Working with containers - global shippers forum · 2016-07-20 · 2 Working with containers part 2...

Working with containersa Keynotes guide for managersPART 2

A shippers’ guide to the requirements of

the IMO/ILO/UNECE Packing of Cargo

Transport Units Code of Practice (the CTU

Code)

Edition 1

November 2014

2 Working with containers part 2 – Keynotes for managers 12.14

In 1997 the Inland Transport Committee of the United Nations Economic Commission for Europe (UNECE) approved the IMO/ILO/UNECE Guidelines for Packing of Cargo Transport Units, a document prepared in co-operation with the IMO and ILO and providing guidance for the safe packing of cargo in freight containers and vehicles. These guidelines applied to transport operations by land and sea and to the entire intermodal transport chain. Those drafting the guidelines were hopeful that they would help reduce personnel injury while handling containers and would minimize the physical hazards to which cargoes were exposed in intermodal transport.

Over time it became apparent that the guidelines were increasingly outdated and no longer reflected the changing conditions found in everyday transport activities. Furthermore, stakeholders expressed concerns over an apparent decline in standards of packing and securing of cargoes and reported an increasing number of hgvs carrying containers overturning on highways. Consignees also confirmed receiving increased numbers of poorly packed containers, often resulting in damaged goods and presenting unacceptable risks to the safety of warehouse staff and yard workers.

Consequently in 2009 the UNECE agreed to contribute to a review and update of the guidelines, once again together with the IMO and ILO. In 2011 a global ‘Group of Experts’ was brought together, with representatives from governments, trades unions and industry, with the mandate to prepare a revised version of the guidelines in the form of a non-mandatory code of practice which would reflect the latest information, best practices and requirements on the packing of Cargo Transport Units (CTUs).

GSF chaired the Group of Experts, which successfully achieved a broad consensus on the new CTU Code while maintaining a non-mandatory approach to improvements in supply chain safety. This was despite shippers being put under increasing pressure from other stakeholders in the Group and evidence that the carriers, too, fell short of expected standards as reported in the ‘Lashing@Sea’ (MARIN Report) 2009.

This Keynotes Guide has been written to help shippers understand what their responsibilities are. The CTU Code provides the framework and much of the text of this GSF guide, to facilitate cross-referencing between the two documents.

The Global Shippers’ Forum (GSF)The Global Shippers’ Forum (GSF) is the global voice for shippers, created in 2006 as the successor to the Tripartite Shippers’ Group, first organised in 1994. Like the Tripartite Shippers’ Group, the GSF represents the interests of shippers from Asia, Australasia, Europe, North and South America and

Africa. The GSF is focused on the impact of commercial developments in the international freight transportation industry and the policy decisions of governments and international organisations that affect shippers and receivers of freight. With its secretariat provided by the UK Freight Transport Association, the GSF was formally incorporated and registered as a non-governmental organisation in the United Kingdom in June 2011.

AcknowledgementsGSF acknowledges with thanks the following organisations whose contributions during the work of the UNECE ‘Group of Experts’ made the compilation of this Keynotes guide possible:ETS ConsultingICHCA InternationalMariTerm ABTT ClubUK Maritime and Coastguard Agency

© Global Shippers’ Forum, 2014

For details of how to join GSF contact the FTA Member Service Centre on (+44) 08717 11 22 22

Editor: Don ArmourProduction: Hilary KingdonDesign: Sean Burns

Working with containers part 2 – Keynotes for managers 312.14

ContentsExecutive summary 4

Introduction 5

Shippers’ responsibilities (This section is based on the CTU Code, Chapter 4) 6

What the new CTU Code looks like 7

Guide to using the Code of Practice (CTU Code, Chapter 1) 8

Key requirements for the safe packing and transport of cargo – summary (CTU Code, Chapter 3) 10

Arrival and checking of the CTU prior to loading (CTU Code, Chapter 8) 13

Packing and securing cargo into CTUs (CTU Code, Chapter 9 and Annex 7) 14

Additional advice on the packing of dangerous goods (CTU Code, Chapter 10) 16

On completion of packing (CTU Code, Chapter 11) 18

Advice on receipt and unpacking of CTUs (CTU Code, Chapter 12) 19

Training in packing of CTUs (CTU Code, Chapter 13) 21

Table 1 – Full contents of the CTU Code 22

Table 2 – ’The supportive ‘Informative Material’ 23

Additional sources of information 24


Executive summaryThis year is the 100th anniversary of the adoption of the first International Convention on Safety of Life at Sea (the SOLAS Convention) and as shippers we can celebrate with the ship-owning community the improvements to maritime safety that now enable GSF members’ companies to move their goods around the world in safety that we almost take for granted.

But regulations do not provide all the solutions and we know that more needs to be done by the different stakeholders in the supply chain to raise safety standards. Incidents continue to cause damage to both cargo and containers; and injuries or fatalities to staff. Many packers do not have the means to verify the weight of the cargo being loaded, adequate devices to restrain the cargo or the knowledge to secure items properly inside a container. We know facilities on board ships may sometimes be lacking or require maintenance; and truck drivers have no way of confirming the condition of the cargo inside a sealed container, particularly after a long sea crossing. Many industry commentators are of the opinion that the way in which cargo is packed in containers is more dangerous in leading to shifting loads or spillages than the gross mass of the container.

Transportation of heavy loads concentrated into a small space, such as blocks of stone or steel coils, has long been an area of concern. Some shippers will leave a heavy item just inside the doors as it will then be less of a struggle to unload at its destination and, because of its weight, they believe it will not move anyway. They give no thought to the imbalance of the container and the resultant danger, such as a rail wagon derailing off its track. One of the many positive messages contained within the code is the crucial importance of training and I am glad to read that the GSF secretariat is reviewing an e-learning online tool modelled on the code of practice which could greatly improve packers’ access to knowledge. Again, thanks must be expressed to the UN Economic Commission for Europe (UNECE) secretariat for agreeing that the full contents of the new code would be made freely available on its website, thus increasing global access for everyone.

This GSF booklet is available to download electronically and I hope it will be widely read, in conjunction with the full UNECE Code of Practice, by shippers around the world. However safety aware we are already, more needs to be done: and by communicating the good advice pulled together by the Group of Experts we can all reap the benefits of improved safety standards as more and more organisations in supply chains become aware of the recommendations of the code.

Robert H Ballantyne PEng

GSF Chairman and President, Freight Management Association of Canada*

*(formerly Canadian Industrial Transportation Association)


Working with containers – part 2IntroductionThe use by shippers of freight containers, swap bodies, vehicles or other cargo transport units (CTUs) substantially reduces the physical hazards to which their contents are exposed. However, improper or careless packing of cargoes into/onto such units, or lack of proper blocking, bracing and lashing, may be the cause of personnel injury during handling or transportation. Serious and costly damage may occur to the cargo itself or to container handling equipment.

