresh
Produce, Fruits, Vegetables, some chemicals, Chocolates and many
more..

5. 5) Flatrack (FR), Platform or Collapsible Flatrack
(PL, COFL)
These specialised containers also come in 20′
and 40 sizes..
′
These type of containers are mainly used for the
carriage of cargo that is overwidth and/or
overhigh.. Big machinery, vehicles on tracks,
steel coils, cable reels etc can be loaded in
these type of containers..

6. • 6)Tanktainer (TK)
This container type which comes mostly in 20′
size is perhaps one of the highly specialised
container types in the entire fleet of ISO
containers..
A Tank Container or a Tanktainer is basically a
cylindrical shaped pressurised receptacle
housed in a 20 x 8 x 8.5 frame for the
′ ′ ′
transport of hazardous and non-hazardous
liquids in bulk..

7. • These containers are used for the transportation
of Food cargoes, Semi-hazardous products like
diesel, paraffin, petrol additives and also
hazardous products, such as chemicals and
petroleum products.. There are even more
specialised tank containers to carry gases..
• These tank containers usually have a carrying
capacity of between 21,000 – 26,000 liters of
liquid cargo depending on the product, density
and specific gravity..

8. • Apart from the above standard types of containers, there
are some unusual and different types of containers which
are also in circulation..
• Super-Rack container – Similar in use as a Flat Rack
container but with a BIG difference.. The difference is that
in a Super Rack container, the corner posts can be
extended upwards to increase the height..
• Container with side doors – Rare type of containers used
on certain specific routes to load certain specific cargo
which cant be loaded through the normal doors or
through the top..

9. • Bulktainer -Normally has loading hatches on the top which enables bulk
cargo to be poured into the container and also has “gates” at the bottom of
the container which enables the cargo to be offloaded by tipping the
container..
• Half Height Containers/Rototainers – these are purpose built for heavy
duty mining applications enabling smooth movement of cargo from mine
to ship.. These are used in conjunction with a Tippler which does a 180
degree rotation to discharge product..
Half heights are perfect for shipping of dense cargo such as Mineral Sands, Salt
, Iron Ore, and many other cargo types..
• Tworty – an innovative new ISO container design that allows a unit to be
used either as a 40 ft or 20 ft box has completed its maiden voyage..
• The Tworty Box is made up of 2×20 containers that can be linked together
′
to form 1×40 container thereby the name “twenty + forty = tworty”..
′
• It has doors at each end; the second door opens to the inside and can only
be locked from the inside..

10. PARTS
• The main structural components are :
Roof
Side Walls
Floor
Cross Members
Top/Bottom Rails, and
Corner Posts

11. • 1) The Roof: Made of Corten Steel Sheets with corrugated profiles to give the roof
strength and rigidity.
• 2) Side Wall Panels: Made of Corten Steel Sheets with corrugated profiles for strength
and rigidity. Again older units can be prone to rusting at the bottom lower half of the
panel next to the top half of the bottom rail at the weld seam. This is more visible than
the roof.
• 3)Floor and Cross members: The floor consists of 28 mm Laminated Marine Plywood.
• Cross members are structural components (visible from underneath the container) that
make up the floor along with forklift pockets.
• 4) Top and Bottom Rails: The rails form the frame of the container. Top rails can be either
box section profiles or 10mm flat bar profiles. Bottom rails should have no cracks around
the corner casting at weld points where the rail meets the casting likewise top rails too.
• 5) Corner Posts Front End and Door End: All corner posts are made up of 10mm High
Tensile Steel.
• 6) Doors ,Fittings and CSC Plate: Doors should open to 180 deg, hinge pins should be
intact at each hinge and not missing.
• Door gaskets should not be hanging or loose, and when both doors closed if need be a
“Daylight Check” can be carried out ensuring no holes and box is sealing.

