Why Don't These Containers Fall Off?
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- Опубликовано: 25 авг 2022
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In this video, we investigate how twistlocks work, and how they keep containers secure.
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Развлечения
Everstuck is a nice touch ;)
This meme isn’t going anywhere soon is it?
It literally made me laugh out loud
Took me far too long to notice that, lol!
@@masterimbecile, oh you! :D So meta, I love it!
Shut it.
"Why Don't These Containers Fall Off?" As a matter of fact, sometimes they do. I sailed on container ships for many years and, although it never happened on any ship I was on, I have heard of many instances of containers going overboard. The problem is that the container terminals are always in big hurry to finish loading ship and move it out to make room for the next one. The Mate of Watch is supposed to check EVERY ONE of the twist locks prior to sailing. However, since multiple cranes frequently work on a ship simultaneously, sometimes as many as five at once, and the terminal is always in a big hurry for the ship to sail, that is often not possible. Another big problem is the "reefer" (refrigerated) containers. Some ships carry hundreds of those, and the cargoes inside them are perishable and high-value. The Mate on Watch is supposed to ensure that ALL of the reefers are plugged, running properly and maintaining the required temperature prior to sailing. However, again, the terminals are in such a hurry to get the ship away that it is not always possible to do that.
My parents discovered it the hard way when their shipping company lost 1 container during a storm. But then felt much better when some her friends lost half or more of their inventory during the same voyage.
I got told that if the ship rolls to much it is wanted that the Containers on that Side fall off, as like a last ditch effort to get a counter force.
Yes, we've often heard coast guard reports over the radio of containers overboard as a navigation hazard. Don't know how long they stay afloat, but the coast guard will keep sending out warnings for hours.
If you have ever shipped using containers you realise that the closer to the center you get the dearer it gets. Cheap on the top corner but if it get there is another question. The week to lose a few every trip
The proportion of containers that get lost is very small. I can't quite remember whether it's a few thousand or a couple of tens of thousands per year, but as a proportion of the vast number in service, it's tiny.
The long stick used to lock and unlock the twisters can generally, at least from my experience, only be used at the first 3 stories up, if it's over that like say 4 or 5 the ground crew placing the locks on shore will be lifted up in a cart flying next to the containers and unlock them, which is pretty fun actually as long as you're not scared of heights or the fact that a man in a crane is lifting you high up in a cart that swings and the only thing keeping you from dying is his ability to control the damn thing
You are right, ,the poles can only be handled up to three high, the rest by a cage trip. I've experience a crash or two but nothing serious. It can be fun and a good view.
@@Igbon5 You shippeople are a bit crazy :D "Well, there *were* a few crashes, but it generally is good fun!"
By no means was it easy, but at the port I worked at we had extendable poles that could reach the 5th high row. Took some skill to use and we only used them in certain places on the vessel.
Reminds me of the telehandler basket my construction company has.
Where i come from, we call it:" The Gondola", because the construction that you're standing in, literally has the shape of one.
A so-called "crash" as people call it, will be banging against something which isn't nice but as others mentioned here, is not such a big deal other than a serious reprimande to the crane operator😠
But a few years ago, the complete Gondola fell out of the crane and onto the ground, because the extra 4 twistlocks of the manual locking device was set in the unlocked position and the crane operator accidentally released his twistlocks too when the gondola was resting a bit on the ground(when there's pulling-tension between the spreader and the gondola, safetymeasures will ensure you cannot release your twistlocks), injuring one of my collegues.
The guy was paralyzed for the rest of his life and was fed through a tube for several weeks.
I'm a crane operator for various types of Ship-to-shore cranes myself as well as a coördinator and i can honestly say i'm doing a great job being fast when loading & unloading containers, but when i'm working with people in my spreader, i forget speed and emphasize on safety. More importantly; when the guy in the gondola is conducting his operations, HE calls the shots and i just follow his orders as the crane operator.
35+ years ago when I was in my early teens I was walking along the railroad tracks near my home and I found one of the manual twistlocks on the side of the right of way, it must have come off some container passing by but at the time I didn't know what it was. I was mystified by this thing and even took it home to try to figure out what it was, of course this was before you could google things, then one day I saw a train go by and saw one in place holding two containers together and immediately realized the genius simplicity of the thing. I've been fascinated by the humble shipping container ever since.