The types of cargo carried in freight containers has expanded over the years and innovations such as the use of flexitanks and other recent developments allow heavy, bulky items which were traditionally loaded directly into ships’ holds (eg stone, steel, waste materials and project cargoes), to be carried instead in cargo transport units. The person who packs and secures cargo into/onto a CTU may be the last person to look inside that unit until it is opened at its final destination. Consequently, a great many people in the transport sector rely on the skill of such persons, including:

● vehicle drivers and other road users

● rail workers

● crew members of inland waterway vessels

● handling staff at terminals when the unit is transferred from one transport mode to another

● dock workers

● members of the ship’s crew

● those who have a statutory duty to inspect cargoes and

● those who unpack the unit at its destination

In addition, the general public may be at risk from a poorly packed freight container resulting in a road accident or train derailment. Just how important it is to ensure cargo is properly packed and restrained for its journey can be seen in the photographs illustrating the consequences of improper packing procedures in the Informative Material section IM1

Why produce the GSF guide?

The purpose of this Working with Containers Keynotes guide is to simplify the full CTU Code for the benefit of GSF members by highlighting the sections arguably most relevant to the activities of the majority of shipper members. The fact that GSF represents shippers globally also provides the opportunity to promote the CTU Code worldwide, encouraging shippers, wherever they are located, to recognise issues affecting safety and adopt a common approach to addressing and solving issues regarding containers.

The chapters of this guide follow the layout of the CTU Code and for that reason shippers are encouraged to refer to the full, detailed code which contains considerably more information on safe packing and working with containers than this more concise guide. Readers will find links to the appropriate texts in the code throughout the guide.1

Even in a document as comprehensive as the CTU Code, shippers will not learn all the answers about packing every specific and highly specialised commodity.Bedding arrangements for concentrated loads such as steel coils is one such area, where the Group of Experts agreed there were differing opinions regarding the basic physics involved and where current best practice often achieved even higher standards of safety and practicality.

One of the main criticisms of the new CTU Code mentioned during the drafting process was that it was far too long and unwieldy and would remain on managers’ bookshelves, unused, like so many other similar documents. GSF hopes to have created a guide that is easy to understand and, therefore, helps to make container transport safer for the workforce and public at large.

1If the links become obsolete in time, users should use a search engine as an alternative.


Shippers’ responsibilities (This section is based on the CTU Code, Chapter 4)

Although in a contract of carriage it is generally the carrier’s responsibility to deliver the cargo in the same condition as received, it is the shipper who should deliver a cargo which is safe and suitable for transport. Thus, the shipper** remains responsible for any deficiency of the CTU that is a result of poor packing and securing. However, when the shipper is neither the packer nor the consignor, the packer and the consignor should fulfil their obligation to the shipper ensuring that the CTU is safe for transport. If this is not the case, the shipper may hold those parties responsible for any faults or deficiencies that can be attributed to poor packing, securing, handling or reporting procedures.

According to the CTU Code, the shipper is responsible for ensuring that:

● the work distribution concerning packing and securing is clearly agreed and communicated to the consignor and carrier/carriers

● a suitable CTU is used for the cargo for the intended transport

● a CTU is requested which is safe for transport and is clean, free of cargo residues, noxious materials, plants, plant products and visible pests before being supplied to the consignor or packer

● suitable modes of transport are selected to minimize the risk of accident and damage to the cargo

● all required documents are received from the consignor and from the packer

● the cargo inside the CTU is fully and accurately described

● the gross mass of the CTU is accurately determined

● the accurate description of the cargo and verified gross mass of the CTU is communicated to the carrier as early as required by the carrier

● in the case of dangerous goods, the transport document and (for sea transport) the packing certificate is transmitted to the carrier before the transport commences respectively as early as required by the carrier

● in the case of temperature controlled goods, the correct temperature set point is entered into the control unit and on the transport/shipping documents

● that a seal, where required, is affixed immediately upon completion of the packing of the CTU; and the seal number is communicated to the carrier

● any extraordinary properties of the CTU such as ‘reduced stacking capacity’ or ‘out of gauge’ are communicated to the carrier

● the shipper’s declaration is accurate

● shipping instructions are despatched to the carrier on time and that the CTU meets the outbound delivery window

● the CTU arrives at the terminal before the stated cargo cut off time

● information concerning the consignment, description of packages and, in the case of freight containers, the verified gross mass, is transmitted to the consignee

The responsibilities of the other parties in the supply chain, including the consignor and the packer, are also detailed in Chapter 4 of the CTU Code. The chapter also considers how information should pass from one party to another along the supply chain in Annex 1 and looks at the safe handling of CTUs in Annex 2.

** In this guide the term ‘shipper’ is defined as: The party named on the bill of lading or waybill as shipper and/or who concludes a contract of carriage (or in whose name or on whose behalf a contract of carriage has been concluded) with a carrier. The shipper may also be known as the sender.


What the new CTU Code looks like2

After holding four meetings from 2011 to 2013, the Group of Experts completed the final draft of a comprehensive and globally applicable code that will improve the safety, quality and efficiency of international freight transport. The new CTU Code is more detailed than the 1997 guidelines it replaces and includes theoretical information for the packing and securing of freight and gives practical measures to minimize risk and encourage safer transport practices.

It provides guidance to all parties in the supply chain, not only for packers but those receiving and unpacking containers and company managers. Importantly, it also addresses issues around training and the handling of dangerous goods.

GSF welcomes the final format of the new CTU Code – a reasonably brief code of practice (comprising 13 core chapters over 39 pages) plus a series of detailed annexes and related appendices. This format fulfils a core GSF objective, ensuring that the key elements are readily available in a clear and concise document for operational managers, while retaining all the essential technical details for those who wish to study them or need to refer to them for guidance when handling unusual or irregular items of cargo.

A separate ‘Informative Material’ section (see page 9) provides additional information and practical

2 For the sake of simplicity, throughout this document the term CTU re-fers to freight containers, swop bodies, vehicles, railway wagons and any other similar unit, particularly when used in intermodal transport.

guidance on related topics and has been officially endorsed by the UNECE as a supplement to the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units.

For those who wish to refer directly to the full text of the final draft code with its annexes and Informative Material pages, they may do so by clicking on the links below.

IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code, January 2014)

Draft Informative Material (January 2014)

Shippers’ organisations such as those in membership of the GSF welcome the opportunity provided by the revision of the 1997 Guidelines to improve standards and practical steps in maritime supply chains through working together with others. Improving access to the information needed by shippers is how safety standards should be raised and not by the introduction of additional regulation.

