3.

1 Container design

3.1.1 Container design and types

3.1.1.1 Part 1
3.1.1.2 Part 2
3.1.1.3 Part 3
3.1.2 CSC & structural and testing regulations
3.1.3 Cargo securing equipment

A container user should be aware of the most important structural differences between
containers, so that he/she is in a position to make appropriate prepa rations for packing
and cargo securing and correctly to assess container loading capacity.

Problem-free dispatch has been assisted by the standardization of transport units, such as
containers, while the standardization of certain components and some dim ensions permits
the use of standard handling equipment and means of transport.

We will describe fundamental components and designs first of all with reference to
standard box containers. More detailed information is given under the heading "C ontainer
types".

Basic container frame

The load-carrying element of all box containers is a steel framework, consisting of four
corner posts and two bottom side rails, two top side rails, two bottom cross members, a
front top end rail and a door header.

Bottom cross members serv e as supports for the container floor.

Additional bottom cross members are fitted between the bottom side rails, to serve as
supports for the floor covering.
 Side walls End walls

Roof panel

The side and end walls and the roof are the components of a standard box container which
are capable of bearing the least load. To a certain degree, this naturally also depends on
the construction materials used for them.

The following three Figures illustrate the essential components of standard box containers.
Not included by name are, for example, the door bar handles, the locking components
required for sealing, etc. Where necessary, descriptions of and comments about these
components are provided at other points in the Handbook.
 Essential components of a container

Part names in the area of the container floor

A comparison of German and English part names is given below:

German name English name

Eckbeschlag corner fitting; corner casting
Ecksäule corner post
(unterer) Seitenlängsträger bottom side rail
(oberer) Seitenlängsträger / Dachlängsträger top side rail
unterer Querträger
front also known as: Stirnschwelle bottom end rail; door sill
rear also known as: Türschwelle / Türuntergurt
oberer Querträger / Dachquerträger
front top end rail
front also known as: Stirnträger
door header
rear also known as: Türträger / Türobergurt
Boden floor
Stirnwand front end wall
Bodenquerträger bottom cross member
Dach roof panel
Dachspriegel (e.g. in open-top containers) roof bows
Seitenwände side panel; side wall
Gabelstaplertasche forklift pocket
Türverschlußstange door locking bar
Scharnier hinge
Nocke cam
Nockenhalterung cam keeper
Türdichtung door gasket

In the early days of container shipping, the majority of containers were constructed
according to ASA standards, but now the containers used for maritime transport are
almost without exception ISO containers.

ISO Corner Casting ASA Corner Casting

They differ both in dimension and in the shape of the corner fittings or "corner castings".
Most ASA containers, i.e. containers like those used by Sealand constructed according to
"American Standards Association" standards, have since been adapted to match ISO
dimensions. To simplify handling, special universal spreaders were used, which could
handle both types without difficulty.

ISO corner castings - horizontal and

vertical mirror images

ISO standard 1161 specifies different shapes for top and bottom and mirror images for
right and left.

The eight corner castings of a container or a corresponding C TU have to be particularly

strong, since they work with the corner posts and the other basic components of the
container frame to absorb the forces which lock units or lashings exert on containers when
they are stacked on top of one another, during handling and during transport.
Securing on board

Cargo handling

Securing on a chassis

DIN/ISO standards specify certain minimum requirements

for the loading capacity and stackability of containers;
while higher levels of performance may be provided for
individual properties, lower levels may not.

It must be possible to stack six ISO containers packed to

the maximum weight vertically on top of one another.
Maximum offset is set as follows: widthwise - 24.4 mm
(1"), lengthwise - 38 mm (1½").
 The actual values of modern
containers are generally higher.
Many are designed to be stacked
eight or nine high. The maximum
stacking load must be marked on
the C SC plate. (More details are
given in the relevant section of the
Handbook).

According to safety regulations, stacked containers must where necessary be secured

against toppling and shifting.

On larger container ships, the containers are stowed nine to twelve high in the hold. In
such cases, the containers loaded must either be only partly full or designed to have
greater stackability. The latter is generally the case with modern containers, but it is
possible to use fold-out flaps in the cell guides, which subdivide the stacks.

Indicating stacking heights on a

container

Inland containers are only designed

to be stacked three high when fully
loaded.

Irrespective of the material used to build a box container, it is essential for it to be spray-
tight.

In standard box containers, the load-carrying parts are made of steel profiles, i.e. at least
the entire frame including the bottom cross members and possibly also the elements
serving as reinforcements, such as bottom side ra ils in the area of the gooseneck tunnel
etc. Three main types of material are used for the walls and roof:

 steel sheet, corrugated

 aluminum sheet in conjunction with stiffening profiles
  plywood with glass fiber-reinforced plastic coating (plywood + GRP)

These are reflected in the conventional container names:

 steel container
 aluminum container
 plywood container

Variously corrugated steel sheet

In steel sheet containers, a wide range of differently profiled corrugated steel sheet may
be used for the outer walls. It is protected against corrosion by painting or similar
processes.

Repair instructions on a steel

Indication of container wall material container

The cost advantages of this type of container have led to its current dominance. Of all the
containers currently in use, a rough estimate would suggest that 85% are made of steel
sheet.

Aluminum container skin

Aluminum containers are built either with a pure aluminum skin or with a plywood inner
lining; they may also either be riveted or with a smooth or lightly riveted finish.

In plywood containers, the outer walls are made of plywood coated with glass fiber -
reinforced plastic (GRP). Plywood is a popular material for "coffee containers".

C ontainer doors are often also made of plymetal,

which consists of a plywood core with sheet metal
adhered to it on both sides.

Materials information on containers

It is clear from these examples that containers are not generally made from a single
material but various material combinations, here including steel, aluminum and plywood.
The information even covers the type of preservatives used.

Wood treatment
information

Special impregnation against insect or other pests is required for certain regions of
service. Most container floors or wooden parts undergo preventive treatment.

Wood treatment
information
 Materials
used for a flatrack

Plywood floor Repair to floor

Box containers are predominantly provided with coverings of plywood or textured coated
board mostly 25 mm thick, more rarely 30 mm thick. Although wood is relatively
expensive, it has substantial advantages over other materials: it is strong and resilient,
does not dent, may be easily replaced during repairs and, when appropriately finished,
has an adequate coefficient of friction. The latter does not apply to the virtually new
container in the left-hand Figure, which has a mirror-bright finish.

Cross-section through a
seven-ply plywood board

Planking Steel floor

Planking is preferred for flatracks and other similar platform containers. 20' platforms or
half-height open-top containers often have a floor of steel, e.g. of "tear drop" or otherwise
textured sheet.

The floors of ISO containers have to be capable of bearing the evenly distributed payload,
the emphasis being on "evenly distributed".

The following test criteria apply where ground conveyors have access to container
floors.
 Axle load 12,040 lbs / 5,460 kg
Wheel load 2,730 kg
C ontact surface per wheel 142 cm²
Wheel width 180 mm
Wheel gage 760 mm

The wheel contact area of 142 cm² corresponds approximately to the size of a postcard.
Forklift trucks with a load-carrying capacity of 2 metric tons have axle loads of just under
5 metric tons when loaded. Most 2.5 metric ton forklifts are within the admissible range .
However, some electrically operated 2.5 metric ton forklift trucks reach front axle loads of
over 6,000 kg when loaded. It is of course possible for even heavier forklift trucks to drive
into containers, provided they are not fully loaded and the equipme nt and cargo
dimensions allow it. It is essential to note that add-ons reduce the load-carrying capacity
of forklifts, but increase the front axle load. Goods may only be stacked in box containers
using equipment with a suitable telescopic mast. Using equipment with twin tires may
reduce the wheel loads, but it doesn't completely resolve the issue of axle load. It
shouldn't therefore be regarded as a license to use heavier equipment.

The strength of ISO containers is laid down in the relevant DIN standards and/or the
International C onvention for Safe C ontainers:

ISO containers must be capable of absorbing the horizontal forces arising during regular
service at the level of the end frames.

Longitudinal loading
capacity in the floor
area

C ontainers must withstand loads in the lengthwise direction which correspond to external
acceleration of 2 g acting horizontally on the floor fastening elements. This takes into
account loads which are transmitted via twist locks and other vehicle locking elements to
containers. Special railroad container cars with hydraulic shock absorption limit forces to 2
g; examples of these cars are Lgjs, Sgjs and S gjkmmns cars and other cars with a j in
their name, the j indicating high-performance (long-stroke) shock absorbers or buffers.

According to the C SC , end walls must be

so constructed that forces of 0.4 times
the uniformly applied payload may be
absorbed, i.e. 40% of the container
payload or 0.4 g. Higher or lower values
should be marked on the containers.

End wall loading capacity

 The loading capacity of the side walls
must correspond to 0.6 times the
uniformly applied payload, i.e. 60% of the
payload or 0.6 g. Higher or lower values
should again be marked on the
containers. More details are given in
Section 3.1.2 C SC & structural and
testing regulations".

Side wall loading capacity

Since the values for end and side walls are valid only for large -area loads, any point
loading of the walls should be avoided. Because the weight-carrying capacity of many
general purpose containers is not fully utilized, loading is kept below the maximum values
in the case of compact and even packing. However, if the rate of utilization is high and/or
uneven, countermeasures must be taken.

In the case of container roof panels, an

evenly distributed 200 kg load may be
applied to a surface area of
600 x 300 mm, so meaning that two
people may stand next to one another on
the container roof. Under no
circumstances may container roof panels
be covered with cargo.

Some containers are fitted with forklift pockets for handling with ground conveyors.
Appropriate regulations relating to the required dimensions may be found in appendix C of
ISO 1496/1. The pockets are cavities formed crosswise in the floor structure and allow
insertion of the forks from the side; the forks must be pushed fully into the pockets. Forks
which are too short must under no circumstances be used for lifting, since they may cause
damage to the floor.

Unmarked forklift
pockets on a box
container.

The forklift pockets generally only allow handling of empty containers. Packed containers
must not be picked up in this way unless specifically permitted. This is not the case here;
hence, the container may only be picked up with forks when empty.
 Forklift pockets on a
flatrack marked
EMPTY

Forklift pockets on a flatrack not marked EMPTY

Both containers may only be picked up when empty.

For the most part, no marking is provided or no explicit instruction is given to pick up only
empty containers, missing. To rule out errors, marking should be made a requirement.

