Section: 11 CARGO OPERATIONS - Univan

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FLEET OPERATION MANUAL Date 01.01.2005
CONTAINER TYPES AND ASSOCIATED PROBLEMS
Copyrights: Univan Ship Management Limited, Hong Kong. All rights reserved
Any unauthorized reproduction of this manual, in any form is prohibited
SECTION 11.7
a TEU and 26-27 MT for a FEU, and this gives maximum gross weight of 22 MT and 30-31 MT
respectively.
The variation in standards can be a problem in itself, particularly for the liner operator offering a
door to door service, since the various modes of transport must be capable of carrying the
container. For the ship itself, container handling gear may need changing and stowage problems
can arise.
11.7.3 General Purpose Containers
As the name suggests, these closed containers are suitable for most types of general cargo, and
temporary modification can allow carriage of solid and liquid bulk cargoes. Design and
construction are basic - a metal box, with full width doors at one end and a wooden flooring.
Lashing points are provided, usually with a Safe Working Load of 2 MT each. Cubic capacity for a
TEU is 33.3 cbm and for a FEU is 66.9 cbm.
The main problem peculiar to this type of container is ventilation when vents/fans are not fitted.
Such containers are not entirely suitable for moisture sensitive cargoes, particularly on voyages
from warm to colder climates. On such voyages, sweat can develop on the inner container
surfaces and to prevent contact with the cargo, sheathing on such surfaces and waterproof
coverings on the cargo are essential. Other problems are similar to those for general cargo
carried in a vessel’s holds, and if the carrier is responsible for stuffing due regard must be given
to dangers such as tainting, crushing and shifting.
11.7.4 Open Top Containers
This general purpose container without a roof is commonly used for over-height goods and
machinery and timber requiring top loading. The door end may also be removable to allow end
loading. Removable roof bows can be used to support tarpaulins to the extent this is possible with
over-height cargo. Other details are similar to those for general purpose containers.
These containers can be more prone to structural failure than other containers, because they are
commonly used for heavier cargoes and are often subject to point loading stresses when weights
have not been properly distributed. These units also create stowage problems, as stowage on top
must be avoided for over-height cargoes. Shippers may request protective stows and this usually
means protection from sea sprays and waves over the deck, but in any case, specific instructions
should be requested and conformed with.
Carriers should be particularly cautious if they are responsible for stuffing. The carrier is always
expected to have a reasonable knowledge of the cargo, and accordingly, particular attention
needs to be given to securing and proper weight distribution of abnormal loads. If the cargo is
suspected to be moisture sensitive, and the unit has to be carried on deck, the cargo itself will
need to be made suitably waterproof. Tarpaulins will inevitably allow some moisture ingress and
the common problem of chafing also needs to be adequately guarded against. Again, instructions
should be obtained from the shippers, and their pre-shipment approval of the stow is
recommended, particularly for valuable cargoes. If tarpaulins are found to be damaged prior to
shipment the shippers should be asked to make appropriate repairs, and if these are not effected
the bills of lading should be suitably claused. Regular voyage inspections should pay particular
attention to these units, especially the tarpaulins which may require repair and/or tightening.