Source: UIRR

Source: Port of Felixstowe


Guide to using the Code of Practice (This section is based on the CTU Code, Chapter 1)

The most important chapters for shippers in the CTU Code will depend on the part(s) of the supply chain with which any particular company is involved. Many manufacturers acting as shippers will simply leave all the logistics ‘hands-on’ side of their business to a fleet operator and have no employees involved in the physical packing, load planning and stuffing of containers, whilst others will actively manage their own in-house warehousing and/or fleet activities.

GSF believes that every export shipper should have a copy of the CTU Code downloaded to an electronic device in the warehouse or traffic office where the relevant chapters can be quickly and easily accessed; and where detailed guidance is available by a few mouse clicks more. Managers should take time to familiarise themselves with the full contents of the code in order to appreciate the breadth of subject matter included within it and where to find information that will help them in their day-to-day business activities. Even more importantly, they must communicate this more detailed information to those actively involved in warehouse/packing/container loading activities by whatever means is appropriate, from email, through training sessions, to the use of laminated illustrated cards specific to the product(s) being handled – whatever is appropriate for the local situation.

Whilst every chapter has its place and an important contribution to make towards raising awareness of safety standards, in the interests of brevity this guide focuses on the chapters and sections that are most likely to be of the greatest value and relevance to the majority of members of shippers’ councils; but including links to the other chapters too.

Chapter 3 provides an overview of the key requirements for packing CTUs, briefly described as ‘do’s and don’ts’. Detailed information for shippers on how to comply with the do’s and how to avoid the don’ts are contained within later annexes and appendices (see table 1, page 22 of this guide).

Chapters 5, 6 and 7 discuss general transport conditions (including the prevention of condensation damage) and the various properties and suitability of different types of CTU.

Chapter 8 is intended to help shippers confirm that the CTU is compliant with approval

regulations, without serious damage or contamination and fit for its intended cargo.

Chapters 9 and 12 are the two chapters especially important for shippers directly involved with packing and unpacking activities. Chapter 9 directs the reader to the related provisions in annex 7 where detailed information on load distribution, securing arrangements, capacity of securing devices and more is provided. Shippers might wish to bring the contents of the Informative Material IM1 to the attention of packers to ensure they are aware of the possible consequences of improper packing procedures. Annex 7 is supplemented with further appendices on packaging marks, friction factors and on calculations for load distribution and load securing. Annex 8 contains guidance for working on the top of tank or bulk carrier CTUs.

Chapter 12 is the part of the code which makes packers and supervisors aware of the actions that should be taken upon the arrival of a loaded CTU. The chapter is supplemented by annex 5 containing additional detailed information and annex 9 on fumigation.

To make evaluation of the efficiency of cargo securing arrangements easier, shippers should refer to the ‘Quick lashing guides’ provided in the Informative Material IM5. In addition, very detailed information on intermodal load distribution is provided in Informative Material IM6. Manual handling of cargo is dealt with in Informative Material IM7. Information on the transport of perishable cargoes is provided in Informative Material IM8.

Chapter 10 provides additional advice on the packing of dangerous goods, while chapter 11 describes actions to be carried out after packing is completed and before the CTU is collected for the next stage of its journey. This would normally include the affixing of seals which is covered in Informative Material IM9.

Finally, members will be aware of the importance attached to education and on-going training by the GSF. Chapter 13 considers the introduction of a CTU-related qualification for packers and supervisors and suggests possible content for training programmes.

The full contents of the CTU Code, chapters, annexes, their appendices; together with a list of the Informative Material, will be found on page 22 of the guide. The simplified table 2 (please ask for hard copy for guidance) is included on page 23 for ease of reference.


Table 1: CTU Code – summary of contents

Chapter Referenced annexes Related Informative Material

1 Introduction IM1 Consequences of improper packing procedures

2 Definitions

3 Key requirements

4 Chains of responsibility and Information

A1 Information flowA2 Safe handling of CTUs

IM2 Typical documents related to transport

5 General transport conditions A3 Prevention of condensation damage

6 CTU properties A4 Approval plates IM3 CTU types

7 CTU suitability A4 Approval plates

8 Arrival, checking and positioning of CTUs

A4 Approval platesA5 Receiving CTUsA6 Minimizing the risk of re-contamination

IM4 Species of concern regarding re-contamination

9 Packing cargo into CTUs A7 Packing and securing cargo into CTUs (supplemented with appendices 1 to 5)

A8 Access to tank and bulk tops, working at height

IM5 Quick lashing guidesIM6 Intermodal load distributionIM7 Manual handlingIM8 Transport of perishable cargo

10 Additional advice on the packing of dangerous goods

11 On completion of packing IM9 CTU seals

12 Advice on receipt and unpacking of CTUs

A5 Receiving CTUsA9 Fumigation

IM10 Testing CTUs for hazardous gases

13 Training in packing of CTUs A10 Topics for consideration in a training programme

Source: CNIIMF Ltd, St. Petersburg


Key requirements for the safe packing and transport of cargo – summary (CTU Code Chapter 3)

As a general rule, shippers packing cargo into CTUs should arrange for a safe working environment, use safe handling equipment, make appropriate personal protective equipment available for workers and check that the CTU and cargo securing equipment (straps, netting, shoring poles etc) are in sound condition. Smoking, eating and drinking around packing, securing or unpacking activities should not be permitted.

Shippers should not overlook the importance of planning in advance how the cargo is to be loaded. Step one must be selection of the most suitable type of CTU to accommodate the cargo for the intended transport movement (see Informative Material IM3). When necessary, a packing plan should be prepared together with selection of the most appropriate securing methods given the characteristics of the cargo, the predominant mode of transport and the properties of the CTU.

It is crucial, for many different reasons, not to exceed the permitted payload limit of the CTU or the maximum allowed gross mass according to the International Convention for Safe Containers 1972 (the CSC Convention), together with the national road and rail weight regulations of the countries en route.

Key point to remember

Shippers should familiarise themselves with the applicable regulations in all countries for the proposed transport movement or seek advice from the carrier or forwarding agent if in doubt.

Packing

For simplicity, the key facts to be remembered regarding packing are shown in the ‘Do’ and ‘Don’t’ list below.

