Containers
Content
Container: Any object that can be used to hold things (especially a large metal boxlike object of standardized dimensions that can be loaded from one form of transport to another). A shipping container is a container with strength suitable to withstand shipment, storage, and handling. Shipping containers range from large reusable steel boxes used for intermodal shipments to the ubiquitous corrugated boxes. Containerization is a system of intermodal freight transport using standard intermodal containers as prescribed by the International Organization for Standardization (ISO). These can be loaded and sealed intact onto container ships, railroad cars, planes, and trucks. These Steel boxes have become the building blocks of the new global economy. Types of Containers 1. Standard Containers: Description: Standard containers are also known as general purpose containers. They are closed containers. A distinction may be drawn between the following types of standard container: Standard containers with doors at one or both end(s) Standard containers with doors at one or both end(s) and doors over the entire length of one or both sides Standard containers with doors at one or both end(s) and doors on one or both sides In addition, the various types of standard container also differ in dimensions and weight, resulting in a wide range of standard containers. Standard containers are mainly used as 20' and 40' containers. Containers with smaller dimensions are very seldom used. Indeed, the trend is towards even longer dimensions, Frame and bottom cross members are made of steel profiles, while three different materials are used for the walls: 1. Steel sheet, corrugated Characteristics: low material costs easy to repair high tare weight susceptible to corrosion difficult to clean owing to corrugated walls
2. Aluminum sheet in conjunction with stiffening profiles Characteristics: low tare weight high material costs easily deformed, very quickly dented
3. Plywood with glass fiber-reinforced plastic coating (plywood + GRP) Characteristics: easy to clean owing to smooth surfaces easy to repair strong and resilient, does not dent moderate material costs moderate tare weight
The cost advantages have led to the predominant use of steel for container walls. The floor is generally made of wood, usually planking or plywood. Although wood is relatively expensive, it has substantial advantages over other materials: it is strong and resilient, does not dent, may be easily replaced during repairs and, when appropriately finished, has an adequate coefficient of friction, which is important for cargo securing.
Dimensions/weights:
The following are some of the most important details relating to standard container types. Standard container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 24000 Weights Tare weight [kg] 2250 2250 Max. payload [kg] 28230 21750
Length Width Height Width Height [mm] 5895 5895 [mm] 2350 2350 [mm] 2392 2385 [mm] 2340 2338 [mm] 2292 2292
Volume [m³] 33.2 33.2
Standard container of steel: 40' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 Weights Tare weight [kg] 3780 Max. payload [kg] 26700
Length Width Height Width Height [mm] 12029 [mm] 2350 [mm] 2392 [mm] 2340 [mm] 2292
Volume [m³] 67.7
2. Bulk Containers Bulk (or bulk cargo) containers have three loading hatches in the roof, each of a diameter of approx. 455 mm (1 3/4'). The distance between the hatches (center to center) is 1.83 m (6'). On the door side, there are two discharge hatches, which are sometimes equipped with short discharge tubes for guiding the bulk cargo. Alternatively, two unloading hatches may be mounted in the doorways, for emptying the containers. Such containers may also be used for general cargo. Lashing rings are mounted in the top side rails for securing the cargo. Some bulk containers are equipped with forklift pockets, which allow handling by forklift trucks.
Dimensions/weights The following are some of the most important details relating to bulk containers. Internal dimensions Door openings Max. gross wt. [kg] 24000 24000 Weights Tare wt. [kg] 2450 2370 Max. payload [kg] 21550 21630
Length [mm] 5934 5931
Width [mm] 2358 2358
Height [mm] 2340 2326
Width [mm] 2335 2335
Height [mm] 2292 2292
Volume [m³] 32.9 32.9
3. Flatrack Containers Flatracks consist of a floor structure with a high loading capacity composed of a steel frame and a softwood floor and two end walls, which may either be fixed or collapsible. The end walls are stable enough to allow cargo securing means to be attached and several flatracks to be stacked on top of one another. Flatracks are available in 20' and 40' sizes. A number of lashing rings, to which the cargo may be secured, are installed in the side rails, the corner posts and the floor. The lashing rings may take loads of up to 2000 kg in the case of 20' flatracks or up to 4000 kg in the case of 40' flatracks. Some types of 20' flatracks have forklift pockets. 40' flatracks have gooseneck tunnels at each end. In addition, they are sometimes equipped with lashing winches with 2 metric ton lashing belts. For transport of certain cargoes, flatracks may be provided with stanchions.
Dimensions/weights:
The following are some of the most important details relating to flatracks. Flatrack: steel frame with fixed end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 5980 5962 Length between corner posts [mm] 5698 5672 Floor width [mm] 2230 2242 Width between stanchions [mm] 2245 2242 Height of Height floor [mm] 2255 2261 [mm] 336 330 Max. gross wt. [kg] 24000 30000 Weights Tare weight [kg] 2500 2200 Max. payload [kg] 21500 27800
Flatrack: steel frame with collapsible end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 5950 Length between corner posts [mm] 5675 Floor width [mm] 2428 Width between stanchions [mm] 2213 Height of Height floor [mm] 2270 [mm] 316 Max. gross wt. [kg] 33000 Weights Tare weight [kg] 2600 Max. payload [kg] 30150
Flatrack/Platform: steel frame with flushfolding end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 6038 6038 Length between corner posts [mm] 5638 5612 Floor width [mm] 2208 2210 Width between stanchions [mm] 2438 2438 Height of Height floor [mm] 2235 2213 [mm] 370 370 Max. gross wt. [kg] 30480 34000 Weights Tare weight [kg] 2520 2740 Max. payload [kg] 27960 31260
Flatrack: steel frame with fixed end walls and softwood floor, 40' long and 8'6" high Internal dimensions Floor length [mm] 12010 12086 12010 Length between corner posts [mm] 11832 11826 11826 Floor width [mm] 2228 2224 2244 Width between stanchions [mm] 2228 2224 2204 Height of Height floor [mm] 1981 1981 1981 [mm] 610 610 610 Max. gross wt. [kg] 45000 45000 45000 Weights Tare weight [kg] 4200 4200 4200 Max. payload [kg] 40800 40800 40800
High-cube flatrack: steel frame with collapsible flushfolding end walls, 40' long and 9'6" high; can be converted to a platform Internal dimensions Floor length [mm] 12060 12060 Length between corner posts [mm] 11660 11660 Floor width [mm] 2365 2365 Width between stanchions [mm] 2200 2200 Weights Height of Maximum Tare Height floor weight weight [mm] 2245 2245 [mm] 648 648 [kg] 45000 45000 [kg] 5700 5950 Max. payload [kg] 39300 39050
The maximum payload may be used only if the load is distributed evenly over the floor structure. However, if the weight of the cargo is applied to only a small proportion of the floor, it must be distributed and the manufacturer of the flatracks may have to be consulted on safety issues.
4. Hard Top Containers: The walls of hard-top containers are generally made of corrugated steel. The floor is made of wood. It has two typical distinguishing structural features. On the one hand, it is equipped with a removable steel roof. In some types, this roof has points for accommodating forklift trucks, allowing the roof to be lifted by forklift truck. The roof weighs approx. 450 kg. In addition, the door header may be swiveled out. These two structural features greatly simplify the process of packing and unpacking the container. In particular, it is very easy to pack and unpack the container from above or through the doors by crane or crab when the roof is open and the door header is swiveled out. In the case of transport of an over height cargo, the container roof may be left open and fastened directly to a side wall on the inside of the container. To do this, the roof only needs approx. 13 cm (5 1/8") of space. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails, the corner posts and the middle of the side walls. The lashing rings on the side rails and corner posts may take loads of up to 2000 kg. The lashing rings in the middle of the side walls may take loads of up to 500 kg, provided that the roof is closed. Usual hard-top container dimensions are 20' and 40'.
Dimensions/weights
The following are some of the most important details relating to hard-top containers Hard-top container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 5886 5886 [mm] 2342 2342 [mm] 2388 2375 Height (side) [mm] 2313 2330 Door Max. width [mm] 2336 2336 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2700 2590 Max. payload Volume [kg] 27780 27890 [m³] 32.8 32.8
Hard-top container of steel: 40' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 12020 12020 ` [mm] 2342 2345 [mm] 2388 2380 Height (side) [mm] 2313 2300 Door Max. width [mm] 2336 2334 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 4700 4700 Max. payload Volume [kg] 25780 25780 [m³] 67.2 65.3
High-cube hard-top container of steel: 40' long and 9'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 12020 12020 [mm] 2342 2342 [mm] 2693 2693 Height (side) [mm] 2618 2618 Door Max. width [mm] 2336 2336 Max. gross wt. [kg] 30480 32500 Weights Tare weight [kg] 4900 5200 Max. payload Volume [kg] 25580 27300 [m³] 75.8 76.0
Dimensions of roof and door openings The meaning of the individual letters is clear from the following Figures:
20' hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2209 2209 2215 [mm] 2142 2142 2148 [mm] 2206 2206 2212
Length Width Width Width Width Height Height B [mm] 5590 5590 5590 C [mm] 2208 2208 2208 F [mm] 2336 2336 2336 G [mm] 1896 1896 1896 H [mm] 2208 2208 2208 I [mm] 2276 2292 2280 K [mm] 2220 2220 2231
40' hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2209 2209 2205 [mm] 2142 2142 2102 [mm] 2206 2206 1996
Length Width Width Width Width Height Height B [mm] 11724 11724 11724 C [mm] 2208 2208 2208 F [mm] 2336 2336 2334 G [mm] 1896 1896 1882 H [mm] 2208 2208 2208 I [mm] 2292 2276 2290 K [mm] 2220 2220 2125
40' high-cube hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2230 [mm] 2163 [mm] 2227
Length Width Width Width Width Height Height B [mm] 11724 C [mm] 2208 F [mm] 2336 G [mm] 1896 H [mm] 2208 I [mm] 2597 K [mm] 2525
Use Hard-top containers are used for all types general cargo (dry cargo). Their principal uses are as follows: heavy cargo tall cargo loading from above or through the doors by crane or crab
5. High-Cube Containers High-cube containers are similar in structure to standard containers, but taller. In contrast to standard containers, which have a maximum height of 2591 mm (8'6"), high-cube containers are 2896 mm, or 9'6", tall. High-cube containers are for the most part 40' long, but are sometimes made as 45' containers. A number of lashing rings, capable of bearing loads of at most 1000 kg, are mounted on the front top end rail and bottom cross member and the corner posts. Many 40' containers have a recess in the floor at the front end which serves to center the containers on so-called gooseneck chassis. These recesses allow the containers to lie lower and therefore to be of taller construction.
Dimensions/weights
The following are some of the most important details relating to high-cube container types. High-cube container of steel: 40' long and 9'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 Weights Tare weight [kg] 4020 Max. payload [kg] 26460
Length Width Height Width Height [mm] 12024 [mm] 2350 [mm] 2697 [mm] 2340 [mm] 2597
Volume [m³] 76.3
Use High-cube containers are used for all types general cargo (dry cargo). However, they are particularly suitable for transporting light, voluminous cargoes and overheight cargoes up to a maximum of 2.70 m tall.
