1. DSM 2315 Shipping and Transport Logistics Management

2. Topics
1. Introduction to Basic Ship Design, Layout and Terminologies (4L, 2T, 13SDL)
1.1 Elementary ship design and layout.
1.2 An overview of different ship types (Bulk / Container carriers, tankers, specialist ships, passenger vessels).
1.3 Measurement of ships and maritime terminologies
2. Parties involved in Shipping and Transportation (5L, 3T, 13SDL)
2.1 Roles of Non-Vessel Operating Common Carrier (NVOCC)
2.2 Freight Forwarder
2.3 Third Party Logistics (3PL)
2.4 Fourth Party Logistics (4PL)
2.5 Ship Brokers
2.6 Shipping Agents

3. Topics 3. Type of Cargo to be Carry Onboard Ship (4L, 2T, 13SDL)
3.1 Types and characteristic of cargo
3.2 Dangerous goods
3.3 Deck cargoes
3.4 Individual abnormal load (AIL)
3.5 IMDG Labels
4. Packaging of Cargo (4L, 2T, 13SDL)
4.1 Functions of packaging
4.2 Types of packing
4.3 Unitized, palletised and container cargo
4,4 Packaging of dangerous
4.5 Marking of goods

4. Topics 5. Introduction to Vessel Operation (5L, 2T, 13SDL)
5.1 Introduction to rules of the roads
5.2 Navigation aids
5.3 Berthing, anchoring and mooring arrangements.
5.4 Watch keeping arrangement
5.5 Crew composition and functions

5. Topics 6. Introduction to Ports Operations (6L, 3T, 13SDL)
6.1 Ports and terminals
6.2Terminal design
6.3 Port equipment and characteristics
6.4 Harbor configurations
6.5 Pilotage
6.6 Port controls
6.7 Tugs
6.8 Fresh water supply
6.9 Bunkering
6.10 Shipchandling

6. Objective
To ensure the student encompasses the cognitive process which is remembering and explaining the types of ships for specific cargo transportation requirements by applying basic concepts of ship design and classification, includes they learn to distinguish the role played by the various parties include in shipping and transportation industry.
To understand the packaging process of cargo to be carry on board of the ship.
To learn the elements of vessel and port operation in shipping industry.

7. Learning Outcome
Define the suitability of different types of ships for specific cargo transportation requirements of ship design and classification
Identify the roles played by the various parties in shipping and transportation industry
Describe the packaging process of cargo to be carried on board the ship
Discuss the vessel and port operation elements in context of shipping management

8. Always Ask Questions:
Who
What
Why
How
When
Where

9. References Additional references supporting the course
Branch, Alan Edward. (2007). Elements of Shipping. Routledge, New York
Lun, Lai & Cheng. (2006). Shipping and Transport Logistics. McGraw Hill, Singapore
Lloyd’s Practical Shipping Guides: Port Management and Operations (2008), Informa, London
The Admiralty Manual of Navigation Volume I (2008), The Nautical Institute, London
Additional references supporting the course
Shipping Law. Institute of Chartered Shipbrokers. Witherby. 2011
Reeds sea transport: operation and economics (Reeds professional). Patrick M. Alderton. A & C Black Publishers Ltd. 2011

10. Assessment Methods and Types
Quiz 10% - written
Test 15% - written
Assignment 25% - written (15%) & oral (10%)
Final Examination 50% - written (5-22 May 2015 : TBA)

11. Grading Scheme Marking Range Grade Point Grade Result Exam Eligibility
90-100
4.00 A+
Pass
80-89 A
75-79
3.67 A-
70-74
3.33 B+
65-69
3.00 B
60-64
2.67 B-
55-59
2.33 C+
50-54
2.00 C
47-49
1.67 C-
Fail
Supplementary
44-46
1.33 D+
40-43
1.00 D
30-39
0.67 E
Re-take
0-29
0.00 F

12. Rules of Class Attendance Mobile Phone to silent mode
No talking during lecture
Centralized dissemination of notes

13. 1. Introduction to Basic Ship Design, Layout and Terminologies
1.1 Elementary ship design and layout