● Do distribute heavy cargo appropriately over the floor area of the CTU

● Do observe all handling instructions and symbols on packages such as ‘this side up’

● Do load with the centre of gravity correctly located in the CTU

● Do not concentrate heavy cargo on small areas of the floor

● Do not load with eccentric load distribution (too much weight concentrated at one end/side)

● Do not build up irregular layers of packages if it can be avoided

● Do not stow heavy goods on top of light goods

● Do not stow goods emitting tainting odours together with sensitive merchandise

● Do not pack wet and damp goods if it can be avoided

● Do not use securing or protection equipment which is incompatible with the cargo

The international carriage of dangerous goods is generally governed by special agreements which include particular provisions on packing. In most European countries, for example, the details relative to road freight are contained in the European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR). Furthermore, the United Nations has been working to ensure compatibility between the dangerous goods rules which apply to carriage by land, sea and air and, to a very substantial extent, this has been achieved. Accordingly, dangerous goods are categorised into nine UN hazard classes. Some of these are further subdivided. The shipper is responsible for ensuring that packages containing dangerous goods are authorised for the transport and bear the appropriate labels and marks as required by legislation.

UNECE and many other organisations provide information on the ADR regulations. As an example, visit www.unece.org/trans/danger/publi/adr/adr_e.html or enter ‘ADR regulations’ in your browser.

The key facts to be remembered around packing of dangerous goods are listed below.

● Do check that all packages are properly labelled and marked

● Do pack dangerous goods according to the applicable dangerous goods regulations. Be mindful of vapours and gases, possible chemical reactions, oxidation, corrosion and more

● Do pack dangerous goods near the door of the CTU where possible

● Do affix required placards, marks and signs on the exterior of the CTU

● Do not pack incompatible goods which should be segregated, such as chemicals with foodstuffs. Some substances should never travel together

● Do not pack damaged packages containing dangerous goods

Top tips


For more information on dangerous goods please refer to information on Chapter 10 on page 16 of this guide.

The key facts to be remembered around properly securing cargo are shown in the ‘Do’ and ‘Don’t’ list below.

● Do fill spaces between cargo items when necessary, to prevent movement within the CTU during transit

● Do use blocking or lashing or a combination of these methods to prevent the cargo from sliding/tipping in any direction

● Do secure the cargo in such a way that forces are distributed over an appropriate area of a CTU

● Do secure each single loaded item independently where necessary

● Do use non-slip surface material where appropriate, to discourage packages from sliding

● Do use hooks or shackles to fasten lashings where applicable

● Do not secure the cargo with devices overstressing the structure of the CTU or the cargo items

● Do not over stress securing devices

● Do not over tighten securing devices so that the packaging or goods are damaged

● Do not fasten web lashings by means of knots, this reduces the rated strength of the webbing strap and they can work loose during a journey

Once packing is completed it is important to determine the correct gross mass of the CTU. Shippers are increasingly likely to be held liable by their partners in the supply chain if, in the event of an accident, the cause is found to be an overweight or misdeclared CTU. It is suggested that a shipper should weigh, or have arranged that a third party weighs, the CTU once packing has been completed and the unit sealed, ready for its journey. Alternatively, if the shipper is only part-loading a CTU, all their packages and cargo items including pallets, dunnage and other securing materials should be weighed prior to dispatch and the information sent forward with the CTU to the freight agent or forwarder as appropriate to enable the correct CTU weight to be eventually calculated.

Other matters which should be attended to at this stage include the fixing of a seal on the CTU when required and careful attention to the relevant documentation, which may accompany the CTU or be sent forward electronically. The CTU number, the correct gross mass and, when required, the seal number should be included in the appropriate documents. Some customs authorities will require a packing certificate or trader’s invoice.

Why accidents happen

The TT Club, a company specialising particularly in maritime transport insurance around the world, has said that two-thirds of the cargo claims it handles could be attributed to poor container packing or misdeclaration of weight by the shipper. Consultants working on the development of the CTU Code who surveyed the weight and stability of 125,000 containers concluded that 5 per cent were dangerously eccentrically (unbalanced) loaded. This implies that laws may have already been broken on the CTU’s rail or road journey to the port.

The following statements are all indicative of why accidents might happen and why a change in the company culture may be necessary.

● Safe packing isn’t down to me, it’s somebody else’s responsibility and not on my radar

● It’s okay, I’ve done it this way for 20 years with no problems

● Proper securing in the box takes longer and then there’s the extra cost of packing materials

● Cowboy traders won’t change their habits, they’ll just get more devious and we’ll lose out

● We’re massive shippers and a few damaged containers won’t affect our insurance premium anyway so where’s the incentive?

● It’s hopeless trying to properly restrain cargoes when you consider the forces of a North Atlantic crossing in winter

Examples of the consequences of improper packing/securing can be seen in the Informative Material IM1.


Unpacking

Before starting to unpack a CTU that has been delivered, the recipient should check that its identification number and seal number (if fitted) match the details shown on the CTU documentation and transport office records. If there are any discrepancies, these should be checked with the freight agent or consignor.

Before opening the CTU doors, check that staff have room to access the CTU in safety and note any risks from passing traffic or pedestrians. Any signs of damage to the CTU, particularly if recent, should be noted on the receipt note, as should evidence of leakage from within, or infestation.

Check before entering a CTU for the first time that the atmosphere inside is safe to breathe. Once the doors are safely opened, a period of time should be allowed to elapse before entry, in order to allow the internal atmosphere to regularise with the open air. More details on this will be found on page 19 of this guide.

Seals come in many shapes and sizes and, in order to avoid injury, proper cutting equipment should be used to remove them. Once the seal is off it is most important to ensure the CTU is safe to enter. Staff should be made aware that the atmosphere in a CTU may be dangerous and

include harmful gases, either given off by the cargo or to help preserve it in transit; so allow a reasonable time for ventilation to take place before entering.

However well a CTU was packed at its point of origin there is a good possibility that the cargo will have moved inside the CTU during its journey. Always open the CTU with caution as cargo may fall out or cause the doors to open forcefully. It is suggested to use a strap or chain to restrain the movement of the first door until the condition/positioning of the cargo inside can be ascertained.

Additional key facts to be remembered regarding unpacking CTUs are in the following list.

● Do record every package as it is removed noting any markings and damages

● Do remove all securing and protection material for reuse, recycling or disposal. It may be useful as dunnage

● Do clean the interior of the CTU to remove all traces of the cargo, especially loose powders, grains and noxious materials and fumigants, unless otherwise agreed with the CTU operator

● Do remove all marks, placards and signs regarding the previous consignment from the exterior of the CTU once it has been cleaned

Examples of signs, marks or other labels that may indicate that the cargo may put those involved in unpacking a CTU at risk are shown below

Flexitank lable Dangerous atmosphere lable Fumigation label


Arrival and checking of the CTU prior to loading (CTU Code Chapter 8)

Shippers should always make clear to their supplier the type of CTU required for the transport operation or discuss any issues needing clarification. Specialist CTUs including refrigerated units may be difficult to source and often forward planning will be necessary.

