Container ships (sometimes spelled container ships ) are cargo ships carrying all their cargo in truck-size intermodal containers, in a technique called compaction. They are a common commercial intermodal transport vehicle and now transport the most sailing non-bulk cargoes.
The capacity of the container vessel is measured in twenty-foot equivalent units (TEU). The general load is a mixture of ISO 20-foot and 40-foot standard containers (2-TEU), with the latter being dominant.
Currently, about 90% of non-bulk cargo worldwide is transported by container vessels, and the largest modern container vessel can carry more than 21,000 TEUs (eg,
Video Container ship
History
There are two main types of dry cargo: bulk cargo and bulk cargo breakers. Bulk goods, such as grain or coal, are transported without being packed in the hull of the ship, generally in large volumes. Bulk-break cargo, on the other hand, is transported in packages, and generally manufactured goods. Prior to the emergence of containers in the 1950s, massive pieces of goods were loaded, whipped, disassembled and dismantled from ships one by one. However, by grouping the cargo into containers, 1,000 to 3,000 cubic feet (28 to 85 m 3 ) cargo, or up to about 64,000 pounds (29,000 kg), are moved at once and each container is secured to ship once by standard way. Containerization has significantly improved the efficiency of moving traditional break-bulk cargoes, reducing delivery times by 84% and cost by 35%. In 2001, more than 90% of world trade in non-bulk goods was transported in ISO containers. In 2009, nearly a quarter of the world's dry cargoes were shipped with containers, approximately 125 million TEUs or 1.19 billion metric tons of cargo.
The first vessel designed to carry a standard payload unit was used at the end of the 18th century in England. In 1766 James Brindley designed a "Starvationer" boat box with 10 wooden containers, to transport coal from Worsley Delph to Manchester by Canal Bridgewater. Before the first World War II vessel, container ships were used to carry luggage of luxury passenger trains from London to Paris, Golden Arrow/Fleche d'Or, in 1926 by Southern Railway. These containers are loaded in London or Paris and taken to harbor, Dover or Calais, with flat cars in England and "CIWL Pullman Gold Arrow Fourgon from CIWL" in France.
The earliest container ship after World War II converted oil tankers, built from the excess T2 tankers after World War II. In 1951, the first specially constructed container vessel began operating in Denmark, and between Seattle and Alaska. The first successful commercial container vessel was the Ideal X , a T2 tanker, owned by Malcom McLean, which brought 58 metal containers between Newark, New Jersey and Houston, Texas on its first voyage. In 1955, McLean built his company, McLean Trucking became one of the largest cargo fleets of the United States. In 1955, he bought a small Atlantic Pan Boat Company from Waterman Steamship and adapted his vessel to transport cargo in a large uniform metal container. On April 26, 1956, the first of the rebuilt container vessels, Ideal X , left Port Newark in New Jersey and a new revolution in modern deliveries was produced.
The ship container removes individual hatches, holding and separating from traditional general cargo vessels. The typical hull container ships are large warehouses divided into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed units - containers. The shipping containers are usually made of steel, but other materials such as aluminum, fiberglass or plywood are also used. They are designed to be fully transferred to and from smaller coastal carriers, trains, trucks and/or semi-trailers (and so are transported by various transportation modes during one trip, thus naming intermodal transport). There are several types of containers and they are categorized according to size and function.
Currently, about 90% of non-bulk cargo worldwide is transported by containers, and modern container vessels can carry over 21,000 TEUs. As a class, container vessels now rival crude oil tankers and aircraft carriers as the largest commercial vessels in the oceans.
Although the pinnacle causes a revolution in the shipping world, its introduction has no easy path. Port companies, trains (railroads in the US) and shippers worry about the huge cost of developing ports and rail infrastructure needed to handle container vessels, and for the movement of containers on land by rail and road. Unions are concerned about massive job losses among port workers and port docks, as containers will undo some manual handling work on port cargoes. It took ten years of legal battle before container ships would be pressed into international service. In 1966, a container ship service from the United States to the Dutch city of Rotterdam began. Containerization not only changed the face of delivery, but also revolutionized world trade as well. A container ship can be loaded and unloaded within a few hours compared to days on a traditional cargo ship. This, in addition to cutting labor costs, has reduced delivery times between ports for the most part; for example, it takes several weeks, not months for shipments sent from India to Europe and vice versa. This also results in less damage due to poor handling; Also, there is less danger of moving cargo during travel. Since the containers are closed and only opened at the destination, the theft and theft rates have been greatly reduced.
