MARITIME LOGISTICS

UNIT-1 SHIP DESIGN

There are different categories of container ships:
1. Based on overall sizing-
•Based on volumetric capacity (In older days, container ships were sized based on
their volume)
•Based on TEU- twenty foot equivalent unit (This is the modern day sizing parameter
of a container ship. The TEU of a container ship is the number of twenty foot
equivalent containers that can be carried by the ship.)
2. Based on Length, Beam, Depth, and Tonnage-
 3. Based on mode of handling-
•Box container ship – This is the most common type of container ship design. They
can be loaded only with marine containers, and cargo handling is carried out by
cranes that belong to the port authorities.
•RORO ship – Roll on/roll off containers are the ships using heavy lift vehicles and fork lift
trucks. In some cases these ships carry both vehicles and containers in different decks.
•LILO ship – Lift on / Lift off ships are equipped with their on cranes which are used to
load the containers on and off the ship. These ships always ply only in smaller container
terminals that are not equipped with container handling cranes, like the bigger
terminals.
4. Based on Range of Service-
•Mother Ships – These are the larger ships, often above 10000 TEU capacity, that ply
only between the major container terminals of a nation. These ships cannot enter
smaller ports due to their large draft and overall size.
•Feeder Vessels – Feeder vessels operate between the major and minor container
terminals, carrying containers to and from the mother ships. Often, these vessels are
LILO type, because smaller ports are not equipped with cranes.
MARINE CARGO

•Marine Cargo- its means the goods and containers which is imported or exported
by the ships in inland water or oceans through national or international borders.
•A cargo ship or freighter is any sort of ship or vessel that carries cargo, goods and
material from one port to another.
•The very first cargo ships were built to carry cargo in bulk.
•Design of the cargo ship is dictated by the type of cargo. The ports on route, the
functionality of the ship, and also the economic trends in the market.
CONTAINER SHIP DESIGN (HULL GEOMETRY)
• The first and the most prominent design aspect of any type of ship is the geometry of its
hull.
•In order to achieve a high speed, the resistance of the hull needs to be minimized, which
is obtained by a fine form hull.
•the hull section for most part of the length of the ship is almost rectangular. This is done in
order to accommodate maximum number of containers below the deck.
•Midship Section Of Container Ships:
• All container ships are double bottomed, so as to allow for the double bottom spaces to
be used as tanks.
•Container ships are also longitudinally framed, because the variable loading conditions
often result in large hogging and sagging moments, which result in high longitudinal
bending stresses.
•The shape of the midship section is almost box-like. In the words of a designer, it has high
midship area coefficient, ranging from 0.75 to 0.85
•The bilge strake is the angular plate that joins the inner side shell and the tank top plating.
•The most important structural feature of a container ship is the torsion box.
•Container ships are usually equipped with no hatches. That is, the ship has no
continuous main deck running full breadth all along the ship.
Stowage of Containers:
•Containers are always stowed with the longer dimension along forward to aft. This is
because, the ship is more prone to rolling motion than pithing or yawing. 
•Below the uppermost deck, the containers are restrained against lateral or
longitudinal motion by cell guides. 
•Above the uppermost deck, containers are stowed and their motion is restricted by
means of lashing.
Torsion box- Container ships are highly subjected to torsional moments because of
their very large hatch openings. This leads to even higher warping stresses at the
corners of the openings due to lack of torsional rigidity. The upper part of the
double hull in such ships is fitted with torsion box as mentioned earlier
• It helps in preventing torsional bending on ships due to the torsional moment on
ship caused by dynamic movement of the waves.
•Helps in avoiding racking effect caused by the sheer stress on the vessel structure.
• There are refer ships which are specially designed to carry refrigerated cargo in
refrigerated containers. They are equipped with cooling systems connected to each
container, which is a different study in itself.
 SHIP’S MEASUREMENT
CONSIST OF A MULTITUDE OF TERMS AND DEFINITIONS SPECIFICALLY RELATED TO
SHIPS AND MEASURING OR DEFINING THEIR CHARACTERISTICS.