Boyles
It seems rare to find someone with a curious mind in real life. Thank you for sharing this story, I think it is both cool and relatable.
@@coniccinoc Where ya from ?
@@LauRoot892 thanks for asking;)
😂
Beautiful. Do you still own it?
I was a stevedore on container ships for about 8 years. The semi automatic twistlock you described is like the ones we used on Maersk vessels, whilst Hamburg vessels had a fully automatic type with no toggles at all.
On the section about container bays, bay 01 would be the forward 20', the aft 20' would be bay 03, and the 40' would be bay 02. The walkway between the next bay would be 04 so the next 20' section is an odd number again.
that's quite interesting
honestly, the manual and semi-auto locks sound like a huge hassle still, considering how many containers need to be loaded/unloaded at port, and how often you'd lose those damn locks...shouldn't all containers just have built-in locks, which the cranes can toggle when they pick them up, or something?
As Kaine already mentioned, they make fully automatic twist locks. However, they are not ideal for all situations. For example, if you have a stack of empty flat racks, you would have to discharge/load them one by one with fully auto twist locks but you can accomplish the same in just a single pick with manual or semi-auto twist locks. Also, with fully automatic twistlocks, you can only twin pick horizontally and not vertically. If you have two tiers of remain on board 40' empty containers overstowed over loaded discharge containers, you can halve the number of restow moves by using manual and semiatomatic twist locks. These containers are built to ISO standards so the corner castings can accept an assortment of different twist locks depending on the situation. Even ships with enough fully automatic twist locks aboard for every container usually carry manual and semiautomatic twist locks for situations that warrant it. As far as having built in locks... Very bad idea. Twist locks get beat up every time the container get loaded on a chassis, bomb cart, vessel, ect. It takes all of a second and a half for an experienced longshoreman to change out a busted twist lock. Nobody has time to torch out and reweld a locking mechanism that has no need to be permanently installed.
so, out of curiosity, how does the release function work on fully automatic locks?
the best method from my non seaman experience would be a helix that uses weight to hold down , and when the container received upwards pressure a spring releases it to neutral or a simple helix with a flange in the middle and a bearing allowing the lugs to twist and separate but only in the up and down directions or if you want to be really fancy , have each container with its own lugs and a radio code from the bridge to release so all containers can be locked or unlocked remotely
It's estimated that on the order of 1500 containers are lost at sea every year. While I know that this is a small number compared to the number shipped, it still represents a huge hazard to ships and small craft. A floating container is very difficult to see as most of it is normally submerged. Thanks for your explanation but I wish these numbers were much smaller.
They float? I assumed theyd sink right down. Imagine driving your million dollar luxury yacht into one 😅.
@@finsfan90 Float versus sink is a function of ow dense they are. A container full of bins of scrap steel might sink right away, while a container full of plush teddy bears might readily do that "float just high enough to wreck your day" thing.
-
I recall some idea about modifying containers to have a vent hole that fails open when submerged, but the problem is designing such a thing to NOT fail open from rain and spray.
@@MonkeyJedi99 That was my next question, yes.
The doors seal tight enough, then, not to admit *submersion* water? Really?
@@baylinkdashyt From what I saw in a short documentary, the doors seal enough to keep out weather, and as a result can delay the sinking of the container for a while.
@@MonkeyJedi99 Denser containers are likely down in the hull, rather than high up. As a result, I imagine most lost containers to be less dense than avg.
At 3:16 - I'd say the lock didn't work all that well, considering it got left behind when the container was lifted onto the ship 😀
That's why they fall off sometimes.
I expected nothing less from a ship of that name.
I work in a train yard, We use manual twist locks that are part of the wagon, the container guys usually just walk along the train length dragging a hammer across the lock handles to rotate them to either the locked or unlocked position depending on what they are doing.
So its Hammer Time!
Minecraft Immersive Engineering:
HAMMHAA!
Did not knew train operators use locks on containers. Just saw one wagon close up with only had pins and assumed that would be sufficient for all train operations.
@@danielrose1392 probably depends on the operator/company, our trains (KiwiRail) can't leave the yard without them being checked.
