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Container Cargo Operation Manual
Container Cargo Operation Manual
CONTENTS
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Date : 15 - Jun – 2010
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Fleet Management Ltd.
Date : 15 - Jun – 2010
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1.1 GENERAL
The purpose of the instructions and guidelines laid down in this manual is to assist the
Master and all officers and crew to carry out their duties in a professional manner and
thereby operate the vessel safely and efficiently. At every stage of the operation of the
vessel due consideration must be given to all the rules and regulations of the
Classification Society, IMO SOLAS, IMDG AND MARPOL requirements as well as
conformance with the government codes and regulations.
The procedures written in this manual shall take precedence over any instructions
issued by Operators or Charterers with respect to cargo operations. Any contradictions
noticed between Operator / Charterers instructions and procedures laid down in this
manual which may affect safe operation MUST be informed to the Office and can only
be followed upon receiving explicit Office approval.
At no stage must the vessel's performance be allowed to drop which can adversely
affect the smooth operation of the vessel and hamper the reputation of the vessel and
the Manager. Correct and prompt execution of orders and systematic planning should
be paramount in mind to achieve the goal and reputation of an efficient vessel.
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1.2 DEFINITIONS
1. BAPLIE Bay Plan / Stowage Plan Occupied and Empty Locations Message.
This is an Electronic Data Interchange (EDI) message to convey the Bay Plan
on occupied and empty slots in a certain vessel at a particular time. This
message can be used between ships, operators, Charterers, agents,
stevedores etc.
2. Bay A row of containers running from one side of the ship to the other. To be
distinguished from a hold.
3. Bay Plan Plan for the stowage of containers, in which each bay on a vessel is
represented in a cross-sectional plan of the ship from bow to stern. A bay plan
shows all possible positions for stowage on the vessel.
8. Break-load (BL) All lashing equipment is tested on a bench. The force at which
certain equipment fails is called BL. The SWL is 50 % of the BL. All new
supplies should have the same BL.
9. Bridge Fitting This portable lashing equipment is used to link top containers of
two adjacent stacks together and can be used on deck or in a hold. They resist
tensile and compressive forces.
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10. CSC Abbreviation for “Container Safety Convention”. A CSC plate contains the
Approval Reference, Date Manufactured, Identification Number, Maximum
Operating Gross Mass, Allowable Stacking Load for 1.8g, Transverse Racking
Test Force, Date of Next Examination and is attached to the shipping container
doors and acts as the equivalent of a passport for the container.
12. Coil box container Special container for transporting coils. They handle
greater line loads and are equipped with coil wells and special load securing
features.
13. Coil containers These containers are built like flats or flatracks, i.e. they
consist of a container floor and flat or frame-like end walls. The container floor
has cargo troughs for accommodating coils /rolls of steel sheet.
14. Collapsible container A container with hinged or removable parts; its volume
can be reduced when transported empty.
17. Container size The length of a container i.e. 20'', 40'' and 45'' (feet).
18. Containerizable cargo Cargo that will fit into a container and result in an
economical shipment consistent with delivery requirements.
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21. Corner castings Corner fittings located at all eight corners of the container.
They are used to handle the container. Lifting gear, such as container gantries
and cranes, is attached to the corner castings of the containers in order to lift
them. The corner castings are used in conjunction with twist locks to secure
containers to the deck or to another container. The twist locks are placed in the
corner castings and engage with the corner castings (on the floor) of the next
container.
22. Corner posts (door posts) Vertical frame components fitted at the corners of
the container, integral to the corner fittings and connecting the roof and floor
structures.
23. Crane Splits The amount of cranes that can be allocated to an operation under
the assumption that all the cranes theoretically can work throughout the entire
operation with the same production.
24. Dangerous Goods The term used by I.M.O. for hazardous materials which are
capable of posing a significant risk to health, safety or property while being
transported.
25. Dry-Bulk Container A container constructed to carry grain, powder and other
free flowing solids in bulk.
26. Elongated Foundations: These foundations have a bigger opening where the
twistlock is fitting; this gives the twistlock space to move slightly. Elongated
foundations are fitted on the pedestals/ side locations and can take up the
movement of the hatch cover in relation to the fixed ship structure.
27. FEU Abbreviation for “Forty–Foot Equivalent Units.” Refers to container size
standard of 40 feet. Two 20–foot containers or TEU’s equal one FEU.
28. Fixed Lashing Equipment These include Raised Sockets, Lifting Sockets,
Lashing Eyes, welding cones and Guide Plates. For further details refer to the
Cargo Securing Manual on board.
29. Flat Rack/Flat Bed Container A container with no sides and frame members at
the front and rear. Container can be loaded from the sides and top.
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30. Gross Weight Entire weight of goods, packaging and container, ready for
shipment.
31. Half door Containers Half-door containers are units laden with one door
removed in order to ensure ventilation for certain food cargoes (e.g. onions,
pumpkins etc). Such units are severely reduced in strength, and endurance
against racking force decreases by two thirds. It is therefore necessary to
restrict the stacking weight superimposed on a half-door container as follows
• On-Deck stow case, avoid loading at end slot.
Less than 31mt for 20 ft.
Less than 29mt for 40 ft.
• Under-Deck Stow case: Less than 96mt.
Half-door Containers either originating from or transiting the United States that
have been neither tested nor marked on their CSC plate for operation with one
door removed must comply with the USCG’s “Navigation and Vessel Inspection
Circular No.8-00”. This circular the only allows half-door containers to be loaded
at the top-tier or underneath up to two containers. Half-door containers
possessing a CSC plate that denotes them as capable of operating with one
door removed are subject to the restrictions detailed above.
32. Half Height A container which is less than 8 feet 6 inches in height usually 4.25
ft in height.
34. High Cube Any container which exceeds 8 feet 6 inches in height, usually 9
feet 6 inches.
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37. IBC Intermediate Bulk Container: A special type of bulk container for hazardous
materials.
38. Insulated Container A container insulated on the walls, roof, floor, and doors,
to reduce the effect of external temperatures on the cargo.
39. Insulated Container Tank The frame of a container constructed to hold one or
more thermally insulated tanks for liquids.
40. ISO Gap This is the standard distance (76 mm) between 2 TEU on deck and in
holds, 2 TEUs loaded with an ISO Gap can be overstowed with an FEU.
41. Lashing Bar Metal rod for securing containers on deck. Also known as
Connecting Rod, Diagonal Rod, and Lashing Rod.
42. Lashing Bridge A substantial steel structure running athwart ships between
each 40-foot container bay. This allows the second and the third tiers of
containers to be secured to the bridge using lashing rods and turnbuckles. The
bridge allows the lashings to be more effective in reducing the tipping moments
acting on a stack when a vessel is rolling heavily.
43. Lashing Cage A man carrying cage fitted by a container gantry crane from
which lashing operations can be accomplished.
45. Lashing Gap The distance between 2 TEUs on deck (normally 750 mm). If 2
TEUs are loaded with a lashing gap, over stow of an FEU is not possible. This
is valid only for certain vessels and depends on the position of the foundations
on the HC pontoons.
