Category: Cargo

Documents as a Mate you would sign after loading Direct Reduced Iron (DRI):

1. Mate’s Receipt:- A mate’s receipt is usually a printed form, often with handwritten entries which acknowledges on behalf of the ship the receipt of the goods. It is evidence that the goods specified in it have been delivered to and received by the ship (It is signed by chief officer of the receiving ship). Usually the person to whom the mate’s receipt is given is the person entitled to a bill of lading in exchange for the return of the mate’s receipt.
2. Shipper’s Declaration:- A Shipper’s Declaration is required under the IMO Code of Safe Practice for Solid Bulk Cargoes (BC Code) to be made by the shipper of a hazardous solid bulk cargo, e.g. coal, for the guidance of the master The Shipper’s Declaration also lists any special precautions required and states where emergency procedures may be found, e.g. in the Coal section of the BC Code, and reproduces relevant extracts. A Master’s Response Sheet may be issued by a shipper to the master after loading a hazardous bulk cargo in an effort to obtain information on the behaviour of the cargo during the voyage, where this behaviour does not correspond to that stated on the Shipper’s Declaration.
3. Stowage Plan: – Also known as Cargo plan or the hold distribution plan shows the commodity, tonnage and/or measurement of cargo in each hold. The plan may be produced by one of the ship’s officers to provide a record of the loading as observed and measured by ship’s personnel, in which case it may also provide information about the bunkers carried and the vessel’s draught, trim and stability. Alternatively, stowage plan may be produced by someone from the loading installation to record the quantities loaded in each hold. A stowage plan provide by shore-based staff will normally show the shore values for the tonnages loaded, regardless of whether or not these are the figures used in the bill of lading.
4. Cargo Manifest: – A cargo manifest is issued by the shippers in the loading port and is based upon the information contained in the bills of lading. It provides brief details of the ship and the loading and discharge ports and list details of the cargo carried. Details include the B/L numbers, contents, gross weight and freight. Copies of the manifest, if available are retained by the master, who will give copies to the authorities in the discharge port or ports visited en-route, if required.

Hazards of DRI and Derivatives:

• The principal hazards of all cargoes of DRI and its derivatives are two fold:
• Reaction with air
• Firstly, they will react with the oxygen present in the air,  thereby producing heat. This effect can run away in spectacular fashion, leading to auto-oxidation (burning) of the iron, in which the stow becomes incandescent as the temperatures approach 1,000o
• C. This tendency is successfully prevented in most practical applications by densifying the DRI pellets at temperatures exceeding
• 650^oC to produce HBI.
• Whereas self-heating is dangerous and alarming, it is a gradual and progressive event that can often be diagnosed early, affording masters time to obtain advice from ashore and institute suitable safety measures.

Reaction with moisture: – The second hazard is again related to the reactivity of iron, this time with moisture or water. The result is the generation of hydrogen gas, which is explosive over a very wide range of concentrations and, in practical situations, displays an alarming readiness to be ignited. Explosions of hydrogen in air are extremely violent and rapid and an unfortunate master has no time in which to react to an explosion.

All Types of DRI:

• Fines are now defined as particles up to 6.35mm (¼”) in size.
• Cargo spaces shall be clean, dry and free from salt and residues of previous cargoes. Wooden fixtures and combustible materials shall be removed.
• The carrier’s representative is to have reasonable.
• Access to stockpiles and loading installations for inspection.
• Prior to loading, the shipper shall provide the Master.
• With a certificate issued by a competent person stating the cargo is suitable for shipment and that it confirms with the requirements of the Code in terms of particle size, moisture content and temperature.
• A similar certificate shall be provided after loading relating to the whole consignment.
• The shipper shall provide comprehensive information.
• On the cargo and safety procedures to be followed in the event of an emergency.
• No cargo shall be loaded or transferred during precipitation and non-working hatches shall be kept closed.
• The cargo shall not be accepted when its temperature is in excess of 65^oC, or its moisture content exceeds the permitted value, or if the quantity of fines exceeds the permitted value, where appropriate.
• The cargo temperatures shall be monitored during loading and recorded in a log.
• The cargo shall be trimmed in accordance with the relevant provisions of the Code.
• Adjacent tanks other than double bottom tanks shall be kept empty during the voyage.
• Weather tightness shall be maintained throughout the voyage.
• The bilge wells shall be clean and dry and protected from ingress of cargo.
• Precautions shall be taken to protect personnel equipment etc. from the dust of the cargo.
• During handling of the cargo, “NO SMOKING” signs shall be posted and no naked lights or other ignition sources permitted.
• Suitable precautions shall be taken before entering cargo spaces, which be depleted of oxygen and/or contain a flammable atmosphere.
• The ship shall be provided with a detector suitable for measuring hydrogen in an oxygen depleted atmosphere and for use in a flammable atmosphere.
• Cargo temperatures and hydrogen concentrations in hold atmospheres shall be measured at regular intervals during the voyage.
• If the hydrogen concentration exceeds 1% or the cargo temperature exceeds 65^oC, appropriate safety precautions shall be taken. If in doubt, expert advice shall be sought.
• Bilge wells shall be checked regularly for the presence of water.
• All records of temperature, hydrogen and oxygen measurements, where appropriate, are to be retained on board for 2 years.
• The hydrogen concentration shall be measured in the holds prior to opening the hatch covers.

DIRECT REDUCED IRON (B)

Direct Reduced Iron (DRI) (B) is a metallic material of a manufacturing process formed by the reduction (removal of oxygen) of iron  oxide at temperatures below the fusion point of iron. Cold-moulded briquettes should be defined as those which have been moulded at a temperature of under 650oC or which have a density of less than 5.0 g/cm³.

