Container Cargo Operation Manual

FLEET MANAGEMENT LTD
CARGO OPERATIONS MANUAL -

CELLULAR CONTAINER VESSEL
Note : The Company’s (QHSE) Quality, Health, Safety and

Environmental Management system documentation is in
electronic format (Primary set) with paper based format
as back-up (Secondary set). In case of any differences /
discrepancies the electronic versions (Primary set) shall
be referred to.
Fleet Management Ltd.
Date : 15 - Jun – 2010
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CARGO OPERATIONS MANUAL - CELLULAR CONTAINER VESSEL
CONTENTS
SECTION 1 - INTRODUCTION AND DEFINITIONS
SECTION 2 - CARGO PLANNING, STOWAGE AND

SECURING
SECTION 3 - PORT OPERATIONS
SECTION 4 - REFEER CONTAINERS
SECTION 5 - CARGOES REQUIRING SPECIAL ATTENTION
SECTION 6 - HEAVY WEATHER PRECAUTIONS
SECTION 7 - MAINTAINENCE OF CARGO SECURING

EQUIPMENT
ANNEX 1 - REFRIGERATED CONTAINER MONITOR LOG
ANNEX 2 - DEPARTURE CHECKLIST – CONTAINER

VESSEL
ANNEX 3 - CONTAINER LASHING INVENTORY
ANNEX 4 - MSC.1/CIRC.1228 (GUIDANCE TO THE

MASTER FOR AVOIDING DANGEROUS
SITUATIONS IN ADVERSE WEATHER AND
SEA CONDITIONS
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SECTION 1 INTRODUCTION AND DEFINITIONS
SECTION 1.1 GENERAL
SECTION 1.2 DEFINITIONS
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SECTION 1 INTRODUCTION AND DEFINITIONS
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.
4. Bay-row-tier system Numbering system for the arrangement of containers on

a vessel. In this numbering system, the bay is specified first (20 feet uneven
number, 40 ft even numbers) then the container row (Port side even, Starboard
side uneven numbers) which runs the length of the ship, and finally the tier
(vertical layer) in the hold starting with 02 and on deck always starting with 82.
5. Both-doors-open Container Containers which are stowed on deck with both

doors open. These containers cannot be over stowed.
6. Bulk–Freight Container A container with a discharge hatch in the front wall;

allows bulk commodities to be carried.
7. Bull rings Cargo-securing devices mounted in the floor of containers; allow

lashing and securing of cargo.
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.
11. Clip-on Refrigeration equipment attachable to an insulated container that does

not have its own refrigeration unit.
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.
15. Container number The unique identification of a container.
16. Container packing certificate Certificate indicating correct loading of a

dangerous goods container and the observance of the regulations set out in the
IMDG Code (International Maritime Dangerous Goods Code). The container
packing certificate is issued by the person responsible for packing the container.
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.
19. Containerization Stowage of general or special cargoes in a container for

transport in the various modes.
20. Containerload A load sufficient in size to fill a container either by cubic

measurement or by weight.
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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.
33. Half-height open-top container A half-height container with no roof, which is

particularly suitable for heavy and compact cargo. The container can be loaded
through the open top using a crane.
34. High Cube Any container which exceeds 8 feet 6 inches in height, usually 9
feet 6 inches.
35. HAZ MAT An industry abbreviation for “Hazardous Material.”
36. HOMO @ 14 Mt The maximum number of containers with a weight of 14 Mt

each that can be lifted by the vessel is a general accepted industry standard
indicating the earning capacity of a container vessel.
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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.
44. Lashing Diagram Scheme for securing containers.
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.
46. Lashing Requirements The Lashing Requirements are mentioned in the

Cargo Securing Manual”
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.
49. Mechanically Ventilated Container A container fitted with a means of forced

air ventilation. This is also known as a Fan-tainer.
50. Mid-Lock This portable lashing equipment is placed between containers in a

stack, and slots into corner castings. They are used on deck between 20-foot
containers in 40-foot bays at mid-bay position. They resist lateral and
separation forces. They are fitted to the underside of containers on shore and
automatically lock into lower container when placed onboard.
51. Mixed Container Load A container load of different articles in a single

consignment.
52. Multi-Tank Container A container frame fitted to accommodate two or more

separate tanks for liquids.
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.
56. Partlow Manufacturer of a mechanical temperature recorder - see Temperature

recorder.
57. Partlow chart Paper disc used in conjunction with a Partlow recorder to record
temperature.
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58. Portable Lashing Equipment These include Twistlocks, Turnbuckles and

Lashing bars. For further details refer to the Cargo Securing Manual on board.
59. Pre-Trip Inspection (PTI) Test to examine correct operation of a refrigerated

container. The test should be carried out before transporting refrigerated goods.
60. Reefer (Refrigerated Container) Generic name for a temperature controlled

container. The containers, which are insulated, are specially designed to allow
temperature controlled air circulated within the container. A refrigeration plant is
built into the rear of the container. The power for this plant needs to be provided
from an external source. Always stow the container with compressor unit facing
aft
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.
65. Slot Space on board a vessel occupied by a container.
66. Spreader A piece of equipment designed to lift containers by their corner

castings.
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.
70. Stripping The unloading of a container.
71. Stuffing Putting cargo into a container.
72. STW Said to Weigh.
73. Tail The rear of a container.
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.
76. Temperature Recorder A device to record temperature in a container while

cargo is en route.
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:
a) Manual twist locks, left hand locking as standard

b) Semi-automatic twist locks
c) Fully Automatic twist locks
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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SECTION 2 CARGO PLANNING, STOWAGE AND