6. Open-Top Containers The walls of open-top containers are generally made of corrugated steel. The floor is made of wood. It has the following typical distinguishing structural features. The roof consists of removable bows and a removable tarpaulin. The door header may be swivelled out. These two structural features greatly simplify the process of packing and unpacking the container. In particular, it is very easy to pack and unpack the container from above or through the doors by crane or crab when the roof is open and the door header is swivelled out. It should be noted, however, that the purpose of the roof bows of an open-top container is not solely to support the tarpaulin but also to contribute to container stability. Flatracks are therefore more suitable for overheight cargoes. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails and the corner posts. The lashing rings may take loads of up to 1,000 kg. Usual open-top container dimensions are 20' and 40'.
Dimensions/weights
The following are some of the most important details relating to open-top container types. Open-top container of steel: 20' long and 8'6" high with corrugated walls, removable tarpaulin and wooden floor Internal dimensions Length Width [mm] 5888 5897 [mm] 2345 2350 Height (middle) [mm] 2365 2377 Height (side) [mm] 2315 2347 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2250 2350 Max. payload [kg] 28230 28130 Volume [m³] 32.0 32.5
Open-top container of steel: 40' long and 8'6" high with corrugated walls, removable tarpaulin and wooden floor Internal dimensions Length Width [mm] 12029 12022 12030 [mm] 2342 2345 2350 Height (middle) [mm] 2376 2365 2377 Height (side) [mm] 2326 2315 2347 Max. gross wt. [kg] 30480 30480 30480 Weights Tare weight [kg] 3810 3740 3850 Max. payload [kg] 26670 26740 26630 Volume [m³] 65.5 65.3 66.4
Dimensions of roof and door openings The meaning of the individual letters is clear from the following Figures:
Figure 3
Figure 4
20' open-top container Roof openings Door openings
Length Length Width Width Width Width Width Width Height Height A [mm] 5415 5439 B [mm] 5360 5338 C [mm] 2205 2230 D [mm] E [mm] 1880 F [mm] 2335 G [mm] 1880 1902 H [mm] 2205 2230 I [mm] 2280 2280 K [mm] 2125 2231
19902 2338
40' open-top container Roof openings Door openings
Length Length Width Width Width Width Width Width Height Height A [mm] 11544 11550 11573 Use Open-top containers are used for all types of general cargo (dry cargo). Their principal uses are as follows: packing and unpacking from above or through the doors by crane or crab tall cargo B [mm] 11444 11515 11472 C [mm] 2230 2205 2210 D [mm] E [mm] 1885 1880 1902 F [mm] 2336 2335 2338 G [mm] 1885 1880 1902 H [mm] 2230 2205 2210 I [mm] 2280 2280 2292 K [mm] 2146 2125 2131
7. Platforms Platforms consist solely of a floor structure with extremely high loading capacity; they have no side or end walls. This high loading capacity makes it possible to concentrate heavy weights on small areas. A platform consists of a steel frame and a wooden floor structure. Platforms are available in 20' and 40' sizes. 40' platforms have a gooseneck tunnel at each end. Lashing rings, to which the cargo may be secured, are installed in the side rails. The lashing rings may take loads of up to 3.000 kg.
Dimensions/weights The following are some of the most important details relating to 20' and 40' platforms. Platform: steel frame with softwood floor, 20' long and 1' 1 1/4" high Dimensions Length Width [mm] 6058 6058 [mm] 2438 2438 Floor height [mm] 370 370 Max. gross wt. [kg] 30480 34000 Weights Tare weight [kg] 2520 2740 Max. payload [kg] 27960 31260
Platform: steel frame with softwood floor, 40' long and 2' high Dimensions Length Width [mm] 12192 Use: Platforms are used principally for oversized and very heavy cargoes. [mm] 2245 Floor height [mm] 648 Max. gross wt. [kg] 45000 Weights Tare weight [kg] 5700 Max. payload [kg] 39300
8. Refrigerated and Insulated Containers Description Refrigerated and insulated containers are mainly available as 20' and 40' containers. A distinction may be drawn between two different systems: 1. Integral Unit (Integral Reefer Container, Integrated Unit): This type of refrigerated container has an integral refrigeration unit for controlling the temperature inside the container. The refrigeration unit is arranged in such a way that the
external dimensions of the container meet ISO standards and thus fit into the container ship cell guides, for example. The presence of an integral refrigeration unit entails a loss of internal volume and payload. When being transported by ship, integral units have to be connected to the on-board power supply system. The number of refrigerated containers which may be connected depends on the capacity of the ship's power supply system. If the aforesaid capacity is too low for the refrigerated containers to be transported, "power packs" may be used, which are equipped with relatively large diesel generators and satisfy ISO requirements with regard to the dimensions of a 20' container. When at the terminal, the containers are connected to the terminal's power supply system. For transport by road and rail, most integral unit refrigeration units are operated by a generator set (genset). This may either be a component of the refrigeration unit or connected to the refrigeration unit. Air flows through the container from bottom to top. In general, the "warm" air is drawn off from the inside of the container, cooled in the refrigeration unit and then blown back in the container as cold air. To ensure adequate circulation of the cold air, the floor is provided with gratings. Pallets form an additional space between container floor and cargo, so also forming a satisfactory air flow channel. In addition, the side walls of the container are "corrugated", which ensures satisfactory air flow there too. In the upper area of the container, adequate space (at least 12 cm) must likewise be provided for air flow. For this purpose, during packing of the container adequate free space must be left above the cargo. The maximum load height is marked on the side walls. To ensure vertical air flow from bottom to top, packaging must also be appropriately designed and the cargo must be sensibly stowed. In addition to temperature regulation, integral units also allow a controlled fresh air exchange, for example for the removal of metabolic products such as CO2 and ethylene in the case of the transport of fruits. In the refrigeration units, both the supply and return air temperatures are measured and, depending on the operating mode, one of these values is used to control the cold air. Temperature measurement may be performed in various ways. The Part low recorder generally records return air temperature, since this provides an indication of the state or temperature of the cargo. Data loggers are increasingly used which detect temperature digitally and indicate it on a display. Once transferred to a PC, the data may then be evaluated. The temperature display is attached to the outside of the refrigeration unit, so that operation of the unit may be checked at any time. Digital or analog recorders may also be positioned directly in the cargo, so as to measure temperatures inside the container. The recorder should be accommodated in such a way that it records the temperatures at risk points in the container (inside the packaging, top layer at door end).
Integral units may be stowed both above and below deck on a ship. Above deck stowage has the advantage that the heat from return air may be more readily dissipated. However, the containers are often exposed to strong solar radiation, leading to increased refrigeration capacity requirements. 2. Porthole containers: This type of container is often referred to not as a refrigerated container but as an insulated container, as it has no integral refrigeration unit. The lack of a refrigeration unit allows such containers to have a larger internal volume and payload than integral units. On board, the inside of the container is supplied with cold air via the ship's central cooling plant. The air flows through the container in the same way as in integral units. Cold air is blown in at the bottom and the "warm" air is removed at the top.
Portholes (sealable openings) at the end of a porthole container. Off the ship, the temperature is controlled by a terminal refrigeration system or "clip-on units". After completion of transport, the "clip-on units" may be returned using special frameworks, dimensions of which match those of a 20' container. On the opposite end wall from the door, the containers are provided with openings for supply and return air. In general, supply air is blown into the lower opening, distributed by means of the gratings in the container floor, conveyed upwards through the cargo and discharged via the return air opening. This type of container also requires adequate air flow. For this purpose, appropriate air ducts must be provided in the floor and the ceiling and the cargo must be sensibly packaged and stowed. Porthole containers do not have an integral temperature display. Either such a display is installed in the terminal refrigeration systems or the "clip-on units" or the temperature values may be obtained from the ship's central cooling plant. If the porthole-containers are provided with "clip-on units" when ashore, they no longer fulfill ISO requirements with regard to dimensions.
3. General: The doors constitute a weak point in both integral units and porthole containers. Wear to rubber door gaskets or improper handling may result in the doors no longer closing correctly, so that they are no longer sealed against rainwater and the like. During transport of chilled goods and frozen goods, water ingress may lead to cargo spoilage or to ice formation in the door area. In addition, refrigeration capacity has to be increased to compensate for losses due to cold air leakage. In the case of frozen cargo and cargo containing non-respiring goods (goods other than fruit and vegetables), the goods are usually packed using the block storage method. The cold air only flows around the goods and does not circulate between the boxes. Here it is important for the cargo to be pre-chilled to the required temperature before it is loaded into the container. If a load which is too warm is loaded into a refrigerated container, the heat is passed to the air and the cooling effect of the refrigeration unit is not passed to the cargo. If the air cannot pass the available cooling capacity to the cargo, it is cooled rapidly by the high cooling capacity of the refrigeration unit, and the actual cargo requires a considerably longer period for refrigeration. Dimensions/weights
The following are some of the most important details relating to refrigerated container types.