14. Principles of Ship Design and Factors Influencing Design, Type and Size of Ship
Market Requirements
Purpose
Nature of cargo mix  size
Route & duration (range) of voyages in which it is to operate
E.g. ore jetty off the coast of Chile prohibit large ship for safety requirements
Speed  propulsion
Economic Considerations
Size (min & max carrying capacity)
Increased size  deeper draught (E.g. Mumbai - max draught of 16 m; River Plate – max draught 9 m)
If a general trader is to be operated economically, she must be able to proceed anywhere where cargo is offered
Cost - Building (capital costs), operating costs, maintenance costs
E.g. the cost of the propelling machinery for a 100,000 tonner is less than the cost for two 50,000 tonners developing the same power.
Presence/absence of trades and infrastructure to support such tonnage

15. Principles of Ship Design and Factors Influencing Design, Type and Size of Ship (con’t)
Technical Considerations
Structural limitation (material selection)
Cost
Weight
Durability
Ease of manufacturing
Functional Strength :
Steel normally used because of strength
Aluminum and other alloys for corrosion resistance

16. Principles of Ship Design and Factors Influencing Design, Type and Size of Ship (con’t)
Statutory regulations, classification society rules and international agreements
The regulations concern all life-saving apparatus, navigational aids, the hull and machinery, crew and passenger accommodation, water-tight and fireproof bulkheads, gangways, emergency escapes, anchor cable and hawsers, shell plating, ship inspection at the seaport, etc.
Examples - Merchant Shipping Act of 1894, International Convention on the Safety of Life at Sea (SOLAS), International Ship and Port Facility Security Code; International Convention on Load Lines 1966, Special Trade Passenger Ship Agreement, the Convention on the International Maritime Satellite Organization (INMARSAT), the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) 1978 and the International Convention on Maritime Search and Research (SAR), etc.
Load Line Certificate
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio Certificate
Passenger Ship Safety Certificate
International Oil Pollution Prevention Certificate (IPPC)
Document of compliance (DOC)
Carriage of dangerous goods

17. Principles of Ship Design and Factors Influencing Design, Type and Size of Ship (con’t)
Safety Requirements:
International Safety Management (ISM) Code by the IMO

18. Basic Ship Structural Elements
There are two main parts of a ship:
The hull is the actual shell of the ship including her superstructure.
[Superstructure - a structure built on top of something else; the parts of a ship, other than masts and rigging, built above its hull and main deck.]
The machinery includes not only the main engines required to drive her but also the auxiliary machinery (boilers, generators, etc.) used for manoeuvring purposes, steering, mooring, cargo handling and for various other services, e.g. the electrical installations, winches and refrigerating plant.
[auxiliary : supplementary or additional help and support]
[manoeuvring : an act of changing the direction of a moving ship, vehicle, etc.]
[mooring : an act of securing/holding a boat or aircraft with lines or anchors]
[winches : a hauling or lifting device consisting of a rope or chain winding round a horizontal rotating drum, turned typically by a crank or by motor]

20. Basic Ship Structural Elements (con’t)
Keel
Centerline backbone of ship
Runs the length of the ship
Framing
Ribs of ship, provide structural strength -> define form of ship
Types:
Transverse (extend outward from keel)
Longitudinal (parallel to keel, run length of ship)
Bottom
Cellular region comprised of keel & framing
Plating
Skin over framework -> rectangular steel plates welded together

21. Basic Ship Structural Elements (con’t)
Decks
“Floors” of a ship (sometimes called “levels”)
Horizontal partitions that form tiers
Main deck is uppermost complete deck
Bulkhead
“Walls” of a ship
Horizontal partitions that form compartments
Can either be structural or non-structural (joiner)
Doors
Passage between spaces on SAME level
Can be Water-Tight (sealed with “dogs”)
Individually acting v. Quick-acting
Hatches
Passage between spaces on DIFFERENT levels
Most are water-tight boundaries

22. Basic Ship Structural Elements (con’t)

23. Basic Ship Structural Elements (con’t)
Deck:
Meaning: “Space is located on this deck”
Upper levels are 01,02… successively from main
Main deck is 1
Lower decks are 2,3,4… successively from main

24. The rear portion of the ship is called the after end or stern.
When moving stern first, the vessel is said to be moving astern.
The front portion of the ship is called the fore end, whilst the extreme forward end is called the bow.
When moving bow first, the vessel is said to be moving ahead.
The area between the forward and aft portions of the vessels is called amidships.
The maximum breadth of the vessel, which is found in the amidships body, is known as the beam.
The bridge of a ship is the room or platform from which the ship can be commanded.

