Container Safety

8/15/2019 Container Safety

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Safety is the number one priority in containershipping. Poor management of risks can lead to loss of

life, cargo, vessel and reputation. Owners and operatorstherefore look to their class society to guide themthrough design, construction and operation of theirvessels to ensure safety at sea.


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Malcolm McLean was a modest road haulage operator. Oneday, while he was unloading some packages from his vehicle andplacing them one by one inside the ship in the port, hewondered whether it would not be possible to raise the chassis

of the truck and put it on the vessel along with all the goods. Itseemed a fairly logical solution, as loading the packages or boxesone by one was an extremely fatiguing job as well as a sheerwaste of time. So McLean’s basic idea was to fill a ship withthese containers at the port of destination and load others.


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The first container ships built in the 1950s wereconverted tankers. Subsequently, dedicated designs forcontainer vessels have been developed. Today, there ismore than 60 years, experience in designing, building

and operating container vessels.


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The evolution in container ships construction

1 TEU (Twenty-foot Equivalent Unit) = 20 ft container = 34 m3


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It is vital to adhere to weight restrictions, andcorrect procedures for loading and securing cargo,to ensure the safe distribution of weight and thatcargoes inside containers do not move or shift

when at sea, compromising the safety of the ship.The IMO/ILO/UNECE Guidelines on the Packing

of Cargo Transport Units provides a common globalresource for information on container stuffing.


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The following requirements must be adhered to during containerstuffing/unstuffing, in addition to the more specific observationselsewhere in this leaflet:• Subject to booking request, select the most suitable container typeto accommodate the cargo;• Prepare a pre -stow plan before commencing stuffing so that

weight/volume considerations are covered and point loading limits areobserved;• Never load by weight above the payload limits of the container, i.e.the cargo and container net weight must not exceed the container’sgross safe working load;• Never load by weight above the road regulations applicable on thetransit;


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• Distribute the weight of the cargo evenly over the floor of thecontainer. Never stow heavy items in one section and light items in

another. The weight of the cargo should not exceed the ’60% withinhalf the length rule ’; • Do not stow heavy goods on top of light goods;• Stow and secure all cargo tightly;• Observe all the handling instructions on cargo such as “Do not drop”or “This side up”; • Stow goods with sharp corners separate from other softermerchandise. Use dividers and separating material as appropriate;• Where possible with mixed loads, place packages containing liquidcargo on the bottom tiers with dry cargo on top;• Use cargo liners for obnoxious cargo such as hides and carbon black;• Do not use clamps or other loading devices unless the goods canwithstand them;


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• When loading Dangerous Goods, ensure that the IMDG Codepackaging requirements are always observed;

• Do not l oad goods in a container with damaged packaging;• Do not stow wet and dampgoods with dry goods;• Do not use dunnage or packaging which is incompatible with thecargo;• Do not stow goods with tainting odours with sensitive merchandise;• Observe all rules concerning dangerous cargo. Use appropriate labelsand placards to identify packing and freight containers loaded withDangerous Goods;• Stow hazardous cargo near the door where possible;

• Include all necessary documentation;• Record the seal number and the container number on all shippingdocuments;• Never smoke, eat or drink during loading or unloading.


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A full container inspection for structural damage requires acompetent and trained person. However, checking forcleanliness and general acceptability is a matter of commonsense. It is very much in the interests of any user, regardless ofwhether the container is being stuffed with a full load, tocarry out a quick internal and external inspection prior tostuffing (and also after unstuffing the container).

The following useful checklists should assist theexamination of containers during cleaning, loading andunloading, to help minimise cargo damage and reduce risks topersonnel. At all times, it is necessary to adhere to theIMO/ILO/UNECE Guidelines for Packing of Cargo TransportUnits.


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2.1 Pre-StuffingPrior to stuffing, a number of checks should Industry Guidance for

Shippers and Container Stuffers be made on a container bothinternally and externally to ensure that it is structurally sound, and safeto work in and around. Dated and digital photographs of the interiorand exterior of the container should be taken.

2.1.1 External ChecksBefore a container is opened, it should be ensured that it possesses

a valid Container Safety Approval Plate and that the reexaminationdate has not passed. Once this has been established, the followingaspects of the container’s exterior should be assessed before it isopened or entered:• Holes: No obvious holes or tears in the exterior panelling;


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• Doors: No broken or distorted door hinges, locks, or door sealgaskets;

• Tilts (Tarps): Where containers are fitted with removable roof tilts(tarps) or side curtains, they should fit correctly, be equipped with tiltwires and have no tears in the fabric;• Roof bows: Open top containers should have all the roof bows

(supports) in place. If the roof is of the retractable sort then the roofbows should slide smoothly to the ends of the container;• Placards and Markings: Any placards or markings remaining on theoutside of the empty container which refer to the previous cargoshould be removed;

• Structure: No serious structural defects such as torn or crackedcorner fittings or side rails (IMO CSC/Circ. 134 contains guidance).