47. Locking Bar Device that secures container doors at top and bottom.
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48. Low friction resting pads A resting pads combination comprising of two
different materials. Stainless steel fitted to the hatch cover part, low friction
material (such as Teflon) on the coaming part. This makes it possible for the
pontoon to move slightly and prevents the welded support of the resting pads
from cracking.
53. Open Door container Some dry cargo containers carrying fresh onions or
potatoes are carried with one or 2 doors open. It should be noted that when the
doors are not closed properly, a severe reduced stack weight is applicable.
54. Open Top Container A container fitted with a solid removable roof or with a
tarpaulin roof so the container can be loaded or unloaded from the top.
55. Overwidth A container with goods protruding beyond the sides of the
container/flat rack onto which they are packed.
57. Partlow chart Paper disc used in conjunction with a Partlow recorder to record
temperature.
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61. Russian stow: Means Mixed stow, i.e. 2 TEUs are over stowed with an FEU
62. Safe working Load: In case of container lashing material the SWL is 50 % of
the Break load.
63. Seal (Container) Metal strip and lead fastener used for locking container doors.
Seals are numbered for record purposes.
64. Side–Door Container A container fitted with a rear door and a minimum of one
side door.
67. Stability computer A modern loading computer will apart from stability and line
of visibility also give warnings for exceeded lashing forces, - stack weights and
wrong weight distribution.
68. Stacking Cone (SC) Metal cone for stacking containers inside holds. (There
are 3 types, conventional SC, semi automatic SC with flange and semi
automatic SC without flange.)
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69. Stack load The force acting on lower containers, decks, hatch cover or tank top
as a result of the units stacked on top of them. Standardized ISO symbols are
used to identify the permitted stacking load of a container. Furthermore the
ship’s construction such as hatch covers, tanktop etc. have a certain design
stack load maximum which can be found in the Cargo Securing Manual.
Overloading may result in deformation of the steel construction.
If a stack load is exceeded it is also very likely that the lashing forces are
exceeded, this may result in deforming of the containers and failure of the
lashing system such as foundations, twistock and lashing bars.
74. Tank Container A specially constructed container for transporting liquids and
gases in bulk.
75. Tare Weight The weight of an empty container. Gross weight = net weight +
tare weight.
77. TEU Abbreviation for “Twenty foot Equivalent Unit.” The most common
dimensions for a 20-foot (6.1 m) container are 20 feet (6.1 m) long, 8 feet
(2.4 m) wide, and 8.5 feet (2.6 m) high
78. Top–Air Delivery A type of air circulation in a container. In top air units, air is
drawn from the bottom of the container, filtered through the evaporator for
cooling and then forced through the ducted passages along the top of the
container. This type of airflow requires a special loading pattern.
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79. Turnbuckle Also known as Screw of Bottle screw. A tensioner that is tightened
by turning a threaded screw with left and right hand thread.
80. Twist Lock Means to secure a container either to the deck foundation or to
another container, locking is by means of turning the lock pin 90 degrees to the
left. A set of 4 twist locks are used per container. Twist locks are of the
following types:
81. Ventilated Container A container designed with openings in the side and/or
end walls to permit the ingress of outside air when the doors are closed.
82. Weight distribution The weights of containers in a stack should be light on top,
heavy ones below. Intermediate containers weights should not exceed weights
as mentioned in the CSM.
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2.1 INTRODUCTION
1. Specifications of fixed and portable securing devices ( Safe working loads and
Breakloads)
The cargo planning is normally carried out by the charterer’s planner and their
subsidiary offices.
The Master should be aware of the contact details of the Charterers representatives at
each port.
The Charterers are to be notified about any problems regarding cargo and the progress
of the voyage, keeping in copy the Company.
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Though the plans are prepared ashore, the ultimate responsibility of ensuring
correct stowage, loading, care of and discharging of the cargo rests with the
Vessel. The Company policy on stowage, securing and care of cargo must be
complied with at all times.
In case of shore planning of cargo not meeting the requirements of the Company policy,
the Master should advice the same to the Charterers keeping the Company and Owners
in copy.
Masters are advised to coordinate with local agents to obtain the cargo load plan well
before arrival port or at least immediately on arriving port. Chief Officers should check
and confirm the stowage plan as soon as possible. In case of any cell guide damage,
malfunction of ballast / heeling pumps / on board cargo lifting gear, or any other
situation restricting the cargo operation the Charterers should be informed ASAP
keeping the Company and Owners in copy.
The Master is responsible to ensure maximum cargo is lifted safely within the ship
specific loading capabilities and in compliance with the Company’s Stowage policy.
The vessel should not sail from a port with insufficient stability. In case of doubt
the Head Office is to be contacted immediately.
The Master is to ensure that Stability and Longitudinal Strength at all times during the
voyage is to comply with the Class approved loading manual, CSM and IMO and local
requirements. The stability criteria includes GM, G.Z. (intact stability criteria), trim, list,
wind heeling moment, shearing force, bending moment and torsional stress.
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The GM (metacentric height) at all times is to be above the recommended value in the
loading manual; at the same time the GM should not be very high which may cause stiff
behaviour of the ship. The GM has an immediate effect on the lashing forces, very high
GM can cause violent rolling and subsequent failure of lashing of the deck stows. (The
CSM is designed for two typical GM’s for instance 0.8 m and 1.8 m).
Stability calculations should be carefully checked for accuracy and should allow for fuel,
fresh water, lubricating oil and other variables during the voyage and the effects of
windage and icing.
The above calculations are to be countersigned by the Master and filed for future
reference.
The Vessel’s fluid GM should not be less than 0.5 m at any time during the
voyage. If the same is to be breached permission must be obtained from the Company
and a Risk Assessment carried out.
In case cargo is shut out due to a low GM, it has to be ascertained that the stability
program is correctly set, For instance the free surface effect can be set to actual or at
maximum. In the latter case the GM looks worse than it actually is and cargo is shut out
for no good reason.
The problem of incorrect container weights is one that is commonly faced on container
vessels. If there is a large difference between declared and actual weights, the vessel
may exceed the load-lines and face severe stability problems. In some cases the vessel
may even capsize. Apart from the stability aspect, lashing forces may be exceeded
dramatically as there is no way to pinpoint the exact location of the wrong declared
container weights. Therefore in case of doubt (actual draft more than calculated draft)
accepting stowing of containers close to the stack weight limits should be avoided.
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In order to avoid an incident Masters must pay careful attention to the following:
1) Vessel should insist on being provided with stowage plan indicating individual
container weights.
2) Check if container weights indicated are net or gross weight. Many times net
weights are given in which case weights of the empty containers have to be
added (approx. 2,3 MT for a 20 feet, 3 MT for a 40 feet and up to 6 MT for a
flat-rack!) to get gross weight. It should be noted that it is a common fault for
agencies to only state cargo weight. The stowage is dependent on accurate
weights as the stability of the vessels is dependent on it and the proper
utilisation of the vessel is with regard to stack weights. In some countries such
as the United States, the containers are scaled and the correct weight is then
known. However in other parts of the world the containers may not scaled. The
weight is based on a declaration from the shipper. Often dues and quotas are
based on the cargo weight and it may be economically advantageous to declare
a lower weight than actual. In other cases the containers are simply filled up
and the actual weight unknown.