12. CSC PLATE
• A Container CSC Combined Data Plate, or CSC plate, is a safety approval plate that
must be fitted to any container used for international transport. The plate is usually
riveted to the outside of the left door of the container and contains the following
information in either English or French:
• CSC SAFETY APPROVAL: The words "CSC SAFETY APPROVAL"
• Country of approval: The country that approved the container
• Approval reference: The reference number for the approval
• Date of manufacture: The month and year the container was manufactured
• Manufacturer's container identification number: The container's ID number, which
may be allotted by the administration if the existing number is unknown
• Maximum weight-carrying capability: The container's maximum gross weight in
kilograms and pounds
• Stacking and racking test load value: The allowable stacking weight for 1.8 g in
kilograms and pounds, which indicates how much weight can be safely stacked on
top of the container even if it experiences 1.8 Gs at sea

13. Segregation and care of containers carrying dangerous goods.
• The International Maritime Dangerous Goods (IMDG) Code covers
stowage and segregation requirements for container ships in chapter
7.4 of Part 7:
• Chapter 7.4: Provides guidelines for stowing dangerous goods on
ships that are hatch-less or have partially weather-tight hatchway
covers. It also includes special provisions for containers carrying
flammable gases or highly flammable liquids.
• Chapter 7.1 and 7.2: Contain general stowage and segregation rules.
• Chapter 7.3: Covers loading goods into a Cargo Transport Unit (CTU).
• Section 7.3.4.1: States that dangerous goods that need to be
segregated from each other according to chapter 7.2 cannot be
transported in the same CTU, package, or overpack.

14. STOWAGE
• The arrangement of containers on a container ship, known as
container stowage planning, is a blueprint that considers many
factors to maximize space, protect cargo and the ship, and ensure
stability:
• Cargo weight: Heavier containers are usually stored on the deck or
under deck, while lighter containers are placed on top.
• Cargo type: Dangerous goods containers are often placed at the end
of the ship and on the upper deck to minimize loss in case of fire or
leakage. Dry hide containers, which are normal containers with cargo
that may leak, are usually stowed in the outer row or first tier.
• Destination: Containers destined for the first port calls are often
placed on top.
• Ship stability: The stowage plan should consider the ship's stability.

15. • Stowage plan for container ships or bay plan is the
plan and method by which different types of container
vessels are loaded with containers of specific standard
sizes. The plans are used to maximize the economy of
shipping and safety on board.
• Appropriate stowage of containers aims to maximize
the use of available space in a ship ensuring quick,
systematic loading & discharging, thus providing
adequate safety to the crew. Heavy containers should
be stored on the deck or the under deck of the ship,
and lighter containers on the top.

16. • Stowage terms
• [edit]
• Example: Bay 53-55 is for 20 feet containers, bay 54 is for 40 feet containersBay-
Row-Tier stowage system for container ships. Six digit code represents a precise
volume of the ship.On container ships the position of containers are identified
by a bay-row-tier coordinate system. The bays illustrate the cross sections of the
ship and are numbered from bow to stern. The rows run the length of the ship
and are numbered from the middle of the ship outwards, even numbers on the
port side and odd numbers on the starboard side. The tiers are the layers of
containers, numbered from the bottom and up.[12]
• Bay – a space on the ship that can hold containers, container ships have several
bays, these bays are divided into two parts: on-deck and under-deck (hold). If
the bay number is odd it is suitable for 20 feet containers, if the bay number is
even it is suitable for 40 feet containers.[3][12]
• Container slot, position or cell – names of the spaces that containers can be
loaded in. On a stowage plan their positions are identified by a six-digit
coordinate number: Bay-Bay-Row-Row-Tier-Tier.[3][5][12]

17. FACTORS AFFECTING STOWAGE
• Port of discharge – When trying to find a suitable stowage position for containers, the planners must take into
consideration the sequence of the ports of call. For example, if the port of calls are A, B and C, for the port A
discharge, the planner must take into consideration not to choose a stowage position for a container for ports B or
C on top of the container destined for port A.[14]
• Container size – A 20 feet container can not be loaded up on a 40 feet container, but the reverse is possible if the
vessel structure allows it. Planners can also load a 40 feet container on top of two units of 20 feet container, this
known as a "Russian stowage" or "mixed stowage".[21]
• Hatch cover clearance – Hatch cover clearance refers to how many "High Cube" (height over 8.6 ft (2.6 m))
containers allowed to load in the hold without preventing the hatch cover from closing correctly.[3]
• Visibility – The number of High cube containers shouldn't exceed a set number of High cube containers in each
row/bay on-deck. If the number of high cube units exceeded the set number it will prevent the full/clear
line of sight of the ship from the bridge or other vital vantage points.[22][23][24]
• Additional factors
• [edit]
• A badly executed stowage plan may cause the cargo to shift and cause damages as the ship lists.Other factors
included at stowing are:[18][25]
• Vessel stability. The weight of the cargo should be evenly distributed in the ship. For example, extra heavy weight
units should not be stowed in the port side and light weight units in starboard side, but should stow it tier by tier
starting with similar weights to avoid any problem may accrue in stability.
• Stack weights violation. Each bay/row has a stack weight that should not be exceed as it may cause damage to
other containers or vessel structure.
• Weight inversion. Weight inversion should be avoided; heavier cargo should be stored below lighter cargo.
• Unused slots under deck should be avoided and the planning should be done from bottom to top.
• Decrease lashing force.