Insulated container: 20' long and 8' high, with steel frame, walls of sandwich construction Internal dimensions Length [mm] 5724 5770 5770 Width [mm] 2286 2260 2260 Max. load height [mm] 2014 2110 2110 Door openings Width [mm] 2286 2260 2260 Height [mm] 2067 2090 2090 Gross [kg] 24000 24000 27000 Weights Tare [kg] 2550 2900 2900 Net [kg] 21450 21100 24100 Volume [m³] 26,4 27,5 27,5
Insulated container: 40' long and 8'6" high, with steel frame, walls of sandwich construction Internal dimensions Length [mm] 11840 11810 Width [mm] 2286 2286 Max. load height [mm] 2120 2210 Door openings Width [mm] 2286 2286 Height [mm] 2195 2300 Gross [kg] 30480 30480 Weights Tare [kg] 3850 3650 Net [kg] 26630 26830 Volume [m³] 60,6 59,8
Integral Unit: 20' long and 8'6" high, with steel frame, walls of sandwich construction Internal dimensions Door openings Weights Footnote Net [kg] Volume [m³] 28,3 28,4 28,3 29,9 29,9 28,7
1 2 2 2 2 2
Max. load height Length Width Height Width Height Gross Tare [mm] 5479 5459 5448 5534 5529 5535
1 2
[mm] [mm] 2286 2295 2290 2316 2316 2284 2257 2268 2264 2331 2331 2270
[mm] 2157 2168 2164 2231 2290 2224
[mm] 2286 2291 2286 2316 2316 2290
[mm] 2220 2259 2260 2290 2290 2264
[kg]
[kg]
30480 3160 27320 30480 3050 27430 30480 3060 27420 30480 3030 27450 30480 2960 27520 30480 2942 27538
) ) ) ) ) )
) Not suitable for transporting foodstuffs ) Suitable for clip-on generators
Integral Unit: 40' long and 8'6" high, with steel frame, walls of sandwich construction, not suitable for transporting foodstuffs Internal dimensions Length [mm] 11563 Width Height [mm] 2294 [mm] 2261 Max. load height [mm] 2161 Door openings Width [mm] 2288 Height [mm] 2188 Gross [kg] 34000 Weights Tare [kg] 4600 Net [kg] 29400 Volume [m³] 60,0
Integral Unit: 40' long and 9'6" high, with steel frame, walls of sandwich construction Internal dimensions Door openings Weights Net [kg] Volume [m³] 66,5 68,0 66,4 66,2 67,0 67,0 67,0 67,8 67,0 66,8 67,0 67,0 67,7 66,8 66,8 66,7
Length Width Height Max. load height Width Height Gross Tare [mm] 11643 11575 11568 11580 11580 11580 11580 11578 11585 11577 11577 11583 11595 11578 11578 11578 [mm] [mm] 2288 2294 2290 2288 2290 2286 2286 2295 2290 2286 2286 2286 2296 2280 2280 2296 2498 2560 2509 2498 2513 2528 2515 2550 2525 2525 2532 2532 2542 2525 2525 2542 [mm] 2378 2440 2389 2378 2393 2408 2395 2425 2405 2400 2407 2412 2402 2400 2400 2402 [mm] 2288 2286 2290 2288 2290 2286 2286 2290 2290 2286 2294 2294 2294 2276 2276 2294 [mm] 2517 2570 2473 2517 2522 2545 2535 2560 2490 2490 2550 2550 2550 2471 2471 2550 [kg] [kg]
30480 4180 26300 32500 4300 28200 32480 4240 28240 30480 4180 26300 30480 4180 26300 30480 4000 26480 30480 4150 26330 30480 4640 25840 34000 4190 29810 34000 4110 28890 34000 4190 29810 34000 4120 29880 34000 4190 29810 34000 4150 29850 34000 4240 29760 34000 4300 29700
Use Refrigerated containers are used for goods which need to be transported at a constant temperature above or below freezing point. These goods are divided into chilled goods and frozen goods, depending on the specified transport temperature. They principally include fruit, vegetables, meat and dairy products, such as butter and cheese. High-cube integral units are used in particular for voluminous and light goods (e.g. fruit, flowers).
Nowadays, goods requiring refrigeration are mostly transported in integral units, which have a markedly higher market share than porthole containers. Chilled meat is sometimes also transported hanging, for which purpose the ceilings of refrigerated containers are equipped with special hook rails. Special controlled atmosphere refrigerated containers are available for transporting fruit and vegetables which may be stored for a longer period in a controlled or modified atmosphere. The atmosphere is usually established by flushing the container with nitrogen and CO2. During transport, the atmosphere is regulated by nitrogen flushing or CO2 and ethylene scrubbers. Controlled atmosphere containers must be as gastight as possible to prevent ambient air (oxygen) from penetrating. A number of manufacturers supply the refrigerated container market with controlled atmosphere systems which may be installed in integral refrigerated containers. Controlled atmosphere systems for porthole containers are also available. In recent years, the large refrigeration unit manufacturers have acquired an increasing share of the market for standalone controlled atmosphere containers. 9. Tank Containers Description Tank containers must be at least 80% full, to prevent dangerous surging of the liquids in transit. On the other hand, they must not as a rule be over 95% full, or there will not be sufficient space for thermal expansion. The extent of thermal expansion may be calculated for each cargo on the basis of the following formula: V = Va · · T Ve = Va (1 + · T)
V : change in volume Va : volume at initial temperature a Ve : final volume at temperature e : coefficient of cubic (thermal) expansion T : temperature difference in degrees kelvin
Tank containers intended for transporting foodstuffs must be labeled "Potable Liquids only".
Some hazardous materials must be transported in tank containers with no in- or outlet openings below the surface of the liquid. Tank containers are generally designed for an operating pressure of up to 3 bar (above atmospheric). The test pressure used is 4.5 bar (above atmospheric). If the cargo requires temperature-controlled transport, tank containers can be equipped with insulation or heating. The temperature of the cargo may be precisely controlled using temperature sensors. Use Tank containers are used for liquid cargoes, such as: Foodstuffs: fruit juices, spirits, sweet oils Chemicals: hazardous materials, such as fuels, toxic substances, corrosion protection agents
Dimensions/weights
The following are some of the most important details relating to tank containers.
20' tank container External dimensions Length External dimension to ISO [mm] 6058 6058 Width External dimension to ISO [mm] 2438 2438 Height External dimension to ISO [mm] 2438 2591 Weights
Max. gross wt. [kg] 30480 30480
Tare weight [kg] 4190 4190
Max. payload [kg] 26290 26290
10. Ventilated Containers Description Ventilated containers are also known as passive (naturally) ventilated or coffee containers. Ventilation is provided by ventilation openings in the top and bottom side rails. The openings do not let in spray, to prevent depreciation of the cargo by rain or spray, for example. If actively ventilated containers are required, i.e. containers with adjustable ventilation, "porthole" containers may be used, which simultaneously act as insulated or refrigerated containers. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails and the corner posts. The lashing rings may take loads of up to 1,000 kg. The common size for ventilated containers is 20'.
Dimensions/weights The following are some of the most important details relating to ventilated containers. Ventilated container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2400 2490 Max. payload [kg] 28080 27990
Length Width Height Width Height [mm] 5888 5895 [mm] 2325 2321 [mm] 2392 2392 [mm] 2334 2340 [mm] 2290 2292
Volume [m³] 33.0 33.0
Use Ventilated containers are used especially for cargoes which have to be ventilated in transit. One of the most significant of such commodities is green coffee beans, hence the name coffee container.
Benefits of containerization: 1. The most important aspect of the containerization is the suitability for door to door service i.e. a shipment can be made complete in all the respects from shipper¶s premises in one country to the consignee¶s premises in another country. 2. Trade in general and exports and imports in particular have benefited by containerization. 3. Marine risks by way of weather damage, thefts etc are reduced due to cargo being transported in containers. It results in lowering of insurance premium. 4. Earlier when general cargo was transported in non unitized form, weather proof and sturdy packaging was a necessity. But in container transport this need has been eliminated and package size has been reduced to optimize container space usage. 5. Transportation of cargo in earlier era by general cargo vessels necessitated warehousing at ports of loading and discharge for storage, sorting, packing, inspection etc. Containerization has dispensed with such processes leading to cost savings. 6. Container carriers sail at high speeds and maintain strict schedules. This allows the exporters and importers to do forward planning and maintain lower inventory. 7. Containerization leads to better service to customers in the form of quicker delivery, assured transit times and less damage to cargoes in transit because container carriers are high speed vessels which spend less time in ports due to improved efficiency of port handling equipment.
List of Indian Companies involved in Container Transportation:
1. 2. 3. 4. 5. 6. 7. 8. 9.
Apl India private limited Arctic logistics India pvt. Ltd. Horizon services group Indigo maritime services Inland container depot Kfm india Ksh distriparks pvt. Ltd. Mikalen Milestone logistics & transport
10. RBK group logistics india ltd 11. Varsha international packer & movers 12. Balaji cargo 13. htc logistic 14. Jupiter clearing & forwarding 15. Krystal shipping line 16. Mahakali logistics 17. omx international packers movers 18. Sai freight movers 19. Satkar logistics 20. Singh minerals supply company 21. Union transport co. 22. VDN international 23. India incorporates 24. Searates 25. JSB cargo movers 26. Balaji cargo packers & movers
27. TRP Logistics Pvt Ltd
Origin of containers: It origins in the late 1780s or earlier, the global standardization of containers and container handling equipment was one of the important innovations in 20th century logistics. By the 1830s, railroads on several continents were carrying containers that could be transferred to trucks or ships, but these containers were invariably small by today's standards. Originally used for shipping coal on and off barges, 'loose boxes' were used to containerize coal from the late 1780s, on places like the Bridgewater Canal. By the 1840s, iron boxes were in use as well as wooden ones. The early 1900s saw the adoption of closed container boxes designed for movement between road and rail. In the United Kingdom, several railway companies were using similar containers by the beginning of the 20th century and in the 1920s the Railway Clearing House standardized the RCH container. Five- or ten-foot-long, wooden and non-stackable, these early standard containers were a great success but the standard remained UK-specific. From 1926 to 1947, in the US, the Chicago North Shore and Milwaukee Railway carried motor carrier vehicles and shippers' vehicles loaded on flatcars between Milwaukee, Wisconsin and Chicago, Illinois. Beginning in 1929, Seatrain Lines carried railroad boxcars on its sea vessels to transport goods between New York and Cuba.[citation needed] In the mid-1930s, the Chicago Great Western Railway and then the New Haven Railroad began "piggy-back" service (transporting highway freight trailers on flatcars) limited to their own railroads. By 1953, the
CB&Q, the Chicago and Eastern Illinois and the Southern Pacific railroads had joined the innovation. Most cars were surplus flatcars equipped with new decks. By 1955, an additional 25 railroads had begun some form of piggy-back trailer service. In 1955, businessman (and former trucking company owner) Malcolm McLean worked with engineer Keith Tantlinger to develop the modern intermodal container. The challenge was to design a shipping container and devise a method of loading and locking them onto ships. The result was a 8 feet (2.4 m) tall by 8 ft (2.4 m) wide box in 10 ft (3.0 m) long units constructed from 25 mm (0.98 in) thick corrugated steel. The design incorporated a twist-lock mechanism atop each of the four corners, allowing the container to be easily secured and lifted using cranes. Helping McLean make the successful design, Tantlinger convinced McLean to give the patented designs to the industry; this began international standardization of shipping containers. Toward the end of World War II, the United States Army used specialized containers to speed the loading and unloading of transport ships. The army used the term "transporters" to identify the containers, for shipping household goods of officers in the field. A "transporter" was a reusable container, 8.5 feet (2.6 m) long, 6.25 feet (1.91 m) wide, and 6.83 feet (2.08 m) high, made of rigid steel with a carrying capacity of 9,000 pounds. During the Korean War the transporter was evaluated for handling sensitive military equipment, and proving effective, was approved for broader use. Theft of material and damage to wooden crates, in addition to handling time, by stevedores at the Port of Pusan, convinced the army that steel containers were needed. In 1952 the army began using the term CONEX, short for "Container Express". The first major shipment of CONEXes (containing engineering supplies and spare parts) were shipped by rail from the Columbus General Depot in Georgia to the Port of San Francisco, then by ship to Yokohama, Japan, and then to Korea, in late 1952. Shipment times were cut almost in half. By the Vietnam War the majority of supplies and materials were shipped with the CONEX. After the U.S. Department of Defense standardized an 8'×8' cross section container in multiples of 10' lengths for military use, it was rapidly adopted for shipping purposes. These standards were adopted in the United Kingdom for containers and largely displaced wooden containers in the 1950s. The railways of the USSR had their own small containers.