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3) No container must be loaded that exceeds it max gross weight. Apart from the
danger of structural damage it can result in a collapse or a crane dropping a
container. People have been killed in such accidents. For services operating
with vessel's gear the max container weight is the max capacity of the Vessel's
cranes less the weight of the spreader.
4) Ensure that containers are loaded according to the loading plan. In many cases
the sequence of containers from the yard is changed. This could result in light
containers being loaded below and heavy containers on top.
6) Check the actual draft and trim of the vessel against the calculated draft and
trim. If serious difference in GM or drafts is observed due to incorrect container
weights, charterers/shippers to be put on notice and, the owners and managers
to be informed immediately.
wxd
GM =
W x Tan (θ)
W = Vessel’s Displacement (MT)
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2.3.4 Visibility
1. The cargo plan should comply with the IMO visibility criteria which states that
“The view of the sea surface from the conning position shall not be obscured by
more than two ship lengths, or 500 m, whichever is less, forward of the bow to
10 degrees on either side under all conditions of draught, trim and deck cargo.”
at all times; This may be calculated using the below methods:
3. Reducing the vessel’s trim or changing the Deck stows may be required to
reduce the blind sector to within limits.
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1. The allowable Maximum stack weights are given in the Cargo Securing Manual.
2. The Master is to ensure that at no time these stack weights are exceeded.
3. It is important to realize that the stack weights are valid for a certain GM, if the
GM is higher, the acceleration forces will be higher and lashing forces may be
exceeded, therefore a reduced stack weight is applicable. The container loading
program calculates the max allowable stack weight based on the actual GM and
will give an alarm when forces are exceeded.
It should be verified that the stowage plan takes into account the intended ports of call
during the entire voyage and that stowage is so planned as to maximise cargo output
while at the same time ensuring that there is no over stowing of cargo for a particular
port by cargo to be discharged at a later port. On some occasions it may happen that
Charterers agree to re-stowing of containers at a particular port in order to lift all the
cargo that has been booked. Master must get same in writing from the Charterers prior
loading and Owners/Operators must be informed of the same.
1. Reefers units are to be stowed in bays equipped with power plugs and stowed
in accordance with the Capacity Plan.
3. Reefer containers must not be stowed on the outside rows or on bays in the
extreme forward of the ship.
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6. Stowage on the 3rd tier and upwards is to be avoided and considered only if a
fixed inspection platform is provided onboard.
8. To avoid major repair costs and operation of unsafe containers due to castings
being separated from the bottom rail/corner post it is advisable not to load
reefers in positions which rest on two hatch covers on vessels of Panamax or
larger size.
9. It is advisable that ships keep a reefer location and machinery position chart
ready onboard for proper planning.
10. The extra fuel consumption must be kept in mind which is to be accounted for in
the daily FO consumption and when ordering bunkers.
3. All fire fighting, chemical spill response equipment for the IMDG cargo
containers as per the DG Document of Compliance, IMDG code to be
operational and in a state of readiness.
5. IMDG cargo should NOT be stowed in outboard rows on any bays, except units
under fumigation. (in some cases it is advisable to have certain cargoes on the
ship’s side for ease of jettisoning)
7. IMDG cargo containers are NOT to be stowed in positions which rest on 2 hatch
covers.
Further details on IMDG cargo are given in Section 5.1 of this manual.
1. Out of Gauge containers and tank containers must not be stowed on the outside
rows or on the extreme forward bays.
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3. Open top and Flat rack containers must never be stowed higher than 3rd tier
(4th tier in bays with lashing bridge)
4. Whenever possible Heavy containers and OOG cargo should be stowed below
deck.
5. The vessel should ensure adequacy and integrity of lashing of the cargo on the
flat racks and out of gauge containers. The vessel should have a basic
inventory of 13 mm lashing wire, turnbuckles and bulldog grips for lashing of
any loose cargo on flatracks when at sea.
6. When OOG cargo is loaded, an OOG Manifest or special list must be received.
The manifest or special list, must contain all relevant information (over length,
over width, over height, etc)
7. When accepting OOG cargo the capability of handling goods either by vessel
gear, shore crane or by floating crane should be carefully investigated - if in
doubt ports enroute should be consulted. For some shipment lifting gear must
be supplied by shipper and be attached until final destination
2.3.11 Load-lines
2. The duration of voyage and geographical zone of the intended passage are to
be considered for Load-line compliance, weather conditions such as tropical
storms, wind force and sea turbulence.
2. Water and air draft restrictions in port, harbor transit or canal transit to be
considered.
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5. Single standing rows of more than 2 tiers to be avoided. Deck cargo must be
block stowed consisting of minimum 3 rows.
6. It is preferable to stow the high-cube containers three high and upwards when
loading them on deck.
The Lodicator should be properly operational and tested once a month to ensure its
operational accuracy. Records of the test should be maintained on board.
Ship’s staff should be aware of the various settings possible in the loading program,
such as the option to change the centre of gravity of each container (should be at 40%)
the option to put free surface effect on maximum instead of actual etc.etc.
The following instructions with regards to Cargo Securing must be complied with at all
times in addition to applying normal seamanship practices and experience of the ship
staff:
1. The securing of the containers depends on the GM of the vessel and must
be carried out as per the Class approved Cargo Securing Manual without
exception. Chief Officer is directly responsible to ensure that the cargo
lashing is carried out as per the CSM prior departure of the vessel.
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4. The first and utmost important precaution before loading operation commences
is to remove all damaged lashing material from deck and holds. This is the only
way to prevent the stevedores from using defective equipment.
5. Secondly have sufficient loose lashing material at the right location to avoid
stevedores have to look for it or in some cases just refrain from using the
correct lashing.
6. When the hatch covers are ashore, all bottom twistlocks to be checked,
damaged items to be removed and replaced on the spot. Pontoon to be
checked for damage to construction and seal arrangement. Proper damaged
reports to be made and submitted conform the C/P
7. When the HC pontoon is returned to the vessel the battening down of the
pontoon should be done immediately in case over stowing of containers is
restricting access to the Quick acting cleats.
8. The proper seating of the container and locking of the base twistlocks, base
locks or mid locks must be checked by the duty officer immediately on loading
of the bottom tier of containers on deck. The locking is to be confirmed by visual
sighting of orientation of top part of the twistlocks.
9. The locking of the higher tier twistlocks should be confirmed by the Duty Officer
by observing the position of the twistlock lever / actuating wire in case of semi
auto twistlocks.
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11. Turnbuckles should be fully tightened. The locking nut should be tightened till
the pipe bush. Correct spanners, devices should be used to ensure proper
tightening of the turnbuckles.
12. There have been many instances of collapse of deck stows in the aft bays, bays
just forward and aft of accommodation in heavy weather, collapse of deck stows
in extreme forward bays due to shipping of seas on deck and the compressive
forces of pitching. Particular attention to be paid to cargo securing in these
areas and keeping turnbuckles tight. It is important to note that the failure of
even one container to stay in place can cause a ‘domino effect’ and the collapse
of entire deck stows.
