Ship Passing Through The Panama Canal

Panama Canal and how it works Ship Passing Through The Panama Canal, you can see in the below video

Illustration of Ship Passing Through The Panama Canal

Canal locks time lapse


A Gigantic Container Ship Passing Through The Panama Canal


Cargo ship passing through panama cana

MSDS (Material Safety Data Sheet)

MSDS (Material Safety Data Sheet) that safety data sheet can also be translated into technical specifications or chemical safety data on chemical safety instructions. Is the chemical manufacturers and importers of chemicals used to clarify the physical and chemical characteristics (such as the PH value, flash point, flammable, reaction activity, etc.) as well as the health of the users (such as carcinogenic, teratogenic, etc.) possible harm a document.

In European countries, MSDS, also known as security technology / data specifications SDS (Safety Data sheet). International Organization for Standardization (ISO) 11014 by SDS terminology, but the United States, Canada, Australia and many Asian countries have adopted the term MSDS.

MSDS is the chemical production or sale of business required by law to provide for the chemical characteristics of a comprehensive legal document. It provides the physical and chemical parameters of chemicals, blasting performance, health hazards, safe storage, disposal leak, emergency measures and laws and regulations relating to the content 16. MSDS by the manufacturer in accordance with the relevant rules of their own preparation. However, in order to ensure the accuracy of regulatory reports.

MSDS chemical product safety data, including: chemical product and company identifier; compound information or components; the proper use or misuse of the chemical hazards that may occur when there are symptoms and human health hazard identification; emergency treatment instructions and prescription ; chemical fire guidance, including product ignited the explosion limits and the application of fire-fighting materials; order for the harm caused by accidental leak minimizing measures to be taken; safe handling and storage measures; reduce the exposure of workers and self-protection products devices and measures; chemical products, physical and chemical properties; change the chemical stability, and react with other substances in the conditions; the toxicity of chemical substances and compounds of information; chemical substances in ecological information, including material on the flora and fauna and the environment may cause effects; the material handling recommendations; basic transport classification information; with the substance laws and regulations related to the annotations; other information.

The role of MSDS

Safety data sheet as product safety information passed the most basic technical document, its main role is reflected in:

1. To provide information about the hazards of chemicals, chemical products to protect users
2. To ensure safe operation, operating procedures for the development of dangerous chemicals to provide technical information
3. To provide emergency assistance and emergency help to deal with the technical information
4. Guide the production of chemical safety, security, distribution and safe use of
5. Is the registration of chemicals important foundation and source of information

MSDS contents

World trade, whether domestic or international trade, the seller must provide product descriptive legal documents. As individual countries, and even the states of chemicals management and the trade is not the same as legal documents, and some changes every month, so if the MSDS provided incorrect or incomplete information, will face legal accountability. Therefore, the preparation of MSDS is a measure of the quality of a company’s strength, image and management is an important symbol.

1. Meet U.S. OSHA requirements for MSDS should have the following
The first: Contact the manufacturer and
The second: Hazardous Chemicals Components
Third: Physical and Chemical Properties
Fourth: Combustion and Explosion Data
Fifth: Reactivity Data
Sixth: Health hazard data
Seventh: the safe operation and use
Eighth: protection method

2. Meet the requirements of the Canadian WHMIS MSDS should have the following
The first: the product name and manufacturer information
The second: Hazardous Chemicals Components
Third: Physical characteristics
Fourth: Fire or Explosion Data
Fifth: Reactivity Data
Sixth: toxicology
Seventh: preventive measures
Eighth: First Aid
Ninth: the preparation of information

3. American Standards Association
ANSI and ISO international standards body proposed the implementation of the MSDS content
The first: chemical name and manufacturer information
The second: the chemical composition of information
The third: Hazard Information
Fourth: First aid measures
Fifth: Fire Fighting Measures
Sixth: Emergency disclosure
Seventh: Handling and Storage
Eighth: Exposure controls and personal protection measures
Ninth: Physical and Chemical Properties
10th entry: Stability and reactivity
Eleventh: Toxicological Information
12th entry: Ecological Information
13th entry: Waste Disposal
14th entry: Transport Information
15th entry: Regulatory Information
16th item: Other information

History of Container & Ship Container

Container and Container ships are cargo ships that carry all of their load in truck-size intermodal containers, in a technique called containerization. They form a common means of commercial intermodal freight transport.

