CINS Analytics: 2013/2014

The founding vision for the CINS Organisation, to highlight risks posed by certain cargoes and packing failures in order to improve safety in the liner shipping industry, has continued to demonstrate value through 2014. The last year has proved to be one of substantial consolidation of the data capture capability, increasing the authority with which the organisation can address issues arising in the industry.

Founded by five of the top 20 liner operators in order to capture key incident data, participants during 2014 numbered 12 lines and accounted for 61% of container slot capacity. CINS facilitates the capture by liner operators of structured key causal information relating to cargo and container incidents. The information capture explicitly excludes any shipper data in order to preclude any anti-trust concerns. The information gathered provides an early warning of worrying trends, whether relating to cargoes that display dangerous characteristics or unsafe practices in the container supply chain.

A number of the participating lines have incorporated review of the database into their regular cargo management meetings. By doing this, they are integrate awareness of any emerging trends and able to correlate problems seen in the broader industry with those identified within their own settings.

The presenting issues

Throughout it relatively short history, the CINS Organisation has repeatedly identified cargo leakage as a major area of concern; see Chart 1. In addition, there are a number of bulk solid cargoes that have given rise to problems, often where the lining or packaging has been inappropriate. Furthermore, unpackaged cargoes, such as hides and waste, have also proved problematic.


Chart 1: Analysis of Cargo Incident type (2013-2014)

Analysis of Cargo Incident type (2013-2014)


One of the common assumptions about the CINS initiative is that it is concerned with classified dangerous goods alone. As can be seen from Chart 2, this is clearly not the case. Almost 75% of the incidents recorded in the last two years relate to cargoes that would be described as ‘inert’. Nevertheless, it is clear that there is a greater risk exposure – particularly whilst containers are stowed on board – when the cargo concerned is flammable or corrosive. This is a very real concern to the lines, since one in five of the incidents involve cargoes classified in these ways.

Chart 2: Analysis by Substance type (2013-2014)


Detection to action

Poor packing, which includes blocking and securing, was identified as a root cause in 50% of the incidents in 2014; see Chart 3. Aggregating this with mis-declaration and incorrect packing, the proportion amounts to more than 80%; these are to a large measure the ills that the CTU Code is seeking to address. For its own part, the CINS Organisation, through its participating lines, is collaborating in compiling good practice guidance for packers of certain problematic cargoes, such as steel coils.


Chart 3: Analysis by Detected cause (2013-2014)


Strengthening its position

Experience since the outset in late 2011 has led participants to agree certain modifications to the database, aimed at strengthening the integrity of the data, easing data capture and improving analysis. These modifications are seen as consistent with and enhancing the founding aims of the organisation, and will support it in providing increasingly valuable analysis to the shipping world. At the heart of the CINS initiative is a quest for quality improvements – fundamentally in safety for lives, property and the environment, but also ensuring that cargo is carried in a way that delivers it in sound condition, and all supply chain stakeholders fulfil their obligations.


Be part of the project

Membership is open to shipping lines and nominated advisory organisations. Be part of the CINS project.