Beam – The width of the ship

Complement – The full number of people required to operate a ship.
Cube – The cargo carrying capacity of a ship, measured in cubic feet:-
Displacement - A measurement of the weight of the vessel, usually used for warships. (Merchant
ships are usually measured based on the volume of cargo space-
1. Displacement light- The weight of the ship excluding cargo, fuel, ballast, stores, passengers, and
crew, but with water in the boilers to steaming level.
2.Dispalcement loaded- The weight of the ship including cargo, passengers, fuel, water, stores,
dunnage and such other items necessary for use on a voyage, which brings the vessel down to her
load draft.
Deadweight tons-  The difference between displacement, light and displacement, loaded. A measure
of the ship’s total carrying capacity.
Cargo deadweight tons- The weight remaining after deducting fuel, water, stores, dunnage and such
other items necessary for use on a voyage from the deadweight of the vessel.4
Draft, loaded- The depth of water necessary to float a vessel fully loaded.
Length – The distance between the forwardmost and aftermost parts of the ship. Two types- length
overall and length waterline.
CARGO TRANSPORT UNIT

Cargo transport unit means a transport vehicle, a freight container, a portable tank or a multiple element

gas container (MEGC). Closed freight container means a freight container which totally encloses its
contents by permanent structures.
Dry storage container
Flat rack container
Open top container
Tunnel container
Open side storage container
Double door container
Refrigerated ISO containers
Insulated or thermal containers
Tanks
Cargo storage roll containers
Half height containers
Drums
Swap bodies
 CARGO SHIP TYPES

The ships can roughly be divided into the following types:

•Bulk carriers
• Dry bulk- can carry unpacked dry goods e.g. grains and ore
• Liquid bulk / tanker- can carry liquid e.eg. Oil
• Combination- both type, dry and liquid
•Container ships- Holds compartmentalized containers, onboard cargo measured in TUE
•General cargo ships- can carry variety of goods. E.g. food , garment, machines, chemicals etc.
containers are not there in this ship but packages as per the needs.
•Reefer ships- refrigerated ships to carry vegetables, fruits etc.
CARGO COMPARTMENT AND HATCH COVERS
Hatch covers- In shipping, the opening in the deck of a vessel which gives access to cargo
hold.
The major objective of hatch covers and coamings on ships is to prevent the ingress of water
into the cargo hold and protect the goods from being damped and damaged.
The various types or hatch covers that are mainly used on board are as follows –
•Lifting type-
•Rolling type
•Folding type
•Sliding type
•Roll stowing type
WHAT IS BALLAST?

In transport / nautical terms, ballast is any dense heavy material,

such as lead or iron pigs, used to enhance stability of a ship
especially when it is not carrying cargo. It is usually put in the
bilge of the vessel.
BALLAST SYSTEM
• During the designing and construction stages of a ship the ballast tanks are introduced at
various locations for maintaining the stability of the ship during the sea voyage.
•The ballast system is arranged to ensure that water can be drawn from any tank or the sea
and discharged to any other tank or the sea as required to trim the vessel. 
•Combined or separate mains for suction and discharge may be provided where a tank or
cargo space can be used for ballast or dry cargo then either a ballast or bilge connection will
be required.
KEEL IS THE FIXED BALLAST IN YACHTS, BOASTS AND
LAUNCHES ETC. IT IS MADE UP OF LEAD OR IRON.
MODERN SHIPS USE “WATER BALLAST”. THOUGH COSTLY TO
OPERATE, ITS IS CONVENIENT.
SHIP’S STABILITY
Ship’s stability is the tendency of ship to rotate one way or the other when forcibily inclined.
Stability is a measure of the vessel’s ability to get back on an even keel after having suffered
a instability.
Stability is determined by the force of buoyancy provided by the underwater parts of a
vessel, coupled with the combined weight of its hull, equipment, fuel, stores and load.
These forces can also be adversely affected by the prevailing weather conditions and sea-
state.
Understanding the factors that influence stability will assist skippers (incharge of a ship) to
make the right decisions and take the right actions to keep their vessels safe.
WHY STABILITY IS SO IMPORTANT