HAZARD: DRI may react with water and air to produce hydrogen and heat. The heat produced may cause ignition. Oxygen in an enclosed space may be depleted.

STOWAGE & SEGREGATION: “Separated from” goods of classes 1 (Division 1.4S), 2, 3, 4 and 5 and class 8 acids in packaged form (see IMDG Code). “Separated from” solid bulk materials of classes 4 and 5. Goods of class 1, other than Division 1.4S, should not be carried in the same ship. Boundaries of compartments where this cargo is carried shall be resistant to fire and liquid.

HOLD CLEANLINESS: The cargo spaces shall be clean, dry and free from salt and residues of previous cargoes. Wooden fixtures such as battens shall be removed.

WEATHER PRECAUTIONS: This cargo shall be kept as dry as practicable before loading, during loading and during voyage. This cargo shall not be loaded during precipitation. During loading of this cargo all non-working hatches of the cargo spaces to which this cargo are loaded or to be loaded shall be closed.

LOADING: Where practicable, adjacent ballast tanks, other than double-bottom tanks, shall be kept empty. Weather deck closures shall be inspected and tested to ensure integrity. This cargo shall not be accepted for loading if the temperature is in excess of 65°C (150°F).

PRECAUTIONS: Prior to loading this cargo, the shipper shall provide the master with a certificate issued by a person recognized by the competent authority of the country of shipment stating that the cargo, at the time of loading, is suitable for shipment. Shippers shall certify that the cargo conforms to the requirement of this Code. Prior to shipment, this cargo shall be aged for at least 72 hours, or treated with an air passivation technique, or some other equivalent method that reduces the reactivity of the material to at least the same level as the aged product. Hatches of the cargo space for this cargo shall be sealed. All ventilators and other openings of the cargo spaces shall be closed to maintain an inert atmosphere.

A. The shipper shall provide necessary specific instructions for carriage, either:

1. Prior to loading, provision should be made to introduce the inert gas at tank top level so that the whole of the cargo space can be maintained at a low oxygen level throughout the voyage. The cargo spaces shall be maintained under an inert atmosphere containing less than 5% oxygen. The hydrogen content of the atmosphere in the cargo spaces shall be maintained at less that 1% by volume; or

2. that the cargo has been manufactured or treated with an oxidation and corrosion-inhibiting process which has been proved, to the satisfaction of the competent authority, to provide effective protection against dangerous reaction with seawater or air under shipping conditions.

B. The provision of paragraph A above may be waived or varied if agreed to by the competent authorities of the countries concerned, taking into account the sheltered nature, length, duration, or any other applicable conditions of any specific voyage.

The ship selected for the carriage of this cargo shall be suitable in all respects for the carriage of this cargo. Except as provided for under paragraph A2 above, any material which is wet or is known to have been wetted should not be accepted for carriage in bulk. The cargo shall be loaded, stowed and transported under dry conditions. Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Due consideration shall be paid to protect equipment from the dust of the cargo. Persons, who may be exposed to the dust of the cargo, shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Radars and exposed radio communication equipment of the ship which carry this cargo shall be protected from the dust of this cargo. Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Cargo spaces containing this cargo and adjacent spaces may become oxygen-depleted. Flammable gas may also build up in these spaces. All precautions shall be taken upon entering these spaces.

VENTILATION: The cargo spaces carrying this cargo shall not be ventilated during voyage.

CARRIAGE: For quantitative measurements of oxygen and hydrogen, suitable detectors for each gas or combination of gases shall be on board while this cargo is carried. The detectors shall be suitable for use in an atmosphere without oxygen and of certified safe type for use in explosive atmosphere. The concentrations of these gases in the cargo spaces carrying this cargo shall be measured regularly, during voyage, and the results of the measurements shall be recorded and kept on board. No smoking, burning, cutting, chipping or other source of ignition shall be allowed in the vicinity of the cargo spaces containing this cargo.

DISCHARGE: No special requirements.

CLEAN-UP: No special requirements.

EMERGENCY ACTION IN THE EVENT OF FIRE: Batten down. Do not use water. Seek expert advice. Early application of an inert gas to a smouldering situation may be effective. If a fire situation develops, the ship should make for the nearest suitable port and neither water, steam nor additional carbon dioxide should be used at this stage. If nitrogen gas is available, the use of this gas to keep the oxygen concentration down will contain the fire. Preparations should be made for grab discharge if serious heating occurs.

MEDICAL FIRST AID: Refer to the Medical First Aid Guide (MFAG), as amended.

DIRECT REDUCED IRON (A)

A metallic grey colloid material emanating from a ensification process whereby the direct reduced iron (DRI) feed material is at a temperature greater than 650^OC at time of moulding and has a density greater than 5.0 g/cm³. Fines (under 4 mm) not to exceed 5%.

HAZARD: Material may slowly evolve hydrogen after contact with water. Temporary self-heating of about 30oC may be expected after material handling in bulk. This cargo is non-combustible or has a low fire-risk.

STOWAGE & SEGREGATION: “Separated from” goods of classes 1 (Division 1.4), 2, 3, 4 and 5 and class 8 acids in packaged form (see IMDG Code). “Separated from” solid bulk materials of classes 4 and 5. “Separated longitudinally by an intervening complete compartment or hold from” goods of class 1 other than Division 1.4 C. Boundaries of compartments where this cargo is carried shall be resistant to fire and liquid.

