Tuần 1

Question 1: Classification of ships?

Ships are mainly classified into the following types:
1. Container Ships

As the name suggests, a vessel structured specifically to hold huge quantities of cargo
compacted in different types of containers is referred to as a container vessel (ship).
Container ships are the cargo ships which carry most sea-going non-bulk cargoes. In
today’s world, container vessels carry around 90% of the world’s non-bulk cargoes. One
of the main ways of carrying ready goods worldwide is through Container Vessels.
These containers are of a standardised size so that they can be easily transferred to
various modes of transport. Anything can be carried on a Containership.

Container vessels can be classified in many  ways:

_Development Generations:

1. First Generation – 1956 TO 1970

2. Second Generation – 1970 TO 1980
3. Third Generation – 1980 TO 1988
4. Fourth Generation – 1988 TO 2000
5. Fifth Generation – 2000 TO 2005
6. Sixth Generation – 2006 TO TILL DATE

_Handling Modes:

LoLo Container Ships: Lift-on/Load-off vessels are the Geared container vessel, which
can load and discharge the cargoes itself using the ship’s own crane. They have the
capability to operate without port cranes and can do the cargo operations unassisted.

ROCON Container Ships: ROCONs are ro-ro vessels which also carry containers. The
arrangements are such that the containers may be loaded on the deck or there is
separate hold specifically for loading containers.

_Ship Sizes: Some of the main types of container ships based on size are:

 Panamax
 Suezmax
 Post-Panamax
 Post-Suezmax
 Post-Malaccamax

_Service Range: Feeder Ship and Mother Ship

2. Bulk Carriers

Bulk carriers are a type of ship which transports cargoes (generally dry cargo) in bulk
quantities. The cargo transported in such ships is loose cargo i.e. without any specific
packaging to it and generally contains items like food grains, ores and coals and even
cement. Today, the market share of bulk carriers make up around 21% of the global
merchant fleet. Over 50% of all Bulk carriers belong to Greece, Japan or Chinese
owners, whereas more than 25% of them are registered only in Panama.

Bulk carriers can be classified by:

_Design:

Basic Bulk Carrier / Conventional Bulkers: A conventional bulker is a vessel that is built
with hatchways. Alongside, the vessel is also equipped with cranes and transporters to
facilitate ease in the loading and unloading processes. The number of holds depends on
the size of the vessel. They range from 5 for 35000-ton vessels to 9 for 250,000-ton
vessels

Combined Bulk Carriers: These type of bulk carriers have special design and are quite
expensive in comparison to other types of Bulk Carriers. The vessels have greater
flexibility in order to carry Ore bulk and even oil as Cargo.These vessels could be easily
identified as the deck area has both pipelines and Pontoons.

Gearless Bulk Carrier: Bulkers that are unequipped with cranes and conveyor facilities
are gearless bulkers. Because of the above reason, these bulk carriers are unable to
carry out operations were shore assistance is not provided. These bulk carriers are very
cost effective as there is no expense on installation, maintenance and operation of the
Cranes/Gears.

Self Dischargers: These type of bulkers have Self-discharging/Loading facilities on

board in the form of Conveyors or Cranes. So, these bulk carriers have the capability to
discharge directly on the quay, a barge, a warehouse or hoppers.

Bulker Lakers: The bulk carrier ships that ply in the American Great Lakes are called as
the lakers. Recognisable on account of their distinct constructional style, these vessels
enjoy better operational longevity.

BIBO or “Bulk-In, Bags Out”: This is a very special type of bulker, where the cargo is
loaded as bulk but are equipped with equipment to bag those bulk cargo and discharge
them in bags.The port stay of these vessels are very short in their destinations as the
time taken to discharge bagged cargo is very less.
Open Hatch Bulk Carrier: As the name says, these vessels have an open hatch to
directly load and discharge the cargoes. These vessels are geared with moving or fixed
gantries, which assists them to load and discharge the cargoes.

_Size:

Mini Bulk Carrier: Dead weight tonnage of these vessels is less than 10,000 tons.They
have less than 5 Cargo Holds.They typically carry minor or general cargoes.

Small Bulk Carrier: Dead weight tonnage of these vessels is between 10,000 tons to
25,000 tons.They have less than 5 holds.They carry minor bulk or steel products in
general.

Handy Size Carriers: Dead weight tonnage of these vessels is between 25,000 tons to
40,000 tons.They usually have 5 holds.They carry minor bulk or steel products in
general.

Handymax Carriers: Dead weight tonnage of these vessels is between 40,000 tons to
60,000 tons.They usually have 5 holds.In general, they carry Minor Bulk, Steel products,
Coal and Grains.

Panamax Carriers: Dead weight tonnage of these vessels is between 60,000 tons to
100,000 tons.It usually has 7 cargo holds.They generally carry Bauxite, coal, grain, Ore,
Phosphate etc.These vessels have a maximum breadth of 32.2m.This size of bulkers
was introduced to pass through the Panama Canal.

Post-Panamax Bulk Carrier: Dead weight tonnage of these vessels is between 80,000

tons to 120,000 tons.They usually have 9 cargo holds.These vessels have more
breadth than the Panamax and were designed for the bulkers to transit through the New
locks of Panama Canal.

Capesize Bulk Carrier: Dead weight tonnage of these vessels is between 100,000 tons
to 200,000 tons.They usually have 9 cargo holds.These vessels travel from Asia to
Europe without entering the Suez Canal.They are completely gearless with no cranes or
derricks and completely rely onshore facilities for loading and discharging.

VLBC (Very Large Bulk Carriers): Dead weight tonnage of these vessels is over
200,000 tons.They usually have 9 cargo holds or more.They are completely gearless
with no cranes or derricks and completely rely onshore facilities for loading and
discharging.

3. Tanker Ships

Tanker ships are specialised vessels for carrying a large amount of liquid cargo.
Currently, due to advancement in technology, a large number of tankers for the
transportation of liquefied freights came into existence. These tankers are equipped with
modern technologies and available in many different sizes and capacities. This size
variation ranges from small self-propelled barges to ultra large crude carriers. Out of the
total merchant ships in the world, about 30% are tankers.

