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V µArticle Equipment intended to facilitate the

carriage of goods by one ore more modes


of transport without intermediate
reloading'. ISO.
V Containerization is a system of intermodal
freight transport using standard inter modal
containers as prescribed by ISO. These
can be loaded and sealed intact onto
container ships, rail road cards, planes,
and trucks
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V Although having its origins in the late 1780s or
earlier, the global standardization of containers and
container handling equipment was one of the
important innovations in 20th century logistics.
V Malcom Purcell McLean(November 14, 1913 ±
May 25, 2001 )was an American entrepreneur,
often called "the father of containerization". In
1956, he developed the metal shipping container,
which replaced the traditional break-bulk method of
handling dry goods and revolutionized the
transport of goods and cargo worldwide

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`   `
` 
inside inside inside door door t re m xi
c cit
length width height width height weight c rgo
19'4" 7'8" 7'10" 7'8" 7'6" 1,172CuFt 4,916lbs 47,900lbs
5.900m 2.350m 2.393m 2.342m 2.280m 33.2CBM 2,230Kg 21,770Kg
`  
inside inside inside door door t re m xi
c cit
length width height width height weight c rgo
39'5" 7'8" 7'10" 7'8" 7'6" 2,390CuFt 8,160lbs 59,040lbs
12.036m 2.350m 2.392m 2.340m 2.280m 67.7CBM 3,700Kg 26,780Kg
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  `
@ 

inside inside inside door door tare maxi
capacity
length width height width height weight cargo
19'4" 7'7" 7'8" 7'6" 7'2" 1,136CuFt 5,280lbs 47,620lbs
5.894m 2.311m 2.354m 2.286m 2.184m 32.23CBM 2,400Kg 21,600Kg
@ 
 
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
39'5" 7'8" 7'8" 7'8" 7'5" 2,350CuFt 8,490lbs 58,710lbs
12.028m 2.350m 2.345m 2.341m 2.274m 65.5CBM 3,850Kg 26,630Kg
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(     ` 
(   
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
18'5" 7'3" 7'4" - - - 5,578lbs 47,333lbs
5.620m 2.200m 2.233m - - - 2,530Kg 21,470Kg
(    
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
3 '7" 6'10" 6'5" - - - 12,081lbs 85,800lbs
12.080m 2.438m 2.103m - - - 5,480Kg 3 ,000Kg
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(    
`   ` 
(   
  
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
18'6" 7'3" 7'4" - - - 6,061lbs 61,117lbs
5.618m 2.208m 2.233m - - - 2,750Kg 17,730Kg
(   
   
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
39'7" 6'10" 6'5" - - - 12,081lbs 85,800lbs
12.080m 2.126m 2.043m - - - 5,800Kg 39,000Kg
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 (   `

g
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
7' " 7' " 7' " 7' " 7' " , t 7, l s ,7 l s
. 2 m 2.27 m 2.2 m 2.2 m 2.2 m 2 . BM ,2 Kg 2 , Kg
g 
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
7' " 7' " 7'2" 7' " 7' " 2, t ,7 l s ,27 l s
. 9 m 2.27 m 2. 97m 2.2 2m 2. m 7. BM ,9 Kg 2 , Kg
g  
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
7' " 7' " '2" 7' " ' " 2, t 9,9 l s 7,7 l s
. 7m 2.29 m 2. m 2.29 m 2. m . BM , Kg 2 ,9 Kg

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 (   `

8
''   `
  

inside inside inside door door tare maxi


capacity
length width height width height weight cargo

9' " ' " ' " ' " ' " , 9 t , l s , l s

. m . m . 9 m . m . m . BM ,9 Kg , Kg
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 (  `
 (@g
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
19'11" 8'0" 7'4" - - - 6,061lbs 52,896lbs
6.058m 2.438m 2.233m - - - 2,750Kg 24,000Kg
 (@g 
inside inside inside door door tare maxi
capacity
length width height width height weight cargo
40'0" 8'0" 6'5" - - - 12,783lbs 86,397lbs
12.180m 2.400m 1.950m - - - 5,800Kg 39,200Kg
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FACTOR ADVANTAGE
Can be manipulated anywhere in the world (ISO
Standard transport product standard).Specialized ships, trucks and wagons.
Raw materials (coal, wheat), manufactured goods, cars, frozen
products.
Liquids (oil and chemical products) and reefers (50% of all
refrigerated cargo).
Flexibility of usage Reuse of discarded containers.

Unique identification number and a size type code.


Transport management not in terms of loads, but in terms of unit.
Management

Costs Low transport costs; 20 times less than bulk transport.


Transshipment operations are minimal and rapid.
Port turnaround times reduced from 3 weeks to about 24 hours.
Speed Containerships are faster than regular freighter ships.
Its own warehouse; Simpler and less expensive packaging.
Stacking capacity on ships, trains (doublestacking) and on the
Warehousing ground.
Contents of the container is unknown to shippers.
Can only be opened at the origin, at customs and at the destination.
Security Reduced spoilage and losses (theft).
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Large consumption of terminal space; move to urban
Site constraints periphery.
Draft issues with larger containerships.
Container handling infrastructures (giant cranes, warehousing
Infrastructure costs
facilities, inland road, rail access), are important investments.
Complexity of arrangement of containers, both on the
Stacking ground and on modes (containerships and double-stack
trains). Loaded to avoid any restacking.
Requires management and tracking of every
Management logistics container.Recording, (re)positioning and ordering of
containers.
Many containers are moved empty (20% of all flows).
Either full or empty, a container takes the same amount of
Empty movements space.
Divergence between production and consumption;
repositioning.
Common instrument used in the illicit trade of drug and
Illicit trade weapons, as well as for illegal immigration.
Worries about the usage of containers for terrorism.
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V Containerization was introduced for the first time in
Indian domestic market way back in 1966 by the
Indian Railways to provide door- doors service to
their customers and attract cargo from road ways .
V In 1987 Government of India realized the
importance of containerization and started
constructing a satellite port at Bombay which
commenced operations in 1988 and was
christened The Jawaharlal Lal Nehru Port .
V Subsequently CONCOR created by Indian
Railways and it constructed the 1st ICD at
Tughlakkabad.

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V Firstcontainer was handled at Cochin in
1973.
V Containerization has since grown
substantially.
V 1052000 TEUS in 1993.
V 4637000 TEUS in 2005.
V 6.60 Million TEUS in 2008

Growth of multimodal transportation and containarisation in india by girish Guijar


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Distribution of Indian Tonnage on 31.10.2009


   
     
Shipping corporation of India 80.00 3,076,000.00 32.67
Great Eastern Shipping Co 65.00 1,626,041.00 17.27
Varun shipping 16.00 406,920.00 4.32
Mercater line 16.00 690,396.00 7.33
Essar Shipping 29.00 443,725.00 4.71
Surendra Overseas 5.00 168,314.00 1.78
Tolani shipping 6.00 209,460.00 2.22
Five star bulk carriers 3.00 59,327.00 0.63
West asia maritime 4.00 107,672.00 1.14
Chowgule streamship 5.00 53,882.00 0.57
chambal fertilisers 4.00 227,714.00 2.41
Sanmar shipping 4.00 104,722.00 1.11
Rediant shipping 4.00 90,551.00 0.96
Others 722.00 2,148,440.00 22.82

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AHAMMED EJAS PM
RASHID ALI CK
SHAFI TP
(Falcon Institute Of Logistics and Supply Chain Mangement)

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