Freight containers and some other types of CTUs require type approval and may be subject to examination by certification bodies. A CTU requiring approval (and examination) and not displaying a valid approval plate should not be accepted for transport. The plate is normally fixed to the left-hand rear door of a freight container.

CSC safety approval plate with next examination date

CTUs showing serious defects in their structural components (eg top and bottom side rails, top and bottom end rails, door sills and header, floor cross members and corner posts/fittings) may place persons in danger and therefore should be sent back to the supplier. The generally poor condition of some containers issued to shippers in the past has been well documented and has also been a factor in the collapse of container stacks. However, following the adoption of the global Approved Continuous Examination Programme (ACEP) database by the IMO in September 2013 shippers can take comfort that, increasingly, CTUs supplied to them are likely to be subject to proper monitoring by an accredited programme of regular checks and therefore less likely to be rejected as not fit for purpose.

Approval plates

If a freight container having an allowable stacking mass of less than 192,000kg marked on the safety approval plate is intended to be carried by ship, it is important that the shipper or other party packing the container informs the carrier of the reduced stacking capability of that particular container.

Shippers should be aware of any cargoes that are sensitive to weather conditions such as rain, snow, dust and sunlight, or likely to be attractive to criminals. Such goods should be carried in a

closed CTU. Freight containers, closed or sheeted swap bodies, semi-trailers and other road vehicles are suitable for most cargoes.

There should be no major damage to the interior of the CTU, no broken flooring or protrusions (nails, special fittings etc) which could represent a trip hazard or cause damage to the cargo. A CTU should be weatherproof unless clearly designed otherwise and any patching or repair work should be carefully checked for possible leakage. Potential points of leakage may be detected by observing from inside a closed unit whether any light can enter.

Take delivery of your container with care!

If a court decides that due diligence would have spotted the container’s faults, then any subsequent claim made for damaged goods could be reduced or rejected.

Shippers should pay particular attention to interior lashing points or rings, which should be in good condition and securely fastened. If heavy items of cargo are to be secured in a CTU, the supplier should be contacted for information about the strength of the fittings and how best to restrain the item.

The CTU supplier should provide one that is clean and dry, free from contamination, residue and odours etc from its previous cargo. If this is not the case, the shipper may opt to undertake or arrange any necessary cleaning and agree settlement terms with the supplier.

More details regarding the problems of recontamination will be found in the CTU Code, Annex 6.

Consideration should be given as to where the CTU is positioned for loading. This may be in a loading bay, warehouse, open yard etc. In some instances suitable access ramps may be required for containers if level docking is not available. CTUs should not be left where there is mud or pools of water which could harbour insects, pests or other sources of contamination.

Safe access, such as a bridging unit connected to the CTU, should be available to enable fork lift trucks or warehouse staff to enter the CTU during loading operations.

Top tips


Packing and securing cargo into CTUs (CTU Code Chapter 9 and Annex 7)

Shippers need to have a thorough understanding of proper packing and securing of cargo in CTUs because such knowledge is key to avoiding many of the incidents that appear in the media when things go spectacularly wrong. Extreme weather/sea conditions and the poor state of repair of equipment on some vessels has a bearing on the number of incidents, but there is no doubt that packers loading cargo into CTUs day after day become complacent about attention to detail and fail to observe basic rules and best practice.

Properly packed cargo can survive all modes of transport but get it wrong and the container can become a waste bin: full of damaged and ‘to-be-rejected’ cargo. GSF believes packers should be reminded that the success of their packing and loading into a CTU is that the cargo reaches its destination undamaged and is unpacked safely without causing injury to persons or any other damage.

It has been common practice, in maritime transport in particular, to do more than meeting the minimum standard required. This has been called good seamanship. In road transport, an experienced driver will know, based on practical experience, whether the cargo on the back of the truck is adequately restrained. In both cases the objective is to protect the goods given into the company’s custody to the best of their knowledge and abilities and to deliver them safely to their destinations.

The following paragraphs clearly set out fundamental ‘do’s’ and ‘don’ts’ which packers should be made aware of. Good packing starts with planning how it should be done.

Planning of packing

Packers should ensure that:

● the packing process is planned in advance as far as practical

● incompatible cargoes are segregated

● special handling instructions or international standards for certain cargoes are observed

● the maximum permitted payload of the CTU is not exceeded

● restrictions for concentrated loads (heavy weight in a small area) are complied with

● restrictions for eccentricity of the centre of gravity are complied with

To carry out effective planning, packers should follow the provisions of annex 7, section 1, of the CTU Code.

Packing and securing materials

Packers should ensure that the securing materials are:

● strong enough for the intended purpose

● in good order and condition without tears, fractures or other damage

● appropriate to the CTU and goods to be carried

● in compliance with the International Standards for Phytosanitary Measures (ISPMs) relating to wood used as packaging material

More information on packing and securing materials is provided in annex 7, section 2 and in appendix 1 (Packaging marks).

Principles of packing


● the cargo is properly distributed in the CTU particularly with regard to weight

● stowage and packing techniques are suitable to the nature of the cargo

● operational safety hazards are taken into account. Additional forces and movements are experienced by cargoes during maritime

Top tips

Proper load securing takes time and effort


journeys. See the World Shipping Council/International Chamber of Shipping document Safe Transport of Containers by Sea: Guidelines on Best Practices (see page 24)

In order to comply with these principles packers should follow the provisions of the CTU Code, annex 7, section 3 and the appendices to the CTU Code, annex 7.

Securing cargo in CTUs


● tightly arranged cargoes are stowed in CTUs without stressing the sidewalls or doors

● in the case of CTUs with weak or with no walls/boundaries, sufficient forces are produced by securing devices to properly restrain the cargo

● packages of greater size, mass or shape are individually secured to prevent sliding/tilting

● the efficiency of the cargo securing arrangement is properly evaluated

In order to comply with these obligations packers should follow the provisions of the CTU Code, annex 7, section 4 and the appendices to annex 7. Additional advice for the evaluation for certain cargo securing arrangements may be found in annex 7, appendix 4.

Packing bulk materials


● applicable filling ratios for liquids are complied with

● tank fittings and valves are compatible with the goods to be carried

● specific requirements for foodstuffs are observed

● procedures for the safe transport of liquids in flexitanks are observed

● CTUs are not overstressed by the carriage of solid bulk cargoes

When working on the top of CTUs during the preparation, filling or emptying of CTUs, packers should comply with the requirements of the CTU Code, annex 8.

In order to comply with the obligations in this section packers should follow the provisions of the CTU Code, annex 7, section 5.

Safety at work and security

Only activities authorised by the facility should be carried out in the vicinity where the CTU is packed.