SECURING
SECTION 2.1 INTRODUCTION
SECTION 2.2 CARGO PLANNING
SECTION 2.3 CARGO STOWAGE
SECTION 2.4 LOADING COMPUTER
SECTION 2.5 CARGO SECURING
SECTION 2.6 CARGO CARE
SECTION 2.7 CONTAINERS LOST OVERBOARD
SECTION 2.8 ON DECK CLAUSES ON BILL OF LADING
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SECTION 2 CARGO PLANNING, STOWAGE AND SECURING
2.1 INTRODUCTION
The stowage and lashing arrangements on board container vessels are to be in

compliance with the requirements of the Cargo Securing Manual (CSM).
The Cargo Securing Manual contains detailed instructions on the following:
1. Specifications of fixed and portable securing devices ( Safe working loads and
Breakloads)
2. Maximum stackload depending on strength of ship’s hatch covers, decks and

tanktop.
3. Max. Container weights on deck and Holds ( for a certain GM)
4. Stowage and securing instructions.
5. Other allowable stowage patterns. (Weight distribution in a stack)
6. Forces acting on cargo units.
7. Handling and safety instructions.
8. Records on maintenance and inventory (can be covered in PMS)
The company’s Departure Checklist – Container Vessel Form D – 28 is to be filled out

and complied with at each port.
2.2 CARGO PLANNING
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.
Cargo is not to be cancelled unilaterally by the Master; decision on same is to be taken

after consultation with the Charterers and Company/Owners.
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.
2.3 CARGO STOWAGE
The stowage plan, whether prepared by the Operators/Charterers or onboard, has to be

carefully checked with regard to the following:
2.3.1 Stability and Strength Calculations
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.
2.3.2 Incorrect Container Weights
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.
5) Minimise the number of slack tanks (including bunker tanks) as much as

possible.
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.
2.3.3 Heeling Test
1) A Heeling test is to be carried out prior departure, when the calculated GM

of the vessel is less than 0.9 m at any time during the voyage.
2) Check the vessels actual GM against calculated GM by taking a fixed quantity of

ballast in one of the heeling tanks / side tanks (say 100 MT). Observed list should
match calculated list.
3) Formula for calculating GM is as follows:
wxd
GM =
W x Tan (θ)
W = Vessel’s Displacement (MT)
w = quantity of ballast taken in the tank (MT)
d = distance in metres from centre of ballast tank to centre line of vessel
Θ = Angle of List in Degrees
Tan (θ) = Tan of the Angle of List
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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:
a) The visibility requirements can be ascertained by extending the

waterline and the line of visibility (clear of obstructions from the conning
position) on the vessel's side profile.
b) The visibility can be also calculated by using the below formula:

X = d x ho/Y - e
where
X = The visible distance from the stem.
d = Distance from the conning position to the limiting obstruction
hb = The height of the conning position above the waterline.
ho = The height of the limiting obstruction above the waterline.
2. Special requirements such as for Panama Canal (ACP Visibility requirements)

which states that “The view from the conning position shall not be obscured by
more than one ship’s length under all conditions of draught and trim” are to be
complied with. In spite of the vessel’s best efforts, in case the vessel cannot
meet the ACP visibility requirement, all concerned parties including the
Charterers and Panama Canal agents must be informed as soon as possible
keeping the Company and Owners in copy.
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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2.3.5 Stack weights
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.
4. For combined 20'/40' stacks, the weight in a combined stack is calculated as

follows:
The total weight of all 20' containers in the 40' stack divided by 2, plus the total
weight of the 40' containers within the same stack.
2.3.6 Stowage / Port Rotation
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.
2.3.7 Stowage of Reefer Containers
1. Reefers units are to be stowed in bays equipped with power plugs and stowed
in accordance with the Capacity Plan.
2. A vessel’s reefer intake can be increased by adding Powerpacks. A Powerpack

will have an adjoining tank for fuel supply. In other cases the positions of reefers
on deck can be changed by using extension cables.
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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4. The reefers are to be to be stowed and reefer machinery positioned so as to

allow daily inspection and provide access to carry out breakdown maintenance.
5. The reefer machinery should preferably face aft.
6. Stowage on the 3rd tier and upwards is to be avoided and considered only if a
fixed inspection platform is provided onboard.
7. IMO Segregation will dictate stowage of Reefer in relation to hazardous cargo.
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.
Further details on Reefer Containers are given in Section 4 of this manual.
2.3.8 Stowage of IMDG Cargo
1. IMDG cargo must be stowed according to the ship’s Dangerous Cargo

Document of Compliance (DOC). The segregation is to be as per the IMDG
code.
2. The proximity of dangerous cargo to the accommodation, engine room

bulkhead, bunker tanks and exposure to weather to be considered when
planning stowage of the IMDG cargo and in accordance with the DOC for
dangerous cargo.
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.
4. The stowage of IMDG containers in close proximity to reefer containers should

be avoided.
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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)
6. IMDG cargo is NOT to be stowed in bays 01 and 02 or in stacks outside the

hatch covers which are exposed to being damaged by waves from the bottom of
the containers.
7. IMDG cargo containers are NOT to be stowed in positions which rest on 2 hatch
covers.
A copy of the Dangerous Cargo Manifest including attachments (dangerous goods

declarations and packing certificates) must be received by the vessel prior loading.
Further details on IMDG cargo are given in Section 5.1 of this manual.
2.3.9 Carriage of Fumigated Containers
Fumigation Requirements are as per IMDG Code.
Containers Loaded without Ventilation After Fumigation - Containers loaded onboard a

vessel without being ventilated after fumigation are classed as IMO 9, and should not be
loaded onboard a ship less than 24hrs after fumigation. Containers should be correctly
placarded and sealed. Shipping documents must show the date of fumigation and the
amount and type of fumigant used. Stowage must be on deck and at least 6m away
from vent intakes, crew quarters and regularly occupied spaces. As the only IMO Cargo
commodity, a class 9 fumigated unit is allowed to be stowed in outer row on deck.
2.3.10 Stowage of Special Containers / Cargoes requiring special attention
These include Flat-racks, platforms, in-gauge or out-of-gauge containers and Tank

containers.
1. Out of Gauge containers and tank containers must not be stowed on the outside
rows or on the extreme forward bays.
2. Flat-racks containing Out of Gauge (OOG) cargo must be protected by a

container on both sides.
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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
Further details are given in Section 5.2 of this manual.
2.3.11 Load-lines
1. IMO Load-line regulations are to be complied with at all times.
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.
2.3.12 Other factors
1. The container is to be loaded in the designated position and is normally loaded