If the ship lost stability what will happen

•Lost of Mobile
•Lost the human lifes
•Lost the ship
•Lost the cargo
•Oil pollution
DIFFERENT FACTORS AFFECT A VESSEL’S STABILITY.
•Basically it is the ratio between the center of gravity and the distribution of a
vessel’s buoyancy that determines the vessel’s ability to get back on an even keel.
•Lightweight, deadweight and displacement The vessel’s own weight and the
distribution of the weights on the vessel are essential for determining the vessel’s
stability.
Lightweight, This is the weight of the unrigged vessel without gear, fuel oil, water,
ice, boxes, crew, provisions, catch, etc.
Deadweight ,This is the term for all the weights the crew takes on board in order to
fish or during fishing. Deadweight includes equipment, fuel oil, water, ice, boxes,
crew, provisions, catch, etc.
Displacement ,Displacement is the term for the vessel’s total weight. That means
displacement = lightweight + deadweight.
HOW TO MAINTAIN A VESSEL’S STABILITY

1. Keep weight low

New equipment added higher up on a vessel, or replacing gear with heavier equipment
raises the centre of gravity and reduces the boat’s stability. Less catch can be loaded safely
and a smaller wave and/or lower angle of roll will cause the boat to capsize.
2. Avoid overloading
The heavier the load in the hold, the lower the vessel’s freeboard and buoyancy will be.
Loading extra catch on deck lifts the centre of gravity, reduces the freeboard and makes
the vessel more top heavy.
3. Keep excess water off
A wave on deck or downflooding can add tonnes of extra weight and produce a strong
rolling force (known as ‘free-surface effect’). The extra weight drastically lowers freeboard,
raises the centre of gravity and, when the water shifts, tries to roll the boat over.
4. Secure the load
Stow a vessel’s load, gear or catch on the centerline, or balanced port and starboard.
Secure it so that it can withstand wave impact, rolling and wind loading without shifting.
Keep the stowed positions as low as possible.
TERMINAL DESIGN
•A maritime container terminal is a place where containers arriving by ocean vessels are
transferred to inland carriers, such as trucks, trains, or canal barges and vice verse. 
•Generally, a terminal is a facility where cargo containers are transshipped between different
transport vehicles, for onward transportation.
•The transshipment may be between ships and land vehicles, for example trains or trucks, in
which case the terminal is described as a maritime terminal.
•Alternatively the transshipment may be between land vehicles, typically between train and
truck, in which case the terminal is described as an inland terminal.
FUNCTIONS OF TERMINAL
•Every terminal performs four basic functions: receiving, storage, staging, and loading for both
import (entering the terminal by sea and usually leaving by land modes) and export (usually
entering the terminal by land and leaving by sea modes) containers.
Receiving involves container arrival at the terminal, either as an import or export, recording its
arrival, retrieving relevant logistics data and adding it to the current inventory.
Storage is the function of placing the container in a known and recorded location so it may be
retrieved when it is needed.
Staging is the function of preparing a container to leave the terminal. In other words the
containers that are to be exported are identified and organized so as to optimize the loading
process. Import containers follow similar processes, although staging is not always performed. An
exception is a group of containers leaving the terminal via rail.
 Loading function involves placing the correct container on the ship, truck, or other mode of
transportation. In this work the emphasis will be put on internal logistics chain of container
terminal (i.e. vessel-truck-yard and opposite direction respectively).
STRUCTURE

•container terminals can be described as open systems of material flow with two external
interfaces.
•In general logistics terms, container terminals can be described as open systems of material
flow with two external interfaces. 
•These interfaces are the quayside with loading and unloading of ships, and the landside
where containers are loaded and unloaded on/off trucks and trains.
•Containers are stored in stacks thus facilitating the decoupling of quayside and landside
operation.re the quayside with loading and unloading of ships, and the land-side where
containers are loaded and unloaded on/off trucks and trains. Containers are stored in stacks
thus facilitating the decoupling of quayside and land-side operation.
LOADING AND DISCHARGING A SHIP
•When a ship arrives at the port, the containers have to be taken off the ship. This is done by
manned Quay Cranes (QCs), which take the containers from the ship's hold and the deck.