There are two main types of dry cargo: bulk cargo and break bulk cargo. Bulk cargoes, like grain or coal, are transported unpackaged in the hull of the ship, generally in large volume. Break-bulk cargoes, on the other hand, are transported in packages, and are generally manufactured goods. Before the advent of containerization in the 1950s, break-bulk items were loaded, lashed, unlashed and unloaded from the ship one piece at a time. However, by grouping cargo into containers, 1,000 to 3,000 cubic feet (28 to 85 m3) of cargo, or up to about 64,000 pounds (29,000 kg), is moved at once and each container is secured to the ship once in a standardized way. Containerization has increased the efficiency of moving traditional break-bulk cargoes significantly, reducing shipping time by 84% and costs by 35%. As of 2001, more than 90% of world trade in non-bulk goods is transported in ISO containers. In 2009, almost one quarter of the world's dry cargo was shipped by container, an estimated 125 million TEU or 1.19 billion metric tons worth of cargo.

Container vessels owe their existence to an American trucker by the name of Malcom McLean. In 1931, McLean purchased his first truck to send and pick up loads to and from vessels in various ports. Malcolm P. McLean, the "Father of Containerization", 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. To start with, McLean would load complete trucks onto ships, in order to transport them as close as possible to their destination. The development of standardized containers and trailers, moved by tractors, made it possible to ship just the trailers with the containers, so saving on space and costs. Later, the trailers were also left behind and the ships transported just the containers.

The earliest container ships were converted tankers, built up from surplus T2 tankers after World War II. In 1951 the first purpose-built container vessels began operating in Denmark, and between Seattle and Alaska. In 1955, McLean built his company, McLean Trucking into one of USA’s biggest freighter fleets. In 1955, he purchased the small Pan Atlantic Steamship Company from Waterman Steamship and adapted its ships to carry cargo in large uniform metal containers. The first container ship in the United States was the Ideal X, a T2 tanker, owned by McLean as the first ship designed to carry only containers is the "Maxton", a converted tanker, which could carry sixty containers as deck cargo, in April 1956. This left Newark on 26th April 1956 carrying 58 containers between Newark, New Jersey and Houston, Texas on its first voyage and a new revolution in modern shipping resulted.

Container vessels eliminate the individual hatches, holds and dividers of the traditional general cargo vessels. The hull of a typical container ship is a huge warehouse divided into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed units – containers.

Shipping containers are usually made of steel, but other materials like aluminium, fibreglass or plywood are also used. They are designed to be entirely transferred to and from trains, trucks or trailers to and from a ship. There are several types of containers and they are categorised according to their size and functions.

Another decade passed before the first container ship moored in Europe. The first container on German soil was set down by the "Fairland" at Bremer Überseehafen on 6th May 1966. The first containers used by SeaLand in Northern Europe were 35' ASA containers, i.e. they were constructed to American standards. In other regions, 27' ASA containers and other ASA dimensions were often used. Shipowners in Europe and Japan quickly recognized the advantages of the container and also invested in the new transport technology.

Since American standards could only be applied with difficulty to conditions in Europe and other countries, an agreement was eventually reached with the Americans after painstaking negotiations. The resulting ISO standards provided for lengths of 10', 20', 30' and 40'. The width was fixed at 8' and the height at 8' and 8' 6". For land transport within Europe, agreement was reached on a 2.50 m wide inland container, which is mainly used in combined road/rail transport operations.

The majority of containers used worldwide today comply with the ISO standard, with 20'- and 40'-long containers predominating. For some years, the ISO standard has come repeatedly under pressure. As stowage factors increase for most goods, many forwarders want longer, wider and higher containers, preferably all at once. Some shipowners have given in to the pressure and containers of dimensions larger than provided for by the ISO standard are now encountered distinctly more frequently. "Jumbo" containers of 45' and 48' in length, widths of 8'6" (2.60 m) and heights of 9'6" (2.90 m) have been in existence for some years. Efforts to build even larger containers, e.g. 24' (7.43 m) and 49' (14.40 m) boxes 2.60 m wide and 2.90 m high, are mostly confined to the USA. Even 53' long containers have been approved for use for some time throughout the USA, while some states will even allow 57'. In Europe and on other continents, narrower roads are a limiting factor. Developing countries are understandably against changing the standards. More details are given in the section entitled "Container dimensions and weights"

Today, approximately 90% of non-bulk cargo worldwide is transported by container, and modern container ships can carry up to 15,000 twenty-foot equivalent units (TEU). As a class, container ships now rival crude oil tankers and bulk carriers as the largest commercial vessels on the ocean.