Marking variant: the arrows bear the mark "Tare".

The containers shown here merely bear the marking "Tare" at the inner forklift pockets.
The outer pairs of pockets lack markings or symbols. It is obvious here that the
arrangement of these pockets also allows handling of the full container by forklift truck,
but one can never be sure. This example shows that there is a need for marking to be
mandatory.

Forklift pockets on a
"tilt" container

With this container, it is even less certain how the forklift pockets are to be used.
Standardized regulations and compliance therewith in practice could help in the avoidance
of many losses resulting from the incorrect use of these components.

Straddle carrier
recess
Some containers have a recess along the longitudinal sides which allows the containers to
be picked up using straddle carrier load suspension devices for transport within cargo
handling facilities. Straddle carriers are specially built (low) van carriers with which loads
may be lifted but not stacked.

Handling a swap-body with grappler in

grappler pockets

Grappler pocket in a semitrailer Grappler pocket in a swap-body

Grappler pockets are slots or recesses in the bo ttom side rails of containers or other C TUs,
especially inland containers and swap-bodies. Grapplers slot into them during cargo
handling. Such grapplers may also be used with gantry cranes, if no spreaders are used.
Grappler pockets also allow direct pick -up of the containers with the tongs of a van
carrier.

Detailed images of grapplers

 Gooseneck tunnel

Many containers have recesses in the bottom of the front end This centrally located recess
is known as a gooseneck tunnel. A large number of C TUs, especially flatracks have them
at both ends. The tunnel does not have any effect on loading space, the inside of the
container floor or the flatrack loading area being flat. This rec ess serves in centering the
container on a gooseneck chassis.

Container with gooseneck Container with gooseneck tunnel on

tunnel a normal
on a gooseneck chassis container chassis

C ontainers with goosenecks can be carried on both normal chassis and gooseneck cha ssis.
C ontainers without goosenecks can only be carried on normal chassis. Depending on the
construction of the chassis, a lower road vehicle overall height may be achieved with
gooseneck chassis. In this way, many articulated trucks can see their height reduced by
approx. 150 mm.

40' flatrack with 20' flatracks without

gooseneck tunnel gooseneck tunnel

In accordance with the standards, gooseneck tunnels are only provided for 40' containers.

3.1.1.1 Container design and types, Part 1

Over 50 percent of the containers available internationally belong to shipping companies.

Alongside these are a large number of leasing companies, which lease their containers
both to shipowners and to direct customers. C ontainers belonging to forwarders tend to
carry dry and liquid bulk goods, for which bulk and tank containers are mostly used.
Specific details about the appearance of the containers, their external and internal
dimensions, their weights and volumes, temperature control, cargo securing equipment
and other special features may in general be found in the brochures published by the
respective companies. Of necessity, the following can only deal with a few types of
container.

According to DIN ISO 4346 of January 1996, a distinction may be drawn between the
following types:

 General purpose containers

 Bulk container
 Named cargo containers
 Thermal containers
 Open-top containers
 Platform containers
 Tank containers
 Air/surface containers

Further distinctions are drawn within these groups depending on design and principal
characteristics. Information relating to the respective code, the group and type code, is to
be found in Section 3.4 "Size and type codes".

Over the years, expressions have become established which do not always correspond to
the standards or which are used in addition to the standard expre ssions. Some of these
need to be explained.

The term standard container was used for the first containers in their basic form. As
these were closed and were primarily suitable for the loading of general cargo, they
were/are also known as general purpose containers, dry cargo containers or box
containers. The initial height of 8' has already very nearly been consigned to history.
Most box containers have an external height of 8' 6". Unventilated general purpose
containers have openings on either one or both end(s).

Unventilated general purpose containers of sheet steel

The two steel containers of virtually identical construction can be designated standard
containers. Both containers have an external height of 8'6" and no gooseneck tunnel. This
is stated in coding 2210 on the one hand and 22G1 on the other. Both containers have
forklift pockets and straddle carrier recesses.
 Vents in a container

C ontainers equipped with such vents also count as unventilated general purpose
containers, although they have small vents in the upper part of the cargo space.

20' plywood container with

vents in the top side rail

This container too falls into the category of "unventilated general purpose container"
although individual vents are provided all the way along the upper part of the cargo space.

Containers with end doors and side doors occupying the entire length

Another subgroup of unventilated general purpose containers specified in DIN EN ISO

4346, January 1996, has "openings at one or both end(s) plus full openings on one or
both sides".

Container with end wall

doors and partial openings at
the side

Another subgroup consists of container with "openings at one or both end(s) plus partial
openings on one or both sides".

The expression high-cube container originally covered all containers higher than 8' 6".
The expression is now used in practice almost only ever for containers which have an
external height of 9' 6". Particular attention needs to be given to possible height
restrictions when these containers are carried by for road and rail. It ma y be necessary to
use special chassis or carrying cars.

Comparison of a high-cube
container (9' 6") with an 8'
6" container

The yellow and black marking on the top edges of the high-cube container serves as a
warning about its height. More details about operational markings are given in Section
3.5.

40' Container: left 8'6" high, right 9'6" high (high-cube)

40'-C ontainers have a larger volume-to-payload ratio than 20' containers, i.e. they are
suitable for goods with a higher cargo stowage factor.

Open-sided containers (OS) have solid end walls and a solid roof panel. The sides may
be closed at the bottom by folding down wooden, aluminum profile or steel sheet side
walls, which may be divided into sections. Roof bow holders and roof bows are provided
for the upper part, which may be covered with tarpaulins. The container is packed from
the side. Open-sided containers also exist which are open only on one side. If bars are
positioned over one open side, the containers can be used for transporting livestock.
Another variant is the "folding side wall" container, a type of inland container.
 Open-sided container, here
in the form of a "tilt"
container with end wall
door

Open-sided container, here

in the form of a "tilt"
container with end wall
door

As is clear from the pictures, open-sided containers are also available with doors at the
rear of the container.

The statement found in many brochures to the effect that "lateral load securing consists of
planks, which are suspended between the removable central support and the corner
posts" is not to be trusted. It is essential to check what forces these structures can
absorb.

Open-top open-sided containers (OTOS) combine the features of open-sided and

open-top containers, i.e. the roofs and sides are open and need to be covered with
tarpaulins.

Since it is American transport that gave rise to the 8' wide standard overseas container,
these containers are not suitable for the interchangeable pool pallets used in Europe,
which have dimensions of 800 mm x 1,200 mm. To counter this problem, pallet-
compatible containers 2.50 m in width have been constructed, which must not, however,
be confused with the pre-existing inland containers 2.50 m in width.
 Pallet-compatible 40' containers

20' x 8' 6" container

with side doors

2.50 m wide 20' inland containers provided by DB (German Railroads)

 20' x 8'6" container with
two end wall doors

General purpose container

- special design with side
doors

10' wide general purpose

container

General purpose containers with special features are intended to make it possible to
transport particular cargoes which could not otherwise be safely transported without
damage. Containers for hanging garments belong to this group: they are equipped
with clothes rails which are attached to special supporting bars. Textiles, hanging on coat -
hangers, can be carried in these containers.

Passively ventilated containers, also known as ventilated containers, hardly differ

from standard containers in external appearance. They are used for the most part to
transport organic cargoes with high moisture contents, such as coffee and cocoa beans.
Special equipment is intended to ensure that, as far as possible, sweat is p revented from
forming. In general parlance, the containers are also named after the type of cargo
carried in them, hence the widespread use of the expression coffee container. There are
two basic variants:

 C ontainers with natural ventilation use pressure differences between the internal
and external air for air exchange purposes. Warm air rises in the container and
exits at the top through the roof ventilation strips. C ooler external air then enters
through the floor ventilation strips.

 Forced ventilation containers use fans and air ducts and/or ventilation flaps to
achieve the necessary air exchange.
C ontainer vent slots or air openings are often constructed as a labyrinth to prevent the
penetration of spray or precipitation. Often, there are openings in the bottom and top side
rails, which form regular air ducts. Sometimes, only relatively small, perforated areas are
provided at regular intervals in the outer skin.

DIN EN ISO 6346, January 1996, lists ventilated general purpose containers under C ode
V, allocating to them either group code VH or type codes such V0, V2 or V4. A distinction
is drawn between:

 C ontainers with non-mechanical ventilation at the lower and upper parts of the
cargo space

 C ontainers with mechanical ventilation installed in the container and

 C ontainers with mechanical ventilation located outside the container.

General purpose containers with non-mechanical ventilation

Non-mechanical
ventilation at the upper
and lower parts of the
container

General purpose
containers with
mechanical
ventilation installed in the
container
There are plenty of other designs of general purpose container, in addition to those
described above. A more unusual example is the container illustrated below.

General purpose container

with flaps on the end and
side walls

Dry bulk containers or bulk containers may be used to transport loose, free-flowing
goods. DIN EN ISO 6346 of January 1996 distinguishes, under C ode B, between the group
codes BU and BK as well as various type codes for non-pressure-resistant dry bulk
containers which are closed or air-tight and dry bulk containers with horizontal or tipping
discharge pressure-resistant at test pressures respectively of 150 kPa and 265 kPa.

Above and right:

Loading hatches and discharge outlets in

different bulk containers

Externally, normal bulk containers are of identical construction to standard containers

except for the loading hatches and discharge outlets. The loading hatches or domes are
arranged in the roof.
To gain access to these, some containers are provided with swivelable ladders. To prevent
contact between the cargo and the container walls, "inlets" or liner bags may be
introduced into the containers and fix ed in place. The unloading hatches are normally at
one of the ends, generally incorporated into the doors. Sometimes, short hoses are also
incorporated, so as to be able to direct the cargo as it is unloaded. Less frequently, the
discharge outlets are arranged at the side. In all the above cases, unpacking is achieved
by the force of gravity, generally assisted by tipping the containers.
 Chassis with tipping
equipment for emptying
bulk containers

Some special dry bulk containers resemble tank containers. In addition to emptying by
gravity, some containers are available which may be emptied by means of compressed
air.

Bulk container with

compressed air-assisted
emptying

Bulk container

By fitting "inlets" or liner bags, normal general cargo containers may also be used as bulk
containers:
 "Inlets" in a general purpose container, for transporting bulk cargo

Reusable "inlets" are available, as well as single-use "inlets" or disposable liners.