13. When 20’ containers are carried in 20’ / 40’ optional slots under decks, 4
stacking cones are to be used per TEU. In case of flangeless stacking cones, 2
stacking cones will suffice in way of the gap (as the cell guide ends do not need
stacking cones).
14. Usually the container lashing is carried out by stevedores; ship staff to
supervise same to ensure compliance with the Company policy. As per some
port local requirements, the cargo lashing operation is to be carried out by the
ship staff (only after consulting owners). The ship staff may carry out this
operation in compliance with the Company cargo securing policy and will be
compensated for this extra-ordinary function as per the existing crew
agreement.
15. In many ports such as U.S.A., Australia, Mumbai JNPT etc, vessels are
required to use semi-automatic twistlocks. Masters should check in advance
with the local agents regarding the kind of twistlocks required at that port.
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Since, the vessel has to load, stow, carry, care for and discharge cargoes in accordance
with the Hague/Hague-Visby Rules, it follows that when part of that cargo consists of
containers, the more when stowed on deck, this requires an extra alertness by the
vessel’s officers.
Lashings are to be checked at least once daily (and tightened if required) during
the voyage and noted in the deck log book so that it can be shown to the
shippers/receivers, that the vessel (in accordance with the Hague/Hague Visby Rules)
has properly loaded, carried and taken care of the container cargo.
The chief officer is responsible for this function but may depute this function to another
member of the crew from time to time. It must be borne in mind that lashings can get
loose in seaway with rolling, pitching and vibration. The frequency of checks should be
increased in heavy weather. Alteration of ship’s heading must be considered to allow for
crew safety during lashing inspection in heavy weather.
When the weather prevents the daily check of lashings, of course this has to be entered
into the logbooks as well.
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During an incident and loss of containers overboard it is very useful to have photo’s of
the complete sequence showing which container (stack) went first and how the damage
did develop this will help owners to defend a claim .
In this respect it must be realized, when a container is lost overboard and the daily
“care” cannot be shown in writing, that the “on deck”-clause on the bill of lading does
NOT give the carrying vessel an exemption of liability.
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1. All applicable international, local and port regulations are to be complied with.
2. Stability conditions should be calculated and monitored for all stages of the
cargo operation. Visual drafts must be checked at least on arrival and departure
and preferably at the change of watch of duty officers. The updated / forecast
tank conditions to be filled in the loading software by the Chief Officer. Chief
Engineer should provide the required information regarding bunker and lube
distribution, consumption forecast to the Chief Officer.
3. Tidal conditions (times and range) to be checked, mooring lines on auto tension
or manual. If winches on auto tension, a warning should be displayed:” Beware
machinery can start unexpected”
5. The Chief Officer should post a copy of the lashing arrangement plan and the
reefer arrangement plan (showing preferred orientation of reefer engine) in the
tally room or on gangway deck. Any additional information regarding safety
measures for stevedores, lashing equipment operation may also be posted. A
copy of this poster is to be kept ready as a handout for the Stevedore
Supervisor.
7. Damages to foremast and main mast by gantries can be avoided by the use of
proper illumination on the masts.
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8. Excessive trim and list leads to difficulty in cargo operations and can cause
containers to get stuck in the cell guides; hence must be avoided.
10. Before lifting or replacing the lift off type hatch pontoon, the duty officer
should ensure that a check is carried out around the hatch coaming to –
• Clear all turnbuckles and lashing rods fallen on the hatch coaming.
11. When Hatch covers are ashore, all damaged lashing material must be
removed and replaced. Checks should also be carried out for damage to
the structure and packing.
13. Cargo gear chain register and load test certificates are to be checked and kept
ready for any inspection by shore authorities.
14. When semi – or fully automatic twistlocks are used, vessel’s staff to ensure that
all lashing equipment removed from the discharged containers at the shore
side, are returned to the vessel.
1. It is the duty of the vessel to provide the stevedores with safe working
areas onboard the ship.
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3. The gangway should be clean, free from grease or mechanical defects, well
illuminated, free from tripping or slipping hazards. The gangway should be
placed on the pier away from the gantry track and clear of other obstructions
such as bollards and provided with a properly rigged safety net.
4. Walkway gratings should be in good order; the gratings secured firmly, well lit
and free of slipping or tripping hazards. The lashing material should be stowed
neatly and not allowed to be haphazardly placed on the walkways. Hatch
openings should have railings around them to prevent accidental falls.
5. The observance of safe working practices by stevedores and ship staff should
be monitored by the Ship staff and unsafe practices by stevedores should be
protested by the vessel.
2. The pilot ladders on the sea-side must be taken onboard if used, anchor hawse
openings sealed, stores secured.
4. In areas with high stowaway occurrence like West Africa, one ship staff should
be placed on deck in the forward and one in the aft. Overside watches with
good lighting should be maintained to detect unauthorized boarding. Special
watch is to be maintained to check for stowaways in the rudder trunking.
Visitors are not to board the vessel until the local agent is onboard and available
at the gangway to detect prospective stowaways. In case of non-cooperation of
the local agent in this regard, all visitor boarding is to be suspended and the
Company, Line Manager informed immediately.
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1. The ship’s fire fighting appliances, safety equipment, oil pollution prevention
equipment and security equipment should be in state of readiness during the
port stay. In case, fire extinguishers or other safety equipment are taken ashore
for servicing, this should be carried out in rotation or replacement extinguishers
should be provided on board by the vendor.
2. Scuppers should remain plugged while the vessel is in port and anytime during
bunkering or bunker transfer operations.
1. In certain ports, the lashing operations are to be carried out by the ship staff
(Only after the approval of the owners). The requirements of the cargo securing
manual, safety when working on containers should be complied with.
2. In the above ports often the removal of lashings are required before berthing
and completion of lashing before sailing. This must be carried out with the
safety of the vessel and cargo as prime consideration.
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2. The Chief Officer should supervise the ballast operations. Chief Engineer
should ensure that all ballast pumps, pipelines and valves are maintained and
always available for the ballast operations. The operation of the ballast system
is the responsibility of the Chief Officer. The Chief Engineer should ensure that
all support is available from the Engine Department for operation of the ballast
system.
3. The coastal state ballast water regulations are to be complied with and ballast
water exchange carried out as per the ship’s approved Ballast Water
Management Plan.
4. Adequate precautions not limited to the following must be taken into account
while considering de-ballasting:
a) The GM of the vessel. The Free Surface Effect due to slack tanks must
be taken into account.
5. In this regard it is important that the stowage plan is received prior arrival port
so that ballast operations can be carried out in a careful and planned manner.
6. Ballast operations should be carried out with extreme caution and holds
monitored constantly during these operations. Constant supervision of holds is
also to be carried out during bunkering and bunker transfers. Overflow of tanks
should be avoided.
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There have been many cases of wetting damage of containers due to water ingress in
cargo holds. The wetting damage reflects lack of care on part of the carrier and results
in loss of customer confidence in the Company. It should be borne in mind that
container ships structures are subject to various physical impacts and stresses; water
ingress is always a possibility and vigilance is the only way to prevent this
damage.