Containerization has lowered shipping costs and reduced delivery times, and this has helped the growth of international trade. Cargoes that once arrived in cartons, crates, bales, barrels or bags now come in sealed containers at the factory, without any indication of the human eye of the contents, except the machine-scanned product code and computer footprint. This tracking system is so precise that a two-week cruise can be timed for arrival with an accuracy of under fifteen minutes. This has resulted in revolutions such as timely and timely delivery in manufacturing. Raw materials arrive from the factory in closed containers less than an hour before they are required in manufacture, thus reducing inventory costs.
The exporter loads the merchandise in the box provided by the shipping company. They are then sent to the dock by road, rail or a combination of both to load onto a container vessel. Before the containers, the big gangs of men would spend hours to put various cargo items to different places. Today, cranes, mounted on the dock or on boats, are used to place containers on board. When the keel is full, additional containers are stacked on the deck.
The largest container ship is currently 400 meters (1,300 feet). They carry a load equal to the carrying capacity of sixteen to seventeen pre-World War II cargo ships.
Maps Container ship
Architecture
There are several important points in the design of modern container vessels. Hull, similar to bulk carriers and general cargo ships, is built around a strong keel. Into this frame is arranged one or more cargo space under the deck, many tanks, and engine room. The handle is closed with a hatch cover, where more containers can be stacked. Many container ships have cargo cranes installed on them, and some have special systems to secure containers on board.
The hull of a modern cargo ship is an elaborate arrangement of steel plates and reinforcing blocks. The hull is built around the hull. Resembling the ribs, and tied at right angles to the hull is a ship frame. The ship's main deck, the metal plate covering the top of the stomach frame, is supported by a beam attached to the top of the chassis and runs the entire width of the ship. The beams not only support the deck, but along with the deck, frame, and bulkhead, strengthen and strengthen the shell. Another feature of the hull recently is a set of double-bottom tanks, which provide a second impermeable shell that runs most of the length of the ship. Double-bottom generally holds liquids such as fuel oil, water reply or fresh water.
The ship's engine room accommodates the main engine and its auxiliary machinery such as clean water and sewerage systems, electrical generators, fire pumps, and air conditioning. In most new vessels, the engine room is located at the rear of the ship.
Size category
Container vessels are divided into 7 main size categories: small feeder, feeder, feedermax, Panamax, Post-Panamax, New Panamax and ultra-large. As of December 2012, there are 161 container ships in the VLCS class (Large Container Ship, over 10,000 TEUs), and 51 ports in the world can accommodate them.
Panamax ship size is limited by the original Panama canal lock room, which can accommodate vessels with blocks up to 32.31 m, overall length up to 294.13 m, and draft up to 12.04 m. Post-Panamax categories have historically been used to describe ships with a print width of more than 32.31 m, but the Panama Canal extension project has caused some changes in terminology. The New Panamax category is based on the maximum ship size capable of transiting the new third set of locks, which opened in June 2016. A third set of keys was built to accommodate container vessels with an overall length of 366 meters (1.201Ã, ft), a maximum width of 49 meters (161Ã , Ft), and tropical fresh water draft 15.2 meters (50Ã, ft). Such ships, called the New Panamax class, wide enough to carry 19 container lines, can have a total capacity of about 12,000 TEU and are comparable to the size of a large bulk carrier or Suezmax tanker.
Container ships below 3,000 TEUs are generally called feeders. The feeder is a small vessel that normally operates between smaller container ports. Some feeders collect their cargo from small ports, place them in large ports for transshipment on larger vessels, and distribute containers from large ports to smaller regional ports. The size of this vessel is the most likely to carry cargo cranes on board.
Crane cargo
The main characteristic of a container vessel is whether it has a crane installed to handle its load. Those who have cargo cranes are called redirected and are not called ungeared or gearless . The earliest container ships built in the 1970s are all without teeth. Since then, the percentage of the various newbuilds has fluctuated widely, but has declined overall, with only 7.5% of container ship capacity in 2009 equipped with cranes.