with the door facing aft.
2. Water and air draft restrictions in port, harbor transit or canal transit to be
considered.
3. Inversion of weights to be avoided especially on deck on the outside rows.
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4. 20 foot containers are never to be loaded on top of 40 foot containers.
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.
2.4 LOADING COMPUTER
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.
2.5 CARGO SECURING
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.
2. No compromises should be made on the lashing arrangement stipulated

in the CSM, despite stevedores claiming they do it different (read ‘easier
for them’) on sister ships or other ships in the same trade!
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3. When planning stowage and securing of containers, the estimated weights /

vertical weight distribution of the containers should be accounted for.
Substantial weight inversion in variance with the CSM can place excess loads
on the container lashings. Similarly, high cube containers will result in the
Vertical centre of Gravity of the containers shifting upwards, increase of
windage area, resulting in excess load on the lashings. Software for calculating
lashing stresses is provided on most Company ships and should be used
accordingly.
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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10. It is a recognized problem that closing of conventional twistlocks in way of the

20 ft gap is difficult, however it must be done!! Stevedores to use long poles for
the same.
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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2.6 CARGO CARE
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.
This alertness is not only limited to controlling/checking at delivery to (acceptance by)

the ship, but also during the entire voyage, commencing when the containers are being
positioned (shielded from the elements) but also properly fixed to the deck by means of
“twist locks” or in container “shoes”, duly lashed or chained with spanners and having a
routine maintenance system in place covering both the loose equipment such as
twistlocks, turnbuckles and lashing bars as well as the fixed container lashings
particularly lashing eyes and foundations.
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.
2.7 CONTAINERS LOST OVERBOARD
When despite these precautionary steps a container is swept overboard, it must be

shown to each of the parties interested (including underwriters) in both the container
and the cargo, that everything has been done on a day-by-day basis in order to prevent
the container from going over the side.
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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.
2.8 ON DECK CLAUSES ON BILLS OF LADING
There are 2 “proper” on-deck clauses:
1) Concerning shipments to or from the United States of America:
“CARRIED ON DECK, ANY WARRANTY OF SEAWORTHINESS OF THE

VESSEL BEING HEREBY EXPRESSLY WAIVED BY SHIPPER AND SUCH
CARRIAGE SHALL IN ALL OTHER RESPECTS BE GOVERNED BY THE
TERMS OF THIS BILL OF LADING AND THE PROVISIONS OF THE
CARRIAGE OF GOODS BY SEA ACT OF THE UNITED STATES, APPROVED
APRIL 16TH 1936, NOTWITHSTANDING SECTION 1(C) THEREOF”.
2) Concerning shipments to/from other countries, outside the USA:
“CARRIED ON DECK WITHOUT LIABILITY FOR LOSS AND / OR DAMAGE

HOWSOEVER CAUSED”.
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SECTION 3 PORT OPERATIONS
SECTION 3.1 PORT PROCEDURES
SECTION 3.2 BALLAST OPERATIONS
SECTION 3.3 DAMAGES TO CONTAINERS DUE TO WETTING
SECTION 3.4 DAMAGES AND CLAIMS PROCEDURES IN

PORT
SECTION 3.5 CONTAINER LOADING RESPONSIBILITIES

AND OBLIGATIONS
SECTION 3.6 LOADING OF DAMAGED CONTAINER /

DAMAGE TO CONTAINER DURING CARGO
OPERATIONS
SECTION 3.7 SEALING OF CONTAINERS & CARGO

SECURITY
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SECTION 3 PORT OPERATIONS
3.1 PORT PROCEDURES
3.1.1 GENERAL PROCEDURES
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”
4. The loading plan approved by the Master, is to be discussed by the Chief

Officer with the Junior Officers and assisting crew. The Chief Engineer and
Electrical Officer are to be advised regarding reefer loading. A copy of the
stowage plan is to be provided to the above mentioned personnel.
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.
6. Excess emissions from funnel should be avoided as this causes operational

difficulties and protests from gantry operators.
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.
9. Communication during cargo operations is normally with walkie-talkies, which

should be sufficient in number and fully charged.
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 hatch cover cleats
• Clear all turnbuckles and lashing rods fallen on the hatch coaming.
• Before lift-off, all hatch cover cleats must be disengaged and

cleared.
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.
12. Hatch covers stoppers to be painted in conspicuous High Visibility colors to

make it easier for the crane driver to re-stow the HC pontoons
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.
3.1.2 SAFE ACCESS TO SHORE PERSONNEL
1. It is the duty of the vessel to provide the stevedores with safe working
areas onboard the ship.
2. Dock Labour Safety procedures should be followed and any additional

reasonable safety requests from the stevedores should be carried out.
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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.
6. Standing on top of hatch coaming face plates by stevedores or ship’s crew is

prohibited. Safety railings must be rigged and safety harnesses worn when
working around open hatch covers. There have been cases of stevedores
falling inside the hold from the hatch coaming, falling from container tops, crew
hands being crushed during closing of hatch covers.
3.1.3 SECURITY PROCEDURES
1. Procedures are to be as per the Ship Security Plan.
2. The pilot ladders on the sea-side must be taken onboard if used, anchor hawse
openings sealed, stores secured.
3. No-smoking notices should be in place. Restricted area posters should be in

place as per the Ship Security Plan (SSP).
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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3.1.4 SAFETY AND POLLUTION PREVENTION MEASURES
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.
3. The dropping of lashing equipment, especially twistlocks from great heights or

throwing overboard by the stevedores is to be avoided. In case of non-
observance of this requirement, a note of protest is to be issued to the
stevedore foreman.
4. Any maintenance jobs undertaken by ship staff or shore contractors should be

supervised by a responsible member of the crew for compliance of international
and local safety and pollution prevention procedures.
3.1.5 LASHING OPERATIONS BY SHIP’S STAFF
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.
3.2 BALLAST OPERATIONS
1. Ballast operations should be monitored closely by taking regular soundings,

calculation of ballast rates etc. Each ballast operation should be recorded in the
Port Log.
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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.
b) Monitoring the overboard discharge to check for an oil sheen or other