Coming back to McLean’s invention, while it is a well established fact that containerization caused a revolution in the world of shipping its introduction did not have an easy passage. Shipping lines, railway (railroad in the US) companies and trade unions vehemently opposed and tried to block the use of containerised ships. It took ten years of legal battles before container ships would be pressed into international service. In 1966, a container liner service from USA to the Dutch city of Rotterdam commenced.

Containerization changed not only the face of shipping but it also revolutionized world trade as well. A container ship can be loaded and unloaded in a few hours compared to days in a traditional cargo vessel. This, besides cutting labor costs, has reduced shipping times between points to a great extent, for example it takes a few weeks instead of months for a consignment to be delivered from India to Europe and vice versa. It has also resulted in less breakage due to less handling and there is less danger of cargo shifting during a voyage. As containers are sealed and only open at the destination, pilferage and theft levels have been greatly reduced.

Exporters load (stuff) their merchandise in boxes that are provided by the shipping companies. They are then delivered to the docks by road, rail or a combination of both for loading on to container ships. Prior to containerization, huge gangs of men would spend hours fitting various items of cargo into different holds.

Cranes, installed either on the pier or on the ship, are used to place containers on board the ship. When the hull is loaded, additional containers are stacked on the deck.

Containerization has lowered shipping costs and decreased shipping time, and this has in turn helped the growth of international trade. Cargo that once arrived in cartons, crates, bales, barrels or bags now comes in factory sealed containers, with no indication to the human eye of their contents, except for a product code that machines can scan and computers trace. This system of tracking has been so exact that a two week voyage can be timed for arrival with an accuracy of under fifteen minutes.

It has resulted in such revolutions as on time guaranteed delivery and just in time manufacturing. Raw materials arrive in factories in sealed containers less than an hour before they are required in manufacture, resulting in reduced inventory costs.

Today's largest container ships measure almost 400 metres (1,300 ft) in length. They carry loads equal to the cargo carrying capacity of sixteen to seventeen pre WWII freighter ships.

Dry Bulk Cargo Barge

A dry bulk cargo barge is a barge designed to carry freight such as coal, finished steel or its ingredients, grain, sand or gravel, and similar materials. Barges are constructed of steel. They have an outer hull, an internal void that is fitted with heavy struts and cross braces, and an internal cargo box. The outer hull of a barge can come in one of two configurations. A rake barge has a curved bow to provide less resistance when being pushed and is usually placed at the head of the tow. A box barge is usually placed in the center and rear of the tow and can hold more cargo.

Such barges can be equipped with covers of various types if the cargo is weather-sensitive (finished steel or grain). Generally, these covers are fabricated of fiberglass or steel. They can be lifted or rolled away for access to the barge hold, or cargo box.

In 2004, the dry bulk cargo barge fleet on the Mississippi River System (Mississippi, Gulf Intracoastal Waterway east and west, Ohio, Illinois, Missouri Rivers, etc.) stood at 5,836 open hoppers and 11,572 covered hoppers, for a total of 17,408, according the Criton Corporation. Smaller barge fleets also operate on the East (Hudson River, etc.) and West coasts (Columbia River, Sacramento River, etc) of the United States, and in numerous countries including India.

"Dry bulk cargo barges" are typically operated and mainted with efficiancy and environmental stewardship in mind. Typically, an informal set of industry best practices are applicable, including:

Barge loading
Barge loading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The loading process is the responsibility of the loader operator at the loading facility.

Barge unloading
Barge unloading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The unloading process is the responsibility of the unloader operator at the unloading facility.

Cargo spillage
The nature of the dry bulk commodity business is such that some amount of cargo spillage is typically unavoidable. In such cases the following practices are standard:

When possible, cargo residue will be swept and shoveled back into the hopper, provided cargo is the same.

If the current cargo is not the same as the residue remaining on the barge deck, the residue should be swept up against the barge coaming and in some cases may be shoveled and placed into a container or bag.