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2.1.2 Internal ChecksOnce the external elements of a container unit have been agreed to

be of a suitable standard, the container may be opened in order thatthe following checks can be made:• Clean: No leftovers (sweepings, dust, grease or liquid) of theprevious cargo;• Dry: The interior should be dry and free of any sweat or frost;

• No infestation: There should be no evidence of pests, insects orrodents which might contaminate cargo and lead to delay by porthealth authorities;• Taint free: If delicate goods susceptible to damage by bad odours areto be packed, then the container should be “sweet” smelling. Thisshould be checked immediately on opening the doors when anylingering smells will be at their strongest. Caution must be exercised incase there are obnoxious gases from cargo previously stowed incontainers, particularly where fumigation may have been used;


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When the planned quantity of goods has been stuffed in a container, the

following checks should be made:Restraint: The goods should be arranged and secured to withstand the normalstresses and strains of the journey. In particular, ensure doorway cargo cannotmove;Customs inspection : If more than one type of article is stuffed in the container, itmay save time and the cost of a search if a sample of each article is positioned nearthe door;Security: When the doors are shut, all securing lugs should be properly engagedforcing the door seals into compression. The company’s approved seal should befitted in the appropriate position on the right hand door and the number noted.Seals should comply with ISO standards;

Contents: Any placard, except those required by regulation, on the outside of thecontainer advertising the contents will attract thieves and should be removed. Anypackages of Dangerous Goods should be labelled according to the IMDG Code;Placards: DG Placards, if appropriate, should be affixed in the recommendedpositions. The placards must be placed in such a way that they do not obscure thenumber of the container or other distinguishing marks.

2.2 Post Stuffing


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The following should be checked prior to unstuffing:Security: Seal is intact and has not been tampered with. The numbermust be compared with the accompanying documents for possiblefuture reference;External condition of the container: Any damage that may haveaffected the content should be duly noted;Placards and markings: Before opening the doors, due regard shouldbe taken of any placards and markings such as DG labels or contentsshipped in bulk;Doors: The doors should be opened cautiously and retaining strapsattached to the locking bars to avoid harm to individuals. This is to

guard against the risk of improperly secured cargo falling out andharming personnel. Once the doors are open, the container should beallowed to ‘air’ for a period of time to ensure that no hazardous gasesor fumes are present which could affect persons entering it.

2.3 Prior to Unstuffing


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When a container is empty of cargo, the container should bechecked for damage that might lead to claims. Most tariffs are soworded that it is obligatory for full container load customers toclean out the container after unstuffing. This includes removal of

all packaging and a thorough sweep out. It is prudent to examinethe container for any signs of wet stains and holes in the sides orroof that might have affected the cargo which has just beencarried. Labels and placards should be removed when thecontainer is empty.

2.4 Checklist after Unstuffing


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Different kinds of packaging methods exist such as cartons, boxes,bags, drums and barrels, rolls, liners for liquid bulk and small woodencrates. The container may have vacant space left on completion ofstuffing due to weight restrictions or otherwise, and sensible securingis necessary on grounds of safety and cargo care.

Bagged cargoes with a high moisture content, such as cocoa beansor coffee beans, may require dressing of the container ceiling and wallswith moisture/condensation absorbing paper, and the hanging of so

called Moisture Absorbing Materials (MAMS) bags in the container’s corners.

3.1 Homogeneous Cargo


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3.2 Uniform StowageWhen cargo is stowed into a container and free space is

unavoidable, the cargo must be stowed in such a way that there is agap in the middle of the stow. The gap, which can be fore and aft orathwart the container, must be chocked with wood or lashed with ropeand, if the cargo is fragile, nets or dunnage bags must be used.

3.3 Carton and PackagesIt is important to follow any instructions printed on the cartons,

e.g. particular side up for bottles of wine which require corks toremain immersed. To ensure stability in the stow and spread theweight as evenly as possible a “Bonded Block Stow” should be used.