Examples are:
• Water entering the hold via the Bilge well , due to a failing non return valve and
wrong valve handling in the engine room
• Water entering the holds due to a leaking ballast tank manhole (very often after
inspection of a DB or Dry dock period.
• Water entering the void space/ underdeck passage way and from there draining
into the holds. Void spaces often carry the Ballast lines which are prone to leak
in way of the couplings due to stress /bending of the vessel.
• Tropical rain showers may flood the aft part of the holds rapidly and cannot be
underestimated. It is therefore of utmost importance to have the bilge alarms
operational and to start pumping bilges immediately. It is bad practice to
acknowledge a bilge high level alarm without taking action.
• Water entering the holds via corroded electric cable deck penetration (for
instance for reefer power cables) It is therefore important to inspect the cross
decks below the catwalks at a regular interval (PMS).
Cargo holds should be inspected and holds bilge soundings checked daily and the
results logged down. The risk of water ingress is increased during ballast
operations and during this period, cargo holds must be monitored regularly.
Similarly cargo holds must be monitored regularly during bunkering and bunker
transfers.
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During cargo operations, damages may be observed to occur to the vessel due to
contact by gantry operators, handling of HC pontoons, forklifts or damages may be
observed to occur or exist to container structures. Damages can have a detrimental
effect on the vessels seaworthiness, stability and cargo intake. This section deals with
handling of these damages and resulting claims procedure.
3. In case of stevedore damage to the vessel, The Company, Charterers and the
local agent are to be informed. A copy of the Damage report form DE-13 is to
be forwarded to the above contacts.
Record Keeping:
DE 13 – Damage Report
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3.5.1 INTRODUCTION
Numerous legal constructions stem from the loading and transporting of containers, as
containers can be owned (or leased) by different parties (charterer/ shipper/ ship
owner/etc.).
The only items which can be checked by those on board are the external physical
condition checks and the seals.
Containers must be checked externally and any major defects in the main structural
members (top and bottom side rails, top and bottom end rails, doorsill and header,
corner posts and corner fittings) which affect the structural integrity of the container
including Holes, tears, and fractures, cracked or suspect welds in steel instruction,
Loose or missing fasteners in aluminum construction, Dents or bends on any surface of
the main structural members of 3/4 inch (19 millimeters) or greater in depth, regardless
of length, Improper splices and corrosive failure, door panel having holes or improper
repair, door header or doorsill that is distorted, cut, or torn which would prevent
watertight sealing of the doors, crushed seal or broken, loose, or missing cam retainers
should be grounds for rejection of containers.
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6. In the case of terminal issuing Container damage report to the vessel at the
discharge port – same may be acknowledged with the remark that ‘The
container was discharged in same condition as loaded’. The accuracy of the
damage report to be personally verified by the Chief Officer before signing the
terminal’s report.
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2. Loaded Containers may only be accepted by the vessel when they are properly
sealed by the customs: non-sealed containers are to be refused, or customs
should immediately be requested place a seal. After sailing in case containers
are found with broken or missing seals, photographs should be clicked and the
Charterers and agents at the load port and discharge port are to be notified of
the container number, with the request to relay this information to the customs
(also a proper entry is to be made in the deck logbook). The Owners and
Company must be copied in all the above correspondence.
4. Additionally in areas where the threats are prevalent, to avoid stowaways, drugs
etc. being smuggled from empty containers, the Master should ensure all empty
containers are sealed by ship’s crew and only then loaded onboard. Regular
checks should be made of the container seals. The seals may be obtained from
the local agents.
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Reefer cargoes are high value; the possibility of damage due to neglect or error in
procedure can lead to high claims, loss of customer satisfaction and the company’s
reputation.
The Chief Officer, Chief Engineer and Electrical Officer are responsible for the
safe carriage of the reefer containers.
Once the container has been loaded onboard, the following checks are to be carried
out at the earliest and in any case prior departure load port.
1. The Chief Officer should ensure that all reefer manifests are available for
containers indicated in the stowage plan.
3. The Chief Officer shall provide the Chief Engineer, Electrical Officer and Duty
Officer with the reefer manifests and stowage positions of the reefer
containers.
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4. Duty officers are responsible for connection of the reefer container as soon as
they are loaded on board and note and record the set temperature, delivery
and return air temperature, Partlow chart temperature and fresh air flap setting.
The Partlow chart should be in place, wound up and operational. On the latest
generation of reefer containers the traditional Partlow chart is no longer in use,
and replaced by a digital version. Some vessels are provided with a connected
or wireless monitoring system and have the records / evidence on the bridge or
deck office. Vessels without this feature have to rely on the daily logs by
vessel’s staff.
Bad Plug with Sealing washer missing. Good plug with sealing washer in place.
6. Confirm that pre-trip checks have been carried out by shipper/agent and label
pasted showing date of inspection which should be within 30 days of loading
date.
7. The Reefer plug receptacle boxes should be checked to ensure they are
watertight.
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10. The Electrical Officer shall be responsible to report to the Chief Officer and
Chief Engineer before departure of the vessel from port that all loaded reefers
are operating satisfactorily and temperatures are as per the manifest.
11. Any defects in the reefers shall be reported by the Master to the local agent
and the situation rectified before departure.
12. In case of major malfunctions or substantial delay in repairing the reefer, the
charterers shall be informed immediately keeping the Company in copy.
If the container is malfunctioning and or temperatures are not within acceptable limits,
the charterer’s representative should be informed at once. If the fault cannot be
rectified by the charterer’s technician and or ship’s staff the container should be
offloaded.
A message concerning the same should be sent to the Charterers, owners, operators
and managers.
It is important that reefers are monitored closely from the very moment they are placed
onboard, during the voyage and till they are discharged. Weather permitting, the
temperatures of the reefer containers shall be checked and recorded at least twice a
day – once in the morning and once in the evening. It is recommended that while
checking the temperatures, 2 groups of crew are used such that containers being
checked by one group in the morning are checked by the other group in the evening.
1. In case instructions are provided for regulation of fresh air supply by adjusting
ventilation settings (especially fruits and vegetables) for the containers, same
should be carried out and logged down.
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b) To ensure that all reefer plugs are maintained in good working order.
c) The safety features for the reefer plugs should be checked monthly
and maintained in working order.
Record Keeping:
Sufficient spares for the reefer units such as oil, refrigerant, compressor parts etc are
normally provided by charterers for all types of containers carried onboard. If requisite
spares are not provided, protest must be issued in writing or by message to charterers.
A sufficient number of reefer extension leads should be carried as a precaution against
the failure of individual plugs.
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1. The Company realizes that proper loading, stowage and care of IMDG
containers is essential for the safety of life, ship, the marine environment and
the cargo itself. See Stowage & Segregation Guide to IMDG -Code
2. In case of any leakage, fire or loss of IMDG container, the Head Office is to be
informed immediately. In case of a leaking IMDG container, the port authority
of the port of arrival is to be informed well in advance through the local agent,
keeping the head office in copy.
4. The IMDG Code is to be referred to for the Dangerous cargoes that are
prohibited for transport.
