Container packing - Перевозки

1 Container packing1 Content1. Introduction .. 32. Strains caused by Container transport .. Mechanical strains .. Climatic strains .. Biological strains .. Chemical strains .. 73. Preparations for Container transport .. Weight limits and weight distribution of standard containers .. Stowage plan .. Function of packaging .. General rules for packing a Container .. Securing facilities within a Container .. General rules for securing cargo .. Container check prior to packing .. Container check after packing .. Redelivery of the Container ..174. Climatic protection .. Protection against humidity .. Cargo in temperature controlled Container .. Cargo in controlled atmosphere Container ..205. Cargo securing material .. General .. Material to put beneath the cargo (bedding) .. Lashing material .. Filling material .. 242 Content6.

2 Special advice on packing and securing various goods .. Cartons, cases and crates .. Pallets, fork-lift adapted unit loads .. Drums, barrels and plastic cans .. Bagged goods and bales .. Rolls and coils .. Vehicles .. Glass sheets .. Bulk liquids .. Bulk solids .. Long cargo .. Livestock .. 347. Oversized and heavy cargo .. General .. Pre-lashed cargo .. Break bulk cargo .. 388. Further information and contact .. 4031. IntroductionHapag- lloyd 's aim is to ensure safe and fast transportation for all types of cargo,despite the conditions that may influence the transport brochure will provide you with information that will enable you to protect your cargoduring shipment as well as our Container and stowage and securing of the cargo will be explained. The facts observed in thisbrochure are based on the experience and knowledge from our stowage advisors, shipcommands and an analysis of cargo benefit of stowing cargo safely inside containers includes smooth transport pro-cessing without claims or extra costs, and customer satisfaction.

3 In the beginningstowage equipment and man hours will be an expense, however at the end, you thecustomer will receive the benefit of transporting cargo with in mind that this manual will not answer all the questions you may have aboutpacking cargo. If you need any further advice or information regarding shipments, theHapag lloyd sales office will link you to one of our experts. Please contact us if you have any questions or comments. We will gladly advise you viafax, phone, e-mail and in Container LineSpecial Cargo Department42. Strains caused by Container Mechanical strainsThe cargo securing must withstand strains resulting from sea and land transport as wellas from Container handling. The closed Container prevents any visual inspection of thecargo inside. Once packing has been done, correction of stowage can not be the packing company has to know what kinds of strains occur during sea pas-sage.

4 Basically we differentiate between two types of mechanical strainsare caused by storage and stacking. The main factor is stacking pres-sure which results in bending and folding strains on the bottom layer of the cargo. Thestacking pressure depends on the dimension, weight, shape and height of the strainsoccur to the cargo during stuffing of the Container , during land or seatransport and during handling of the Container . There is a difference between accelera-tion, shock and vibration. Acceleration and shock occur during loading, braking, shunt-ing, handling, lifting, setting down and in curves. At sea there will be continuously accel-eration during rolling, pitching, yawing and vertical motion. Vibrations, caused by theships engine, gear and propeller, truck suspension, road and railway surface, etc, occurin a wide range of frequencies and it is not possible to know the acceleration in advance, which will affect thecontainer during a voyage.

5 One can work only by the rules of thumb. In this contextplease see the figures down below. The letter g means the gravitational acceleration(g=9,81 m/s2). It is possible, that during shocks and vibrations the acceleration is acceleration during truck to 1,0 gup to 1,0 gup to 0,6 gup to 0,6 gup to 1,5 gup to 1,5 g5 Potential acceleration during railway acceleration during sea Climatic strainsGoods are quite often subject to considerable climatic strains while being they appear during storage and Container packing . The strains are caused bybeing exposed to very alternating climatic zones while being transported by truck, railor barge, during loading, but especially during sea transport. Extreme climatic strainscan occur during shipments in the winter at temperatures below-zero and transport intoor through tropical zones, as well as during transport from the tropics to temperate closed containers protect the cargo inside against external climatic influences suchas rain, snow, sea water, salt water spray, dust and the sun (heat and UV radiation).

