4 Packaging of Cargo 41 Functions of packaging Functions of packaging Primary Secondary Tertiary Primary Functions Concerns the technical nature of packaging Protective Function The inward and outward protective function primarily places demands upon the strength resistance and ID: 691477
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Slide1
DSM 2315
Shipping and Transport Logistics ManagementSlide2
4. Packaging of Cargo
4.1
Functions of packagingSlide3
Functions of packaging
Primary
SecondaryTertiary Slide4
Primary Functions (Concerns the technical nature of packaging)
Protective
FunctionThe inward and outward protective function primarily places demands upon the strength, resistance and leak-proof properties of transport packaging
.
The inward protective functions
to ensure full retention of the utility value of the packaged goods
to protect the goods from loss, damage and theft
to withstand the many different static and dynamic forces to which it is subjected during transport, handling and storage operations.
The outward packaging functions
to protect from climatic conditions, such as temperature, humidity, precipitation and solar radiation
to prevent any environmental degradation by the goodsSlide5
Primary Functions (Concerns the technical nature of packaging
) (
con’t)
Storage
Function
The packaging materials and packaging containers required for producing packages must be stored in many different locations both before packaging of the goods and once the package contents have been used.
Packaging must thus also fulfill a storage function.Slide6
Primary Functions (Concerns the technical nature of packaging
) (
con’t)
Loading and Transport
Function
Packaging has a crucial impact on the efficiency of transport, handling and storage of goods.
Packaging should be designed to be easily handled and to permit space-saving storage and stowage.
The most efficient method of handling general cargo is to make up cargo units; package dimensions and the masses should be tailored to the dimensions and load-carrying capacity of standard pallets and containers
.
The loading and transport function places requirements upon the external shape of the package, upon the mass of the goods accommodated inside and upon the convenient use of packaging aids. Slide7
Secondary functions (concerns the communications of packaging)
Sales
Functionto enable or promote the sales process and to make it more efficient
Promotional
Function
Promotional material placed on the packaging is intended to attract the potential purchaser's attention and to have a positive impact upon the purchasing
decision
While product awareness is indeed generated along the transport chain, excessive promotion also increases the risk of theft.Slide8
Secondary functions (concerns the communications of packaging
) (
con’t)
Service
Function
The various items of information printed on packaging provide the consumer with details about the contents and use of the particular product.
Examples are the nutritional details on yogurt pots or dosage information on medicines
.
The package may also perform a further function once the contents have been used (e.g. storage container, toy).Slide9
Secondary functions (concerns the communications of packaging
) (
con’t)
Guarantee
Function
By
supplying an undamaged and unblemished package, the manufacturer guarantees that the details on the packaging correspond to the contents.
The packaging is therefore the basis for branded goods, consumer protection and product liability.
There are legislative requirements which demand that goods be clearly marked with details indicating their nature, composition, weight, quantity and storage life.Slide10
Tertiary functions (additional functions)
Additional
FunctionThe additional function in particular relates to the extent to which the packaging materials or packaging containers may be reused once the package contents have been used.
The most significant example is the recycling of paper, paperboard and cardboard packaging as waste paper.Slide11
4. Packaging of Cargo
4.2
Types of packing Slide12
Types of packing
Container Type
Character
Application
Figures
Standard
20
' - Max. Payload: 28,23
T (
Tonne
)
20’x8’x8’6”
40' - Max. Payload: 26,7 T
40’x8’x8’6”
40’x8x9’6” (HC)
45’ - Max. Payload:
27,45 T
45’x8’x9’6” (HC)
Suitable
for any general cargo. Has various lashing devices on the top and bottom longitudinal rails and corner post.Slide13
Types of packing
Container Type
Character
Application
Figures
Hardtop
20
' - Max. Payload:
27,89T
20’x8’x8’6”
40' - Max. Payload:
25,78T
40’x8’x8’6”
40’x8x9’6” (HC)
Equipped
with a removable steel roof. Especially for heavy loads and over height cargo. Loading through roof opening and doorway by swing outdoor headerSlide14
Types of packing
Container Type
Character
Application
Figures
Open
Top
20
' - Max. Payload: 28,13
T
20’x8’x8’6”
40' - Max. Payload: 26,63 T
40’x8’x8’6”
40’x8x9’6” (HC)
Removable tarpaulin and roof bows. Easy top loading of over sized cargo.
With
removable tarpaulin. Used especially for over height cargo. Loading either from top side or door side by swing outdoor header.Slide15
Types of packing
Container Type
Character
Application
Figures
Flat
Rack
20
' - Max. Payload: 31,26
T
20’x8’x8’6”
40' - Max. Payload: 26,28
T
40’x8’x8’6”
40'HC-Max.Payload: 39,30 T
40’x8x9’6” (HC)
Fixed
or collapsible end walls. For over-width and heavy cargo.
