FAQs

Frequently Asked Questions


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."
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"
  • 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.
In principle, vehicles must comply with the technical regulations /T√úV) 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
Documentation with pictures and concrete case studies can be found in our detailed technical article: "Episode 30: Damage to the Truck - When Should You Refuse a Load?"
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".
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
The following systems can be used for standard containers. It is important to note how stable the goods to be shipped are.
In the following laws / regulations you can find the basics for the requirement of load securing: ADR; CTU CODE; CSC law; VDI, StvO, HGB.
Unsecured cargo always represents a danger for all road users. Therefore, the goods must be appropriately marked with Load securing equipment must be secured to prevent it from being thrown out to the side and/or damaged and/or posing a risk to passers-by.
Through the use of Anti-slip Mats to the ground, as well as the use of Stowage bags/stowage cushions friction force can be increased. Anti-slip mats increase the friction between the pallet and the loading area. Stowage sacks fill existing stowage gaps with a positive fit. In the latter case, the load is pressed against the wall on the right and left, thereby increasing the friction between the wall and the goods.
Reliable loading includes the carrier's obligation to provide a suitable vehicle. Taking into account the prescribed dimensions, weights and axle loads, this must be able to safely transport the goods during normal, contractual transport (even in extreme situations).
When a belt has reached the so-called discard stage, it must be disposed of. Further use is no longer permitted. For more details on the discard maturity of a lashing strap, see our FAQ item "What are the criteria for discard maturity of lashing straps?" below.
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