6 Up to 4,0 gup to 4,0 gup to 0,4 gup to 0,4 gup to 0,4 gup to 0,5 gup to 0,5 gup to 1,0 gup to 2,0 gup to 1,0 gup to 0,4 gup to 0,8 gup to 0,4 gup to 0,8 gup to 1,0 g6 Even if the cargo is protected against external influences, condensation may occurinside the Container . Thus the relative humidity inside the Container is determined by thetemperature and air humidity at time of packing . Sources of humidity can be also thecargo itself, the packing material or the dunnage. Some cargoes emit plenty of humid-ity over a long period of time. Most packing , dunnage and some cargoes can absorbhumidity. Condensation may occur, when a drop in temperature coincides with a source ofhumidity inside the Container . In particular, moisture condenses at the Container walls, Container roof or on the packages. Condensate humidity can drip from the roof ontothe cargo. This may cause cargo damages like rust, mould, stain, discoloration, stick-ing together of wet cartons, peel off labels or collapse of the water at Container temperature inside a Container depends on outside temperature and the stowageposition on board.

7 The Container can be heated by direct incident solar radiation ondeck or by heated fuel tanks in hatch. The air temperature within the Container belowthe roof can diverge from outside temperature by 20 to 30 C and inside the cargo by10 C. So a temperature up to 60 C is possible inside the Container . Furthermore, thetemperature can be affected by spontaneous heating of the cargo itself. Biological strainsHigh temperature, humidity and less air flow inside the Container promote an increasein insects, fungal, moulds, bacteria and micro-organisms. The cargo or dunnage ismostly contaminated before loading. Insect infestation from outside to a closed con-tainer is very seldom. Therefore the cargo is to be prepared very carefully to avoid bio-logical countries regulate the fumigation of dunnage by law. The shipper needs a cer-tificate, that the used wood is free of Chemical strainsChemical strains depend on temperature, humidity and movement of the vessel.

8 Somechemical products can heat themselves. The transport has to be arranged accordingto the dangerous goods regulations. For further questions please contact our dangerous goods department or refer to theIMDG Code published by the International Maritime Organisation (IMO).3. Preparations for Container Weight limits and weight distribution of standard containersThe weight limits of hapag - lloyd containers correspond to the international ISO stan-dard 668. The permissible gross weight for most hapag - lloyd 20' standard containersand all 40' standard containers is 30480 kg. Containers with a higher gross weightmight be possible in the future. Depending on the constructional series, the technicalmaximum payload results from the permissible gross weight minus tare of the con-tainer, and can vary. You will find more precise details in the hapag - lloyd -brochure Container Specification.

9 Apart from the constructional defined load capacity of thecontainer, the permissible weight limits of road and rail transport in the respective coun-tries must be considered. Details on the possibilities and restrictions of land transportcan be obtained from our hapag - lloyd sales bottom cross bars are the load support elements, which carry the cargoes the permissible payload is fully used, all bottom cross bars should be loaded by thecargo or in other words, the weight has to be distributed over the full length. The floorsin the containers are not constructed for selective loads. If cargo length is shorter, thepermissible load is reduced. The maximum spread load should not exceed 4,5t per run-ning meter lengthwise for 20' Container and 3 t per running meter for 40' Container . Youcan calculate this figure as follows: the weight in metric tons divided by the length ofcargo in meters.

10 Example: weight 10 t, length 4 m, line load: 10/4=2,5 of standard Container floor and bedding required for heavy of container20 40 Aminimum width of square timber10 cm15 cmBminimum lateral distance of square 40 cm40 cmtimber from Container Centre to line each8 BASquare timber used for load distribution must have a certain minimum width and later-al distance from the centre-line of the Container , due to the design of the standard con-tainer's floor. A relatively heavy piece of cargo or a cargo unit with a small load transfer area must beloaded in such a way, that the load support area is elongated in order not to exceed thepermissible floor loading limits. This may be done by square timber, layered in alternate directions (the lowest layerlengthwise); or by using a sledge lengthwise below the cargo. The free end of the bed-ding should not be longer than 1m on each end, but depending on the weight of thecargo and size of square bedding to prolong contact a parcel exceeds these weight limits, flatracks must be used.