There are two categories in which shipping tankers can be classified by:

_Type of cargo:

1. Oil Tankers: Product tankers and crude tankers 

2. Gas Tankers

3. Chemical Tankers

4. Slurry Tankers

5. Hydrogen Tankers

6. Juice Tankers

7. Wine Tankers

_Size:

1. VLCC: Known as Very Large Crude Carriers, these tankers have a cargo carrying
capacitance of 250,000 tons.

2. ULCC: They are known as Ultra Large Crude Carriers and have a cargo hauling
capacitance range up to 500,000 tons. 

3. Panamax: The classification of tankers that can pass through the Panama Canal is

known as the Panamax. The cargo tankers which cannot be classified under this
category owing to their size are known as the Post-Panamax tankers.

4. Aframax: The Aframax cargo tankers are that type of tanker ships which are mainly
used in the Mediterranean, China Sea and the Black Sea. These tankers have a dead
weight tonnage (DWT) between 80,000 and 120,000 tonnes.

5. Suezmax: Panamax tankers are named for vessels which can navigate through
the Panama Canal. On similar lines, the Suezmax vessels are so called because
of their ease in passing through the Suez Canal.

4. Roll-on Roll-Off Ships

Ro-Ro is an acronym for Roll-on/roll-off. RoRo or Roll on Roll off ship is a special type
of vessel which is used for the transportation of automobile vehicles. Also known as car
carriers, these vessels have special inclines (ramps) constructed so as to make the
loading and the unlading of vehicles and cargo easier and more convenient.
Types of Roll on/Roll off Vessels:

_Pure Car Carrier (PCC) and Pure Car and Truck Carrier (PCTC) RoRo Ships: A
PCC (Pure Car Carrier) is a kind of RoRo ship which transports only cars; whereas a
PCTC (Pure Car and Truck Carrier) transports not only cars, but also trucks and other
variations of four-wheeled vehicles.

_Container Vessel + Ro Ro (ConRo) Ship: RoRo vessels that combine the features of
both a traditional container vessel and a RoRo ship are referred to as the ConRo. Such
vessels’ interiors are distributed in such a way that both their loads are evenly
distributed and balanced. The maximum load that is transited by these vessels is
between 20,000 to over 50,000 dead weight tonnes (DWT).

_General Cargo + Ro Ro Ship (GenRo) Ships: A normal cargo carrying

vessel equipped with the RoRo facility is termed as the GenRo. Slightly compacter and
smaller as compared to the previous two categorisations, the GenRo is capable of
carrying loads with approximate DWTs between 2,000 to almost 30,000.

_RoPax: RoPax is the reference given to a car carrying vehicle that also provides for
voyagers’ living aboard the vessel. RoPax though is mainly used as a technical term,
and these vessels are commonly called as ferries that transport vehicles and
passengers across river docks.

_Complete RoRo Ships: A Complete RoRo vessel is a kind of car carrier that is
constructed with inclines both on its insides as well as on the outside. Vessels of these
kinds don’t have any hatchways, and are used mainly in the high seas. They are self-
contained and are capable of lading anywhere between 2,000 to around 40,000 dead
weight tonnes.

5. Passenger Ships

Passenger ships, as the name suggests, are mainly used for transiting passengers.The
criteria for passenger vessels are governed as per stipulations set by the International
Maritime Organisation (IMO). These stipulations not only specify the minimum amount
of surface area required for a dozen voyagers but also lay down the regulatory
requirements to ensure the safety and security of passengers.

The passenger ships are broadly categorised in two classes:

_Ferry Ships: Ferry ships are those vessels which are used to transit voyagers on
short-natured water travel routes. Ferry ships can be dual in nature that is, either they
can be vessels are only used for the purposes of transporting passengers or they can
be ships that can also carry the vehicular load along with the intake of voyagers. These
ships go for their voyage on a regular schedule and have fixed fares.
_Cruise Ships: Large vessels equipped with all luxury and necessary amenities, used
for transportation and destination vacations are referred to as Cruise Ships or generally
cruises. These vessels are opted for long distance travel and bring the opportunity of
international trade to the country. The cruise ship offers a vacation full of fun and
amusement. It provides a new and totally different vacation spot with a new experience
for the vacationers. Being totally different from the usual vacation, a cruise offers
swimming, jogging…

6. Fishing Vessels

Ships or boats used for recreational or commercial fishing at sea are called fishing
vessels.

Fishing vessels are mainly classified into two types:

_Trawlers: As their name suggests, these vessels have trawler nets that are suspended
by aiding equipment and trailed under the surface of the water at the required deepness
to haul and trap the fishes.

_Non-trawling vessels: These are highly effective fishing vessels with nets which cannot
be pulled against the ocean water, but instead, fish swim to the net and get themselves
caught. These nets can be a kilometre long.

7. Speciality Vessels

Speciality vessels are constructed and used for specific purposes.

For example:

Tugs: A tug (tugboat) is a boat or ship that manoeuvres vessels by pushing or towing
them.

Tenders: A boat or a larger ship used to service or support other boats or ships,
generally by transporting people and/or supplies is called a tender vessel.

Pilot Crafts: Pilot crafts are used for the transportation of harbour pilots.

Research Vessels – They are special types of vessels used for carrying out a variety of
researches at sea. Some of the most common types of research vessels are – seismic
vessels, hydrographic vessels, oceanographic vessels, polar vessels etc.

Salvage Vessels:  Salvage vessels are vessels engaged in salvage operation;

recovery of lost property at sea.

Ice breaker ships: They are used for cutting ice deposits in extremely cold climate
conditions to make waters navigational.
Câu 1: Phân loại tàu biển
Tàu biển chủ yếu được phân loại thành các loại sau:

1: Tàu Container

Như tên gọi cho thấy, một tàu có cấu trúc đặc biệt để chứa một lượng lớn hàng hóa
được chứa trong các loại container khác nhau được gọi là tàu container (tàu). Tàu
container là tàu chở hàng chuyên chở hầu hết các hàng hóa không chở xô đi biển.
Trong thế giới ngày nay, các tàu container chở khoảng 90% hàng hóa trên thế giới. Một
trong những cách chính để mang hàng hóa sẵn sàng trên toàn thế giới là thông qua
container. Những container này có kích thước tiêu chuẩn để có thể dễ dàng chuyển
sang các phương thức vận chuyển khác nhau.