@@shadow_wolfen Intermodal trains can have containers stacked a couple high. So they, at the least, would likely have twist locks holding the containers together and down onto the rolling stock to prevent them toppling over on the outside of a bend.
The more I learn about shipping containers, the more I think the inventor of these standardized boxes needs a raise.
“The Box” is a great read if you’re looking for the story of how we got from bags and barrels to containers
He did quite well for himself, being amongst the 400 richest Americans for a while :)
en.wikipedia.org/wiki/Malcom_McLean
@Tin Watchman His employee did quite well for himself as well :)
"In the course of his professional career, Tantlinger was granted 79 United States patents, all related to transportation equipment. Many of his patents related to commercial highway freight trailers and transit buses."
If you notice these containers tend to flip over when a truck driver exits an on or off ramp, or takes a corner to fast, the reason is that unlike regular trailers with a heavy floor and light sides and roof, the sea container is solid all the way around making them much easier to flip, top heavy, I drove both for decades, with sea container you have to slow way down on any corner.
I never understood why they don't have "under slung" trailers for Intermodals like you see with double stack train cars. I guess for truck dock compatibility? It would help bring the CG down and improve aero.
@@mzaite Ground clearance
@@mzaite Probably also length; an underslung trailer would need to have the wheels in front of and behind the container, rather than under it. The extra length makes it harder to maneuver, and also may not be within the legal length limits.
@@ianspeckmaier9565 You could imagine the increase in bottoming out incidents on railway crossings.
@@ianspeckmaier9565 How so? I've seen some pretty hefty goose necks that go well below the axle center line.
Actually, I have wondered how they stayed on. The “Everstuck” was amusing. Thanks for sharing this with us.
Been working on a container ship for more than a year now. But never imagined understanding of a container lashing in better way than this. Amazing job🙌🏻
On the Ever Stuck:
Commander: "I bet you can't turn around in the suez canal"
1st Lieutenant: "Hold my beer"
MULTI CANAL DRIFTING
Please never ever stop using the Everstuck ship. It'll be even more hilarious when some people start forgetting the "incident"...
The suez canal incident?
@@Wazzup1991 yes
You mean the incident*s*. Don't forget Chesapeake Bay.
I don't get it. 🤔
@@juangalton999 Evergreen Ship stuck on Suez canal
Another system used on some ships that don’t stack as high are Fully automatic twist locks (FATS). They don’t require any crewmember to lock or unlock them onboard and are spring actuated to so once the container is placed down, the weight of the top container locks it. Once the crane lifts the container for discharge, the vertical release in pressure unlocks the twist lock and it is free to go. They are always attached/locked into the upper container
MSC ZOE springs to mind here. You also need steel lashing rods to secure the containers to the deck in case of heavy rolling. ZOE didn’t have this and lost her cargo that way. I have to secure the lashings onboard the container feeder I’m doing my internship on almost on a daily basis.
Is a good workout!
My TV was in one of those containers. Crazy seeing the scale of the ship and its containers layout. It is still impressive to know my thin TV was shipped and delivered to me from a giant container ship.
That accounts for them being vertically locked together. But a tall stack can topple more easily than just the one at the top. Would you not need to secure each stack to its neighbor also?
dot
Exactly. Perhaps some kind of sliding engagement that would create horizontal stability.
was also curious about this
I was thinking about that. They do use steel lashing rods to brace the stacks diagonally at the ends and provide more stability.
You could incorporate side-locks into the containers, but that would complicate the container and make it a much more expensive piece of equipment, which then needs inspection and maintenance. The most stable design would be to periodically add a cross-member with locks on top and bottom, like civil engineers do with geotextiles to stabilize soil.
But I suppose big ships are stable enough that it's not a problem unless they get into some seriously heavy weather, which is rare, and adding and removing cross members would significantly slow loading and unloading. So it's ultimately cheaper to just avoid heavy seas as much as possible and deal with the occasional stack collapse as an accident.
When I lash the containers, they are lashed diagonally down to the ship= which results in them being vertically and horizontally stable, it's a metal rod that fits into the holes of the corners of the lower containers and fits the role of a ratchet strap, other places may do it differently
I appreciate the EVERSTUCK.
So the lever twist locks are generally utilized on the deck, so they can manually control the pitch and angle of the container if the operator has difficulty loading.