5. The Master is to ensure that all documents required as per IMDG code such as
DG manifest, packing list are placed on board prior departure from the port
of loading. The manifest is to be signed by the Master prior departure from the
load port.
6. The Chief Officer should post copies of the stowage plan of dangerous cargo
in one common alleyway and in the wheelhouse and highlight the risks
involved with the cargo. A copy of the IMDG cargo stowage plan should be
placed in the designated fire plan boxes. The stowage plan should contain the
UN no, class and EMS for the IMDG cargo.
7. Duty Officers should ensure that the standard IMDG warning stickers/ placards
are fixed prominently on the DG containers in accordance with the IMDG code.
Chief Officers may request extra stickers from the regional planning officer to
be placed onboard for at least each type of IMDG cargo the vessel is certified
to carry, additionally as required for the trade. Chief Officer should ensure
misuse of these labels is avoided.
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10. The seals of the IMDG containers should be inspected and maintained intact
during the above inspections. In ports with high record of pilferage incidents,
extra measures should be in place for IMDG cargo containers.
11. All persons responsible for the stowage and carriage of cargo, namely Master
and Chief Officer should be in possession of a valid HAZMAT (Hazardous
Materials transportation) certificate. Refresher training is also carried out on
TOLAS annually during the pre-joining briefing.
13. IMDG container fire / leakage drill is to be carried out every 3 months and
minutes recorded.
14. Masters should be aware of their rights to deal with an IMDG container
(Hague-Visby Rules), the contents of which are undeclared or even if declared,
if the container is likely to impair safety of the vessel and its crew – the
container may be disposed overboard or dealt with as appropriate, keeping the
Office duly informed.
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The flat rack containers are designed to facilitate the carriage of cargo in excess of the
dimensions available in either General Purpose or open top containers. Suitable
lashing points are fitted to the floor and or the side rails of the container.
Securing of the cargo in these containers must be as per the cargo securing manual
and must be checked by the Chief Officer on a daily basis and logged down. If
required, the cargo may be rejected for loading, in consultation with the above
mentioned parties. Vessel should have a minimum stock of 13 mm lashing wire,
turnbuckles and bull dog grips to lash any loose cargo on the flatrack when at sea.
The open top container with its top loading facility is designed for the carriage of heavy
and awkward cargoes and those cargoes with height in excess of that which can be
stowed in a standard General Purpose Container.
1. They must be shipped with their tarpaulin and full set of roof bows in position.
The proper covering of tarpaulin on open top containers should be checked by
ship staff – the tarpaulin retightened if required. In case damage to the
tarpaulin is sighted during loading, the charterers and local agent must be
informed accordingly keeping the company in copy.
2. It is important to ensure that the cargo does not protrude out of the container.
3. Containers loaded with Scrap motor cycles or car engines: These Containers
have been notorious for self ignition. To be kept under observation, preferably
to be carried on deck.
These include:
b) Heated tanks - Tanks for the transportation of heated liquids such as Bitumen.
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c) Gas tanks - Tanks for the transportation of liquefied gases such as propane
and butane (LPG), refrigerant gases etc. These are available in a range of
capacities and pressures.
Chemical Tank Containers will be filled at a minimum level of 80% of the full capacity
and at a maximum level of 90% of the full capacity.
Foodstuff Tank Containers will be filled at a minimum level of 80% of the full capacity
and at a maximum level of 95% of the full capacity.
Tank containers are generally designed for an operating pressure of up to 3 bar (above
atmospheric). The test pressure used is 4.5 bar (above atmospheric).
If the cargo requires temperature-controlled transport, tank containers can be equipped
with insulation or heating. The temperature of the cargo may be precisely controlled
using temperature sensors.
In addition to what is mentioned in Section 2.3 of this manual the following must be
adhered to while loading tank containers:
2. Tank containers must be well examined while loading. Any leaks that are
observed must be brought to the attention of the Agents, Charterers and the
company. In case the cargo is a dangerous Good, the container must be
offloaded keeping all the above mentioned parties well informed.
4. Care must be taken to ensure that during cargo operations, the stevedores do
not throw twist locks or other lashing equipment on top of tank containers.
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In case a container on deck is on fire, the crew can effectively extinguish the same if
fast and adequate action is taken and before radiation heat prevents the crew from
getting near the container. Before doing so, the contents are to be verified for risk of
explosion.
If the container is loaded in the hold, Co2 should be released after or during the fire
dampers of the ventilation are being closed as per the manufacturer’s CO2 release
procedures.
On some vessels the ventilation dampers are hidden below the catwalks, vessel’s staff
should be fully aware of their location (stencil on the hatch cover) and make sure that
the direction of “Open” and “Close” are correctly marked! (Keep in mind some ships
have left hand tread!)
Further, holes can be drilled in hatch covers and nozzle of fire hoses can be effectively
entered to give a spray inside the holds, alternatively other openings can be used to
give access to water spray by fire hose nozzles.
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6.1 GENERAL
The following actions are recommended to prevent loss of containers and damage to
the vessel in heavy weather:
2. A very stiff vessel will result in violent rolling and excess strain on the lashings.
The GM should be lowered to a comfortable value. A very tender vessel should
also be avoided. Tanks should be ballasted or de-ballasted as required prior the
onset of heavy weather.
b) Heaving to
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7. At night, the deck lights may be switched on at regular intervals to assess wind
and sea impact on the ship as same may not be readily apparent during
darkness.
Ships with a low GM and with a low speed might be overtaken by waves with a higher
speed.
Synchronous rolling occurs when the encountered wave period is nearly equal to the
natural roll period frequency.
Parametric rolling occurs when the encountered wave period is nearly equal to the half
of the natural roll period frequency. The two phenomena are in principle the same they
both go into a frequency.
Synchronous and Parametric Rolling highly depend on the encounter wave period and
the natural roll period of the ship and should be avoided. Identification and preventive
measures of these phenomena are well explained in IMO MSC Circular 1228 given in
Annex 4.
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7.1 GENERAL
2. The Chief Officer shall be responsible for the maintenance, inventory and
stock control of the container securing equipment.
4. In case fully automatic twistlocks are used, the vessel’s staff should be aware of
the procedure for discharge in case the twistlocks are jammed, and should have
sufficient “emergency tools” on board (as per the CSM). A minimum of 20
numbers should be in stock at all times.
5. The Chief Officer is to make use of every opportunity of inspecting the fixed
cargo securing equipment. This includes times when hatch covers are empty,
before cargo is placed on hatch covers, and when hatch pontoons are kept
ashore. Special attention to be paid to hatch cover lashing eyes, D-ring
connections, increased size of opening on ISO sockets, damage to dovetail
sockets, thinning of D-ring eyes and other kind of lashing eyes, hatch cover
lifting sockets and plating surrounding the hatch cover lifting sockets. Personal
safety and port regulations are to be observed when carrying out these checks.
Good use may be made of this opportunity to check and repair the hatch cover
rubber packing.
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8. Damaged/ old/ worn out/ ‘rogue’ lashing material (from other ships - through
lashing bins when kept ashore) – must be removed from cargo loading areas.