18. ANTI HEELING SYSTEM
• When the ship tilts on any of its sides i.e. port or
starboard and doesn’t return back to its upright
position, it is known as heeling of the vessel.
Heeling is unsafe for ship, its machineries and
people onboard. The main reasons of ship’s
heeling are strong winds, hard and speedy turns
and uneven cargo loading. Out of the three
reasons, the most common cause is uneven
cargo loading and unloading.
• Anti-heeling System

19. • The anti heeling system of a ship automatically detects the heeling
angle of the ship and compensates the same. This allows the vessels
to have continues loading and unloading cargo operation without
stopping in between for list correction. This saves considerable
amount time on the port.
• In this system, ballast tanks are internally connected to each other by
means of pipe lines, automatic valves and control systems. When the
ship heels to any of the sides, the heeling sensor sends the signal for
change of ships angle with respect to the ship’s upright position to
the master control panel. This change in heeling angle is
compensated by methods of auto transferring the water from the
heeled side to the other side of the ship, making the vessel upright.
• Level control switches are also installed in the ballast tank involved
with the anti-heeling system to avoid low level or over filling and
hence over pressurising of the tanks.

20. • There are two widely used anti heeling system on board
ships:
• 1) Pneumatic system: This system comprises of air
purging arrangement and regulating valve system to force
the air on the top of ballast tank. The air is forced on one
tank and purged from the other, making the water rapidly
flow from pressurised to purged tank. This transfer of
water is used to upright the vessel in quick time.
• 2) Water pump system: The pump system consists of
electrical motor driven water pump, which can be a
reversible or non reversible pump, connected with remote
controlled valves that can direct ballast water flow in
between the tanks.

21. • Advantages of Anti Heeling System:
• Allows safer and rapid cargo loading and
unloading.
• Shortens harbour time and saves port dues.
• Reduces damage to ramp, rolling cargo and
containers.
• Ensures safety of the ship and personals.

22. TORSIONAL STRESS
• Torsional stresses also occur due
to unsymmetrical loading along the centre line
of the vessel. (For example, too much load on
the fwd-port side and at the aft-stbd side)

23. CARGO SECURING CODE - CSS
• The CSS Code contains seven chapters with all
relevant information about securing cargo. The
Code differentiates between standardized stowing
and securing systems (e.g. containers) and semi- or
non-standardized stowage and securing (e.g. motor
vehicles on ro-ro ships). In 14 annexes, the CSS
Code provides specific requirements for different
kinds of cargo, e.g. project cargo, logs, rolling
cargoes. Of special importance are annex 13 (non-
standardized cargo) and annex 14 (containers).

24. REQUIREMENTS FOR CARRYING IMDG
CARGO
• There are several special requirements for carrying dangerous cargoes by sea, including:
• Identification labels
• Weather-resistant stickers or placards must be attached to the sea container to identify the class of dangerous
goods being transported.
• Container packing certificate
• Once the cargo is packed, a container packing certificate (CPC) must be signed by those who were directly
involved in the packing operation.
• Dangerous goods declaration
• This document states the category of dangerous goods, as well as the identification marks, special packaging,
and labels.
• Document of compliance
• Ships carrying dangerous goods in packaged form must have a document of compliance issued by the flag state
administration. This document is issued by the ship safety division after a survey by a recognized organization.
• Dangerous goods forms
• These forms must be completed by someone who is trained to handle dangerous goods shipping. There is a
different version of the form for ocean shipments than for air shipments.
• Shippers of hazardous materials must provide carriers with shipping papers and emergency response
information which provide useful information in the case of an incident. A shipping paper provides a record of
what is being transported and provides first responders with necessary information for emergency response.