Semi-auto twist locks come in two primary types:
Single stem (pig tail) & dual stem. The longshoremen utilize a locking pole, that resembles a fireman's pole hook or halberd.
The single stem in pulled down, and held in place by a fork cast snagging onto a collet that is viced onto the stem in manufacturing. These have a top and bottom.
Dual stems have a top and bottom as well, but pulling the left stem will unlock the top and lock to the bottom. Pulling the right unlocks the bottom and locks to the top for ease of extraction. If the stems are aligned with one another, both containers are locked onto one another.
Auto locks, are another beast in themselves and too much for this comment. Appreciate the light you've shown on the simplicity and genius of the containerization of cargo.
Hmm 🤔
I'll probably never be a sailor, but man. This channel is amazing.
I love how you address questions I have never even asked but really want to know the answer to.
Also I almost spit my drink out when I saw the name Everstuck on the side of the ship in the animation.
The forward locks on trailers are actually a pin position horizontally and the container is inserted at a slight angle to catch underneath of the pins in the front and then it uses the standard locking in the rear only since once it's past the pin it can't go in any direction except for backwards
I love the name of the ship, Ever Stuck. A nice jibe at Ever Given, which got stuck in the Suez Canal.
Hello, I think the description of manual twistlocks is great and is a good resource I wish I had a couple months ago when I was talking about them! With that said, I do have some comments/corrections on the video:
3:40 Bay 01 is correctly described. That would be a 20 ft container at the front of the hold. But a 20 ft container in the back would be Bay 03. Bay 02 would only be a 40 ft container filling bays 01 and 03.
Given the title of video is about cargo securing (and not limited to twistlocks), I also think it is worth mentioning the use of turnbuckles on the first 2 or 3 tiers above maindeck. The twistlocks do nothing to reduce container sway, so the turnbuckles are essential to preventing accidents like what happened on the vessel EVER SMART.
I was an engineer, and have limited familiarity on auto-twistlocks. And I wasn't involved in cargo loading/discharging, but I have never seen a container pulled off a ship and put onto a mount/stand by the gantry crane. There is usually a line of trucks, and the container goes straight from ship to truck (or vice versa). I'm not really sure how a ship gets their auto-twistlocks back, but there are usually not crew members standing on the dock collecting them from containers.
Each vessel has a few specially designed 20' containers with bins that contain the twistlocks. These are taken off at the beginning of operations so stevedores can put all the twistlocks in the bins, and they are reloaded at the end.
Likewise I haven't seen a frame that the containers are placed into once discharged, but at the port I worked at we loaded out of frames as containers were delivered to the ship by reachstackers.
@@Kaine96853 Thanks for the info! I was actually about to ask in a reply to your other knowledgeable comment, but you read my mind!
Yes they do. In many ports, during discharge, the the crane land containers on stands to let the stevedores remove the twistlocks. And during loading the straddle carriers or reach stackers (trucks) land the containers on to the same stand to let the stevedores/ longshoremen attach the correct twistlocks onto containers before the crane picks it up to load it onto the vessel. Not all ports have the containers loaded directly to trucks.
Rarely are containers loaded onto trucks directly. (At least in the EU) They go into a container stack where they wait for pick up by a road truck/train/ship. Twistlocks are collected by dockworkers and put into holding bins which are loaded back onto a frame and loaded back onto the ship. (They are open frames which use the same mechanics as containers.)
Everstuck. Great name for a boat. Why didnt someone think of that
Well, in some languages and dialects, Everstuck is spelled as Evergiven...
My grandmother lives in an apartment overlooking Commencement Bay in Tacoma Washington and the Port of Tacoma. I love to watch the huge ships come to port and I’ve always wondered how they keep all those stacks of containers onboard ship like that. Thanks for the explanation! Very fascinating! You’ve got a sub out of me!
I’m a truck driver and I’ve done some container hauling in the past. The frame chassis that the containers are loaded into have built in manual twist locks on the back corners and manual peg front locks on the front corners.
I can't help but wonder about the bottom container of a stack on the outermost row as the ship rolls. Is the container really rated to handle ALL that torque or are there extra lashings etc used while at sea then removed before making port? To my mind, if the ship rolls even a little, the stack will topple as the locks are ripped through the container corners
there are locks on the uppermost container that lock the stack with the one next to it. They don't look like the ones shown, they're more like clamps that use the the same holes on the container
@@Operngeist1 nice. I figured there must be something. Next question (if you know): do they work for unequal stack heights or do ships just avoid unequal stacks as a matter of doctrine?