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3.4 Bagged CargoBagged cargo tends to settle during transit causing pressure on side

walls. Normal practice is to stow bags in interlocking stows. Bag on bagor building air chimneys within the stow may be necessary where extraventilation is required. To avoid the risk of bags falling out of thecontainer when the doors are opened, a brace or net should be placedagainst the final row. Bags that are stowed and secured on pallets do

not cause this problem and the cargo can be handled much faster.

3.5 Drums and BarrelsDrums and barrels in containers should always be stowed upright if

possible. If the bung or closure is at one end, then it should be stowedwith the bung uppermost. Barrels of earthenware etc should alwaysbe stowed upright.

Cargo behind the doorway should be properly secured with afence, net or lashing.


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When rolls are stowed upright, they should be packed closely

together. Any empty spaces between the rolls should be filled in bysacks of sawdust, corrugated cardboard or similar soft dunnage. Therolls should be secured by means of timber, nets or wedges.

3.6 Rolls

3.7 Bulk LiquidsWine, latex, printing ink and other nonhazardous liquids are often

transported in strong synthetic “flexi-bags ” in 20’ general drycontainers. The bags must be braced at the door end of thecontainer with a strong steel (or other material) bulkhead.

3.8 Bulk SolidsBulk bags are used for a wide range of granular substances including

malt and coffee. Care should be taken to ensure that the cargo doesnot exceed the design parameters of the container.


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Specialist containers are available for shipping clothing. Failure toobserve proper preparation and stowage procedures can result inconsiderable claims for dry cleaning of garments which may havedropped to the container floor.

3.9 Hanging Garments

3.10 Reefer CargoesHot stuffing of containers (warm cargoes in cooled containers)

should be avoided, and the cargoes should thus be pre-cooled.

Reefer cargoes must be stowed in such a manner as to allow optimalcirculation of cold air. For example, stowage of cartons or otherpackages up to the container ceiling will prevent optimal aircirculation and therefore optimal cooling.


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This section identifies important issues of safety that have beenexperienced with containerised cargo and the related subject of cargosecuring.

4.1 OverloadingOverloading is something which can NEVER be condoned and when

accepting cargo the following should always be obtained or checked. Theparty stuffing the container is responsible for ensuring that:• The number of pieces, size, weight and volume of any commodity isobtained;

• The payload and volume of the container selected/requested iscompared with the cargo particulars to establish whether a weight orvolume restriction applies;• The gross mass of the container is in accordance with the gross massgiven on the shipping documents.


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Apart from the immediate dangers to the safety of ships created byoverloading, the gross weight of the container (cargo plus container

tare) must not breach the applicable road or rail limits on all legs of thetransit journey. The importance of observing these limits cannot beoverstressed.

4.2 Road and Rail Limits

4.3 DGIn the interests of safety, it is essential to ensure the following with

respect to the stowage of Dangerous Goods within a container:• The cargo must be declared to the appropriate dangerous cargodepartment;• All documentation must be completed, signed and accurate;

• Individual packages of DG must be labelled;• The container must be properly placarded with appropriate placards,marks and signs, as determined by the IMDG Code, affixed to the outsidewalls of the container as specified by the Code;• The relevant IMDG stowage segregation requirements must be compliedwith at all times.


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Individual packages of DG must be labelled


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The incidence of cargo moving inside a container during transit is

considerable. This is usually because the cargo has not been securedproperly, or the packaging is defective. The key issue is to secure cargoefficiently to prevent the initial movement.

4.4 Shifting Cargo

4.5 Securing in ContainersThe cargo in containers needs to be stowed in such a way that the

cargo cannot move. These facilities include;• Floor of wood or plywood which permits blocks, stays and wedges tobe anchored with nails or screws;

• Internal walls, for the support of light cargo only;• Corner posts which are suitable for bracing to with timbers and byusing lashing points provided inside the container;• Lashing points are located along top and bottom rails of the containerat regular intervals.


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Securing MaterialsMost types of cargo can be secured using the following materials

(though precautions should be taken to ensure that they are not

forbidden for import into the cargo’s country of destination):• Timber beams, struts, chocks, planks for shoring, bracing andrelieving pressure;• Adjustable wooden battens, rods or strap belts for securing the loadin sections, facilitating mechanical discharge;• Foam-rubber cushions and air bags to reduce vibration and preventthe load from shifting;• Second hand tyres or bags with paper waste or sawdust to fill emptyspaces, soften the impact and prevent shifting;

• Rope (hemp, manila, sisal, etc), wire, steel bands and terylene strapsfor lashing;• Nylon span sets;• Rope (hemp, manila, sisal, etc), wire, steel bands and terylene straps

for lashing;


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Securing calculations aboardshipForces acting in a seaway are:

• Rotational :Rolling, Pitching, Sheering/Yawing.• Linear : Swaying, Surging, Heaving.Calculations for securing against the above forces follow a prescribeddiscipline and it is important to refer to this procedure whenperforming calculations. The recognised calculations are contained in

the IMO Code of Safe Practice for Cargo Stowage and Securing (CSSCode).