Tàu container có thể được phân loại theo nhiều cách:

_Theo các thế hệ phát triển:

1. Thế hệ đầu tiên – 1956 đến 1970

2. Thế hệ thứ hai – 1970 đến 1980
3. Thế hệ thứ ba – 1980 đến 1988
4. Thế hệ thứ tư – 1988 đến 2000
5. Thế hệ thứ năm – 2000 đến 2005
6. Thế hệ thứ sáu – 2006 đến nay

_Theo các cách làm hàng:

Tàu container LoLo: Tàu Lift-on/Load-off là tàu container được trang bị cần cầu, có thể
tự bốc dỡ hàng hóa bằng cách sử dụng cần cẩu riêng của tàu. chúng có khả năng hoạt
động mà không cần cần cẩu cảng và có thể thực hiện các hoạt động làm hàng mà
không cần hỗ trợ.

Tàu container ROCON: Tàu ROCON là tàu ro-ro cũng chở được container. Cách sắp
xếp sao cho các container có thể được trở trên boong hoặc có khoang riêng biệt để
chứa container.

_Theo kích cỡ: Một số loại chủ yếu của tàu container dựa trên các kích cỡ sau:

 Panamax
 Suezmax
 Post-Panamax
 Post-Suezmax
 Post-Malaccamax
_Theo phạm vi hoạt động: Tàu trung chuyển (tàu con) và Tàu mẹ

2: Tàu hàng rời

Tàu chở hàng rời là một loại tàu vận chuyển hàng hóa (thường là hàng khô) với số
lượng lớn. Hàng hóa được vận chuyển trong các tàu như vậy là hàng hóa rời, không có
bất kỳ bao bì cụ thể nào cho nó và thường chứa các mặt hàng như ngũ cốc, quặng và
than và thậm chí là xi măng. Ngày nay, thị phần của các tàu hàng rời chiếm khoảng
21% trong đội tàu thương mại toàn cầu. Hơn 50% của tất cả các tàu hàng rời thuộc về
các chủ tàu Hy Lạp, Nhật Bản hoặc Trung Quốc, ngoài ra hơn 25% trong số chúng
được đăng ký tại Panama.

Tàu hàng rời có thể được phân loại bởi:

_Thiết kế:

Tàu chở hàng rời cơ bản / Tàu hàng rời thông thường: Một tàu hàng rời thông thường
là tàu được chế tạo với các nắp hầm hàng. Bên cạnh đó, tàu cũng được trang bị cần
cẩu và băng chuyển để tạo điều kiện thuận lợi trong quá trình bốc dỡ hàng hóa. Số
lượng hầm hàng phụ thuộc vào kích thước của tàu. Chúng dao động từ 5 hầm đối với
tàu 35000 tấn đến 9 hầm đối với tàu 250.000 tấn.

Tàu hàng rời kết hợp: Những loại tàu hàng rời này có thiết kế đặc biệt và khá đắt so với
các loại tàu chở hàng rời khác. Các tàu này có tính linh hoạt cao hơn để mang số
lượng lớn quặng và thậm chí là dầu dưới dạng hàng hóa. Những tàu này có thể dễ
dàng được nhận biết vì khu vực boong có cả đường ống và các cầu nổi.

Tàu hàng rời không hộp số: Các tàu hàng rời không được trang bị cần cẩu và các
phương tiện băng tải là các tàu chở hàng rời không hộp số. Vì lý do trên, các tàu hàng
rời này không thể thực hiện các hoạt động làm hàng mà không có sự hỗ trợ từ trên bờ.
Các tàu hàng rời này rất hiệu quả về chi phí vì không có chi phí lắp đặt, bảo trì và vận
hành của cần trục / thiết bị.

Tàu hàng rời tự bốc/dỡ hàng: Những loại tàu hàng rời này có các phương tiện tự
bốc/dỡ hàng trên tàu dưới dạng băng tải hoặc cần trục. Vì vậy, các tàu hàng rời này có
khả năng bốc/dỡ hàng trực tiếp ở cầu tàu, sà lan, nhà kho hoặc phễu.

Bulker Lakers: Những con tàu hàng rời sử dụng trong các hồ lớn của Mỹ được gọi là
Laker. Có thể nhận ra dựa trên phong cách thiết kế riêng biệt của chúng, các tàu này có
tuổi thọ hoạt động tốt hơn.

BIBO or “Bulk-In, Bags Out”: Đây là một loại tàu hàng rời rất đặc biệt, trong đó hàng
hóa được bốc lên tàu dưới dạng rời nhưng được trang bị thiết bị để đóng gói những
hàng rời này và xả chúng vào bao. Thời gian nằm cảng của các tàu này rất ngắn tại các
điểm đến của chúng vì thời gian để dỡ hàng đã đóng gói là rất ít.

Tàu hàng rời có nắp mở: Như tên gọi của nó, các tàu này có một cửa hầm mở để trực
tiếp để bốc và dỡ hàng. Các tàu này được trang bị các cần cẩu có thể di chuyển hoặc
cố định, giúp chúng bốc và dỡ hàng hóa.

_Kích cỡ:

Mini Bulk Carrier: trọng tải của các tàu này là dưới 10.000 tấn. Chúng có ít hơn 5 hầm
hàng. Chúng thường mang hàng hóa nhỏ hoặc tổng hợp.

Small Bulk Carrier: Trọng tải của các tàu này là từ 10.000 tấn đến 25.000 tấn. Chúng có
ít hơn 5 hầm hàng. Chúng thường trở các sản phẩm thép hoặc hàng rời nhỏ nói chung.

Handy Size Carriers: Trọng tải của các tàu này là từ 25.000 tấn đến 40.000 tấn. Chúng
thường có 5 khoang. Chúng thường trở các sản phẩm thép hoặc hàng rời nhỏ nói
chung.

Handymax Carriers: Trọng tải của các tàu này là từ 40.000 tấn đến 60.000 tấn. Chúng
thường có 5 hầm hàng. Nhìn chung, Chúng trở hàng rời nhỏ, các sản phẩm thép, than
và ngũ cốc.

Panamax Carriers: Trọng tải của các tàu này là từ 60.000 tấn đến 100.000 tấn. Chúng
thường có 7 hầm hàng. Chúng thường trở Bauxite, than, ngũ cốc, quặng, phốt phát,
v.v. Các tàu này có chiều rộng tối đa 32,2m. Kích thước của các tàu này được thiết kế
để đi qua kênh đào Panama.

Post-Panamax Bulk Carrier: Trọng tải của các tàu này là từ 80.000 tấn đến 120.000 tấn.
Chúng thường có 9 hầm hàng. Các tàu này có chiều rộng lớn hơn Panamax và được
thiết kế cho các tàu chở hàng rời để đi qua các kênh mới của kênh đào Panama.

