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Cargoes
Published in Alan E. Branch, Michael Robarts, Branch's Elements of Shipping, 2014
Alan E. Branch, Michael Robarts
There are two types of cargo: bulk and general cargo. Bulk cargoes present little difficulty in stowage, as they tend to be conveyed in specialized vessels between two ports, and are often loaded and discharged by modern technology. Single commodity shipments, such as iron ore, steel, scrap metal, timber, coal, oil, gas, bauxite, grain and heavy lifts, all require special treatment in stowage. Ship design and the IMO stowage regulations have contributed to the safety of the ship in such bulk cargo shipments. Computers greatly aid stowage and cargo distribution arrangements. Grain, coal, copra and similar cargoes must be adequately ventilated during the voyage, as they are liable to spontaneous combustion. Moreover, a range of bulk cargo shipments can shift during voyage.
Air cargo processes
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
Loose cargo to be built on/in a ULD will usually follow a load plan provided by the airline to the CTO. This could either be in the form of a detailed plan listing which shipments to load, or could be as simple as the maximum number of ULDs available for use. Regardless, the CTO needs to ensure the cargo is loaded appropriately based on its size, weight, destination and segregation requirements. For example, cargo that will directly transfer flights at a hub airport would generally not be loaded with cargo destined for that airport as its final destination. Segregation requirements may be a matter of regulation (such as dangerous goods) or based on airline practices described in their operational manual. The build-up includes the following steps:Selection of the ULD – the ULD required may have been advised on the airline load plan. Regardless, a ULD suitable for the aircraft type must be selected to ensure compatibility.Inspection of the ULD to ensure it is serviceable – damaged ULDs must be identified to prevent aircraft damage. The damage limitations can be found placarded on the ULD, and also in the airline’s operational manual.Distribution of the weight appropriately across the ULD – there are limitations in terms of the loading on the ULD floor which may require the spreading of cargo on wooden spreader boards or other devices. This is to prevent excessive load in one particular part of the ULD, which may result in its failure or difficulty in loading. As a general practice, heavier cargo should be loaded towards the bottom rather than on top to prevent damage and collapse.Securing of the cargo with nets and/or straps – the cargo must be restrained to prevent movement inside the aircraft so that neither the cargo nor the aircraft get damaged.Closing of the ULD – this involves ensuring the contour is met, and closing the door or netting the cargo to the pallet which is important to ensure the cargo is secured.Weighing the ULD – the ULD must be weighed so as to determine whether it has exceeded its maximum certified value, and so that the information can be transmitted to the load controller for weight and balance planning.Attachment of the ULD tag – the ULD tag must be completed so that the ULD and port of unloading are identified.
Investigations on the dynamics of container stack and securing system under rolling motion using a scaled model test
Published in Ships and Offshore Structures, 2022
Jiaqi Liu, Chuntong Li, Deyu Wang, Zhonghua Cai
The maximum twist-lock force, lashing force and racking force in different stowage plans are shown in Table 8 under 15 ° and 0.15 Hz. Compared with the plan one, due to the high load caused by the increased centre of gravity of the stack, both the maximum tension and compression force of the bottom twist-lock increase in the stowage plan two. The twist-lock force at the close end significantly increases than that of the open end. Furthermore, the maximum lashing force also increases, while the increased amplitude is relatively smaller than that of the twist-lock force. In addition, almost all racking force increases, which could affect the safety of the container frame structure. The results demonstrate that inappropriate cargo can tremendously affect the response of the container stack and securing system.
Cost analysis of bulk cargo containerization
Published in Maritime Policy & Management, 2020
Takuma Matsuda, Shinya Hanaoka, Tomoya Kawasaki
Other than freight rates, transport costs (excluding inventory costs) included port facility usage fees and labor costs as well as devanning costs, which were classified as cargo-handling costs. Regarding port facility usage fees, we examined the tariffs on port facility use as obtained from the China Ports International Shipping Agency website. We calculated the tariffs on harbor handling from the same website to obtain data on general administrative expenses. We determined the facility usage fees and labor cost in Myanmar given the facility usage fees and labor costs in China, and calculated the per capita gross domestic product for both China and Myanmar given information from the International Monetary Fund’s World Economic Outlook Database, which we then discounted using this database’s ratio. Regarding silo usage fees, we referenced the total construction costs of silos built in Tianjin, China, in 2015 as well as those planned for construction in Thilawa, Myanmar. We assumed depreciation expenses with a useful life of 20 years, a residual value of 10%, a 5% interest rate, and capital expenditures declining equally for 20 years. We then calculated silo usage fee as three months’ amortization and capital costs. We defined the warehouse unit price as the unit price of the warehouse rent per ton of industrial park borrowing (one per square meter monthly) for Shanghai and Yangon.
Enhancing the competitiveness of Korea’s container shipping industry through structural improvements
Published in Maritime Policy & Management, 2020
Byoung-Wook Ko, Juhyeoun Kim, Young-Jae Choi, Kwang-Soo Kil, Gunwoo Lee
A system is described as an ecosystem when its interactions with the environment are considered. For example, a digital ecosystem is a man-made social ecosystem. Relying on this definition of an ecosystem, Figure 3 presents the structure of the shipping ecosystem considered in this study. At the top is ‘shipping finance.’ Financial institutes and investors provide shipping finance, that is, the cash (money) for shipping carriers. As defined in contracts, shipping carriers must repay the interest plus principal or dividend. In the middle is ‘partnership among carriers.’ There are several container liner carriers that cooperate through, for example, strategic alliances. At the bottom of the figure is ‘acquisition of ships,’ which involves the ship building sector. Here, a shipping carrier orders a ship to the ship building industry, which then provides an efficient ship at a competitive price. Finally, to the right is the customer group, that is, the shippers. This is labeled as ‘collection of cargo.’ A forwarder acts as a mediator between the shipping carriers and shippers.