While container ships are more flexible because they can visit ports that are not equipped with pierside container cranes, they suffer from some weaknesses. To begin with, the patterned vessels will be more expensive to buy than the ship without gear. Ships that are driven also incur greater recurring costs, such as maintenance and fuel costs. The United Nations Trade and Development Council characterizes patterned vessels as "special markets suitable only for ports where low cargo volumes do not justify investing in ports or where the public sector lacks the financial resources for such investments."
Instead of rotary cranes, some ships that are driven have a gantry crane installed. This crane, specifically for container work, can roll back and forth on the tracks. In addition to additional capital costs and maintenance costs, these cranes generally load and dispose of containers much more slowly than their beach counterparts.
The introduction and enhancement of shoreside crane containers has been the key to the success of container vessels. The first cranes specifically designed for container work were built at the Alameda Port of California in 1959. In the 1980s, gantry shoreside cranes were able to move containers in 3-minute cycles, or up to 400 tonnes per hour. In March 2010, at Port Klang in Malaysia, a new world record was set when 734 containers were done in one hour. The record was achieved by using 9 cranes to simultaneously load and unload the MV CSCL Pusan, a ship with a capacity of 9,600 TEUs.
Ships in the range 1,500-2,499 TEUs are the most likely sized class to have cranes, with more than 60% of these categories being flagship ships. Slightly less than a third of very small vessels (from 100-499 TEU) are moved, and almost no ships with a capacity of more than 4,000 TEU are directed.
Cargo holds
Efficiency has always been key in the design of container vessels. While containers can be made on conventional bulk-bulk vessels, cargo space for special container vessels is specifically built to accelerate loading and unloading, and to efficiently keep containers safe while on the sea. The key aspect of container ship specialization is the design of the hatch, the opening from the main deck to the holding cargo. Hatch holds stretch the entire cargo space, and are surrounded by a high steel structure known as hatch coating. Above the cork hold is a hatch cover. Until the 1950s, the hold was usually secured with wooden planks and tarps held with battens. Currently, some hatch covers may be solid metal plates lifted and removed from the vessel by crane, while others are articulated mechanisms that are opened and closed using strong hydraulic sheep.
Another key component of a special container ship design is the use of cell guides . The cell guide is a strong vertical structure made of metal mounted into the ship's cargo hold. This structure guides the container into well-defined rows during the loading process and provides some support for containers against onshore vessels. So fundamental to the design of container ships is a cell guide that organizations such as the United Nations Conference on Trade and Development use their presence to distinguish special container ships from general bulk cargo ships.
The three-dimensional system is used in the load plan to illustrate the position of containers on board. The first coordinates are BAY , which starts at the front of the ship and increases the stern. The second coordinate is "TIER", with the first level at the bottom of the cargo, the second level above it, and so on. The third coordinate is ROW . The line on the right side is given an odd number and that on the side of the port is even numbered. The line nearest the center line is given a low number, and the number increases for the slot farther from the midline.
Container ships require only 20 feet, 40 feet and 45 feet containers. 45 footer just fit on the deck. The 40 foot containers are the main container sizes, accounting for about 90% of all container shipping and since container shipping removes 90% of the world's freight, over 80% of the world's freight moves through 40 leg containers.
Whipping system
Many systems are used to secure containers on board, depending on factors such as ship type, container type, and container location. Stowage inside the mobile ship (FC) is completely simple, usually using a simple metal form called a container guide, locating cones, and anti-rack spacer to lock the container together. Above-deck, with no extra support from cell guides, more elaborate equipment is used. Three types of systems are currently widely used: whipping systems, locking systems, and support systems. Hit the system of securing the container to the ship using devices made of wire rope, rigid sticks, or chains and devices to muffle lashes, such as turnbuckles. Glamor effectiveness is enhanced by securing each other's containers, either with simple metal shapes (such as pile cones) or more sophisticated devices such as key rotary stackers. A typical rotary key is inserted into the casting hole from one container and rotated to hold it in place, then another container is lowered on it. Both containers are locked together by turning the handle of the device. The typical turn-key is made of wrought iron and ductile iron and has a shear strength of 48 metric tons.
The support system, which is used on several large container vessels, uses a large tower system attached to the vessel at either end of each cargo. As the ship is loaded, a rigid and removable stacking framework is added, structurally securing each layer of the container together.
