Machines are secured by a mix of blocking, bracing and lashing. Timber blocks stop sliding, braces stop tipping, and lashings tie the crate or skid to the container's securing points. The aim is that nothing can move under the forces of a rolling ship, a hard braking truck or a dropped container.
The accepted reference is the CTU Code, the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units, published in 2014. It explains the forces involved by transport mode and sea area, and how to calculate securing for them.
The main methods
- Blocking places timber or other material tightly against the cargo and the container structure so it cannot slide.
- Bracing uses timber struts to stop tall items tipping, especially machines with a high centre of gravity.
- Lashing uses wire rope, chain or webbing straps with tensioners, fixed to lashing points on the floor rails and corner posts.
- Friction mats under skids increase grip and reduce the lashing force needed.
Points that cause most damage
Weight distribution is the first. A heavy machine must sit near the middle of the container's length, with its weight spread over beams so the floor is not overloaded. A load placed at one end can make the container unsafe to lift.
The second is lashing to the wrong place. Lashings should go to the skid or to designed lifting and lashing points, not around delicate covers, guards or pipework. Container lashing points have limited ratings, so heavy machines need several lashings sharing the load.
The third is gaps. Even well-lashed cargo can shift if there is space to gather speed. Small movements repeated over thousands of wave cycles can loosen lashings and wear through packing, so tension should be checked after the crate settles. Fill gaps with blocking or dunnage made of ISPM-15 treated timber, as explained in export packing for machines.
Weight declaration and responsibility
Ask the packer for photographs of the finished stow from the door end, showing blocking, lashings and their tensioners. Those photographs help a cargo claim and show whether the method can be repeated on the next order.
Under the SOLAS rules on verified gross mass, the shipper must declare the container's verified weight before it is loaded onto a ship. A wrong declared weight can lead to a rejected container or a delay.
The party that packs the container is responsible for securing the cargo. For a machine stuffed at the factory, that is usually the exporter's team or its packing contractor. For flat racks and open-tops, the line may set its own lashing requirements, covered in when you need a flat rack or open-top. Confirm the arrangements with your freight forwarder.
Next step
During loading supervision we check blocking, lashing and weight placement and photograph the container before it is sealed. To add this to your order, book a free sourcing review.