4.6 Final Weighing of ContainerAfter finalisation of stuffing and securing of containerised cargo, the

total container weight must be verified and documented.


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For the purposes of all Safety Codes and Standards, container ships areconsidered to be Standard cargo ships with no particularities that requirespecific regulation, and only certain rules of interpretation exist, attached toalready-existing codes (e.g., Resolution MSC/Circ.608 on the method used tocalculate the admesurement of vessels).

In the section on Damage Stability, SOLAS indicates that open-top ships havethe regulations applicable to them as a general ship with hatch covers. Another

aspect to be highlighted regarding Open-top ships is that their holds are nothermetically sealed, which means that automatic fire-fighting systems (CO2)cannot be used. This makes it necessary to use alternative systems such assprinklers and other important systems to contain the fire, as there are nobulkheads to separate the holds.


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- Container ship: A ship that is dedicated mainly to transportingmaritime containers.

- Freeboard: The distance between the assigned load line andthe freeboard deck.

Intact stability: The analysis to be performed on applyingsafety guidelines relating to stability for container ships must be

based on the specific IMO guideline in this respect, in which the“Code on intact stability for all types of ships covered by IMOinstrument” is the basic guideline, approved by resolution A.749(18) of that institution.

The purpose of this code is to recommend the stability criteriaand other measures to guarantee the operational safety of allships, with a view to reducing risks for the ships themselves, thestaff on board them and the environment.


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We should consider that the code to which this rule

applies specifically enumerates this guideline for shipcontainers, without referring to any particular class of slipbut to all of them, and gives the general guidelines forsafe stability and the regulations that must be compliedwith in relation to the general description of the ship thatmust be included in the stability log and the FLATs of thegeneral provision for the ship, which must include thewatertight compartments, closing devices, air vents,descending flooding angle, permanent ballast, permitteddeck load and freeboard diagrams.


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The Convention was signed in 1972 and took effect in1977. It was drawn up within the framework of a jointConference between the IMO and the UN. Theconvention has two clearly differentiated objectives:

• Safety in handling containers• The promoting of international containertransportation


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Maintenance of high levels of safety intransportation and handling, giving therequirements for resistances, control and test. In

the test section, a container that is to beapproved with the seal of the ClassificationCompany ( Class ) Germanischer Lloyd mustobtain values that are 1.5 times the valuesstipulated by the CSC.


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This contains the standardisation and documentary provisionsof the containers in all the countries signing the convention, witha view to ensuring the container is transported with theminimum amount of paperwork.

This Convention will apply to all containers having cornerbands and a series of minimum measurements with theexception of those dedicated solely to air transportation. For acontainer to be used, it must pass an inspection by the country

signing the CSC. I should just comment that certain companiesqualified to perform these inspections usually demand higherstandards. The highest are those requested by GermanischerLloyd.


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The Government or its authorised representativeauthorises the manufacturer to affix a plate on theapproved containers, guaranteeing their safety, whichcontains the respective information.

The technical annexe of the Convention specificallyrequires the container to be subjected to different testsrepresenting a combination of safety requirements forboth land and maritime transportation.


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CSC safety approval plate


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• Visibility from the bridge: In response to the problems posedby the typical morphology of container ships, through thisResolution, approved on 6 November 1991, the IMOimplemented a guide for standardising the minimum visibilityconditions from the bridge, which in many cases is quiterestricted, due to the height of the decks. We need not

mention the capital importance of correct visibility from thebridge in guaranteeing the safety of the ship.


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• Application : The guide applies to vessels built after 2 January1992 in which the ship’s crew is constantly on duty on the

bridge. Ship-builders and designers are urged to use this guidein designing their ships.• Field of vision: The sight of the sea surface from the bridge

must not be hidden by more than two ship lengths or 500 m,whichever is the smaller, on the bow of the ship and 10º ateach side, irrespective of the draft, ship trim and load on thedeck.

• Windows: The structure between the bridge windows mustbe as small as possible and not installed immediately in frontof any work station. To prevent glare, the bridge windows willbe inclined with respect to the upper FLAT at an angle of noless than 10º and no more than 25º . There will have a clearview from at least two bridge windows.


