Over the years we have seen an increase in the number of containers that come to our facility with shifted cargo. In turn we've also seen many of our customers come to us asking that we recenter the cargo before shipment. Having seen all this we take great care to be sure that everything leaving our warehouse facilities is loaded with weight distributed as evenly as possible then blocked and properly secured. Many times we've been asked by a customer, can't you just stick it in the container and let it go. . . . don't bother blocking it. We stick to our guns as we want to give your cargo a fighting chance to arrive at it's final destination in good condition. MORE CONTAINERS ARE FALLING OVERBOARD
July 28, 2008 from Shippers Digest PETER T. LEACH AND WILLIAM ARMBRUSTER
The P&O Nedlloyd Mondriaan was steaming off the coast of the Netherlands with its decks stacked high with containers from the Far East on Feb. 9, 2006, when it was hit from astern with waves driven by winds of force 8 to 9 on the Beaufort scale. As the vessel rolled with the waves, 59 loaded containers tumbled overboard.
Ten days later, as the 7,500-TEU vessel was returning to the Far East with a cargo of empty containers, it ran into another storm in the Bay of Biscay, with headwinds of the same gale force. The ship lost another 50 containers. On the same day in the same storm in about the same location, the CMA CGM Otello, a vessel of approximately the same capacity but of a different design, lost 50 boxes.
These incidents were among the first of a mounting tally of containers lost overboard during the last two years. In 2006 and 2007, there were “significant” incidents where at least 36 ships lost a total of more than 1,600 boxes overboard. The full extent of the problem is unclear because there’s no central repository for the data, and many ship lines understandably aren’t eager to publicize lost containers.
“There appears to be a trend of near-catastrophic losses of containers stowed on deck of container ships,” said James Craig, president of the American Institute of Marine Underwriters.
One reason for that trend is the practice of loading heavier containers on top of lighter boxes. That has become more common as ships get larger and carry ever more containers.
Container stacks above deck can vary in height between four to 10 or more high and it’s usually just the lower boxes that are cross-braced, leaving the top containers at the mercy of the pin locks on the four corners of the can holding it to the next, said Rick Bridges, vice president of Roanoke Trade Services, an insurance broker.
Unfortunately, shippers really can’t do much to prevent their cargo from going overboard, he said. In most cases, the carriers decide where the container is placed, he said. “Considerations such as commodity, weight, destination or transship points all are taken into account. So in short, the shipper cannot choose whether he is above or below deck,” he said.
As far as anything shippers can do to be proactive in preventing damage due to rolling and pitching of the vessel, Bridges suggests that they hire a surveyor to show them how to properly block and brace cargo.
“This goes a long way, especially if there is a claim where the suitability of packing is brought into question by the insurance company or steamship line. If the shipper can go back and prove that packing was performed as recommended by an accredited surveyor, then they stand a much better chance of getting their claim settled without issues,” he said.
Stuffing containers is a common term in our industry. One that I always thought was misleading as if you just "STUFF" material and equipment into a container, how do you know it's going to arrive in the same condition that you loaded it in.
