The Lifecycle of Tank Container POL TO POD

The transportation of tank containers from one port to another, across different continents, is a highly coordinated process that involves logistics, technology, and compliance. This journey is crucial for facilitating global trade and emphasizes the vital role these vessels play in the secure and efficient transportation of liquids and gases on a global scale.

Below are the details of the cycle from port gate in to gate out and the challenges involved in detecting damages, recording them, and generating an Equipment Interchange Receipt (EIR). The shipping process is intricate and involves various steps, including loading, trucking, and shipping, as well as unloading. Throughout this process, containers change hands multiple times, which increases the likelihood of mishandling and damages occurring.

Yet, there are a few common reasons for container damage.?

Bad stowing?

Bad stowing is one of the biggest reasons for physical damage to the container.

Improper stowing of tank containers on a vessel can lead to various issues and potential damage. Here are some ways in which bad stowing practices can adversely affect tank containers:

1. Physical Damage:* Collision Risk: Poorly stowed containers are at a higher risk of colliding with each other during rough seas or sudden vessel movements.* Toppling Hazard: Inadequate securing may lead to containers toppling over, causing physical damage to the tanks.

2. Twisting and Bending: Incorrectly positioned containers may experience excessive twisting or bending forces during transit, potentially leading to structural stress.

3. Fluid Dynamics and Load Distribution:

* Fluid Movement: Improper stowing can cause the liquid cargo inside the tank to shift excessively, affecting the balance and stability of the container.

* Uneven Load Distribution: Unequal weight distribution on the vessel can result in uneven stresses on tank container structures.

4. Corrosion and Environmental Exposure:

* Exposure to Elements: Containers placed in positions where they are exposed to saltwater or harsh environmental conditions may experience accelerated corrosion.

* Leakage Risk: Increased risk of corrosion may lead to potential leakage of hazardous materials.

Handling Equipment Issues:

• Accessibility Problems: Poor stowing may make it challenging for handling equipment (cranes, RTG/Gantry) to access and handle containers during loading and unloading, risking mishandling.

Bad weather?

The next influential factor in container damage is the weather. Weather is unpredictable and causes internal and external damage. The air near the ocean has high levels of moisture and when they get trapped in the container, they settle in the colder areas. When the container goes to a hotter region, the moisture condenses into water and climbs onto the walls and the ceiling, and starts to drip down causing ‘container rain’. This results in rusting and corrosion of the container walls.

Mishandling during loading & unloading?

Mishandling during the loading and unloading of tank containers at ports can result in various types of damage. It is essential to follow proper procedures and safety protocols to avoid incidents that could jeopardize the integrity of the container and the safety of personnel. Here are potential causes of damage due to mishandling:

Impact Damage:

• Collisions with Equipment: Mishandling of handling equipment, such as RTG or Ganrty, can lead to collisions with the tank container, causing dents, scratches, or structural damage.
• Container-to-Container Collisions: Lack of precision during stacking or movement can result in containers colliding with each other, leading to impact damage.

Toppling Risk:

• Incorrect Stacking: Inadequate stacking or positioning of containers can increase the risk of toppling during loading or unloading operations, causing substantial damage.

Twisting and Torsion:

• Uneven Lifting: Lifting one end of the container unevenly can cause twisting and torsion, potentially leading to structural stress or damage.

Handling Equipment Compatibility:

• Incompatible Handling Equipment: Using handling equipment that is not suitable for tank containers or not properly calibrated can result in mishandling and potential damage.

Securing and Fastening Issues:

• Inadequate Securing: Failing to properly secure the tank container during movement or transport within the port area can lead to shifting and impact damage.
• Loose Fastenings: If securing mechanisms such as twist locks or lashings are not appropriately tightened, containers may become unstable, causing damage during handling.

Overfilling or Underfilling:

• Overfilling: Filling the tank container beyond its rated capacity can result in spillage, leakage, or structural stress.
• Underfilling: Insufficient filling may lead to sloshing of liquid cargo inside the container, impacting stability.