If the quantity of cargo exceeds an amount that can be safely cleaned, then a barge report will be filed and the cargo will be cleaned at a facility.

Trash on deck
Trash that may be left on deck such as junk line or garbage is bagged and placed so that exposure to rain or the possibility of being washed off of tow is eliminated.

Below deck water
Barge hulls are maintained to minimize the accumulation of river water below deck.

If a barge develops a detectable leak, crew members will go below deck and install a temporary patch, known as a shingle.

The hull will be repaired when possible.

Water that accumulates in void tank generally needs to be removed. When this is the case, the following best practices are applicable:

Visually inspect the water in the void for a sheen.

If no sheen is detected, the water is pumped from the void tank into the river. The crew will observe the water surrounding the tow for any sign of a visible sheen.

In the event a visible sheen is detected, the pump is immediately turned off (provided the barge is in no danger of sinking.) and the corrective action process as described in the VGP is implemented.

Barge inspection
When a barge is picked up by a boat, the on watch deck crew does an inspection of each barge that includes the following:

Each void tank is inspected for water. If water is found it is visually inspected for a sheen.

The deck of each barge is visually inspected for cargo spillage or trash.

Barge inspections are recorded on a barge inspection form.

It is common for a barge to be handled by multiple vessels and even multiple vessels each barge voyage (empty to empty).

Barge inspection forms are maintained shore side.

At least once every watch, the deck crew inspects the void tanks of each barge to ensure that no water is being taken on.

Deck scaling
Barge decks are maintained to minimize the formation of large rust scales, this is typically accomplished by painting the deck as needed.

Terminology related to the dry bulk cargo barge industry:

Above Waterline- The portion of a barge that is out of the water at a given time. This will vary based on whether or not the barge is loaded or empty.

Barge- Non-powered cargo or work vessel.

Barge Pump- Small portable pump used for removing water.

Barge Voyage- The time from which an empty barge is placed in tow, until it has been loaded, emptied and returned to a fleet. May include stops in a terminal fleet, cleaning and/or repair.

Barge Washing- Using water to clean cargo from the deck and/or hopper of a barge. Typically conducted at a barge washing facility.

Below Waterline- The portion of a barge that is below the water at a given time. This will vary based on whether or not the barge is loaded or empty

Boot- Fitting attached to the end of a suction hose on a barge pump that prevents large particles from being suctioned.

Cargo Box- Open hold on a barge for cargo

Cargo Residue- A quantity of product remaining on a barge deck on in a hopper.

Cargo Trimming- Shifting or rearranging cargo to level a barge.

Coaming- High sides around an open hopper barge.

Cover- Fits over the coaming. Used to protect weather sensitive cargo such as grain. Large, typically constructed of steel or fiberglass. Depending on style, they can be lifted off by crane or rolled away for access to the hopper.

Cover Hatch- Lid which allows access to the cargo hopper through the cover. Typically used for cargo loading.

Deck- The work area and walkways of a barge.

Dry Dock- Structure used to raise a vessel out of the water so as to expose all parts of the hull for inspection, repairs or painting.

Draft- Vertical distance between the water line and the bottom of the vessel hull.

Empty Barge- A barge without cargo.

Fleet- Group of moored barges

Fleeting- Service that includes mooring of barges and associated shifting.

Fleet tug- Or Harbor Boat- small towboat used for fleeting.

Freeboard- Vertical distance from the water line to the deck.

Hatch- Opening in a deck for maintenance.

Hatch lid- Covers the hatch opening.

Hopper- Open hold on a barge for cargo.

Hull- The frame or body of a vessel, excluding the bulk heads, deck or mechanical equipment.

Inboard- Towards the center of the vessel.

Inland Waters- Waterways inside the united states.

Integrated tow- Barges of mixed cargo.

Jumbo Barge- Common size for dry cargo barge, 35’x195’ or 200’

Knuckle- Curved steel plate on side and bottom of barges.

Lightering- Removing product from a barge to achieve the desired draft.

Line Boat- Live on boat making regular trips.

Line Deck- Open deck at the end of a barge.

Loaded Barge- A barge containing cargo.

Mooring- The act of securing a vessel.

Outboard- Towards the outside of the vessel.

Rearrange Tow- To move barges within a tow.