Containerization in India: Containerization was introduced for the first time in Indian domestic market way back in 1966 by the Indian railways to provide door to door service to their customers and attract cargo from roadways. They used containers with a 5 ton payload. However the International Marine Container failed to become popular right up to the late 1980s which in turn affected international trade growth. Hence the necessary infrastructure required for multi modal
transport was never created till it was almost too late. It was only in 1987 that the Government of India realized the importance of containerization and started constructing a satellite port at Bombay which commenced operations in 1988 and was christened The Jawaharlal Nehru Port (JNP) after the first Prime Minister of India. Subsequently a Corporation was created by the Indian railways for inland haulage of containers by rail called CONCOR which constructed the first ICD at Tughlakabad in New Delhi.
India acquired its first cellular ship in 1948 with a capacity of 400 TEUs. The first container was handled at Cochin in 1979 carried by a vessel owned by American President Lines which also commenced a scheduled service from Bombay followed by several other foreign companies. The shippers and consignees also responded positively to this new development and forced the government to make heavy investments in the infrastructure for growth of containerization in India.
Container Traffic ± Global Scenario: List of the world's busiest container seaports, total mass of actual TEU (in thousands) transported through the port. This list contains the Top 10 in container handling.
Source: www.wikipedia.org
The above table shows strong growth in the Chinese ports, reflecting not only the actual growth in exports from China. While the numbers indicate a strong growth trend, substantial caution should be taken in interpreting these numbers. There are several reasons for this. First, container traffic is generally measured as the number of containers handled in ports, rather than shipped end-to-end. This implies that in case of a direct shipment, the container is already
counted twice: once at the port of export and once at the port of import. Since networks develop further towards a hub-and- spoke system that is similar to the global passenger airline industry, every individual container tends to be handled several times within a single container terminal, for instance when it is transshipped from a feeder vessel onto a large long-distance ocean liner vessel. This means the container is counted twice more in port statistics. Container Traffic in India: Container traffic could grow only by 2 per cent, from 6.710 million teu in 2007-08 to 6.846 million teu in 2008-09. In terms of tonnage, growth was an even slower 0.9 per cent. JNP, India's premier container port, in fact, suffered a 3 per cent decline, with container volumes dropping to 3,953 million teu in 2008-09 from 4.060 million teu. The west coast port had enjoyed double-digit growth in container trade in the first half of 2008-09. Five of the 12 major ports had to contend with a decline in traffic. Mumbai was the worst affected, sustaining a fall of 9.1 per cent, followed by Kolkata (including Haldia dock complex) with 5.7 per cent and Kochi with 3.7 per cent. Visakhapatnam and Ennore ports also handled lower cargo in 2008-09. Mormugao Port Trust was the fastest growing port in 2008-09, clocking a volume growth of 18.6 per cent. Traffic breached the 40-million tonne mark, reaching 41.681 million tonnes in 2008-09 from 35.128 million tonnes in 2007-08. Exports of iron ore drove the surge in traffic. The west coast port exported 33.81 million tonnes of iron ore in 2008-09, which accounted for over 80 per cent of the total cargo handled. Crude oil imports led to higher volumes at Kandla Port. The Gujarat-based port enjoyed a 11.2 per cent growth with traffic reaching 72.225 million tonnes in 2008-09, also making it India's busiest port during the year. Over the past three-four years, Kandla has been wresting this distinction from erstwhile leader Visakhapatnam Port Trust in Andhra Pradesh. Paradip Port in Orissa also benefited from Indian Oil's single point mooring facility that was commissioned in early 2009. With this, Paradip Port began handling of crude oil for the very first time in its history. In 2008-09, the east coast port handled 46.412 million tonnes of cargo, up 9.4 per cent from 42.438 million tonnes in the previous year. This growth in traffic also resulted in these three ports cornering a higher share in all-India major traffic
Source: http://www.projectsmonitor.com
Top 20 Container companies- Global: Overview of the largest container liner companies in the world. Substantial consolidation has taken place in this industry over the past five years. Currently, the top-10 companies together have more than 50% market share. Consolidation thus moves much faster than in other logistics industries
Details: A.P. Moller - Maersk Group: The A.P. Moller - Maersk Group (Danish: 'A.P. Møller - Mærsk Gruppen') is a Danish business conglomerate more commonly known simply as Maersk. Maersk has activities in a variety of business sectors, primarily within the transportation and energy sectors. It is the largest container ship operator and supply vessel operator in the world. A.P. Moller - Maersk is based in Copenhagen, Denmark, with subsidiaries and offices in more than 135 countries worldwide and around 120,000 employees. It ranked 106 on the Fortune Global 500 list for 2009, up from 131 in 2008.
Maersk Line: The largest operating unit in A.P. Moller - Maersk by revenue and staff (around 22,000 employees) is Maersk Line. Involved in global liner shipping services, Maersk Line operates over 550 vessels and has a capacity of 2.1 million TEU (Twenty-foot Equivalent Units). It is currently the largest container shipping company in the world. Maersk Line took delivery of 26 owned vessel in 2008.[5] In 2006, the largest container ship in the world to date, the PS-class vessel Emma Maersk, was delivered to Maersk Line from Odense Steel Shipyard.
Mediterranean Shipping Company: Mediterranean Shipping Company S.A. (MSC) is currently the second-largest container shipping line in the world. The line operates 414 vessels and has a capacity of 1,638,962 Twenty-foot equivalent units (TEU). Services are operated to all major ports of the world. The company is based in Geneva, Switzerland
CMA-CGM: CMA CGM S.A. is a French container transportation and shipping company, headed by Jacques Saadé. It is the third largest container company in the world, using 200 shipping routes between 400 ports in 150 different countries. Its headquarters are in Marseille, and its North American headquarters are in Norfolk, Virginia, USA.
APL: American President Lines Ltd. (now simply referred to as APL) is the world's fifth-largest container transportation and shipping company, providing services to more than 140 countries through a network combining intermodal freight transport operations with IT and e-commerce. It is a wholly owned subsidiary of Neptune Orient Lines (NOL), based in Singapore, a global transportation and Logistics Company engaged in shipping and related businesses. APL has offices in almost 100 countries worldwide APL and its predecessors once were engaged in passenger service serving the Asia-Pacific route, along with others. However, these ceased in 1973. Liners included the SS President Cleveland and the SS President Wilson. In 1938 the U.S. Government took over the management of the Dollar Steamship Co. which was in financial difficulties and transferred their assets to the newly formed American President Line. The company operated trans-Pacific and round-the-world services, but the war in Europe disrupted services and after the entry of the United States into the war, all the company's ships were taken over for war duties under the War Shipping Administration. Evergreen Marine Corporation: Evergreen Marine Corporation, headquartered in Luzhu, Taoyuan County, Taiwan in the Republic of China, is a containerized-freight shipping company, mainly serving the east coast of Asia and the west coast of North America, with over 150 container ships. It is part of the Evergreen Group conglomerate of transportation firms and associated companies. Evergreen calls on 240 ports worldwide in about 80 countries, and is the fourth largest company of its type, ranked behind Maersk, Mediterranean and CMA CGM (in order). The company's activities include: shipping, construction of containers and ships, management of ports, and engineering and real estate development. Subsidiaries and divisions include Uniglory Marine Corp. (Taiwan), Evergreen UK Ltd. (UK), and shipping company Italia Marittima S.p.A. (Italy). In 2007, Hatsu, Italia Maritima, and Evergreen were merged into the single "Evergreen Line." The majority of Evergreen's shipping containers are painted green with the word "Evergreen" placed on the sides in white letters. Uniglory containers are similarly painted and marked, but those containers are bright orange. Evergreen's refrigerated "reefer" containers have a reverse color scheme (white containers with green lettering). Evergreen Marine (including Uniglory, Lloyd Triestino & Hatsu) operated 153 container ships with 439,538 Twenty-foot equivalent units (TEU) on 1 May 2005. In total, Evergreen Marine operated 178 container ships in 2008.
Hapag-Lloyd: Hapag-Lloyd is a German transportation company comprising a cargo container shipping line, Hapag-Lloyd Container Line, and a cruise line, Hapag-Lloyd Cruises. It was formed in 1970 as a merger of two 19th century companies, Hapag, which dated from 1847, and Norddeutscher Lloyd (NDL) or North German Lloyd (NGL), which was formed in 1856. Hapag-Lloyd was acquired in 1998 by TUI AG (Hanover) and became its fully-owned subsidiary in 2002. In 2009, TUI sold a majority stake to a group of private investors.
COSCO: China Ocean Shipping (Group) Company, known as COSCO or COSCO Group, is one of the largest liner shipping companies worldwide. It is a government owned company of the People's Republic of China. Its headquarters is in Ocean Plaza in Xicheng District, Beijing. According to the company, it owns over 130 vessels (with a capacity of 320,000 Twenty-foot equivalent units (TEU)) and calls on over 100 ports worldwide. It ranks sixth largest in number of container ships and ninth largest in aggregate container volume in the world. The Group contains 6 listed companies and has more than 300 subsidiaries locally and abroad, providing services in freight forwarding, ship building, ship repair, terminal operation, container manufacturing, trade, financing, real estate, and IT. The Group owns and operates a fleet of around 550 vessels, with total carrying capacity of up to 30 million metric tons deadweight (DWT). They are the largest dry bulk carrier in China and one of the largest dry bulk shipping operators worldwide. In addition, the Group is the largest liner carrier in China.
CSAV: CSAV is a Chilean shipping company that is currently the largest company of its type in Latin America and is one of the oldest shipping companies, having being founded in 1872 CSAV began with only coastal services being offered but had a rapid expansion from the west coast of South America to the Panama Canal when this was opened to regular traffic and soon its business expanded furher to offer shipping to the rest of the world.
Hanjin Shipping Co., Ltd: Hanjin Shipping Co., Ltd. is a global shipping company based in South Korea. It is a subsidiary of the Hanjin Group. Hanjin Shipping's subsidiaries include Hanjin Logistics, Keoyang Shipping, Senator Lines, and CyberLogitec. Hanjin Shipping transports over 100 million tons of cargo annually. Its fleet consists of approximately 200 ships, many of which operate off the West Coast of the United States. China Shipping Container Lines: China Shipping Container Lines (CSCL), a division of China Shipping Group (China Shipping), is a containerized marine shipping company, based in Shanghai, China. CSCL, established in 1997, provides fully containerized marine and intermodal freight transport, storage, and electronic data interchange services worldwide. The company has grown rapidly: it is now the eighth largest container shipping company having recently acquired a minority interest in Asia Pacific Marine Container Lines of Canada. With a modern fleet that comprises 123 vessels, and a total operating capacity of 290,460 Twenty-foot equivalent units (TEU). The company calls on ports all over the world and more than 30 ports from South China to North China in its domestic coastal business. It also operates container yards and trucks, international cargo agencies and terminal facilities in many countries. North America freight services include refrigerated cargo carriage in the line's own reefer container fleet, as well as other specialized cargo container services.