HOLD CLEANLINESS: The cargo spaces shall be clean, dry and free from salt and residues of previous cargoes.

WEATHER PRECAUTIONS: This cargo shall be kept as dry as practicable during loading and the voyage. Open storage is acceptable prior to loading. This cargo shall not be loaded during precipitation. During loading of this cargo all non-working hatches of the cargo spaces into which this cargo is loaded or to be loaded shall be closed.

LOADING: Trim in accordance with the relevant provisions required under sections 4 and 5 of the Code. Due consideration shall be paid to evenly spreading the cargo across the tanktop to minimize the concentration of fines. This cargo shall not be loaded when the temperature is in excess of 65°C (150°F). Prior to loading wooden fixtures such as battens shall be removed.

PRECAUTIONS: Prior to loading this cargo, the shipper shall provide the master with a certificate issued by a person recognized by the competent authority of the country of shipment stating that the cargo, at the time of loading, is suitable for shipment and does not contain fines more than 5%. Where practicable, ballast tanks adjacent to the cargo spaces containing this cargo, other than double-bottom tanks, shall be kept empty. Weather deck closures shall be inspected and tested to ensure integrity. During discharge, a fine spray of fresh water may be applied to this cargo for dust control. The cargo temperature shall be monitored during loading. The shipper may provide advice in amplification of this Code but the advice shall not be contrary thereto in respect of safety. Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Due consideration shall be paid to protect equipment from the dust of the cargo. Persons, who may be exposed to the dust of the cargo, shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Radars and exposed radio communication equipment of the ship which carry this cargo shall be protected from the dust of this cargo. During handling of this cargo “NO SMOKING” signs shall be posted on decks and in areas adjacent to cargo spaces and no naked lights shall be permitted in these areas. Cargo spaces containing this cargo may become oxygen-depleted and precautions shall be taken upon entering the cargo spaces. Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Cargo spaces containing this cargo and adjacent spaces may become oxygen-depleted. Flammable gas may also build up in these spaces. All precautions shall be taken upon entering these spaces.

VENTILAION Surface ventilation only, either natural or mechanical, shall be conducted, as necessary, during the voyage for this cargo. Ventilation shall be such that escaping gases cannot penetrate living quarters on or under deck.

CARRIAGE: For quantitative measurements of hydrogen, a suitable detector shall be on board while this cargo is carried. The detector shall be suitable for use in an atmosphere without oxygen and of certified safe type for use in explosive atmosphere. The concentrations of hydrogen in the cargo spaces carrying this cargo shall be measured regularly, during voyage, and the results of the measurements shall be recorded and kept on board.

DISCHARGE: No special requirements.

CLEAN-UP: No special requirements.

EMERGENCY ACTION IN THE EVENT OF FIRE: Batten down. Do not use water. Seek expert advice. Early application of an inert gas to a smouldering situation may be effective. Preparations should be made for grab discharge if serious heating occurs.

MEDICAL FIRST AID: Refer to the Medical First Aid Guide (MFAG), as amended.

DRI Hazards:-

• DRI may react with water and air to produce hydrogen and heat.
• The heat produced may cause ignition.
• Oxygen in an enclosed space may be depleted.

DRI Precautions:-

• Prior to loading this cargo, the shipper shall provide the master with a certificate issued by a person recognized by the competent authority of the country of shipment stating that the cargo, at the time of loading, is suitable for shipment.
• Shippers shall certify that the cargo conforms to the requirement of this Code.
• Prior to shipment, this cargo shall be aged for at least 72 hours, or treated with an air passivation technique, or some other equivalent method that reduces the reactivity of the material to at least the same level as the aged product.
• Hatches of the cargo space for this cargo shall be sealed. All ventilators and other openings of the cargo spaces shall be closed to maintain an inert atmosphere.
• The shipper shall provide necessary specific instructions for carriage, either:
  • Prior to loading, provision should be made to introduce the inert gas at tank top level so that the whole of the cargo space can be maintained at a low oxygen level throughout the voyage. The cargo spaces shall be maintained under an inert atmosphere containing less than 5% oxygen. The hydrogen content of the atmosphere in the cargo spaces shall be maintained at less that 1% by volume;

OR

• That the cargo has been manufactured or treated with an oxidation and corrosion-inhibiting process which has been proved, to the satisfaction of the competent authority, to provide effective protection against dangerous reaction with seawater or air under shipping conditions.
• The provision of paragraph A above may be waived or varied if agreed to by the competent authorities of the countries concerned, taking into account the sheltered nature, length, duration, or any other applicable conditions of any specific voyage.
  • The ship selected for the carriage of this cargo shall be suitable in all respects for the carriage of this cargo. Except as provided for under paragraph A2 above, any material which is wet or is known to have been wetted should not be accepted for carriage in bulk.
  • The cargo shall be loaded, stowed and transported under dry conditions.
  • Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo.
  • Due consideration shall be paid to protect equipment from the dust of the cargo.
  • Persons, who may be exposed to the dust of the cargo, shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.
  • Radars and exposed radio communication equipment of the ship which carry this cargo shall be protected from the dust of this cargo.
  • Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.
  • Cargo spaces containing this cargo and adjacent spaces may become oxygen-depleted. Flammable gas may also build up in these spaces. All precautions shall be taken upon entering these spaces.