From memory each twistlock is rated for approx 5 ton. There's also lashing bars for usually the bottom 2-3 tiers of containers that tie to the deck.
The bottom container is locked on permanent locks at the bottom and in between some safety stuff that's almost like a half box at the corners keeping it in place, it's like this for the first 3 rows/containers up by the sea and shore
This is a very valid concern, and actually happened on the vessel EVER SMART (photos easily found online). There were a combination of natural factors (rough seas), but also human factors exactly like you mentioned. They put too much weight up high, and did not correctly install lashings used to reduce sway. The result was crushing of the corner containers just like you said
That was high-value content for me- I never really needed to know, but have always wondered how this worked. Every image of a container ship makes me want to wait and watch for it to dump its cargo in a light breeze. Good to know for sure that it would take more than that.
"Next time you see a container ship..."
Me, living in a landlocked country: 😔
Everstuck... now that's a great Easter egg! Well done man!
'Everstuck' is priceless. Well played. 😎
As a train fan, I've always wondered how they stack the containers without them falling on curves. For a while, I thought they were magnetic.
That would take a ridiculously strong magnet to hold multi-ton containers together.
Probably strong enough to get tools and stuff stuck to it. Maybe even pin a person if they have metal implants or things in their pockets or belt loops.
@@samiamrg7youre exagerating because of the enormous surface area, it wouldnt require that much current for an eletromagnet also to the first guy the tracks are also designed with precise banks in the tracks that are calibrated for the set speed and weight of the trains that help the loads center of gravity to remain at the 0 position
I actually got this little model container car doublestack that has little prongs on the top and holes at the bottom where containers can lock to eachother and I wasn't sure before this video if that was how it actually worked
The main reason you need to secure containers on trains is the back-and-forth movement from "slack action". Basically, there's always a small amount of play in the couplings between cars, which means the cars can move backwards and forwards relative to each other. It's not much per car, but it can really add up over the length of a train. If the couplings are all bunched up, when the train starts, the train doesn't set off smoothly as a single unit. The locomotives move forward slightly before the first coupling tightens up and the first car gets yanked slightly forwards. The locomotive and first car are then moving slightly faster when the second car gets yanked into motion, and slightly faster still when the third car gets yanked. This can really add up over a long train and the last cars can get yanked pretty hard. The same thing applies any time the train accelerates from a position where the couplings were bunched up, and the opposite effect happens when they brake with the couplings stretched out.
@@vonn1334 Electromagnets are a total non-starter because they're an active system: you have to continuously supply power to keep the system safe. It doesn't matter how much power that is. The simple fact that you're always having to do work to keep the system safe means it's a terrible idea.
For a specific example, suppose the train splits in two. This is a real thing that happens from time to time because of either metal fatigue in the couplers or rough driving. When the train splits, both halves automatically make an emergency stop. But the back half of the train is no longer connected to the power supply from the locomotives, so its containers have all unlocked themselves just at the time when they need to be the most secure.
Those cargo ships are MASSIVE.
Honestly, you could use it as a runway for small planes, if the deck was flat.
Man, we should think about making ships with runways for planes, you might actually be holding onto something !
The largest container ships are longer than the largest aircraft carriers. Huge indeed.
@@arthemis1039 Yeah, in particular I think militaries could really benefit from this. They could use it to give air support to troops anywhere that's close to sea.
I think we could maybe even get by with slightly smaller ships if they put hooks on the aircraft and long cables across the deck. That whole space under the deck could be used for storing more aircraft. Just put a large elevator on the side to get them onto the deck for takeoff.
Honestly this guy's a genius. He could make billions off of this idea.
The US already has smaller "aircraft carriers" for the Marines that operate Harriers and F35Bs. The British actually landed a Harrier on a container ship during an emergency however I think parts of the containers collapsed under the weight of the plane
I believe the US Navy has designs for a "top deck" thst would allow vertical take-off and landing (VTOL) to be carried. I believe the British made use of a similar conference during the Falklands war.