Bibliography:
1. 2. 3. 4. 5. http://www.hotfrog.in/Products/Container-Transportation http://www.projectsmonitor.com/PORT/major-port-traffic-grows-by-only-2 http://www.apl.com/ http://www.maerskline.com/appmanager/ http:www.hapag-lloyd.com
2. Aluminum sheet in conjunction with stiffening profiles Characteristics: low tare weight high material costs easily deformed, very quickly dented
3. Plywood with glass fiber-reinforced plastic coating (plywood + GRP) Characteristics: easy to clean owing to smooth surfaces easy to repair strong and resilient, does not dent moderate material costs moderate tare weight
The cost advantages have led to the predominant use of steel for container walls. The floor is generally made of wood, usually planking or plywood. Although wood is relatively expensive, it has substantial advantages over other materials: it is strong and resilient, does not dent, may be easily replaced during repairs and, when appropriately finished, has an adequate coefficient of friction, which is important for cargo securing.
Dimensions/weights:
The following are some of the most important details relating to standard container types. Standard container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 24000 Weights Tare weight [kg] 2250 2250 Max. payload [kg] 28230 21750
Length Width Height Width Height [mm] 5895 5895 [mm] 2350 2350 [mm] 2392 2385 [mm] 2340 2338 [mm] 2292 2292
Volume [m³] 33.2 33.2
Standard container of steel: 40' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 Weights Tare weight [kg] 3780 Max. payload [kg] 26700
Length Width Height Width Height [mm] 12029 [mm] 2350 [mm] 2392 [mm] 2340 [mm] 2292
Volume [m³] 67.7
2. Bulk Containers Bulk (or bulk cargo) containers have three loading hatches in the roof, each of a diameter of approx. 455 mm (1 3/4'). The distance between the hatches (center to center) is 1.83 m (6'). On the door side, there are two discharge hatches, which are sometimes equipped with short discharge tubes for guiding the bulk cargo. Alternatively, two unloading hatches may be mounted in the doorways, for emptying the containers. Such containers may also be used for general cargo. Lashing rings are mounted in the top side rails for securing the cargo. Some bulk containers are equipped with forklift pockets, which allow handling by forklift trucks.
Dimensions/weights The following are some of the most important details relating to bulk containers. Internal dimensions Door openings Max. gross wt. [kg] 24000 24000 Weights Tare wt. [kg] 2450 2370 Max. payload [kg] 21550 21630
Length [mm] 5934 5931
Width [mm] 2358 2358
Height [mm] 2340 2326
Width [mm] 2335 2335
Height [mm] 2292 2292
Volume [m³] 32.9 32.9
3. Flatrack Containers Flatracks consist of a floor structure with a high loading capacity composed of a steel frame and a softwood floor and two end walls, which may either be fixed or collapsible. The end walls are stable enough to allow cargo securing means to be attached and several flatracks to be stacked on top of one another. Flatracks are available in 20' and 40' sizes. A number of lashing rings, to which the cargo may be secured, are installed in the side rails, the corner posts and the floor. The lashing rings may take loads of up to 2000 kg in the case of 20' flatracks or up to 4000 kg in the case of 40' flatracks. Some types of 20' flatracks have forklift pockets. 40' flatracks have gooseneck tunnels at each end. In addition, they are sometimes equipped with lashing winches with 2 metric ton lashing belts. For transport of certain cargoes, flatracks may be provided with stanchions.
Dimensions/weights:
The following are some of the most important details relating to flatracks. Flatrack: steel frame with fixed end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 5980 5962 Length between corner posts [mm] 5698 5672 Floor width [mm] 2230 2242 Width between stanchions [mm] 2245 2242 Height of Height floor [mm] 2255 2261 [mm] 336 330 Max. gross wt. [kg] 24000 30000 Weights Tare weight [kg] 2500 2200 Max. payload [kg] 21500 27800
Flatrack: steel frame with collapsible end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 5950 Length between corner posts [mm] 5675 Floor width [mm] 2428 Width between stanchions [mm] 2213 Height of Height floor [mm] 2270 [mm] 316 Max. gross wt. [kg] 33000 Weights Tare weight [kg] 2600 Max. payload [kg] 30150
Flatrack/Platform: steel frame with flushfolding end walls and softwood floor, 20' long and 8'6" high Internal dimensions Floor length [mm] 6038 6038 Length between corner posts [mm] 5638 5612 Floor width [mm] 2208 2210 Width between stanchions [mm] 2438 2438 Height of Height floor [mm] 2235 2213 [mm] 370 370 Max. gross wt. [kg] 30480 34000 Weights Tare weight [kg] 2520 2740 Max. payload [kg] 27960 31260
Flatrack: steel frame with fixed end walls and softwood floor, 40' long and 8'6" high Internal dimensions Floor length [mm] 12010 12086 12010 Length between corner posts [mm] 11832 11826 11826 Floor width [mm] 2228 2224 2244 Width between stanchions [mm] 2228 2224 2204 Height of Height floor [mm] 1981 1981 1981 [mm] 610 610 610 Max. gross wt. [kg] 45000 45000 45000 Weights Tare weight [kg] 4200 4200 4200 Max. payload [kg] 40800 40800 40800
High-cube flatrack: steel frame with collapsible flushfolding end walls, 40' long and 9'6" high; can be converted to a platform Internal dimensions Floor length [mm] 12060 12060 Length between corner posts [mm] 11660 11660 Floor width [mm] 2365 2365 Width between stanchions [mm] 2200 2200 Weights Height of Maximum Tare Height floor weight weight [mm] 2245 2245 [mm] 648 648 [kg] 45000 45000 [kg] 5700 5950 Max. payload [kg] 39300 39050
The maximum payload may be used only if the load is distributed evenly over the floor structure. However, if the weight of the cargo is applied to only a small proportion of the floor, it must be distributed and the manufacturer of the flatracks may have to be consulted on safety issues.
4. Hard Top Containers: The walls of hard-top containers are generally made of corrugated steel. The floor is made of wood. It has two typical distinguishing structural features. On the one hand, it is equipped with a removable steel roof. In some types, this roof has points for accommodating forklift trucks, allowing the roof to be lifted by forklift truck. The roof weighs approx. 450 kg. In addition, the door header may be swiveled out. These two structural features greatly simplify the process of packing and unpacking the container. In particular, it is very easy to pack and unpack the container from above or through the doors by crane or crab when the roof is open and the door header is swiveled out. In the case of transport of an over height cargo, the container roof may be left open and fastened directly to a side wall on the inside of the container. To do this, the roof only needs approx. 13 cm (5 1/8") of space. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails, the corner posts and the middle of the side walls. The lashing rings on the side rails and corner posts may take loads of up to 2000 kg. The lashing rings in the middle of the side walls may take loads of up to 500 kg, provided that the roof is closed. Usual hard-top container dimensions are 20' and 40'.
Dimensions/weights
The following are some of the most important details relating to hard-top containers Hard-top container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 5886 5886 [mm] 2342 2342 [mm] 2388 2375 Height (side) [mm] 2313 2330 Door Max. width [mm] 2336 2336 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2700 2590 Max. payload Volume [kg] 27780 27890 [m³] 32.8 32.8
Hard-top container of steel: 40' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 12020 12020 ` [mm] 2342 2345 [mm] 2388 2380 Height (side) [mm] 2313 2300 Door Max. width [mm] 2336 2334 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 4700 4700 Max. payload Volume [kg] 25780 25780 [m³] 67.2 65.3
High-cube hard-top container of steel: 40' long and 9'6" high with corrugated walls and wooden floor Internal dimensions Height Length Width (middle) [mm] 12020 12020 [mm] 2342 2342 [mm] 2693 2693 Height (side) [mm] 2618 2618 Door Max. width [mm] 2336 2336 Max. gross wt. [kg] 30480 32500 Weights Tare weight [kg] 4900 5200 Max. payload Volume [kg] 25580 27300 [m³] 75.8 76.0
Dimensions of roof and door openings The meaning of the individual letters is clear from the following Figures:
20' hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2209 2209 2215 [mm] 2142 2142 2148 [mm] 2206 2206 2212
Length Width Width Width Width Height Height B [mm] 5590 5590 5590 C [mm] 2208 2208 2208 F [mm] 2336 2336 2336 G [mm] 1896 1896 1896 H [mm] 2208 2208 2208 I [mm] 2276 2292 2280 K [mm] 2220 2220 2231
40' hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2209 2209 2205 [mm] 2142 2142 2102 [mm] 2206 2206 1996
Length Width Width Width Width Height Height B [mm] 11724 11724 11724 C [mm] 2208 2208 2208 F [mm] 2336 2336 2334 G [mm] 1896 1896 1882 H [mm] 2208 2208 2208 I [mm] 2292 2276 2290 K [mm] 2220 2220 2125
40' high-cube hard-top container Roof openings Door openings Reduced widths when roof is carried inside Roof Door Internal opening opening width width width [mm] 2230 [mm] 2163 [mm] 2227
Length Width Width Width Width Height Height B [mm] 11724 C [mm] 2208 F [mm] 2336 G [mm] 1896 H [mm] 2208 I [mm] 2597 K [mm] 2525
Use Hard-top containers are used for all types general cargo (dry cargo). Their principal uses are as follows: heavy cargo tall cargo loading from above or through the doors by crane or crab
5. High-Cube Containers High-cube containers are similar in structure to standard containers, but taller. In contrast to standard containers, which have a maximum height of 2591 mm (8'6"), high-cube containers are 2896 mm, or 9'6", tall. High-cube containers are for the most part 40' long, but are sometimes made as 45' containers. A number of lashing rings, capable of bearing loads of at most 1000 kg, are mounted on the front top end rail and bottom cross member and the corner posts. Many 40' containers have a recess in the floor at the front end which serves to center the containers on so-called gooseneck chassis. These recesses allow the containers to lie lower and therefore to be of taller construction.
Dimensions/weights
The following are some of the most important details relating to high-cube container types. High-cube container of steel: 40' long and 9'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 Weights Tare weight [kg] 4020 Max. payload [kg] 26460
Length Width Height Width Height [mm] 12024 [mm] 2350 [mm] 2697 [mm] 2340 [mm] 2597
Volume [m³] 76.3
Use High-cube containers are used for all types general cargo (dry cargo). However, they are particularly suitable for transporting light, voluminous cargoes and overheight cargoes up to a maximum of 2.70 m tall.
6. Open-Top Containers The walls of open-top containers are generally made of corrugated steel. The floor is made of wood. It has the following typical distinguishing structural features. The roof consists of removable bows and a removable tarpaulin. The door header may be swivelled out. These two structural features greatly simplify the process of packing and unpacking the container. In particular, it is very easy to pack and unpack the container from above or through the doors by crane or crab when the roof is open and the door header is swivelled out. It should be noted, however, that the purpose of the roof bows of an open-top container is not solely to support the tarpaulin but also to contribute to container stability. Flatracks are therefore more suitable for overheight cargoes. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails and the corner posts. The lashing rings may take loads of up to 1,000 kg. Usual open-top container dimensions are 20' and 40'.