discoloration.
c) The draft and trim of the vessel.
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.
7. Ballasting of double bottom tanks should, as far as practicable, be avoided

when transiting through muddy rivers or harbour water. Large quantities of mud
which will settle out of river water can be extremely difficult to remove from
double bottom tanks and can result in de-ballasting problems and excess
constant. If it is essential to ballast double bottoms with river water they should
be de-ballasted and thoroughly flushed through as soon as the ship reaches
open waters.
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8. As far as possible double bottom tanks should be ballasted by gravity, as

pressing up of these tanks using ballast pumps can cause structural damage to
tank tops.
3.3 DAMAGE TO CONTAINERS DUE TO WETTING
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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3.4 DAMAGES AND CLAIMS PROCEDURES IN PORT
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.
1. The key to proper damage identification and reporting is the vigilance by

the ship staff during port stays. Every opportunity should be taken to inspect
cargo holds, cell guides for structural damage. Minor damage should be
rectified as early as possible, Company and Classification Society surveyors
should be notified of any damage which may affect seaworthiness of the vessel.
2. The Damage report form DE-13 is to be entered and acknowledgement

received on the form by the terminal supervisor or the stevedore foreman. It is
suggested that an objective description of the damage is mentioned; phrases
such as ‘negligent maneuver, lack of skill by stevedores’ are to be avoided. The
factual interpretation of the causative factors for the damage may be recorded
by the surveyor (if one is appointed). See also the relevant C/P clause.
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.
4. Serious damages such as a falling container piercing the tanktop should be

handled with extra care, especially if the tank is a Fuel oil tank (explosion
hazard). Class and P and I must be invited since this kind of repairs is very
costly and will probably involve off hires. Pierced ballast tanks may seem less of
a problem, however the double bottom integrity is compromised and vessel
cannot sail prior to temporary or permanent repairs.
5. P&I or independent surveyor may be arranged through the local agent on

advice from the Company.
Record Keeping:
DE 13 – Damage Report
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3.5 CONTAINER LOADING RESPONSIBILITIES AND OBLIGATIONS
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.).
A loaded container is to be treated as an enlarged package/piece of cargo, and since

cargo has been loaded, stowed and tallied in the container by the shippers, it follows
that these cargo aspects cannot be checked by the vessel anymore, simply because the
container will be closed and sealed when delivered to the vessel.
The only items which can be checked by those on board are the external physical
condition checks and the seals.
3.5.2 CONTAINER CHECKS
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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3.6 LOADING OF DAMAGED CONTAINER / DAMAGE TO

CONTAINER DURING CARGO OPERATIONS
1. Damaged containers such as damage to the container external structure,

disfiguration of container owner logo etc. should be noted down and an
acknowledgement signature taken from the terminal supervisor or stevedore
foreman.
2. In case of minor damages sighted and recorded copies of the Container

damage reports are to be handed over to the local agent.
3. In case of damage sustained during cargo operations and witnessed by ship

staff or serious damage (eg. big hole on the externals) to the container which
may affect the cargo in the container, photographs are to be taken immediately
and local agent informed regarding the same. The Container damage report is
to be forwarded to the Agents and Charterers keeping the company. On the
advice from the above parties, the container may be shifted to a more weather
protected area e.g. under-decks or centre, bottom tier or not loaded at all.
4. Damaged IMDG containers or leaking tank-tainers are to be rejected for

loading. The Local agents and Charterers are be informed immediately keeping
the company in copy.
5. In case of apparent damages of cargo on flat racks or platform containers or in

case the securing of the cargo on these containers is deemed unseaworthy, the
Local agents and Charterers are be informed immediately keeping the company
in copy. Vessel should have a minimum stock of lashing wire 13 mm,
turnbuckles and bulldog grips in order to lash loose cargo on flatracks when at
sea.
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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3.7 SEALING OF CONTAINERS AND CARGO SECURITY
1. Container cargoes are subject to breakage of seals, pilferage of cargo, hijacking

of ship, theft of cargo, transmission of drugs and stowaways in containers or
carriage of undeclared harmful substances in containers. While it is realized that
the ship staff may not be able to counteract all of the above mentioned threats,
it is advised that the ship’s crew stay alert to and report any of the situations
listed above.
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.
3. The Ship Security plan is to be consulted and appropriate security level

checklists / complied with.
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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SECTION 4 REEFER CONTAINERS
SECTION 4.1 LOADING OF REEFER CONTAINERS
SECTION 4.2 REEFER CONTAINER SPARES
SECTION 4.3 SHIP’S LOGBOOK AND REFRIGERATED

CONTAINER MONITOR LOG
SECTION 4.4 MALFUNCTIONING OF A CONTAINER
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SECTION 4 REEFER CONTAINERS
4.1 LOADING OF REEFER CONTAINERS
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.
Reefer containers are to be loaded in such a position so as to prevent spray, rain or

seawater entering the refrigerating machinery or ventilation flaps (reefer unit facing
aft), whilst the proper connection must be made with vessel’s electric power supply; a
final check to be made, that the reefer container’s electro motor is running after
connection to the power receptacle.
Mechanically ventilated containers (Fan-tainers) require equal attention as and

daily checks should be made of the operation of the ventilation fans.
The Chief Officer, Chief Engineer and Electrical Officer are responsible for the
safe carriage of the reefer containers.
4.1.1 CHECKS TO BE DONE AFTER LOADING
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.
2. Loaded Reefer containers not to be stowed close to the ventilation of a hold

carrying dangerous cargo (sparks!)
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.
5. The condition of reefer plugs should be checked carefully prior connecting

them. Ensure the washer is in place and gland is watertight. The plugs should
be tightened fully.
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.
8. Steel covers or canvas covers if provided should be properly fastened /

secured to protect the boxes from direct impact of green seas.
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9. Check that the electric cable is free of cuts or knicks.
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.
4.1.2 CHECKS TO BE DONE DURING THE VOYAGE
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.
2. Particular attention to be paid to the read out temperature units. Celsius or