Especially
for heavy loads and over width cargo.Slide16
Types of packing
Container Type
Character
Application
Figures
Platform
20
' - Max. Payload: 31,26 T
20’x8’x2’
40' - Max. Payload: 39,30
T
40’x8’x2’
For extra length and heavy cargo
Especially
for heavy loads and oversized cargo.Slide17
Types of packing
Container Type
Character
Application
Figures
Ventilated
20
' - Max. Payload: 27,99 T
Especially for cargo which needs ventilation. Slide18
Types of packing
Container
Type
Character
Application
Figures
Refrigerated
(and heated)
(Thermal Container
capable of transporting cargo at temperatures usually from -25C to 25C.)
20
' - Max. Payload: 27,45
T
20’x8’x8’6”
40' - Max. Payload: 29,40
T
40’x8’x8’6”
For cooling, freezing of foods or chemicals or ground level cold storage
40
' HC - Max. Payload: 29,88 T
40’x8’x9’6
”
For
extra capacity of cargo requiring cooling or freezing or ground level cold
storage
Reefer
containers do have their own electrically operated cooling / heating unit. The power supply is provided by ship's electrical plant, by terminal or by "clip-on" diesel generator.Slide19
Types of packing
Container Type
Character
Application
Figures
Insulated
20
' - Max. Payload: 21,45
T
20’x8’x8’6”
40' - Max. Payload: 26,63
T
40’x8’x8’6”
These
containers do not have their own cooling facility. The cooling / heating is supplied by an onboard plant, by terminal or by a "clip-on" reefer unit.Slide20
Types of packing
Container Type
Character
Application
Figures
Tank
20’x8’x8’6
” (17,500 – 25,000 liters
)
For transportation of liquid chemicals and food stuffs.
For
the transport of liquid food, e.g.: Alcohols, Juices, Edible Oils, Food AdditivesSlide21
The
Main
Advantages of Using C
ontainers
A
s
A
P
ackaging
U
nit
Use
of containers reduces loss, pilferage and damage claims significantly
.
It eliminates a great deal of paper work related to shipments
.
It expedites door-to-door pick-up and
delivery
service of cargo by reducing the time for loading and unloading operations
.
It eliminates multiple handling of cargo because a container is handled as a unit
.
The consolidation of small loads into a unit load is possible with a container, leading to economy in freight
costSlide22
The
Main
Advantages of Using C
ontainers
A
s
A
P
ackaging
U
nit (
con’t
)
Improvement relating to handling, marketing and pattern of packaging is made possible by the
container.
It is possible to reduce the cost of packaging because of possibilities of placing goods without heavy packaging inside the container without any risk of damage in transit
.
A container combines all the advantages of various mode of transport by rail, road and sea
.
Containerization has led to improvement in the construction of boxes or containers, and quick turn-round of modes of transport – whether ship, rail, road- which leads to economy in the cost of transport.Slide23
The
Main
Disadvantages of Using C
ontainers As Packaging
U
nit
Containerization
increases the fuel costs of transport and reduces the capacity of the transport as the container itself must be shipped around not just the goods. For certain bulk products this makes containerization unattractive
.
When transporting containers through railways, containers cannot be stacked in layers due to vertical height limitations. As a result transportation through railways sometimes becomes
difficult
Containers occasionally fall from the ships during storms. It is estimated that over 10,000 containers are lost at sea each year.Slide24
4. Packaging of Cargo
4.3
Unitized, palletised and container
cargoSlide25
Principles of Unit Loads
The combining of numerous items into a unit load of appropriate size which can be handled with available equipment and within existing facilities is most economical.
The larger the number of items handled as a unit, the smaller the handling cost per item.
The savings by this method can offset the initial cost, operation, and maintenance of the mechanical equipment required to lift and transport the heavier loads.
To minimize double handling of material, non-palletized items which are received in quantities suited to
palletization
will be palletized at the earliest practicable point during the receipt process.Slide26
Principles of Unit Loads
Practical limits to the application of unit loads include the physical characteristics of the items, size of pallet, storage area, unit load elevators (size and capacity), size of doors, capacities of available Material Handling Equipment (MHE), and aisle widths.
Generally, large rigid items such as lumber, pipe, and bar stock need not be palletized, but can be bound into unit loads for mechanical handling as much tonnage as possible will be hauled in a single trip.
The unit load principle can also be applied to the design of the container for individual units or items. For example, a 50-pound unit can be handled in less time and at less cost per pound than two 25-pound units. However, the weight of any unit or container that must be eventually manhandled will be limited by the strength of the average man. For this reason, the gross weight of these containers or units should be limited to no more than 70 pounds where possible.Slide27
Cartons Palletized For
Unit HandlingSlide28
Examples
of
Nonpalletized Unit Loads
Nonpalletized
unit load of
lumber
Nonpalletized
unit load of boiler
tubesSlide29
Palletized cargo
The advantage of correctly
palletized cargo is that cargo handling can be mechanized and, provided the pallets fit the container, securing can largely be dispensed with.