Dimensions/weights
The following are some of the most important details relating to open-top container types. Open-top container of steel: 20' long and 8'6" high with corrugated walls, removable tarpaulin and wooden floor Internal dimensions Length Width [mm] 5888 5897 [mm] 2345 2350 Height (middle) [mm] 2365 2377 Height (side) [mm] 2315 2347 Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2250 2350 Max. payload [kg] 28230 28130 Volume [m³] 32.0 32.5
Open-top container of steel: 40' long and 8'6" high with corrugated walls, removable tarpaulin and wooden floor Internal dimensions Length Width [mm] 12029 12022 12030 [mm] 2342 2345 2350 Height (middle) [mm] 2376 2365 2377 Height (side) [mm] 2326 2315 2347 Max. gross wt. [kg] 30480 30480 30480 Weights Tare weight [kg] 3810 3740 3850 Max. payload [kg] 26670 26740 26630 Volume [m³] 65.5 65.3 66.4
Dimensions of roof and door openings The meaning of the individual letters is clear from the following Figures:
Figure 3
Figure 4
20' open-top container Roof openings Door openings
Length Length Width Width Width Width Width Width Height Height A [mm] 5415 5439 B [mm] 5360 5338 C [mm] 2205 2230 D [mm] E [mm] 1880 F [mm] 2335 G [mm] 1880 1902 H [mm] 2205 2230 I [mm] 2280 2280 K [mm] 2125 2231
19902 2338
40' open-top container Roof openings Door openings
Length Length Width Width Width Width Width Width Height Height A [mm] 11544 11550 11573 Use Open-top containers are used for all types of general cargo (dry cargo). Their principal uses are as follows: packing and unpacking from above or through the doors by crane or crab tall cargo B [mm] 11444 11515 11472 C [mm] 2230 2205 2210 D [mm] E [mm] 1885 1880 1902 F [mm] 2336 2335 2338 G [mm] 1885 1880 1902 H [mm] 2230 2205 2210 I [mm] 2280 2280 2292 K [mm] 2146 2125 2131
7. Platforms Platforms consist solely of a floor structure with extremely high loading capacity; they have no side or end walls. This high loading capacity makes it possible to concentrate heavy weights on small areas. A platform consists of a steel frame and a wooden floor structure. Platforms are available in 20' and 40' sizes. 40' platforms have a gooseneck tunnel at each end. Lashing rings, to which the cargo may be secured, are installed in the side rails. The lashing rings may take loads of up to 3.000 kg.
Dimensions/weights The following are some of the most important details relating to 20' and 40' platforms. Platform: steel frame with softwood floor, 20' long and 1' 1 1/4" high Dimensions Length Width [mm] 6058 6058 [mm] 2438 2438 Floor height [mm] 370 370 Max. gross wt. [kg] 30480 34000 Weights Tare weight [kg] 2520 2740 Max. payload [kg] 27960 31260
Platform: steel frame with softwood floor, 40' long and 2' high Dimensions Length Width [mm] 12192 Use: Platforms are used principally for oversized and very heavy cargoes. [mm] 2245 Floor height [mm] 648 Max. gross wt. [kg] 45000 Weights Tare weight [kg] 5700 Max. payload [kg] 39300
8. Refrigerated and Insulated Containers Description Refrigerated and insulated containers are mainly available as 20' and 40' containers. A distinction may be drawn between two different systems: 1. Integral Unit (Integral Reefer Container, Integrated Unit): This type of refrigerated container has an integral refrigeration unit for controlling the temperature inside the container. The refrigeration unit is arranged in such a way that the
external dimensions of the container meet ISO standards and thus fit into the container ship cell guides, for example. The presence of an integral refrigeration unit entails a loss of internal volume and payload. When being transported by ship, integral units have to be connected to the on-board power supply system. The number of refrigerated containers which may be connected depends on the capacity of the ship's power supply system. If the aforesaid capacity is too low for the refrigerated containers to be transported, "power packs" may be used, which are equipped with relatively large diesel generators and satisfy ISO requirements with regard to the dimensions of a 20' container. When at the terminal, the containers are connected to the terminal's power supply system. For transport by road and rail, most integral unit refrigeration units are operated by a generator set (genset). This may either be a component of the refrigeration unit or connected to the refrigeration unit. Air flows through the container from bottom to top. In general, the "warm" air is drawn off from the inside of the container, cooled in the refrigeration unit and then blown back in the container as cold air. To ensure adequate circulation of the cold air, the floor is provided with gratings. Pallets form an additional space between container floor and cargo, so also forming a satisfactory air flow channel. In addition, the side walls of the container are "corrugated", which ensures satisfactory air flow there too. In the upper area of the container, adequate space (at least 12 cm) must likewise be provided for air flow. For this purpose, during packing of the container adequate free space must be left above the cargo. The maximum load height is marked on the side walls. To ensure vertical air flow from bottom to top, packaging must also be appropriately designed and the cargo must be sensibly stowed. In addition to temperature regulation, integral units also allow a controlled fresh air exchange, for example for the removal of metabolic products such as CO2 and ethylene in the case of the transport of fruits. In the refrigeration units, both the supply and return air temperatures are measured and, depending on the operating mode, one of these values is used to control the cold air. Temperature measurement may be performed in various ways. The Part low recorder generally records return air temperature, since this provides an indication of the state or temperature of the cargo. Data loggers are increasingly used which detect temperature digitally and indicate it on a display. Once transferred to a PC, the data may then be evaluated. The temperature display is attached to the outside of the refrigeration unit, so that operation of the unit may be checked at any time. Digital or analog recorders may also be positioned directly in the cargo, so as to measure temperatures inside the container. The recorder should be accommodated in such a way that it records the temperatures at risk points in the container (inside the packaging, top layer at door end).
Integral units may be stowed both above and below deck on a ship. Above deck stowage has the advantage that the heat from return air may be more readily dissipated. However, the containers are often exposed to strong solar radiation, leading to increased refrigeration capacity requirements. 2. Porthole containers: This type of container is often referred to not as a refrigerated container but as an insulated container, as it has no integral refrigeration unit. The lack of a refrigeration unit allows such containers to have a larger internal volume and payload than integral units. On board, the inside of the container is supplied with cold air via the ship's central cooling plant. The air flows through the container in the same way as in integral units. Cold air is blown in at the bottom and the "warm" air is removed at the top.
Portholes (sealable openings) at the end of a porthole container. Off the ship, the temperature is controlled by a terminal refrigeration system or "clip-on units". After completion of transport, the "clip-on units" may be returned using special frameworks, dimensions of which match those of a 20' container. On the opposite end wall from the door, the containers are provided with openings for supply and return air. In general, supply air is blown into the lower opening, distributed by means of the gratings in the container floor, conveyed upwards through the cargo and discharged via the return air opening. This type of container also requires adequate air flow. For this purpose, appropriate air ducts must be provided in the floor and the ceiling and the cargo must be sensibly packaged and stowed. Porthole containers do not have an integral temperature display. Either such a display is installed in the terminal refrigeration systems or the "clip-on units" or the temperature values may be obtained from the ship's central cooling plant. If the porthole-containers are provided with "clip-on units" when ashore, they no longer fulfill ISO requirements with regard to dimensions.
3. General: The doors constitute a weak point in both integral units and porthole containers. Wear to rubber door gaskets or improper handling may result in the doors no longer closing correctly, so that they are no longer sealed against rainwater and the like. During transport of chilled goods and frozen goods, water ingress may lead to cargo spoilage or to ice formation in the door area. In addition, refrigeration capacity has to be increased to compensate for losses due to cold air leakage. In the case of frozen cargo and cargo containing non-respiring goods (goods other than fruit and vegetables), the goods are usually packed using the block storage method. The cold air only flows around the goods and does not circulate between the boxes. Here it is important for the cargo to be pre-chilled to the required temperature before it is loaded into the container. If a load which is too warm is loaded into a refrigerated container, the heat is passed to the air and the cooling effect of the refrigeration unit is not passed to the cargo. If the air cannot pass the available cooling capacity to the cargo, it is cooled rapidly by the high cooling capacity of the refrigeration unit, and the actual cargo requires a considerably longer period for refrigeration. Dimensions/weights
The following are some of the most important details relating to refrigerated container types.
Insulated container: 20' long and 8' high, with steel frame, walls of sandwich construction Internal dimensions Length [mm] 5724 5770 5770 Width [mm] 2286 2260 2260 Max. load height [mm] 2014 2110 2110 Door openings Width [mm] 2286 2260 2260 Height [mm] 2067 2090 2090 Gross [kg] 24000 24000 27000 Weights Tare [kg] 2550 2900 2900 Net [kg] 21450 21100 24100 Volume [m³] 26,4 27,5 27,5
Insulated container: 40' long and 8'6" high, with steel frame, walls of sandwich construction Internal dimensions Length [mm] 11840 11810 Width [mm] 2286 2286 Max. load height [mm] 2120 2210 Door openings Width [mm] 2286 2286 Height [mm] 2195 2300 Gross [kg] 30480 30480 Weights Tare [kg] 3850 3650 Net [kg] 26630 26830 Volume [m³] 60,6 59,8
Integral Unit: 20' long and 8'6" high, with steel frame, walls of sandwich construction Internal dimensions Door openings Weights Footnote Net [kg] Volume [m³] 28,3 28,4 28,3 29,9 29,9 28,7
1 2 2 2 2 2
Max. load height Length Width Height Width Height Gross Tare [mm] 5479 5459 5448 5534 5529 5535
1 2
[mm] [mm] 2286 2295 2290 2316 2316 2284 2257 2268 2264 2331 2331 2270
[mm] 2157 2168 2164 2231 2290 2224
[mm] 2286 2291 2286 2316 2316 2290
[mm] 2220 2259 2260 2290 2290 2264
[kg]
[kg]
30480 3160 27320 30480 3050 27430 30480 3060 27420 30480 3030 27450 30480 2960 27520 30480 2942 27538
) ) ) ) ) )
) Not suitable for transporting foodstuffs ) Suitable for clip-on generators
Integral Unit: 40' long and 8'6" high, with steel frame, walls of sandwich construction, not suitable for transporting foodstuffs Internal dimensions Length [mm] 11563 Width Height [mm] 2294 [mm] 2261 Max. load height [mm] 2161 Door openings Width [mm] 2288 Height [mm] 2188 Gross [kg] 34000 Weights Tare [kg] 4600 Net [kg] 29400 Volume [m³] 60,0
Integral Unit: 40' long and 9'6" high, with steel frame, walls of sandwich construction Internal dimensions Door openings Weights Net [kg] Volume [m³] 66,5 68,0 66,4 66,2 67,0 67,0 67,0 67,8 67,0 66,8 67,0 67,0 67,7 66,8 66,8 66,7
Length Width Height Max. load height Width Height Gross Tare [mm] 11643 11575 11568 11580 11580 11580 11580 11578 11585 11577 11577 11583 11595 11578 11578 11578 [mm] [mm] 2288 2294 2290 2288 2290 2286 2286 2295 2290 2286 2286 2286 2296 2280 2280 2296 2498 2560 2509 2498 2513 2528 2515 2550 2525 2525 2532 2532 2542 2525 2525 2542 [mm] 2378 2440 2389 2378 2393 2408 2395 2425 2405 2400 2407 2412 2402 2400 2400 2402 [mm] 2288 2286 2290 2288 2290 2286 2286 2290 2290 2286 2294 2294 2294 2276 2276 2294 [mm] 2517 2570 2473 2517 2522 2545 2535 2560 2490 2490 2550 2550 2550 2471 2471 2550 [kg] [kg]
30480 4180 26300 32500 4300 28200 32480 4240 28240 30480 4180 26300 30480 4180 26300 30480 4000 26480 30480 4150 26330 30480 4640 25840 34000 4190 29810 34000 4110 28890 34000 4190 29810 34000 4120 29880 34000 4190 29810 34000 4150 29850 34000 4240 29760 34000 4300 29700
Use Refrigerated containers are used for goods which need to be transported at a constant temperature above or below freezing point. These goods are divided into chilled goods and frozen goods, depending on the specified transport temperature. They principally include fruit, vegetables, meat and dairy products, such as butter and cheese. High-cube integral units are used in particular for voluminous and light goods (e.g. fruit, flowers).
