Академический Документы
Профессиональный Документы
Культура Документы
1st Edition
Egberto F Ribeiro
Acknowledgments
I want to thank our God for this bright theme and for my
health and time to develop this fast mean of transportation, which I hope
to be helping the preservation of clean environment.
Dedication
I want to dedicate this work to my family, by the support and
help in so hard task to develop and to bring to inner view what still
doesn't exist.
Egberto F Ribeiro
ISBN 978-85-906811-7-5
INDEX
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
CHAPTER
Preface...............................................................
Introduction.......................................................
Global Logistics.................................................
Port Challenge...................................................
Ships..................................................................
Human Resource................................................
Maritime Freight................................................
Container Weight...........................................
Maritime Insurance............................................
THC Terminal Handling Charges......................
Equipments for Container..................................
Clean Transportation.........................................
Container Mode.................................................
Bonded Warehouse...........................................
Invoice...............................................................
Container Stuffing.............................................
Practice of Stuffing ...........................................
Safe Containerization........................................
ISO Containers..................................................
Hub Ports...........................................................
Cargo Plan.........................................................
Mooring.............................................................
Port Operation...................................................
Warehousing.....................................................
General Cargo Loading..................................
Container's Terminal......................................
Traytainer.......................................................
Statistics..........................................................
Conclusion.......................................................
Biography.........................................................
9
11
14
16
21
25
33
41
45
48
57
65
78
93
96
100
102
107
117
123
137
140
149
163
167
176
178
221
223
224
Egberto F Ribeiro
Preface
A new method of shipping has to serve ships each time larger than
ever, that's why there is the need of a newest system of ports and ships,
following the reasonable thinking for an only company or corporations to own
and manage the shipping services from ports to carriers. The berthing of ships
should be built out of the stream currents to operate Mega-ships and Feeders
synchronously. The traditional ship structure of the frames, from the holds to
deck and upward has to be changed to shelves, it will reinforce the ship. This
new class of ship can be called DiaMag-ship (diamagnetic). There is technical
support and parts for her immediate construction. The gantry crane industries
don't need to update their cranes to operate faster with Feeders, because the
containers will be stored in shelves and there will have an easy work between
both to follow the speed offered by DiaMag-ships.
The new model of port needs 120m of quay to install a bridge with
retractile platform in order to connect the pre-stacking at the ship, four columns
are similar to a petroleum platform. The bridge is near 60m wide, but must
have some space on the wharf to move aside to give clean area for ship's
I've received is how many people will work? I say the same which are
working today, because this system does not close any job, but will
increase the development of other means with low fuel consumption. In
a world of near 90K container ships, there are only few unities of Triplee ships. That's enough to begin, when new ships may be built in this
same method in the next years.
As soon as a larger DiaMag-ship announces her arrival to any
port, her method of operation allows all DiaMag-shelves ports to be
updated very easily. It gives good contribution to the worldwide Port
Logistics to operate friendly with all liners.
10
Egberto F Ribeiro
INTRODUCTION
11
12
Egberto F Ribeiro
The production of fruits as orange and apple, associated with soya
milk in long life packing has been a new market for industries. The heavy
industry of iron and aluminum are present on the entire world. All that
production is sent to consumers in containers. The production of cattle, milk,
poultry are also exported by containers and for that all, there is the need of
ports specialized in containers, the well known Port Containers Terminals.
The specialized ports to export containers ought to be ready for
shipping all the inland goods. Since the seventy's, the knowledge on ports,
ships and methods have suffered several unsuccessful experiences. The UN has
given a real line of thinking which is being followed by several countries and a
common mechanism of efficiency have reached year after year. To serve the
international business on goods exchange, from east to west, there are social
rules that must be obeyed, for people do not kill the future of their sons.
13
1- GLOBAL LOGISTICS
The first European search to the Oriental market was without doubt
the Marco Polo's family. In 1418, the Infant Dom Pedro from Portugal did a
trip of ten years through Europe to the Middle East where he got the news
brought by the merchant of Venice. Marco Polo brought a sample of powder
from China and in his book a very important information; he had been to the
last island before the large ocean Pacific, a place from where the Polar star was
not seen. The book was read on all Europe and considered mere phantasy, but
very valuable to the Portuguese king, his sons and to the bishops, they
compared the Polo's news to the islands shown in Daniel's book. The constant
war between Iberian countries and Saracen invasion on Portugal territory
forced the correct adaption of powder & gun. The known cannons in those days
were too heavy and did not resist more than two or three shots. The heavy
cannons had to be produced near the war fields and moved by almost 200
horses, while Portugal developed light cannons to be moved by ten men.
Portugal knew the Saracen secret: the malleable steel and used it to make light
cannons and to install them on large boats built to defend the Tejo and other
rivers. Later, this boat's frames were the model for the caravel. This large ship
14
Egberto F Ribeiro
for cargoes was able to sail between antipodes regions.
Portugal and the Saracens were in war for centuries and the often
escape of Arabian warriors to the desert behind the mountains of Ceuta had
taken the Infant Dom Henrique to fight behind the desert. The new strategy
developed by the prince was called the India's Plan. The plan was to close the
rearguard for do not allow the Saracens to escape. To reach that position of war
there was the need of a new fleet as sailors, boatswain, pilots and captains to
sail on unknown seas. The Portuguese prince hired Italian masters, technicians,
cosmographers, cartographers and made a school of navigation in his own
house in the Algarves. The new navigators could never to stop the Saracen's
escape route, but they discovered the half of the unknown lands of the world.
Today there is the same challenge, when a new time needs a new
method of work. The shipowners have built ships four thousands times larger
than a caravel. While the world economy slows down, it's time to create new
kind of ships, ports, methods and equipments for TEUs. On my e-book written
in 2002 "Logistica de Container" I have written a phase used in class "For the
effectiveness of a training is required experience of those who teach and
spontaneous determination of those who wish to learn, so everyone can
overcome the initial pattern to establish new and audacious targets."
15
2- PORT CHALLENGE
Larger vessels have been expected to be built for more than sixty
years, since the first supertanker had been ordered by the shipowner Mr
Onassis. There is no way to adapt a port built for general cargo ships to accept a
Triple-E ship as in a Hub Port. Large ships have too many containers to move
through a bottleneck to a large container terminal. These ships are not approved
for conventional ports, where the square meter of land is too expensive. The
port's quay is narrow and dangerous place for workers, even when there are
some containers for inspection.
There was a time, when the captain wanted to stay moored at the
quay without operation, only to give a free time to his crewmen in downtown.
Today, things are quite different, there is no lazy time at quay after mooring.
Just few years ago, several shipyards have developed the Panamax, with the
proposal to reduce the expenses on fuel and to reduce the costs of freight,
which are already outdated in size.
All the productive chain is engaged in the same thinking on the
entire world, to increase the production with the reduction of costs. At fifty
years ago, an Italian scooter cost the same price of a black and white home
16
Egberto F Ribeiro
television. The high technology existing only in very expensive cars are now
being applied in popular cars. The ports didn't have good perspective to attend
each new kind of ships, where sometimes the vessel is larger than the port. The
Panama Canal working for a new width to receive ships 53% larger than its
own earlier width. However, it seems not to be enough, the new project has
been surpassed by larger ships. For such target, it has been working hard to
enlarge the gates and receive ships each time wider, it seems to exist a shipyard
racing to win a TEUs record on the Guinness Book.
Searching the Global Logistics to reduce costs, shipowners are
updating the transport routes and the connecting waterways, railways, roads
and ports, no matter how distant they are, if from small to large cities. The
economically and viable transportation must be flexible, because it requires
several access roads and rails to approach the distance between the mineral to
ports and the rural producers to the industries till the ports. The most important
access roads will be those which offers the shortest distance between two
points, no matter which means of transport will be used; highway, railroad or
waterway.
In a Global Logistics for ISO containers, the buyer and the shipper
must to define the best appropriate means for transportation; from the producer
country to the importer country. Shippers must have the discipline required by
logistics to enter in a global transportation. That's why the UNCTAD has asked
for training the ports and industries workers to build their mind as only one.
The port logistics doesn't begin at the port, but inside the industry or
terminal where the container is stuffed. Teaching ports' workers is the only way
17
18
Egberto F Ribeiro
to do the corrective maintenance. The workers can notice inside the facilities
the existence of security failings when happens invasions. The workers can see
the conditions of stuffing into the containers, before the loading of cargoes and
after the loading, if the cargoes need to be properly tied inside the containers or
not. All material necessary must be suggested to block the cargo, as wooden
frames, plastic bags of air, or other resources to keep the cargoes steady and
secure, for do not roll or slip in the container. All must be aware of the
mandatory ticket of weight to be added to its own documents, before typing its
Bill of Lading.
The security on location designated for storage of containers in ports
or terminals must have care to offer periodic training for its employees, every
time a new equipment is acquired. The main marketing is to show to clients
through sites, the quality of services offered by the company. The care with
client's goods and the continuous training of its employee. The human resource
is the most valuable richness of the company. The clients must to know about
the most advanced systems are applied by the company and the heavy expenses
with technical training of employees on industry politics and security, beyond
medical and social assistance and excellent selection of skilled workers. The
security also implies in the protection of the facilities with high walls, gates
with x-ray and scanners, flat scales, cameras and service of communication on
line to the users with internet and SMS. As a picture has the value of a thousand
words, a word of impact awakes thousand of customers. The system of cargoes
transportation in containers is being applied very well in the international
market for over 40 years, with solid economy and good performance.
19
20
Egberto F Ribeiro
3- SHIPS
Too many old inland ports were built to receive sailing boats and its
literally handling of cargoes into barrels on ramps to load at ten tonnes per day.
Later these ports were adapted to receive tween-decks steam ships with new
system of steam winches & boom with coal and water supply, (water at the port
supply was 8tons/h, against a consumption of 20tons/h). The existing water nets
were modified, as the cargo loading speed changed for two hundred tonnes per
day. When electrical cranes and ships moved by oil engine appeared, the ports
had to adapt its facilities to receive these modern vessels, loading large lots of
cargoes in faster time. From the last sixty years, new industries projects and its
shipyards removed the tween-decks inside the hold to install the newest
structural bulkheads, a kind of wall from the deep-tank to the deck, applied on
bulk grain and ore/oil transportation.
The most advanced ship industry developed larger bulk carriers for
25K tons, with bridge cranes for self loading and discharge. A ship in that size
was loaded with lumber from Paranagua in Brazil to Malta. The operation on
wagons was done by a gantry crane on board for 25tons. The movement of 30
tons/hour in other ships moored at the port was dramatically surpassed by 250
21
22
Egberto F Ribeiro
operation, to work without the port's equipments. Today, the Grimaldi Lines are
the roll-on/roll-off liners docking daily at several ports, where there is no
enough cranes to supply the faster loading at 400 tons/hour until now. There is
an interface between the ports and the ships which raise up a question: how to
adequate them to operate in reduced time at low cost? The answers are: new
equipments and new methods, because there is a cost to counterbalance with
big expenses. The actual program of big ships challenges the industries to
produce suitable new equipments for ports, but it stumbles in time and cost to
remold the port structure to bear such heavy equipments and to repeat the
dredging for several times during the year.
There are ports around the world which ceased their investments to
watch their own history go away at full speed. To update its own port's facility
implied in a complete destruction of the environment, so they changed to other
activities as museum, theaters, art gallery or completely demolished to raise a
new shopping, a new building or a condominium of offices.
Meanwhile, shipowners of larger vessels were choosing for
exclusive quays, nonexistent till now, even they don't know exactly how should
be these quays. They all know, there is a world need to reduce the emissions of
carbon, to reduce the environment aggression, to reduce the free access of
people on ports, to reduce the cost of freights, to reduce the numbers of
mooring, to reduce the time of their trip, to reduce the expenses in security and
insurance, to reduce the piracy and to follow international laws against
terrorism.
23
24
Egberto F Ribeiro
4- HUMAN RESOURCE
25
26
Egberto F Ribeiro
piracy is the same of Middle Ages kingdoms against the Islamism before the
Crusades, but with much more power.
The emerging nations have a basic level index of production which
increases every year. It is not caused by their companies selling papers in the
Stocks Exchanges, but because the richest nations are seeking for goods
produced by emerging nations in astronomic levels. When we see a product
from any European or Asian country, there is high percentage of their exports
thickening the local GDP. The developed countries produce goods with
aggregated value, few products costs too much. This is the added value of high
tech machines sold to emerging nations. But at the same time, poor nations
have high production of goods, handcrafted at low cost. When the rich nation
sells one machine, the poor nations produce millions of a single article that is
found for all over the world. When the market is restricted by any political
reason, the developed nations stop their production for lack of buyers, while the
poor nations go on producing as always and selling for several.
That high production of cheap goods has been moving for three
decades the branches of several industries, from famous trade marks to high
technology micro computers, sent by rich countries to the Asian continent. In a
first moment, there was an important wave of economists who suggested to
produce abroad, where hand of work were cheaper. The first wave of deals
really showed the amazing coin's face; to produce where there was no skilled
workers caused discredit by consumers. The developed nations began to buy
their own traditional goods and marks produced abroad. It caused a confusion
in other countries where there are laws to protect trade marks. When Brazilian
27
28
Egberto F Ribeiro
technology to fulfill their machines. So, it has just come! The single cell is now
so small that can capture in a quarter of inch, much more pixels than a 35mm
film.
The new industries of pictures can produce an electronic cartridge to
supply 8mm cameras as it was at 50 years ago, from single eight to super eight
or 16mm. There are millions of thirsty consumers waiting for such product on
the entire world. But the industries are in "dead fire", as it was said in Brazil
when an old industry of sugar was out of service. Several well known and
respected American industries of pictures have closed their doors, because their
pearls are produced and assembled in other countries.
The stop flag slows till the physics momentum and to start again
will demand time and energy. Into trade marks, the proliferation of new centers
of production abroad created a lack of workplace into its own nation and the
world disqualification of its trade mark. There is no more time to recuperate the
lost customer, most of them are out of fashion, new technology consumers,
or "dead". The most reasonable order now is to reconquest its own credibility,
investing heavily in marketing, in behalf of its own trade mark for the next 5
years.
When importers chose your product, they know exactly what they
want; whiskey from Scotland, perfume from France, Sun glasses from Italy.
There is no market for Scotch produced in Brazil.
Was the political power on industry only to create good relationship
between nations? Of course not, that happened by brilliant ideas, with calculus
by only one incognito; how to get more money, paying less. The richest
29
30
Egberto F Ribeiro
Since 2005, when Brazil got fuel production to grow up to self
sufficient level, the economy became more comfortable and began a new wave
of injection on development in commerce, industry, agriculture and services.
For such unexpected rhythm of growth, the inland market has shown the lack of
skilled technical laborer. The actual offer for workers range from 900K to one
million new jobs, but new opportunities will increase these numbers for the
next three years, when industries will be seeking for eight million technicians
for electromechanics, metallurgy,
geology,
communication, chemicals,
31
32
Egberto F Ribeiro
5- MARITIME FREIGHT
33
34
Egberto F Ribeiro
There isn't need of international Bill of Lading for cargoes in transit within only
one country, this document is valid only between countries. When a cargo is
sent from an inland industry to its port for abroad shipping, the papers used are
those common to such country. Even though, the exporters must provide all
papers common to international trade. The several papers as Invoice, bank
declaration of Letter of Credit, Bill of Lading, Contract of Freight Modality,
with/out Insurance, Origin Declaration, Certificate of Weight and Quality, or
any other paper requested by the foreigner wholesaler. As in Cabotage there are
no foreign goods on board, there is no Customs procedure, there are only the
states or provinces inspections of taxes. An exception happens when foreigner
cargoes are guided to one port, but for any reason are discharged on another
port. Then, foreigner goods are moved to the registered port in the B/L, by sea,
air or land, under Customs care. The payment of state or province taxes must be
observed by exporter only on the merchandise and follow the rules of each
State or Interstate traffic. To promote cabotage, encouraging the seashore
navigation, several countries exempt or reduce port taxes and stevedore wages.