Provisos
are that the pallets are sensibly packed, the dimensions of the packed pallets in the lengthwise and crosswise directions each correspond to fractions of the internal container width, length and height and the pallets are stackable.
If
these conditions are met, and strictly speaking only if they are, can cargo be described as "fully palletized".
Many
cargo handling and packing companies offer special terms for fully palletized cargoes.Slide30
Packing a container with palletized cargo without interlayer dunnage
If the packages are strong enough, they can be stacked on top of one another without
interlayer dunnage.Slide31
Packing palletized
hazardous
materials with interlayer dunnage
If the packages are strong enough, they can be stacked on top of one another without
interlayer dunnage
.Slide32
Packing a 40' container
with
palletized cargoSlide33
Deficiently packed palletized cargo
The shipping packages are not well packed. Interlayer dunnage is essential
with the type of pallet base used. The gaps left are too big.Slide34
4. Packaging of Cargo
4.4
Packaging of dangerousSlide35
IMDG Code
For the purposes of this Code, a "
unit load" means a number of packages that are:
placed or stacked on and secured by strapping, shrink-wrapping or other suitable means to a load board such as a pallet; or
;
placed
in a protective outer enclosure such as a pallet box; or
;
permanently
secured together in a sling.Slide36
IMDG
Code (
con’t)
10.18.2 packages that contain hazardous goods, that are permitted to be transported in accordance with the code, may only be transported in unit loads if the following conditions are fulfilled
.
10.18.2.1 It may occur that the packages in a unit load will need to be separated. In this event, it must be ensured that the individual packages can be handled safely.
10.18.2.2 The unit loads should be compact, have as regular a form as possible, and for the most part, vertical sides. The top of the unit load should be level. It must be possible to stack the unit loads. They must be constructed and secured in such a way that it is unlikely that the individual shipping packages can become damaged
.
10.18.2.3 The unit loads must be sufficiently strong to withstand repeated loading and stowing operations and they must be able to bear unit loads with a similar specific mass which are stacked on them to a height commonly occurring during transportation.Slide37
Deficiently packed palletized cargo
Packing
gaps = packing deficienciesSlide38
Deficiently packed palletized cargoSlide39
Deficiently packed palletized cargo
Unsecured
cargo Secured cargoSlide40
4. Packaging of Cargo
4.5
Marking of goodsSlide41
Specifications
ISO – International Organization for Standardization
ISO (International Organization for Standardization) is an independent, non-governmental membership organization and the world's largest developer of voluntary International Standards. We are made up of our 165 member countries who are the national standards bodies around the world, with a Central Secretariat that is based in Geneva, Switzerland.
ISO 668:2013 Series 1 freight containers—Classification, dimensions and ratings
ISO 6346:1995
Freight containers—Coding, identification and marking
ISO 1161:1984 Series 1 freight containers—Corner fittings—Specification
ISO 1496-1:2013 Series 1 freight containers—Specification and testing—Part 1: General cargo containers for general purposesSlide42
Specifications
Each
container is allocated a standardized ISO 6346 reporting mark (ownership code), four characters long ending in either U, J or Z, followed by six numbers and a check digit.
The
ownership code for intermodal containers is issued by the Bureau International des Containers et du Transport Intermodal (41 rue
Réaumur
, 75003 - Paris France), hence the name BIC-Code for the intermodal container reporting mark.
So
far there exist only four-letter BIC-Codes ending in "U".Slide43
Identification system
Like any vehicle, every container has an identification system based on a unique registration number.
The
identification system for containers (ID) is based on a series of letters and numbers that represent the owner’s code, the serial number and the code for the country of origin.
The
registration number is given on all four sides of the container which makes it possible to identify its owner, and to identify the contents of the container.
Other
important information about the container is also provided by these numbers.
All
containers are, therefore, required to have these identification numbers and letters.
A
system also been developed to check this information, and details of the type and dimensions of containers is also expressed in figures.Slide44
Example
of container ID Slide45
Identification
system (
con’t)
The container ID is composed of several
fields, including
the following fields:
1. The shipping company (e.g., “UXX”)
2. The equipment category (always “U” for freight containers, "Z" or "C" for chassis)
3. The serial number of the container (e.g., “423697”).
4. The check digit of the first 3 fields (e.g.,”0”)
5. The container type (e.g.,”SE4310”)Slide46
Identification
system (
con’t)
Only the first 3 fields are relevant to the identification of the container, and represent a unique identification number for each shipping container.
In
the above case, this ID is “UXXU 423687”.
The
shipping company field ("
UXX"in
the example) is verified against a pre-defined list of known companies.
Additionally
, the second field ("U") is always verified.
The
check digit is used in order to verify the entire 10-character identification number.
If
the check digit is not identified, only the 10 characters are compared and reported.
If
it is recognized and tested for correctness, it will also be reported (a "0" in the above case).
The
container type (in the above example,”SE4310”) is not part of the ID and is not identified
or transmitted.