•The QCs put the containers on vehicles, like automated guided vehicles (AGVs). After
receiving a container, the AGV moves to the stack. This stack consists of a number of lanes
where containers can be stored for a certain period. These lanes are served by, for example,
automatically controlled Automated Stacking Cranes (ASCs).

•When an AGV arrives at a lane, the ASC takes the container off the AGV and stores it in the
stack. After a certain period the containers are retrieved from the stack by the ASCs and
transported by the AGVs to transportation modes such as barges, deep-sea ships, trucks or
trains.

•This process is also be executed in reverse order, to load containers on a ship.

MATERIAL HANDLING IN PORT
•The key task in all logistic processes involves making the desired goods available in
the correct quantity and quality at the agreed time and place.
• For domestic and sea ports all over the world, these requirements are of great
importance.
•Port is the central transfer point between water, rail and road transport.• Today, port
operators are now more aware than ever of this particular
•The basic objective of any port material handling is to provide the efficient and cost
effective solution.
MATERIAL HANDLING PRINCIPLES
•Keep moving
•Use simple patterns of material flow
•Carry pay loads both ways
•Carry full loads
•Use gravity
TYPES OF MATERIAL HANDLING EQUIPMENTS IN PORT
•Storage and handling equipment
•Engineered system
•Industrial trucks
•Bulk Material handling
MAJOR MATERIAL HANDLING EQUIPMENT AT PORT
•Container Handling Crane
•Stackers-Reclaimer
•Ship Loader
•Ship un-loader
•Forklift
•Specially designed Truck
• Passenger Gangway
•CONTAINER HANDLING CRANE The container handling crane is the specially designed crane to load and
unload the container from the ship and also to the ship
•Stackers-Reclaimer• A stacker is a large machine used in bulk material handling applications• A stacker usually
operates on a rail- like structure with movable wheels, but the main operation is performed on a fixed place.
•Ship Loader• A Ship loader is a huge machine used for loading bulk solid materials like iron ore coal,
fertilizers, grains into marine vessels for transportation by sea.• Ship loaders are a very common sight in ports
and jetties from where bulk materials are exported.
•Ship un-loader• The grab-type ship un-loader is the traditional method to unload bulk cargo.• A clamshell
bucket is cycled in and out of the ships hold, unloading with each scoop 15 - 20 cubic yards, depending on the
design specifications
•Rail loading facility in port• For Coal handling and iron ore handling the rail load facility should be available in
the port. The material handling i.e. loading and unloading is very complex and time taking.
• RCC silos• Storage capacity of 10 tons to 50 tons.• Potential indoor and outdoor erection.• Pressure conveying
system for feeding silo from big/25kg resin bag.• Vacuum conveying system provides multiple processing
feeding lines from silo.
•Forklift• A forklift (also called a lift truck, a fork truck, or a tow-motor) is a powered industrial truck used to lift
and transport materials.
•Passenger Gangway• Foot passengers need to be provided with a safe path to the accommodation deck when a
ship is also being loaded or unloaded with heavy cargo. The passenger gangway will follow the movement of
the vessel
CRANE/FLOATING CRANE
HARBOUR
A harbour is basically an area filled with water sheltered by natural barriers like land and
rocks or artificial barriers like breakwaters sometimes surrounded by tetrapods, that can
provide a ship with SAFE anchorage and allow the transfer of goods and/or passengers
between the ship and the shore.
Natural harbours are usually surrounded by land and this creates a protective bay making
it a good anchorage point for ships. Apart from coastlines around the world, natural
harbours may also be found along coves, lake sides, lagoons.
These days artificial harbours can be created anywhere along the seaboard linking to
industrial zones on land.
When these harbours are used for the purpose of commerce and trade such as loading
and unloading of cargo, passengers or anything that generates revenue, these harbours
may be said to serve as a Port.
In short, a port is a place within the harbour where a ship can dock for a commercial
purpose of either handling cargo or passengers or taking care of the ship’s requirements..
Terminals
While some of the ports may handle only specific cargoes, a vast majority of the
ports around the world handle multiple cargoes within the same port..
These demarcated areas handling different types of cargoes are known as Terminals.
In one port there could be terminals for
Container Terminal
Ro-Ro (Roll On-Roll Off) Terminal (popularly known as Car Terminal)
Oil & Gas Terminal
Bulk Cargo Terminal
Multi Purpose Terminal
Berth/Quay
Each port or terminal will in turn have several berths/quay which usually has shore
equipment for handling cargo, covered sheds, open cargo storage areas etc where the cargo
is discharged, loaded and may be stored.
A berth is basically an area where the ship is moored onto the bollards and where the cargo
is loaded or discharged on and off the ships.. The land area surrounding the berth is also
sometimes referred to as a quay depending on where you are from..
One container terminal can have several berths/quay where several ships can be handled at
the same time.
CHARACTERISTICS OF CARGO