5.1.2. Long-haul
Long-haul trip is the navigation by sea, air or land between two or
several countries. The abroad trip is provided with international procedures,
even if these countries have common borders. Sometimes, these countries with
common borders have regional agreement for trade and culture. The most
common in international trade is the provision of goods that each nation needs.
Every port in any country is a Government place (Ruled by Constitution) and
has Customs to receive foreigner goods to nationalize them. The resident
35
36
Egberto F Ribeiro
transportation to deliver the cargo. It may happen within a country or between
other nations.
5.1.3. Full Liner Terms
A full liner ship means that all holds will be under contract. The
ship-owner is responsible for loading and unloading of the goods transported.
This is the condition prevailing in freight conferences, as the offers of gross
price for a transportation of a cargo to a defined destination. Notice that who
signs the contract is the responsible to accomplish all expenses. When the ship
doesn't have engaged cargoes enough, the empties holds are offered to third
exporters, but as they know about this ship only when she is near the port, or in
a waiting line, the invited exporter doesn't have time to prepare the loading and
it always causes delay and Demurrage.
5.1.3.1 FILO (Free In Liner Out)
The ship-owner is free from responsibility of the shipment when the
terminal is automated. Ship-owner assumes the costs of unloading at the
destination.
5.1.3.2 FIO (Free In and Out)
The ship-owner is free from liability in shipments and discharges.
The freight only covers the trip.
37
38
Egberto F Ribeiro
some goods you have, just divide the cubic space you have for its gross weight.
That's why the stowage factor for soya beans is not the same for iron ore.
Square goods will occupy less space than round or spherical goods, in this case,
the empties place will be paid as if it were in use. So, goods with high stowage
factor are loosing space and must be analyzed a better use of its place. If the
cargo must be processed to reduce the space, the goods must be fitted for low
cost in transportation. The cargo has to be fractionated in several parts to
reduce the cost of freight. One piece of an aeolian generator is larger than two
forty feet containers and weights 50tons and causes serious trouble for
transportation from factory to the port. It should be divided in four pieces and
put inside flat rack container with a little cost of freight.
However, there are several other factors that influence the cost of
ocean freight; ex:- special cargoes as 10m wide belt reels for mining industries,
blades for aeolian generators and others. Despite of a low stowage factor,
special cargoes are always a risk for the entire ship, which has to be controlled
by ballast. There are tables with stowage factor for all goods, the user should to
compare if his product is in the average cost of freight or not and what should
be done to adapt his cargo inside a flat rack container.
5.1.4.1 Ad-valorem. Increase on freights above $1,000/ton.
5.1.4.2 Port Addition Applied on ships mooring without defined
line or extra port services. (Ship arrival was not announced).
5.1.4.3 Fuel surcharge. Variation in the currency contracted
about change in fuel supply.
39
40
Egberto F Ribeiro
6- CONTAINER WEIGHT
41
42
Egberto F Ribeiro
container is laid on. Governments must have Acts to rule on the weighing of
exporting containers loaded with cargoes.
When a loaded container is put on a chassis without locking by any
way, two feet out of its correct place, backward or forward, caused by
displeasing or lack of attention, it will be enough to lift up, or to dive the truck's
cabin, impeding the correct driving. Sometimes, the wrong weigh is given by
the exporter order to hide profit evasion to any foreign country. They don't
mind if it is discovered only when the crane can't to hoist the container by
overweight at destination. Sometimes, the wrong weight is purposeful; for
example an exporter industry has wood for shipping and hires several trucks for
full cargo freight. In that way, the total weigh is divided by the number of
trucks and the papers are typed for each truck with the same weight. When any
cargo is loaded in a container, its paid for one unit, ignoring a scale to know
the correct weight of each box.
Shippers are used to consider a same weight for all trucks loaded
with a full cargo of 25 tons, they don't mind how different it is from the correct
weighing. The shippers show the same weight for official documents and also
for the sea freight. At the terminal gate, the truck with chassis is driven to a
scale to check the real weight of 30 tons. Who loses is the driver for bringing
five tons for free, while wastes his money with fuel, tires, penalties, taxes etc.
Let's think on what will happen when the lot has one hundred trucks.
The stevedores will loose their commission. Also the Ship-owner,
because he will transport five hundred tones for free and becomes an innocent
43
44
Egberto F Ribeiro
7 MARITIME INSURANCE
45
46
Egberto F Ribeiro
provide these service by its members; ship owners, operators, charterers, on
claims which are mentioned in various ports of the world. It is necessary to be
legal and technical expertise, because this complex area involves various
international environments in its principles and terms; sinking, stranding,
collision etc. Ships are too heavier than we think, a single touch causes great
damages.
7.1- The compensation of injured vessels is 75% of the total.
7.2- The maritime insurance on cargo coverage starts at 5% after the
value.
7.3- To launch cargo overboard to save the ship requires the
participation of other insurance coverage: Hull engine container boxes
goods.
7.4- Collision: Shock between ships sailing against each other.
7.5- Allision: Shock of ship against objects or stationary vessels.
7.6- Removal: Remove debris from ships in the port, wharf, access
channel, Bay of evolution etc.
47
48
Egberto F Ribeiro
fight smuggling. The governments are fighting against smuggling of drugs and
guns, that's why there are inspectors, police, scanner, x-ray for containers. In
ports, all the employees and workers from syndicates are controlled by the
Navy and Customs Authorities. Nowadays, the international trade is careful
against the treacherous terrorism.
The storage before shipment and transportation to the ship must be
contracted with companies which offer storage facilities in a package of
services, at reasonable prices. The goods for export are headed to the following
steps before being stuffed into a container:
8.1.1 The goods will be at an EADI, Dry Port or Container Terminal
(Inland warehousing under Customs control). The storage must be the nearest
as possible of the port, or the nearest possible to its equipments of
transportation.
8.1.2 The unloading of the truck, boat, wagon etc. This cost must be
calculated on real time of use the equipments. Do not accept to pay full hour of
equipment for only 15 minutes of real time of use.
8.1.3 The storage of the cargo for separation. This is a place of
operation where there are several lots to be loaded in few containers.
8.1.4 The stuffing of the container and dispatching. The services on
store-yard or warehousing are done by companies which offers complete
service at competitive prices.
8.1.5 Transportation to pre-stacking. The company receives the
container into its store-yard and delivers for loading. Sometimes there is a price
of free cost of storage.
49
50
Egberto F Ribeiro
answer was given to workers in several courts over the nation. This Law was
ceased on December 06, 2012 and a new government measure was signed with
some new rules, but the President forgot to give an answer about the retained
money.
This is the procedure of governments projects investments said to
favor workers and citizens in public services from cities to states and even the
federal government. If someone analyzes the GDP (Gross Domestic Product)
on public works, will notice that the level shown doesn't correspond to the
existing services. Sometimes the work doesn't reach the half of the project,
sometimes, none of the paid works were done, or it cost the double of its
starting budget. The costs of hand of work, building material and equipments
are the same during the year, but how did the engineers have committed so
great mistake. The actual expenses on football stadium for Nations Cup and
World Cup are all overpriced. A Billion Dollars is a big money, where was put
so large amount of money shown on GDP, disappeared, or never existed? Is the
GDP a new bubble on the entire world?
8.3 Protector Maritime Agent
Protector Agents are those who represent the vessel owners at every
port, to attend the vessels need. They are the receivers of import documents and
provide the delivery of copies to government agencies at the port. They keep
daily contact with port's authorities to notice the ETA/ETD (Estimated Time of
Arrival and Estimated Time of Departure). Protector Agents are the freight
sellers to fill all holds and cells of the ships. They type all letters given to IRS
and represent the vessels commandant. They request the vessel to entry into the
51
52
Egberto F Ribeiro
8.6 Variable Cost of Cargo Handling.
The variable costs on hands of work and rental of equipment for
special cargoes, and to load and unload cargoes with large number of workers
rise the variable cost. The costs will be more expensive if handled by
stevedores, or cheaper if moved by machines, better is when the cargoes are
unitized. The costs will be more expensive when the cargoes are moved by
equipments which belong to the ship, or cheaper when are moved by
equipments from the port facilities. The fixed cost of freight is based on the
same calculation: distance, type of vessel, cargo capacity, equipment on board
and suffer the same extras costs worldwide.
8.7 Where Economy Fails.
Before the World War II, the variable costs had reached at 37% of
sea freight. In the postwar period, these costs rose to 60% of freight. This
increase in cost was due in part to inflation occurred at that time and also the
growth in numbers of airplane for passengers instead of usual ships.
From the ancient Roman Empire, there has been constant procedures
to reduce freight costs. The construction of the Corinth lane by the Romans,
with slave labor force of Jewish prisoners, is an expensive example to solve the
well known ratio: distance and cost. Other lanes built centuries later as; Suez
and Panama show the concern of the British and Americans in the reduction of
the freight costs.
Governments and companies have developed methods and
techniques to reduce the costs of production. The whole infrastructure of an
industry from the facilities, personnel, raw materials, production, environment
53
54
Egberto F Ribeiro
and South America, the wooden houses are popular and inexpensive. In U.S. a
new wooden house with three bedroom cost an average of US$400K, which
were easily financed under mortgage in long term. After ten years, the financial
costs were too high and the houses needed to repairs at the half of its value.
These fantastic wooden mansions were built in two months and sold
overpriced, from 10 to a hundred times over the values of materials and other
costs applied on its construction. In less than ten years, these houses were rot
and plenty of termites and other flying insects infesting every part of these
palaces. Currently, a three-bedroom house needs four days to replace the
synthetic wall panels, PVC windows and thermal insulation, at an average cost
of $25K. Despite of all such expenses on the entire house, no one will pay more
than $100K. Such formula rises the national GDP to unreal levels, but causes
severe damages to the entire world economy. The slogan of a termite control
company panels at the roads: "Termites work 24 hours a day, we too." These
opposing values between debts and real state market induced the owners to give
back their properties to the banks, generating a book loss of $6 trillion dollars.
The procedure to rise up easily the GDP of any country to amazing heights was
called "bubble" by economists.
When a corrupt country has several investments budget of billion of
dollars, the costs rise quickly over 50% according the law and by analysis of
the Union Court of Accounts. Nobody understands what happened to that rising
of costs, if the engineers made any mistake in the structural calculus, or if there
was any reason for those materials appear with a new price. Sometimes, it is
caused by corruption, but sometimes it seems to be the bubble effect on GPD.
55
56
Egberto F Ribeiro
57
58
Egberto F Ribeiro
anytime. The level of study of all workers was the high school, but in port
operation the workers didn't know enough the methods and always followed the
Agents suggestions. When several services were incorrectly done, the
responsibility was always by the company's account. After the training, the
workers began to have the company's point of view and several services
considered without bills, because it was to a friend, began to be payed by users.
To a better understanding, the port was usual to do for free services not
provided in the cost list; ex: forklift for cargo inspection; crane to remove a prestacking. Beyond to know how to work with container, the training was added
to old methods by Port National Departments and Port Government Company
for cargoes in bulk, as cargo plan, cargo inspections, port security,
warehousing, how to identify container, how to identify the classes of fire and
how to operate correctly the equipments.
After several years, the global system of work has been fragmented
and the countries are no more actuating according the same rules. That's why
there are almost 15% of goods being produced oversized for container
measures. But when it needs to be moved by containers, the operation is lazy
and plenty of accidents. I've been giving support to teachers and students at
Administration courses, industries and producers allowing them to read or
download my book "Logistica de Container" and "Elements of Port Logistics"
for free. I believe they have to get knowledge on port operation for do not fail
in international trading. The Port Operation is a theme not explained at the
universities of Administration. This is the same as to teach laws, signs and rules
to someone to get a car drive license, without teaching him how to drive. In the
59
60
Egberto F Ribeiro
9.4 Chains and Steel Cables.
Do not use chains to lift a container, because when the chain is loose
on the ground, the rings are always twisted and they suffer a sudden bump
under heavy weight and when get aligned breaks itself. Look carefully the steel
chain to see if it is in good condition; when the ring is like a groundnut, it
means that is almost broken. The best work is gotten with steel cables, but it
must never be pulled on the ground, it suffers the abrading effect and becomes
useless in minutes. Steel cables must never reach its extreme resistance,
because it loses the validity and will break. For loads of 10tons use cable for
12tons; for 50tons, use cables for 60tons.
9.5 Damages.
Damages in containers are always caused by drivers, but sometimes
the stevedore equipments are not adequate for such work. When a forklift
driver rises up a 40 container by the lower panel, he will cause serious damage
on its lower structure, breaking the steel bars and the plywood on the floor.
Another mistake done by forklift drivers, which cause damages on any
container happens when he lays down on the upper panel (roof); cables,
lockers, parts of spreader or stevedore articles. Later, the driver puts another
container over that one with steel articles and the roof will be drilled and the
lower panel will be broken. Another case, the driver has to move the container
and forgets there are loose pieces laid on the upper panel, which may fall down
on someone or over himself. The forklift or gantry crane spreader for container
has automatic corner guides to lock it, which is dangerous and may cause
61
62
Egberto F Ribeiro
for containers from 20' to 40'. Despite of several measures for containers, only
these measures are worldwide accepted. Some spreaders are provided with
corner guide to position correctly on the corner fitting to lock the container,
workers must keep clear for do not suffer any injury.
9.7 Intermodal Terminals.
Intermodal also uses equipments for containers over rails or tires,
while these are more versatile than those, both require a lot of time for
maneuvers. The container yard for Straddle carrier with tires must have the
ground angle at 2% for rainwater drainage. The concrete on steel surface should
be mechanically smoothed to prevent premature tire wear. The train with
containers comes into the Intermodal yard for weighing and non-invasive
inspection by X-ray. After that, wagons with containers are positioned for
unloading. The Straddle Carrier drives on its road for operation above the
wagons. The trucks bringing chassis stop alongside the wagons. The container
is transferred from the wagon to the chassis which heads to gate for weighing
and scanning to receive the order of free output; it isn't to work twice, but to
confirm that the same container and contents which have entered in the
Intermodal are these which are being delivered. This truck will carry the
container to its destination in the region, store, hypermarket or port terminal.
Stationary crane on wheel is wide enough to have below it one
wagon rail and one road for trucks to transfer a container from one means of
transport to another. Straddle Carriers operate to load and unload trucks or
wagons and to take the container for stacking. To move the wagons will be
63
64
Egberto F Ribeiro
65
66
Egberto F Ribeiro
10.3 Automate.
The container is moved from the store-yard to the ship on chassis by
tractor trucks or tugs moved by remote control at very low speed guided by
sensors of command installed into the ground.
10.4 Wagon.
The container on wagons are moved by diesel-electric trains. This
system must offer control on weighing and scanning by the rail company.
10.5 Cryogenic Levitation.
In 1911, the Dutch physicist Dr. Heike K. Onnes began to study the
phenomenon which cuts off the electrical resistivity on materials, known as
superconductors, when cooled at critical temperatures. Twenty years later, the
German physicists Dr Fritz Walther Meissner and Dr Robert Ochsenfeld have
continued the studies on diamagnetic actions of superconductors, or the
Meissner-Oschenfeld effect. Some experiments with liquid Nitrogen at -196
have been done since then to understand why superconductors have excluded
its magnetic power and how to use it. The cold action of the liquid Nitrogen on
magnets made of ceramic rare-earth materials, with properties which don't
suffer any structure damage, but builds a diamagnetic field. This is a field with
huge strength to float softly an upper magnet and to attract it at the same time.