Stowage plan Precautions for loading DRI:

STOWAGE & SEGREGATION: “Separated from” goods of classes 1 (Division 1.4S), 2, 3, 4 and 5 and class 8 acids in packaged form (see IMDG Code). “Separated from” solid bulk materials of classes 4 and 5. Goods of class 1, other than Division 1.4S, should not be carried in the same ship. Boundaries of compartments where this cargo is carried shall be resistant to fire and liquid.

Preparations & Precautions before Loading a Large Dimension Cylindrical Shaped Heavy Lift on the Deck of a Cargo Ship:

Safe stowage and securing of portable tanks:-

• The provisions of Annex 2 of “Code of Safe Practice for Cargo Stowage and Securing” apply to a portable tank, which in the context of this annex,  means a tank which is not permanently secured on board the vessel and has a capacity of more than 450 l and a shell fitted with external stabilizing members and items of service equipment and structural equipment necessary for the transport of liquids, solids or gases.
• These provisions do not apply to tanks intended for the transport of liquids, solids or gases having a capacity of 450 l or less.

Note: The capacity for portable tanks for gases is 1,000 l or more.

General provisions for portable tanks:-

• Portable tanks should be capable of being loaded and discharged without the need of removal of their structural equipment and be capable of being lifted onto and off the ship when loaded.
• The applicable requirements of the International Convention for Safe Containers, 1972, as amended, should be fulfilled by any tank- container which meets the definition of a container within the terms of that Convention. Additionally, the provisions of part 6 of the IMDG Code should be met when the tank will be used for the transport of dangerous goods.
• Portable tanks should not be offered for shipment in an ullage condition liable to produce an unacceptable hydraulic force due to surge within the tank.
• Portable tanks for the transport of dangerous goods should be certified in accordance with the provisions of the IMDG Code by the competent approval authority or a body authorized by that authority.

Portable tank arrangements:-

• The external stabilizing members of a portable tank may consist of skids or cradles and, in addition, the tank may be secured to a platform- based container. Alternatively, a tank may be fixed within a framework of ISO or non-ISO frame dimensions.
• Portable tank arrangements should include fittings for lifting and securing on board.

Note: All types of the aforementioned portable tanks may be carried on multipurpose ships but need special attention for lashing and securing on board.

Cargo information:-

• The master should be provided with at least the following information:
  • Dimensions of the portable tank and commodity if non- dangerous and, if dangerous, the information required in accordance with the IMDG Code.
  • the gross mass of the portable tank; and
  • whether the portable tank is permanently secured onto a platform-based container or in a frame and whether securing points are provided.

Stowage:-

• The typical distribution of accelerations of the ship should be borne in mind in deciding whether the portable tank will be stowed on or under deck.
• Tanks should be stowed in the fore-and-aft direction on or under deck.
• Tanks should be stowed so that they do not extend over the ship’s side.
• Tanks should be stowed so as to permit safe access for personnel in the necessary operation of the ship.
• At no time should the tanks overstress the deck or hatches; the hatch covers should be so secured to the ship that tipping of the entire hatch cover is prevented.

Securing against sliding and tipping:-

• Non-standardized portable tanks
  • The securing devices on non-standardized p o r t a b l e tanks and on the ship should be arranged in such a way as to withstand the transverse and longitudinal forces, which may give rise to sliding and tipping. The lashing angles against sliding should not be higher than 258 and against tipping not lower than 458 to 608 (figure 3).

• Whenever necessary, timber should be used between the deck surface and the bottom structure of the portable tank in order to increase friction. This does not apply to tanks on wooden units or with similar bottom material having a high coefficient of friction.
• If stowage under deck is permitted, the stowage should be such that the portable nonstandardized tank can be landed directly on its place and bedding.
• Securing points on the tank should be of adequate strength and clearly marked.

Note: Securing points designed for road and rail transport may not be suitable for transport by sea.

• Lashings attached to tanks without securing points should pass around the tank and both ends of the lashing should be secured to the same side of the tank.

• Sufficient securing devices should be arranged in such a way that each device takes its share of the load with an adequate factor of safety.
• The structural strength of the deck or hatch components should be taken into consideration when tanks are carried thereon and when locating and affixing the securing devices.
• Portable tanks should be secured in such a manner that no load is imposed on the tank or fittings in excess of those for which they have been designed.

• Standardized portable tanks (tank-containers):- Standardized portable tanks with ISO frame dimensions should be secured according to the system of lashing with which the ship is equipped, taking into consideration the height of the tank above the deck and the ullage in the tank.

• Maintenance of securing arrangements:-
  • The integrity of the securing arrangements should be maintained throughout the voyage.
  • Particular attention should be paid to the need for tight lashings, grips and clips to prevent weakening through chafing.
  • Lashings should be regularly checked and retightened.

Care and Maintenance of a Crane Wire:-

Wires maintenance & how to avoid mechanical damage:-

Provided that the grooves in the sheaves are in good order and that the wire is allowed to run free and not be dragged over coamings, the crane wire should not suffer mechanical damage. The Duty Officer must always be on the lookout for bad practices by crane operators, and stop any abuse of the ship’s equipment. The Chief Officer must be informed immediately if such bad practices have been witnessed in order that an appropriate claim can be made.

Standard regulations dictate that a wire must be replaced when 10% of the visible strands are broken within a length of nineteen times the diameter. This is a fair guideline and is to be the worst condition into which the wire is allowed to fall, before replacing it. Before arrival at loading/discharging ports, the wires must be checked for broken strands, by sighting along the length of the wire in both directions. It is inexcusable for any vessel to arrive in port and suffer a failure of port/inspection due to a faulty wire. This must be discovered early enough to change the wire in time to commence cargo operations without delay to the vessel, and is the responsibility of the Chief Officer.