Capesize Bulk Carrier: Trọng tải của các tàu này là từ 100.000 tấn đến 200.000 tấn.
Chúng thường có 9 hầm hàng. Các tàu này đi từ châu Á đến châu Âu mà không đi vào
kênh đào Suez. Chúng hoàn toàn không có cần cẩu và hoàn toàn dựa vào các phương
tiện trên bờ để bốc dỡ hàng.

VLBC (Tàu chở hàng rời rất lớn): Trọng tải của các tàu này là hơn 200.000 tấn. Chúng
thường có 9 hầm hàng trở lên. Chúng hoàn toàn không có cần cẩu và hoàn toàn dựa
vào các phương tiện trên bờ để bốc dỡ hàng.
3. Tàu dầu

Tàu chở dầu là tàu chuyên dùng để chở một lượng lớn hàng hóa lỏng. Hiện nay, do sự
tiến bộ trong công nghệ, một số lượng lớn tàu chở dầu để vận chuyển hàng hóa lỏng ra
đời. Những tàu chở dầu này được trang bị các công nghệ hiện đại và có sẵn trong
nhiều kích cỡ và công suất khác nhau. Sự thay đổi kích thước này dao động từ xà lan
tự hành cỡ nhỏ đến tàu chở dầu thô cực lớn. Trong tổng số các tàu thương mại trên
thế giới, khoảng 30% là tàu chở dầu.

Có hai loại mà tàu chở dầu có thể được phân loại:

_Theo loại hàng hóa:

1. Tàu chở dầu: tàu chở sản phẩm dầu và tàu chở dầu thô 

2. Tàu chở khí đốt

3. Tàu chở hóa chất

4. Tàu chở hỗn hợp bán lỏng

5. Tàu chở ở khí Hydro

6. Tàu chở nước ép

7. Tàu chở rượu

_Theo kích cỡ:

1. VLCC: Được biết đến như là những tàu chở dầu thô rất lớn, những tàu chở dầu này
có sức chứa khoảng 250.000 tấn.

2. ULCC: Chúng được biết đến như những tàu chở dầu thô cực lớn và có sức chứa lên
tới 500.000 tấn.

3. Panamax: Sự phân loại của các tàu chở dầu có thể đi qua Kênh đào Panama được
gọi là Panamax. Các tàu chở dầu không thể được phân loại theo loại này do kích thước
của chúng được biết đến như các tàu chở dầu Post-Panamax.

4. Aframax: Tàu chở hàng Aframax là loại tàu chở dầu chủ yếu được sử dụng ở
Địa Trung Hải, Biển Trung Quốc và Biển Đen. Những tàu chở dầu này có trọng tải
(DWT) từ 80.000 tấn đến 120.000 tấn.

5. Suezmax: Tàu chở dầu Panamax được là được đặt tên cho các tàu có thể đi
qua kênh đào Panama. Tương tự, các tàu chở dầu Suezmax là được gọi như vậy
vì sự dễ dàng đi qua Kênh đào Suez của chúng.

4. Tàu Ro-Ro
Ro-Ro là từ viết tắt của Roll-on / Roll-off. Tàu RoRo hay tàu Roll on / Roll off là một loại
tàu đặc biệt được sử dụng để vận chuyển xe ô tô và/hoặc các phương tiện có bánh
khác. Các tàu này có các đường dốc đặc biệt được thiết kế để làm cho việc xếp và dỡ
hàng của các phương tiện và hàng hóa dễ dàng và thuận tiện hơn.

Các loại của tàu Roll on/Roll off:

_ Tàu chở ô tô thuần túy (PCC) và tàu chở ô tô và xe tải thuần túy (PCTC): PCC
(Tàu chở ô tô thuần túy) là một loại tàu RoRo chỉ vận chuyển ô tô; trong khi đó,
PCTC (tàu chở ô tô và xe tải thuần túy) vận chuyển không chỉ xe ô tô, mà cả xe tải
và các loại khác nhau phương tiện có bốn bánh.

_ Tàu container + tàu Ro-Ro (ConRo): Các tàu Ro-Ro mà kết hợp các tính năng
của tàu container truyền thống và tàu Ro-Ro được gọi là ConRo. Các tàu như vậy
có thiết kế bên trong sao cho hàng hóa được phân bố đều và cân bằng. Tải trọng
tối đa được vận chuyển bởi các tàu này là từ 20.000 đến hơn 50.000 tấn.

_ Tàu chở hàng bách hóa + tàu Ro Ro (GenRo): Một tàu chở hàng thông thường
được trang bị các thiết bị của tàu RoRo được gọi là GenRo. Nhỏ hơn một chút so
với hai loại trước, GenRo có khả năng chở hàng với tải trọng xấp xỉ từ 2.000 tấn
đến gần 30.000 tấn.

_ RoPax: RoPax được biết đến như một phương tiện chở ô tô mà cũng cung cấp
chỗ cho những hành khách ở trên tàu. RoPax mặc dù chủ yếu được sử dụng như
một thuật ngữ kỹ thuật và các tàu này thường được gọi là phà chuyên chở
phương tiện và hành khách qua bến cảng sông.

_ Tàu RoRo hoàn chỉnh: Tàu RoRo hoàn chỉnh là một loại tàu chở ô tô được chế
tạo với các đường dốc ở cả bên trong cũng như bên ngoài tàu. Những loại tàu
này không có bất kỳ nắp hầm nào, tự khép kín và được sử dụng chủ yếu ở biển
và có khả năng lấy hàng bất cứ nơi nào từ 2.000 tấn đến khoảng 40.000 tấn.

5. Tàu chở khách

Tàu chở khách, như tên gọi cho thấy, chủ yếu được sử dụng để chở hành khách. Các
tiêu chí cho tàu chở khách được quản lý theo quy định do Tổ chức Hàng hải Quốc tế
(IMO) đặt ra. Các quy định này không chỉ quy định diện tích bề mặt tối thiểu cần thiết
cho mười hai hành khách mà còn đặt ra các yêu cầu quy định để đảm bảo an toàn và
an ninh cho hành khách.

Các tàu chở khách được phân loại thành hai loại:

_ Tàu phà: Tàu phà là những tàu được sử dụng để chở hành khách trên các
tuyến du lịch nước ngắn. Tàu phà có thể có bản chất kép, đó là hoặc chúng có
thể là tàu chỉ được sử dụng cho mục đích vận chuyển hành khách hoặc chúng có
thể là tàu cũng có thể mang những phương tiện cùng với hành khách. Những
chiếc tàu này đi theo lịch trình đều đặn và có giá vé cố định.

