SEAM 3

Cargo Handling and Stowage

(Non-Dangerous Goods)

CONTAINER CARGO

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

CO1: Interpret a plan for loading and unloading
non-dangerous cargo in accordance with
established safety rules / regulations, equipment
operating instructions and shipboard stowage
limitations

LO1.2: DESCRIBE THE SAFE HANDLING, STOWAGE

AND SECURING OF CARGOES CMS 2.10.14.2

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Stowage plan for container ships or bay
plan is the plan and method by which
different types of container vessels are
loaded with containers of specific standard
sizes. The plans are used to maximize the
economy of shipping and safety on board.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe the arrangement of a container ship and
explains how the position of a particular container is
designated
Bay numbering starts from fore, for twenty (20 ft)
container it is “ODD” numbers and for forty footer
(40 ft) containers it is “EVEN” numbers. There are
bays that can load 20 or 40 ft (combination). If 40 ft.
is to be loaded the bay number to use is even
number

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

 50

Bay numbering system

The ship can transport both 20' and 40' containers, the bay
spaces for 20' containers are numbered throughout fore to
aft with odd numbers, i.e. in this case 01, 03, 05 and so on
up to 75. The bay spaces for 40' containers are numbered
throughout with even numbers: 02, 04, 06 and so on up to
74.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
 50

The purple 20' container in the first bay has the bay number 01.
The light-brown 20' container in the second bay has the bay
number 03 and the light-blue 40' container, which occupies a
space in the first and second bays, has the bay number 02. The
magenta-colored container has the bay number 25, the
dark-green number 27 and the light-green number 26.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Tier numbering
starts from first
container in the
lower hold, and
numbering is
“EVEN” from 02 up
to the last tier in the
hold. From deck the
numbering starts
from 82 up to the
last tier on deck.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
 VIEW FROM STERN

The ROW / Row numbering is the position where the container is

placed across the width of the ship. If the container is placed on the
centreline of the ship it is given a row 00. The rows are even numbered
on the port side like 02, 04, and 08 and so on while the rows on the
starboard side are given odd numbers like 01, 03, and 05 and so on.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Where there is an odd number of rows, the middle row is numbered 00.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Actual Row numbering of under-deck cargo hold of Container Ship

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

 Principle of bay-row-tier coordinates
According to this principle, bays are the container blocks
in the transverse direction, rows are the lengthwise rows
and tiers are the vertical layers.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Example:
…consider a
stow position
090482 there is
20’ container
that is stowed
for discharge at
Rotterdam…

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Lets look at a couple of
scenarios from the
diagram.. that is stowed for
discharge at Rotterdam…

Scenario 1 = 090482 is a
20’ container stowed ON
DECK on Bay 09, Row 04
and Tier 82 – container is
going to R for Rotterdam..

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Scenario 2 = 110482
is also a 20’ container
stowed ON DECK on
Bay 11, Row 04 and Tier
82 which is basically the
adjacent bay to the
Rotterdam container and
this container is going
to L for Le Havre..

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Scenario 3 = 090102
which is a 20’ container
stowed UNDER DECK on
Bay 09, Row 01 and Tier
02 which is bottom most
tier and this container is
going to D for Dublin..

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Scenario 4 = 100484
is a 40’ container in stowed ON DECK on
Bay 10, Row 04 and Tier 84 and this
container is going to F for Felixstowe.. This
container is basically sitting on TOP of the
Rotterdam and Le Havre containers.. Since
this is a 40’ container and sitting across both 9
and 11 bays , this bay is given the number 10..
The container is shown as sitting on 9 but the
corresponding slot on 11 is marked with an X
which means that this slot is NOT available
for placing another container because there is
a 40’ container already there..

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Take Note!!!!

For reasons of lashing and

securing containers, a 40’
container can sit on top of two
20’s, but two 20’s cannot sit on
top of 40’ (unless under deck
and surrounded by other
containers or within cell
guides)

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

So this is how a stow position is coined
and how you identify whether a
container is a 20’ or 40’ and whether it
is stowed under deck or on deck just by
reading the stow position provided..