The double action done by the superconductor to repel and to attract the
opposite bodies has a singular benefit, the floating body can't fall down, when it
is pulled up, it offers stability to the floating body. The diamagnetic field repels
both bodies, the superconductor and the magnet, but at the same time keep both
attracted to themselves. After few seconds without cold supply, the
67
68
Egberto F Ribeiro
10.6 MagLev.
There are three known technologies to move a body on magnetic
system; the Maglev in China is in operation for several years applying
electromagnet for levitation under vector-control. The second technology is the
electrodynamic known as the HSST in Japan, which needs some speed to begin
the levitation, so it must have wheels and rails for low speed. The third system
is the cryogenic with ceramic superconductors at critical temperature with
permanent magnet, or electromagnet coils moved by linear motor. This is the
system in development in Brazil at the Federal University of Rio de Janeiro by
the physicist Dr Richard Stephan. The professor leads a team of work with
other institutes, they have made prototypes for students, visitors and observers
to have a general glimpse of the futurist application of that new methods of
magnetism. The cryogenic transportation is one of the most attractive
experiments in the campus. However, the advanced state of knowledge is
widening the industry horizon and power plants to reduce its size and to
eliminate its bearing systems.
The need of deep ports for Post Panamax ships is a brainstorm to
governments and investors throughout the world. The containers moved on
magnetic system seams to be the solution for transportation of containers on the
USA, from West Coast to East Coast on a structure for twenty lanes to one
direction and twenty lanes above to contrary direction with low cost of
maintenance.
69
70
Egberto F Ribeiro
centers from the departing port and all ports alongside the line till to the port of
destination. The Divetainer works inside a triangle frame with three rails to
guide and electricity supply made of copper-base alloy and carbon, same
material found in brushes for electric devices, for do not suffer the electrolysis
erosion, very common in metallic parts. There is great possibility to improve
the use of wireless power inside the water. The Divetainer has double front to
reduce the turbo whirling of water and can go back without the need to turn
around toward changing its direction, so it can slide forward and backward by
linear electromagnetic power controlled by an operational center.
The containers of 20' or 40' can be loaded at a quay in shallow
waters, but with depth enough to operate in low tides and to load the TEUs into
the Divetainer. The control of equilibrium is needed for TEUs, with heavy
weights of cargo, or even low weight of cargoes, which must be steady in the
center on the containers. The water tanks are controlled by sensors and
computer to keep the balance at zero weight. The Divetainer is tough to be
closed tightly and able to be moved by electromagnets coils installed in the
frame assembled in a line laid on the seabed from shallow waters to deep
waters. The frame is made by steel bars and elevated by steel columns on
concrete to laid on the sea bottom with height and length according the soil
geography to be free from obstacles as dredging, heavy traffic lanes,
earthquakes, fishing-nets, water streams. The energy supply is gotten through
the upper angle where there is a chamber to actuate as bell to capture energy
and to release the hydrogen gotten by the electrolysis, which can be captured
and sent to mainland. The wireless system to transfer electricity is ideal for all
71
72
Egberto F Ribeiro
pre-stacking, Intermodal or centers of delivery. The container terminals have
hundreds of chassis to move containers. When there is no container for
transportation, the chassis are stored on a pile, one over the other. Very often,
there are too many chassis stored on open sky, than in use. The large number of
chassis belongs to multimodal terminals, investments banks, drivers or
transportation companies. The weight of a chassis varies from 3,5tons to 5tons,
they are called low weight chassis, because there are other heavier with 12
wheels weighing almost 10tons, to carry 35tons of grains. When empties
chassis are moved, we have to consider that its own weigh is moved several
times, generated by a necessary relocation and costs. If the weigh of a kind of
chassis without wheels is around half ton and if ten of them can be moved in a
single bundle, certainly it should offer a great economy in a year of operation,
this is the main target with this work.
10.12 Rail for Spreader
This is a system where the container is lifted by spreader and moved
by electric engine or electromagnetic system under a steel frame with rail
hanged as cable-cars. The container is a heavy cargo and causes material
fatigue of the corners lockers on the top panel and the inner base of the inferior
panel of the container. The movement of spreader with cable is not always soft,
but shakes and trembles the container, that may cause any damage to its cargo
or to the container structure.
10.13 Traytainer
While the heavy industries on the entire world are building ships
each time larger to carry cargoes in containers. The Ports Authorities have to
73
74
Egberto F Ribeiro
Thinking on that, I have developed this new equipment to carry two
TEUs and so reduce to half the movements of containers and a new method of
shipping to improve the operation through the unitization method. This system
of operation increases the speed for unloading and loading large ships, medium
ships, full-containers and smaller ships. This method needs a new system for
container storage, which reduces the land area for terminal facilities, without
expensive equipments, landfill nor streets. The transportation of containers
won't be done on the ground, but over our heads.
The Traytainer operates in a shelf system for container storage on
board of ships, in the pre-stacking or in containers terminals to keep the
containers in the same level, from the pre-stacking to the ship's cell. To move a
container from store to ship on the same level reduces from eight movements;
to lift up and to lower to only two movements.
All Traytainers must have magnets with the same power to elevate
an area of 30m for one 40' container or two 20' with a maximum weight of
30tons. As the Traytainer operates in short time and the magnets are fed by
continuous current of energy, there is the possibility to supply the
electromagnets coils and locks with rechargeable battery. When the Traytainer
is applied on long trip, other choice is to energize the units by wireless supply
or brush connectors. Permanent magnet are allowed for long distances with
protection for do not attract undesirable objects. The lanes where the
Traytainers will slide on will be supplied by cryogenic system to keep the
diamagnetic effect in order to offer speed, stability and easy changing of lanes
to guide units from one destination to another. The industries where the coils
75
76
Egberto F Ribeiro
supplied by liquid nitrogen below the lanes. The magnet field can be produced
by electromagnet coils, at low consumption of energy and also gotten by
permanent magnet. When the Traytainer is empty without work, it will be
stacked on other units, as the permanent magnet can attract loose metallic
pieces, it must be stored in safe place, as the known heavy sound speakers. For
do not cause damages and accidents, it must have a protective covering.
Permanent magnets cant be attached directly under any container's base panel,
because it wasn't built for such use. The container must be laid on the
Traytainer and locked on its four corners, for do not fall down, the diamagnetic
action allows the safe movement on the lane and drive control.
77
11 - CONTAINER MODE
78
Egberto F Ribeiro
11.3 Contracts for transportation in containers should cite its mode;
H/H House to House, FCL/FCL, LCL/LCL. It's an operational information,
regardless the transaction shall be FOB, CIF or any other mode by Incoterms.
P/P Pier to Pier and SC Ship's Convenience. These are the only
mode which are not written on Invoices and Bill of Ladings, because this mean
that the cargo arrived at the port without any container and that will be
delivered at the port of destination without any container. When there is this
kind of cargo in container, the procedure is to unload the container immediately
and to provide a receipt of cargoes.
11.4 To officially understand the modal of a container at each port,
the Invoice and B/L use a bar separating the two sides of both abbreviations.
The left side refers to the port of shipment and the right side refers to the port of
destination; FCL/FCL. The usual in all ports worldwide is to allow containers
to be dispatched by importer to another city, or to another inland country under
Customs orders. That is to assure transporters and port operators for do not
break its seal to open that container. If by any occurrence, that container should
be opened, the port Customs must be noticed by letter to provide an inspection.
The abbreviation FCL means Full Container Loading, and declares the
container under this mode belongs to only one hirer. When a container in the
mode FCL arrives to any port, according the Bill of Lading, and after the
notification to importer to provide the dispatch, there is no answer. After three
months, the terminal where the sealed container is, must send a letter to the
Customs to declare the abandonment of cargo. That's for cargo not be stored
indefinitely at the container terminal.
79
80
Egberto F Ribeiro
11.8 LCL/FCL means that the goods were loaded at the port of
origin and must be unstuffed only in the importer's establishment.
11.9 A container FCL/FCL cannot be opened during the transit
between the export factory and the import's establishment.
11.10 The term of container leasing starts with the delivery to the
exporters address for stuffing. The end of use happens at the port of
destination or in the importers address, when the empty container must be
delivered to its owner, or to his order, according the terms of leasing.
The Demurrage happens before stuffing or after the end of the trip at
the port of destination, caused by process tardiness. Generally the lay-time is
negotiated to 15 days after the ship's departure, or twenty days, if the container
is in transit to another country. Daily penalties for container delay are $7.50 for
twenty-feet and $15.00 for forty-feet. There are too many cases in which the
penalties for delay time overcomes the value of goods, the importer is induced
to abandon it in the primary zone. When happens any trouble to imports, the
container must be unstuffed as soon as possible.
11.11 Eventually some containers must be opened for physical
inspection, if there is any technical problem, the merchandise return deadline
probably won't be met. There will be financial losses with operational delay
time, opening services payment, storage, loading and unloading each container.
When a port or country is problematic, the most advisable container mode must
be Port to Port.
81
Standard
Organization)
International
Organization
for
standardization.
11.14. The high incidence of smuggling in Brazilian ports obliges the
Government to take action, not always conducive to honest importers. National
cigarettes were found in containers said to contain toys; computer parts where
was said to contain clothes.
11.15 Governments should require importers or exporters of
container cargo, weight and quality certificates provided by international
companies control, in order to avoid the opening of containers and disasters by
overweight or in container loads. These companies have subsidiaries worldwide
and accompany all operations with the goods contracted by interested parties.
The certification for weight and quality is searched by qualified controllers,
analyzing samples and notifying the owner of any changes that may occur.
Certificate of weight and quality commitment extends from origin to the
address of delivery. Upon arriving at their destination, the weight of the
container will be rechecked and the samples will be analyzed to see again the
same characteristics of the purchased products. These companies have good
international concept and can be used by Governments on the entire world.
That's the way to get the best monitoring of goods in containers.
82
Egberto F Ribeiro
11.16 The importers and exporters must be careful with the correct
name of each lot of goods, because any divergence with the NBM (Brazilian
Nomenclature of Goods) will be considered as false declaration and the
subsequent seizure of the goods: mistakes as T-shirt short sleeved by T-shirt
long sleeved, or shirt long sleeved by shirt short sleeved, already have been in
many Customs auctions.
11.17 When goods are "forgotten" by the importer in the primary
zone for more than 90 days, it will be related by the depositary and
communicated to Customs, which has to enter in contact with the rightful
owners, giving them 30 days to dispatch its cargoes. The process of
abandonment will be finished and the goods will be related in terms of
Confiscation and put up for auction.
11.18 If any merchandise is in the container and be some legal issue,
the user must request the immediate unloading to avoid the container's
Demurrage. After unloading the cargoes from each container, the user must
remove the merchandise from the primary zone and transfer it to a Customs
area, in latter case, return the goods for exporter, or sell it to another company.
11.19 There is also the possibility to export the goods which has not
been nationalized yet, when there is the exemption of taxes. Depending on the
period, this export only will have handling costs, lower than the import
dispatching.
11.20 Another practice not recommended, but that must be known is
when shippers don't hire marine insurance on goods and containers, in order to
83
84
Egberto F Ribeiro
11.24 After analyzing the correct government income payment
service; the Auditor will access the Siscomex that issues the receipt completing
the nationalization and getting the DI Number.
11.25 If there is any change with the weight of the container, seal,
difference in the number of seal or sign of stealing. These clues are checked
quickly at the point of the vessel discharge or at the time of physical inspection
at the storage, it will motivate the importer or the Customs to request an
Official Inspection.
11.26 The Official Inspection. The Auditor responsible for the
survey will require in writing the presence of a Commission composed by the
carrier, the importer, the insurer and the depositary to appear in date, time and
place.
11.27 At the time of the survey, the auditor should confirm the
presence of all those summoned. Personnel, equipment and location for the
placement of the goods to be unloaded must be provided by the depositary.
11.28 The Auditor authorizes the survey, initiating with the
verification of the seal and the general conditions of the container. If all is
correct and there is no doubt, the Auditor authorizes to break the seals and to
open the container. The Invoice, the B/L or the packing list are the documents
that will guide the separation of goods on pallets. The sequence of separation
must be registered on a notebook to allow the correct loading, otherwise, the
cargo won't be loaded as it was.
85
86
Egberto F Ribeiro
transporters and warehouse owners, who legally cannot open the containers to
verify the veracity of declared content. Only on the INVOICE if the goods
contained thereon stated. That declaration assumes full responsibility for the
content. The ship's Commander receives the B/L and checks whether the
observation "Said to Contain" is on the document, to print the stamp Clean ob
Board. The carrier is responsible for the transfer of the container sealed and
safe from one location to another.
11.34 Brazilian laws have some difficulty in reconciling itself with
the international and soon arise from the basic issues of complaints in the courts
of London or Hamburg. At the time of the Empire and Colony Brazil, the
Customs guard-mayor was responsible for checking of seals and locks in the
holds of ships in ports, before and after each period of loading or unloading.
11.35 The modalities type House to House (H/H) rules the operation
where the container is stuffed in the address of the exporter and to be unloaded
at the house of the importer. This is the way to reduce operating costs and to
level to zero the possibility of damage or theft.
11.36 In the case of Brazil, the container can only be stuffed in a
private warehouse called EADI, under the presence of customs supervision.
EADI Inland Customs Station. By that way, the modality House to House in
Brazil does not exist; containers coming out of Brazil should be named
EADI/House. In practice, there are few inspectors to so many containers,
resulting in inefficiency bottleneck causing futile expenses, lazy loading and
huge damage on cargoes.
87
88
Egberto F Ribeiro
partners in several public services. They are lucky to sign secret contracts
only in certain business, without any possibility of failure.
11.39 According Brazilian Imperial law, all goods on board of ships
going to, or coming from abroad nations, should be under the control of the
Imperial Customs. The Imperial government was changed to Republic at few
more than one century. However, that same law is still in force. It should be
changed, but the fear of losing few million dollars in contraband closes the
market to billions of dollars every year. The goods in container coming from
any country are free to enter, but when are head for exportation, they are ruled
by secular law.
Brazilian merchandise in container sold to abroad nations should be
dispatched without any inspection by Customs. The buyers are the natural
inspectors, nobody pretends for life, early or later, any company falls into its
own trap. Brazilian government does not have staff enough to sustain
inspection on twenty million containers yearly. The actual model liberates 80%
of all containers imported and a sample of 20% for inspection means half
million of sea containers.
While nothing changes, the merchandise for export stuffed in
container, will have to be taken out for separation, counting and storage at any
conventional Customs inspection. Under such condition, there will have five
possibilities of damages:
11.39.1 Take out the goods from the container.
11.39.2 Transportation for storage of goods and container.
89
90
Egberto F Ribeiro
11.43 A cargo vessel normally operates in 48 hours, during which
the cargo is loaded in the sequence of ports of destination, being possible to
establish the exact time of each batch.
11.44 Two days before the ship arrives at the port, it is possible to
know the time of shipment of each lot. There are specific calculations for each
type of goods to be moved on each ship (see port operations). That's the way to
anticipate the real waiting time in the port when there are other ships also
waiting on a queue for mooring. There is the inconvenience of rains, stops for
mechanical defective, electrical failure, or strikes of workers that may cause
excessive delay.
11.45 These calculations are performed daily by maritime agents
who pass on the information to its customers in Europe. Exporters typically
know less about their goods and charters, than those ship owners and importers
around the world.
11.46 Several countries have participated in rounds of international
agreements done by the GATT (General Agreement on tariffs trade) providing
the Governments levies. International Trade terms (Incoterms) describe the
various modalities of responsibility for delivery and payment:
Understanding the purpose of the Bill of Lading, we note that in
foreign trade, the national documents have little or no one value. As the only
acceptable documents in the target countries are the Invoice and the Bill of
Lading, Certificate of Origin, Phytosanitary Certificate, Forest Certificate,
Animal Inspection, Weight and Quality Certificate, etc. All merchandise
91
92
Egberto F Ribeiro
12 BONDED WAREHOUSE
93
94
Egberto F Ribeiro
for containers transshipment with Brazil. The extremes borders of the old
Tordesilhas Treaty lay on both nations, called antipodes. Such long trips justify
big ships to sail without stops between nations in few days. Goods from farthest
regions can be moved between Asia and the Occident in less than a month,
without overtaxes.