Ask if you don’t know!

Packers have a crucial role in the safe arrival of the cargo at its destination; but if they are faced with a variety of different packing challenges every day and are in any doubt how to safely pack and restrain certain items of cargo, incidents of damage or more serious accidents will occur.

Management should ensure that packers and supervisors know who they can turn to for practical advice at any time. They should be encouraged to ask if they don’t know.

Shippers – always remember

● If your container or the cargo within it is found to be responsible for causing damage during its journey, your company is likely to be held liable for compensation

● If your customers repeatedly receive damaged goods your company may lose the business, profits disappear and you could lose your job

Top tips

26t coil safely held in purpose built cradle

Source: Mariterm.se

Use of wooden battens for door protection in a CTU


Additional advice on the packing of dangerous goods (CTU Code Chapter 10)

Because mishandling of dangerous goods can have extremely serious consequences in the event of an accident, GSF has included this section, in additional detail, to the packing of dangerous goods summarised previously on page 10 of this guide.

The transport of dangerous goods is frequently subject to additional national and international regulations of the countries through which the cargo passes and the modes of transport used. Most regulations are based on the United Nations Recommendations on the Transport of Dangerous Goods, Model Regulations (Orange Book). However, rules may differ in their detail from those in the UN model.

Shippers/consignors should compare the requirements between those regulations contained in the UN Recommendations on the Transport of Dangerous Goods and those relating to particular modes of transport, for example:

● European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR)

● European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways (ADN)

● regulations concerning the International Carriage of Dangerous Goods by Rail (RID)

● Title 49 of the Code of Federal Regulations of the United States

● International Maritime Dangerous Goods Code (IMDG), the detailed provisions of which apply to international maritime transport

The IMDG Code and other applicable regulations require that the consignor provides transport information on each dangerous substance, material or article. This information should include as a minimum: the UN number; the proper shipping name (including the technical name, as applicable); the hazard class and/or division (and the compatibility group letter for goods of class 1); subsidiary risks when assigned; the packing group when assigned; the total quantity of dangerous goods by volume or mass (and for explosives the net explosive content); and the number and kind of packages (wooden box, steel drum etc).

This needs to be made available to the carrier as they are responsible for ensuring that dangerous goods declared by the shipper are transported in accordance with applicable international and national regulations.

Ensure compliance – minimise border delays

Key point to remember – Unsurprisingly, the rules surrounding dangerous goods transport are even more onerous than those applicable to general cargoes. To ensure compliance and minimise border delays, shippers should familiarise themselves with the regulations of all countries for the proposed transport movement or seek advice from the carrier or forwarding agent. And ensure a full set of documentation is supplied.

Care should be taken to ensure that all the other items of information required under each regulation, and applicable during the intended transport operation, are provided so that appropriate documentation may be prepared for each shipment, thus avoiding customs delays. The consignor is also responsible for ensuring that dangerous goods are classified, packaged, packed and marked in accordance with the applicable regulations: a declaration by the consignor that this has been carried out is normally required and may be included with the required transport information.

The shipper is responsible for ensuring that the cargo to be transported is authorised for transport by that mode. Not all substances are authorised for transport by rail under the RID regime and may have to travel by sea. But certain dangerous goods are not authorised to be transported on board passenger ships. The message is that the requirements of the IMDG Code and other similar agreements need to be carefully studied. Current versions of all applicable regulations should be easily accessible and referred to if necessary during packing to ensure compliance. Shippers are encouraged to discuss their dangerous goods requirements with carriers, who will have guidance on what arrangements are applicable for particular consignments.

Dangerous goods should only be handled, packed and secured by trained personnel. A responsible supervisor familiar with the legal provisions, the risks involved and what to do in an emergency should be available. Leaking or damaged packages of dangerous goods should not be loaded into a


CTU and measures to prevent incidents such as fires should be taken, including the prohibition of smoking. Whenever possible it is recommended that dangerous goods are packed so that the pallets or crates are regularly shaped, with approximately vertical sides and level at the top to allow little room for movement and provide additional safety within the CTU.

Shippers also involved with the actual packing and loading of dangerous goods into the CTU should ensure that their staff are aware of the potential risks and that they take special care during handling to avoid damage to packages. Regulations concerning stacking issues and instructions on the packages such as ‘This Way Up’ should be observed and drums normally stowed in an upright position. Procedures for evacuation of an area in the event of a spillage or leak should be in place and include instructions for any visiting truck driver or other third party employee. The damaged package should not be loaded into the CTU but moved to a safe place in accordance with company safety instructions while the situation is being dealt with in compliance with the appropriate national regulations.

CTUs should be packed so that incompatible dangerous or other goods are segregated in accordance with the rules of all modes of transport. It is possible that even goods of the same hazard class are incompatible with each other and should not be packed in the same CTU, for example acids and alkalis of class 8. The requirements of the IMDG Code concerning segregation inside CTUs are usually more stringent than those for road and rail transport due to the additional forces and movements experienced by cargoes during maritime journeys.

Some dangerous goods should be segregated from foodstuffs by a certain distance within a CTU or are even prohibited from travelling in the same unit.

For personal health reasons, packers handling dangerous goods should be prohibited from consuming food and drink. In the case of CTUs loaded with mixed cargoes, not all of which are dangerous goods, it is a good idea to load the dangerous goods adjacent to the doors, with markings and labels visible in case of incidents en route.

Dangerous goods are divided into different classes by the IMDG Code and include the following.

Class 1 Explosives Class 5 Oxidizing substances and organic peroxidesClass 2 Gases Class 6 Toxic and infectious substancesClass 3 Flammable liquids Class 7 Radioactive materialClass 4 Flammable solids; substances liable to

spontaneous combustion; substances which, in contact with water, emit flammable gases

Class 8 Corrosive substancesClass 9 Miscellaneous dangerous substances and articles

and and environmentally hazardous substances

Dry goods, properly supported and stowed over wet goods

Mixed cargo separated and sup-ported by wooden pallets

Gap between cargo items filled by inflatable air cushion


On completion of packing (CTU Code Chapter 11)

Once loading of the CTU is completed the packer should ensure that all means of access to the cargo area are properly closed and secured. When required, the shipper should ensure that the CTU is sealed immediately upon completion of loading with a seal bearing a unique identification number which is recorded by the shipper. There are many different seal types available, some of which can be found in Informative Material 9, CTU seals.

Where security devices, beacons or other tracking or monitoring equipment are required to travel in the CTU they should be securely fitted and, when equipped with a source of energy, should be of a certified safe type. Shippers should note that for maritime transport and under the International Convention for the Safety of Life at Sea (SOLAS) rules, no sources of ignition may be present in enclosed cargo spaces where highly flammable dangerous goods are stowed.