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

 Explain briefly the
sequence of operations
during discharging and
loading at a terminal

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

1. Container ships are nowadays unloaded and
loaded at large container terminals.
2. When the ship arrives at the port, quay cranes
(QCs) take the import containers off the ship's
hold or off the deck. Next, the containers are
transferred from the QCs to vehicles that travel
between the ship and the stack.
3. This stack consists of a number of lanes, where
containers can be stored for a certain period.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

4. Equipment’s, like cranes or straddle carriers
(SCs), serve the lanes.
5. A straddle carrier can both transport containers
and store them in the stack. It is also possible to
use dedicated vehicles to transport containers.
6. If a vehicle arrives at the stack, it puts the load
down or the stack crane takes the container off
the vehicle and stores it in the stack.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

7. After a certain period the containers are
retrieved from the stack by cranes and
transported by vehicles to transportation modes
like barges, deep sea ships, trucks or trains. To
load export containers onto a ship, these
processes are also executed in reverse order.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

 straddle carrier

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

 Stack file lane

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Explain the factors involved in planning a
container stow with reference to:
• stability, trim and list
• stresses on ships including bending moments.
• stack height and weight
• dangerous goods
• special stowage restrictions
• out of gauge

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Points to remember when loading cargo container on
ships:
1. Over stowage should be avoided and cargo planning to
be done as per the latest cargo, i.e. cargo for a later port
should not be placed over that of an earlier port.
2. Loading conditions must be calculated for intact
stability, shearing force, bending moment, torsion
moment, trim and draft etc. Torsion moment, bending
moment and shear force values must not exceed 100% at
any time.
3. The IMO visibility line should be taken care of when
planning the stowage of containers on deck.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
4. The stowage of IMDG containers to be done as per
ships Document of compliance with the special
requirements for ships carrying dangerous goods.
5. The GM value is affected (increases/decreases) by
means of stowing light containers on top of heavy
containers respectively and vice-versa.
6. GM is known as the Metacentric height which is the
distance between the centre of gravity of the ship and its
metacenter. The GM is responsible for deciding the
stability factor of the ship.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

In a low GM situation, it is preferable for light
containers to be stowed on top. However, usually
the GM values for ship are high and stowing light
containers on top of heavy ones will only increase
GM leading to a “stiff” ship with short rolling
periods, which increases the stresses on the lashing.
In this situation, it is preferable for the heavy
containers to be loaded on top but with due regard
to lashing stresses and staking weight.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Out of Gauge or OOG Containers
OOG containers are the ones for which standard lashing
equipment and procedures cannot be applied.
OOG should not be stored in outboard rows in order to
prevent the OOG cargo from falling overboard if lashings
break.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Stowage of OOG on deck in the foremost bay is never
permitted. If possible stowage of OOG on deck of the
second most forward bay also to be avoided; the main
thing is to check the lashing of the OOG cargo as the
stevedores lash them after loading. The OOG cargo
should be secured properly and it should be ensured
that the OOG cargo won’t shift or break loose.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Out of Gauge or OOG Containers

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe methods of securing containers on deck
Cargo is loaded on a ship when she is floating
steadily in the water, upright, or with a practical
trim astern. When the ship sails out to sea, it
encounters external forces which result in to six
forms of motions acting on the ship. These motions
are a threat especially for those ships which require
cargo lashing and securing it on the open deck
(Container ships).

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Describe methods of securing containers on deck
Cargo is loaded on a ship when she is floating
steadily in the water, upright, or with a practical
trim astern. When the ship sails out to sea, it
encounters external forces which result in to six
forms of motions acting on the ship. These motions
are a threat especially for those ships which require
cargo lashing and securing it on the open deck
(Container ships).

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Points to remember while securing cargo
1. A good tight stowage of cargo containers on ships may
avoid the need to totally secure it, provided the cargo is
adequately packaged and there are no heavy
components
2. Bulky and heavy units may still be required to be
secured even if the space around them is filled with other
cargo. Particular attention should be paid to the chances
of such units sliding or tripping
3. A number of units can be secured or lashed together
into one block
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
4. Permanent securing points on the cargo should
be used, but it must be remembered that these
securing points are intended for inland transport
and may not necessarily be suitable for securing
other items onboard ships
5. Independent lashings must only be secured
properly to suitable strong points of the ships
fittings and structure, preferably onto the
designated lashing points
6. Cargo lashings must be taut and as short as
possible for a better hold
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
7. If possible the multiple lashings to one item of
cargo should be kept under equal tension. The
integration of different material components having
different strengths and elasticity should be
completely avoided
8. Cargo lashings must be able of being checked and
tightened when on a passage
9. Lashings should be enough so as to prevent the
loads from moving when the ship rolls through 30
degrees with 13 second duration
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
10. Tightening the cargo down to the ship will add to a
great deal in securing it completely before it shifts