Brazil can also establish a Hub Port in the northern hemisphere, the
seashore region from Orange Cape to the Amazon River. The region is served
by electricity and roads. A Hub Port aims to expand the geopolitics of Brazil in
the northern hemisphere, where countries of the Caribbean are expanding their
business with the United States and Europe. The Brazilian Government or
businessmen so far did not show projects or any interest in this area. Brazilian
participation in the North Atlantic polygon will provide faster business between
the Americas, Europe, Africa and Asia, with the installation of regular lines for
feeders and Mega-ships.
The purpose of a Hub-Port in the Atlantic North polygon holds a
social and political proximity among Nations, beyond to participate directly
inside their markets and Organizations. Vessels Feeders can make a round-trip
from Europe or from the United States to the Hub Port in Amapa and return in
less than two weeks. The rapidity of this operation will help European business,
because there wont have extra costs in maritime freight. There wont have
surcharges for navigation in canals, permissions for traffic in waters of several
countries, fuel surcharges, excess of pilots and tug boats, war and insurance
surcharges and risks of piracy.
95
13 INVOICE
96
Egberto F Ribeiro
13.1.10 Price of goods: Price of each unit and the total cost of goods.
13.1.11 Certificates: Origin, weight, quality, Phytosanitary etc.
13.1.12 Form of payment: Cash, Letter of Card, Short or Long term,
13.1.13 Mode of container: To say if the container is LCL or FCL.
13.1.14 Number of container: The correct number of the container.
13.1.15 Weight of container: Weigh of empty container.
13.1.16 Gross weight: Add the weight of the container and goods.
13.1.17 Shipping mode: The modality of sale if it is FOB, CIF etc.
13.1.18 Ship: Ship's Name and Voyage, (after freight calculation).
13.1.19 Origin port: Port of shipment. (Local port of the exporter).
13.1.20 Destination port: Port of unloading.
13.1.21 Port of transhipment: Port where containers will be changed
from ship to ship and destination.
Type of goods and packaging are information for the type of
container to be used. The cost of the packaging shall not be the cause for
questioning the quality of the product. Every object of sale ought to have its
packaging. Every object of sale ought to have its own packaging in a compound
of units inside a larger box or pallet. Both are distinct products, but with equal
logistics value. Goods without packaging may suffer any damage and it is
disagreeable. When goods return to seller for damages caused by his fail or
mistake, all expenses will be by his account.
13.2 - USA-WPM. The United States required that packages with
wooden material (WPM-Wood Packing Material) should be treated in
greenhouses at 56C for half an hour (HT) or fumigated with Methyl Bromide
97
98
Egberto F Ribeiro
The goods with wooden packaging that came in the territory of the
United States, from 6/5/2006, the third step of this regulation, if they are in
disagreement with the law will be returned to their country of origin.
13.3 -General Cargo
This is the most common cargo in the international trade. These
cargoes are more expensive than those in bulk and they need special packing in
several means.
13.3.1 Boxes: Wooden boxes for heavy products or large size must
be on pallets or beams for handling with crane, forklift or trucks.
13.3.2 Bags: Packaging made of cotton, jute, raffia, plastic, or Kraft
paper for packing grains, sugar, synthetics, chemical or any other product of
medium size.
13.3.3 Carton: Are packages made of Kraft paper cardboard for
small products with individual packages, such as food, clothing, electronics etc.
The cartons are packed on pallets and film for transport in containers.
13.3.4 Bales: Are individual packages containing a compressed,
pressed and bound by steel tape or wire. The burden can be covered with some
fabric, wood, paper, or with your own stuff like; wood, or steel plate. The wired
bales can be lifted by the boards with forklifts. Steel tapes and wires must be
strong enough to withstand its lifting by forklifts or cranes.
13.3.5 Drums: There are barrels or plastic containers used for the
transportation of chemical products, canned food, oils and all kinds of liquids.
99
14 - CONTAINER STUFFING
14.1 Nomenclature. From the English noun "stuff" born the verb to
stuff and its derivatives as "stuffing", which means to fill up a container with
goods. A lot is a certain quantity of goods bought by someone and is being
shipped and is identified by its Invoice. The lot has numbers to identify it as:
seller, buyer, destination and so on. This document supplies the information
which will be print on the Bill of Lading, the B/L. Customs apply on B/L
stamps of Federal warning, the number offered to each B/L for Declaration of
Imports through personal office or Internet System, the shipper applies stamps
with advises etc. This Customs number is sent by buyer to seller and it should
be printed on all wooden boxes, Invoice and Bill of Lading with the importer
address. This document explains that the lot was allowed by the government.
14.2 Technique of stuffing. To stuff a container is not only fill the
cargoes inside the unit, but to make the correct distribution of weight of the
goods according to its capacity. All means of transportation will suffer serious
problems of instability, if the merchandise inside the container is not steady.
100
Egberto F Ribeiro
14.3 Inspection. To stuffing a container needs some care: keep the
door frame open and on horizontal level. Inspect it outside and inside the walls,
roof, doors, bolts of the locking bar guide (Notice if the bolts have sign of glue,
or if they are loose, it's a sign of theft in the warehouse or terminal). Verify if
the floor's wood is in good condition, chemical smell, insects or rust. Place a
piece of wood below the corner fittings to prevent deformation with the cargo's
weight. Take care to close correctly the doors and apply your private seal.
14.4 Risk of damage to the container. If the cargo is not well laid
on the center of equilibrium, the container may break in the middle. It does not
allow someone to think the cargo is light. Only with a scale is possible to have
the correct weight. To fill the container correctly, centralize the weight of
goods for do not mix uneven cargoes to transport on trucks and forklifts. When
the cargo is incorrectly laid inside the container, the transport vehicles will tilt
and fall down with the boxes. The excess of cargo, or bad position of the
contents, may cause rupture of the top when lifting, or tear the lower panel of
the container. If there is too heavy cargo in skids, the best place for them is
near the stronger corners as the back panel and at the door, to counterbalance
the container without risk of accidents. If the cargo is too heavy, don't place it
on the center of the container, because it may cause serious damage to the box
structure or tear the container in the middle.
101
15 STUFFING PRACTICE
15.1 The buyer has goods with same size and weight.
There are several computer programs for stuffing containers, so, you
must understand how does it work. Shippers have to know how many
containers will be stuffed; they must obey the limit of cargo in countries and
borders, where the container will have to go through. The cargo and container
of 20' gross weigh is 12tons, cargo and container of 40' gross weight is 24tons.
Make a plan on a paper or on the computer. Draw a table of 12,15cm x
30,00cm (2.43m x 6m 20' container measure) and divide in cells with the
measures of the cartons of your lot. Draw an L and place the cargoes
according their real size, then multiply the larger size of the "L" by the smaller
side of the "L". You'll find the grand total of units for the first layer, it is
suitable for containers of 20', 40', wagons, trucks, barges, airplane etc. Divide
the height of the containers back panel by the height of one carton to know
how many layers of cartons can be put one on the other. Multiply the cartons of
102
Egberto F Ribeiro
the first layer by the number of possible height to know how many cartoons
will fit inside each container. Calculate the weight of cartons, if it is less than
12tons or 24 tons, you can define the numbers of container for stuffing.
15.2 The same buyer has different lots, sizes and weights.
Make a plan on a paper or on the computer. Draw a table of 2.43m x
6m and divide in cells with the measures of each lot. Separate the sizes and
calculate the square measure and weight of each lot. Add the weights and
square measure of all lots to know the number of containers to load. Calculate
how many units of each lot can fill each container and weigh. If the lot is
heavier than the container weight, but in the total there is a lack of lots to
complete other containers, divide the heavier lot in equal parts for other
containers.
Take part of each lot to complete all containers for 12 tons and
register on all packing lists. Review your calculations and begin the stuffing in
rows from back panel to door. Open any table program, draw two containers
2.43m x 6m seen side by side and from upside. The heavier lot should be
divided in equal parts and laid on the middle of all containers. Paint the table
with blue color for heavier weight, brown for medium weight and yellow for
light weight. Put part of the heavier lot in the center of all containers, nothing at
the back panel and nothing at the door. Part of the middle weigh will put on the
heavier and near back panel and door. The lighter weight will be put on the
middle weight till complete the stuffing. Review the calculations for 12 tons
and begin stuffing in rows from back panel to door.
103
104
Egberto F Ribeiro
weights. Draw on a paper or the six heavier pallets to be put in the low middle
of the container. Four pallets with middle weight will be put at the back panel
and at the door. The lighter 10 pallets will be put on all 10 with heavier
weights. To put some goods inside a containers, the shipper must have some
information:
15.4.1- What kind of packaging will be put inside the container;
pallets, bags, boxes, cartons?
15.4.2- How many units of goods?
15.4.3- What is the weight and resistance of each unit?
15.4.4- What is the total weight?
15.4.5- What is the container gross weight acceptable in the country
of address for transportation on trucks?
15.5 How many containers will be stuffed?
To begin the work, you must answer all the questions above. To
know the weigh accepted in the country of destination, the buyer must offer
that information. If he doesnt know, consider for example the weight accepted
in England 12tons for container 20 and 24tons for container 40.
15.5.1- Place some units on the containers floor at the back.
15.5.2- Place some units at the containers side panel from back to
door forming the letter L.
15.5.3- Multiply the units on the back floor by the side units, getting
105
106
Egberto F Ribeiro
107
108
Egberto F Ribeiro
16.3.2. There are several corner fixing eyes inside the container to
attach cargoes. Large boxes must be tied on the floor and wall for do not tilt
and hit against the container's walls. If the goods are large and very close to the
walls, there is no need of tying.
Containers are viable to transport cars, which must be blocked by
pieces of wood in wedge shape as large as the tire, they must be nailed on the
floor in the front and rear of each wheel. The front and rear axles are tied with
ropes on fixing eyes, use a piece of wood for each rope and inserted between
the two lines of each rope at near the floor on each axle. Twist the wood
several times till it be very well tightened and let one side of the wood to stop
securely against the floor. The container in normal movement won't hit the side
of the car against the container.
16.3.3. The wooden floor joists should be nailed on the floor to
protect the boxes.
16.3.4. The wooden rafters can be docked on the sides of corrugated
container to the locking of small goods.
16.4. Containerization with Pallet.
16.4.1. A 20' container holds 10 pallets 2,20m width, length of
1,10m and 1,10m of height.
16.4.2. A 20' container can carry 20 pallets of 1,10m and total weight
not exceeding road scales, in Brazil it is 25,5tons/3 axles, or 12 tons in
England.
109
110
Egberto F Ribeiro
cargo is blocked. When it happens, the forklift will apply extra power to push
the cargo that will break the packaging and goods. This method isnt
recommended, because it destroys the cargo and the packaging.
16.5.4 Use special forklift for 10tons (higher than the container) with
arms of 6 meters long and warn the receiver to do the same. The importer costs
will increase.
16.5.5 Without this machine, tilting the pallet till turn over or just
place the burden and push with the help of a piece of beam.
16.5.6 After the first layer is ready, cover it with sturdy wood and
retry the operation pushing, there will have severe damages.
16.5.7 The volume and gross weight must be less than the total
capacity of the container.
16.6 Conclusion about the operation.
16.6.1 We can realize that the measure 2,44m wide, is not suitable to
foreign trade in container.
16.6.2 Since 1980, the Paraguayan exports of plywood have
measures appropriate for container, through its bonded warehouse at the
Paranagua Port.
16.6.3 Environment. The accomplishment of environmental laws
starts at the beginning, before the cutting of trees. Certificates of origin are
required, without which the goods are not released. The procedure for
dispatching and release of wooden bundles is the same as for containers. The
111
112
Egberto F Ribeiro
16.8 Phytosanitary Certificate. The Ministry of Agriculture
provides certification for fresh or processed cereals. Requests are made directly
in the establishment of this federal agency at each port, to the corresponding
issue of the certificate.
16.9 Certificate of Origin. To verify the origin of goods for exports.
Nations have international agreements regarding protections and constraints on
trade affairs. This document is of commercial interest and shall inform the
importer's rights, or which match the standards involved, if preferential or nonpreferential. The present Certificate of Origin is requested directly to industrial
federations of each State.
16.10. Physical Inspection of the Container. The shipper has to
inspect each container arrived to his warehouse. This inspection is necessary,
for do not receive charges for damages caused by the last user. The terminal
inspection must survey the outside of the container, its floor and roof, as well as
the type, size, cleanliness. Open the doors to verify odors, door seal (rubber),
door bars, screws, rivets, bolts, crumpled (till 5cm is normal), scratches (also
normal), broken floor, deformation in the structure, bent or broken bars, the
safety lockers arms and the general state as is. Don't try to repair any thing, as
holes, pierced or torn, just order back to change for a new one, the insurance
won't accept to cover goods inside damaged containers. To measure a crumpled
side of the container, just put a plain piece of wood on it and with a ruler see
the deepness of that damage. If you don't care for any damage on the container,
the owner will charge your company.
113
114
Egberto F Ribeiro
statistical data from the last century that is estimated a loss of 11% in space
with palletized packaging or two tons in a container or truck.
16.17 Recyclable Pallets. The pallets are resistant enough to be used
several times. There are billions of pallets and dollars being recycled every year
on the entire world. Other cargoes packages are also recycled as nylon straps,
big bags, steel drums, plastic drums and boxes. Pallets can be made in wood,
metal, cardboard, recycled plastic or wood pellets for trays. There are several
measures of pallets, the most used are (EUR1 ISO1 0.80m X 1,20m);
(EUR2 ISO2 1,20m X 1,00m).
16.18 Pallets and Skids. Some cargoes should not be used loosed on
pallets, as round metal products, pieces of iron, conical shape, spherical units,
they are unstable and will cause heavy damages into the container. These
products must be packed in small wooden boxes, reinforced with joists and
steel straps (skids), so they can be put on pallets and loaded in containers.
16.19 Pallets driving down costs. The use of pallets is not so new,
but it is older than a century. Since the World War III, the use of pallets in the
United States have been growing year after year. The firsts statistics showed the
food transport on pallets had reduced its operating costs at $15.00/tones. The
time for loading and unloading of cargoes for transportation was reduced to 1/3
of the usual and the damages were reduced to 30% of the total.
16.20. The Chassis Center of gravity. The responsibility for
knowing the correct center of gravity of a chassis belongs to the driver. The
crane or transtainer operator can assist the driver which is less habituated with
115
116
Egberto F Ribeiro
17 ISO CONTAINERS
117
118
Egberto F Ribeiro
first inspection is mandatory, beyond the following items: any sign of dirty or
smell inside the unity, broken panel, smashed cables, or lack of components, or
broken parts at the back panel, don't try to clean or repair, give it back to the
supplier, because you are not responsible for that. The merchandises must be at
its proper temperature, is impossible to wait for days until it reach at the
required temperature. Take care with the position of the door before the
stuffing, to avoid unwanted openings of the door which will cause loss of
temperature. Refrigerated containers are equipped with compressors to keep
the cargo under controlled temperatures, as meat, fish, vegetables, fruits, juices
and several kinds of foods. The freezing process of foods begins from the walls
to the center at 25C as in any reefer warehouse. To freeze from 20C to 12C
any cargo into a container will delay two to three days, time enough to grow up
any fungus. These electric motors accept voltages ranging from 220v, 380v,
440v and the power sockets can be connected to existing terminals in industries
yards, or at transport companies yards, highway gas stations or terminals. These
engines work according the product to keep the programmed temperature for
each kind of food, and notice the compressor runs for more hours under the
sun. On the rear panel of these containers are the connecting cables on average
of 50m, also the digital or analog thermometers are equipped with data loggers
to continuously print the variations of temperature when the compressor works
and stops. If for some reason, the containers are not connected to energy supply
and the temperature rises too much, will happen the loss of the product quality,
it frozen foods will be checked by the registers at the panel and some samples
inside the cargo will be analyzed at the laboratory. If the cargo is rejected by
119
120
Egberto F Ribeiro
or plastic, since the container will not offer protection against rain. The simple
canvas cover must be fastened with thin steel cables, fit to seal it through rings
on the covering and the container wall. The door of these containers must also
be sealed and all numbers must be registered on the Bill of Lading.