If a CTU is loaded with dangerous goods the applicable regulations may require that placards (enlarged labels), marks and other signs be affixed to the surfaces of a CTU. The specifications of these placards, marks and signs and the locations where they should be displayed are described in detail in dangerous goods regulations. The same regulations may also warn of specific dangers, such as the possible presence of asphyxiating, explosive or toxic atmospheres, or fumigation, resulting from the nature of the cargo. More information on fumigation is available in the CTU Code, annex 9.

If required by the appropriate regulations, shippers should prepare a Material Safety Data Sheet (MSDS) to inform the carrier and the consignee of the appropriate measures and necessary personal protection equipment required in case of an accident involving the cargo.

In conformance with the ‘Panel feature 1 on page 6 of this guide, the shipper is responsible for ensuring that all the documentation required by applicable international and national regulations for the intended transport movement are received from the consignor and the packer, that the documents are accurate and, where required, are provided to the carrier before the transport commences and as early as required by the carrier. See the Informative Material 2.

The packer is responsible for accurately determining the gross mass of the packed CTU. National and international regulations may prescribe how the gross mass should be determined: it may be that the fully loaded CTU has to be physically weighed; or a calculation method, weighing the individual consignments that make up the load plus the packing materials, might be permitted as an alternative. The shipper should be advised by the packer of the CTU’s identification number and/or vehicle registration number, as required, the verified gross mass of the CTU and the seal number if applicable; thus enabling the shipper to ensure that the verified gross mass and the ID numbers are included in all transport documents, such as bills of lading, waybills, consignment notes or cargo manifests, and are communicated to the carrier as early as required by the carrier. Accurate details of any oversize cargo projecting beyond the normal boundaries of a CTU should also be passed on by the packer to the shipper and advised to the carrier.

Whenever dangerous goods are packed into a CTU and a maritime leg is included in the transport route, the IMDG Code and other transport regulations may require provision of a ‘container/vehicle packing certificate’ specifying the identification number of the container or vehicle and confirming that packing was carried out in accordance with the requirements of the applicable dangerous goods regulations.

A wide range of seal types are available to shippers to secure CTUs after loading. Here are just a few examples.


Advice on receipt and unpacking of CTUs (CTU Code Chapter 12)

It should be normal practice for the consignee or the receiver of a CTU to carry out a walk around check to ensure that the unit is externally in good condition, and not significantly distorted, cracked or bent. If such damage is found, the receiver should document and notify any damage to the CTU operator or supplier. Specific attention should be paid to any recent damage that may have influenced the condition of the unit’s present cargo. Where a seal number is included on the transport documentation, the seal should be checked for conformity. If the seal number is different from that on the documentation or is damaged or missing this could indicate that the CTU has been opened en route and the CTU operator or supplier should be notified.

If a CTU shows signs of abnormally high temperature it should be moved to a safe place, the fire service notified and the company’s emergency safety plan activated.

Where access to the roof of the CTU is required, for example to remove the canvas of an open top unit, sturdy mobile steps or a gantry platform should be provided so that persons involved are not placed at risk. Access to the doors of a CTU

should be made normally by using ramps or platforms and, once inside, care should be taken to ensure that cargo items do not move when removing lashing or blocking devices or other cargo securing material such as dunnage bags. Items with low friction such as piles of steel plates may suddenly shift and unstable or awkwardly shaped items may topple when their retaining straps are removed.

When any damage to the cargo is detected during the unloading of the CTU, this should be documented and notified to the carrier and/or CTU operator and shipper, as appropriate. If a package containing dangerous goods is found to be so damaged that the contents leak out, the immediate area should be evacuated until the hazard potential has been assessed.

Once the CTU has been completely unpacked it may, in agreement with the CTU operator, either be returned to the CTU operator’s facility or transported directly to a new consignor/packer/shipper. Under either scenario, unless otherwise agreed, the consignee is responsible for ensuring that the CTU is completely clean, free of cargo residues, noxious materials, plants, plant products or any other visible pests. The applicable environmental regulations should be considered when disposing of any cargo residues and associated waste. Wherever practicable, dunnage

Opening a CTU – think safety first!

● Persons opening a CTU should be aware of the risk of cargo falling out and restrain the first door to be opened with a rope or strap to prevent it springing open forcefully, which could happen if some of the cargo has fallen onto it from the inside. Movement of the cargo within sheeted CTUs may also present a similar risk to those releasing the curtains of open-sided units

● CTUs with substances used for cooling or conditioning purposes present a particular risk of a toxic or asphyxiant atmosphere therefore, before opening the doors, it should be ascertained by measurement that no harmful atmosphere is present inside the CTU

● Even apparently non-hazardous cargoes, such as shoes, textile products and furniture, may emit harmful fumes, especially after long sea voyages. These products may emit sufficient harmful substances to make the atmosphere in the CTU dangerous

● Care should therefore be taken to ventilate the CTU before allowing work colleagues to enter, preferably by mechanically forced ventilation, otherwise by leaving the doors open for a period of time – enough to allow the internal atmosphere to regularise with the open air

● CTUs that are fumigated (see CTU Code annex 9) should be properly marked. If it appears that marks have become obliterated or lost during transport, staff should note whether or not the doors and vents are sealed with tape: tape applied to door gaskets or to air vents may indicate the risk of fumigant. If any damage to dangerous goods packages is found, expert advice should be sought before any further unpacking of the unit takes place. When possible, a material safety data sheet (MSDS) should be required from the consignor, to determine the appropriate measures and necessary personal protection equipment required in case of accident. For further information on the testing of CTUs for hazardous gases see Informative Material 10


bags and other securing materials should be recycled; but note that wood products not bearing the appropriate IPPC marking should be disposed of (see the CTU Code, annex 7).

After a CTU with dangerous goods has been unpacked, particular care should be taken to ensure that no hazard remains. This may require special cleaning, particularly if spillage of a toxic or

corrosive substance has occurred or is suspected. In case of doubt with regard to appropriate cleaning measures, the CTU operator should be contacted. Finally, all placards and other markings referring to the CTU’s last shipment including, where applicable, markings referring to dangerous goods, should be removed or made illegible. For further information on the receipt of CTUs see the CTU Code, annex 5.

An example of a Container Inspection Form is shown below.


Training in packing of CTUs (CTU Code Chapter 13)

GSF believes that improvements in safety can be made by shippers through raising awareness of loading skills/techniques with their supply chain partners and through the provision of initial training and refresher courses for packers. The imposition of additional national legislation is unnecessary if effective communication of the expert advice already available, now gathered together in the CTU Code, takes place along supply chains.