9. Improper lubrication of the lashing material will lead to stevedores not carrying
out cargo securing as per the Cargo Securing Manual.
10. When replenishing stock of lashing equipment, care must be taken to comply
with latest port regulations regarding lashing equipment and to maintain the
same SWL of the lashing equipment as specified in the CSM. Any change
required in the CSM due to different design of lashing equipment or changed
cargo loading arrangement should be approved by Class. Certificates of lashing
equipment are to be filed in the CSM.
1. ISO sockets
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d) The butt weld of the socket to the hatch cover plate is to be checked for
cracks due to stress.
e) The base twistlock should sit in the ISO socket and should not be
removable without operating the required mechanism.
e) Repair will require renewal of the complete set. Only certified parts must
be used.
4. Turnbuckles
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c) Check that lock nut can be tightened till the top of the thread.
5. Twistlocks
6. Stacking Cones
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7. Bridge fittings
Care of hatch covers is required to ensure weather-tightness of the cargo holds and
proper sealing in case of release of CO2 is required. The hatch covers and cleats form
a vital part in maintaining the structural strength of the ship and should be duly
maintained. Hatch cover cleats increase weather-tightness, gas-tightness of hatch
covers, maintain continuity of structural strength and prevent the hatch covers from
shifting. The guidelines from this section, hatch cover manufacturer’s instructions (the
latter takes precedence) are to be followed.
1. All hatch cover cleats need to be used for each and every operation. The centre
cleats have to be fixed in place before the bottom tier of containers are loaded.
2. Free movement of the cleat nuts on the thread and other moving parts to be
checked, lubricated on a three-monthly basis. The hatch cover cleats should be
highlighted in signal yellow to prevent damage during cargo operations.
3. Hatch cover lifting sockets are to be checked at every possible opportunity e.g.
when the hatch covers are empty or hatch covers placed ashore during cargo
operations. Personnel safety and port regulations must be complied with during
the inspections. Inspection and maintenance of hatch cover rubber packing may
also be carried out during these times. The edges of the rubber packing should
be cut in a slope to allow for a tight fit. Similar treatment should be carried out
for the hatch cover corners. The joint between the rubber packing should be
diagonal to the axis of the rubber packing channel. The rubber glue should be
allowed to dry to a semi-dry consistency before fixing the rubber packing.
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4. If hatch cover under decks are provided with an integrated sprinkler system
(needed when the related hold can carry IMDG cargo), the fire hose connection
must be kept well accessible, clean and greased. The dedicated fire hose must
be ready available and/or clearly marked where it can be found.
7. Compression bar height should be as per the maker’s drawings. The top edge
of the compression bar should not have sharp edges or excess diminution of
thickness.
8. Drain channel should be checked for dirt / rust accumulation. Drain channel
inner and outer plate thickness should be as per maker’s drawings. Drain
channel non-return valves should be maintained in good order and as per the
maker’s drawings.
9. The integrity of the hatch covers and hatch cover packing can be checked by
checking the empty hold from inside for light ingress.
10. The hatch coaming face plate and stiffeners below the resting pads are areas of
load concentrations and should be checked annually for structural deformities.
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11. The pontoon locators/ stoppers should be maintained in good order and painted
in a conspicuous high visibility colour for better visibility and handling by the
gantry crane operator (this will reduce the damage due to handling).
12. For foldable type hatch covers (chain pulled or hydraulic operated), all moving
parts to be lubricated on two-monthly basis. Sensitive parts (such as hydraulic
cylinder rams) must be protected from physical damage and dirt accumulation.
Personnel safety is very important when working on the hatch covers and
proper locking mechanism should be used to maintain hatch covers in place.
2. Damaged, excessively bent, cracked cell guides and cell guide locators should
be renewed as and when sighted. When renewing the cell guides, always
renew at least 3 metre sections or sections between cell guide supporting
brackets.
3. The vessel should always have sufficient spare cell guide angles on board.
These spares must be painted and kept well preserved.
4. Ship’s planners should be advised in case of damaged cell guides and if repair
is required. Repairs may be carried out at sea after keeping the slots empty.
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2. Inspection of Cargo Holds must be carried out every 3 months. Whenever the
cargo holds are empty / accessible for inspection, the opportunity must be
utilized to do so.
3. Access ladders for cargo holds, hold access entrances, hold lighting, fixed CO2
system discharge nozzles, integrity of electric cabling should be in good order.
4. The condition of any pipelines passing through the hold should be checked
during the inspection.
5. Doubler-plate weld seams at the bottom of the cell guides should be inspected
for cracks after keeping the below double bottom tanks full.
6. Ballast and fuel tank boundaries, manholes, sounding pipes, air pipes to be
checked for integrity.
7. Cargo hold bilges and bilge alarms should be tested on a 3-monthly basis and
maintained in good working condition.
8. In case reefers can be loaded in the holds, ventilation to be checked, and local
inlets for fresh air to be opened.
9. Cargo hold illumination should be in good working condition, well protected and
in proper gastight condition as per design.
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A member of The Noble Group
34) Remarks:
REMARKS : ( Give details of the following - 1) Damages / losses 2) Damage reports issued 3) Items received / repaired in the month 4) Any other important points.)
2 Member Governments are invited to bring the annexed Revised Guidance to the attention
of interested parties as they deem appropriate.
3 This Revised Guidance supersedes the Guidance to the master for avoiding dangerous
situations in following and quartering seas (MSC/Circ.707).
***
I:\CIRC\MSC\01\1228.doc
MSC.1/Circ.1228
ANNEX
1 GENERAL
1.1 Adverse weather conditions, for the purpose of the following guidelines, include wind
induced waves or heavy swell. Some combinations of wave length and wave height under
certain operation conditions may lead to dangerous situations for ships complying with the
IS Code. However, description of adverse weather conditions below shall not preclude a ship
master from taking reasonable action in less severe conditions if it appears necessary.
1.2 When sailing in adverse weather conditions, a ship is likely to encounter various kinds of
dangerous phenomena, which may lead to capsizing or severe roll motions causing damage to
cargo, equipment and persons on board. The sensitivity of a ship to dangerous phenomena will
depend on the actual stability parameters, hull geometry, ship size and ship speed. This implies
that the vulnerability to dangerous responses, including capsizing, and its probability of
occurrence in a particular sea state may differ for each ship.
1.3 On ships which are equipped with an on-board computer for stability evaluations, and
which use specially developed software which takes into account the main particulars, actual
stability and dynamic characteristics of the individual ship in the real voyage conditions, such
software should be approved by the Administration. Results derived from such calculations
should only be regarded as a supporting tool during the decision making process.
1.4 Waves should be observed regularly. In particular, the wave period TW should be
measured by means of a stop watch as the time span between the generation of a foam patch by a
breaking wave and its reappearance after passing the wave trough. The wave length λ is
determined either by visual observation in comparison with the ship length or by reading the
mean distance between successive wave crests on the radar images of waves.
1.5 The wave period and the wave length λ are related as follows:
1.6 The period of encounter TE could be either measured as the period of pitching by using
stop watch or calculated by the formula:
3TW2
TE = [s]
3TW + Vcos(α )
1.7 The diagram in figure 1 may as well be used for the determination of the period of
encounter.