Wires -greasing – protection:- Apart from the mechanical stresses placed on crane wires during operation, the factors most affecting their working life are:-

• Weather Protection
• Lubrication

Regular application of good quality wire rope grease will fulfil both purposes. It is the responsibility of the Chief Officer to ensure that sufficient stocks of suitable grease are held on board.

Because most wire greasing will be done with the jibs in the stowed position, there are certain parts of each wire which will be less accessible. These are those parts of the hoist and luff wires which lie on a sheave, and those parts which lie inside the crane structure. Attention must be paid to the ends of the wires where they are secured, as this part of the wire is often very inaccessible and overlooked. It is essential that any extra time required, is taken to ensure adequate protection in this area.

There are no circumstances which can excuse a vessel arriving in port, where the deck cranes are to be used, with the wires in a dry condition. However, it must be remembered that, especially in very warm weather, that if the crane wires have been over greased it is possible that the grease may begin to run and drop onto the cargo. This must also be avoided as it may result in cargo damage claims.

Precautions for Heavy Lift Onboard:-

• Carry out a “Risk Assessment” prior to commencing the operation to ensure that all possible areas of hazard are taken account of and that all risks are at an acceptable, tolerable risk level.
• Ensure that the stability of the vessel is adequate to compensate for the anticipated angle of heel that be experienced when the load at the maximum angle of outreach.
• All free surface elements should be reduced or eliminated, if possible, to ensure a positive value of GM throughout the operation.
• Any additional rigging, such as “preventer backstays” should be secured as per the ships rigging plan.
• A full inspection of all guys, lifting tackles, blocks, shackles and wires should be conducted prior to commencing the lift by the officer-in-charge. All associated equipment should be found to be incorrect order with correct SWL shackles in position and all tackles must be seen to be overhauling.
• Allowance must be made for the weight lifted plus the purchase weight.
• End links ring or shackles to ride freely from whichever point they hang.
• While slinging, wood or other packings to be used to protect the sling from any sharp edges on the load and to prevent the sling from cutting into the load.
• Remove guard rails, if possible.
• Avoid shocks due to load slipping or sudden start.
• Men should be ordered to lift the gangway from the quayside and the ordered to positions of standby, to tend the vessels moorings at the fore and aft stations
• The ships fenders should be rigged to prevent ship contact with the quayside at the moment of heeling.
• Ensure that the deck area, where the weight is to be landed (when loading) is clear of obstructions and the deck plate is laid with timber barriers (heavy dunnage) to spread the weight of the load.
• The ships plans should be consulted to ensure that the limitations of the density plan and deck load capacity is not exceeded.
• Check that the winch drivers are experienced and competent and that all winches are placed into double gear to ensure slow moving operation.
• Release any barges or small boats moored to the shipside before commencing any heavy lift operation.
• Secure steadying lines to the load itself and to any saucer/collar connection fitment attached to the lifting hook.
• Inspect and confirm the lifting points of the load are attached to the load itself and not just secured to any protective casing.
• Ensure that the area is clear of all unnecessary personnel and that the winch drivers are in sight of a single controller.
• Set tight all power guys, and secure the lifting strops to the hook and load respectively.
• When all rigging is considered ready, the weight of the load should be taken to “float the weight clear of the quayside (loading).This vessel will cause the vessel to heel over as the full weight of the load becomes effective at the head of the derrick boom.
• Some lateral drag movement must be anticipated on the load and it is important that the line of plumb is not lost with the ship heeling over.
• Once the load is suspended from the derrick and the chief officer can check that the rigging of the equipment is satisfactory, then the control of the hoist operation can be passed to the hatch controlling foreman.

Assuming that all checks are in order, the chief officer would not normally intervene with the lifting operation being controlled by the hatch foreman, unless something untoward happened which would warrant intervention by the ship’s officer. This is strictly a case of too many cooks could spoil a safe loading operation.

NB: The main duties of the chief officer are to ensure that the vessel has adequate positive stability and this can be improved by filling DB water ballast tanks. Additionally, he should ensure that the derrick is rigged correctly and that all moving parts are operating in a smooth manner.

Precautions to be taken as a Chief Officer Before & During Loading of a Boiler Weighing 200 Tonnes:

A 200 ton boiler shall be categorized as a project cargo, which is defined as a cargo or equipment that may be large, heavy or out of gauge & requires specialized stowage, lifting & handling requirements, for safe shipment of such cargoes.

Precautions to be exercised while loading such project cargo are enumerated as below:

1) Such project cargoes are insured & the cargo insurers will stipulate certain conditions (a warranty) for the purpose of the insurance. If the cargo meets certain criteria then it is referred to as a critical items.

        Critical items require special attention, during their loading, transportation & a careful assessment and detailed planning to carry such operation is required.

2) It is Masters responsibility to ensure that all cargo, whether it is safety stowed, properly secured & handled with care during loading & discharging operations and in accordance with the requirements of Charter Party.

        The Charter Party may dictate specific responsibilities of the vessel owner, charterer and shipper, such as the specific responsibility for stowage, lashing and securing of cargo.

3) The rules of the vessel’s classification society, will also set out the requirements for maintenances of vessels, including equipment required for loading, stowage & securing of project cargoes. If these requirements are not followed, the vessels owners may be liable in the event of an incident.

4) The vessel’s Cargo Securing Manual guidelines should be referred to ensure the vessel suitability to carry such project cargo & securing arrangements for the same.