Detailed Explanation of the Container's Travel Cycle in the Port Terminal:

Upon the vessel's arrival at the port, the vessel planner/terminal supervisor assigns specific berths and multiple cranes based on the size and capacity of the vessel. For smaller vessels, such as those with a capacity of 1500 TEU (twenty feet equivalent units), one or two cranes are sufficient. However, larger vessels like the MSC 24000 TEU require the allocation of multiple cranes to ensure timely loading, offloading, and departure.

Once the vessel has arrived, several staff members are required to allocate tasks accordingly. These include a tally clerk, foreman, crane operator, and labor staff. The labor staff is responsible for putting and removing the twist lock, while another laborer is positioned on top of the vessel to provide support and perform lashing once the loading process is completed. The foreman stands on top of the vessel with the loading and offloading plan, guiding the crane operator using VHF communication.

The foreman holds full responsibility for the specific type of vessel, overseeing the loading and unloading operations, ensuring the safety of personnel, and ensuring that the loading and offloading processes are completed on time while maximizing crane efficiency. In the case of larger vessels, multiple cranes, tally clerks, foremen, and labor staff are required to support the operation, as each crane is allocated to one or two bays of the vessel. If the vessel is even larger, with multiple bays, additional cranes and staff are necessary. The yard planner is responsible for sending trailers to the specified crane for container pick-up.

Once all the equipment and containers have been set up and the offloading process has begun, a tally clerk stationed on the ground is responsible for inspecting the tanks. They will arrange the trailer or align it with the spreader and update the tank information in the system, including the tank number and vehicle number. The system will automatically assign a yard location for the tank once this information is updated.

Due to the high volume of containers being offloaded, an average crane can handle around 20-40 moves per hour. This quick operation makes it challenging to identify any damage on the tanks. Additionally, the tally clerk's visibility is limited to only one side of the tank, as the other side faces the vessel and the sea. Therefore, it is often difficult to spot any damage on all sides of the tank during the fast-paced operation.

If the tally clerk does notice any damage, there is an option in the system to update the type and location of the damage, whether it is on the floor, top, or side. Once the tank reaches at the gate, the gate security personnel can issue an Equipment Interchange Receipt (EIR) mentioning the type of damage.

see below sample of damages code and port out Equipment Interchange Receipt (EIR).

The codes for damages can vary depending on the region. These codes are commonly used at the DP World terminal in the UAE. Damages codes are divided into minor and major categories based on the type of damage.

If the damage is minor, such as a crack in the cladding, it doesn't require much time or material to repair. In this case, the tally clerk should update the code as minor damage for cladding.

For major damage, like heavy dents in the top rail or bottom rail, or if the repair cost is high, the tally clerk should update the damages as major. However, this decision depends on the awareness and training of the tally clerk.

There are two scenarios to consider. The first is when a tank is loaded in a damaged condition from the point of loading (POL). If the gate security personnel at the POL notice the damage and update the system accordingly, the damage will be recorded in the system and reflected in the Equipment Interchange Receipt (EIR) when the tank arrives at the point of discharge (POD). However, it is also important for the driver to be aware of this situation. The driver should request a port inspection EIR before leaving the port and should also inspect the tank again before offloading at the port. If any damage is found, the driver should inform the gate security personnel.

It is possible that the tank may have been damaged during loading at the POL due to incorrect handling, or it may have been damaged during offloading at the POD. If the damage goes unnoticed by the tally clerk, yard clerk, and even the gate security personnel during the tank's exit from the gate, the EIR will not reflect the damage. The driver is also responsible for inspecting the tank at the gate before leaving and informing the gate security personnel if any damage is found.This will ensure that the damage is updated and an updated EIR is issued. However, in most cases, the driver fails to inspect the tank before leaving and does not collect the EIR, which leads to difficulties in claiming the damage and determining the cause of the damage.