27. Basic Ship Structural Elements (con’t)
Many modern cargo and passenger liners have a transverse propulsion unit or bow thruster in the bows. Its purpose is to give greater manoeuvrability in confined waters, e.g. ports and so reduce and eliminate the need for tugs.
The rudder, which enables the vessel to maintain her course, is situated right aft.
The bulbous bow can improve passenger and crew comfort, as it can reduce pitching in heavy seas and has been provided in tankers, bulk carriers, and modern cargo liners to increase speed when in ballast.
A bulbous bow is a protruding bulb at the bow (or front) of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range, fuel efficiency, and stability.

28. General Cargo Arrangement Plan

29. Basic Ship Structural Elements (con’t)
A ship’s actual design and number of decks depend on the trade in which the ship will ply.
The modern tendency is to have large unobstructed holds with mechanically operated hatch covers, both for speedy handling of cargo, and to reduce turn-round time to a minimum.
Container ships are equipped with specially designed holds with cells or slots to facilitate speedy container handling using shore- based lifting gear.

30. Tramp and Liner
A tramp, carrying shipments of coals or ore, will be a single deck vessel with large unobstructed hatches to facilitate loading and discharge.
Tramp Service or tramper is a ship that has no fixed routing or itinerary or schedule and is available at short notice (or fixture) to load any cargo from any port to any port.
A cargo liner carrying a variety of cargo in relatively small consignments would have ‘tween decks’ to facilitate stowage. If such a vessel also conveyed wood and other commodities of high stowage factor, a shelter deck would be provided.
Tween deck: the storage space between the hold and the main deck, often retractable.
Liner Service – is a service that operates within a schedule and has a fixed port rotation with published dates of calls at the advertised ports.

31. Port and Starboard

32. Six Degree of Movements

33. Ship Stability
The word “Stability” means if the vessel is heeled by an external force, it has the ability to right herself whether its transverse, statical or longitudinal stability.
Trim is longitudinal list (longitudinal stability). If forward draft is greater than after draft, the vessel is trim by bow. If the aft draft is greater than forward draft, it is trim by stern.

34. Sagging & Hogging Sagging
Condition where ship is supported more at its ends
Compression of main deck
Tension of the bottom/keel
Hogging
Condition where ship is supported more in its middle
Tension of main deck
Compression of bottom/keel

35. Basic Ship Structural Elements (con’t)
Machinery:
Three principal types of machinery installation are to be found at sea today. Their individual characteristics change with technological advances and improvements and economic factors such as the change in oil prices.
Three layouts involve ship’s propulsion machinery using:
direct-coupled slow-speed diesel engines (the main engine),
rpm
medium-speed diesels with a gearbox, and
rpm
the steam turbine with a gearbox drive to the propeller.
6,000 rpm
Costly
Gas Turbine
Dual fuel diesel electric
Twin slow speed diesel

36. Types of Propulsion Most ships are mainly powered by diesel engines.
Low fuel consumption which gives added deadweight and cubic capacity for cargo.
Factors influencing choice of propulsion:
Initial Cost
Required speed
Cost and availability of fuel on the route used
cargo carrying capacity required
Length/duration of voyage
Operational Expense

37. Types of Propulsion (con’t)
Diesel Engine
The diesel engine (also known as a compression-ignition engine) is an internal combustion engine that uses the heat of compression to initiate ignition and burn the fuel that has been injected into the combustion chamber. This contrasts with spark- ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which use a spark plug to ignite an air-fuel mixture.
Steam Turbine
A steam turbine is a device that extracts thermal energy from pressurized steam and uses it to do mechanical work on a rotating output shaft.
Gas Turbine
A gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream rotating compressor coupled to a downstream turbine, and a combustion chamber in-between.
The basic operation of the gas turbine is similar to that of the steam power plant except that air is used instead of water.

