requirements as is consistent with risk reduction. Unfortunately, it is the ship that bears the additional risk, and once the container is loaded, the ship can do nothing to correct the mistakes of others.
Many dangerous goods documents of very poor quality pass through the transport chain. How is this so? Either the parties who should identify the errors are instructed to wilfully ignore any problems, or they simply don’t know any better.
4 Professionalism of the container packer
Cargo securing inside containers is still as fundamental now to successful maritime transport as it ever was in general cargo ships. The lack of proper securing of cargo in containers remains a significant cause of damage, and dangerous goods leaking from broken packages is an all too frequent additional risk factor.
Packing certificates
When dangerous goods are packed into containers for sea, the IMDG Code requires a signed certificate from the packer, confirming that the packages were sound and the load was packed, secured, marked, labelled and placarded all according to the IMDG Code rules.
Container/vehicle packing declaration
I hereby declare that the goods described above have been packed/loaded into the container/vehicle identified above in accordance with the applicable provision.
Must be completed and signed for all container/vehicle loads by person responsible for packing/loading
Name of Company:
Name/status of declarant: Place and date:
Signature of declarant:
The IMDG Code requires the packer to sign a packing certificate stating that any dangerous goods have been safely secured for sea. Despite this, out-turn reports at container cargo spillage incidents produce a familiar roll call of defects in cargo stowing and securing:
● Unsecured packages rolling and tumbling to self- destruction inside void spaces in the container.
Photo: Containers subjected to handling methods such as this should be opened and inspected for damage before loading to a ship – does it happen?
XYZ Cargo Packing Co. Peter Packer / Supervisor Southampton 22.08.2005
Peter Packer
● Cargo crushed and collapsed by being overstowed by heavier cargo.
● Point-loading damage to cargo by pallets caused by lack of horizontal support between tiers.
● Collapse of flimsy and badly made pallets causing stow instability.
● Penetration of cargo, particularly drums, from protruding nails in floors, pallets, dunnage and broken pallets.
● Direct physical damage to packages caused by fork lift trucks.
● Ram-loaded packages split by forcing them into the container by fork lift.
5 The completely unexpected
From time to time people do unusual things to containers – tip them from road trailers, shunt them into railway buffers, or drop them from cranes. After such an event, in an ideal world IMDG Code dangerous goods warning placards would compel conscience to overcome carelessness and check the cargo before loading on a ship, but this is not always the case.
6 Human factors – regional and company attitudes
IMDG Code rules, like any laws and regulations, only 7
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