Storing aircraft brlow the main deck would be problematic. Besides the need for an even layer for containers you would have to deal with the cell guides in the cargo holds. Assuming you solve that issue, ventilation would become the next problem. After that you would need to deal with fuel. Aircraft use kerosene type fuels, whereas ships use anything from heavy fuel oil to marine diesel oil. Containerships have limited space for fuel and ballast.
Please make longer videos about things I never knew I wanted to know. Your voice is very soothing. Love your vids. 👍🏻
This is the best! Detail, Simple, and best of all! Compact!
Ah, the return of the Everstuck, haha! And yet another video on something in logistics that I never thought about before 👍
For you new junior mates out there, always be mindful of the bins of twistlocks collected on shore during cargo ops and be sure to get them back on board before the cranes are secured. Even the manual locks aren't cheap and the gear is easily sold off on the cheap to unscrupulous ships coming in after you. Anyone remember the little side gig some Felixstowe longshoremen had going on in the 90s?
03:16 oh nooo, the lock was left behind lol.
just having some fun here, great video, keep them comming and I'll keep watching 🙃
Having worked as a stevedore for 14 months with a focus on container ships, the container "corner locks", or "pins" (as we called them) were always handled by the people on the wharf either after the container has just been unloaded off the ship onto the easy-loader, or just before it was loaded onto the ship. We've only ever used the cast single-piece "German lashing" corner locks (or pins) on the containers above the deck, which are designed to allow the container to be lifted directly vertically (as the crane would), but not allow it to disengage if there are any lateral forces on it (tbh I'm not even sure how it works), so there was never any locking or unlocking done by ourselves or crew involved (apart from lashings). Never used any kind of dynamic locks (what you call manual or semiautomatic twistlocks), though I have seen them around; we just never used them. We did use lashings of course (which was done by stevedores), but once the containers were above certain height it would be simply impractical for us to use a man-cage to be carting crew/stevedores around to be locking/unlocking pins if we wanted to meet the schedule, so we relied on the passive locks (pins).
Edit:
Also, in regards to the 6-digit code, the container ships I've dealt with had three numbers for a single bay - for example, bay 1-3 would signify that numbers ether 1 or 3 would mean 20-foot, whereas number 2 would mean 40-foot; or for bay 13-15, numbers 13 or 15 would mean 20-foot, but 14 would mean 40-foot. You described it correctly, but the example was a bit off. Anyway, appreciate all your videos, been watching and learning from them for a while.
You forgot the lashing rods I think. Also there are many circumstances in which container ships loose containers
MSC ZOE springs to mind here. Container ships are required to also put steel lashing rods to secure the containers to the deck. This is done in case of heavy rolling
Thanks for explaining how to vertically connect containers together. Is there a standard for connecting containers horizontally?
Yes. Some of the other comments say that they also install locks (of a different design) between the top containers on each stack so the stacks are held to each other.
I love it. "Everstuck". Nice touch.
I can't be the only person who started laughing uncontrollably when I clocked the name of the ship. Well played!! 😂🤣😂
I‘m a little bit confused about the vertical numbering. Odd and even numbering is used for everything else. But the vertical numbering just has even numbers below and on deck? Seems rather confusing.
Odd numbering is used for tiers when loading half cubes. However, these are so rare that it didn't warrant mentioning. Even/odd numbering is used for bays to denote 20' (odd) bays & 40' (even) bays. Even/odd numbering is used for rows to denote port (even) and starboard (odd)
@@s.v.saylaraye3212 I watched the video but thank you for your summary. It’s still unclear for me how to differentiate between two containers with the same number because there will always be one with a vertical 02 below and on deck (according to the vid).
You never use the same number twice except in specific situations like empty flat racks stacked with their ends down occupying the same slot. In the holds, the tier numbering starts at 02 near the keel and increase as you get closer to the hatch cover. The containers that are loaded on top of the hatch cover or deck start at 80 regardless of the number of tiers below the hatch cover. So any tier >79 is on deck and any tier
@@s.v.saylaraye3212 Now it makes sense.. so I rewatched the vid and now I hear the 80 as the limit between below and on deck. So thanks for clearing that up. Was driving me nuts.
Video idea: How do shipping companies (either those who produce or manage the ships) know how many crew are needed to run the ship?