6 Platform Container (flat rack)
This is a special container because is not acceptable in all ships, cause by its
heavy weight, it has two retractable headboards that when are lifted they get the
same measure of a dry container. When the merchandise is a large wooden box
or a large machine, it must be carried in containers, or "flat rack". This
container has a chassis to support up to 60 tons and to move it, only with
special cranes. The merchandise or equipment should be fixed by wide steel
belts, sealed and covered with tarps.
7-Tank Container (tank non dangerous)
The container tank is suitable for the transport of liquids or gases,
because it provides security for the multimodal, besides being widely used by
all countries.
8-Bulk/cattle (dry bulk)
The code "8" indicates the livestock service or also the bulk
transport, although they are quite different, the number is the same. The
livestock has place for animal food, water tank and cleaning drains, while the
bulk container is equipped with funnels for grain removal drawer by action of
gravity.
121
122
Egberto F Ribeiro
18 - HUB PORTS
123
124
Egberto F Ribeiro
elegant packaging, as the marketing on consumers appeal. The high quality of
these products open a valuable and select coffee shops market worldwide,
making exports of the product ready for consumption (production cost in Brazil
is inferior to the first world) in quantities of five hundred pounds or 1 pallet
measuring 1,00mX1,20mX1,10m in a container LCL/LCL.
The Brazilian production of sugar and cattle are according the
organic preference of quality on products without chemicals for growing or
pesticides. The sugar cane is from species of grass, as wheat and corn and
belongs to the poaceae family and genus saccharum. The sugar cane was very
well adapted to the warm Brazilian lands for its favorable rain. The sugar
production was preferred by producers for its perennial regrowth for almost
five years, without the need of a new plantation after each crop. The same
happens to the grass to feed the cattle whose regrowth is continuous. The farms
with sugar cane and fields with grass for cattle are natural and free of
chemicals for its production. The organic meat and sugar are offered by
Brazilian farms from the inland, where there are no industry residuals of
chemicals in the air, where the water are clean and natural pasture.
18.2 The Hub Port
The Hub Port should have facilities for one or several Mega-ships to
operate full cargo out and in, without wasting time between all gantry cranes
(15 minutes is the acceptable time of operation from first to the last gantry
crane). The cargo plan has to follow the correct ETA (Estimated Time of
Arrival), because the tide must be known exactly to determine the board of
operation. The actual method of shipping is programmed for two or six gantry
125
126
Egberto F Ribeiro
because the Mega-ships Captain will send it back and will not sign its B/L. In
Europe there is a persistent use of 15% of special containers; their industries
must to adapt their product to the size of a dry container. If a beer distillery can
be divided in two or three parts to be assembled at destination, it will be alright
for feeders to transport it to a Hub Port. Somebody may say that the freight of
special container has the same cost of dry containers, as it will be charged
according the numbers of place used on board. The trouble isnt the cost, but
the disturbance caused to any port operation. The port operation plan for
loading and unloading special containers requires exclusive time and place for
moving equipment. It means that others containers will have to stop their
operation, while a private crane for heavy cargo slides slowly on the wharf. The
operation with heavy equipment is not with automatic spreaders, but with steel
cables handled by stevedores.
The Triple-E ships need a worldwide port infrastructure, not only to
remold the actual system, but an exigence to begin a new shape, from the prestacking to the quay. It's an advice to warn ships owners to the nearest days of
high technology in maritime transportation. There is a general need to
accelerate the import and export operations, reducing the time of trip and costs
of freights, with specialized vessels and ports. Hub Port is a container terminal
with a unique structure for operation of Mega-ships that move 16 thousands or
more TEUs in each trip. Many States in Brazil want to install its own Hub
Ports, so they plan a terminal with roads, rails infrastructure to serve these
ports. However, a Hub Port is not a regular port, but a new class of port, highly
specialized with the only concept of transshipment.
127
128
Egberto F Ribeiro
in a country during few months. The container in transshipment does not leave
the primary zone of the port, it is allowed to go only to the specific ship written
on its B/L. The container's cargoes arrived in process of transshipment don't go
to domestic market and may not stay in the port waiting for nationalization. The
users of Hub Ports will feel comfortable to receive their cargoes in so short
time, than in conventional trips. The cost of freights will be very lower than
those offered by containers ships doing voyages between antipodes regions.
18.7 Hub Port as Final Port
However, if the Hub Port is near a large center of consumption and is
the final port of destination, the Hub port becomes an excellent resource to
import and re-export goods. Port for Temporary Admission to other countries,
than those for transshipment written on its B/L is not a predicate of a Hub Port.
For this reason, the Hub Port port structure doesn't need to be connected to an
easy access such as: vehicles, wagons, boats etc. If the Hub Port has
characteristics of final port, with few ships for transshipment is necessary
Stations of Consolidation and Deconsolidation, beyond the necessary
infrastructure for transportation.
18.8 Hub Port is Customs AreaContrary to conventional ports,
where there are one or two warehouses for imported goods, the Hub Port is
fully bonded, but there is no place for regular stuffing, except in cases of
accidents on board or into the terminal. All containers arrived and stored in a
129
130
Egberto F Ribeiro
18.10 Port Pre-Stacking and Intermodal Area
The system of containers shipment with expected location for
shipment on board allows the staking of the units in the vicinity of gantry crane.
These piles are called pre-stacking and do not allow changes. Each container
will be carried by chassis, Straddle Carrier or directly lifted by the gantry crane
spreader to be taken on board according the Cargo Plan. This process involves
accuracy in the organization of cells in the pre-stacking to prevent removals.
The pre-stacking can be organized outside the terminal, as reefer containers.
Other containers are deposited in areas near the ship, but with a certain restraint
on the equipment, because they are loaded with special cargoes; as over weight
or over length. These containers will be shipped with on-board cranes or other
shore heavy equipment.
18.11 Pre-Stacking.
18.11.1 Intermodal. The pre-stacking Intermodal is the interface
between the modals: Rail, Road and Waterways. This operation consists of
loading the containers on wagons, or transfer for light trucks (chassis) in
Terminal and park them in the sequence of arrival. The chassis are placed side
by side in adequate and numbered parking. The loaded chassis with containers
ready for shipping are parked at an angle of 45 to 60 (fish spine) between
two streets. The containers on chassis can be called for loading in wagons, or
ship or to be delivered to the Supply Chain anytime. This system allows faster
131
132
Egberto F Ribeiro
the king pin locking in the 5th wheel. Do not raise the shoes before
reconnecting the brake hoses and electric cables and see if the lights are
working. After those checks, raise the shoes and lock it with the pins.
18.11.2 Port Pre-Stacking The ship's Agent delivers to the Terminal
or Operator which will do the loading, the File of Cargoes to Load (RDC). The
document is a data relating: the ship and her equipments, the cargoes, the
exporters, the quantity, the port of destination and the containers measures.
That information guides the correct stowage and the copy of all Bill of Ladings
and letters concerning to the discharge: Removal, Dangerous Goods, empty
containers etc. Usually the closing of cargoes for loading is done by the Agent
and it's a little slow, and day after day the Agent sends new engagements.
The terminals work as the date and time of ship's arrival, so they can
book the squares and to make the Cargo Plans and determine the start and end
time for receiving the containers for shipment. After the Agent declares the
closing of all DRC for shipments, he sends all letters regarding the cargoes for
loading in the denominated ship: Dangerous Cargoes, empty containers,
Transshipment, removal of containers or hatch cover aboard etc. These letters
of consent should be signed and stamped by the Customs. The containers must
be logged in the Shipping Orders or Execution Order which is a document
prepared by the Dispatcher containing some data extracted from the Bill of
Lading. The Order regards the cargo is in legal for loading, through which
make sure the cargoes will be released by the Customs in the port of
destination. Every terminal is co-responsible with the exporters or importers
before the IRS.
133
134
Egberto F Ribeiro
Ship's B/Ls, Container's Measures, Importers, Cargoes, Bays, Row,
Tier, Date, Seal etc.
The positioning of containers in the pre-stacking will apply the
following criteria for loading on board:
1-Ship
2-Port
3-Weight
The arrangement of the containers will be depending on the type of
equipment used, if the pre-stacking must be as stepped. There should be an
opening of half meter to avoid damaging the doors and secure escape for
workers. Containers should be staggered from the middle of the height till the
top. It must be done in all tiers (columns) from the street to the bay's end. If the
floor and the equipment are adequate, the pre-stacking can be raised to tall six.
ST 20'
CTIU 346568-2
N.York 8t
15-82-06
There is a color code to identify the weight of each container:
Blue= Heavy
Brown= Half weight
135
136
Egberto F Ribeiro
137
138
Egberto F Ribeiro
will stop. The lots are loaded on board: the last port for first, lots for the
penultimate port embark per second, lots for the first port embark for last.
Eventually, it may happen that all lots for multiple ports will be
stowed in a single hold. In this case, the heavier lots are stowed for first in the
lower hold and the lighter lots will be placed over the heavier. About goods
targeted at recent ports are placed lots for ports initials.
The cargoes to different ports can be stowed in the same level of the
hold. Its weight should obey the center of the ship's balance. The last cargoes of
the route or for intermediate ports can be stowed on the sides of the hold, or
forward or afterward. Cargoes which will be unload at the penultimate port
should be in the center of the hold. The cargoes to discharge for first port
should be at the top of the loads, just below the hatch cover.
139
20. MOORING
The PA Mooring Act defines the rules for preferential berthing. The
Full-Container vessels are those one that will operate only with containers. The
queue for preference berthing of vessels follow these rules; general cargo, grain
in bulk according its terminal, Ro/Ro, reefers, agricultural fertilizers, vegetable
oil, Full-container. Full-container with different cargoes than container, does
not enter on a line for preferential mooring, the ship is disqualified and loses its
arrival date to be changed to begin on a new line for general cargo ships.
20.1 CF. Cargo File is the document submitted by the ship's agent to
notify the Port Authority the existence of cargoes for loading and request the
order for mooring. The CF is sent after each new lot was closed for export. The
Agent may distribute several CF during the days before the ship's arrival. This
CF is sent in multiple copies distributed to terminals, sindicates, government
ministeries, ship chandlers and public and private agencies. A copy is sent to
PA Mooring Programming along the Request for port services. The ship is
registered in the MDE (Daily Movement of Vessels), participating in a queue
140
Egberto F Ribeiro
with other ships according his cargo. The CF prevents the use of trucks and
wagons from inland by exporters non registered, whose cargoes are not listed
on any waited ships for loading. The cargoes arriving to the port without ships
for loading limit the offering of vehicles for crop transportation, it is always
used by freight speculators, but it denounces the intention of smuggling of
cargoes.
20.2 DMV. Daily Movement of Vessels is a file of ships updated
every morning by the Port Authority and provides information of cargoes
activities in the sequences: "Expected in Next 48 Hours" - "Ships at
Anchorage" "Ship scheduled for Mooring" "Docked Ships" - "Dispatched
Ships."
The item "Docked Ship" informs the general data of the ship, the
main freight tonnage moved in the previous day, the total accumulated and the
rest balance for loading.
The MDE is checked daily by numerous companies to effect the
calculation of ETD to predict the exact time of departure from the quay for all
ships and to share this information to the shipowners abroad.
20.3 ETA / ETD During the voyage, all cargo ships or passenger
ships, charter or regular line, with direction to any port in the world, must
inform their Agents about the day and hour of arrival, known as ETA
(Estimated Time of Arrival). The local Agent will proceed all legal
requirements at the Port Authority, Navy, Customs and government services to
schedule berth for mooring. Since the departure from the last port, the captain
announces by telegraph, radio, fax or email, the ETA. He reports the expected
141
142
Egberto F Ribeiro
The calculation of ETD is employed for all kinds of ships and
cargoes. When the maritime agent has to schedule his ship for mooring, he
calculates the operational time of work for those ships docked at the berth he
wants. The operational time includes the crane movements for changing of
holds, discharge of hatch cover, or movements of containers, the time for
loading various cargoes and tonnage per hour, because sometime a ship does
not accomplish its speed of work. Beyond the operational time, there are some
extras to add as: accident, damage, rain, lack of energy, equipment failure, etc.
The purpose of this calculation is to know all the wharf occupation, to report
for his client. The skilled agents know exactly the operation, including to visit
those ships in operation to be assured about the ETD before the morning report
by PA, so he can notify shipowners in Europe, America or Asia.
This is the practical work for agents to follow the Mooring Act item
which prohibits the mooring of the ship without 50% of cargoes free for
loading. According the Act, the ship without 50% of cargoes ready for
shipment receives a penalty: to lose his turn in the queue and goes to the last
position. That's why the Agent write daily to exporters to have their cargoes in
order for loading. During this period, the agent will distribute all documents
relating to the shipment and discharge to all agencies involved and will make
all necessary requests and letters:
1-Pilots Association (Pilot)
2- Navy (Lighthouse and buoy taxes)
3- Ministries of Health (Disease on board)
4- Agriculture (Inspection of holds for cereals)
143
144
Egberto F Ribeiro
explain all readers.
If there is no queue, the ship can dock directly without anchoring at
waiting buoy or in the block on the bay of evolution. There are preferential
berths to ensure exclusive place for mooring; reefer, full-container, grains
terminals, fertilizers terminals, sugar terminals etc. Sometimes, a ship needs a
berth which is occupied, but there is a preferential which is empty, waiting for
the arrival of a ship in few hours. The Shipowner orders his Agent to asks for
conditional mooring for his ship. It means that when the ship with preference
arrives, the Shipowner knows his ship will leave the berth by his own expenses.
If the calculation of space is correct, there is the possibility to move the ships to
another berth by the changing of mooring bollards. The shifting will be done in
one or two hours, it will be done alongside the quay, preventing the complete
separation of the ship from the quay, which involves loss of time and expenses
with pilots and tugs. It isn't advisable for ship to use her propeller, because it
will move faster than the gang with cables can follow her.
The rules for mooring considers a free space of 20m or 10% of the
ship's length at quay between two ships. But the rule is obeyed only during the
mooring operation, because just after that, the ships will be joined, sometimes
in negative measures, when the stern of one ship in docked bellow the
forecastle of the other. This method is so usual, that when there are ten ships at
quay with 20m of space, there is place for shifting till negative measures, you'll
get space for mooring another one.
20.4 Shifting. Every time when the ship is docked, the mooring gang
will measure the distance between the next ships ahead and at the next ship at
145
146
Egberto F Ribeiro
amount of the fine varies according to the type of ship, seriously compromising
the gains of the charterer. To avoid these losses, the company that charters a
vessel for shipment of their products, subleases vacancy in tonnes or cubic
meters to other companies, dividing proportionally among all of them the
values of fines to be paid.
20.5 3rd Flag Ship. Eventually, there is the appearance of a ship at
the waiting buoy without the Notice of Arrival. Sometimes, it happens cause by
any problem on board, machine failure, lack of fuel, food supply, fresh water,
arrival of crew members, disease, or simply waiting for exporters, or an
exporter company, or a broker. These vessels are known by the name of ThirdFlag Ships, but as their arrival are always anonymous, they are forbidden to
enter to the ports, without previous permission by the Port Authority. These
ships must appoint an agent to represent them. During this period, the ship
should wait on the anchorage at the waiting buoy, while a maritime agent offers
his service. The condition of 3rd flag does not give right on the ship's line, nor
part of any other queue, even if she is ready for shipment.
20.6 Mooring.
A docking operation is controlled by a Plot on board, assisted by
tugs and ground workers with tractor for tying cables on bollards. The Pilots
belong to an association and have a unique company that offers excellent
infrastructure for operational support, from the days prior to the ship's arrival to
the port, till the time of the ship's departure. The Pilot service has the existence
for over a century and a half, when they were requested by commanders of the
first steamships arriving at the port. The island fishermen at the bay entrance
147
148
Egberto F Ribeiro
149
150
Egberto F Ribeiro
The captain is the ship's commander, he is the highest authority on
board and legal responsible for the country of registry of the ship, it is
considered as a country, or a consular building. There are very often people
persecuted in their country that run aboard for political asylum request on
foreign ships. The first officer is the manager of operation and has authority for
the correct positioning of cargoes and correct loading on the ship and should be
consulted whenever difficulties arise. If any unwanted change appear in the
original plan, in such terms is called for the presence of the Agent to mediate
the issue. If there is any persistent of the Captain's will for do not allow workers
to enter on board, or any disruption on the vessel's operation, or if the ship is
disturbing the normal work and that will result in the stopping of the queue of
ships, the PA must to adopt severe measures to order the ship to leave the quay
at the anchorage in two hours. No attitude will be taken by the Captain when
the ship is at anchor, while the authorities are discussing further decisions.