Training of those working closely with CTUs can be undertaken in-house by suitably prepared staff or alternatively by the use of external or distance (e-learning) techniques. GSF is working closely with a provider of software packages which can provide training to meet the requirements of the code.

Recommendation from the UNECE ‘Group of Experts’

The management of a facility where CTUs are packed is responsible to ensure that all personnel involved in the packing and loading of cargo into CTUs, or in its supervision, are adequately trained and appropriately qualified, commensurate with their responsibilities within the organisation.

Managers need to ensure that if employees perform functions for which training has not been provided, these must take place under the direct supervision of a trained/experienced person. Personnel engaged in the packing of CTUs should be trained in the contents of the Code of Practice commensurate with their responsibilities.

Employees’ training records should be kept in accordance with local regulatory practice.

Persons responsible for planning and supervision of packing should be fully knowledgeable about all the technical, legal and commercial requirements of the task and on all the risks and dangers involved. They should have received appropriate training and know the customary industry terminology in order to communicate effectively with consignors, forwarders and the persons who do the actual packing.

As this guide has emphasised already the packer is key to enabling the provision of a safe and secure supply chain. Those engaged in the actual packing should be trained and skilled in doing this

work and understand the relevant terminology in order to comply with the instructions of the planner and supervisor. They should be aware of the risks and dangers involved, including safe manual handling techniques and know who to turn to for advice if in doubt in any particular situation.

The training should be designed to provide an appreciation of the consequences of badly packed and secured cargo in CTUs, the legal requirements, the magnitude of forces which may act on cargo during road, rail and sea transport, as well as basic principles of packing and securing of cargoes in CTUs. Topics for consideration, to be included in the training as appropriate, are given in the CTU Code annex 10.

GSF believes the national regulatory authority should work with stakeholders to establish minimum requirements for training and, where appropriate, qualifications for each person involved, directly or indirectly, in the packing of cargo in CTUs, particularly in relation to dangerous goods.


Table 1 – Full contents of the CTU Code(Chapters featured in this GSF guide are shown in italic text)

Links to the full text of the final draft CTU Code with its annexes and to the Informative Material pages are on the Additional sources of information, page 24.

Chapters Subject matter CTU Code page

Chapter 1 Introduction 2

Chapter 2 Definitions 5

Chapter 3 Key requirements 9

Chapter 4 Chains of responsibility and information 11

Chapter 5 General transport conditions 15

Chapter 6 CTU properties 17

Chapter 7 CTU suitability 22

Chapter 8 Arrival, checking and positioning of CTUs 25

Chapter 9 Packing cargo into CTUs 30

Chapter 10 Additional advice on the packing of dangerous goods 32

Chapter 11 On completion of packing 35

Chapter 12 Advice on receipt and unpacking of CTUs 37

Chapter 13 Training in packing of CTUs 39

Annexes

Annex 1 Information flow

Annex 2 Safe handling of CTUs

Annex 3 Prevention of condensation damage

Annex 4 Approval plates

Annex 5 Receiving CTUs

Annex 6 Minimizing the risk of re-contamination

Annex 7 Packing and securing cargo into CTUs

Appendix 1 Packaging marks

Appendix 2 Friction factors

Appendix 3 Practical methods for the determination of the friction factor μ

Appendix 4 Specific packing and securing calculations

Appendix 5 Practical inclination test for determination of the efficiency of cargo securing arrangements

Annex 8 Access to tank and bulk tops, working at height

Annex 9 Fumigation

Annex 10 Topics for consideration in a training programme


Table 2 – The supportive ‘Informative Material’Additional, detailed ‘Informative Material’ discussed by the ‘Group of Experts’, not a part of the Code of Practice but nevertheless entirely relevant to the work and considered to be essential for publishing alongside it, considers in more detail the following aspects of safe packing.

IM 1 Consequences of improper packing procedures

IM 2 Typical documents related to transport

IM 3 CTU types

IM 4 Species of concern regarding re-contamination

IM 5 Quick lashing guide

IM 6 Intermodal load distribution

IM 7 Manual handling

IM 8 Transport of perishable cargo

IM 9 CTU seals

IM 10 Testing CTUs for hazardous gases

Links to all these sections will be found where appropriate in the pages of this guide.

Additional sources of information

Working with Containers, a Keynotes guide – part 1

● Published by GSF/FTA in April 2013, the guide provides safety and best practice information on working with containers for those shippers and businesses in general that have had little or no previous experience in the use of maritime containers in their logistics activities. Please contact [email protected] for a pdf of the guide.

Guidelines for the Safe Transport of Containers

● In November 2009, the World Shipping Council (WSC) and the International Chamber of Shipping (ICS) published Safe Transport of Containers by Sea: Guidelines on Best Practices. The guide covers the various parts of the transport chain that have an impact on the safe movement of containers by sea and includes a distillation of the good practices that are already undertaken by responsible companies within the chain.

IMO/ILO/UNECE Code of Practice for the Packing of Cargo Transport Units

● The full final draft Code (January 2014) with its annexes is available (December 2014) on the United Nations Economic Commission for Europe (“UNECE”) website in English at www.unece.org/fileadmin/DAM/trans/doc/2014/itc/id_07_CTU_Code_January_2014.pdfReference may also be made to IMO document MSC.1/Circ.1495

● IMO/ILO/UNECE Informative Material (January 2014) to accompany the Code of Practice may be accessed at www.unece.org/fileadmin/DAM/trans/doc/2014/wp24/Informal-document-EG-GPC-No20-2013-Informative_Material.pdfReference may also be made to IMO document MSC.1/Circ.1496

● IMO/ILO/UNECE Guidelines for Packing of Cargo Transport Units (1997) The previous version of packing guidance from the UNECE may be accessed at www.unece.org/fileadmin/DAM/trans/doc/2011/wp24/IMO_ILO_UNECE_Guidelines_packing_cargo_1997_01.pdf

Weighing Containers in Ports and Terminals (2013)

● An Information Paper published by the Port Equipment Manufacturers Association (PEMA) describing the various technologies available for weighing CTUs at ports, their relative capabilities and weighing accuracy. PEMA IP05 Weighing Containers in Ports and Terminals (389)

Best Practice Guidelines on Cargo Securing for Road Transport (2006)

● Published by the European Commission. Europe needs not only efficient, but also safe, road freight transport. http://ec.europa.eu/transport/road_safety/vehicles/doc/cargo_securing_guidelines_en.pdf

Lashing@Sea – report by the Maritime Research Institute Netherlands (MARIN) (2009)

● A report investigating the reasons for failure of container lashing systems on board ships and recommending ways to improvements in lashing efficiency. www.ft.dk/samling/20091/almdel/mpu/bilag/761/893706.pdf

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