3.

1 Container design

3.1.1 Container design and types

[Link] Part 1

[Link] Part 2

[Link] 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 preparations 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 dimensions 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 "Container 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 serve 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 CTU 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 CSC 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 rails 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.

Indication of container wall material Repair instructions on a steel 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".

Container 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

Contact 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 equipment 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 Convention for Safe Containers:

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

Containers 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
Sgjkmmns cars and other cars with a j in their name, the j indicating high-performance (long-stroke) shock absorbers or buffers.
 According to the CSC, 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 CSC & 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 bottom side rails of containers or other CTUs, 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 CTUs, 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 recess serves in centering the container on a gooseneck chassis.

Container with gooseneck tunnel on a normal Container with gooseneck tunnel

container chassis on a gooseneck chassis

Containers with goosenecks can be carried on both normal chassis and gooseneck chassis. Containers 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.

© GDV 2008 | Container Handbook | German version

Contact | Site Map | Glossary | Legal Notice | Paper version

[Link] 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. Containers 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 expressions. 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

Containers 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 may 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'-Containers 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 prevented 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:

• Containers 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. Cooler
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.
Container 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 Code
V, allocating to them either group code VH or type codes such V0, V2 or V4. A
distinction is drawn between:

• Containers with non-mechanical ventilation at the lower and upper parts of

the cargo space

• Containers with mechanical ventilation installed in the container and

• Containers 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 Code 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 fixed 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 Code 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).

© GDV 2008 | Container Handbook | Deutsche Version

Contact | Site Map | Glossary | Legal Notice | Paper version

3.1.2 CSC & structural and testing regulations

The technical requirements placed on containers are enshrined in the respective standards and in the "International Convention for
Safe Containers" or "CSC".

The aim of the Convention is to achieve the highest possible level of safety of human life in the handling, stacking and transporting of
containers. The Convention 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 accordance with the provisions for type-testing or for individual testing
as contained in Annex I.

The Convention specifies precise requirements which individual components must meet. Annex II of the CSC gives examples of
structural safety requirements and tests. According to the CSC,
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 Convention.
This Annex sets out regulations for the testing, inspection, approval and maintenance of containers. However, the text of the
Convention 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:

• "CSC SAFETY APPROVAL"

• Country 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.

• Country 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 CSC
plate but is also highlighted by the provision of special plates.

• Transverse racking test load [Link] 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 CSC 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 CSC 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 on 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 Convention for Safe Containers", 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 CSC 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 authorities. 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 CSC 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.

Chapter II of the "International Convention for Safe Containers" 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.

Chapter III of the CSC 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. Containers 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 Convention for Safe
Containers", 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 China 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" (ACEP) - a clear
demonstration of the globalization of container traffic.

Container certified by Germanischer Lloyd (GL) with Container certified by Bureau Veritas (BV) with American
British ACEP ACEP

The various contracting states each recognize one another's national approving bodies. Although the states are bound by the CSC'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

CSC plate affixed to a particular container tells the user what type
of container he has before him. Nonetheless, some CSC plates give
further details about this and about other supplementary
standards:

Selective enlargement on the left

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

© GDV 2008 | Container Handbook | Deutsche Version

Contact | Site Map | Glossary | Legal Notice | Paper version

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 provided 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 Capacity (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 keep 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
determined, 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 of 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 lashing 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 CTU packing guidelines provide advice on this matter. Section 6.4 states, on the
subject of "CTUs 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. The 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 CTU packing guidelines states:

A vehicle should be provided with points for securing it aboard ships (refer 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".)

Strong, well-positioned lashing point on a Will the screws withstand the stresses of
semitrailer maritime transport?
 Unfavorably located lashing point - unusable

© GDV 2008 | Container Handbook | Deutsche Version

Contact | Site Map | Glossary | Legal Notice | Paper version