The containers into the hold are guided by corners, as a drawer, the
ship must be always on perpendicular. Notice that a 40' container can be put on
two 20' containers, but never put one or two 20' containers on a 40'. The
containers into the hold can only be moved on perpendicular, if the ship is
leaning to one side don't move it, avoid blocking itself at the corner guides. The
modern ships have automatic system to control the ballast tanks to maintain
balance. The supervisor or manager in charge of the operation aboard
coordinates the loading and unloading of containers in the ship. The
satisfactory equilibrium, or not is shown by one of the two lamps: red and green
placed below the windows of the command bridge.
151
152
Egberto F Ribeiro
unnecessary expenses on services plenty of risks and damages.
21.3 Grain in Bulk.
The Ship-Loader is a machine weighting 600 tons on average and
moves on rails. The nominal speed of shipment is 1,500 tons/hour. Generally,
two Ship Loaders are working on each ship. The boom consists of a telescopic
conveyor and a flux funnel. The funnel has a rotary cylinder which has a curved
tube for flowing at long distance the bulk grains. This system operates only by
the gravity effect, through which, the grain in bulk can reach all sides of the
ship's hold. An operator controls the ship's equilibrium, moving the funnel and
the telescopic boom on the hatch. His position is working on the hatch, and
controls the release of the bulk in the exact position, sometimes to a board,
sometimes to another, he also has contact by phone to the ship-loader operator.
21.4 Operation to Change the Cargo Holds.
To keep every ship in operational conditions, there is the need to
change the cargo's hold partially loaded. Never load a hatch completely at once.
21.4.1- Divide the weight of the cargo to go on board in lots of one
thousand tons. This procedure is the same for loading and unloading.
21.4.2- If one or two hatches were being loaded completely at the
forecastle, the ship will break in the middle, while she is still moored at quay.
21.4.3- To begin the loading or unloading operation of all hatches at
the same time is the most safe.
21.4.4- To begin the loading or unloading with two ship loaders, one
loader must be positioned to the middle hatch and the other at the forecastle.
21.4.5- Each hatch must receive no more than one thousand tons.
153
154
Egberto F Ribeiro
often the loading belts in cascade carry the grains upward. The general rule
says that while there is cargoes in bulk falling down in the hold, or scale
balloon, or into any silo, all the belts must to run and can not be turned off.
When the belts are stopped with cargo, the electric motors won't bear to restart
and the platinum will melt itself, or cause damage to the engine breaking the
electric motor shaft, or will break the reduction box, or will break the
counterbalance of the belts. During the loading of grain in bulk, the shutdown
sequence must begin from the silo, till the grain carriers run free, without cargo.
After the belts are completely empties, the hold operator or the SL operator
give the order to turn off the belts for the change of hatches. If only the last belt
is turned off, the Ship-Loader of the bulk cargo will continue receiving the
grain, but it will be spilled out of the belts.
Generally, ships arriving from other ports have some hatches already
half loaded with the same cargoes. The operation of loading the cargoes can
continue til complete the hatches. When the ship arrives completely empty,
each change will happen at every 1.000 tons of grain loaded on board.
21.5 Ship-Loader Changing of Ship's Holds.
The operator of the flux scale at the control panel, after receiving the
notice to change the ship's holds, he closes the silo's drawers and the belts will
move until stay completely empties. The Ship-Loader operator awaits all the
cargo be loaded till the belt become clean, when there is no more material to
come, he turns off the belts to the SL. The SL operator needs the support of
workers on the ground to ensure the free movement of Ship Loader on the
quay's rails. The rail must be clean, without people, vehicles, or electrical
155
156
Egberto F Ribeiro
21.8.1 The tally clerk chief calculates the amount of cargo to be
spread in the mouth of the hatch cover by the stevedores. He asks the operator
of the flux scale, to send 8,5 tons to complete the shipment, it is less than the
amount of the capacity of the scale balloon which is 12 tons.
In trimming and changing of hatches, the scale at the Control
Panel of the silo works in manual mode, controlled by the flux scale at the
ship, do not use the automated system, because the cargo will be loaded
drop by drop.
21.8.2 The operator of the center panel of the silo opens the drawer
to fill the balloon during the seconds needed to send less than 12 tons. If the
operator exceeds this weight of cargo, the balloon will open automatically and
the total cargo of the primary balloon will flow down into the secondary
balloon, for weighing. If the operator closes the entrance of the primary
balloon, the excess material that was sent from the silo is discharged outside the
balloon, causing loss of time by cleaning. To avoid all of that, the estimated
time should be correct, the weight of cargo sent is less than 12 tons to enter in
the balloon to be sent for weighing. In this operation, the cargo flows to the
second balloon and the digital gauge will show the exact asked weight. As soon
as the cargo enters in the hatch, it is spread by the stevedore gang. The
repetition of the operation will done till the end of the 8,5tons to complete the
shipment.
21.8.3 In detail, the operation occurs as follows: Upon completion
of the weighing, the operator closes the silo drawer balloon in the silo and
opens the drawer to send the material to the flux scale at the quay. The primary
157
moments
of
shipment,
when
the
trimming
operations
occur
158
Egberto F Ribeiro
by excessive hours of work, because certainly serious errors will occur. Some
operators of flux scale at grain bulk terminal are less effective and cause serious
damages. They usually change the kind of grains, or to load the grains for one
hold to another, or even grains for one ship to load in another.
The classical error is the blends of grains in the ship's hold, which
must be completely removed and weighed for the loading to continue.
Generally, few tons loaded in seconds will take several hours to be unloaded
from board. The unloading requires personnel and equipment not provided.
21.8.7 To finalize the shipment, the flux scale weighs cargoes
above 5,0 (five) kilograms. The residual cargo on the belts between the flux
scale and the ship will be removed and taken out to the silo through payloaders. If the grain in bulk stays sprawled on the ship's deck, additional costs
will occur for unloading it. The weight of the cargo will be deduct from the
total shipped, or transferred to another ship's hold with the rental of a small belt
to work on the deck to help to move the cargo to another hold.
The gang requested for trimming, will not do the extra service and
the Agent Operator should have to request another gang. The OGMO doesn't
accept the request out of the schedule times. The Agent Operator should
prevent it, or negotiate with the Syndicate foreman for the removal of that load.
21.8.8 The loading of round grains as soya, or corn are easy to load,
but other kind of products as soya bean pellets, or soya meal is difficult,
because it makes a tower of cargo into the ship's holds and needs a bulldozer to
spread the cargo. The machine is heavy and has to be loaded on board by crane
on tires strong enough to lift the bulldozer at 15 meters high and to reach thirty
159
160
Egberto F Ribeiro
in conventional cargo ships. The general cargo ships usually have reefer
chambers for any eventual fright of frozen goods. However, if there are no
frozen goods, the cold chambers are turned off and loaded with general cargo.
21.11 Reefer Terminal Some companies have installed reefer
terminals in warehouses at the retro-port. Sadia rented two warehouses in the
APPA and installed a reefer terminal able to load two reefer ships
simultaneously. Initially, these warehouse had been built for general cargoes up
to four thousand tons, later some grain exporters used for grain exporting no
more than four thousand tons. Currently, each warehouse has the capacity for
six thousand tons of frozen goods in pallets, allowing better utilization of the
area.
21.12 Personal The personal to work in reefer ships generally are
gangs of six men to attend one hatch on the quay. There are the gangs to attend
each hatch, generally are 21 stevedores. The reefer ships operate with six holds
where the gangs have rotary time of work at -20, they always claim to keep the
hatch covers open to reduce the temperature to -10. Workers assigned to the
six ship's hold are more than two hundreds workers for each six-hours period.
These workers are from union as dock workers, stevedores on board, checkers,
truck drives. Others are employees of the harbor, private companies, forklift
operators, and Reefer Terminal.
21.13 Reefer Loading from Retro Area The refrigerated goods
can be brought to the port coming from retro-port for direct shipment by truck
or syndicate trucks or private trucks. These loads are palletized and covered
with thermal blankets. The pallets are removed from the truck by forklift and
161
162
Egberto F Ribeiro
22. WAREHOUSING
163
164
Egberto F Ribeiro
for one ship in a compact place, while you are sending cargoes to other ships,
you have to stop one ship to load the other.
22.2.4 To operate with both ships, one side of the warehouse is for
one ship and the other side to other one.
22.2.5 Take care for do not place goods for a destination, in front of
lots to different ships and destinations. If there is any change in the ship's cargo
plan, a separation of cargoes will happen during the loading and you don't have
where to put the cargo to remove.
22.2.6 Never send goods to different destinations or ports in the
same chassis or truck because the shipment may be done through wrong way.
22.2.7 The vehicles for shipment at the delivery center may carry
small lots with different destinations; the lots delivered by vans, or trucks are
stored in proper drawers with separation.
22.3 Export and Import.
The port warehouse for consolidation and deconsolidation must be
separated, because the IRS does not allow export cargo with imports. The
stores must have two front doors and an inside corridor for transit of trucks. If
there is constant leftover space may be used side doors for loading and
unloading docking with normal height for trucks. However, if there is the need
of corridors at the side doors, the option is to enter and exit through the doors
for the central or main aisle.
22.4 Period of Warehousing. Most of the ports adopts a period
within 3 to 15 days before the ship's arrival to begin receiving the goods as
mentioned in the Cargo List. Goods sent within period pay by the services of
165
166
Egberto F Ribeiro
167
168
Egberto F Ribeiro
23.4 Warehousing of Staggered Goods.
If the package of goods are narrow or irregular, the batches are
stacked in staggered format. When drawing a plan for stacking, don't forget to
keep one meter between the first pallet line to the wall. For security reasons,
never let the cargo touch the wall. Draw a plan since the first tier with plain
occupation of the space and calculate how many boxes of height will be. After
the first and second tiers, the stack will have one step less in front and at the
back, the count must be according its stability, but always on staggered form.
The stacking will be at the half height of the second tier upward, or 2/3 of the
total. If the goods are large, solid and doesn't wobble, the lot can be stacked in
the total capacity of the forklift height without requiring staggered format.
7- The height of the bundles or pallets will be determined by the
capacity of the forklift. The momentum effect is observed when the forklift is
strong to approach the tower to lift the cargo and bends the tower backward, but
can't is lift the cargo when the tower is bent forward.
8- The same type of machine used for unloading the trucks and
storing the goods in high stack, shall be the same used for loading the cargoes
to vessel. Observe carefully the capacity of the machines.
9- Do not stack with triplex (telescopic) to 5.5 meters high, during
the loading someone rents a single cylinder 4 meters in that shipment, which
will not reach the stacking.
10- The goods will be told for tax clearance during shipping.
11- Do not put two small volumes of "top" in the middle of large
volumes, because only one will be counted. Because the invoices were properly
169
170
Egberto F Ribeiro
23.6.3 Port. Do not put two lots from different ports in the same
place, even if the goods have the same size, in height and weight. Each lot has
specific identification with labels and texts painted on its sides.
23.6.4 Measure. The measures of reels of paper Kraft are calculated
for certain positions in the hatch, although it is a small lot, there is no way to
mix them with other lots.
23.6.5 Marks. The goods of the same marking must obey the rules
of separation, because it will be done as in the Plan.
23.7 Export. The rules for storing reels of paper are peculiar and
must be separated by height, even when the difference are only two
centimeters. The representative of the exporter must provide the depositary
with the full list of lots of steps and ports. The exporter has responsibility to
send the list of lots of goods with weight and measures to the depositary.
23.7.1 Shipment. If during the shipment there will have the need for
separation of reels of paper for lack of instruction of storing, the expenses will
be paid by the exporter.
23.7.2 Separation. The areas reserved for each measure are in
accordance with the diameter and height of the reels of paper. The measures
offers the elements to calculate the area needed for all stacking.
23.7.3 Floor Plan. The depositary shall make a draw of the floor to
configure the deposit of reels of paper by diameter and heights for each lot.
Leftovers can be placed in front of the stacking or on a place amid other reels.
23.7.4 The discharge. The storage of reels of paper starts one meter
from the wall to form a small aisle. This space will be enough for the passage
171
172
Egberto F Ribeiro
net-weight and to record the values on the weight list of vehicles, in Portuguese
that list is known as Romaneio.
Ships for general cargo have tanks for transportation of vegetable oil
and are assembled with serpentine needed to keep high temperature for the
transportation of dense oils. These vessels carry dense products such as soy
lecithin, or pastes as palm oil for industries of margarine. If the lot is small, it
can be embedded in general cargo ships with tanks for this kind of cargo.
Shipments of vegetable oil can be directly from the terminal to the
ship, or through truck-tankers. The terminal tanks are provided by gauges for
measurement method to the record the level before and after each work period.
The tanks aboard are separated by oil type and tonnage. Different ports of
destination receive cargoes of the same product in a same tank and the totals
will be recorded according the Cargo Plan.
During the direct shipment in tankers for full loading, there is also
the changing of tanks to keep the stability of the ship, as in the grain bulk cargo
loading operation.
23.8.1 Mooring of Ship for Vegetable Oil: Before the arrival of the
ship, the quay is inspected to verify that the rail lines and cranes will not be
used during the loading with bombs on the quay. Caused by the use of pumps
and hosepipes, the mooring should be preferential.
23.8.2 Terminal with Pipeline: The Terminal for vegetable oils
must install its network through the underground nearby or far from the quay,
for direct shipment with connectors for hoses from the quay. This method is
faster, safer and cheaper.
173
174
Egberto F Ribeiro
23.8.9 Security: The employees should read carefully the letters and
manifests from the ship before her arrival, to be sure there is no flammable
cargoes on board or for loading in the following port.
23.8.10 Weighing List of Vehicles (Romaneio): This is the
weighing list of vehicles when arrive or depart loaded with goods for
exportation and importation for storage. The vehicle must arrive with Invoice
and its own information on bar-codes for instant verification. The data
contained in this Invoice are the basis for assembling the program for each
company. The scales have automated this report printing the list for each
company in the system in-time communication through SMS or e-mail. Even
though, the system is automated, it doesn't state the discharge of the products,
which must have the record of the exact time of entry and exit. Any difference
in the time of discharge should block the weighing operation. Unscrupulous
terminals, weigh trucks and wagons loaded and remove them to other
warehouses. After the discharge, the trucks and wagons return to the previous
warehouse and complete the weighing as if they had discharged in the first
warehouse. The issuance of SMS report to the exporter may intimidate those
criminals. This is the reason to check the scheduled time of weighing, not only
the cargoes. Compare the time the terminal spent to weigh your cargoes, with
the time spent by others companies, in the same day and period. When too
many explanations are given, without the fundamental truth, change
immediately the warehouse, or silos or ports.
175
176
Egberto F Ribeiro
at times not rationalized. However, if operations occur only during regular
hours, would have a huge traffic, because a normal year with 285 days of
twelve hours or 3420 hours, or nearly one container per second. Considering
the movement of containers and for do not forget their content, knowing that
too many containers are LCL. In this case, there are approximately five B/Ls
per container that will multiply five times the movement of vehicles through
the gates. In a gross calculation, for normal hours of work, will have one
thousand deliveries. How many gates will be needed for a future so near?
Calculate to add the length of stay of each container in the terminal.
If each container for export stays for two days, and analyzing ninety-two
thousand TEUs for export in a year, there was an average of 511 TEUs per day.