DIN EN ISO of January 1996 specifies under C ode S and group code SN "named cargo
containers". Examples of these include containers for transporting livestock (type code
S0), containers for transporting automobiles (type code S1) and containers for
transporting live fish (type code S2).

3.1.1.2 Container design and types, Part 2

Thermal containers are divided into refrigerated, refrigerated/heated and merely

insulated types. A distinction is also drawn between those with fixed and removable
equipment. Refrigerated or heated containers allow goods to be transported irrespective of
ambient temperature. The question of whe ther the container heats or refrigerates is
relative. Nonetheless, the term refrigerated container or reefer has become established
in common parlance. The correct term would be temperature-controlled container.

Thermal container with

integral unit - rear
 Thermal container - side and end with integral unit

Depending on container quality, the entire outer skin may be appropriately insulated,
thereby reducing the internal dimensions of the container. According to ISO 1496/2, the
internal width must amount to 2200 mm. The container (reefer) floor is generally made of
T-shaped aluminum profiles and is also known as a T-grating. The floor is strong enough
to allow access by forklift trucks. The type code distinguishes between thermal containers
according to type of refrigeration unit and/or coefficients of heat transmission (k values).
The temperature of insulated containers may be controlled by external refrigeration
units.

Mobile refrigeration unit, in this case in stationary use

Mobile refrigeration
unit, for stationary
use

DIN EN ISO 6346, January 1996 lists thermal containers under C ode R, namely:

 mechanically refrigerated under group code RE and type code R0

 mechanically refrigerated and heated under group code RT and type code R1

 self powered mechanically refrigerated under group code RS and type code R2
 and

 self powered mechanically refrigerated and heated under group code RS and type
code R3

20' x 8'6" thermal container, mec hanically refrigerated/heated

40' x 9'6" thermal container, mechanically

refrigerated/heated

C ode H of the same standard covers refrigerated and/or heated thermal containers with
removable equipment, with group code HR applying to:

 refrigerated and/or heated with removable equipment located externally,

coefficient of heat transfer K = 0.4 W/(m² x K), type code H0

 refrigerated and/or heated with removable equipment located internally, type

code H1

 refrigerated and/or heated with removable equipment locate d externally,

coefficient of heat transfer K = 0.7 W/(m² x K), type code H2

Group code HI covers insulated containers, namely:

 Type code H5 = insulated, coefficient of heat transmission K = 0.4 W/(m²·K)

 Type code H6 = insulated, coefficient of heat transmission K = 0.7 W/(m²·K)

These containers also resemble standard containers externally, but inside they have a
heat-insulating lining, generally of polyurethane foam-based insulating material. Their wall
thickness of 50 - 100 mm reduces stowage space a little compared to normal containers.
The insulation is intended to protect the cargo from over -rapid temperature variations. If
lower temperatures or refrigeration are required, refrigerants may be added. Ice is seldom
used nowadays, since it requires special ice boxes; instead, dry ice is often used. Another
method is to vaporize liquefied gases. Such containers are used for the most part to carry
heat-sensitive cargoes.

Insulated containers and refrigerated containers may also be used without refrige ration or
heating. Since temperature variations in the container are delayed relative to the external
temperature, using such containers can be entirely appropriate for certain goods.

Refrigeration and/or heating may be achieved by:

 compressors directly driven by electrical motors

 compressors directly driven by internal combustion engine

 externally generated cooling or heating air

The electrical power required for driving refrigerating/heating machines is supplied by on -

shore or on-board power supply systems or by a separate generator driven by an internal
combustion engine, diesel engines mostly being used for this purpose. A distinction is
drawn between fixed generators and so-called clip-on generators, which are only fitted on
a temporary basis.

Integral refrigerating/heating machine for

connection to on-shore or on-board power
supply system

Fixed refrigeration units (integral units) reduce the useful length and payload of
containers.
 Clip-on units for temporary fitting to thermal containers

C lip-on units increase the overall length of the containers. These heating/refrigerating
machines are individual units which may be stored on shore or on board and temporarily
attached to the end walls of containers. Each apparatus may be individually adjusted and
does not affect the cargo space atmosphere for other containers. Supply air is input at the
bottom and return air is extracted at the top.

Openings for supply and return air in an external unit

Such containers are also known as "porthole containers", the name arising from the
similarity between these openings and the round ships' windows known as portholes.

Supply device
Thermal container/insulated container with
for a thermal
externally fitted supply device
container - detail

Externally generated cooling or heating air may be supplied via on-shore or on-board
central refrigeration systems. C ontainers supplied by this system also have two openings
in the end wall for the supply and removal of cargo space air subject to artificial
temperature control.

The term Conair container is a brand name often used for "insulated container".

Open-top containers are suitable in general for all types of general cargo but especially for
heavy, overheight cargo. Since their roofs are openable, they may also be packed from
above. They have doors at least at the rear and their roofs are openable or removable.
The roof covering consists either of a tarpaulin supported by roof bows or a solid, fully
removable hard-top. C ontainers with the latter type of roof covering are known as hard-
top open-top containers.

Open-top container with

tarpaulin and roof bows

Above and right:

Hard-top open-top containers

Cover removed from a 20'

hard-top open-top
container

So that it is possible not only to introduce

cargoes from above but also to load overheight
cargoes through the doors, some containers
have removable or swing-out top members or
top door rails. This also facilitates packing
using lifting gear at floor level.
 Open-top container with top member
removed

The roof bows of an open-top container serve both to support the tarpaulin and to
stabilize the whole container. Such containers are therefore also mad e wholly of steel, so
that the structure is still sufficiently stiff despite the absence of a roof. If overheight
cargoes are carried, the stabilizing effect of the roof bows is absent. In some cases,
therefore, it would be sensible to investigate whether it would not be equally possible to
use flatracks or indeed whether that would not be the better solution from the point of
view of cargo securing.

Half-height open-top containers are open at the top, as their name suggests. There
are two types in existence: either completely open or with a tarpaulin and roof bows. The
rear door may often be folded down and used as a ramp.

20' and 40' half-height open-top containers, with and without cover

DIN EN ISO 6346, January 1996 lists open-top containers, abbreviated as OT, under C ode
U. The group code for all such containers is UT. The following types are distinguished by
the type codes indicated:

 U0 - Opening(s) at one or both end(s)

 U1 - Opening(s) at one or both end(s) plus removable roof in end frame

 U2 - Opening(s) at one or both end(s) plus opening(s) on one or both sides

 U3 - Opening(s) at one or both end(s) plus opening(s) on one or both sides plus
removable top members

 U4 - Opening(s) at one or both end(s) plus opening(s) on one side plus full
openings on the other side

 U5 - Full, solid side and end walls (no doors)

20' x 8' x 4'3" Half-height open-top - external and internal view

With this container, the rear end wall (at the front in the left-hand picture) can be folded
out and used as an access ramp for forklift trucks. A warning is attached:
 Warning about the "ramp" of a half-
height open-top container

The old, but still valid, number combination 4351 would today be replaced by the code
42U3.

Two OTs: each with rear doors and removable top members

Platforms and flatracks are also known in common parlance as open containers.
Although such containers may have special equipment, such stanchions, fold-down end
walls, lashing equipment etc., they are often described in specialist literature as
containers without additional equipment.

Platform: 20' long, 8' wide

and 1'1¼" high

Platforms consist of reinforced container floors with sheet steel or planking. A large
number of lashing points are provided for cargo securing; these may be welded -on or
recessed lashing lugs or rings, or lashing bars attached to the outsides of the side rails.

Two 20' platforms 1'1¼"

high

If agreed with the shipping companies, several pla tforms may be combined to form larger
loading areas for carrying oversize goods. Acceptance and delivery then require special
attention and coordination of operations between the ship's command, shipping
companies and terminal operator is recommended. When empty, platforms can be stacked
into piles to save space during transport. Since loaded platforms are not stackable, they
are loaded on board ship as the top layer of a hold or deck stack. If a ship's cell guides are
equipped with flaps, any stowage space can be used. 20' platforms are generally 335 mm
(1'1¼") high, while 40' platforms are generally 610 mm (2') high). There are 40'
platforms with gooseneck tunnels at both ends.

Flatracks, also known as flats, consist of

container floor and end walls. Flatracks
with folding or collapsible end walls or end
frames are commonly known as collapsible
flats or collapsible flatracks.

20' flatrack with fixed end walls

Flatracks are also known as "open-top

open-sided containers".

2.50 m wide 20' flatrack, one of the

inland containers provided by DB
(German Railroads)

20' collapsible flatracks, erected and collapsed

The advantage of collapsible flatracks is that several unloaded flats can be stacked on top
of one another to save space during transport. For cargo securing purposes, the flats are
equipped with lashing bars, lugs or hooks of appropriate strength. Stanchion pockets and
insertable stanchions are often provided. If agreed with the carriers, a number of flatracks
may be combined together so as to be able to transport particularly large items of cargo.
3.1.1.3 Container design and types, Part 3

DIN EN ISO 6346, January 1996 allocates C ode P to platform containers, with this edition
of the standard combining both pure platforms and flatracks under this letter. Pure
platforms bear group code PL or type code P0.

40' platform: 8' wide and

2' high with gooseneck
tunnel at both ends

Group code PF covers type codes P1

and P2.

Half-height flats falling under P1,

with lateral insertable stanchions

P1 platforms have two complete, fixed end walls, irrespective of how high they are.

Platform containers falling under P2 with corner posts and special load
retainers

P2 platforms have fixed posts, either free -standing or with removable top members. The
containers illustrated here are specially constructed to accommodate stacking boxes. The
boxes are carrying cargo securing materials for securing the containers on board. They are
naturally also ideal for transporting other heavy small pa rts.

Group code PC covers type codes P3 and P4. P3 platforms have folding complete end
walls.
 40' platform with
completely folding end
walls - collapsed

40' platform with

completely folding end
walls

P4 platforms have folding posts, either free -standing or with removable top members.

20' platform with folding

free-standing corner posts
- folded down in pairs

Group code PS covers type codes P5 to

P9. P5 platforms are open at the top
and ends (skeletal).