38. Types of Propulsion (con’t)
Integrated Full Electric Propulsion (IFEP)
Lower running costs
Reduced capital investment
How It Works…
Ship’s propellers being driven by electric motors alone
The power for electric motor is driven from unified electrical power system which also provides for all the ship’s services
Major benefits include elimination off shaft tunnel, reduced fuel consumption, lower running cots
Combined Gas Turbine and Steam Turbine Electric Drive System (COGES)
Nuclear power
Nuclear marine propulsion is propulsion of a ship with power provided by a nuclear reactor. Naval nuclear propulsion is propulsion that specifically refers to naval warships. A few experimental civil nuclear ships have been built.

39. New Opportunity for Innovative Ship Space and Operational Cost Productivity
Factors:
Higher capacity ships
Longer hauls
Rising bunker (fuel) costs
Surge in new builds
Need to improve ship productivity
Productivity – is an output divided by an input (e.g. supply and demand)
E.g. expressed in ton miles (or ton km) of oil carried per dwt of tankers
Need to have more productive shipboard cargo and passenger space

40. Propeller
A propeller is a type of fan that transmit power by converting rotational motion into thrust.
A pressure difference is produced between the forward and rear surfaces of the airfoil-shaped blade, and a fluid (such as air or water) is accelerated behind the blade.
A marine propeller is sometimes colloquially known as a screw propeller or screw

41. Container Ship
World’s largest container ships are about 1,300 feet long (400 meters)
Maximum Width of 180 feet (55 meters)
Engines weigh 2,300 tons
Propellers weigh 130 tons
There are twenty-one storey’s between their bridge and their engine room
They can be operated by teams of just thirteen people and a sophisticated computer system and carry an astonishing 11, foot containers (if loaded on a train, it would be 44 miles or 71 km long)

42. Container Ship (con’t)
Container ships have an approximate lifespan of 26 years.
A large container ship engine has about 1,000 times more power than a family car.
The gantry cranes that load and unload container ships can be 430 feet tall and weigh up to 2,000 tons.
Container ships are technologically advanced. A good example is the computer software that enables precise planning for the loading and unloading of containers and keeps the vessel balanced by increasing and decreasing ballast at the touch of a button.
A recent study by Lloyd’s Register found that the fuel efficiency of container ships (4,500 TEU capacity) has improved 35% between 1985 and 2008.
It is estimated that on average a container ship emits around 40 times less CO2 than a large freight aircraft and over three times less than a heavy truck.
Container shipping is estimated to be two and a half times more energy efficient than rail and 7 times more so than road.

43. 1. Introduction to Basic Ship Design, Layout and Terminologies
1.2 An overview of different ship types (Bulk / Container carriers, tankers, specialist ships, passenger vessels).

44. Ship Types
Cargo ships/freighters can be divided into five groups, according to the type of cargo they carry. These groups are:
Multi-Purpose Vessels / General cargo vessels
General cargo vessels carry packaged items like chemicals, foods, furniture, machinery, motor- and military vehicles, footwear, garments, etc.
Multi-purpose vessels, as the name suggests, carry different classes of cargo – e.g. liquid and general cargo – at the same time. It also carry containerized cargo and also break bulk cargoes.
Conventional break-bulk are ships that carry break-bulk, non-containerized cargo. “Cellular or multipurpose” there vessels are largely replacing break-bulk vessels.
Most cellular vessels are able to accommodate break-bulk/non-containerized cargo on the upper most stack of the vessel.

45. 1. Multi-Purpose Vessels / General cargo vessels

46. 2. Container Vessel (Fully Cellular - FC)

47. 3. Dry bulk carriers
A bulk carrier, bulk freighter, or bulker is a merchant ship specially designed to transport unpackaged bulk cargo, such as grains, coal, ore, and cement in its cargo holds.

48. 4. Tankers
Tankers carry petroleum products or other liquid cargo.

49. 5. Lift-On/Lift-Off (LoLo, LOLO, LO/LO, Lo/Lo)
Lift-On/Lift-Off or LoLo ships are vessels with on-board cranes to load and unload cargo.

50. 6. Roll-on/Roll-off (RORO or ro-ro)
Ro-Ro ships are multi-purpose, with an addition of a stern ramp to the quayside, by which cargoes are received and dispatched.