Heavy and oversized cargo.

Perishable (term) load.
Moist (wet) weight
Human remain
The goods with an unpleasant smell (fragrant
Live animals
Dangerous goods
PERISHABLE GOODS 
These are goods that require compliance with the process of transportation and storage,
special thermal humidity and ventilation modes. They are divided into two classes:
refrigerated and non-refrigerated. In turn, refrigerated goods are divided into 3 groups:
frozen, chilled and refrigerated.
To ensure safe transportation take into account: the degree of fitness of the vessel for this
transportation, the condition of the cargo; season, direction and duration of the flight
All perishable goods in one way or another are subject to natural loss, for example,
shrinkage due to loss of moisture. The optimum relative humidity for fruits is 85-95%
Animal oil is transported in boxes, barrels, tubs. The temperature of the oil during loading
should not exceed -2 ​° C. When transporting oil on non-refrigerated vessels, the duration of
the carriage should not exceed 4 days if the ambient temperature exceeds + 4 ° C.
Canned products. Canned vegetables and fruits in glass containers can be transported on
non-refrigerated vessels at temperatures from -1 to + 25 ° С
LIQUID CARGO
Bulk (liquid) cargoes are cargoes for the transportation of which a container is not required, and for
transportation of them, cars with special bodies – tanks are used. In the total cargo flow of Ukraine,
bulk (liquid) cargoes occupy one of the main places and are divided into two types:

food;

chemical.

For the transportation of bulk food products, tankers, railway tanks and flexitanks for shipping are
used.

Before loading into food tanks, containers undergo a mandatory check in laboratories for cleanliness
and absence of foreign substances, after which an appropriate document is issued authorizing
loading into this vehicle.