Frames for suspension

of clip-on units

In the January 1996 edition, type

codes P6 to P9 had not been assigned,
but were kept as spares. Here is an
example of how one of these codes
has been assigned by Hapag-Lloyd:
 40' x 8' x 9'6" P8 platform

Detail of P8 platform 40' collapsible flatrack with overheight,

collapsible end walls

Coil container with

folding end walls

Coil containers are built like flats or flatracks, i.e. they consist of a container floor and
flat or frame-like end walls. The container floor has cargo troughs for accommodating
coils/rolls of steel sheet. C argo securing costs are lower, since less complex lashing and
blocking is required than on/in normal containers. However, when overall transpor t costs,
including the return transport of empty coil containers, are taken into account, normal
carriage without a special container may be more economical. C oil containers could be
included amongst named cargo containers, but they are not covered by the standard.

20' flatracks, with fold-down end walls and coil wells (coil containers)

Tank containers are provided for carrying liquids and gases. The characteristics of the
substances to be carried determine the material of which the tank is made, while the
pressure under which the cargo has to be transported influences its construction. Tank
containers almost always have as their basis a steel frame, into which tanks of various
shapes may be inserted. Various fittings and accessories are incorporated, depending on
type and method of filling and emptying. Temperature -controlled tank containers require
special heating or cooling devices. They may be filled via domes or tubes and emptied
downwards via floor drains or upwards via riser pipes and pressure generators or in an y
other suitable manner. The products to be carried may be any types of liquid, liquefied or
gaseous substance, ranging from harmless to very dangerous.

Tank containers for non-dangerous liquids come under group code TN. Type codes
T0, T1 and T2 distinguish between minimum pressures of 45 kPa, 150 kPa and 265 kPa.

Tank container for non-

dangerous liquids

Tank containers intended for liquid foodstuffs must be clearly marked as being intended
for this purpose:

Half-height tank containers or half-height liquid containers serve to carry high-

density liquids which cannot be carried in normal tank containers because they cannot be
filled to a high enough level and are therefore subject to surging.

Half-height liquid
container

Tank containers for dangerous liquids come under group code TD. Type codes T3, T4,
T5 and T6 distinguish between minimum pressures of 150 kPa, 265 kPa, 400 kPa and
600 kPa.
 Tank containers for
carrying dangerous liquids

Such containers are subject, among other things, to the regulations governing the
carriage of hazardous materials and may also have to be tested for compliance with the
regulations of the Department of Transportation (DOT) or the German Federal Institute for
Materials Research and Testing (BAM).

20' x 8'6" tank container

for hazardous materials
with a test pressure of
600 kPa

Tank containers for gases are assigned to group code TG and type codes T7, T8 and
T9. T7 and T8 cover minimum pressures of 910 kPa and 2,200 kPa, while T9 does not as
yet have a pressure assigned to it.

Tank containers must be at least 80% full for safety reasons, so as to prevent dangerous
surging of the liquids in transit. As a rule of thumb, they should not be filled more than
95% full, so as to allow for thermal expansion of the contents.

The C TU packing guidelines state under the heading "Scope":

... They do not cover the filling or emptying of tank containers, portable tanks, or
road tank vehicles, or the transport of any bulky cargo in bulk packagings.
For this reason, nothing more will be stated with regard to tank containers at this point in
the Handbook.

Tank containers may be replaced by introducing "flexible tubes" into standard

containers, so turning them into temporary tank containers. However, a major problem
associated with this is surging of the liquids, which may result in damage to the container
walls.

Frequently used terms and comments:

Closed containers include all non-ventilatable general purpose, dry bulk and tank
containers. These containers allow no or only very slight air exchange. The y are
consequently gas-tight or at any rate virtually gas-tight. They are not suited to
transporting goods which require an exchange of gases.

The phrase design for ease of opening is found in container literature in relation to the
desire for rapid packing and unpacking. It is often used in relation to dry bulk containers
with special openings.

Half-height containers are lower than standard containers. The size codes distinguish
between those 1,295 mm (4'3") high and those of a height less than or equal to
1,219 mm (4'). The containers are specially designed for goods with low stowage factors
and for high-density cargoes, such as heavy barrels, metal sheet etc.

The following needs to be said with regard to special containers: from a technical point
of view, these meet the needs of many forwarders and are desirable with regard to cargo
securing. Their special fittings simplify packing and cargo securing, reducing securing
costs and shipping risks. However, since they are adapted to one product or group of
products to be transported, it is more difficult to use them on all routes, resulting in
higher freight rates than for standard containers due to more frequent carriage of empty
containers. From the point of view of cargo safety, however, special conta iners developed
for a particular product are preferable to conventional containers.

All wooden parts of containers traveling to Australia and New Zealand, including packaging
and securing lumber, must be treated, and proof must be provided in the form of
appropriate wood treatment certificates. The wooden parts of most containers are
impregnated against insect infestation. Australia's and New Zealand's quarantine
regulations require proof in the form of a plate:

This provides documentary evidence that

the wooden parts have been treated
against the Sirex wasp.

3.1.2 CSC & structural and testing regulations

The technical requirements placed on containers are enshrined in the respective standards
and in the "International C onvention for Safe C ontainers" or "C SC ".

The aim of the C onvention is to achieve the highest possible level of safety of human life
in the handling, stacking and transporting of containers. The C onvention applies to all
containers used for international transport, except containers developed especially for air
travel.

Article III, entitled "Application" states:

2. Each new container shall be approved either in accordanc e with the provisions
for type-testing or for individual testing as contained in Annex I.

The C onvention specifies precise requirements which individual components must meet.
Annex II of the C SC gives examples of structural safety requirements and tests. According
to the C SC ,
a container made from any suitable material which satisfactorily performs the
following tests without sustaining any permanent deformation or abnormality
which would render it incapable of being used for its designed purpose, shall be
considered safe. ...

Every contracting state must ensure that effective procedures are put in place to enforce
the regulations in Annex I of the C onvention. This Annex sets out regulations for the
testing, inspection, approval and maintenance of conta iners. However, the text of the
C onvention does allow duly authorized organizations to be entrusted with all these tasks,
other than maintenance. In many countries, the national classification societies are
entrusted with these tasks, e.g. Germanischer Lloyd in Germany.

A Safety Approval Plate must be permanently affixed to every container at a readily visible
place, where it cannot be easily damaged.

CSC plate

The Plate shall contain the following information in at least the English or French
language:

 "C SC SAFETY APPROVAL"

 C ountry of approval and approval reference

 Date (month and year) of manufacture

 Manufacturer's identification number of the container or, in the case of existing

containers for which that number is unknown, the number allotted by the
Administration

 Maximum gross weight (kilograms and lbs)

 Allowable stacking weight for 1.8 g (kilograms and lbs)

 Transverse racking test load value

The Safety Approval Plate (...) shall take the form of a permanent, non -corrosive, fire-
proof rectangular plate measuring not less than 200 mm by 100 mm. The words "CSC
Safety Approval" of a minimum letter height of 8 mm and all other words and numbers of
a minimum height of 5 mm shall be stamped into, embossed on or indicated on its surface
in any other permanent and legible way.

 C ountry of Approval and Approval Reference is in

this case the USA, the certifier is AB, standing for
the American Bureau of Shipping, the reference is
745.

Test plate from American Bureau of Shipping

 Date (month and year) of manufacture is year: 1998 and month: September
(stated according to ISO standard as 98-9).

 Manufacturer's identification number of the container is JDK ...and so on.

  Maximum gross weight (kilograms and lbs is stated as
24,000 KGS and 52,910 LBS (i.e. pounds). According to
the original DIN/ISO standards, the maximum total mass
for a 20' container is 20,320 kg. In the example it is
therefore higher. This is no longer the case. As can be
seen in the picture to the right, containers with a
markedly higher total weight are available.

 Allowable stacking weight for 1.8 g (kilograms and lbs). According to ISO
standards, fully loaded containers must be stackable six high. The container given
by way of example may be stacked 192,000 high (192,000 kg ÷ 24,000 kg = 8).

These days, higher permissible loading capacities are practically the rule. On many
containers, this is not only pointed out on the C SC plate but is also highlighted by the
provision of special plates.

 Transverse racking test load value.In this instance, this value is 15,240 KGS or
33,600 LBS.
 Transverse racking test

The values stated for the racking test are approximately in line with the standard; if the
stated units of mass (kilograms) are converted into newtons, a slight difference remains.

The longitudinal racking test value is not stated on the C SC plate.

Longitudinal racking test

The test must be performed from both sides. The ISO standard requires loading of only 75
kN, Lloyd's Register requires 100 kN and Germanischer Lloyd applies 125 kN in its tests.

If important, legally prescribed data are no

longer visible, a complaint should be lodged.

Damaged Safety Approval Plate

 CSC plate

... The country of Approval should be indicated by means of the distinguishing

sign used to indicate country of registration of motor vehicles in international road
traffic. ...

The F in the above example stands for France. BV is the

abbreviation for the classification society Bureau
Veritas, which operates in France.

Test plate from Bureau Veritas

Paragraph 2 b) states):
A blank space should be reserved on the Plate for insertion of end and/or side -
wall strength values (factors) in accordance with Regulation 1, paragraph 3 and
Annex II, texts 6 and 7. A blank space should also be reserved on the Plate for
first and subsequent maintenance examination dates (month and year) when
used.

The C SC Safety Approval Plates illustrated above do not carry these details. With good
reason, since the regulations subsequently state:
End Wall Strength to be indicated on plate only if end walls are designed to
withstand a load of less or greater than 0.4 times the maximum permissible
payload, i.e. 0.4 P.
Side Wall Strength to be indicated on plate only if the side walls are designed to
withstand a load of less or greater than 0.6 times the maximum permissible
payload, i.e. 0.6 P.

This is based on Paragraph 3 of Regulation 1, which states:

Where the Administration considers that a new container satisfies the
requirements of the present Convention in respect of safety and if, for such
container, the end and/or side-wall strength value (factor) are designed to be
greater or less than that stipulated in Annex II such value shall be indicated o n
the Safety Approval Plate.
 Positioning of data on the
Safety Approval Plate

"A blank space should also be reserved on the CSC Plate for first and subsequent
maintenance examination dates (month and year) when used."

In the example illustrated, this blank space has been left not at the bottom but on the
right of the other required data (see arrow). This is common practice.

In the "International C onvention for Safe C ontainers", Regulation 2 of Annex I deals with
maintenance, and reads as follows:

1. The owner of the container shall be responsible for maintaining it in safe

condition.