Nowadays, goods requiring refrigeration are mostly transported in integral units, which have a markedly higher market share than porthole containers. Chilled meat is sometimes also transported hanging, for which purpose the ceilings of refrigerated containers are equipped with special hook rails. Special controlled atmosphere refrigerated containers are available for transporting fruit and vegetables which may be stored for a longer period in a controlled or modified atmosphere. The atmosphere is usually established by flushing the container with nitrogen and CO2. During transport, the atmosphere is regulated by nitrogen flushing or CO2 and ethylene scrubbers. Controlled atmosphere containers must be as gastight as possible to prevent ambient air (oxygen) from penetrating. A number of manufacturers supply the refrigerated container market with controlled atmosphere systems which may be installed in integral refrigerated containers. Controlled atmosphere systems for porthole containers are also available. In recent years, the large refrigeration unit manufacturers have acquired an increasing share of the market for standalone controlled atmosphere containers. 9. Tank Containers Description Tank containers must be at least 80% full, to prevent dangerous surging of the liquids in transit. On the other hand, they must not as a rule be over 95% full, or there will not be sufficient space for thermal expansion. The extent of thermal expansion may be calculated for each cargo on the basis of the following formula: V = Va · · T Ve = Va (1 + · T)
V : change in volume Va : volume at initial temperature a Ve : final volume at temperature e : coefficient of cubic (thermal) expansion T : temperature difference in degrees kelvin
Tank containers intended for transporting foodstuffs must be labeled "Potable Liquids only".
Some hazardous materials must be transported in tank containers with no in- or outlet openings below the surface of the liquid. Tank containers are generally designed for an operating pressure of up to 3 bar (above atmospheric). The test pressure used is 4.5 bar (above atmospheric). If the cargo requires temperature-controlled transport, tank containers can be equipped with insulation or heating. The temperature of the cargo may be precisely controlled using temperature sensors. Use Tank containers are used for liquid cargoes, such as: Foodstuffs: fruit juices, spirits, sweet oils Chemicals: hazardous materials, such as fuels, toxic substances, corrosion protection agents
Dimensions/weights
The following are some of the most important details relating to tank containers.
20' tank container External dimensions Length External dimension to ISO [mm] 6058 6058 Width External dimension to ISO [mm] 2438 2438 Height External dimension to ISO [mm] 2438 2591 Weights
Max. gross wt. [kg] 30480 30480
Tare weight [kg] 4190 4190
Max. payload [kg] 26290 26290
10. Ventilated Containers Description Ventilated containers are also known as passive (naturally) ventilated or coffee containers. Ventilation is provided by ventilation openings in the top and bottom side rails. The openings do not let in spray, to prevent depreciation of the cargo by rain or spray, for example. If actively ventilated containers are required, i.e. containers with adjustable ventilation, "porthole" containers may be used, which simultaneously act as insulated or refrigerated containers. Lashing rings, to which the cargo may be secured, are installed in the upper and lower side rails and the corner posts. The lashing rings may take loads of up to 1,000 kg. The common size for ventilated containers is 20'.
Dimensions/weights The following are some of the most important details relating to ventilated containers. Ventilated container of steel: 20' long and 8'6" high with corrugated walls and wooden floor Internal dimensions Door openings Max. gross wt. [kg] 30480 30480 Weights Tare weight [kg] 2400 2490 Max. payload [kg] 28080 27990
Length Width Height Width Height [mm] 5888 5895 [mm] 2325 2321 [mm] 2392 2392 [mm] 2334 2340 [mm] 2290 2292
Volume [m³] 33.0 33.0
Use Ventilated containers are used especially for cargoes which have to be ventilated in transit. One of the most significant of such commodities is green coffee beans, hence the name coffee container.
Benefits of containerization: 1. The most important aspect of the containerization is the suitability for door to door service i.e. a shipment can be made complete in all the respects from shipper¶s premises in one country to the consignee¶s premises in another country. 2. Trade in general and exports and imports in particular have benefited by containerization. 3. Marine risks by way of weather damage, thefts etc are reduced due to cargo being transported in containers. It results in lowering of insurance premium. 4. Earlier when general cargo was transported in non unitized form, weather proof and sturdy packaging was a necessity. But in container transport this need has been eliminated and package size has been reduced to optimize container space usage. 5. Transportation of cargo in earlier era by general cargo vessels necessitated warehousing at ports of loading and discharge for storage, sorting, packing, inspection etc. Containerization has dispensed with such processes leading to cost savings. 6. Container carriers sail at high speeds and maintain strict schedules. This allows the exporters and importers to do forward planning and maintain lower inventory. 7. Containerization leads to better service to customers in the form of quicker delivery, assured transit times and less damage to cargoes in transit because container carriers are high speed vessels which spend less time in ports due to improved efficiency of port handling equipment.
List of Indian Companies involved in Container Transportation:
1. 2. 3. 4. 5. 6. 7. 8. 9.
Apl India private limited Arctic logistics India pvt. Ltd. Horizon services group Indigo maritime services Inland container depot Kfm india Ksh distriparks pvt. Ltd. Mikalen Milestone logistics & transport
10. RBK group logistics india ltd 11. Varsha international packer & movers 12. Balaji cargo 13. htc logistic 14. Jupiter clearing & forwarding 15. Krystal shipping line 16. Mahakali logistics 17. omx international packers movers 18. Sai freight movers 19. Satkar logistics 20. Singh minerals supply company 21. Union transport co. 22. VDN international 23. India incorporates 24. Searates 25. JSB cargo movers 26. Balaji cargo packers & movers
27. TRP Logistics Pvt Ltd
Origin of containers: It origins in the late 1780s or earlier, the global standardization of containers and container handling equipment was one of the important innovations in 20th century logistics. By the 1830s, railroads on several continents were carrying containers that could be transferred to trucks or ships, but these containers were invariably small by today's standards. Originally used for shipping coal on and off barges, 'loose boxes' were used to containerize coal from the late 1780s, on places like the Bridgewater Canal. By the 1840s, iron boxes were in use as well as wooden ones. The early 1900s saw the adoption of closed container boxes designed for movement between road and rail. In the United Kingdom, several railway companies were using similar containers by the beginning of the 20th century and in the 1920s the Railway Clearing House standardized the RCH container. Five- or ten-foot-long, wooden and non-stackable, these early standard containers were a great success but the standard remained UK-specific. From 1926 to 1947, in the US, the Chicago North Shore and Milwaukee Railway carried motor carrier vehicles and shippers' vehicles loaded on flatcars between Milwaukee, Wisconsin and Chicago, Illinois. Beginning in 1929, Seatrain Lines carried railroad boxcars on its sea vessels to transport goods between New York and Cuba.[citation needed] In the mid-1930s, the Chicago Great Western Railway and then the New Haven Railroad began "piggy-back" service (transporting highway freight trailers on flatcars) limited to their own railroads. By 1953, the
CB&Q, the Chicago and Eastern Illinois and the Southern Pacific railroads had joined the innovation. Most cars were surplus flatcars equipped with new decks. By 1955, an additional 25 railroads had begun some form of piggy-back trailer service. In 1955, businessman (and former trucking company owner) Malcolm McLean worked with engineer Keith Tantlinger to develop the modern intermodal container. The challenge was to design a shipping container and devise a method of loading and locking them onto ships. The result was a 8 feet (2.4 m) tall by 8 ft (2.4 m) wide box in 10 ft (3.0 m) long units constructed from 25 mm (0.98 in) thick corrugated steel. The design incorporated a twist-lock mechanism atop each of the four corners, allowing the container to be easily secured and lifted using cranes. Helping McLean make the successful design, Tantlinger convinced McLean to give the patented designs to the industry; this began international standardization of shipping containers. Toward the end of World War II, the United States Army used specialized containers to speed the loading and unloading of transport ships. The army used the term "transporters" to identify the containers, for shipping household goods of officers in the field. A "transporter" was a reusable container, 8.5 feet (2.6 m) long, 6.25 feet (1.91 m) wide, and 6.83 feet (2.08 m) high, made of rigid steel with a carrying capacity of 9,000 pounds. During the Korean War the transporter was evaluated for handling sensitive military equipment, and proving effective, was approved for broader use. Theft of material and damage to wooden crates, in addition to handling time, by stevedores at the Port of Pusan, convinced the army that steel containers were needed. In 1952 the army began using the term CONEX, short for "Container Express". The first major shipment of CONEXes (containing engineering supplies and spare parts) were shipped by rail from the Columbus General Depot in Georgia to the Port of San Francisco, then by ship to Yokohama, Japan, and then to Korea, in late 1952. Shipment times were cut almost in half. By the Vietnam War the majority of supplies and materials were shipped with the CONEX. After the U.S. Department of Defense standardized an 8'×8' cross section container in multiples of 10' lengths for military use, it was rapidly adopted for shipping purposes. These standards were adopted in the United Kingdom for containers and largely displaced wooden containers in the 1950s. The railways of the USSR had their own small containers.