Fahrenheit units as well as positive / negative signage of temperature are not
to be mixed up.
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3. The Electrical Officer is responsible for following with regard to reefer

containers:
a) Maintaining inventory of the reefer spare parts if provided by the

shippers/charterers/owners and to check adequacy of reefer spares on
board. The reefer spares shall not be used for any other vessel
maintenance purpose.
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.
d) Reefer container manuals for all makes of reefers carried onboard

should be available onboard.
Record Keeping:
D 27 – Refrigerated Container Monitor Log
4.2 REEFER CONTAINER SPARES
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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4.4 MALFUNCTIONING OF A REEFER CONTAINER
Malfunctioning of a reefer container is a matter which may cause a special problem to

those on board, especially when the initial cause cannot be found or, when found,
cannot be remedied due to lack of parts or due to the nature of the defect, or because
the container is stacked too high.
As soon as it becomes apparent that the problem cannot be solved, immediately

advise the shipper and or charterers as well as the Head Office indicating the container
number, nature of the cargo, the prescribed and present temperatures, the time when
malfunction first occurred, details of the malfunction and action taken by ship’s staff.
The ship’s officers shall try their best to rectify the reefer malfunction keeping all
parties well updated.
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SECTION 5 CARGOS REQUIRING SPECIAL ATTENTION
SECTION 5.1 IMDG CARGO
SECTION 5.2 MISCELLANEOUS TYPES OF CONTAINERS
5.2.1 FLAT RACK CONTAINERS
5.2.2 OPEN TOP CONTAINERS
5.2.3 TANK CONTAINERS
SECTION 5.3 FIRE IN CONTAINERS
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SECTION 5 CARGOES REQUIRING SPECIAL ATTENTION
5.1 IMDG CARGO
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.
3. Guidance on the stowage of IMDG containers is provided in section 2.3, in

particular in 2.3.8 & 2.3.9 of this Manual.
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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8. It is stressed that the conditions and equipment printed on the Document of

Compliance certificate for IMDG cargo to be maintained in top operational
condition at all times. This may include but not limited to: fixed smoke
detecting and CO2 release system in cargo holds, integrity of electrical cables
and electric fittings in cargo holds, remote operation of cargo hold ventilation
fans and emergency fire pumps, proper operation and condition of cargo hold
vent flaps, provision of two or more extra SCBA (self-contained breathing
apparatus sets), spare cylinders for these SCBAs, four or more chemical
protective clothing sets, adequate number of fire hoses and dual type fire
nozzles. Master should ensure that any extra safety equipment required for the
IMDG cargo is placed onboard prior departure from the load port.
9. All IMDG containers when carried on deck should be inspected by the

chief officer daily and the same recorded in the deck log book. This also
applies to IMDG containers stowed under deck where the smoke
detecting system has become mal-functional during the voyage.
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.
12. Deck Officers shall undergo HAZMAT training on TOLAS.
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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5.2 MISCELLANEOUS TYPES OF CONTAINERS
Containers that require special attention include:
5.2.1 FLAT RACK CONTAINERS
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.
5.2.2 OPEN TOP CONTAINERS
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.
5.2.3.1 Types of Tank Containers
These include:
a) Reefer tanks – Tanks for the transportation of Refrigerated liquids.
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.
5.2.3.2 Precautions while loading Tank Containers
In addition to what is mentioned in Section 2.3 of this manual the following must be
adhered to while loading tank containers:
1. The loading of Dangerous Goods Tank containers must be in accordance with

applicable IMDG and local regulations.
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.
3. In case the Cargo being carried is an IMDG cargo, outboard stowage is

prohibited.
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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5.3 FIRE IN CONTAINERS

5.3.1 FIRE IN CONTAINERS ON DECK
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.
1. Boundary cooling is of course a first requirement.
2. Secondly a hole of about 2 cm can be punctured by means of a sledge

hammer and steel bar. Portable CO2 extinguishers can be used now to inject
CO2 into the container.
5.3.2 FIRE IN CONTAINERS BELOW DECK
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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SECTION 6 HEAVY WEATHER PRECAUTIONS
SECTION 6.1 GENERAL
SECTION 6.2 SYNCHRONOUS AND PARAMETRIC ROLLING
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SECTION 6 HEAVY WEATHER PRECAUTIONS
6.1 GENERAL
The following actions are recommended to prevent loss of containers and damage to
the vessel in heavy weather:
1. Frequency of lashing inspection to be increased. Personnel safety to be

considered during inspection of lashing and ship’s head may be altered for this
operation. Heavy weather checklist (BCL-11) must be complied with and the
Head Office informed well in advance.
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.
3. So far as practicable, heavy rolling should be avoided. Excessive rolling will

render the vessel vulnerable to collapsing of tiers due to excess weight coming
on the corner posts, particularly if the lashings are slack. Stabilizers where fitted
should be used.
4. Excessive wave impacts should be avoided. The speed should be reduced as a

preventive measure. The speed should be maintained at a value required to
maintain heading and position (around 9-10 knots) and to best place the
vessel out of the bad weather area as soon as possible.
5. Following measures should be considered to avoid excessive acceleration

forces.
a) Alteration of course, or reduction in speed, or both.
b) Heaving to
c) Early avoidance of areas of adverse weather.
d) Timely ballasting or deballasting to improve ship’s behavior taking into

account the actual stability conditions.
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6. Hold bilge soundings, alarms should be monitored regularly.
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.
8. In case of loss of containers overboard, the Company must be informed

immediately. Photographs must be taken of the loss of containers and of the
sea state. An entry must be made in the deck and official log book. The coastal
state must be informed. A ‘SECURITE’ message must be broadcasted to warn
other vessels in the vicinity. Relevant weather fax printouts, weather bulletins
must be collected as evidence. On advice from the Company, a ‘Sea Protest’
must be endorsed by the Notary Public at the next port of call with advice from
the local P&I club correspondent.
6.2 SYNCHRONOUS AND PARAMETRIC ROLLING
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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SECTION 7 MAINTENANCE OF CARGO SECURING

