DSM 2315 Shipping and Transport Logistics Management

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

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

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

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

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.

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

Always Ask Questions: Who What Why How When Where

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

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)

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

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

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

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

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

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

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

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]

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

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

Basic Ship Structural Elements (con’t)

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

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.

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.

General Cargo Arrangement Plan

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.

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.

Port and Starboard

Six Degree of Movements

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.

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

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), 80-100 rpm medium-speed diesels with a gearbox, and 250-750 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

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

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.

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.

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

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

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 11,000 20-foot containers (if loaded on a train, it would be 44 miles or 71 km long)

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.

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).

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.

1. Multi-Purpose Vessels / General cargo vessels

2. Container Vessel (Fully Cellular - FC)

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.

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

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.

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.

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

8. Passenger vessels

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

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

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.)

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.

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 (35.3147 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.

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.

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).

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.

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.

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 = 1.151 mph = 1.852 km/hr The US adopted the international definition in 1954, having previously used the US nautical mile (1853.248 m).