2. The owner of an approved container shall examine the container or have it

examined in accordance with the procedure either prescribed or approved by the
Contracting Party concerned, at intervals appropriate to operation conditions. The
date (month and year) before which a new container shall undergo its first
examination shall be marked on the Safety Approval Plate.

3. The date (month and year) before which the container shall be re -examined shall
be clearly marked on the container on or as close as practicable to the Safety
Approval Plate and in a manner acceptable to that Contracting Party which
prescribed or approved the particular maintenance procedure involved.

Next examination
date not stated
 Correct: Next
examination date
entered

4. The interval from the date of manufacture to the date of the first examination
shall not exceed five years. Subsequent examination of new containers and re -
examination of existing containers shall be at intervals of not more than twenty -
four months. All examinations shall determine whether the container has any
defects which could place any person in danger.

Correct: Interval between date of manufacture and first examination

amounts to 5 years

The container was manufactured in 1998. On the C SC Plate, the first re -examination date
is given as being month 09, i.e. September, 2003 (this is difficult to read on the Figure).

5. For the purposes of this Regulation, "the Contracting Party concerned" is the
Contracting Party of the territory in which the owner is domiciled or has his head
office.

For some years now, owners have in most cases been responsible for examining their own
containers. Regulators have provided for this by establishing an "Approved Continuous
Examination Program", in which owners participate. ACEP is a recognized repair and
maintenance system providing for regular examinations and servicing. To participate
actively in this program, it is necessary to register with the competent authori ties.
Registration is indicated on the container. The owner has then to take responsibility for
the necessary inspections and the date for re -examination need no longer be indicated on
the C SC plate.

A valid ACEP renders it

unnecessary to indicate a
next examination date.
 "Approved Continuous Examination Program" registration data

Most container owners participate in the ACEP.

C hapter II of the "International C onvention for Safe C ontainers" sets out regulations for
approval of new containers by design type, as quoted in detail below:
Regulation 3 - Approval of new containers
To qualify for approval for safety purposes under the present Convention all new
containers shall comply with the requirements set out in Annex II.
Regulation 4 - Design type approval
In the case of containers for which an application for approval has been
submitted, the Administration will examine designs and witness testing of a
prototype container to ensure that the containers will conform with the
requirements set out in Annex II. When satisfied, the Administration shall notify
the applicant in writing that the container meets the requirements of the present
Convention and this notification shall entitle the manufacturer to affix the Safety
Approval Plate to every container of the design type series.

Regulation 5 sets out the provisions for approval by design type:

1. Where the containers are to be manufactured by design type series,
application made to an Administration for approval by design type shall be
accompanied by drawings, a design specification of the type of container to
be approved, and such other data as may be required by the Administration.
2. The applicant shall state the identification symbols which will be assigned by
the manufacturer to the type of container to which the application for
approval relates.
3. The application shall also be accompanied by an assurance from the
manufacturer that he shall:
a) produce to the Administration such containers of the design type
concerned as the Administration may wish to examine;
b) advise the Administration of any change in the design or specification and
await its approval before affixing the Safety Approval Plate to the
container;
c) affix the Safety Approval Plate to each container in the design type series
and to no others;
d) keep a record of containers manufactured to the approved design type.
This record shall at least contain the manufacturer's identification
numbers, dates of delivery and names and addresses of customers to
whom the containers are delivered.
 4. Approval may be granted by the Administration to containers manufactured
as modifications of an approved design type if the Administration is satisfied
that the modifications do not affect the validity of tests conducted in the
course of design type approval.
5. The Administration shall not confer on a manufacturer authority to affix
Safety Approval Plates on the basis of design type approval unless satisfied
that the manufacturer has instituted internal production-control features to
ensure that the containers produced will conform to the approved prototype.

Regulation 6 relates to "Examination during production":

In order to ensure that containers of the same design type series are
manufactured to the approved design, the Administration shall examine or test as
many units as it considers necessary, at any stage during production of the
design type series concerned.

Regulation 7 covers "Notification of Administration":

The manufacturer shall notify the Administration prior to commencement of
production of each new series of containers to be manufactured in accordance
with an approved design type.

C hapter III of the C SC sets out "Regulations for approval of new containers by individual
approval" and chapter IV sets out "Regulations for approval of existing containers" .

In Germany, Germanischer Lloyd is the "administration" responsible for type testing of

containers. C ontainers are certified if they fulfill the requirements of Annex II with regard
to "Structural safety requirements and tests" and of course the other standards to be
complied with.

In the case of box containers, the test plate is generally affixed to the left door leaf.
 Germanischer Lloyd test plates for approval by design type

The classification societies mentioned above are just a few examples of the many in
existence. Other examples are the Belgian Bureau Veritas, Lloyd's Register in Great
Britain, Nippon Kaiji Kyokai in Japan and Det Norske Veritas in Norway.

The Figures show additional plates affixed to the container and/or markings written
thereon. In the "International C onvention for Safe C ontainers", Regulation 1, Point 4
comments on this issue as follows:
4. The presence of the Safety Approval Plate does not remove the necessity of
displaying such labels or other information as may be required by other
regulations which may be in force.

An international customs agreement ensures that empty containers do not count as

imported merchandise in member states and are thus free of duty provided that the
containers remain only temporarily in the customs territory. In addition, the container
itself is deemed to be a bonded space.

Type test approval, Germanischer Lloyd

 Although this container was manufactured in C hina
for an owner in Bermuda, it was certified by
Germanischer Lloyd. Of interest is the fact that
Great Britain is the country of registration of
participation in an "Approved Container
Examination Program" (AC EP) - a clear
demonstration of the globalization of container
traffic.

Container certified by Germanischer Container certified by Bureau Veritas

Lloyd (GL) with British ACEP (BV) with American ACEP

The various contracting states each recognize one another's national approving bodies.
Although the states are bound by the C SC 's structural safety requirements and tests,
there is nothing to stop them enforcing additional safety requirements for their own
containers.

Type testing involves a wide range of test procedures, covering, for example, lifting from
top corner castings, lifting from bottom corner castings, lifting using other additional
devices on the container such as forklift pockets, grappler arm positions and other
methods. The test procedures also extend to stacking and to concentrated loads on roof
and floor. Transverse racking is another aspect which is subject to testing. Furthermore,
containers must undergo permissible loading capacity tests with regard to longitudinal
restraint, the end walls and the side walls.

The introduction to "Structural safety requirements and tests" reads as follows:

In setting the requirements of this Annex, it is implicit that in all phases of the
operation of containers the forces as a result of motion, location, stacking and
weight of the loaded container and external forces will not exceed the design
strength of the container. In particular, the following assumptions have been
made:

a) the container will so be restrained that it is not subjected to forces in

excess of those for which it has been designed;
b) the container will have its cargo stowed in accordance with the
recommended practices of the trade so that the cargo does not impose
upon the container forces in excess of those for which it has been
designed.
This is significant in relation to the later Sections about packing of containers and cargo
securing. Only if containers are selected in accordance with the cargo to be carried and
properly packed are they in a position to justify the trust placed in them.

Testing and certification always relate to a

particular type. A valid C SC plate affixed to a
particular container tells the user what type of
container he has before him. Nonetheless,
some C SC plates give further details about this
and about other supplementary standards:
 Selective enlargement on the le ft

The character combination 1AA indicates a 40' long, 8'6" high standard container, while
the letter C here stands for C losed.

Selective enlargement on the right

This container has also been type tested (yellow arrow). The character combination 1AA
indicates a 40' long ISO container 8'6" high. The abbreviation OT stands for open-top
(green arrow). The container is not subject to an "Approved Container Examination
Program" (AC EP) and the Plate therefore carries the date of its next examination (blue
arrow), fully in accordance with regulations. Since the container was built in 1997, its first
test falls due in 2002, with subsequent examinations at two year intervals.

3.1.3 Cargo securing equipment

Owing to their cargo space being closed on all sides, box containers offer good possibilities
for cargo securing by compact loading.

For securing individual items, a tight fit may be achieved using bracing, especially in
corrugated steel containers. On the other hand, the possibilities for lashing are very
limited. Relatively useful lashing lugs or rings are pr ovided in all inland containers.
Problems arise if lashing points are overstowed and are no longer available or reachable.
Their strength also presents a problem: in general, their Maximum Securing Load (MSL) or
Lashing C apacity (LC ) is only 1,000 daN per lashing point.
 Lashing points on the
frame parts of a container

The lashing points for containers are not currently covered by standards and may
therefore differ greatly. Not all lashing points may be loaded in all directions.

Lashing bars on the

corner posts in the door
area

Lashing points must be attached to the frame parts of a container, since only these
components are adequately capable of absorbing forces.

"Lugs" in the area

of the top side rails/
top side rails

Lugs fitted in the area of the top side rails and sometimes also the front top end rails can
only be used to a minimal degree for traditional cargo securing by lashing. Lugs are
suitable, indeed almost too strong, for attaching "inlets" or special nonwoven fabric for
catching sweat.
 Nonwoven fabric providing
protection against
condensation water

Attaching
nonwoven fabric

In any case, such measures serve to protect the cargo, and therefore to kee p it safe:
nonwoven fabrics provide protection against moisture or wetness dripping from the
container ceiling and "inlets" protect against contact with the container walls. Some
containers have lashing bars halfway up the container walls. In corrugated steel
containers, they are welded in between the corrugations. The maximum securing load of
these bars is not very high and they can only be used to secure relatively light individual
items or small blocks of palletized cargo. The same applies to individual lashing rails fitted
into the wooden linings of aluminum containers.

Platform containers, i.e. the group comprising platforms and flatracks, have a relatively
large number of reasonably strong securing elements.

Stanchion pocket
in a 40' collapsible flatrack

To achieve a tight fit by application of pressure, stanchions or stakes are very often
provided, which may be inserted into corresponding stanchion (or stake) pockets.
 Right and left:

Do not attach
lashings to
stanchion
(or stake) pocket
components

Although the stanchion (or stake) pocket closing bar looks suitable for use as a lashing
bar, this is expressly forbidden.