Multiplying these containers by five or ten, what will be the adequate area in
square meters? Analyzing the area for import containers, we must consider
several factors that increase the seasonal stay of imports. Strikes at ports,
changes in currency values or insufficient tax are the most critical cases. If we
consider 10 days of stay for imports, the nominal capacity of 5000 TEUs to
three high, divide by the days of the year, each TEU daily stays 365/10, or 36
periods multiplied by 5000 equals 180,000 TEUs per year. If there are
insufficient places we can use new areas or to rise the equipments and stacks up
to six high. However, we can not only measure the harbor, but all terminals that
operate with containers. The lack of control in the receipt or delivery of
containers, empty or loaded can be the cause of wrong deliveries. The lack of
control can lead the terminal to assume for faults occurred in other places, or
several other serious problems only by negligence of the terminal.
177
25 - TRAYTAINER
178
Egberto F Ribeiro
system is the lowest cost benefit offered by its fast and full automated
operation. The diamagnetic pieces are strong enough to raise 1,300 times by
each one Kilogram.
Electrical Wireless. The electrical system can be made by coils fed
by batteries. As the floating distance between the Traytainer over the lane is
near 10cm (three inches), the wireless system can feed the coils.
Loading Capacity. The Traytainer is able to carry two TEUs; one
container of 40', or two containers of 20', or four containers of 10'.
Driving. The Traytainer has magnetic coils for linear traction at four
directions (forward, backward, right and left).
Secure corners. There are eight magnetic locks on corners and
middle for locking the Traytainer inside the shelves in ships, in the prestacking, in a container terminal or Intermodal or on a chassis.
Stackable. When the Traytainers are empties, the electromagnet
locks at the corner can secure the units on pre-stacking, on ship's board and one
above each other for storage of empties unity.
Energy Consumption. The magnetic locks work in continuous
current at low voltage and are used for safety and low cost, because can be fed
by battery recharged anytime in its bays.
The Traytainer can be guided by the control center with defined
route on lanes, whose permanent magnets will be frost to give levitation on
diamagnetic mattress. The Traytainer may have its route changed by reversible
keys to a new lane following anytime the flowing of Traytainers to forward,
backward, right side, left side, locked, unlocked, reverse or to stop. To stop a
179
180
Egberto F Ribeiro
side of the unity.
25.1.3 Before stuffing it is sent to electronic flat scale for weighing,
following after to the factory for stuffing.
25.1.4 The container's door-sill will be 25cm higher than normal.
After stuffing, the chassis with the 40' container loaded on a Traytainer is sent
back to the scale, when will have its empty weight deduced from its gross
weight to have known its cargo net weight, the ticket will be send to the
terminal. (The true weight is mandatory).
25.1.5 It's fast the operation to stuff the container with Traytainer on
chassis. After stuffing, the container is closed and sealed for weighing.
25.1.6 The container can be lifted by spreader and laid on the floor.
After stuffing, the container is closed, sealed and loaded on the Traytainer.
25.2 How to use a Traytainer for two 20' containers.
25.2.1 To assure safety against robbery and the seal's protection, the
units must be laid on the Traytainer with the doors to the middle. (mouth to
mouth).
25.2.2 To lift a set of two containers and Traytainer is possible with
Transtainer for double spread attached to all container's lockers.
25.2.3 The forklift for 30ton can offload one 20' containers each time
by its pockets or with spreader.
25.3 Restriction To bend a Traytainer smashes the coils.
25.3.1 Do not lift by crane with beam and steel cables with hooks in
four corners of two 20' container's, it will bend the Traytainer.
25.3.2 Do not lift up two 20' containers from a Traytainer with
181
182
Egberto F Ribeiro
25.5.4 Offload the containers from the Traytainer, by forklift, or only
to separate the truck for loading on chassis for stuffing.
25.5.5 Offloading the containers for stuffing at the factory:
25.5.5.1 unlock the two 20' container and lift up by spreader to lay
on the floor alongside the other with free space to open the doors.
25.5.5.2 verify the container's operational condition and cleanness.
25.5.5.3 if it is damaged or dirty, don't try to repair, send it back.
25.5.5.4 if OK, begin and finish the stuffing plan.
25.5.5.5 close the doors and apply the ship's seal.
25.5.5.6 the chassis is positioned to load the unitized Traytainer with
two stuffed containers. The Traytainer is lifted up by spread and lowered on the
chassis and locked. The two containers are lifted and lowered on Traytainer and
locked. The analysis of weight and equilibrium are mandatory.
25.5.5.7 after stuffing and the containers sealed, both containers
must be laid with doors to the middle of the Traytainer. The Traytainer is sent
to electronic flat scale to get the gross weight and to subtract the chassis net
weight to get the correct weight of the unitized set of containers and Traytainer.
The gross weight of the unitized set of Traytainer and two stuffed containers
will be print on B/L as one.
25.6 How to stuff and deliver two 20' unitized containers.
(LCL/LCL) The Traytainer will be sent for a HUB port to a defined Triple-e
ship and at the HUB port of destination. Two containers are received from
different feeders in a HUB port to be shipped by Traytainer on a Triple-e ship
and sent for another HUB port to be delivered by two feeders for the seaports
183
184
Egberto F Ribeiro
small ships (feeders) and barges which are heading to ports to operate under the
same method of work. If the feeder is at a Hub Port and receives its containers
on Traytainer, but she doesn't work under the same method of operation, the
container is unlocked and lifted by gantry crane without the Traytainer, which
returns for storage. The released container is sent to the conventional prestacking at quay for shipping, or loaded directly on the feeder.
The containers can be loaded on a Traytainer inside the industry, or
loaded at the container terminal and be sent to a seaport shelf for loading on
feeders. The loaded Traytainer are sent to a Hub Port for transshipment through
a Triple-e ship to the Hub Port at the country of destination. There will have the
necessity to change the containers from a port to a Hub Port, because several
ports don't have drought enough for Post Panamax ships or Triple-e ships and
few seaports in the world can receive them. The Traytainer reduces de cost of
operation and increases the speed of the port operation. The Traytainer offers
the possibility to move two TEUs from one Intermodal Terminal at the origin to
another at the destination, from different countries or inside the same country in
the sequence as shown: Warehousing at industry > Intermodal > Shallow
Seaport > Homeland Deep sea Hub Port > Abroad Deep sea Hub Port >
shallow Seaport > Intermodal > Warehousing > Delivery.
25.7 The Traytainer is not self commanded. The Terminal Control
operates the Port Shelves, or by the ship's bridge of command when goes on
board. The energy is applied when necessary to levitate and to move, or when it
is stored inside the shelf on board of a vessel. It must always be locked on the
shelf, even on calm sea or under bad weather.
185
186
Egberto F Ribeiro
road or rail must be on safe height for do not be blocked by persons or animals.
For vehicle transportation, the user will pay a toll and load his car on a
Traytainer, while the company owner of the system does the transportation. The
user can send his vehicle in one day to a defined city, in the following day or
week, he flies to that city, where his car waits for him. This is a safe trip,
without the risk of accidents, stress and generating economy on fuel
consumption and the consequent reduction of its price. There is the possibility
to transport vehicles with passengers trough downtown, but for long trips, it
will be available with stops.
25.12 All Traytainers are free. When a reefer is laid on a
Traytainer, its cable is connected to the energy supply. When the Traytainer
enters and stops on its lane in the shelf, the connection for energy supply is
done automatically. There are double set of energy connectors, because the
Traytainer has double front, each one can be connected for all controls. There
are cameras installed near the Traytainers for reading of the container numbers
to be checked by operators. It will happen on store-yard, pre-stacking and on
board to be seen through a web site. The connectors for energy supply installed
at the shelf for reefers offers reports of the containers' working time, for the
operator get the correct information of the energy consumption. The Traytainer
data transmission when sliding on the lanes are by radio with antennas installed
in all shelves.
25.13 How to work with Cryogenic System
The Traytainers moved by cryogenic system has some care to be
taken before the movement to begin the operation on a defined tier and row:
187
188
Egberto F Ribeiro
25.14 The Shelf System.
The Shelf System is a steel or concrete structure to install the lanes
where the Traytainer will slide on. The vertical structure has three beams "I"
connected by steel bars for supporting two rows of ceramic permanent magnets
with the north pole at the outside and the south pole installed in the middle,
between both beams "I". The ceramic permanent magnet will be installed on
the lane and frost by liquid Nitrogen distributed by tubes, without to lose in the
air a single litter. This should be the most economic and advanced system of
levitation in the world. The electric coils for linear traction are on the surface of
the lane, below the Traytainer and have speed controlled by sensors.
The steel structure can be assembled to operate in every port with
container terminal, on board of ships as Lash, Roll-on/Roll-off, ferry boats,
Mega ships, feeders and several other vessels with wide holds and large back
doors, through where the Traytainers will enter and leave the ship carrying ore
minerals, containers, vehicles etc. The movement of Traytainers from terminal
to a ship at seaport, river or lake are done through a bridge, whose operation
must obey the vessel's stability.
The diamagnetic lane has ceramic magnets to be frost by liquid
nitrogen to elevate the Traytainer up to 10cm to slide free of rails or cables.
This is a way to preserve the container integrity and its cargoes without
shaking.
The Shelf System has horizontal lanes made of steel with separation
at the side and middle for do not retain water and to reduce weigh. The
diamagnetic effect grabs the Traytainer, but it needs guard rails for protection.
189
190
Egberto F Ribeiro
applied successfully in several countries for passengers transportation, this
project is for cargoes as containers and vehicles.
Vehicles with size smaller than the Traytainer can be locked to
transport workers, visitors and technicians to install or repair parts. After the
trip, the vehicle leaves the Traytainer and can go away. Mechanical
maintenance is not expected to be very often, but electrical coils and cables
must be clean by a special car for cleaning. The Traytainer must run free of
obstacles on the lane, where the surface of the magnetic mattress must be clean
by broom and vacuum after every end of work and inspected at the beginning
of operation. The installation must be protected against animals, humidity,
broken tubes, smashed lanes, loosen coils and to protect the cables against
thieves etc.
Today, the containers on board of ships are laid one over the other in
a system of vertical drawer with rails. The movement of waves under bad
weather causes a sequence of ups and downs on the vessel. When a wave lifts
up the forecastle, it pushes the containers upwards by the rails. In few seconds,
the upper containers fall on those on lower tiers. After two days of bad weather,
some containers will be smashed and the cargoes will be lost. When it happens
on deck, the containers are smashed to one meter and a half, it release the steel
cables and the entire stack of containers turns aside and falls down into sea,
causing lost of cargoes. This is a serious risk and too dangerous for navigation,
the worst is that it is the responsible of the general increases on the cost of the
insurances.
191
192
Egberto F Ribeiro
given by the ship's Agent, or by the terminal's software.
25.15.3 Heavy cargoes. The care with containers loaded with heavy
weight cargoes must be positioned in the lowers 02 to 06 tiers in the holds. This
height can be changed according each port of discharge.
25.15.4 Medium cargoes. Containers loaded with cargoes at a
medium weight will be positioned on the hatch-cover from 08,10 and 82 to 84
tiers.
25.15.5 Light cargoes. Containers loaded with cargoes at a low
weight or empties will be loaded from the tier 86 to 90 or higher than that.
25.15.6 The Port Operation. It is defined according the ship's size,
weigh and equilibrium to organize the pre-stacking for simultaneous work on
several rows, even when a mechanical trouble stops a forklift. The loading will
be according the numbers of rows on each vessel and according the planning by
the vessel's Agent or by the port planners to give safe navigation. The cells are
carefully analyzed very before the ship's arrival, when is calculated her ETD
(Estimated Time of Departure). It means that despite of the ship does not have
yet arrived, the operators know exactly the day and hour she will be delivered.
The unloading and loading sequence follow the container's weigh, size and
ports of destination.
The operation of a full-container happens only to parts of the total
cargo on board, sometimes only 20% from the total will be discharged and the
same quantity for loading. This kind of ship has several ports to leave
containers and to take others. The beginning of the operation is mandatory to
take out all steel cables and to release all twist-lockers to let the containers free
193
194
Egberto F Ribeiro
coming to this port.
The Triple-e ship with 16.000 TEUs operating with ship to shore
gantry cranes to four TEUs each movement will have 4.000 movements for
unloading and 4.000 movements for loading, but in the terminal the movements
will be one after other:
25.15.7 The complete quay and terminal operation:
25.15.7.1- lifting from exporter chassis to pre-stacking, 16K times.
25.15.7.2- lowering from pre-stacking to chassis, 16K times.
25.15.7.3- to lift from chassis for loading on board, 4K times.
25.15.7.4- lowering on ship's bays for loading, 4K times.
25.15.7.5- lifting from ship's bays for unloading, 4K times.
25.15.7.6- lowering to chassis to store-yard, 4K times.
25.15.7.7- lifting from chassis at the store-yard, 16K times.
25.15.7.8- lowering to chassis for delivery to importer, 16K times.
The ship to shore quay crane with spreader to four container will
have the quantity of 8K movements for unloading (4K up from cell + 4K down
on chassis) and 8K movements for loading (4K up from chassis + 4K down on
cell).
Considering that a ship to shore quay crane moves 4 TEUs in four
minutes, it will move 60 TEU/hour or 8K TEUs in 134h, to be divided by the
number of cranes in operation. There are also the stop time of 30 minutes for
opening and closing of holds, beyond 5 minutes for changing of bays. A full
complete operation will be in almost 14 hours in good conditions of work, but
to understand the global operation in the terminal and on board, let's consider
195
196
Egberto F Ribeiro
25.16 Port Operation of Shelves System
The Shelves System has its own method of work, where there are no
hatch-cover on board, the shelf has rows at eighteen tiers of height. The ship is
moored by stern and the operation begins by the upper tier and two rows from
starboard and port side at the same time. The shelf on board have code for row
and tier for all bays, from the forecastle to stern. The system was idealized and
projected to operate from 2 to 20 or more lanes simultaneously on the same tier.
Each lane on board through all bays will store twenty Traytainers or more and
its weight must be considered for do not cause any fail on the ship's
equilibrium. The Traytainers which are positioned on the upper tier of the ship's
shelves are empties or low weight and will unload faster than those below the
ship's shelf, where the heavier Traytainers will unload at low speed. But,
according each vessel, there will have less or equal TEUs inside the hold and
on the deck. The main project for ships to move Traytainers is that one which
allows the shelf to be assembled for operation by stern.
25.16.1 The Operation. The ship operation begins by the higher tier
on the stern, the first two lanes of discharge are from both sides: right and left,
or starboard and port-side, or rows 21 and 22, each one has near twenty
Traytainers. After the last two Traytainers to leave both lanes, begins the
loading to fill the same two lanes at right and left. The following step is to
unload the rows 19 and 20 (looking from the stern, the right side are the odd
number and left side are the even numbers). After the last Traytainer enters in
the lane, begins the third lane from both sides, or rows 17 and 18 following the
sequence till the last two cells on the top of the ship's shelf. Notice that in so
197
198
Egberto F Ribeiro
the next one just below. There will be few minutes to separate the bridge, if it is
by elevator system for one tier, and from the ship and to lower on the next tier,
attach again the bridge to the ship and start the operation for more few minutes.
The actual pre-stacking system on ports and on board is a compact
block of containers ready to load and discharge. There is no possibility to move
a single container, without disturbing the entire stacking and the lost of time
with personal and equipments for hours. There is a margin of errors on every
seaport, where containers are lost without any registration.
The Shelves System is a structure of steel or concrete columns,
lanes, bays and cells made in three thickness, strong enough to allow Traytainer
to slide on lanes and protective guard rails. This system offers an easy access
into the complex of bays, tiers and rows, where the TEU on a Traytainer can be
moved anytime with few movements by the center of control. The Shelves in
Intermodal, Container Terminal, Port pre-stacking and on board must be
covered to protect the structure and the electronic system against bad-weather,
dust, birds, rats and rain. The pre-stacking on a Shelves System is a block of
frames for bays, tiers and rows for lines of Traytainer ready for shipping, from
the higher tier on starboard and port-side at the same time. As the shelf side is
open, garnished only by guard-rail is possible to see the figure of the ship as in
the "cargo plan".