Specific crew billets and numbers are first determined by law, and then stipulated by contract (for union crewed ships). If shipping companies where allowed to set crew amounts, they would almost always go with the minimum required allotment because of $$.
The same way that _any_ business knows how many workers are required to do whatever work.
@@loutrioti8375 ah okay, thanks
I live near a major shipping ports, with various cargo ships lined along the coast. While containers falling off is rare, they do occur. And often makes a huge mess along the shoreline.
Another great video and explanation! As Kaine has already explained elsewhere, the bay counting system is slightly different from what your video says. And it’s usually (but not always) stevedores who are responsible for the placement and locking of twist locks, as well as for lashing the container stacks. Crew members normally do a check before the ship leaves port, and daily on the voyage to the next port.
Are the horizontal facing holes use to lock adjacent columns of containers together? Why are containers only ever placed directly on top of each other rather than staggered as you would with bricks when making a wall?
There used to be bridge clamps that were put in the side holes at the top of each stack to pull them together but they haven't been used for a while. There are steel lashing bars that tie containers to the deck that fit into these holes, but they can only reach the 3rd container up depending on the type.
Because then you would have to have certain width of the deck (multiply of length of the container, and they are quite long, so it is quite restrictive, especially for small ships).
And maybe more importantly you would need to have the locking points along the length of the container, to lock with all containers on top. This would add to container cost, and with their number, cost adds fast. And remember that they are used on trains and trucks too, and they wouldn't use this feature at all.
In the end, the current system is good enough, so why bother with more complex and expensive solutions.
@@syriuszb8611 I was wondering why the current system is good enough. A few parallel columns of bricks built with no overlap is a lot easier to knock over than a wall where they do overlap. I guess that ships can't roll enough to cause an edge column to just topple.
@@Kaine96853 Thanks.
The thing about containers is they are very weak except the edges designed for load bearing. So to do staggered containers you would need a lot more structural elements, which means heavier containers, which means less cargo. And since they will have horizontal locking, the chance of containers rolling horizontally is relatively low
Smart, yet it seems there is room for human error since a person must place the locks before stowing the container. Does it happen often? What measures are in place to avoid missing one?
Where I worked there was a foreman watching each container go on and they check the twist locks and the validity of the number and help the crane driver locate the box if its in a tricky spot. The twist locks are put in under the crane by what we called pin men, 2 for each crane, one for each end of the box. The foreman directs them too.
Loved the "Everstuck" on the Evergreen Expy
Joe
"Everstuck" 😂😂😂 That's hilarious!
3:56 Are there container ships that have a row of containers in the centre? What happens then?
Call it 0 maybe
@@geoffmcclelland2663 This is correct.
Another great video! I love the 'Everstuck'. Question: a while ago, north of the Netherlands in strong winds a container ship lost many containers. Was this a case of misuse or misfunction? Best!
This is one of those things I've wondered about from time to time and then forgot about before getting around to looking up
You are answering the ship questions I always had.
They do fall off..
"The World Shipping Council (WSC) reported that an average of 1,382 containers were lost at sea between 2018 and 2019."
That's remarkably low considering estimates are that there are 200 million container trips per year by sea
@@gobarn1877 Facts :)
I have always wondered how this works.
Thank you for sharing this!
This was such an interesting video. It actually makes me think of a ways I may incorporate these ideas in my own projects.
Bro. I love your channel. Keep up the great work! I’ve learned so much that I didn’t even know I wanted to know. Thank you!
Back in the day i always thought that they had some kinda sticky bottom on there or their humping speed was high.. thank you casual navigator!!!!
I love the everstuck name on the ship at the beginning!
You talked about internal lashing but there is also external lashing where bars are placed into the pockets and then crossed to the opposite side and tightened down with a turnbuckle! Those have to be manually delashed and relashed when a ship arrives and before it leaves
Strange as it may seem, but I’ve always wondered why containers don’t slide off each other, now I know. Love your channel!
I enjoyed the video and was slightly disappointed in myself for not wondering how they were held in place. I need to question more : )
I didn't know I wanted to know about this until today. Lovely job.
On the trucks and trains we have locks that we press up through the wholes of the containers, and then screw it tight down, so when we back under a container, precision is the king and queen of the game :D Depending on the length I either use 4 or 8 locks on the container.