5) The Code of Safe Stowage CSS Code, 2003. should be referred in conjunction with the Cargo Securing Manual for safe stowage and securing recommended for a range of cargoes including project cargo.

6) The Intact Stability Criteria is specified in Res. A. 749 (18) should be confirmed by the Master, sufficient to permit & safe margin of positive stability throughout the loading operation & voyage.

Damaged stability criteria as set out in SOLAS Chp. II-I (MSC Circ.82) also need to be considered.

7) The shipper shall provide instructions for the safe and proper stowage and securing of the cargo. For more complicated shipments, particularly those for large heavy items a detailed “Transport Manual” or “Method of statement” should be provided which include:

1. Management of project, responsibilities & key contacts.
2. Details of cargo/ vessel.
3. Vessel strength & stability requirements.
4. Port details.
5. Loading procedure.
6. Stowage Requirements
7. Voyage Planning & transshipment
8. Discharge Procedures

8) A Marine Warranty Surveyor is appointed on behalf of the cargo insurance under writers who insures the shipment of cargo. In cases, where a warranty surveyor attends to approve loading & securing of cargo, a certificate approval (COA) or Letter of Approval is to be issued on satisfactory completion of operations, adhering to the standards of safe stowage & securing.

Definition of Lifting Appliances with context of ILO- 152 convention, 1979:-

The term Lifting Appliance covers all stationary or mobile cargo-handling appliances, including shore-based power-operated ramps, used on shore or on board ship for suspending, raising or lowering loads or moving them from one position to another while suspended or supported.

Pre-loading precautions for Loading Cars on a Car Carrier:

• Preventing unauthorized entry of vehicles and pedestrians into the terminal.
• Enforcement of speed limits.
• Segregation of vehicles and pedestrians.
• Adequate marshalling of passenger carrying vehicles.
• Provisions of safe route from car decks to passenger accommodation.
• Maintain clear approach to Ro-Ro ramp.
• Only those involved in loading/ unloading allowed onto ramp.
• If pedestrian access must be via the ramp, provide safe means of access e.g. raised walkway.
• Ramp kept clear of obstacles.
• Good co-ordination between ship/shore to maintain ramp at safe level/ gradient.
• Clear rules controlling movement of vehicles on/off the ship.
• Procedures for abnormal loads.
• Lashing teams
  • Wear protective clothing.
  • Work in team or in sight of each other
  • Stand where visible to loading vehicles
  • Use whistle stop and clear, standardized hand signals
  • Trained and competent in lashing procedures.
  • Clear safety procedures for using ships cargo lifts.
  • Safe systems of work for Sto-Ro especially regarding safe use of large lift trucks.
  • Control vehicle fume
    • Ensure ships fans are running before loading/ unloading begins.
    • Minimize number of engines running at one time.
    • Maintain company controlled vehicles in accordance with manufacturer’s guidelines.

Safe method of stowage of heavy cargo items such as locomotives and project cargo being brought by your ship during monsoon:

“ANNEX 5 of CSS code – Safe stowage and securing of heavy cargo items such as locomotives, transformers, etc.”

Following are guidelines wrt lashing of heavy cargoes:

Securing Against Sliding and Tipping:

• Whenever possible, timber should be used between the stowage surface and the bottom of the unit in order to increase friction. This does not apply to items on wooden cradles or on rubber tyres or with similar bottom material having a high coefficient of friction.
• The securing devices should be arranged in a way to withstand transverse and longitudinal forces which may give rise to sliding or tipping.
• The optimum lashing angle against sliding is about 25°, while the optimum lashing angle against tipping is generally found between 45° and 60° (fig 1).
• If a heavy cargo item has been dragged into position on greased skid boards or other means to reduce friction, the number of lashings used to prevent sliding should be increased accordingly.
• If, owing to circumstances, lashings can be set at large angles only, sliding must be prevented by timber shoring, welded fittings or other appropriate means. Any welding should be carried out in accordance with accepted hot work procedures.

Securing Against Heavy Seas on Deck:-

• Whilst it is recognised that securing cargo items against heavy seas on deck is difficult, all efforts should be made to secure such items and their supports to withstand such impact and special means of securing may have to be considered.

Heavy Cargo Items Projecting over the Ship’s Side:-

• Items projecting over the ship’s side should be additionally secured by lashings acting in longitudinal and vertical directions.

Attachment of Lashings to Heavy Cargo Items:-

• If lashings are to be attached to securing points on the item, these securing points should be of adequate strength and clearly marked. It should be borne in mind that securing points designed for road or rail transport may not be suitable for securing the items on board ship.
• Lashings attached to items without securing points should pass around the item, or a rigid part thereof, and both ends of the lashing should be secured to the same side of the unit (figure 2).

• Securing devices should be assembled so that each component is of equal strength.
• Particular attention should be paid to the correct use of wire, grips and clips. The saddle portion of the clip should be applied to the live load segment and the U-bolt to the dead or shortened end segment.

Mixed securing arrangements of devices with different strength and elongation characteristics should be avoided.

Planning & Preparations to be done before Loading and Unloading of Vehicles on a Car Carrier:

Problem areas in Ro-Ro ships:

Enclosed spaces are a fundamental component to the ship’s structure and are also circuitously critical for the economics of running the shipping company. A large part of the ship’s earnings in the form of cargo (dry as well as wet) is exhumed from large void spaces commonly known as ‘tanks’, within the ships configuration. As a matter of fact, the steel tanks aid with the ship’s stability, especially when stability is associated to juggling between filling and discharge of fuel oil or water as ballast / domestic.