Flexitank is an elastic insulated tank made of specially developed polymer materials, designed for 20-
foot containers and is a safe tank for transporting liquid bulk cargoes.
Flexitanks have been used for the transportation of liquid bulk cargoes for more than 20 years.
Flexitank is a flexible tank with a volume of 10,000 to 24,000 liters.
DANGEROUS GOODS
Most dangerous goods are classified by the consignors (manufacturers) of dangerous goods. To do
this, they can contact the competent authorities.
When transporting dangerous goods by road, the classification of dangerous goods (hazardous waste)
is carried out on the basis of part 2 of ADR and the criteria developed by the UN Committee of
Experts.
Depending on the types of hazard, as well as their physical, chemical and biological properties, all
dangerous goods are divided into these hazard classes:
class 1 explosives and articles;
class 2 gases;
class 3 flammable liquids;
class 4.1 flammable solids, self-reactive substances, solid desensitized explosives;
class 4.2 Substances liable to spontaneous combustion;
class 4.3 substances emitting flammable gases in contact with water;
class 5.1 oxidizing substances;
class 5.2 organic peroxides;
class 6.1 toxic substances;
class 6.2 infectious substances;
class 7 radioactive materials;
class 8 corrosive substances;
class 9 other dangerous substances and products.
To indicate the dangerous properties of dangerous goods, hazard signs are used
The hazard label system is based on the classification of dangerous goods and is
designed to:
•make dangerous goods easily recognizable at a distance according to the general
appearance of the danger signs on them (symbol, color and shape);
•provide, with the color of the hazard labels, the first useful indication in relation to
loading and unloading operations, stacking and separation of goods.
ANCHORING
Anchoring is as frequent operation on board as loading and unloading a cargo
Anchoring is a routine job
Number of incident during anchoring or while at anchor suggest that we might not have yet
mastered the art of anchoring a ship effectively.
Knowing about the correct anchoring procedures and their limitations is one of the best
way to avoid anchoring related fatalities and damages.
HOW AN ANCHOR HOLDS THE SHIP?
when an anchor is dropped, the crown of the anchor is the first to hit the sea bottom. as the
ship moves back, the flukes takes its position and embed itself into the sea bed
it does not matter from what height the anchor is dropped, the crown will always hit the
bottom first
the flukes will only dig into the sea bed once the ship moves aft and flukes are facing
downwards in to the sea bottom
opposite happens when we pick up the anchor
when the chain is all picked up, the flukes face upwards and gets uprooted from the bottom
PREPARING THE ANCHOR
preparing the vessel for anchoring can start days before arrival
master checks the charts for marked anchorage areas days before arrival
anchorage area for the vessel could also be suggested in the agent’s pre-arrival message
anchorage area must be physically checked in the chart to ensure that:
1. it is designated for the type of ship
2. the depths complies with the Under Keel Clearance (UKC)requirement of the company
3. depths are less than the maximum depth ship can anchor
4. anchorage is clear of any cables, pipeline, wrecks or other obstructions
5. the nature of sea bed is appropriate for anchoring 
when checking the charts for underwater obstructions, attention
should be paid to the chart symbol “#”
this symbol means there is a foul ground and shall be avoided for anchoring
It is also important to be aware of the ship’s windlass lifting
Capacity
most of the ship’s windlass are able to lift the weight of the
anchor and about 3 shackles
MOORING

Mooring is the operation performed first and foremost by the deck crew as the ship
reaches the port but it is also one of the most difficult, complex and dangerous jobs
onboard.
Mostly things turn out safely but sometimes an accident occurs and this usually has
severe consequences.
SAFE MOORING
Always wear the correct personal protective equipment (PPE), which is an important part of
proper preparation considering that PPE is the last line of defense.
Always consider whether you are in a snap back zone and never stand on either an open
line or a closed bight of line.
Keep an eye out for all members of the team. If you think they are in an unsafe position,
alert them. All operations need to be carried out calmly without rushing about. Rushing
leads to slips, trips and falls.
Never lose sight of what is going on around you and have an escape route fromany likely
danger (that is, avoid being trapped against the bulwark or other obstacle when a line
parts).
Always put an eye onto a bollard or bitts by holding the eye either on its side orby a
messenger line to avoid getting fingers trapped against the bollard if theline suddenly snaps
tight
Never try to be heroic by jumping onto a line that is clearly running over the side
and out of control as you are likely to go overboard with it.
Never run more than one line around a fairlead sheave as the lines chafe through
quicklier and the sheave is really only strong enough to take the load of a single line
under tension.
Never use any equipment that is obviously faulty. If you notice damage, then it
should be reported and an alternative arrangement for the mooring line used.
Never let go of a mooring line under heavy load without determining first why the
load is so heavy and then taking the proper precautions if it must be let go.