Hmm 🤔
The "EVERSTUCK" always gets me
Along with cones, Lashing the cans down usually hold them together. Twist locks are put on by swingmen on the dock. Auto cones are my favorite. No lock-ups when we’re discharging new vessels
Thank you for answering something I had always wondered!
Chassies have manual locks built in. The nose is a sliding long bar from the front and the rear is ovals from underneath. They are immobilized with zipties.
I feel like your animations are getting better and better. Really nice work. :)
Always been curious about locking mechanisms. Thanks!
Longshoreman here from Los Angeles. Good video. Don't forget about lashing. 20 foot long bars.
i was literally wondering about this yesterday, thank u for making a video!
This vid quite politely explained a doubt I didn't even know I had
Again a very detailed and informative video. Thank you for that! Just for the completion of the picture: the landside part of the transportchain uses mostly specialised semitrailers or rail cars, usually equiped with attached but moveable locks which can be adjusted to different containerlenghts or those which are fixed in different standard positions and can be lifted or retract/turned when or where needed. Those locks are normally operated manually by pulling a simple lever or small handwheel. As they can be reached easily by drivers or loading personnel, there is seldom (if ever) automation for the lockingfunction involved.
If I may give some buzzwords for possible future videos about container shipping: stowage planning, dangerous goods positioning, containertypes. ;-)
Please keep on with your good work!
Lol that name "EVERSTUCK'🤣🤣🤣🤣🤣🤣🤣
This channel is so cool everything is well put together and informative
You forgot about the lashing rods, adding another level of security to the bottom layers on deck. Also not to forget so called hooks and cones for securing containers agains the guides. Then the placement of containers according to weight, heaviest at the bottom/ middle and lighter to the top/ sides. All of this helps the cans from coming of in heavy seas. Communications between the stevedores/ tallyman/ crane operator on unevenly loaded containers is a pretty important thing as well.
The comments for this video are top shelf. Excellent video and you have pretty cool subscribers.
The RUclips algorithm shall bless this video as you will see.
The "Everstuck" had me laughing so hard I had to stop the video and catch my breath.
I always wondered why they didn’t fall off. Thanks for enlightening me.
Small correction. Deck location 01/03 are twenty foot locations. 02 is for forty foot containers. Going on to the back, with 05/07 with 06 being forty etc.
Thanks for another informative video and I just LOVE the name of your example ship 😁
I lol'd at "Everstuck."
!:46 I just realized the joke here! "EverStuck"😂😂After the Evergreen vessel that was stuck in the Suisse Canal.
Great content man. Always wondered about this
My science teacher in 6th once told us on Container ships:
"Container ships do lose containers. But why don't they strap them?" I don't remember this part of what he said, "So they added more containers because if 1 falls, you still have more on board and make profit." Then we get to talk about rubber ducks and how scientists discovered wind circulation
Hahaha, the fact that I saw that exact type of Ever(stuck)green at Hamburg a while ago and wondered the exact question.
Always love the little Easter eggs hidden throughout your channel
Often wondered how it was done. thanks for educating me. 60 tomorrow and still learning.
Cool video
The containers are also lashed together to keep them in place
Used to work in a FedEx ground yard, we occasionally got shipping containers in. Their trailers had manuall locks on them. But it was not un common to see one or more of the locks no engaged. Even saw some on occasion where none of the locks were engaged.
Wadden sea has a couple of day a year where the locals don't sail. But one non local container ship did sail on one of those days. Shallow enough to hit bottom when the ship rolled side to side, waves battering against stacked container and oh there they went overboard. Container latched are not designed for wave impacts.
The reason they stay on is as much to do with lashing as the twistlocks. The height of the stacks these days require platforms as high as 5 or 6 levels on the outsides and in the case of the ONE Apus that lost about 1800 boxes in rough weather they only had the platforms 2 or 3 high. The best ships these days use fully automatic twistlocks that resist lateral movement but release when the crane lifts it straight up. Usually! I have experienced a 14 tonne reefer hanging on until the crane driver managed to carefully land it back.
I love how Everstuck is now a recurring character.
"Everstuck." very clever. From when they grounded the ship and blocked the canal. funny.
Great video as always!
The "everstuck" was the cherry on top in this video 😀