25. Reefer containers
• Refrigerated containers, also called reefer containers,
are used for goods that need to be temperature controlled
during shipping. Reefer containers are equipped with a
refrigeration unit that is connected to the power supply on
board the ship.
• Dry Ice or Liquid Nitrogen is used for these containers for
cooling. The cryogenically frozen gas evaporates slowly,
cools the container, and is then vented out. The average
time period for which these containers can maintain their
temperature range between 17 days to 30 days.
• Built to work as a large refrigerator, this container type can
usually maintain any temperature between -30°C and
+30°C. Reefers come with a refrigeration unit on one end.

26. • Disadvantages of reefers:
• high cost: reefer containers are much more
expensive than standard containers because
they require advanced refrigeration systems.
• energy consumption: it takes a lot of energy to
maintain the right temperature during
transportation, which can contribute to
increased greenhouse gas emissions.

27. OUT OF GUAGE CONTAINERS
• When we talk about out of gauge (OOG) cargo, we’re
referring to cargo that exceeds the
dimensions of a standard dry container. Standard dry
containers come in three main sizes: 20ft, 40ft and 40ft
HC (high cube). Any cargo that can’t fit into a standard
container falls into the OOG category.
• An out of gauge (OOG) container is a container suitable
for transporting cargo that won’t fit in a standard dry
container. This includes open tops, flat racks and hard
tops. Specialized lifting equipment is usually required to
load and unload OOG cargo.

28. DG MANIFEST
• A Dangerous Goods (DG) manifest is a document that lists the
dangerous goods (DGs) stored at a site. It also includes emergency
information that can be used by emergency services in case of an
emergency at the site. The manifest should be kept in an Emergency
Information Container or box along with other emergency information.
•
A DG manifest should include the following information:
• Type, quantity, and location: The type, quantity, and location of the
chemicals
• Contact information: Contact details for at least two people who can be
contacted in an emergency to provide information about the nature and
quantity of the DGs
• Site plan: A site plan of the area

29. REEFER MANIFEST
• Shipping manifests are important documents in international
shipping. They list the goods that are being transported so that the
cargo being shipped by a carrier can be verified. Typically, shipping
manifests contain information including the number and types of
shipments being transported, and the details of the consignor and
consignee.
• Reefer Manifests
• Reefers are refrigerated shipping containers that are used for the
transportation of perishable and temperature-sensitive goods, such
as food and medicine. A reefer manifest contains information about
the refrigerated containers on board the vessel, including their
temperature settings, humidity settings, and other specifications.

30. TEMPERATURE LOG
• At sea, all reefer containers shall be monitored
by checking physically at least twice daily
(weather permitting). All monitored data for
each reefer container on board shall be entered
in a reefer monitoring log and retained for three
years. Some reefer containers with special cargo
(e.g., VIP cargo) come with instructions for
more frequent monitoring and reporting. Such
instructions shall be strictly followed. ....

31. • A Partlow recorder registers temperature on a
pressure-sensitive circular chart over 31 day
period. If the voyage transit is expected to
exceed 31 days, care must be taken to ensure
charts are replaced before expiry. The first
chart should be placed underneath the new
chart to build up a complete temperature
record for the entire voyage up until arrival at
the final destination. .....

32. DAMAGES TO A CONTAINER
• Shipping containers can be damaged in many ways, including:
• Water damage
• Can be caused by leaks from rust, faulty seals, or poor repairs. Water damage can lead to mildew, and corrosion, which can
threaten the integrity of cargo, especially moisture-sensitive goods.
• Infestation damage
• Can be caused by insects or rodents, which can infest cargo during transport. Infestation damage can also lead to
contamination damage from droppings and parasites.
• Contamination damage
• Can be caused by rain, which can lead to fungal growth on perishable goods.
• Physical damage
• Can happen without warning and can affect the condition of the container, which can impact its value.
• Door damage
• Can be caused by poor handling, careless securing, or thieves trying to force the doors open. Door damage can include
dents, buckling, and damage to the door mechanisms.
• Accessories damage
• Parts like ventilation, heating, and safety systems can break down over time. It's important to repair damaged parts as soon
as possible to avoid more serious damage.