Considering the immense significance of these spaces, they have to be regularly maintained. Planned inspections and regular cleaning / repairs would be best for ascertaining top shape of the ship’s hull and its components.

However, it is proven that over time the ships’ steel deteriorates structurally, and if left unchecked, can worsen to serious framing and compositional defects with sometimes causing loss to ship, even lives. Consequently, in order to avoid such premature loss to life or for that matter loss of revenue from forced off-hire periods, effective repairs are indispensable; this includes visibly examining the tanks methodically.

The intention of this study is to present a generic guide of how to go about inspecting the ships tanks namely, cargo holds / tanks (dry and wet), ballast tanks, void spaces, fuel oil tanks, fresh water storage tanks, etc.

Let’s first quickly run down through the general defects that affect the steel structures due to direct wear and tear.

1.  Corrosion – Also considered as ‘material wastage’, it is the lead cause for structural deformations and fracturing. It is by far the most ‘popular’ of all other defects directly related to steel and its components. If left unattended, corrosion is a disaster waiting to happen; either by cargo or fuel oil contamination, structural losses, pollution and finally possible loss of the ship itself.

2. Deformation – It is a sub-component defect caused due to damage of steel platings or material failure. It could be a change in shape or physical disfigurement of steel that is caused either by implosion (caused due to vacuum build up in tanks) or explosion, excessive dynamic (wave bending / loading) as well as static stress (ship’s hogging and sagging conditions)and strains onto the steel structures, and likewise. It should be noted that deformations observed on the ship’s hull are more likely to affect structures on the interior too.

3. Fractures – This is due to propagation of cracks through the steel plating, which have been left unattended, obviously. Most of it occurs due to excessive stress concentrated on weakened steel plates throughout the tanks’ dimensions. There have been many cases where inspectors have arrested ships, especially bulk carriers, where imminent cracks (mainly due to concentration of stress) through the cargo areas have been observed. Welding defects have also been observed to be the cause of fractures.

As we are aware that entering the tank or the enclosed spaces onboard encompasses certain mandatory procedures, which should be followed in particular. Prerequisites such as Permit to Work in Enclosed Spaces, PPE, high beam lighting, oxygen / gas detection meters, communications, etc. are mandatory while undertaking such critical operations. Once all the essentials are in place, a competent officer should head the inspection process after chalking out the tasks that are required to be ticked off, say for completing a PMS. Needless to say, onboard checklists provide a complete synopsis as to what one has to confirm while inspecting the tanks.

Here are a few pointers one should specifically identify while inspecting the steel tanks:-

1.  Assessing the overall condition – Immediately on entering the enclosed space one can figure out the tank’s well being by considering the state of the access ways and the ladders, paint coatings, and by closely observing areas susceptible to corrosion such as near the weld joints. Rungs, step ways and ladders are often the foremost members that are exposed to deterioration due to oxidation. The competent officer should examine the material wastage throughout the set of access ways and related components. An overall study of the paint coating would permit the competent person to estimate how the tank has reacted to general corrosion. For easy identification of loop holes, the paint applied on the surface is generally light in colour. Thereby, re-coated areas can be easily spotted, should be re-checked for coating failure or for scaling or pitting in the vicinity.

2. Condition of corrosion levels – General corrosion appears to be as a non-protected oxidation that tends to crop up homogeneously on internal surfaces of the holds or tanks which have been left uncoated. The corroded scale frequently breaks off, revealing the bare metal, which is susceptible to corrosive attack. In tanks and holds that have been coated, corrosion starts affecting the moment the coating starts breaking down. Determining thickness reduction in the steel plates is difficult unless excessive shrinking has occurred.

For example, corrosion on the inner surfaces of the liquid cargo tanks (example, Crude Oil Tankers) is mainly due to the mixture of corrosive gases, crude oil acids, as well as sea water (Crude oil washing). This along with the fluctuations in temperatures within the tanks and structural flexing, over a period of time, shrinks the thickness of the steel plating and associated supports, ultimately leading to failure of the steel structure.

Careful examination should be carried out in areas such as – in the vicinity of sounding pipes and striker plates, openings for the air vents and tank gauging, internal piping including expansion joints, dresser coupling and related fittings / joints / clamps, near the operational valves within the tanks, bilges and tank top areas, underside of hatch coamings / tank openings, bulkheads in general, joints associated with girders, web frames, etc.

3. Condition of ‘sacrificial’ anodes fitted inside the tank – Normally such anodes are made up of zinc among other elements and provide excellent preventive measures to fight corrosion within the tanks, especially the ballast tanks. Due to their sacrificial nature, the anodes, over a period of time get ‘wasted’. Hence, in order to maintain their integrity, anodes have to be checked and inspected closely for excessive wear and tear. A record of material wastage should be maintained for future examining. One must also inspect whether the anodes are well secured to the brackets provided.

4. Checking for Damages / Cracks / Deformations – Adequate lighting in the tanks is necessary for the inspection work and for identifying deformations or surface dents. Shadows are one of the best indicators to highlight any buckling or cracks within the tanks. However this may not be the case for darker paint coatings (Coal Tar Epoxy, for example) where the tanks have to be lit up to the max in order to locate the defects. Deformations may generally not be readily obvious when viewed over a larger area. To identify this, it is good idea to highlight the area using a high beam torch by projecting it parallel to the surface. Where it is difficult to identify defects in a straight line by the torch, the old school method of using a length of string or rope could be considered for determining the obscured deformations on the surfaces.