Lashing points
next to stanchion
pockets on flatracks

Flatrack with
lashing rings
 Lashing point on the
bottom rail of a flatrack

Safe Working Load

Maximum Pull Strength

It is regrettably often the case that no details are given about the strength of lashing
points. Even if information is provided, it is mostly of no practical use because of the
wording chosen. Further explanations relating to this problem are provided in the section
headed Lashing materials, which states:

The maximum securing load (MSL) can be calculated using a rule of thumb, according to
which the diameter of the lashing points is de termined, squared and multiplied by 10; i.e.
diameter x diameter x 10. The result of the calculation is in decanewtons (daN) if the
diameter is stated in millimeters and kilonewtons (kN) if the diameter is stated in
centimeters.

Determining the maximum securing

load of lashing points using rule of
thumb method

According to the above-stated rule of thumb, the maximum securing load o f the lashing
point is determined as follows:
In decanewtons: 20 · 20 · 10 = 4,000 daN
In kilonewtons: 2 · 2 · 10 = 40 kN
The rule of thumb can only be applied if the weld seams look good and the weld substrate
appears sufficiently strong. If lashing points are welded to excessively thin metal sheet,
the rule of thumb must not be used for calculation.
 The rule cannot be applied, either, if the lashing points, e.g.
rings, are held on with pop rivets, thin screws or the like,
despite the rings "looking good".

Some platform containers have special securing systems:

Integral belt system in a 40' flatrack - one side ...

... and the other side

This flatrack has fixed belt reels, all on one side. The eyelets of the textile belts can be
secured on hooks on the other side. Unfortunately, this securing system is virtually
unusable, because the "tie-down lashing/over-top lashing/friction loop" method has only a
frictional effect, and this only with one-sided, uneven pretension. The belts do not allow a
homogeneous tight fit to be achieved. If four of the total of eight la shing reels were fitted
on each side, appropriate securing could be achieved for many types of goods.

The containers themselves are secured on ships and road and rail vehicles by means of
the container corner castings. Appropriate securing systems, such as rods on board ship,
twist locks or other lock units etc., may be attached in or to the corner castings, which are
also responsible for load transfer if the containers are stacked in ship cell guides.

Securing of a container to a chassis

Occasionally, complaints arise during road-side cargo securing inspections because not all
of the lock units have been firmly tightened, when of course they should be. The C TU
packing guidelines provide advice on this matter. Section 6.4 states, on the subject of
"C TUs on vehicles":
6.4.1 CTUs should be firmly secured on vehicles before the vehicle is moved. The
 most appropriate points for fixing containers and swap-bodies are the bottom
corner castings of the unit. Before and during transport, it should be checked that
the unit is properly secured on the vehicle.
6.4.2 For transport on public roads or by rail, containers and swap -bodies should
be secured to the road or rail vehicle by all bottom corner castings, in the absence
of which, appropriate alternative measures should be taken. Th e main forces
during the transport operation should be transferred to the unit through these
bottom corner castings. Some additional forces may be transferred between the
road vehicle chassis or rail-car surface and the unit bottom through load transfer
areas in the unit bottom and in the vehicle surface. The securing devices on the
vehicle may be twist locks, securing cones or securing guides. All such securing
devices should be designed in such a way that the "open" or "locked" position of
such securing devices is readily apparent.

It is very common for problems to arise when containers, loaded in particular on road
vehicles and attached firmly thereto, have to be carried by combined road/ship/road
transport. Only occasionally do the vehicles have the legally prescribed lashing points, and
even if they are present, they tend to be positioned extremely unfavorably or to be
incorrectly or defectively designed. As at 2003, this is true of approx. 80% of all vehicles
which have to be carried by sea.

On this matter, Point 2.1.6 of the C TU packing guidelines states:

A vehicle should be provided with points for securing it aboard ships (re fer to
European Standard EN 29367-I (ISO 9367-1): Lashing and securing
arrangements on road vehicles for sea transportation on Ro/Ro ships - General
requirements - Part 1: Commercial vehicles and combinations of vehicles,
semitrailers excluded, and to EN 29367-2 (ISO 9367-2): Lashing and securing
arrangements on road vehicles for sea transportation on Ro/Ro ships - General
requirements - Part 2: Semitrailers".)

Will the screws withstand the

Strong, well-positioned
stresses of maritime
lashing point on a semitrailer
transport?

Unfavorably located lashing point - unusable

3.3 Identification system

The current standard which deals with the coding, identification and marking of containers
is DIN EN ISO 6346, dated January 1996. Among other things, this standard specifies that
the previous standards with similar content have equal validity , since a number of older
versions of containers with different markings naturally remain in service alongside the
brand new ones. This Section will provide only certain essential explanations with regard
to the systems used - for more detailed information, the reader should refer to the
corresponding standards and more extensive specialist literature.

The foreword to the standard states, among other things, that it includes not only the
statutory units but also corresponding sizes stated in Anglo -American units. Under the
German Units of Measurement Act, 22nd February 1985, the use of such units nationally
and commercially in Germany is proscribed. Such units may only be quoted to aid
business relationships with countries which still use these units.

Marking on the door

of a container

A distinction is drawn between compulsory and optional marking. C ompulsory ISO

marking must be used on all containers, while optional marking does not have to be: they
are included in the standard to improve understanding and to promote uniform application
of marking. However, if a particular style of representation is specified for an optional
mark, it must be complied with. The terms "compulsory" and "optional" used in the
standard do not apply to the requirements of any legislative bodies, however.

The following is a basic version of horizontal container marking.

Container
identification
marking

This Figure shows a version of

vertical container marking.
 Marking on the front
end of a container

The container identification system specified in DIN EN ISO 6346 consists solely of the
elements shown, which can only be used together:

 owner code, consisting of three capital letters

 product group code, consisting of one of capital letters U, J or Z

 six-digit registration number

 check digit

The owner code must be unique and registered with the International C ontainer Bureau
(BIC - Bureau International des C ontainers - 14, Rue Jean Rey, 75015 Paris), either
directly or through a national registration organization. The German BIC representative is
the Studiengesellschaft für den kombinierten Verkehr e.V., Börsenplatz 1, 60313 Frankfurt
am Main (tel. +49 69 283571 or +49 172 6700597). The SGKV can provide information
and handle applications for registration of an owner code. In the Figures shown, the owner
code consists respectively of the letter combinations SUD and TEX.

The product group code consists of one of the following three capital letters:
U - for all freight containers
J - for detachable freight container-related equipment
Z - for trailers and chassis
The term owner code may also apply to the combination of owner code and product group
code, which is also known as an alpha prefix.

Alpha prefix absent

If the owner code is absent, the container cannot be identified.

The registration or serial number consists of six digits. In the examples shown, these
numbers are 307007 and 452149. If the container number consists of fe wer than six
digits, it is preceded by enough zeros to make a six -digit number sequence.

The check digit, 9 and 6 respectively in the two examples shown, is always a single -digit
number. It is usually in a box, to make it stand out from the registration number.

The check digit can be used to validate whether the owner code, product group code and
registration number have been accurately transmitted. No freight information system
(FIS), transport information system (TIS) or similar data processing system will accept a
container number, if the result of the automatic checking procedure does not show
agreement with the check digit. The procedure is deliberately designed to ensure that a
number of transmission errors cannot cancel one another out, resulting in the acceptance
of incorrect data. The checking procedure is as follows:

An equivalent numerical value is assigned to each letter of the alphabet, beginning with
10 for the letter A (11 and multiples thereof are omitted):

The individual digits of the registration number keep their everyday value, i.e. 1 = 1, 2 =
2 etc.

The following numerical values are accordingly obtained for the two examples with the
alpha prefixes "SUDU" and "TEXU":

Each of these numbers is multiplied computationally, as a function of its position, by

numerical values of 2 0 to 29: the first number by 1, the second by 2, the third by 3 and the
10th by 512.

The following calculations are performed for the two examples:

If the check digits 9 and 6 respectively are correctly input in each case during data entry,
the system accepts the data.

If someone makes a mistake when transmitting a container number and inputs the
alphanumeric sequence TEXU 452149 into a corresponding system instead of TEXU
452159, the program would perform the following calculation:

Since the correct check digit for this container is 6, the system would indicate an error.

Disadvantage of check digit

The check digit 0 may occur twice, since it arises where the final difference is 0 and where
it is 10. To ensure that this does not happen, the standard recommends that registration
numbers should not be used which produce a final difference of 10. This is the case,
however, with the registration number shown.
 Correct identification using check digit

3.4 Size and type codes

The following photo shows a variant of horizontal marking which additionally includes
country, size and type codes (in accordance with the 1985 version of DIN ISO 6346, use
of which is still permitted):

Container identification including country, size and type codes

Appropriate abbreviations are used for the various countries, here US for United States of
America, GB for Great Britain etc.

The first digit of the size code indicates the length of the container, with the number 4
standing for a 40' container. The second digit indicates height and whether or not a
gooseneck tunnel is present. In our example, the number 3 stands for a height of 8 foot 6
inches (8'6") with gooseneck tunnel. The first digit of the type code indicates container
type. Here, 1 means that the container is a closed container with v entilation openings. The
second digit of the type code relates to special features. The 0 used here means opening
at the end.

In the associated standard, columns are set out vertically:

The corresponding data are laid out underneath. The abbreviation g.n.t. stands for
gooseneck tunnel. A differently laid out size code summary is shown below:
In the type code, the first digit (i.e. the 3rd digit overall) indicates the container type and
the second (i.e. the 4th digit overall) indicates special features. Howev er, there is a
connection between the respective digits, which the following representation is intended to
explain:
 Incorrectly marked
platform container

The digit sequence 4364 means: 40' long container 8'6" high with gooseneck tunnel and
folding, free-standing posts. It should carry the digit sequence 4363, since the platform
container has complete, folding end walls.

Here are some examples of marking in accordance with this older standard:

This container is 40' long (4), 8'6" high and has a

gooseneck tunnel (3). The type code 00 states that it
is a general purpose container which has opening(s) at
one or both end(s).

This container is 20' long (2) and 8' 6" high (2). It is a
ventilated standard container (1), with narrow, passive
vents in the upper part (0).
 This container is 40' long (4), 8'6" high and has a
gooseneck tunnel (3). It is a ventilated standard
container (1), with narrow, passive vents in the upper
part (0).

Both of these are 20'

containers (2), 8'6" high
and constructed as tank
containers (7) suitable for
transporting hazardous
materials to a pressure of
6.0 bar.