51. 7. Reefer Ships
Reefer vessels are vessels dedicated to carrying refrigerated cargoes

52. 8. Passenger vessels

53. 1. Introduction to Basic Ship Design, Layout and Terminologies
1.3 Measurement of ships and maritime terminologies

54. Types and methods of tonnage measurement
There are five main types of measurement (tonnage) used in shipping business. These are
deadweight
cargo
displacement
gross tonnage
net tonnage

55. Tonnage Measurement
Deadweight tonnage (dwt) expresses the number of tons (of 2,240 lb) a vessel can transport of cargo, stores and bunker fuel. It is the difference between the number of tons of water a vessel displaces ‘light’ and the number of tons of water a vessel displaces when submerged to her load line. Deadweight tonnage is used interchangeably with deadweight carrying capacity. A vessel’s capacity for weight cargo is less than its total weight tonnage. (Why? Explain.)

56. Tonnage Measurement (con’t)
Cargo tonnage is
expressed in terms of a weight or measurement.
the weight ton in the United States and sometimes in the UK
the American short ton of 2,000 lb, or the English long ton of 2,240 lb.
A ton of cargo in most instances occupies less than 100 ft3 : hence the vessel’s cargo tonnage may exceed its net tonnage, and indeed the tonnage of cargo carried is almost always greater than the gross tonnage. It is the cubic capacity of all earning space, and it is on this tonnage figure that most harbour dues and other charges are calculated. The aim of the average shipowner is to achieve a low net tonnage consistent with a maximum cubic capacity for cargo and/or passengers.

57. Tonnage Measurement (con’t)
A measurement ton is usually 40 ft3, but in some instances a larger number of cubic feet is taken for a ton.
Most ocean package freight is taken at weight or measurement (W/M) ship’s option.
With the growth in use of the metric system the metric tonne of 1,000 kg or cubic metre ( ft3) is becoming more widely used.
The freight ton is a mixture of weight and measurement tons and can lead to confusion in the collection and analysis of statistics.

58. Tonnage Measurement (con’t)
Displacement of a vessel is
the weight in tons (UK 2,240 lb) of the ship and its contents.
the weight of water the ship displaces.
Displacement light is the weight of the vessel without stores, bunker fuel or cargo.
Displacement loaded is the weight of the vessel plus cargo, passengers, fuel and stores.

59. Tonnage Measurement (con’t)
Gross tonnage (Gross Registered Tonnage – GRT)
applies to vessels, not to cargo.
is determined by dividing by 100 the volume in cubic feet of the vessel’s closed- in spaces.
is the spaces exempt from the measurement include light and air spaces; wheelhouse; galley; lavatories; stairways; houses enclosing deck machinery; hatchways to a maximum of 0.5% of the gross tonnage and open shelter deck.
A vessel ton is 100 ft3.
It is used as a basis for pilotage and dry-dock dues, and sometimes tonnage dues.
It is employed for official statistical purposes, when comparing ships’ sizes, and as a basis for Protection and Indemnity Club entries (insurance).

60. Tonnage Measurement (con’t)
Net tonnage (Net Registered Tonnage – NRT)
is a vessel’s gross tonnage after deducting space occupied by crew accommodation, including facilities for the Master and officers; spaces used for navigation; boatswain’s store room; water ballast and fresh water spaces, including forward and aft peak tanks, deep tanks provided only fitted with man-holds and not employable for carriage of liquid cargo; propelling and machinery space which does not represent earning capacity of the ship.
A vessel’s net tonnage expresses the space available for the accommodation of passengers and stowage of cargo.

61. Why Tonnage Measurement?
The Suez and Panama tonnage regulations make it obligatory for vessels to be measured for tonnage if they require to use the canals.
International Convention on Tonnage Measurement of Ships 1969
Transition / conversion from traditionally used terms gross register tons (grt) and net register tons (nrt) to gross tons (GT) and net tons (NT)
Gross tonnage forms the basis for manning regulations, safety rules and registration fees.
Both gross and net tonnages are used to calculate port dues.
The gross tonnage is a function of the moulded volume of all enclosed spaces of the ship. The net tonnage is produced by a formula which is a function of the moulded volume of all cargo spaces of the ship. The net tonnage shall not be taken as less than 30% of the gross tonnage.

62. Speed Measurement
The knot is a unit of speed equal to one nautical mile (1.852 km) per hour, approximately 1.151 mph.
1 knot = 1 nautical mile per hour = mph = km/hr
The US adopted the international definition in 1954, having previously used the US nautical mile (  m).