Bridge
Containers typically have one bridge and an accommodation unit at the rear, but to reconcile the demand for larger container capacity with SOLAS visibility requirements, several new designs have been developed. By 2015, several large container vessels are being developed with a bridge farther ahead, separate from the chimney. Some of the smaller container ships that work at European ports and rivers have wheeled houses that can be lifted, which can be lowered for passage under a low bridge. HHI has developed the Skybench moving bridge to allow more capacity on large container ships.
Fleet Characteristics
In 2010, container ships comprised 13.3% of the world's fleet in terms of deadweight tonnage. The total tonnage of container ship weight in the world has increased from 11 million DWT in 1980 to 169.0 million DWT in 2010. Combined container ship dead weight and general cargo vessels, which often carry containers, represent 21.8% of the fleet world.
In 2009, the average age of container vessels around the world was 10.6 years, making them the youngest type of public vessel, followed by aircraft carriers at 16.6 years, oil tankers at 17 years, general cargo ships at 24.6 year, and others at 25.3 years.
Much of the world's carrying capacity in a cellular container ship is entirely in ship service, where ships trade on scheduled routes. In January 2010, the top 20 vessel companies accounted for 67.5% of the world's total mobile container capacity, with 2,673 ships with an average capacity of 3,774 TEUs. The remaining 6,862 full mobile ships each have an average capacity of 709 TEUs.
Most of the capacity of mobile container vessels used in ship trading are owned by German ship owners, with about 75% owned by Hamburg brokers. It is a common practice for large container lines to equip their own ships with chartered vessels, for example in 2009, 48.9% of the tonnage of 20 of the top ship companies were rented in this way.
Flag country
International law requires that each merchant ship is registered in a country, called a flag country. A flag state regulatory ship exercises control over vessels and is required to regularly inspect, certify ship and crew equipment, and issue security and pollution prevention documents. In 2006, the United States Transportation Bureau of Statistics calculated 2,847 container ships of 10,000 tonnes of deadweight (DWT) or greater worldwide. Panama is the country's largest flag carrier in the world for container ships, with 541 ships in the registry. Seven other flag countries have more than 100 registered container ships: Liberia (415), Germany (248), Singapore (177), Cyprus (139), Marshall Islands (118) and United Kingdom (104). Flags of Panama, Liberia, and Marshall are open registrars and considered by the International Transportation Workers Federation to be a flag of convenience. By comparison, traditional maritime nations such as the United States and Japan have only 75 and 11 registered container ships.
Ship purchases
In recent years, the excess capacity of container vessels has caused prices for new and used ships to fall. From 2008 to 2009, new container vessel prices fell 19-33%, while prices for 10-year container vessels fell by 47-69%. In March 2010, the average price for a 500-TEU container motorized vessel was $ 10 million, while the toothless ships of 6,500 and 12,000 TEUs averaged $ 74 million and $ 105 million respectively. At the same time, the used price for a 10-year-old 10,000-toner container vessel with a capacity of $ 4 million, $ 15 million and $ 18 million, respectively.
In 2009, 11.669 million tonnes of newly constructed container ships were delivered. More than 85% of this new capacity is built in the Republic of Korea, China, and Japan, with Korea controlling over 57% of the world's total. New container vessels accounted for 15% of total new tonnage that year, behind bulk carriers at 28.9% and oil tankers at 22.6%.
Eliminate
Most of the vessels are removed from the fleet through a process known as scrapping. Scrapping is rare for ships under 18 years old and common for those over 40 years of age. Shipowners and buyers negotiate scrap prices based on factors such as empty vessel weight (called ton ton of light or LTD) and prices in the scrap metal market. Swiping the volatile level, the price per ton of light displacement has swung from a high of $ 650 per LTD in mid 2008 to $ 200 per LTD in early 2009, before building to $ 400 per LTD in March 2010. In 2009, over 96% of removal activities in the world occurs in China, India, Bangladesh, and Pakistan.
The global economic downturn of 2008-2009 resulted in more vessels than normally sold for scrap. In 2009, container shipping capacity of 364,300 TEUs was removed, up from 99,900 TEUs in 2008. Container vessels accounted for 22.6% of the total gross tonnage of vessels canceled that year. Despite the surge, the capacity removed from the fleet accounts for only 3% of the world's containership capacity. The average age of container vessels disposed of in 2009 was 27.0 years.