According to the old Annex F "size code designations" annexed to DIN ISO 6346 of August
1985, the two containers are 40' long (number 4) and 8'6" high with a gooseneck tunnel
(number 3). According to Annex G "type code designations", both containers are partially
ventilated closed containers, which have passive vents in the upper part of the cargo
space, the total cross-sectional area of the vents being less than 25 cm² per meter of
container length (number combination 10).

However, the coding does not indicate that the green container is 2.50 m wide.

Below:
Warning due to
2.50 m width

The January 1996 edition of the standard bearing the same number includes another "size
code", which has eradicated these inadequacies.
 Like the above containers, this container is 40' long,
8½' high and has a gooseneck tunnel (number
sequence 43). The type code 51 states that it is an
open-top container, with openings at one or both end
walls and a removable top member in the end frame.

The number sequence 43 stands for a length of 40' a

height of 8'6" plus gooseneck tunnel. In each case the
container is a flatrack, but

... the number sequence 63 is the code for a platform

with complete folding end walls

... and the number sequence 64 is the code with a

platform with folding, free-standing corner posts.

This flatrack allows

verification of the coding,
identification and marking
according to old DIN EN ISO
6346 (1985), showing clearly
that it is still valid, since the
photo was taken in 2001. The
marking beneath the
container number reads RC X
4364.

According to the old country code, RC X stands for C hina (Taiwan). The size code 43 states
that it is a 40' container 8'6" high and with a gooseneck tunnel. The number combination
64 states that it is a platform with folding, free -standing corner posts.

Similar flatracks exist which are 20'

long and 8'6" high, of course, but
they don't have goosenecks. This is
clear from the number sequence
22. The type code 64 is the same
as for the previous example:
platform with folding, free-standing
corner posts.

Both containers have a nominal length of 40', but are higher than 8'6" and each have a
gooseneck tunnel (size code number sequence 45). According to type code 10, both
containers are partially ventilated closed containers, which have passive vents in the
upper part of the cargo space, the total cross-sectional area of the vents being less than
25 cm² per meter of container length.

According to the old 1984 standard:

4 = 40' C ontainer
5 = > 8'6" high with gooseneck tunnel
3 = thermal
2 = refrigerated & heated

These photos show clearly that the container is a 40' long refrigerated container.
According to the size code, the container height is > 8'6" - this is correct, as the container
is 9½ feet high. The number combination 32, given as the type code, states that the
container may be refrigerated or heated.

The following photo shows a variant of horizontal marking with size and type codes:

Size and type codes additionally stated in

accordance with current standard

The container is 12,192 mm (40') long, 2,438 mm (8') wide and 2,591 mm (8'6") high.
This is a general purpose container without ventilation, but which does have vents in the
upper part of the cargo space.

The current standard, used for this marking, is not limited to numbers but also uses
letters to make marking more precise. In addition, swap-bodies and the like are also
covered by the coding. The superordinate term for both numbers and letters is character.
The introductory country code has been discontinued.

The first character of the size code indicates the length of the receptacle:
In the example, the 4 accordingly stands for a 40' container.

The second character is the code for the height and width of the container.

The standard type code allows identification of container type and other characteristics.
Since this system is not yet complete, the standard recommends use of the group code if
special characteristics of the container type have not yet been fixed or are unknown. T he
highest unassigned code character should be used as a provisional mark when it is
necessary to represent significant characteristics which are not yet included in the Table.
1
) 100 kPa = 1 bar = 105 Pa = 105 N/m² = 14.5 lbf/in² (PSI)
1
) 100 kPa = 1 bar = 105 Pa = 105 N/m² = 14.5 lbf/in² (PSI)

This Figure shows a variant of

vertical container marking, with
size and type code (on the left):

The identifying details are more

or less clearly visible.

Vertical container marking

Identifying mark plus

size and type codes
in horizontal arrangement

The container is 12,192 mm or 40' long (number 4 of first character of the size code). Its
height is 2,895 mm or 9'6" and its width is greater than 2,438 mm or 8' and is less than
or equal to 2,500 mm (letter E or second character of the size code). As regards type, the
container is a general purpose container without ventilation, whose main characteristic is
that it has vents in the upper part of the cargo space (characters G1 of the type code).

The owner code and product group code are also known as the alpha prefix. The
check digit is often written in a box: .
There now follows a number of examples of marking according to DIN EN ISO 6346,
January 1996:

According to the two characters 42 of the size code,

the container is 12,192 mm or 40' long, 2,591 mm or
8'6" high and 2,438 mm or 8' wide. The type code
characters G0 state that the container is a general
purpose container without ventilation but with openings
at one or both end(s).

According to the two character combinations 22 and 42 of the size code, the container
on the left is 6,058 mm or 20' long and the two containers on the right are
12,192 mm or 40' long. All the containers are 2,591 mm or 8'6" high and 2,438 mm
or 8' wide. The type code characters G1 state tha t the container is a general purpose
container without ventilation but with vents in the upper part of the cargo space.

According to the two characters 22 of the size code, the container is 6,058 mm or 20'
long, 2,591 mm or 8' 6" high and 2,438 mm or 8' wide. The type code characters P3 state
that the container is a platform based container with folding complete end walls.

According to the two characters 22 of the size code, the

container is 6,058 mm or 20' long, 2,591 mm or 8' 6"
high and 2,438 mm or 8' wide. The type code characters
R1 state that the container is a thermal container which
can be mechanically refrigerated and heated.

According to the two characters

28 of the size code, the
container is 6,058 mm or 20'
long, 1,295 mm or 4' 3" high
and 2,438 mm or 8' wide. The
type code characters P2 state
that the container is a platform
container with fixed posts, either
free-standing (as here) or with
removable top members.

According to the two characters 42 of the size code, According to the two
the container is 12,192 mm or 40' long, 2,591 mm or characters 45 of the size code,
8'6" high and 2,438 mm or 8' wide. The type code the container is 12,192 mm or
characters U1 state that the container is an open-top 40' long, 2,895 mm or 9'6"
container which may additionally be equipped with high and 2,438 mm or 8' wide.
opening(s) at one or both end(s) plus removable top The type code characters G1
door rail in the end frame. state that the container is a
 general purpose container
without ventilation but with
vents in the upper part of the
cargo space.

According to the two characters 45 of the size

code, the container is 12,192 mm or 40' long,
2,895 mm or 9'6" high and 2,438 mm or 8'
wide. The type code character P indicates that
the container is a platform based container
with complete end walls. The standard still
gives type code P8 as being "spare".

Type code P8 has been used

here for a "collapsible flat" (to
the right), i.e. the end walls
are collapsible for empty
carriage.

According to the two characters 45 of the size code,

the container is 12,192 mm or 40' long, 2,895 mm or
9'6" high and 2,438 mm or 8' wide. The type code
characters R1 state that the container is a thermal
container which can be mechanically refrigerated and
heated.

According to the character 4 of the size code, the

container is 12,192 mm or 40' long. The character C
indicates that the container has a height of 2,591 mm
or 8' 6" and a width ranging between > 2,438 mm and
< 2,500 mm. According to type code G1, the container
is a general purpose container without ventilation,
which nonetheless has vents in the upper part of the
cargo space.
 The character 4 stands for the length 12,192 mm or
40'. E states that the container has a height of
2,895 mm or 9' 6" and a width ranging between
> 2,438 mm and < 2,500 mm. The type code
characters G1 state that the container is a general
purpose container without ventilation but with vents in
the upper part of the cargo space.

Given the large number of containers available today, it is impossible to tell how long the
current codings will suffice and when more characters will need to be introduced.

3.5 Operational markings

The operational markings according to DIN EN ISO standard 6346, January 1996, are
intended to simplify use of the container by providing additional information and warnings.

These markings also include both compulsory and optional markings. Examples of
compulsory markings are those indicating gross weight and tare weight, which naturally
have to agree with those on the C SC Approval Plate.

The standard prescribes the following form and sequence for marking of gross and tare
weights:

Standard operational markings:

gross and tare weights

Non-standard operational markings:

gross and tare weights

On this container, the minimum compulsory marking requirements are fulfilled as far as
the data are concerned, but the sequence is wrong, the English customary values being
given first.

It is also compulsory to affix certain warning symbols. These include pictograms for
air/surface containers, the danger posed by overhead power cables and height markings
for containers which are higher than 2.6 m (8'6").

All air/surface containers should carry the following pictograms:

 To indicate that these containers have
limited stackability, the symbols should
be affixed where possible in the upper
left-hand corner of the end and side walls
and the roof. The symbol is in black. If
the color of the container makes it
difficult to see the symbol clearly, it
should be applied to a different
background of a more suitable color,
preferably white.

Distinguishability of labels against different background colors

According to the standard, the symbols should have the following dimensions: aircraft
130 mm (5"), stackability symbols 280 mm (11") high and 260 mm (10") high. The
capital letters should be at least 80 mm (3") high.

All containers equipped with ladders must be provided with a warning symbol, which
indicates the danger posed by overhead power cables.

The height of the lightning in the warning symbol must be

at least 175 mm (6.875"). The size of the warning symbol,
measured between the outer edges of the black border,
must be no less than 230 mm (9"). The symbol must be
affixed in the vicinity of the ladder.

Symbol warning against the danger

posed by overhead power cables
 (2) = Non-standard
warning symbol

It is sensible to affix the lightning symbol (2) to the upper part

of the ladder (1). It is not necessary, however, to affix signs (3)
indicating that the container has a height of 2.6 m or 8'6".

Different ways of writing

2.6 m and the English
customary dimension

DIN EN ISO 6346 of January 1996 stipulates that all containers higher than 2.6 m (8'6")
must carry the following compulsory markings:

 a height marking on each side

 yellow and black stripes, visible at the top and side, which must be affixed in the
upper part of each side and end. These must start at the corner castings and
extend at least 300 mm (12").

The height marking must be at least 155 mm high and

115 mm wide (6" x 4.5"). The characters should be as
large as possible, so that they are clearly visible. The
sign should be affixed at least on each side of the
container, in each case in the vicinity of the right-hand
edge no more than 1.2 m (4') from the top edge of the
container and no more than 0.6 m (2') from the right-
hand edge (beneath the identification number).
 Height marking for containers > 2.6 m high

Yellow and black stripes

constitute part of the
height marking

Optional markings, such as mirror images of the height marking at every suitable point
(e.g. end wall), may be affixed.