EQUIPMENT
SECTION 7.1 GENERAL
SECTION 7.2 MAINTENANCE OF CARGO SECURING

EQUIPMENT
SECTION 7.3 MAINTENANCE OF HATCH COVERS
SECTION 7.4 MAINTENANCE OF CELL GUIDES
SECTION 7.5 MAINTENANCE OF CARGO HOLDS
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SECTION 7 MAINTENANCE OF CARGO SECURING EQUIPMENT
7.1 GENERAL
1. Maintenance of fixed and portable cargo securing equipment should comply

with this section, the Cargo Securing Manual (CSM) and good seamanship.
Where there is a conflict of instructions between this Manual and the CSM, the
instructions as per the CSM shall take precedence.
2. The Chief Officer shall be responsible for the maintenance, inventory and
stock control of the container securing equipment.
3. The inventory of lashing equipment shall be updated on a 3 monthly basis and

records maintained in the company’s Container Lashing Inventory form. 100%
of the lashing equipment as per the Cargo Securing Manual is to be maintained
at all times. The Owner’s approval is required in case less lashing equipment is
to be maintained.
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.
6. The proper operation of the base twistlocks is to be checked before cargo is

loaded on to the hatch cover pontoon.
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7. Mixture of left handed and right handed twistlocks is prohibited. In emergency

where immediate use of mixed twistlocks is inevitable, the handles of the
twistlocks should be colour coded e.g. red for left closing and green for right
closing.
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.
7.2 MAINTENANCE OF CARGO SECURING EQUIPMENT
It is recommended that inspection of the cargo securing equipment be carried out on a 3

monthly rotational basis such that all the equipment is inspected in a period of 1 year.
To aid in this the equipment may be painted in 4 different colours so that in a given
quarter all the equipment painted in one colour is inspected. Maintenance records/
colour codes to be kept either in the CSM or in Paris PMS.
The following maintenance as a minimum is to be carried out on the cargo securing

equipment.
1. ISO sockets
a) These are to be inspected at least yearly.
b) Dimensions of socket opening to be checked for increase in size due to

wear and tear. ( keep in mind that in way of the side location, elongated
foundations may be fitted, having a bigger opening than the standard
ones)
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c) The socket side plating is to be checked for thickness reduction due to

corrosion.
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.
f) The repair requires renewal of the ISO socket. Attention to be paid to

the butt welding on the inner side of the socket.
2. Dovetail base sockets (U- frames of 45 or 55 degrees)
b) The sides of the dovetail sockets to be checked for reduced thickness

due to corrosion or damages due to physical stresses and impacts. The
base twistlock fitting should finally sit securely in place without any play.
c) Repairs to the above require renewal of the complete fitting. No

temporary pieces should be welded.
3. Lashing eyes and D-rings
a) Fixed lashing eyes and D rings are to be inspected at least yearly.
b) Check for wear down of the rings and eyes.
c) Check for crack or wear down of the D-ring connection plate.
d) Check weld of lashing eyes to the base plate.
e) Repair will require renewal of the complete set. Only certified parts must
be used.
4. Turnbuckles
a) Inspection and lubrication to be carried out at least yearly.
b) Check for corrosion, stretching and thinning of turnbuckle pipe or rods.

If thinned down or elongated, discard turnbuckle.
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c) Check that lock nut can be tightened till the top of the thread.
d) Check if locking pin is present and of approved type. Missing pins

should be ordered for. The securing pin for the locking pin should be
present as per original design. Any replacement parts should have the
same SWL as the original part.
5. Twistlocks
a) These are to be inspected and lubricated at least yearly.
b) Twistlocks with missing handles are to be removed from the loading

areas immediately. Twist locks may be repaired by shore workshop
provided the correct repair procedure is used. This comprises of drilling
a hole in the main shaft, of the correct diameter, which can accept a
tight fit new pin which thereafter is fully welded.
c) Twistlocks with fractured housings. The twistlocks must be discarded.
d) Mixed type (left closing and right closing) of twistlocks is prohibited.
e) Semi-automatic, Mid-locks and fully automatic twistlocks – Check for

resilience of the springs, check for broken wire levers. In case of loss of
resilience of the springs or damage to the wires, same can be replaced
by using the twistlock spare set and twistlock repair kit.
f) Semi-automatic and automatic twistlocks – effectiveness of spring

action to be checked every 3 months. If spare springs onboard, change
spring, else discard twistlock.
6. Stacking Cones
b) Ensure stacking cones are not cracked. If cracked, discard same.
c) Stacking cones and twistlocks are not interchangeable.
d) Twist stackers (semi auto stacking cones) should be inspected for

cracks/broken parts and spring to be greased.
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7. Bridge fittings
a) Inspection and lubrication is to be carried out yearly or more frequently

if required.
b) Check for proper lubrication and proper operation of the threads-

discard if threads are damaged.
7.3 MAINTENANCE OF HATCH COVERS
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.
5. Resting pads of the hatch covers are to be checked on a 3-monthly basis.

Resting pads ensure that the hatch cover pontoon weight is transmitted to the
coaming in the designed manner, that the rubber packing is evenly and properly
compressed. The 6-monthly inspection should ensure that there are no visible
damages, cracks, excess wear down of the resting pads. The maker’s drawings
should be consulted in this regard. A quick way to check for any improper
resting pads is to check that the gap between the pontoon mating plate and the
resting pad is even throughout the length (any side) of the hatch cover. Non-
skid grease should be applied to the mating face of the resting pads on a
monthly basis to ensure proper flexing of the hatch covers in seaway.
6. Low friction resting pads should be maintained as per Makers instruction.

