An overloaded container is a problem. If many containers with too wrong weight are on a ship, it can quickly end in a disaster. Therefore, the actual weight of a container, consisting of cargo + packaging + securing means + tare weight, must be determined. In this regard, the World Shipping Council determined, "The responsibility for recording and documenting the verified gross weight of a packed container rests with the shipper."
Frequently Asked Questions
What does the verified gross weight of a container mean?
This clearly regulates liability. So what needs to be considered in detail? Our technical article provides you with all the information you need: "Episode 18: Verified Gross Weight - Container"
Types of load securement / What is meant by form-fitting, force-fitting load securement?
- Positive Load Securement means that the load is stowed away without any gaps and rests directly on the vehicle body. The prerequisite for this, however, is a sufficiently stable vehicle body
- Non-positive Load Securement means that the load is pressed onto the loading area by lashing it down. The frictional force increases as a result of the pressure. This in turn secures against slipping. Ultimately, it is not the lashing devices that secure the load directly, but rather they increase and maintain the friction force. The frictional force secures the load.
What kind of damage should a truck be rejected for before loading?
In principle, vehicles must comply with the technical regulations /TÜV) and be both operationally and roadworthy. This also applies to load-bearing components such as the vehicle frame, the loading area or the front or side walls of a truck. Possible reasons for the rejection of a truck can be:
- massive damage/deformation on the frame of the loading area
- rusted through perforated strip
- Damage to the tractor e.g. lights
- Damage / cracks on the tires
- worn tires
- Structurally impermissible modifications to the frame of the superstructure
- Defects on the ship's side e.g. defective ship's side hinges
- Cracks on the frame of the superstructure
Container accident - What to consider before and after?
It is not uncommon for accidents to lead to adjustments in legislation. Not least, such losses provide insights for considerations on how to avoid damage or the complete loss of container ships in the future.
This is reflected in the standards and regulations of the leading institutions:
- IMDG code
- EMS code
- SOLAS (International Convention for the Life at Sea)
- IMO (International Maritime Organization)
- MSC.1/Circ. 1475 9 June 2014
The exact meaning of the above is explained by the technical book author Sigurd Ehringer in our blog: "Episode 17: Accidents and the conclusions about the cargo and stowage".
What load securement equipment is there in the sea container?
A distinction must be made here as to whether the container is a temperature-controlled container (reefer) or a standard sea container. Reefer containers do not have lashing eyes on the floor or ceiling; the following securing devices can be used here.- Screw-in lash point ( This can be placed in any rail of the floor, so lash straps can be used for restraint).
- Tygart System (This is an oversized adhesive tape. This is stuck 2 pieces per side to the container wall at any height and sealed in front of the goods. This is done by tensioning the side tapes, which in turn are glued together with an adhesive tape. The length of the side tape must not be less than 150 cm.
- Dunnage bags in all variations
- S.A.M. System
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