Mirror image of the height marking

In mirror image:
9'6" HIGH CAUTION
 Optional height marking

It has always been usual to mark high-cube containers with optional markings of various
designs. The upper pair of images show a container marked according to the January
1996 edition of DIN EN ISO 6346, while the lower pair show a container marked according
to the August 1985 edition of DIN ISO 6346.

It is always sensible to emphasize the height of individual containers, even if it does n't
always help.

Height markings do
have to be observed.

One possible optional operational marking which most operators do affix states maximum
payload or net cargo weight, which is the difference between the maximum gross weight
and the tare weight of a container. Although this marking is optional, the standard does
stipulate that the weight labeled NET be given first in kilograms and then in pounds. In
general, the various markings are so arranged that the weight data are followed by
container volume data.

Weight and volume markings on 40' containers

 Partially hidden or covered weight and volume data

The maximum gross weight may well deviate from the standard values.

M.G.W. = Maximum Gross

Weight .... and in Chinese
characters too

3.6 Other markings

Many containers carry instructions about using particular structural elements, which are
intended to serve as warnings.

How not to pick up a load

Apart from very few exceptions, containers may only be lifted vertically by the upper
corner posts.

Safety instructions on a collapsible flatrack

It is not necessary to be able to read the instructions in the picture. The point is simply
that there are such instructions describing how a collapsible flatrack is to be erected and
collapsed and what points have to be observed.

It should go without saying that inexperienced people should not be trusted with such
activities. In any case, trained personnel also need to heed such instructions.

Safety instructions on a collapsible flatrack - details

 Above and left:
Instructions for using the
fitted twist lock

Safety instructions for

empty transport

Label pointing out

lubrication points

Warning about folding door on a half-height open-top container

 Instructions for securing a clip-on unit

Operating and safety instructions on a thermal container

 Above: Information about material used for
walls

Left: Technical data on a thermal container

Statement of compliance
with structural regulations
from Bureau Veritas

Details of owner,
manufacturer and
treatment of plywood
floor in accordance with
Australian requirements

Above and left:

Details of owner
and manufacturer
 The instructions in the right-hand
Figure state: C AUTION: Left-hand
door must remain locked closed at
all times if loaded boxes are
stacked on top!

Right and left:

Safety instructions

Above: this red line indicates the

"max. load height" in order to
ensure air circulation during
cooling operation.

Warnings about
extra-large width

3.7 Arrangement of obligatory and optional

markings
 Top and selectiv e enlargements below:
Arrangement of obligatory and optional markings

The relevant standard allows for the areas of yellow and black stripes next to the corner
castings to be reduced to a length of 300 mm (12").

It will be noted that the standard does not conform with the regulations in the German
road traffic code and those of other countries, since in the standard the diagonal black and
yellow stripes always run in the same direction.

Standard arrangement of black and yellow stripes

More sensible, mirror-image arrangement of black and yellow stripes

Marking error - the yellow and black stripes are absent at c

More sensible affixing of yellow and black stripes, which are present at
c. Stripe b is mirrored relative to stripe a.

Non-standard but sensible Standard of black

and yellow stripes

Red and white plates: correct Red and white plates:

incorrect
 Correctly affixed red and white warning plates

Only this symmetrical arrangement of the warning plates, as provided for in the
regulations, makes any sense.

This vehicle with correctly affixed warning is a particularly clear illustration.

Correctly painted red

and white warning

Desirable arrangement of black and yellow warning markings

It would be a good idea if this were taken into consideration when the standards are
revised.
 Top and selective enlargements below:
Optional details are indicated by colored arrows.

The standards allow for optional affixing of size and type codes to the roof and front end
wall (green arrows). The same applies to affixing a data medium for automatic
identification (blue arrow) and to marking of the net cargo weight (yellow arrow).

3.8 Marking of containers carrying dangerous

cargoes

The C TU packing guidelines state in Section 4.4.1 in relation to placarding of containers

carrying dangerous cargoes:

4.4.1.1 Placards (enlarged labels) (minimum size 250 mm x 250 mm) and, if
applicable for maritime transport, "MARINE POLLUTANT" marks (minimum size of
a side 250 mm) and other signs should be affixed to the exterior surfaces of a
CTU or unit load or overpack to provide a warning that the contents of the unit
are dangerous cargoes and present risks, unless the labels, marks or signs affixed
to the packages are clearly visible from the exterior of the unit. This type of
marking can be omitted on unit loads and overpacks if the hazard labels,
markings or warning symbols are clearly visible from the outside.

Correct marking on a container side

The container is loaded with C lass 4.1 flammable solids.

 Correct marking on
a container side

The container is loaded with C lass 3 goods, i.e. flammable liquids, which are also marine
pollutants.

The C TU packing guidelines give additional instructions for affixing placards, these being
explained in more detail in the C TU packing guidelines Point 4.4.1.2: This paragraph
reads:
(4.4.1.1 contd.) If possible, the placards, hazard labels, markings or warning
symbols on the outsides of the CTU should not be obscured when the CTU is
opened.

Non-regulation affixing of a placard

4.4.1.2 CTUs containing dangerous cargoes or residues of dangerous cargoes

should clearly display placards and, if applicable for maritime transport, "MARINE
POLLUTANT" marks or other signs as follows:

1. a container, one on each side and, in the case of carriage by ocean -going vessel,
also one on each of the ends of the unit;

2. a railway wagon [railroad car], at least one on each side;

3. any other CTU, at least one on both sides and on the back of the CTU and, in the
case of a semitrailer, also one on the front of the CTU.
 Correct marking of a container for maritime transport according to the
CTU packing guidelines

It has been proposed to mark the roof with a corresponding placard, in order to warn
lifting gear or ground conveyor operators when picking up such a container. However, the
regulations do not as yet contain any such obligation.

Point 4.4.1.2 of the C TU packing guidelines continues:

Placards on the sides of a CTU should be affixed in such a position that they are
not obscured when the unit doors are opened.

The "if possible...not be obscured" of 4.4.1.1 has become an obligation: "should be

affixed".

Point 4.4.1.3 deals with dangerous cargoes which present several risks:
Whenever dangerous cargoes present several risks, subsidiary risk placards
should be displayed in addition to primary risk placards.

The regulations covering this area were amended in 2002. According to the old
regulations, the primary risk placards had to carry the correct class number, while the
subsidiary risk placard was not supposed to carry any class numbers.

Three old variants of primary and subsidiary risk placards

The way this requirement was fulfilled was open to choice and it was of no significance
whether the class numbers were obscured by being painted or stuck over or cut off.

According to the regulations in force since 2002, both primary and

subsidiary risk placards must carry the class numbers.
 New regulations:
Primary and subsidiary risk
placards bear class number.

Point 4.4.1.3 of the C TU packing guidelines continues:

... CTUs containing cargoes of more than one class, however, need not bear a
subsidiary risk placard if the hazard represented is already indicated by the
primary risk placard.

Dangerous cargo container

carrying dangerous goods of
various classes

For dangerous cargo containers carrying dangerous goods of only one class, the
regulations in point 4.4.1.6 of the C TU packing guidelines apply:
Consignments of packaged dangerous cargoes of a single commodity, other than
cargoes of class 1, which constitute a full load for the CTU should have the UN
Number for the commodity displayed in black digits not less than 65 mm high
either against a white background in the lower half of the class placard or on an
orange rectangular panel not less than 120 mm high and 300 mm wide, with a 10
mm black border, to be placed immediately adjacent to the placard (see Annex
2). In those cases the UN Number should be displayed immediately adjacent to
the Proper Shipping Name.

According to the IMDG C ode, the regulation applies from a mass of 4,000 kg.

The container contains only one dangerous cargo, i.e. C lass 5.1 oxidizing substances
(agents), which increase the risk and intensity of fire, and are also corrosive. The (yellow)
primary risk placard correctly carries the number 5.1, but the subsidiary risk placard does
not carry the number 8 (also correct according to the old regulations), which has been
obscured. According to the currently applicable regulations, this placard would also have
to carry the class number 8.
 Primary and subsidiary risk placards plus UN Number.

The placards have been incorrectly positioned. They are obscured when the door is
opened.

Correct: 4,000 kg Correct: < 4,000 kg consignment

consignment with hazardous materials, therefore
with hazardous materials, UN number not stated
therefore UN number
stated
 Incorrect: < 4,000 kg consignment Correct: two classes,
with hazardous materials, no UN therefore no UN Number
number stated (the placard is obsolete
and class 6.1 has since
been replaced with a
death's head and the word
"Toxic").

Point 4.4.1.9 of the C TU states the following:

When solid carbon dioxide (CO 2 - dry ice) or other expendable refrigerant is used
for cooling purposes, a warning sign should be affixed to the outside of the doors
so that it is clearly visible to any person operating the doors. The sign should
warn of the possibility of an asphyxiating atmosphere. ...
The name of the gas used as refrigerant should be inserted
beneath the word WARNING.

Warning sign for CTUs in which dry ice

or other expendable refrigerants are
used for refrigeration purposes

The IMDG C ode recommends the following wording for the "C ontainer Packing C ertificate":
When solid carbon dioxide (CO 2 - dry ice) is used for cooling purposes, the
container/vehicle is externally marked or labelled in a consp icuous place, such as,
at the door end, with the words:
"DANGEROUS CO 2 (DRY ICE) INSIDE.
VENTILATE THOROUGHLY BEFORE ENTERING."

The C TU packing guidelines contain a reminder that cargoes under fumigation may require
special precautions:
4.4.1.10 As CTUs offered for shipment under fumigation may require special
precautions, they should only be accepted with the agreement of the carrier and
they should be identified to him prior to loading. CTUs under fumigation are now
included in class 9 of the IMDG Code.

The following is stated about the labeling of such C TUs:

4.4.1.11 When a closed CTU or its contents has been fumigated and is to be
shipped under fumigation, a warning sign should be affixed to the outside of the
doors so that it is clearly visible to any person operating the door. An example of
such a warning sign is given in Annex 2. The sign should state the fumigant, the
method of fumigation employed and the date and time when it took place. The
sign should only be removed when the unit has been ventilated after fumigation,
to ensure that no harmful concentration of gas remains.

The intention of this Section was merely to provide so me tips for marking dangerous
cargo containers. In a real packing situation, obviously, the other regulations in the C TU
packing guidelines should be consulted, especially the valid dangerous cargo regulations.
Picture of the warning sign "FUMIGATION WARNING"