Biggest ship
The economic scale has dictated the upward trend in the size of container ships to reduce costs. However, there are certain limitations to the size of container vessels. In particular, this is the availability of a sizable main engine and the availability of a number of ports and terminals sufficiently prepared and equipped to handle ultra-large container vessels. In addition, the maximum permissible ship dimensions in some of the world's major waterways can present an upper limit in terms of vessel growth. This is primarily the Suez Canal and the Singapore Strait.
In 2008, South Korean shipbuilder STX announced plans to build a container vessel capable of carrying 22,000 TEUs, and with a proposed length of 450 m (1,480 ft) and a beam of 60 m (200 ft). If built, container ships will be the largest sea sailing vessel in the world.
Since the very large container ships are relatively low-draft vessels compared to large tankers and bulk carriers, there is still plenty of room for ship growth. Compared to the current largest container vessel, Maersk Line 15,200 TEU Emma MÃÆ'Â|rsk -type series, 20,000 TEU container ships will only be slightly larger in terms of exterior dimensions. According to 2011 estimates, ultra-large container vessels of 20,250 TEUs will measure 440 m  ¥ 59 m (1,444 ft ÃÆ' 194 ft), compared with 397.71 m ÃÆ' â € "56.40 m (1,304.8 ft ÃÆ'â € Å" , 185,0Ã, ft) for class Emma MÃÆ'Â|rsk . It will have a dead weight of about 220,000 tons. While such ships may be near the upper boundary for the Suez Canal channel, the so-called Malaccamax concept (for the Malacca Strait) does not apply to container vessels, because the Malacca and Singapore Straits draft limit of approximately 21 meters (69 ft) is still above ship design possible containers. In 2011, Maersk announced plans to build a new "Triple E" container family of 18,000 TEU, with an emphasis on lower fuel consumption.
In the current market situation, the main engine will not be as much of a limiting factor for good ship growth. The rising cost of fuel oil in early 2010 has driven most of the container lines to adjust to slower and more economical shipping speeds of 21 knots, compared to the previous top speed of 25 or more knots. Furthermore, newly built container vessels can be equipped with smaller main engines. This type of engine installed on today's vessels of 14,000 TEU is thus large enough to propel a future vessel of 20,000 TEUs or more. Maersk Line, the world's largest container shipping line, selected twin engines (two smaller engines that worked two separate propellers), when ordering a series of ten 18,000 TEU ships from Daewoo Shipbuilding in February 2011. The ships were delivered between 2013 and 2014. By 2016, some experts believe that the largest container vessels are currently at optimum size, and can not be economically greater, because port facilities will be too expensive, port handling is too time consuming, the number of ports being too low, and the cost insurance is too high.
In March 2017 the first vessel with an official capacity of over 20,000 TEUs was baptized in Samsung Heavy Industries. MOL Triumph has a capacity of 20,150 TEUs. Samsung Heavy Industries is expected to ship several more than 20,000 TEUs by 2017, and has orders for at least ten ships in the size range for OOCL and MOL.
Goods market
The act of hiring a ship to transport cargo is called a charter. Outside the special bulk cargo market, vessels are chartered by three types of charter agreements: travel charter, time charter, and bareboat charter. In a travel charter, the tenant hires a vessel from the loading port to the disposal port. In a time charter, the vessel is hired for a certain period of time, to make the voyage as the tenant does. In the bareboat charter, the tenant acts as an operator and ship manager, taking on responsibilities such as providing crews and maintaining vessels. The completed chartering contract is known as the charter party.
United Nations Conference on Trade and Development, or UNCTAD, in 2010 Review of Maritime Trade tracks two aspects of container shipping prices. The first is the rental price, especially the price to the TEU 1st time-charter slot for a 14 metric ton load on the container vessel. The other is freight rates, or a comprehensive daily charge for delivering one TEU cargo on a particular route. As a result of the late 2000s recession, both indicators showed sharp declines during 2008-2009, and have shown signs of stabilization since 2010.
UNCTAD uses the Hamburg Yacht Association (officially Vereinigung Hamburger Schiffsmakler und Schiffsagenten e V.) or VHSS for the short term) as the primary source of the industry for the price of container shipping. The VHSS maintains some charter indices of container ships. The eldest, dating from 1998, is called the Hamburg Index . The index considers the time-charters on fully mobile container ships controlled by Hamburg brokers. These are limited to 3 or more months charter, and are presented as an average daily cost in US dollars for a one-TEU slot weighing 14 metric tons. Hamburg Index data is divided into ten categories based mainly on ship carrying capacity. Two additional categories exist for small ships under 500 TEUs carrying their own cargo cranes. In 2007, VHSS started another index, New ConTex which tracked similar data obtained from an international group of shipbrokers.