_Tàu du lịch: Tàu lớn được trang bị tất cả các tiện nghi sang trọng và cần thiết,
được sử dụng để chở và các kỳ nghỉ dưỡng cho hành khách được gọi là tàu du
lịch. Các tàu này được lựa chọn để đi du lịch đường dài và mang lại cơ hội
thương mại quốc tế cho đất nước. Tàu du lịch cung cấp một kỳ nghỉ đầy niềm vui
và giải trí. Nó cung cấp một điểm nghỉ mát mới và hoàn toàn khác với một trải
nghiệm mới cho hành khách. Hoàn toàn khác biệt với kỳ nghỉ thông thường, một
hành trình cung cấp bơi lội, chạy bộ…

6. Tàu đánh cá

Tàu hoặc thuyền dùng để đánh bắt cá trên biển với mục đích giải trí hoặc buôn bán
được gọi là tàu đánh cá.

Tàu đánh cá chủ yếu được chia làm hai loại:

_ Những tàu đánh cá bằng lưới vét: Như tên gọi của chúng, các tàu này sử dụng lưới
vét mà lưới này được giữ bằng thiết bị hỗ trợ và bị kéo rê dưới mặt nước ở độ sâu cần
thiết để kéo và bẫy cá.

_ Những tàu không sử dụng lưới vét để đánh cá: Đây là những tàu đánh cá có hiệu
quả cao với lưới không thể kéo được dưới nước biển, nhưng thay vào đó, cá bơi vào
lưới và bị mắc kẹt trong đó. Những lưới này có thể dài đến một km.

7. Những tàu đặc biệt

Những tàu đặc biệt được xây dựng và sử dụng cho các mục đích cụ thể.

Ví dụ:

Tàu lai: Tàu lai (tàu kéo) là những thuyền hoặc tàu giúp các tàu thuyền khác trong
việc điều động bằng cách đẩy hoặc kéo chúng.

Tàu hỗ trợ: Một chiếc thuyền hoặc một con tàu lớn hơn được sử dụng để phục
vụ hoặc hỗ trợ các thuyền hoặc tàu khác, nói chung bằng cách vận chuyển người
và/hoặc vật tư được gọi là tàu hỗ trợ.

Tàu hoa tiêu: là tàu được sử dụng cho việc đi lại của hoa tiêu của cảng.

Tàu nghiên cứu: Chúng là loại tàu đặc biệt được sử dụng để thực hiện nhiều
nghiên cứu khác nhau trên biển. Một số loại tàu nghiên cứu phổ biến nhất là - tàu
địa chấn, tàu thủy văn, tàu hải dương học, tàu vùng cực, v.v.

Tàu cứu hộ: Tàu cứu hộ là tàu tham gia hoạt động trục vớt; lấy lại các tài sản bị
mất trên biển.
Tàu phá băng: Chúng được sử dụng để phá các lớp băng trong điều kiện khí hậu
ở cực lạnh để làm cho vùng nước có thể hành hải được.

Question 2: Definition and history of the formation and development of

shipping method by container at sea?
_Definition of shipping container: A shipping container is a container with strength
suitable to withstand shipment, storage, and handling. Shipping containers range from
large reusable steel boxes used for intermodal shipments to the ubiquitous corrugated
boxes. In the context of international shipping trade, "container" or "shipping container"
is virtually synonymous with "intermodal freight container," a container designed to be
moved from one mode of transport to another without unloading and reloading.

_History of the formation and development of shipping method by container at sea:

Malcolm P. McLean, the "Father of Containerization". He used to say that he had the
idea of rationalizing goods transport by avoiding the constant loading and unloading
from one means of transport to another way back at the end of the 1930s at the port of
Hoboken, when still operating as a small-scale hauler. He saw that if it was possible to
overcome congestion on the highways and the inefficient loading and discharge
procedures of conventional cargo ships there would be massive benefits. Specifically,
he envisaged the savings in time, labour and costs if the cargo containment part of a
trailer could simply be lifted on and off the chassis and transported directly by ship. The
idea sounds simple: but in fact it required considerable alterations to the ship and truck
bodies of the day. On 26 April 1956 McLean’s prototype - the refitted Second World War
tanker, the Ideal-X - sailed from Newark to Houston carrying 58 truck bodies with the
wheels removed. This shipment of the first modern containers heralded a revolution in
transportation that has changed the world. In the 1950s it could still take up to five days
for gangs of stevedores to unload a standard conventional cargo vessel and another
five days for loading. The Ideal-X proved that the use of containers could dramatically
reduce turnaround times in port. Furthermore, it slashed costs – from nearly $6 per ton
on a break bulk cargo ship to less than 16 cents to load a ton onto the first container
ship. Other benefits rapidly emerged, including a sharp reduction in theft from cargoes
on the quayside, leading to big reductions in insurance rates paid by shippers. By 1957,
he had already introduced the first of a series of vessels converted into specialised
container ships that were able to carry boxes below decks as well as on deck. They
were more efficient container carriers. Soon enough, his company was re-branded Sea-
Land Service, a name that summed up the ‘multi-modal’ union of overland and
seaborne transportation. Able to call on plentiful surplus shipping left over from the war,
the company operated a fast-expanding service mainly along the US east coast. In the
mid-1960s McLean’s Sea-Land further underlined the value of the container in
improving the logistics of the American military’s adventure in Vietnam. The company
soon had six container vessels crossing the Pacific from the US west coast. Sea-Land’s
regular peacetime services went international in 1966 when the vessel Fairland
departed New Jersey for a first crossAtlantic voyage to Rotterdam with 236 containers
on board. The decade of the 1960s saw leading European shipping companies such as
Germany’s Hapag Lloyd, Britain’s P&O an Denmark’s Maersk Line adapt to the
container and introduce their first pure container-carrying vessels, while Japanese
carriers led Asia’s conversion to box shipping. As an emerging specialist in container
vessels in the 1980s, it is perhaps not too surprising that Costamare could claim a
connection with Malcom McLean’s ships. After the collapse of US Lines, They
purchased the two steam turbine powered vessels, Chevalier Roze and Chevalier Paul,
each with capacity for 2,500 standard containers. In 1987, these were easily the largest
vessels in Costamare’s fleet up to that point. The development of Costamare was
representative of two very important trends that altered the face of container shipping in
the 1980s and 1990s. Their company was among the first of a new breed of container
ship companies that specialised in ownership or management of the vessels and aimed
to serve the major multi-modal container carriers rather than compete with them. This
sector, which provides ships of every size for long term charter to the liner services, has
become vital to the overall growth of the system. In the 1990s, the size of so-called
‘post-panamax’ vessels was pushed further, reaching about 7,000 teus capacity, and in
the 21st century design of the largest ships has continued thinking ever bigger. Due to
the integration of container logistics, this has in turn pushed the limits of port facilities,
too. It was not long before ships capable of carrying more than 10,000 teus were under
construction. The current record is held by Maersk Line’s SX Class vessels, introduced
in 2006, which have capacity for up to about 15,000 teus. Today container ships can
carry virtually any type of cargo, including breakbulk cargo, and a variety of boxes
caters for different kinds of commodities and goods. But standardization has been key
to the great success through efficiency of containerization. Initially different carriers had
their own specifications, meaning that often they could not carry each others’
containers. But interchangeability – not only between different companies’ fleets but
also unifying the specifications of ships, trains and road transport was to everyone’s
advantage.