Mating surfaces (Stainless steel on HC pontoon part/ low friction material such
as teflon on the coamings) to be inspected for damage. Both areas must be
smooth. The low friction assembly is to be inspected for wear. Some types are
prone to breaking and should be replaced when needed.
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.
13. Hatch cover fittings should be inspected on a three monthly basis,

lubrication of moving parts on a three monthly basis, structural inspection
every three months and hose test of hatch covers carried out every year.
Proper records of the inspection should be maintained.
7.4 MAINTENANCE OF CELL GUIDES
1. Cell guides must be maintained in good condition to avoid damage to the

containers and to avoid containers getting stuck in the cell guide.
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.
5. Top guide of the cell guides to be painted /maintained in conspicuous colours,

white or yellow, for easy handling by gantry crane operator.
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7.5 MAINTENANCE OF CARGO HOLDS
1. The cargo holds should be maintained in a clean, rust free condition.
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.
9
Fleet Management Limited
A member of The Noble Group
Refrigerated Container Monitor Log

M/V ___________________________
SAILED PORT ___________________ ON : ____________ ARRIVED PORT ___________________ ON : ____________ VOY NO. __________
Note : All temperatures to be entered in Degrees Celsius
PLUG - IN DATE : TIME : DATE : TIME : DATE : TIME :

CONTAINER NO. SLOT PART DIGITAL DIGITAL PART DIGITAL DIGITAL PART DIGITAL DIGITAL
SET AIR FLAP SET AIR FLAP SET AIR FLAP
DATE TIME LOW DEL RET LOW DEL RET LOW DEL RET
TEMP SETTING TEMP SETTING TEMP SETTING
TEMP TEMP TEMP TEMP TEMP TEMP TEMP TEMP TEMP
Original : Vessel D-27

Copy : FML Hong Kong Chief Officer :___________________ Master :___________________ Rev-0 Jun/01
FLEET MANAGEMENT LIMITED
Departure Checklist - Container Vessels
M.V. :__________________________ Voyage No.:

Port :__________________________ Date:
Charterer :______________________ Time :
Loaded: TEU __________ FEU__________ Total Units__________ Total Weight __________
Discharged: TEU __________ FEU__________ Total Units__________ Total Weight __________
(The following checks are to be carried out prior departure port)

Yes No N/A
1) Have all containers been lashed in accordance with the CSM?
2) Have lashing force calculations been checked?
3) Are all twist locks of the same type and left-hand / right-
hand twist locks are not being mixed in the same bay ?
4) Vessel is provided with Left hand / Right hand twist locks*
* Delete as appropriate
5) Have all cargo lashings been checked and found in order ?
Note : Remember to lock the Bottom Twistlocks. These are the most
important of all lashings.
6) Have the turnbuckle lock nuts been secured and are the
turnbuckle locking pins in place?
7) Have any lashings been carried out by the ship?
No of Units lashed by the vessel ______
8) Are extension rods suitable for high cubes available ?
9) Are stack weights within permissible limits?
Note : Heavy containers on top of light containers have an increasing
effect on racking forces.
10) Are individual tier weights within permissible limits with
regard to their actual location ?
11) For IMDG containers, has the Segregation Code been followed ?
12) Have the departure drafts been visually checked?
Calculated draft Fwd ________ m Aft _______ m
Visual draft Fwd ________ m Aft _______ m
13) Is the GM (f) within permissible limits?
Actual Fluid GM _______ m Permissible GM _________ m
Note : The GM should not be too large as that would result in a stiff
ship causing high acceleration forces. At the same time, too small a GM
would be unsafe from stability aspect.
14) Has the rolling period been ascertained?

Rolling period ________ secs
Page 1/2 Rev 2 Jul/2010 D-28

FLEET MANAGEMENT LIMITED
Departure Checklist - Container Vessels

15) Has heeling test been carried out and GM been verified?
GM by Heeling test ________ m; GM By Loadicator ________ m
Note : Heeling test is to be carried out whenever the calculated GM
is less than 0.9m during the voyage.
16) Does vessel comply with IMO / Panama visibility requirements ?
17) Are the SFand BM & TM within Limits and trim is not excessive?
Dep SF ______ %; BM ______ %; TM ______ % (all seagoing)
18) Have the departure conditions been checked by the Master ?
19) Has the E/O confirmed that reefers been plugged in to the
reefer sockets and are they operating satisfactorily?
No of Reefer units loaded ______
20) Have the Reefer Set point temperatures been checked?
21) Have any Reefer spares been received?
(Give details in the remarks section below)
22) Confirm that defective reefers have not been loaded.
23) Has the heeling tank system been isolated / set to sea mode?
24) Have the draft guage valves been closed?
25) Have all damage reports been prepared for damages that
have occurred in this port and signature of stevedores
obtained? (Give details in the remarks section below)
26) Are all hatch openings and accesses shut?
27) Have hatch cover cleats been fitted in place?
29) Have the lashing bins been retrieved from the shore and
secured in a protected bay?
30) Have the Actuator poles and spanners been returned and
unused lashing gear stored in the storage boxes and bins?
31) Are decks squared up, vessel secured for sea and
appropriate log entry has been made?
32) Has the Bayplan (incl Baplie file), Reefer, OOG and DG
manifest received in the required number of copies?
33) All ship/shore documentation has been completed
and signed by the relevant persons?
34) Remarks:
Master:_______________ Chief Officer :____________
Page 2/2 Rev 2 Jul/2010 D-28

M.V. ________________________ Month :______________
CONTAINER LASHING INVENTORY
Year : _______________
QTY ON QUANTITY QUANTITY
QTY QUANTITY QUANTITY
BOARD PREVIOUS PRESENT SUPPLIED DURING REPAIRED DURING
REQUIRED AS LOST DAMAGED
AT ON MONTH ROB MONTH ROB THIS MONTH THIS MONTH
S. NO. DESCRIPTION PER CARGO SPECIFICATION DURING DURING
HIRE (USABLE (USABLE
SECURING THIS THIS By By By By
(USABLE QUANTITY)* QUANTITY)*
MANUAL MONTH MONTH Owners Charterer Owners Charterer
QTY)*
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.)
CHIEF OFFICER : ___________________ MASTER :______________________ D-29

* Usable quantity refers to equipment which is in good working order. Defective or damaged equipment is not to be included. Rev 0 - 10/02
INTERNATIONAL MARITIME ORGANIZATION
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO
Ref. T1/2.04 MSC.1/Circ.1228