I:\CIRC\MSC\01\1228.doc
MSC.1/Circ.1228
ANNEX
Page 2
α = 0° 10°
360° 350° 20°
340°
30°
330°
40°
320°
50°
310°
60°
300°
70°
290°
80°
280°
100°
260°
110°
250°
120°
240°
130°
230°
5s 140°
220°
150°
6s 210°
160°
32 30 28 26 24 22 20 18 16 14 10 8 6 4 180° 170° 200°
190°
Period of encounter TE
Period of en
12 E 2
2 CAUTIONS
2.1 It should be noted that this guidance to the master has been designed to accommodate for
all types of merchant ships. Therefore, being of a general nature, the guidance may be too
restrictive for certain ships with more favourable dynamic properties, or too generous for certain
other ships. A ship could be unsafe even outside the dangerous zones defined in this guidance if
the stability of the ship is insufficient. Masters are requested to use this guidance with fair
observation of the particular features of the ship and her behaviour in heavy weather.
2.2 It should further be noted that this guidance is restricted to hazards in adverse weather
conditions that may cause capsizing of the vessel or heavy rolling with a risk of damage. Other
hazards and risks in adverse weather conditions, like damage through slamming, longitudinal or
torsional stresses, special effects of waves in shallow water or current, risk of collision or
stranding, are not addressed in this guidance and must be additionally considered when deciding
on an appropriate course and speed in adverse weather conditions.
2.3 The master should ascertain that his ship complies with the stability criteria specified in
the IS Code or an equivalent thereto. Appropriate measures should be taken to assure the ship’s
watertight integrity. Securing of cargo and equipment should be re-checked. The ship’s natural
period of roll TR should be estimated by observing roll motions in calm sea.
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3 DANGEROUS PHENOMENA
A ship sailing in following or stern quartering seas encounters the waves with a longer period
than in beam, head or bow waves, and principal dangers caused in such situation are as follows:
When a ship is situated on the steep forefront of a high wave in following or quartering sea
conditions, the ship can be accelerated to ride on the wave. This is known as surf-riding. In this
situation the so-called broaching-to phenomenon may occur, which endangers the ship to
capsizing as a result of a sudden change of the ship’s heading and unexpected large heeling.
When a ship is riding on the wave crest, the intact stability can be decreased substantially
according to changes of the submerged hull form. This stability reduction may become critical
for wave lengths within the range of 0.6 L up to 2.3 L, where L is the ship’s length in metres.
Within this range the amount of stability reduction is nearly proportional to the wave height.
This situation is particularly dangerous in following and quartering seas, because the duration of
riding on the wave crest, which corresponds to the time interval of reduced stability, becomes
longer.
Large rolling motions may be excited when the natural rolling period of a ship coincides with the
encounter wave period. In case of navigation in following and quartering seas this may happen
when the transverse stability of the ship is marginal and therefore the natural roll period becomes
longer.
3.3.1 Parametric roll motions with large and dangerous roll amplitudes in waves are due to the
variation of stability between the position on the wave crest and the position in the wave trough.
Parametric rolling may occur in two different situations:
.1 The stability varies with an encounter period TE that is about equal to the roll
period TR of the ship (encounter ratio 1:1). The stability attains a minimum once
during each roll period. This situation is characterized by asymmetric rolling,
i.e. the amplitude with the wave crest amidships is much greater than the
amplitude to the other side. Due to the tendency of retarded up-righting from the
large amplitude, the roll period TR may adapt to the encounter period to a certain
extent, so that this kind of parametric rolling may occur with a wide bandwidth of
encounter periods. In quartering seas a transition to harmonic resonance may
become noticeable.
.2 The stability varies with an encounter period TE that is approximately equal to half
the roll period TR of the ship (encounter ratio 1:0.5). The stability attains a
minimum twice during each roll period. In following or quartering seas, where
the encounter period becomes larger than the wave period, this may only occur
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with very large roll periods TR, indicating a marginal intact stability. The result is
symmetric rolling with large amplitudes, again with the tendency of adapting the
ship response to the period of encounter due to reduction of stability on the wave
crest. Parametric rolling with encounter ratio 1:0.5 may also occur in head and
bow seas.
3.3.2 Other than in following or quartering seas, where the variation of stability is solely
effected by the waves passing along the vessel, the frequently heavy heaving and/or pitching in
head or bow seas may contribute to the magnitude of the stability variation, in particular due to
the periodical immersion and emersion of the flared stern frames and bow flare of modern ships.
This may lead to severe parametric roll motions even with small wave induced stability
variations.
3.3.3 The ship’s pitching and heaving periods usually equals the encounter period with the
waves. How much the pitching motion contributes to the parametric roll motion depends on the
timing (coupling) between the pitching and rolling motion.
The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion
is three-dimensional and various detrimental factors or dangerous phenomena like additional
heeling moments due to deck-edge submerging, water shipping and trapping on deck or cargo
shift due to large roll motions may occur in combination with the above mentioned phenomena,
simultaneously or consecutively. This may create extremely dangerous combinations, which
may cause ship capsize.
4 OPERATIONAL GUIDANCE
The shipmaster is recommended to take the following procedures of ship handling to avoid the
dangerous situations when navigating in severe weather conditions.
This guidance is applicable to all types of conventional ships navigating in rough seas, provided
the stability criteria specified in resolution A.749(18), as amended by resolution MSC.75(69), are
satisfied.
Surf-riding and broaching-to may occur when the angle of encounter is in the
( )
range 135°<α<225° and the ship speed is higher than 1.8 L cos (180 − α ) (knots). To avoid
surf riding, and possible broaching the ship speed, the course or both should be taken outside the
dangerous region reported in figure 2.
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4.2.2.1 When the average wave length is larger than 0.8 L and the significant wave height is
larger than 0.04 L, and at the same time some indices of dangerous behaviour of the ship can be
clearly seen, the master should pay attention not to enter in the dangerous zone as indicated in
figure 3. When the ship is situated in this dangerous zone, the ship speed should be reduced or
the ship course should be changed to prevent successive attack of high waves, which could
induce the danger due to the reduction of intact stability, synchronous rolling motions, parametric
rolling motions or combination of various phenomena.
4.2.2.2 The dangerous zone indicated in figure 3 corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave
period (TW) (according to figure 1 or paragraph 1.4).
4.2.3.1 The master should prevent a synchronous rolling motion which will occur when the
encounter wave period TE is nearly equal to the natural rolling period of ship TR.
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4.2.3.2 For avoiding parametric rolling in following, quartering, head, bow or beam seas the
course and speed of the ship should be selected in a way to avoid conditions for which the
encounter period is close to the ship roll period ( TE ≈ TR ) or the encounter period is close to one
half of the ship roll period ( TE ≈ 0.5 ⋅ TR ).
4.2.3.3 The period of encounter TE may be determined from figure 1 by entering with the ship’s
speed in knots, the encounter angle α and the wave period TW.
Figure 3: Risk of successive high wave attack in following and quartering seas
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