Tuần 2

1: Please list the 10 largest container shipping lines in the world?

1. APM-Maersk

A shipping corporation based in Denmark, Maersk Shipping Line is a branch of the AP

Moller- Maersk company. Widely well-known for its fleet of container ships, the Maersk
Line made its debut in the international container shipping arena in the year 1904. At
present, the company has a fleet of around 711 container ships with a capacity of
around 4,087,480 TEU (Twenty-Foot Equivalent Units).

2. MSC – Mediterranean Shipping Company

The Mediterranean Shipping Company, abbreviated to MSC is a Swiss international
cargo company which was established in the year 1970. At present, with a vessel line-
up of over 524 container ships, the conglomerate is rated to be one of the most
extensive cargo companies in the world with TEU capacity of around 3,308,955.

3. COSCO – China Ocean Shipping Company

The China Ocean Shipping Company or COSCO, as it is popularly known as, is one of
the leading conglomerates in terms of container shipping companies. At present, the
company’s operations are spread over 40 countries with a fleet of 461 container ships
with a container carrying capacity of 2,792,448 TEU.

4. CMA-CGM

France’s leading container shipping company, CMA-CGM came into existence in the
year 1978, as a result of a series of mergers between previously established shipping
corporations. Jacques Saade who is the head of the company was the instrumental
force behind its coming into active operation. At present, the company has a fleet of
over 505 ships operating in over 150 routes globally. It has a carrying capacity of
around 2,643,745 TEU.

5. Hapag-Lloyd

The German-based Hapag-Lloyd is one of the most renowned and well-featured

companies in terms of international shipping companies. The company was established
in the year 1970 as a result of a merger between the Hamburg-American Line and the
North German company Lloyd. Today the shipping corporation has over 231 ships
catering to about 16,44, 565 TEU container carrying capacity on a worldwide scale.

6. ONE – Ocean Network Express

Established on July 7th, 2017, One Network Express is an integration of three major
shipping companies, MOL, “K”-Line, and NYK. Setup in Japan and headquartered in
Singapore, ONE was founded to strengthen services in Asia, Latin America and Africa.
The alliance of these three companies resulted in a combined fleet of 217 vessels with a
container carrying capacity of 15,21,702 TEU, making it one of the largest container
shipping companies in the world.

7. Evergreen Line

A shipping conglomerate based in China, the Evergreen Marine Corporation was

founded in 1968 by Dr. Yung-Fa Chang, a visionary in his own right. At present, the
company has offices established all over the world and with an operational capacity of
more than 203 container ships and container carrying capacity of 1,219,406 TEU, is
regarded to be one of the largest cargo shipping companies in the world.
8. Yang Ming Marine Transport

Based in Keelung, Taiwan, Yang Ming Marine Transport is one of the oldest and largest
shipping companies in the world. Established in 1972, the company provide services
across Asia, Europe, America, and Australia with a fleet of 96 vessels. It has a container
carrying capacity of 627,725 TEU.

9. Hyundai Merchant Marine

Hyundai Merchant Marine is a leading container shipping company based in South

Korea. With a fleet of 72 vessels and cargo carrying capacity of 424,724 TEU, Hyundai
Merchant Marine is one of the largest shipping companies in the world, moving the
largest portion of South Korea’s exports. Being a top integrated logistics company in the
world, HMM plays an important role in Korea’s economic development.

10. PIL Pacific International Line

Incorporated in Singapore in 1967, Pacific International Line is one of the largest ship-
owners in Southeast Asia and one of the top containership operators in the world. PIL
offers services in more than 500 locations in 100 countries around the world with a fleet
of 128 and a cargo carrying capacity of 420,039 TEU.

2: Classification of container vessels?

Container vessels can be classified in many  ways:

Development Generations

1. First Generation – 1956 TO 1970

2. Second Generation – 1970 TO 1980
3. Third Generation – 1980 TO 1988
4. Fourth Generation – 1988 TO 2000
5. Fifth Generation – 2000 TO 2005
6. Sixth Generation – 2006 TO TILL DATE

Handling Modes
LoLo Container Ships: Lift-on/Load-off vessels are the Geared container vessel, which
can load and discharge the cargoes itself using the ship’s own crane.They have the
capability to operate without port cranes and can do the cargo operations unassisted.

ROCON Container Ships: ROCONs are ro-ro vessels which also carry containers. The
arrangements are such that the containers may be loaded on the deck or there is
separate hold specifically for loading containers.

Ship Sizes

Panamax

 Panamax size vessels were first introduced in 1980.

 These vessels were of around 4000-5000 TEUs.
 Their dimension was such that they could pass the Panama canal. They were
limited to the max length of 294.1m, Breadth of 32.3m and max draught of 12m,
which was par in comparison to the dimensions of the canal.

Post- Panamax

 A new transportation net was introduced by APL without using the Panama
Canal. This created the  ‘Post-Panamax’ type. Introduction of Regina Mærsk in
1996 created a new development in the container ship market with an official
capacity of 6400 TEU.
 Post-Panamax’s development was climactic. In the present world, they occupy
nearly 30% of the world’s fleet.
 These size of vessels were subversive introducing new ideas and methods in the
container shipping market.
 Concept of cellular container vessels was introduced. Wherein the cell guides ran
from the bottom of the hold to some tiers above the deck. This n reduced the
running cost of ship owners as no lashing materials were used to secure the
containers but also improved the speed of loading and discharging and reduced
container shifting.