Shifting- Moving barges within a fleet or from a terminal fleet to a loader or unloader.

Shingle- Temporary plug to stop a leak below deck.

Tier- Row of barges across the width of a fleet.

Terminal- A facility that conducts either loading or unloading operations.

Terminal Fleet- Group of moored barges at or near a terminal.

Turning- Two boats meeting and exchanging tows.

Tow- Group of barges lashed together for pushing.

Tow Work- Assembling and connecting barges together.

Void- Closed hull space providing buoyancy.

Watch- Working shift of a vessel crew member.

Western Rivers- The Mississippi river system.

Wet products, such as vegetable oils, orange juice, and liquid fuels are carried in tank barges.

S: wikipedia

Bulk Carrier

A bulk carrier, bulk freighter, or bulker is a merchant ship specially designed to transport unpackaged bulk cargo, such as grains, coal, ore, and cement in its cargo holds. Since the first specialized bulk carrier was built in 1852, economic forces have fueled the development of these ships, causing them to grow in size and sophistication. Today's bulkers are specially designed to maximize capacity, safety, efficiency, and to be able to withstand the rigors of their work.

Now, bulkers make up 40% of the world's merchant fleets and range in size from single-hold mini-bulkers to mammoth ore ships able to carry 365,000 metric tons of deadweight (DWT). A number of specialized designs exist: some can unload their own cargo, some depend on port facilities for unloading, and some even package the cargo as it is loaded. Over half of all bulkers have Greek, Japanese, or Chinese owners and more than a quarter are registered in Panama. Japan is the largest single builder of bulkers, and 82% of these ships were built in Asia.

Bulk cargo can be very dense, corrosive, or abrasive. This can present safety problems: cargo shifting, spontaneous combustion, and cargo saturation can threaten a ship. The use of ships that are old and have corrosion problems has been linked to a spate of bulker sinkings in the 1990s, as have the bulker's large hatchways, important for efficient cargo handling. New international regulations have since been introduced to improve ship design and inspection, and to streamline the process of abandoning ship.

There are various ways to define the term bulk carrier. As of 1999, the International Convention for the Safety of Life at Sea defines a bulk carrier as "a ship constructed with a single deck, top side tanks and hopper side tanks in cargo spaces and intended to primarily carry dry cargo in bulk; an ore carrier; or a combination carrier." However, most classification societies use a broader definition where a bulker is any ship that carries dry unpackaged goods. Multipurpose cargo ships can carry bulk cargo, but can also carry other cargoes and are not specifically designed for bulk carriage. The term "dry bulk carrier" is used to distinguish bulkers from bulk liquid carriers such as oil, chemical, or liquefied petroleum gas carriers. Very small bulkers are almost indistinguishable from general cargo ships, and they are often classified based more on the ship's use than its design.

A number of abbreviations are used to describe bulkers. "OBO" describes a bulker which carries a combination of ore, bulk, and oil, and "O/O" is used for combination oil and ore carriers. The terms "VLOC," "VLBC," "ULOC," and "ULBC" for very large and ultra large ore and bulk carriers were adapted from the supertanker designations very large crude carrier and ultra large crude carrier.

International Shipping and Moving

When making an international move to a brand new place where everything is sure to be different, you will want to have the comfort knowing that you're working with a moving company that offers the best quality door to door service available. You'll feel best about working with a highly trained and experienced staff that can provide their services as well as handle all the details that come with the stresses of documentation, insurance, customs assistance, shipping and storage. This will be no easy task, so at least let your movers take the bulk of the burden so you have lots less to worry about.

Try to do a little research at home by looking for companies that will help you move directly from your home state to your final destination. International moving Connecticut is a prime example for finding a good company that can get you into a different state or country with as little stress and worry as possible.

When looking for a company, try to get an idea of what their full range of services include. Chances are that if you're moving your residential goods you may need help with your business relocation as well. Many international movers offer all risk insurance, box and wardrobe moves, and secure storage and warehouse facilities. These are all things to look into when finding the best vendor to service all your moving needs.

Above all, make sure your shipping company has the experience as well as the international savvy, to plan prepare and transport your cargo anywhere in the world efficiently and thoroughly. There is nothing harder than having to deal with the added stress of moving your most valuable possessions to another country, so whether using international moving Connecticut or any other state, find the best one suited to your every need.