Containerization in India: Containerization was introduced for the first time in Indian domestic market way back in 1966 by the Indian railways to provide door to door service to their customers and attract cargo from roadways. They used containers with a 5 ton payload. However the International Marine Container failed to become popular right up to the late 1980s which in turn affected international trade growth. Hence the necessary infrastructure required for multi modal
transport was never created till it was almost too late. It was only in 1987 that the Government of India realized the importance of containerization and started constructing a satellite port at Bombay which commenced operations in 1988 and was christened The Jawaharlal Nehru Port (JNP) after the first Prime Minister of India. Subsequently a Corporation was created by the Indian railways for inland haulage of containers by rail called CONCOR which constructed the first ICD at Tughlakabad in New Delhi.
India acquired its first cellular ship in 1948 with a capacity of 400 TEUs. The first container was handled at Cochin in 1979 carried by a vessel owned by American President Lines which also commenced a scheduled service from Bombay followed by several other foreign companies. The shippers and consignees also responded positively to this new development and forced the government to make heavy investments in the infrastructure for growth of containerization in India.
Container Traffic ± Global Scenario: List of the world's busiest container seaports, total mass of actual TEU (in thousands) transported through the port. This list contains the Top 10 in container handling.
Source: www.wikipedia.org
The above table shows strong growth in the Chinese ports, reflecting not only the actual growth in exports from China. While the numbers indicate a strong growth trend, substantial caution should be taken in interpreting these numbers. There are several reasons for this. First, container traffic is generally measured as the number of containers handled in ports, rather than shipped end-to-end. This implies that in case of a direct shipment, the container is already
counted twice: once at the port of export and once at the port of import. Since networks develop further towards a hub-and- spoke system that is similar to the global passenger airline industry, every individual container tends to be handled several times within a single container terminal, for instance when it is transshipped from a feeder vessel onto a large long-distance ocean liner vessel. This means the container is counted twice more in port statistics. Container Traffic in India: Container traffic could grow only by 2 per cent, from 6.710 million teu in 2007-08 to 6.846 million teu in 2008-09. In terms of tonnage, growth was an even slower 0.9 per cent. JNP, India's premier container port, in fact, suffered a 3 per cent decline, with container volumes dropping to 3,953 million teu in 2008-09 from 4.060 million teu. The west coast port had enjoyed double-digit growth in container trade in the first half of 2008-09. Five of the 12 major ports had to contend with a decline in traffic. Mumbai was the worst affected, sustaining a fall of 9.1 per cent, followed by Kolkata (including Haldia dock complex) with 5.7 per cent and Kochi with 3.7 per cent. Visakhapatnam and Ennore ports also handled lower cargo in 2008-09. Mormugao Port Trust was the fastest growing port in 2008-09, clocking a volume growth of 18.6 per cent. Traffic breached the 40-million tonne mark, reaching 41.681 million tonnes in 2008-09 from 35.128 million tonnes in 2007-08. Exports of iron ore drove the surge in traffic. The west coast port exported 33.81 million tonnes of iron ore in 2008-09, which accounted for over 80 per cent of the total cargo handled. Crude oil imports led to higher volumes at Kandla Port. The Gujarat-based port enjoyed a 11.2 per cent growth with traffic reaching 72.225 million tonnes in 2008-09, also making it India's busiest port during the year. Over the past three-four years, Kandla has been wresting this distinction from erstwhile leader Visakhapatnam Port Trust in Andhra Pradesh. Paradip Port in Orissa also benefited from Indian Oil's single point mooring facility that was commissioned in early 2009. With this, Paradip Port began handling of crude oil for the very first time in its history. In 2008-09, the east coast port handled 46.412 million tonnes of cargo, up 9.4 per cent from 42.438 million tonnes in the previous year. This growth in traffic also resulted in these three ports cornering a higher share in all-India major traffic
Source: http://www.projectsmonitor.com
Top 20 Container companies- Global: Overview of the largest container liner companies in the world. Substantial consolidation has taken place in this industry over the past five years. Currently, the top-10 companies together have more than 50% market share. Consolidation thus moves much faster than in other logistics industries
Details: A.P. Moller - Maersk Group: The A.P. Moller - Maersk Group (Danish: 'A.P. Møller - Mærsk Gruppen') is a Danish business conglomerate more commonly known simply as Maersk. Maersk has activities in a variety of business sectors, primarily within the transportation and energy sectors. It is the largest container ship operator and supply vessel operator in the world. A.P. Moller - Maersk is based in Copenhagen, Denmark, with subsidiaries and offices in more than 135 countries worldwide and around 120,000 employees. It ranked 106 on the Fortune Global 500 list for 2009, up from 131 in 2008.
Maersk Line: The largest operating unit in A.P. Moller - Maersk by revenue and staff (around 22,000 employees) is Maersk Line. Involved in global liner shipping services, Maersk Line operates over 550 vessels and has a capacity of 2.1 million TEU (Twenty-foot Equivalent Units). It is currently the largest container shipping company in the world. Maersk Line took delivery of 26 owned vessel in 2008.[5] In 2006, the largest container ship in the world to date, the PS-class vessel Emma Maersk, was delivered to Maersk Line from Odense Steel Shipyard.
Mediterranean Shipping Company: Mediterranean Shipping Company S.A. (MSC) is currently the second-largest container shipping line in the world. The line operates 414 vessels and has a capacity of 1,638,962 Twenty-foot equivalent units (TEU). Services are operated to all major ports of the world. The company is based in Geneva, Switzerland
CMA-CGM: CMA CGM S.A. is a French container transportation and shipping company, headed by Jacques Saadé. It is the third largest container company in the world, using 200 shipping routes between 400 ports in 150 different countries. Its headquarters are in Marseille, and its North American headquarters are in Norfolk, Virginia, USA.
APL: American President Lines Ltd. (now simply referred to as APL) is the world's fifth-largest container transportation and shipping company, providing services to more than 140 countries through a network combining intermodal freight transport operations with IT and e-commerce. It is a wholly owned subsidiary of Neptune Orient Lines (NOL), based in Singapore, a global transportation and Logistics Company engaged in shipping and related businesses. APL has offices in almost 100 countries worldwide APL and its predecessors once were engaged in passenger service serving the Asia-Pacific route, along with others. However, these ceased in 1973. Liners included the SS President Cleveland and the SS President Wilson. In 1938 the U.S. Government took over the management of the Dollar Steamship Co. which was in financial difficulties and transferred their assets to the newly formed American President Line. The company operated trans-Pacific and round-the-world services, but the war in Europe disrupted services and after the entry of the United States into the war, all the company's ships were taken over for war duties under the War Shipping Administration. Evergreen Marine Corporation: Evergreen Marine Corporation, headquartered in Luzhu, Taoyuan County, Taiwan in the Republic of China, is a containerized-freight shipping company, mainly serving the east coast of Asia and the west coast of North America, with over 150 container ships. It is part of the Evergreen Group conglomerate of transportation firms and associated companies. Evergreen calls on 240 ports worldwide in about 80 countries, and is the fourth largest company of its type, ranked behind Maersk, Mediterranean and CMA CGM (in order). The company's activities include: shipping, construction of containers and ships, management of ports, and engineering and real estate development. Subsidiaries and divisions include Uniglory Marine Corp. (Taiwan), Evergreen UK Ltd. (UK), and shipping company Italia Marittima S.p.A. (Italy). In 2007, Hatsu, Italia Maritima, and Evergreen were merged into the single "Evergreen Line." The majority of Evergreen's shipping containers are painted green with the word "Evergreen" placed on the sides in white letters. Uniglory containers are similarly painted and marked, but those containers are bright orange. Evergreen's refrigerated "reefer" containers have a reverse color scheme (white containers with green lettering). Evergreen Marine (including Uniglory, Lloyd Triestino & Hatsu) operated 153 container ships with 439,538 Twenty-foot equivalent units (TEU) on 1 May 2005. In total, Evergreen Marine operated 178 container ships in 2008.
Hapag-Lloyd: Hapag-Lloyd is a German transportation company comprising a cargo container shipping line, Hapag-Lloyd Container Line, and a cruise line, Hapag-Lloyd Cruises. It was formed in 1970 as a merger of two 19th century companies, Hapag, which dated from 1847, and Norddeutscher Lloyd (NDL) or North German Lloyd (NGL), which was formed in 1856. Hapag-Lloyd was acquired in 1998 by TUI AG (Hanover) and became its fully-owned subsidiary in 2002. In 2009, TUI sold a majority stake to a group of private investors.
COSCO: China Ocean Shipping (Group) Company, known as COSCO or COSCO Group, is one of the largest liner shipping companies worldwide. It is a government owned company of the People's Republic of China. Its headquarters is in Ocean Plaza in Xicheng District, Beijing. According to the company, it owns over 130 vessels (with a capacity of 320,000 Twenty-foot equivalent units (TEU)) and calls on over 100 ports worldwide. It ranks sixth largest in number of container ships and ninth largest in aggregate container volume in the world. The Group contains 6 listed companies and has more than 300 subsidiaries locally and abroad, providing services in freight forwarding, ship building, ship repair, terminal operation, container manufacturing, trade, financing, real estate, and IT. The Group owns and operates a fleet of around 550 vessels, with total carrying capacity of up to 30 million metric tons deadweight (DWT). They are the largest dry bulk carrier in China and one of the largest dry bulk shipping operators worldwide. In addition, the Group is the largest liner carrier in China.
CSAV: CSAV is a Chilean shipping company that is currently the largest company of its type in Latin America and is one of the oldest shipping companies, having being founded in 1872 CSAV began with only coastal services being offered but had a rapid expansion from the west coast of South America to the Panama Canal when this was opened to regular traffic and soon its business expanded furher to offer shipping to the rest of the world.
Hanjin Shipping Co., Ltd: Hanjin Shipping Co., Ltd. is a global shipping company based in South Korea. It is a subsidiary of the Hanjin Group. Hanjin Shipping's subsidiaries include Hanjin Logistics, Keoyang Shipping, Senator Lines, and CyberLogitec. Hanjin Shipping transports over 100 million tons of cargo annually. Its fleet consists of approximately 200 ships, many of which operate off the West Coast of the United States. China Shipping Container Lines: China Shipping Container Lines (CSCL), a division of China Shipping Group (China Shipping), is a containerized marine shipping company, based in Shanghai, China. CSCL, established in 1997, provides fully containerized marine and intermodal freight transport, storage, and electronic data interchange services worldwide. The company has grown rapidly: it is now the eighth largest container shipping company having recently acquired a minority interest in Asia Pacific Marine Container Lines of Canada. With a modern fleet that comprises 123 vessels, and a total operating capacity of 290,460 Twenty-foot equivalent units (TEU). The company calls on ports all over the world and more than 30 ports from South China to North China in its domestic coastal business. It also operates container yards and trucks, international cargo agencies and terminal facilities in many countries. North America freight services include refrigerated cargo carriage in the line's own reefer container fleet, as well as other specialized cargo container services.
Bibliography:
1. 2. 3. 4. 5. http://www.hotfrog.in/Products/Container-Transportation http://www.projectsmonitor.com/PORT/major-port-traffic-grows-by-only-2 http://www.apl.com/ http://www.maerskline.com/appmanager/ http:www.hapag-lloyd.com
