Tanker Notes |||
Container Ship Operations |||
Ocean Navigation |||
Containership operation: 2 in 1 (Two in One) Loading Operations
- The term 2 in 1 operation is normally used when two 20’ units are loaded in
one 40’ slots (cell) under deck.
When such loading operation is being conducted, it must be ensured that the terminal
staff is aware of the vessels lashing system.
- In most cases twist stackers or equivalent lashing gear will require to be used for
such loading under deck.
- Two very typical kinds of damages may result from 2 in 1 loading operations
if not planned and executed carefully.
a) Firstly, as per cargo securing manual, some vessels will require to place sliding base
cones at tank top for loading two 20’ bottom containers in hold.
When changing from 40’ stowage to 2 x 20’ stowage or vice versa, stevedores will have
to go down inside the hold for inserting / removing sliding base cones as required.
If sliding base cones are not inserted before loading 2 x 20’ containers, the stack will
not be secure and may be liable to shift enroute.
Alternatively, if sliding base cones are not removed before loading 40’ containers
(after discharging 2 x 20’ containers), middle parts of bottom rails of the 40’ containers
will be bent / damaged by these base cones (“protrusions”).
b) Secondly damages may occur due to 20’ containers not being set properly into
the base cone.
If a 40’ cntr is loaded over a stow of 2 x 20’ containers under-deck, this 40’ cntr
will be damaged if the 20’ containers below are not properly set on the base
cones and therefore protruding upwards.
- Whenever C/Off receives pre-stow plan from terminal and notices the stowage
change from 40’ to 2 x 20’ or vise versa, he has the responsibility of blowing the
whistle to call cargo watch personnel and terminal’s attention to setting / removing
base cones in hold.
- Cargo holds where 2 in 1 operations are in progress, must be monitored by Cargo watch personnel
and they themselves must be familiar with the peculiarities of such operation and
possible damages that may result.
Vessels’ cargo securing manual and loading manual shall be consulted to obtain
such information as to maximum tiers of 20’ cntrs that may be loaded under-deck
before capping by a 40’ containers.
Any other stipulated restrictions also must be complied with.
The abbreviation "FEU" is occasionally used for "Forty foot Equivalent Unit" and refers to a 40ft container. A 40ft container comprises 2 TEUs (Twenty foot Equivalent Unit, 20ft container). Therefore: 1 FEU = 2 TEU.
How to load maximum number 20 feet container on deck ?
What are the extra precaution should be taken prior loading a 45 feet container on deck ?
Container damage in ''2 in 1'' cargo Operation
Modern containership & loading of various container types
How to load containers coming in different forms/sizes
Our additional pages contain somewhat larger lists of resources where you can find useful informations
Container handling more info pages:
- Definition of various containers in containership
The exterior dimensions of all containers conforming to ISO standards are 20 feet long x 8 feet wide x 8 feet 6 inches high or 9 feet 6 inches high for high cube containers.
Some of the most commonly used types are:Read more......
- Dimensions of various containers Containers are standardized cargo units. They are manufactured in a large variety of sizes and types, each designed to meet specific cargo and transportation requirements. Their length is usually 20 or 40 feet, although longer containers are used, principally in the US trade; these containers are 45, 48 and 53 feet long.
Containership advantages : In principle they are boxes or containers within a box. These boxes or containers have dimensions of 2.60 x 2.45 m with lengths of 6.10, 9.15 and 12.20 m. Containers are made in steel, aluminium or GRP. They are also of refrigerated design, thus advantageous for long voyages between Australia or New Zealand and the UK. Read more......
Containership cargo stowage and planning : When considering acceptability of a container cargo stowage plan, the following procedures / guidelines concerning cargo stowage shall be taken into account:
Stacking Weights Restrictions,
Lashing strength calculation,
Dangerous goods stowage and segregation,
Reefer Container Stowage ,
Out of Gauge Container Stowage , ....Read more......
DG cargo handling - IMDG code guideline :The general provisions for segregation between the various classes of dangerous goods are shown in "Segregation table" (IMDG Code Chapter 184.108.40.206). In addition to the general provisions, there may be a need to segregate a particular substance, material or article from other goods which could contribute to its hazard. Read more......
How to avoid irregular stowage of containers ? Stowage plan must be checked for any irregular stowage like those mentioned here :
Special Container Stowage,
Over-stow of Containers,
Dangerous Cargo Stowage & Segregation,
20 or 40 or 45 feet Compulsory Stowage Locations,
Hatch Cover Clearance (High cube containers Under Deck ),
Out of Gauge Container Stowage etc.Read more......
Measures against lashing failure : Lashing strength of deck cargo shall be ascertained by using the appropriate lashing strength calculation software where provided.
All resulting values for lashing strength must be within the tolerance limits prescribed by vessels classification society.Read more......
Reefer container stowage guideline : Reefer containers proposed for stowage must be accompanied by a reefer manifest. This reefer manifest should contain information regarding Container No., Stow position, Commodity, Temperature and Ventilation status. Read more......
Care of Reefer container during sea passage :Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction. Read more......
Container ships procedures for securing for sea :All movable items on deck, inside accommodation and in E/R spaces, including under-deck passages and steering flat are firmly secured. Any unsecured items, in heavy weather, risk not only being damaged themselves, but could also pose a danger to vessel safety by violent contact with sensitive equipment or fittings.Read more......
Deployment and monitoring of moorings and safety of crew
:The Company’s Risk Assessment procedure shall be utilized to ensure that during all anticipated mooring arrangements and equipment use, the safety of crew is ensured. Read more......
Cargo securing procedure for container ship :Securing equipment will vary depending on the type of ship but is likely to include;
Twistlocks Lashing bars Turnbuckles Extension hooks Stacking cones (single and double) Twist Stackers Lashing D rings Shoes/Sockets for base twistlocks ...Read more......
Containership operation -Check items upon completion of repair works
: As the nature of container ship operation, it’s tread to be lack of stability, due to Top Heavy Load, the Master shall always take special attention for her stability. Also the Master should remind factors to cause reducing stability more such as Alternating course with Big angle of Rudder, Towing by tugs at the scene of Berthing / Un-berthing, etc. Read more......
Containership operation -Cargo ventilation requirement : Cargo holds of container ships are fitted with two basic types of ventilation systems, namely natural and mechanical. Mechanical ventilation could be of either the supply or the exhaust type. Read more......
Containership operation -How to avoid wet damage ?
:Water entered into vessel cargo holds may cause wet damage to the cargo inside containers especially stowed on the bottom, unless the bilge water is drained in a proper and swift manner. Read more......
ShipsBusiness.com is merely an informational site about various aspects of ships operation,maintenance procedure,
prevention of pollution and many safety guideline. The procedures explained here are only indicative,
not exhaustive in nature and one must always be guided by practices of good seamanship.
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