11 January 2007
REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS
1 The Maritime Safety Committee, at its eighty-second session (29 November

to 8 December 2006), approved the Revised Guidance to the master for avoiding dangerous
situations in adverse weather and sea conditions, set out in the annex, with a view to providing
masters with a basis for decision making on ship handling in adverse weather and sea conditions,
thus assisting them to avoid dangerous phenomena that they may encounter in such
circumstances.
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
REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS
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:
λ = 1.56 ⋅ TW2 [m] or TW = 0.8 λ [s]
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 )
where V = ship’s speed [knots]; and

α = angle between keel direction and wave direction (α = 0° means head sea)
1.7 The diagram in figure 1 may as well be used for the determination of the period of
encounter.
MSC.1/Circ.1228
ANNEX
Page 2
1.8 The height of significant waves should also be estimated.
α = 0° 10°
360° 350° 20°
340°
30°
330°
40°
320°
50°
310°
60°
300°
70°
290°
80°
280°
Wave period TW [s] 14 13 12 11 10 9 8 7 6 5

2 4 6 8 10 12 14 16 18 20 22 24 90°
knots 270°
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
Figure 1: Determination of the period of encounter TE
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.
MSC.1/Circ.1228
ANNEX
Page 3
3 DANGEROUS PHENOMENA
3.1 Phenomena occurring in following and quartering seas
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:
3.1.1 Surf-riding and broaching-to
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.
3.1.2 Reduction of intact stability when riding a wave crest amidships
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.
3.2 Synchronous rolling motion
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 Parametric roll motions
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
MSC.1/Circ.1228
ANNEX
Page 4
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.
3.4 Combination of various dangerous phenomena
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.
4.1 Ship condition
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.
4.2 How to avoid dangerous conditions
4.2.1 For surf-riding and broaching-to
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.
MSC.1/Circ.1228
ANNEX
Page 5
Figure 2: Risk of surf-riding in following or quartering seas
4.2.2 For successive high-wave attack
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 For synchronous rolling and parametric rolling motions
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.
MSC.1/Circ.1228
ANNEX
Page 6
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
Abbreviations and symbols
Symbols Explanation Units

TW wave period s
λ wave length m
TE encounter period with waves s
α angle of encounter (α = 0° in head sea, α = 90° for sea from starboard side) degrees
V ship’s speed knots
TR natural period of roll of ship s
L length of ship (between perpendiculars) m
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FLEET MANAGEMENT LTD

CARGO OPERATIONS MANUAL -

Note : The Company’s (QHSE) Quality, Health, Safety and

CARGO OPERATIONS MANUAL - CELLULAR CONTAINER VESSEL

SECTION 1 - INTRODUCTION AND DEFINITIONS

SECTION 2 - CARGO PLANNING, STOWAGE AND

SECTION 3 - PORT OPERATIONS

SECTION 4 - REFEER CONTAINERS

SECTION 5 - CARGOES REQUIRING SPECIAL ATTENTION

SECTION 6 - HEAVY WEATHER PRECAUTIONS

SECTION 7 - MAINTAINENCE OF CARGO SECURING

ANNEX 1 - REFRIGERATED CONTAINER MONITOR LOG

ANNEX 2 - DEPARTURE CHECKLIST – CONTAINER

ANNEX 3 - CONTAINER LASHING INVENTORY

ANNEX 4 - MSC.1/CIRC.1228 (GUIDANCE TO THE

SECTION 1 INTRODUCTION AND DEFINITIONS

SECTION 1.1 GENERAL

SECTION 1.2 DEFINITIONS

SECTION 1 INTRODUCTION AND DEFINITIONS

4. Bay-row-tier system Numbering system for the arrangement of containers on

5. Both-doors-open Container Containers which are stowed on deck with both

6. Bulk–Freight Container A container with a discharge hatch in the front wall;

7. Bull rings Cargo-securing devices mounted in the floor of containers; allow

11. Clip-on Refrigeration equipment attachable to an insulated container that does

15. Container number The unique identification of a container.

16. Container packing certificate Certificate indicating correct loading of a

19. Containerization Stowage of general or special cargoes in a container for

20. Containerload A load sufficient in size to fill a container either by cubic

33. Half-height open-top container A half-height container with no roof, which is

35. HAZ MAT An industry abbreviation for “Hazardous Material.”

36. HOMO @ 14 Mt The maximum number of containers with a weight of 14 Mt

44. Lashing Diagram Scheme for securing containers.

46. Lashing Requirements The Lashing Requirements are mentioned in the

49. Mechanically Ventilated Container A container fitted with a means of forced

50. Mid-Lock This portable lashing equipment is placed between containers in a

51. Mixed Container Load A container load of different articles in a single

52. Multi-Tank Container A container frame fitted to accommodate two or more

56. Partlow Manufacturer of a mechanical temperature recorder - see Temperature

58. Portable Lashing Equipment These include Twistlocks, Turnbuckles and

59. Pre-Trip Inspection (PTI) Test to examine correct operation of a refrigerated

60. Reefer (Refrigerated Container) Generic name for a temperature controlled

65. Slot Space on board a vessel occupied by a container.

66. Spreader A piece of equipment designed to lift containers by their corner

70. Stripping The unloading of a container.

71. Stuffing Putting cargo into a container.

72. STW Said to Weigh.

73. Tail The rear of a container.

76. Temperature Recorder A device to record temperature in a container while

a) Manual twist locks, left hand locking as standard

SECTION 2 CARGO PLANNING, STOWAGE AND

SECTION 2.1 INTRODUCTION

SECTION 2.2 CARGO PLANNING

SECTION 2.3 CARGO STOWAGE

SECTION 2.4 LOADING COMPUTER

SECTION 2.5 CARGO SECURING

SECTION 2.6 CARGO CARE

SECTION 2.7 CONTAINERS LOST OVERBOARD

SECTION 2.8 ON DECK CLAUSES ON BILL OF LADING

SECTION 2 CARGO PLANNING, STOWAGE AND SECURING

The stowage and lashing arrangements on board container vessels are to be in

The Cargo Securing Manual contains detailed instructions on the following:

2. Maximum stackload depending on strength of ship’s hatch covers, decks and

3. Max. Container weights on deck and Holds ( for a certain GM)

4. Stowage and securing instructions.