Suezmax

 Suezmax max size vessels were introduced in relation to Suez canal. These
vessels have nearly the same size as that of the Suez canal.
 Suezmax vessels have a carrying capacity of around 12000 TEUs, with Breadth
about 50-57 m and draught in between 14.4m-16.4m.

Post-Suezmax

 These are Ultra large container vessels with a carrying capacity of 18000 TEU
with a breadth of 60m 21m max draught.
  These vessels are known as Post Suezmax as their dimensions are too big for
the vessel to pass the Suez canal.

Post – Malacamax

 This size emulates the maximum permissible draught of 21m of Malacca Strait.
 For this size of the vessel to enter the Ports, the port authorities will have to be
ready. Presently only two ports in the world is ready to accept this size of vessel
i.e., Singapore & Rotterdam.

Service Range

Feeder Ship

 These ships are used for short routes. Basically, the voyages are not longer than
500nm and they trade in the coastal areas only.
 The Capacity of such vessels does not exceed 1500TEU.

Mother Ship

 These are the vessels which are on international trade.

 The size of these vessels is much bigger than feeders.

Tuần 3
Question 1: Classification of container?

In terms of the type of cargo for which the containers are mainly intended, they are
classified as follows:

 General Cargo Container

 Specific Cargo Container

General Cargo Container

The general cargo containers are further classified as:

 Dry Cargo Container

  Special Dry Cargo Containers

Dry Cargo Containers: The most commonly used shipping containers are general
cargo boxes. These are the steel containers that are visible in virtually every seaport
around the world. They are fully enclosed with strong, rigid walls, a roof and floor and
resistant to the elements as well as animals, birds and vermin.

One of the wall is usually adapted to create an aperture for a door opening. End loaders
have a door at one of the ends on the shortest side, while some containers are fitted
with side wall doors for convenient “side loading”. 20 foot shipping containers and their
40 foot equivalents  are the most common lengths while the standard width is 8 feet,
and the standard heights are 8 feet 6 inches, and 9 feet 6 inches.

 Special Dry Cargo Containers: Sometimes, loading and unloading cannot be

easily accomplished through the end or side doors and therefore special
containers are used to do so.
 Open Top Containers: Open top shipping containers have similar
characteristics to dry cargo containers but do not have a hard top steel roof.
Such containers are used for heavy, bulky or fragile items such as sheet glass or
machinery
 Flat Rack Containers: Flat rack containers lack the superstructures of enclosed
dry cargo boxes. They do not have therefore, fixed walls or any load-carrying
structures.
 Closed Ventilated Containers: Where goods need to be protected against
excess moisture or humidity, special ventilation-adapted containers are used.

Specific Cargo Container

For the transport of food, frozen, perishable or cold goods, shipping containers are
adapted to specific purpose containers.

 Thermal Containers: Thermal containers are known in the industry as reefers.

They are characterized by interior insulation on the doors, roof, floor and walls.
 Insulated Shipping Containers: Insulated shipping containers do not utilize any
devices for temperature regulation. Only the internal insulation helps maintain an
ambient temperature.
 Refrigerated Shipping Containers: Refrigerated shipping containers have no
external power or energy supply, so cold temperatures are maintained using dry
ice or liquefied gas.
 Mechanically refrigerated Containers: In these cases, a power supply is
required to a refrigeration appliance. This is providing on land at sea ports, or
road distribution trucks, or even on some container ships.
 Heated Containers: similarly, a power supply is needed to run a heat-producing
device.
 Named Cargo Containers: These containers transport items such as cars,
others vehicles livestock and poultry.
 Dry Bulk Containers: Dry Bulk containers are used where no external
packaging is required. Grains and dry foodstuffs fall into this category
 Tank Containers: Tank containers incorporate a tank for the transport and
distribution of chemicals, gases and hazardous liquids
Question 2: Please indicate the meaning of the markings on the container
shell?

Following are the different markings provided in an ISO container:

1. Container Number:

The container marking is the primary identification marking on the door end of an ISO
container. It consists of seven numbers and four letters, which are allotted by the ISO to
identify every container to its owner. The number is unique for everyone and is
registered for the records with Bureau International des Containers (BIC), Paris.

Suppose the container number as shown in the diagram is-

ABCD 123456 7

Here the first 3 letters, i.e. ABC denotes- Code for the Owner of the container

The 4th letter D provides -the container category

The first six numbers, i.e. 123456 is – the serial numbers of the container

The last number, i.e. 7 is- the check digit which is used to validate if the owner or
product group code and the registration number have been accurately transmitted.

2. Owner’s Logo:

The shipping line or container vendor’s logo/name is provided on the end door.

3. ISO Code :

The ISO container code is stencilled below the container identification number and
provides the details of the type of container, i.e. GP (for general purpose), DV (for a dry
van) etc. and also denote the size of the container. E.g. if the ISO code below the
container identification number is 45 G0, the first number, i.e. “4” denotes the code
length (40 ft) and the second number, i.e. “5” is the code for width. The last two alpha-
numeric character shows the type and subtype of the ISO container.
4. Weights & Payload:

All the details of container weight and cargo weight are also marked in the end door.

– The weight of the shipping container: The true weight of an empty container

provided by the manufacturer post the manufacturing process.

– Payload: This is the maximum cargo weight an approved ISO container can carry

– Gross Weight: The total weight of container and cargo within the safe limit.

5. Approved Classification society label:

Before the container is used by a shipping company for cargo transfer; it is tested for
seaworthiness and compliance with the ISO standards by an approved classification
society. The label of the class is also provided on the end door of the container.

6. Cube or volume:

The cubic capacity or the volume of the container is marked in the end door.

7. Warning and Operational Signs:

The container may carry various warning labels and signs depending upon its type and
cargo it is carrying. E.g. a heightened container will contain the height or warning stripes
on the top part of the container. Similarly, a container carrying hazardous cargo will
carry a warning sign about the type of hazard or cargo associated with it.

8. Certifications:

Different certificates which are occupied by the container needs to be displayed using
plates, such as:

CSC plate: Container Safety Convention plate showing the ISO container has been
inspected and tested by approved authorities. It also contains details of the owners and
other technical specifications.

ACEP: It stands for Approved Continuous Examination Programme and is provided in

the container. This is a safety program for shipping containers, wherein the container
under it has to undergo an extensive inspection in a container depot every 30 months of
its service. The container owner will renew the ACEP every 10 years.
 Tuần 4

Question 1: Listing the Lashing devices on a container ship?