The Hamburg index shows some clear trends in the charters market recently. First, interest rates in general increased from 2000 to 2005. From 2005 to 2008, interest rates gradually declined, and in mid-2008 began a "dramatic decline" of around 75%, which lasted until a stable rate in April 2009. Rates ranging from $ 2.70 to $ 35.40 in this period, with prices generally lower on larger vessels. The most powerful ships in this period were from 200-300 TEUs, the fact that the United Nations Council for Trade and Development attributes the lack of competition in this sector. Overall, in 2010, this rate rebounded slightly, but remained at about half of their 2008 values. In 2011, the index showed signs of recovery for container shipments, and combined with the increase in global capacity, showing a positive outlook for the sector in the near term.
UNCTAD also tracks container transport rates. The shipping rate is expressed as the total price in US dollars for the shipper to transport one TEU of cargo worth along the given route. Data were provided for three major container ship routes: US-Asia, US-Europe, and Europe-Asia. Prices are usually different between two foot cruises, for example Asia-US. tariffs have been much higher than the US-Asia rate of return in recent years. Generally, from the fourth quarter of 2008 to the third quarter of 2009, container cargo volumes and freight rates dropped sharply. In 2009, freight rates on the European-American route were the most stringent, while Asia-US. the route fell at most.
Ship companies respond to their overcapacity in several ways. For example, in early 2009, some container lines lowered their tariffs to zero on the Asia-Europe route, charging the shippers only a cover charge to cover operating costs. They lowered their excess capacity by lowering the speed of the vessel (a strategy called "slow steaming") and by laying down the ship. Evaporating slowly increases the length of the Europe-Asia route to a record high of more than 40 days. Another strategy used by some companies is to manipulate the market by issuing a notice of tariff increases in the press, and when "a notice has been issued by one operator, another operator follows."
Trans-Siberian Railroad (TSR) has recently become a more viable alternative to container ships on the Asia-Europe route. These trains are usually able to deliver containers in 1/3 to 1/2 of sea time, and by the end of 2009 announced a 20% reduction in container shipping rates. With the 2009 tariff schedule, TSR will transport a forty foot container to Poland from Yokohama for $ 2,820, or from Pusan ​​for $ 2,154.
Shipping industry alliance
In an effort to control costs and maximize capacity utilization on larger vessels, ship-sharing agreements, cooperation agreements and slot exchanges and has become a growing feature of the maritime container shipping industry. As of March 2015, the world's 16 largest container shipping lanes have consolidated their routes and services that include 95 percent of the volume of container cargo moving in the dominant east-west trading routes.
Operators remain operatively independent, prohibited by antitrust regulators in some jurisdictions from colluding on tariff or cargo capacity. The similarity can be drawn with the Airline alliance
Container Port
Container traffic through ports is often tracked in equivalent twenty feet or TEU throughput. In 2009, the Port of Singapore was the world's busiest container port, with 25,866,000 TEU handled. That year, six of the ten busiest container ports are in the People's Republic of China, with Shanghai in 2nd place, Hong Kong Port in 3rd place, Shenzhen 4th, Guangzhou 6th, Ningbo 8th, and 9th Qingdao. Rounding out the top ten ports is Busan in South Korea at number 5, Dubai in United Arab Emirates at number 7, and Rotterdam in the Netherlands at 10th place with 9,743,290 TEU served. In total, the 20 busiest container ports handle 220,905,805 TEUs in 2009, almost half of the total estimated global container traffic of 465,597,537 TEUs.
Security issues
In March 2007, a London-based container vessel overturned in Antwerp, Belgium during loading.
Maneuvers in coastal waters and ports managed at wheel houses may be dangerous, as evidenced by container ships that crashed into San Francisco-Oakland Bay Bridge on November 7, 2007.
It is estimated that container ships lose between 2,000 and 10,000 containers at sea each year, for $ 370 million. Most went overboard during the storm but there were several examples of the entire ship missing with their cargo. When containers are dropped, they immediately become an environmental threat - so-called "marine debris." Once in the ocean, they fill with water and drown if its contents can not hold the air. Rough water destroyed the container, drowning it quickly.
Source of the article : Wikipedia
0 Comments