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The IMDG Code proposes a more specific treatment forcontainer ships when they carry containers commonly known as“IMO containers”, which are containers carrying some types ofdangerous goods that must be segregated to prevent risks

due to incompatibility between cargoes.The IMDG Code uses a series of graphs and charts to establishthe rules for segregating “IMO containers”, in all cases making adistinction with conventional container ships (with holds anddecks) and open-top ships (with no hold to speak of but just onedeck that starts on the FLAT of the ship’s hold ( which, for thepurpose of ensuring better compliance with the IMDG Code arenow being designed with one or two holds on the ship’s bow). Italso mentions the transportation of containers in RoRo ships, but

this subject lies outside the scope of this article.


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Containers not less than 6 m from intervening

bulkhead. All bulkheads and decks should beresistant to fire and liquid.


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The ISO 6346 standard promotes the standardisation of allcontainers and establishes the TEU ( Twenty feet EquivalentUnit as the base unit). This standard establishes:• An identification system for each container through:

- An owner’s code commonly known as the BIC6 code. - A letter identifying the type of equipment.- A serial number.- A control digit.

• A code establishing the measurements and type ofcontainer.• A country code. • Operating markings.


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• Container identification system:

Owner’s code: This is comprised of three block capital letters from the Roman

alphabet designating the owner or main operator of the container.Type of equipment: Consisting of one of the following three block capitals from theRoman alphabet:• U: For common containers.• J: For attachable auxiliary equipment. • Z: For road transport chassis or trailers.


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Serial number: Consisting of 6 numerical digits assigned by the owners oroperators that are used by the owner or operator to identify their containers.Control digit: Consisting of one numerical 1 digit for the purpose of checking theauthenticity of the owner code number and serial number. This control digit is of

prime importance as it guarantees correct entry in transmissions and in inputtinginto computer-assisted systems.

Container code (type and measurements):


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• Country code (optional): This consists of two block capital lettersfrom the Roman alphabet described in the IS0 31667 standard.They indicate the country where the container is registered but notthe nationality of the owner or operator.

• Operating markings: These have the sole mission of providinginformation that is necessary for handling the containers, inaddition to furnishing visual warnings. The most common of theseare the following:

• The weight of the containers.• Electrical risk sign.• A black and yellow bar sign indicating that the height is greater

than that of a standard container (more than 2.6 metres).


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Other ISO standards regulating aspects related to containers:• ISO 668 – Shipping Containers – Classification, dimensions and values• ISO 830 – Shipping Containers – Terminology• ISO 1161 – Shipping Containers – Corner specifications• ISO 1496 – Shipping Containers – Specifications and testing• ISO 2308 – Hooks for lifting containers with capacities of up to 30mt – Basic requirements• ISO 3874 – Shipping Containers – Handling and securing

• ISO 8323 – Shipping Containers – All-purpose Air/Surface (intermodal)containers – Testing and specifications• ISO 9669 – Shipping Containers – Interface connections for tankcontainers• ISO 9711 – Shipping Containers – Information related to containers onboard ships• ISO 9897 – Container equipment data exchange (CEDEX)• ISO 10368 – Thermal Shipping Containers – Remote monitoring ofconditions• ISO 10374 – Shipping Containers – Automatic identification


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This protocol, dated 1982, establishes theprohibition and elimination of refrigeratedcontainers using CFC cooling gases.


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These are based on the following codes:• Code of safe practice for cargo stowage and securing in IMO Dec. A. 714

(17)• Code of safe practice for cargo stowage and securing (CSS)• SOLAS chapters 6 and 7

The above codes refer to the ship’s Cargo Securing Manual, which inpractice is usually included in the ISM code. The purpose is to define allrelevant aspects of the procedure for loading and securing the cargo and themost appropriate way to achieve this. It is therefore a regulation establishedby the shipping company itself which, with a technical constructive basis, and

the advice of the crew on board (captains and first mates) stipulated how toload and secure the cargo. This varies in ships from the same company,depending on the routes, since it may be considered that the cargo must besecured in a different way on one ship than on another taking a differentroute.


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Even if the container ship is a type of reliable ship, the fastdevelopment of new larger designs and the ascending value ofthe cargo require taking the initiative in order to treat thespecific dangers of the container ships. The whole industrymust concentrate on these problems and find the suitablesolutions.


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130A3014 Kadri SEZER130A3030 Barış ZIMBA 120A3057 Doğan KAYA

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Container Safety

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