A containership cargo securing devices basically consist of portable securing devices

and fixed securing devices. Fixed fittings are Stacking cones, foundations, deck
foundations, lashing plates, lashing eyes, lashing pots, d-rings. Fixed fittings are
integrated into the hull structure or fitted on double bottom or hatch covers. Loose
fittings are Twistlocks, stackers, bridge fittings, tension/pressure elements, spanners,
lashing rods and turnbuckles.

Question 2: Application of each Lashing device?

Fixed fitting (attached to ship):

Flush socket: Locating base twistlocks or stacking cones in the cargo hold.

Raised socket: Locating base twistlocks or stacking cones on deck.

Lashing plate or 'Pad-eye': Tie-down point for turnbuckle.

D ring: Alternative tie-down point for a turnbuckle.

Dovetail foundation: Base for sliding dovetail twistlock.

Fixed stacking cone: To prevent horizontal movement of 20-foot containers in 40-foot

cell guides.

Mid-bay guide: To prevent transverse movement of 20-foot containers in 40-foot guides.

Fitted at tanktop level.

Loose fittings in common use:

Lashing rod: To provide support for container stacks on deck. Used in conjunction with
a turnbuckle.

Extension piece: To extend a lashing rod when securing 'high cube' containers.

Turnbuckle (bottle screw): To connect a lashing rod to a lashing plate or D ring.

Tightening puts tension into a lashing rod.
Hanging stacker: Used in holds when 20-foot containers are carried in 40-foot guides.
Locks into corner casting above.

Semi-automatic twistlock (SAT): Placed between containers in a stack. Locks into

corner castings above and below.

Twistlock: Placed between containers in a stack. Locks into corner castings above and
below.

Stacking cone: Placed between containers in a stack. Slots into corner castings.

Fully automatic twistlock (FAT): Placed between containers in a stack. Locks into
container casting above; hooks into container casting below.

Mid-lock: Placed between containers in a stack. Locks into corner castings above and
below. Used on deck between 20-foot containers in 40-foot bays, at mid-bay position.

Question 3: How to securing containers on a specialized container ship?

Securing in vessel holds by cell guides alone

Virtually all all-container ships are provided with cell guides with vertical guide rails as
securing means for hold cargoes. The greatest stress the containers are exposed to
stems from stack pressure. Since the containers are not connected together vertically,
lateral stress is transmitted by each individual container to the cell guides When
positioned in such cell guides, individual containers are not usually able to shift. If the
corner posts of one of the containers at the bottom of a stack collapse under excessive
pressure, containers stowed above it generally suffer only slight damage. The risk of
damage to containers in adjacent stacks is kept within tight limits. The containers are
guided by these rails of the cell guides during loading and unloading.

Securing in vessel holds by cell guides and pins

Feeder ships, multipurpose freighters and container ships in certain regions have to be
particularly flexibly equipped, in order to be able to carry containers of different
dimensions. To this end, convertible stowage frames have been developed, in which
20', 24½', 30', 40', 45', 48' and 49' containers may be stowed securely without
appreciable delay.
 Most of these frames are produced as panels which are brought into the required
positions by cranes. At the bottom they mainly have fixed cones, which engage in
pockets welded into the tank top area. At the sides, the frames are secured by pins,
which engage in bushes which are let into the wing bulkheads. Such frames are often
man-accessible, so that the containers can be locked in place by means of pins.

If it is necessary to be able to carry containers 2,500 mm wide, the frames are arranged
on the basis of this dimension. To secure standard containers of normal width, closure
rails are then fitted on both sides of the guide rails by means of screw connections. If
necessary, these adapters may be removed.

Removable container guides have also been developed and constructed for
multipurpose freighters, reefer vessels and the like. Such guides allow containers to be
carried in regular or insulated holds without any risk of damage to the holds themselves.
If other cargoes are carried, the stowage guides may be removed using ship's or shore-
based loading or lifting gear and deposited in special holders on deck.

Securing in vessel holds by conventional securing and stacked stowage

On older, conventional general cargo vessels and multipurpose freighters, stacked

stowage methods are used in the hold, combined with various securing methods: The
lower containers stand on foundations capable of withstanding the stack pressures
which arise. Dovetail foundations, into which sliding cones fit, are provided to prevent
slippage. The containers are connected together by single or double stacking cones or
twist locks. The entire stack or container block is lashed using lashing wires or rods and
turnbuckles. This system entails a lot of lashing work and material and, moreover, is
less secure than securing in cell guides.

Securing in vessel holds by block stowage and stabilization

This securing method is found less and less frequently, but it is still found on some
conbulkers and other multipurpose freighters. Containers are interconnected
horizontally and vertically using single, double and possibly quadruple stacking cones.
The top tiers are connected by means of bridge fittings. To the sides, the containers are
supported at their corner castings with "pressure/tension elements".

This type of container securing has two marked disadvantages:

 If an individual container breaks, it is not just one container stack which is

affected, but the whole container block.
  Due to dimensional tolerances and wear and tear to the stacking cones, the
entire block can move constantly in rough seas. This causes the intermediate
stacking cones to break and an entire block may collapse.

Securing on deck using container guides

On some ships, containers are also secured on deck in cell guides or lashing frames.
Some years ago, Atlantic Container Lines used only cell guides on deck. Certain ships
belonging to Polish Ocean Lines had combined systems. In other ships, cell guides can
be pushed hydraulically over the hatch cover as soon as loading below deck is
completed and the hatches have been covered up.

Securing on deck using block stowage securing

This method was used a lot in the early days of container ships, but has been used less
and less in recent years for economic reasons. The containers in the bottom layer are
positioned in socket elements or on fixed cones. Double stacking cones are used
between the layers and the corner castings of adjoining containers are connected at the
top by bridge fittings. The containers are held together over the entire width of the ship
or hatch cover by cross lashings. A distinct disadvantage of this method is reduced
flexibility when loading and unloading, since adjoining containers have always to be
moved as well if access to a particular container is required. This securing method is
being used increasingly in very large container ships.

Securing on deck using stacked stowage securing

This securing method is the one used most frequently. Cargo handling flexibility is its
key advantage. The containers are stacked one on top of the other, connected with twist
locks and lashed vertically. No stack is connected with any other stack. The container
lashings do not cross over the lashings from other stacks, except for the "wind lashings"
on the outer sides of the ship.