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Describe the types and sizes of container in use
Container units form the most integral part of the entire
shipping industry, trade, and transport. These shipping
containers are the structures that store various kinds of
products that need to be shipped from one part of the
world to another. Moving containers protect contents on
the long journeys they make and ensure they make it
back to you in one piece.
Container units may vary in dimension, structure,
materials, construction etc. various types of shipping
containers are being used today to meet requirements of
all kinds of cargo shipping.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Container dimensions
Length – 10 ft, 20 ft, 40 ft
Width – 8 ft
Height – 8 ft, 8.5 ft, 9 ft

TEU stands for Twenty-Foot Equivalent Unit which can be

used to measure a ship's cargo carrying capacity. The
dimensions of one TEU are equal to that of a standard 20ʹ
shipping container. 20 feet long, 8 feet tall.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

The related unit forty-foot equivalent unit (FEU), however,
is defined as two TEU. The most common dimensions for a
20-foot (6.1 m) container are 20 feet (6.1 m) long, 8 feet
(2.44 m) wide, and 8 feet 6 inches (2.59 m) high, for a
volume of 1,360 cubic feet (39 m³).

Some of the most common types of shipping containers

in use today are the following
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Dry Containers This is the
standard general cargo hard
top container that most
people are familiar with. It can
be utilized to ship a wide
spectrum of goods. It can also
be modified to ship neo-bulk
commodities with the
insertion of a bag type liner.
Standard sizes are 20’ and 40’
containers, but some lines also
have 48’ & 53’ length
containers. Height can be
standard 8’ or high cube 9’06.”

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Flat Rack Containers
Used to carry cargo that does
not conform to the
conventional dry cargo
container due to size or
configuration. Commonly
used to carry machinery and
large vehicles. For very large
cargoes the ends can be
folded down to create a
Platform container.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Open Top Containers
Open Top containers have
a completely removable,
convertible top that allows
for access to goods from
the top of the container
and is primarily used for
over-height cargo.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Tunnel Container
Tunnel containers are
similar to a dry goods
container. However
due to having
openings on both
ends, this container
type makes loading
and unloading easier.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Side Open Storage
Container
Side open storage
containers open on
the side (as
opposed to the
ends) to facilitate
specific loading and
unloading needs.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Refrigerated ISO Containers
Refrigerated ISO Containers (also
called reefer containers) regulate
the temperature to preserve
temperature sensitive goods
such as seafood. However, be
aware that if you are shipping
temperature sensitive items,
spoilage will only be covered if
there was mechanical failure of
the reefer container for an
extended period of time.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Insulated or Thermal
Containers
Insulated or thermal
containers come with a
regulated temperature
control which allows them
to withstand a higher
temperature. They are
most suitable for long
distance transportation of
products.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Tanks
Tanks are the container type
used for the transportation of
liquid materials and are used
by a huge proportion of the
shipping industry. These
container types are mostly
made of anti-corrosive
materials, such as strong
steel, which provide them
with long life and protect the
materials being transported.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Cargo Storage Roll Containers
Cargo storage roll containers
are specialized containers
made for the purpose of
transporting sets or stacks of
materials. They are made of
thick, strong mesh along
rollers, which allow them to
move easily, and the entire
container is foldable.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Half Height Containers
These containers are half the
height of a full sized dry
container and they are made
mostly of steel. They are
primarily used for goods like
coal, stones, etc. which require
easy loading and unloading.
Since these containers are half
sized they help keep the
weight per container at a
reasonable amount.

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC

Car Carriers
Car carriers are special
container storage units
made for the shipment
of cars over long
distances. To help a car
fit snugly inside the
containers without
risking damage, they
come with collapsible
sides.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Drums
Drums are circular shipping
containers that are most
suitable for bulk transport of
liquid materials. They are
made from a choice of
materials like steel, light
weight metals, fiber, hard
plastic etc. Although they are
smaller in size, they may need
extra space due to their
non-modular shape.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Special Purpose
Containers
These are container units
custom made for
specialized purposes and
are mostly used for
high-profile services, such
as the shipment of
weapons. Their
construction and material
composition depends on
the special purpose they
need to cater to.
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Swap Bodies
Swap Bodies are a special kind
of container mostly used in
Europe. These containers are
not made according to the ISO
standards since they are not
standardized shipping
containers. However, they are
provided with a strong bottom
and a convertible top which
makes them extremely useful
for shipping many products

THE MARITIME ACADEMY OF ASIA AND THE PACIFIC