The Shelves System has separate lanes for each row pair and impair,
for Traytainer do not touch itself. The Shelf System is provided by one bridge
with twenty or more lanes attached at the stern of the Mega-ship or feeder. The
best cargo speed is gotten by a forecastle door, to allow the export Traytainer to
199
200
Egberto F Ribeiro
shelf structure on board must have columns and beams strong to support its
own weigh, the Traytainers (Max gross weight 30tons), the accessories, winds
and operational shaking. The shelf has four classes of resistance; heavy from
tier 02 to 08, medium from tiers 10 to 20, light from tiers 21 to 28 and empties
the different use of lighter Traytainers are stored on the top
25.17 Ship and Stacking Shelves
The Shelves System installed on Mega-ships can offer good way to
work in parallel with Gantry crane on Feeders. The Mega-ship has own
structure of shelves without deck. The best ship for shelves are those provided
by wide hold and high hull, like roll-on/roll-off, Lash vessels, ferry-boats and
so on.
The Lash vessels are the most modified ships I have seen, from
barges to heavy cargoes or to warfare. I suggest to modify once more, she must
be remolded and after few adaptation to install the shelf and covering, she may
survive on a new project, without barges or cranes and with a pit of audacity,
with doors at line water at stern and at the forecastle. The frames, hull and
engine are ready to a modern vessel for container operation, without the
bottleneck effect. In this new system, a ship with the Lash size may operate to
unload and load 400 TEUs (800 TEUs) in faster time than to load a single barge
on board; 15'. The movement of 400 TEUs won't cause any damage to Lash
vessels, used to move her huge crane. Although the Lash project was made for
do not work at quay, in this new project, she must be moored by stern to
operate connected to a bridge, naturally without its traditional barges and super
crane. In this new system of sea transportation of containers, the Lash ship is
201
202
Egberto F Ribeiro
composition. Each Traytainer is moved by itself, so there is no need of links.
The Shelf System with Traytainer is a complex method of work
where the export containers on Traytainer and stored in a shelf with its front
side to the quay and its back inside to the terminal with lines to several feeders
pre-stacking. The Shelf System ship is moored with her stern directly to the
terminal shelf. There is a quay bridge on rails that is the interface between the
port and the ship, it is flexible to fit for any ship in height and width. The bridge
is always far from the ship's berth and only approaches after mooring.
The pre-stacking of a Shelf system loaded with Traytainer is ready to
go on board, when all Traytainer are positioned according the planning of
storage offered by each ship's Agent, following the correct and adequate weight
for equilibrium, series of destination ports. But as there are several kind of
ships, the loading must be flexible to accept all of them with their
particularities. If a new class of ship higher than the bridge and shelf is created,
the bridges legs are enlarged and the shelf will have some new tiers to assemble
and all the complex is ready for operation. The modification of the ship's size,
will alter the width of the shelf and bridge. When the bridge's enlargement is
alongside or upward, it will cause disparity between the quay's size and the
bridge. To keep the proportion of measures in 50% of the ship's width, the
shelf's face must be cut to allow the bridge's enlargement.
The shelf system admits changes without great disturbance in the
shelves; to take out a container or to receive a new one. As the complete line of
all bays, one row and one tier have almost twenty five Traytainers, this is the
easiest way to change anytime the Traytainers, without great disturbance on
203
204
Egberto F Ribeiro
even when it doesn't cause any delay for operation.
25.20.3 Mooring- The ship is ordered for mooring as the plan.
25.20.4 Back Doors- The Mega-ship's back doors are opened to left
and right, or up, never on the quay where are the rails.
25.20.5 Locks on- The Traytainers on board to unload remain
with electromagnetic locks on. but ready to be released from its higher tier to
the bridge.
25.20.6 Spread Ramps- After mooring, the bridge approaches
between the shelves and spreads its ramps with lanes at the higher tier and the
correct lock to the ship and shore shelves are on.
25.20.7 Open Cryogenic- The ship's operator opens the cryogenic
line to both lanes from stern to forecastle and checks the levitation and lockers.
25.20.8 Checking locks- The terminal operator opens the cryogenic
line and checks the lockers and levitation of the lanes on the shelf. If both; the
shore and ship are ready, the green light is on to begin the operation.
25.20.9 Order to unlock- The operator in the center of operation
orders to unlock twenty Traytainers from the ship's shelves at port-side and
twenty at starboard, while all lanes on ship and shore shelves are stop.
25.20.10 Operation for Unloading 2 Rows- The panel shows the
levitation of both lines of Traytainers are OK, the power afterward level of
the control panel is moved to on and the Traytainers from both sides begin
their movement at 10km/hour to the bridge.
25.20.11- Sequence- The sequence of order for unloading begins
from the rows at the sides to the middle. The sequence order for loading is from
205
206
Egberto F Ribeiro
discharge both boards simultaneously by the highest tier from each board. One
Traytainer and a half over each lane will be on the Bridge, its weigh t will be the
maximum of 14 tons + 7 tons = 21 tons X 20 lanes GT 420 tons on the bridge.
To compare to other equipments, a ship loader with four legs weights 600 tons,
the Lash crane weighs 700 tons, the Bridge weights 250 tons.
25.20.18- Loading Twenty Rows- The following is to load the
empties tiers. The cargo plan of discharge and loading must be done correctly,
from the mega-ship to feeders. Notice that twenty Traytainers are carrying forty
20' containers, whose weights range from 200 tons to 560 tons.
25.21 Bridge
25.21.1- The bridge accepts to move pairs of lanes by turn to keep
the bridge and ship's equilibrium.
25.21.2- The pair can be multiplied by two, four, till ten when all the
lanes will be unloading and loading in few minutes.
25.21.3- This movement is not so fast, but keeps the low speed of
10Km/hour, as waited for that operation.
25.21.4- The bridge guides the line for twenty Traytainers to leave
the ship by each lane.
25.21.5 After the last unity leaves the ship, the Traytainers planned
for both sides of the ship enter on the bridge and go to each row of that tier.
25.21.6 Twenty full lines of Traytainers from port-side to starboard
enter in sequence; four hundred Traytainers are going on board, twenty after
twenty. During this time, all lanes are fed by the cryogenic system that controls
the temperature, sometimes opening and closing the circulation of liquid
207
208
Egberto F Ribeiro
others coils are turned off for do not produce any undesirable magnetic field.
25.21.9.5 Safe Changing. The diamagnetic system holds the
Traytainer on the electromagnetic field below to run free over the lanes
following the changing of lines near the corner to turn around.
25.21.9.6 Diagonal. The Traytainers can be guided over some
diagonal lanes, till arrive to the desired route.
25.21.9.7 Lower Speed. Several lanes where the Traytainer will go
reduce its speed to slow, its to give time to the Traytainer to change its lane.
Only the previously chosen route will be kept "turned on".
25.21.9.8 Higher Speed. After the Traytainers enter on the exact
lane, the magnets to guide the others Traytainers will be turned on to move at
higher speed, while those out of work will be turned off.
25.21.9.9 Interval. The sequence of Traytainers to enter on the
bridge's lanes from one bay can be alternate, while in the interval, the bridge
moves one Traytainer to another bay. This interval is to do a change on the plan
for a Traytainer from one row to the feeder's stacking. If a complete line of
bays containing heavy cargo was unloaded and the ship needs to change
cargoes from an upper tier to fill that empty row. All the Traytainers from the
upper line are unloaded to the terminal shelf for a short trip till the lower tier,
while the bridge is moved downward, when maneuver is finished, the
Traytainers will be loaded into the empty bays. This kind of operation can be
foreseen by cargo planners at the port of loading.
The terminal shelf system ends in a bridge on the quay to link the
terminal to the stern bays of the ship's shelf. This principle of work is the low
209
210
Egberto F Ribeiro
25.22 Pre-Stacking.
A new pre-stacking for container terminals is necessary for shelf
system. The structure is a compound of rows, bays and tiers assembled in one
big shelf of 60,0m wide, 500m long and 55m high. There will have ten shorter
pre-stacking shelves joined to each Mega ship, it is necessary to feed each one
of the ten feeders to operate simultaneously. The track lines from the Mega ship
conducts to feeders ships are diamagnetic lanes of 2,50m wide each one, where
the Traytainers float over them. The standard structure for shelf shore has the
same number of tiers and rows as those on board.
The pre-stacking structure for feeders have the same number of tiers
and rows as the ship. When feeders are smaller than the shelf, the number of
lanes used into the shelf will be according the number of row and tier existing
in the feeder. If a new model of ship will have shelf wider than the existing, the
port's facility must to assemble new parts to its shelf to serve new ships. The
shelf may have its measures enlarged so many times as need.
The shelf has twenty lanes to store the Traytainers in free connection
to the bridge and to the ship's lanes. The normal operation on two complete
rows of twenty Traytainers each one in sequence of unloading and loading is
expected to finish in ten minutes. It means that the operation to unload two
complete lines with 40 Traytainers or 80 TEUs and to load two complete lines
with 40 Traytainers or 80 TEUs lasts long 10 minutes. When the operators will
be skilled, all 20 rows with 400 TEUs will be unloaded and 20 rows with 400
TEUs will be loaded simultaneously in ten minutes.
211
212
Egberto F Ribeiro
25.25 Ship's Bays.
The new concept for sea and land transportation has a new way to
move containers on a mattress sustained by electromagnetic levitation system.
Every container with regular weight and size can be loaded on board on a steel
pallet called Traytainer attached by electromagnetic devices at the four corners.
The latest advanced system is the diamagnetic mattress to move the Traytainer
with permanent magnet moved by induction motor. As the Traytainers are
moved and stopped on previous defined cells activated by sensors, all the
Traytainer's electrical quick connectors are checked by the control center. The
bridge has the same width as the shelves on board and shore; 60m with 20 lanes
for levitation which assembles a road for Traytainers. The height will be from
36m to 55m tall with 12 to 18 tiers, and length 30m from wharfs corner to the
shore shelf.
The structure for each bay receives heavy containers on low tiers of
the shelves; above are for medium weight and higher lanes for low weight and
empties containers. Three thousand containers, from Mega-ships to feeders are
stored on shelves for pre-stacking to each feeder. The quantity of bays for
storage yard is larger than those existing in Triple-E ships. As the Mega ships
are several times larger than a feeder, the most advisable is to have a prestacking for 20 thousand TEUs for each Triple-E ship. The feeders need to have
their containers loaded in Mega ships, so they must to arrive for first to
complete the pre-stacking. As soon as the Triple-e ship is moored, her first
operation is to send the cargoes to the feeders, till to open place and begin the
receiving of cargoes from the feeders. The position of Traytainers for loading is
213
214
Egberto F Ribeiro
The location of a Hub Port is critical, because this place must be
calm, without too many private boats and ships around all the time. There
traffic must be only for heavy Triple-E ships and smaller vessels feeders and
easy access to airport. The Hub-Port facilities beyond machinery, should offer
fuel, energy supply, medical center, supply of energy, food and fresh water,
ground reservoir as filter for contaminated cargoes and water sewerage. The
port area needs security wall of 5m high of ready-made in concrete, vehicle
scanners, transponder, cameras, specialized personnel for port security, boats,
cars, fire brigade with trucks, sensors, satellite surveillance, communication by
radios, cellphone, fast internet, radar, electronic reading of labels for containers
and technical resource and software systems for administration. The area also
needs military protection on land and sea. The Hub Port works as a city without
immediate help, so it has to be self-sufficient.
All goods directed to a Hub Port, should arrive by ship or barge
Feeder with crane, never direct by wagons or trucks. A Hub-Port must be
installed near deep waters, to reduce drastically the expensive dredges. The
front sea must be protected by stone barrier as upstream pier, far from the quay
at the triple of the ship's length. The installation must not be in any region, but
on strategically studied to attend several interests of governments, users and
environment, as well equipped for service:
Gantry cranes for ships Triple-E
Gantry cranes for vessels Feeders.
Gantry cranes for pre-stacking
215
216
Egberto F Ribeiro
empty and for high cube containers loaded and empty, however the Traytainer s
are the same. The shelf on board offers speed for operation and covering
protection, allowing the vessel to sail in safe under bad weather. The shelf on
board is assembled from the keel and side frames directly upward, without
deck, nor hatch cover, till tier eighteen or more in a solid and compact
structure. The Traytainers can cross directly from the pre-stacking shelf to
bridge and to the shelf into the ship's bays. If the ship has stern doors and
removable forecastle, the speed of operation will be two times faster, because
while the Traytainers for unloading will leave the ship through one side,
simultaneously the Traytainers for loading will be entering by other side. That's
why the ships and ports must to belong to the same owner.
The first difficult seen on sea container transport, is the use of twistlockers to attach one container to the other. The Traytainer was developed to be
attached by electromagnetic lockers. It opens a wide possibility of work by the
ship shelf, or by the terminal shelf. The system will be according the best
system to each one, but the Traytainer is the same as its connectors, locks and
magnets.
25.26.1 Cell. The cell is the place in the bay where the Traytainer
will be sit and locked on the lane. This place is the compartments division with
numbered bays to codify the location.
25.26.2 How the Traytainer Locates the Cell. The unity can stop at
any cell when read by sensors, following the orders by automated control from
the terminal center of control or by a single joystick on board. As soon as the
unity arrives to its cell on the lane, it has to turn off its linear motor to stop and
217
218
Egberto F Ribeiro
airplane.
The chassis with container is locked into its bay, row and tier. The
quantity of chassis in a bay doesn't affect its security, as each one is locked to
the ship's shelf by the terminal bridge. Above the hull level, there are portholes
at the starboard and port-side to reach the shelves, which opens upside at each
time for unloading and loading.
The system of doors keeps the ship all closed during the trip, without
allowing rain water or sea water to wet the containers, that very often wet also
the cargoes. This covering is also to protect the electric system and to keep the
normal temperature, beyond the protection against excess of water for do not
rust the structure and lanes.
25.28 Cryogenic Operation on Shelf
The cryogenic system offers the best economic result and benefit for
its low cost and high efficiency of levitation. The new generation of
superconductors have 1300 times the capacity to elevate its own weight. It
means that a plate of 1kg is enough to elevate 1300kg. This plate should be
installed below the Traytainer, while the iron permanent magnets under
cryogenic temperatures of 196C should levitate the Traytainer pushed by linear
motor to slide on the lane. The shelf of the port facility will be installed near the
bridge and the ship favoring a cryogenic center for distribution of Liquid
Nitrogen to freeze the permanent magnets. The distribution system opens a tube
to freeze the permanent magnets on the lane, only when necessary.
The distribution of Liquid Nitrogen through tubes will keep the low
temperature for the desired time. It gives the possibility to a line of Traytainers
219
220
Egberto F Ribeiro
26- STATISTICS
To every ship, the port operation doesn't happen only at the quay, but
from industry store-yard to ship's loading, in a round trip plenty of risk and
delays. The statistics in Brazil only account of cargoes movements which
happen at the quay; from the quay to ship and from ship to the quay. The
statistics don't consider the operation which happens in the Primary Zone,
between the gates of access and the quay, where the cargoes for exportation are
unloaded and wait for the ship's arrival and where the imported cargoes are
loaded and delivered to inland. The support services as inspection of containers,
when cargoes are taken out of the container, verified and stuffed again, or the
Vessel's Convenience containers or Less than Container Loading must be
accounted their double work. While on the entire world the account of cargoes
movements refers to the quay, where the cargoes get in/out by ships and
through the gates, where the cargoes are received for exportation and those
delivered as importation. Thus, when a Brazilian sea port statistics declares the
movement of one million of containers, in the rest of the world is understood
there was the movement of half million TEUs, but the real throughput were on
221
222
Egberto F Ribeiro
27- CONCLUSION
223
BIBLIOGRAPHY
224
Egberto F Ribeiro
End
225
egfior@hotmail.com
Home phone: 55-0212131786641 Cell phone: 55-0212179586312
226