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20th Century Engineering — Part 2
Published in Ervan Garrison, A History of Engineering and Technology Artful Methods, 2018
In the late twentieth century seaborne commerce has benefited from advances in both ship manufacturing techniques and propulsion systems. These, in turn, have led to a standardization of design for cargo vessels into two main types — the built carrier and the container ship. The built carrier is a vessel that carries non-petroleum built cargos such as grain and economic minerals such as bauxite, kaolin, etc. The container ship is specifically designed for the transport of a wide range of goods of varying size that are placed in standardized boxcar-sized containers made of steel. The containers are sized to fit handling gear that is the same throughout the world’s major ports. They fit onto trucks or lorries and are, likewise carried on trains and inland barges. In a word, “one-size fits all”.
Marine transportation and safety policy
Published in Mark Zacharias, Jeff Ardron, Marine Policy, 2019
Modern merchant shipping is performed by the following types of ships: Container ships carry containers that can be on- and off-loaded onto trucks and trains (referred to as ‘intermodal freight transport’ or ‘fully cellular’). The size of container ships is based on how many 20-foot equivalent units (TEU) containers the ship can transport. Container ships have grown quickly, and the very largest container ships currently have capacities of more than 19,000 TEU, with several more rated at 18,000 TEU.General cargo ships include refrigerated cargo, specialized cargo, roll on-roll off (ro-ro – used to transport vehicles) and other types of special purpose ships.Bulk carriers transport raw materials including grain, ore and coal.Tankers transport crude oil, chemicals, cooking oils and other liquids. Some specialized tankers carry cargoes such as liquefied natural gas.Ferries and cruise ships transport passengers, cars and commercial vehicles.Specialist ships include supply vessels, tugs, ice breakers and research vessels. In addition to classification of ships by purpose, ships are often categorized by size. Their categorization is according to their ability to transit the world’s major canals and straights, as well as the types of ports they are able to service (Table 9.2).
Vessel logistics and shipping operations management
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
The types of ocean shipping services may be classified according to the ship types. For example, bulk carriers carry unpackaged goods in large volumes. Tankers carry liquids in bulk. Container ships carry the cargo packed into standard shipping containers. General cargo ships carry a loose-packaged cargo of all types. Ro-ro vessels carry both road haulage and passenger vehicles. The differences between them reflect the different types of cargo or the different ways to carry cargo.
Development of computer vision informed container crane operator alarm methods
Published in Transportmetrica A: Transport Science, 2022
Ran Yan, Xuecheng Tian, Shuaian Wang, Chuansheng Peng
The container crane plays a vital role in container terminals, whose function is to load and unload containers from container ships. A container crane is operated by a container crane operator, who sits in a special operating cab above the hoist where the best view for carrying out the task is provided. A trolley is operated by the operator to lift or lower containers. The job of container crane operators requires concentration, precision, patience, and good hand-eye coordination. Container crane operators work in a challenging environment as the cab is small, and thus their movements are restricted. Moreover, a work shift of a crane operator is usually four to six hours without a break. After such a prolonged period of repetitive while highly concentrated work, crane operators are highly likely to be exposed to discomfort and pain, resulting in deterioration of their work performance (Pau et al. 2016; Leban et al. 2017 and 2018). Therefore, the probability of unloading a wrong container from multiple stacked containers on a ship might increase. Consequently, the risk of cargo delay is increased and the terminal operational costs, from human, time, and economic perspectives, are also increased.
Comparative study of wind resistance of a 2D stack of featured ocean containers and a 3D forty feet unit
Published in Ships and Offshore Structures, 2020
Hamed Majidian, Farhood Azarsina
New generation of large container ships such as post-Panamax size can load 8 tiers of containers in height, more than 30 rows in length and up to 23 bays along breadth. A fully loaded container ship loads more than 50% of containers above its deck. Consequently, frontal projection areas of such ships above deck level in headwind are about 1000 m2. Generally, in calm sea states, wind resistance comprises 3–5% of total ship resistance (Moonesun 2010), but in container ship with large windage area, wind resistance comprises up to 10% of total resistance (Minsaas and Steen 2008).
Robustness analysis of dual actuator EGR controllers in marine two-stroke diesel engines
Published in Journal of Marine Engineering & Technology, 2020
The studied container ship is powered by a MAN Diesel & Turbo uniflow two-stroke diesel engine with EGR system for Tier III operation. The engine has six cylinders with stroke and bore. At it can deliver a maximum rated power of .