It is also the responsibility of the transporter to educate their drivers on inspecting the tank from all sides before departing from the port. If there is damage on the top of the tank, it can be difficult for drivers to detect, depending on the extent of the damage. However, it is easier to detect damage on the other sides. When discussing the port, it is crucial for them to have a robust system in place to detect, update, and communicate any damages. The tank goes through multiple inspection barriers such as POL, gate in inspection, yard inspection, loading inspection, POD inspection, and gate security inspection.

Causes of insufficient inspection or overlooked damage at port entrance, exit, during loading on the ship, or during unloading from the ship.

Limited Visibility:

• Visibility is not good at port and another thing tally clerk inspecting the tank from far only which make it challenging to detect the damage.

Weather Conditions:

• Adverse weather conditions such as rain, fog, or poor lighting can impede the inspector's ability to conduct a thorough visual examination, potentially leading to overlooked damages.

Time Constraints:

• Port operations are time-sensitive, and inspectors may be under pressure to expedite the inspection process. This urgency can result in oversight or insufficient attention to detail.

Accessibility Issues:

• Some parts of the tank container may be difficult to access or hidden from view, making it challenging to identify damage in those areas.

inadequate Equipment:

• The availability and quality of inspection equipment can influence the effectiveness of the inspection process. Inadequate tools may hinder the inspector's ability to detect certain types of damage.

Training and Awareness:

• Inspectors may not always receive sufficient training or have a comprehensive understanding of the types of damage that can occur in tank containers. This can lead to oversight or misinterpretation.

Solutions and Recommendations:

1. Invest in Technology:Ports should invest in advanced technologies, such as digital tracking systems and IoT devices, to enhance damage detection capabilities and streamline data updates. port should work on taking pictures also without delaying the loading and offloading process. good to use highly resolation CCTV camera attached to the crane top, left and right side so it an capture each tank while loading and unloading form port. and when needed tank operator can ask pictures from port for claim prupose.
2. Training Programs:Conduct regular training programs for port gate inspectors, tally cleark, foremen, yard cleak, focusing on damage identification, the use of inspection equipment, and the importance of accurate and timely documentation.
3. Standardized Processes:Implement standardized processes for documenting and updating damage information. This includes using digital platforms that facilitate real-time updates and reduce the chances of manual errors. some port are using ditial hand held device to update the tank entry real time while laoidng and offlaoiudng the tank. so its work like this, while offlaoding the tank tally cleark update it into hand held device so yard planner and other team know that tank has been offloaded and stack in yard and what location and in what condition. same work for loading porocess. but all port is not equiped with digital device. some port still using it mannualy which make it difficlut to tranmit real time data.
4. Enhanced Communication Channels:Improve communication channels between gate inspectors and port management systems to ensure seamless and timely reporting of damages.
5. Regular Audits:Conduct regular audits of the damage detection and reporting process to identify areas for improvement and address any systemic issues.Conclusion:

Container damage is a challenging issue to avoid and can occur at any stage of the shipping process. However, pinpointing the main reason for such damage is difficult due to the complexity and numerous factors involved in shipping. According to the report, a significant portion of container damage occurs at the port. This not only poses a substantial financial risk for operators but also leads to a complicated claims process and disputes. Once a claim is raised, there is no guarantee of receiving the money from the responsible party. In some cases, it can take up to one or two years of continuous pursuit to obtain payment for the claim, only to end in failure. This wasted time and effort in chasing the responsible party is frustrating. Therefore, it is crucial to determine who is accountable for damaging the container, whether it is the shipping line, the consignee's trucker, or the shipper's trucker. Identifying the responsible party makes it easier to file a claim and recover the damages promptly. However, it is essential to provide all relevant evidence to support the claim.

"In your experience, what key factors contribute to the successful movement of tank containers from the port of loading to the port of discharge, and how do you ensure a smooth process?"