Buckling is another condition of large deformations which can be caused due to a diminutive increase in loads. Permanent buckling may arise due to overloading weak structures (read – corrosion or contact damage)

5. Pitting corrosion and blister formation – Pitting Corrosion is often known to be observed in the bottom plating of ballast tanks especially near the ‘bell-mouth’, near the ‘bell-mouth’ in a liquid cargo tank, or next to suction wells associated with the submerged pumps fitted within the tanks. Pitting Corrosion begins mostly with the local breakdown of the coatings, exposing the bare metal, and thereby getting accentuated by oxidation and galvanic reactions in the area.

Blister formation is a common site in areas where the surface preparation is inadequate prior to application of paint coats or for some reason the coating failed to adhere to the surface. The officer must be on a look out for these unwary bumps on the tank surfaces that may act as alibi to the mounting decay underneath.

6. Condition of the tank gauging systems – Gauging systems that include gas measuring gauges, pressure gauges, temperature gauges, remote level sensing meters, sounding pipes as well as the striker plates should be checked for operational abnormalities. Rusting, too, is often found underneath the tank top near the conduits that encompass the gauges. If possible, it is always a good idea to try and clear out debris (example – mud, oil deposits) manually from the remote measuring sensors and attempt operating them. For example, during the inspection process physically testing the ‘remote’ gas measuring devices may be well worth the assessment.

The gauges fitted inside or outside the tank must be calibrated during major inspection (dry dock) or at intervals defined by the maker.

7. Condition of the Safety Devices – Safety devices fitted in the tanks are critical for providing the operators a remote indication of an unwanted threat such as water ingress in the bilges of cargo holds due to sweating or any other reason for that matter. The importance of such devices onboard is high and should be regarded as priority for visible examination. It is not very frequent that the bilge high level and low level alarms of critical spaces such as in the ship’s chain locker, dry cargo holds, void spaces, etc. would be manually tested and scrutinised closely for operational deficiencies.

8. Condition of Mud or Sludge Build Up – Accumulation of mud and oily sludge in the tanks could be detrimental in terms of hiding away serious defects and also to promote development of structural deterioration underneath the horizontal / parallel surfaces. Therefore, it is highly recommended to remove the excess debris prior any tank inspection, this means washing the crude oil tanks enough in order to visibly locate the defects, or physically hosing down the mud accretion in ballast tanks. This also aids in identifying any bottom shell pitting corrosion or deformations.

9. Condition of Cargo Equipment – Cargo equipment within the tanks include heating coils, cargo pumps, crude oil washing machines, remote gauging systems, temperature / heat sensors, etc. Leak test using compressed air or steam could be carried out on heating coils whereby the pipe-work and steam traps within the tanks must be thoroughly inspected visually for faults and leaks. The competent officer should also physically ensure the optimal operation of all the cargo equipment fitted internally. This could be done by remotely trying out the system from a control room and feedback confirmed from within the tank. Any irregularity in the equipments’ operation must be recorded and later reported.

Finally, a few other areas onboard susceptible to defects and damages that must be frequently examined –

– Ballast tanks that are bordering the hot Engine Room spaces

– Ballast and void tanks neighboring the heated fuel oil and cargo tanks

– Tanks that are in the vicinity to areas where vibration levels are high

– Side shell spaces between the loaded and light draughts

– Tanks adjacent to external tug contact points

– Spaces in the forward part of the vessel, especially to be considered after heavy weather

Therefore, in order to detect and identify where a fault has occurred in the enclosed space most of the above mentioned factors would be needed to take into consideration. For evidence and record keeping, using an intrinsically safe camera or any camera with a certified explosion proof housing for that matter is highly recommended.

Need to monitor Atmosphere in Ro-Ro Spaces:-

• When internal combustion engines exhaust into a hold, intermediate deck, or any other compartment, the employer must ensure that the atmosphere is tested as frequently as needed to prevent carbon monoxide (CO) concentrations from exceeding allowable limits.
• These tests must be made in the area in which workers are working by persons competent in the use of the test equipment and procedures.
• Employers should ensure that workers control loose paper within RO-RO areas.
• Papers can be sucked into the ventilation system, blocking airflow and allowing the buildup of harmful gases.
• Employers should closely monitor air quality during all operations where overexposure may occur.
• Most modern car carriers have efficient exhaust ventilation systems. Ventilation systems in cargo holds should be started 15 minutes prior to starting work.
• The time needed may vary depending on the size of the hold and the airflow.

Vehicle Stowage and Securing (Ro-Ro Ships & Car Carrier):

IMO Resolution A. 489 (XII) – Safe Stowage and Securing of Cargo Units and other entities in Ships other than Cellular Container Ships. (Guidelines for Cargo Securing Manual).

IMO Resolution A. 533 (13) – Elements to be taken into account when considering the same stowage and securing of cargo units and vehicles on ships.

IMO Resolution A. 581 (14) – Guidelines for securing arrangements for the transport of road vehicles on ships.

IMO Resolution A. 489 (XII) – Code for safe practice of cargo stowage and securing. Annex 4 – Safe Stowage and securing of wheel-based cargoes.

        A stable vehicle deck needs to be maintained, so all Ro-Ro ferries are built with stabilizers of some form. However, cargo movement can still expect to occur in very rough sea conditions even when stabilization systems are operational. To prevent movement at sea individual vehicles are secured.

1. The stowage / securing of vehicles should be supervised by a responsible Ship’s Officer assisted by at least one other competent person.
2. Vehicles must be loaded, stowed and secured in accord with the Cargo Securing Manual (CSM) (IMO Res. A. 489 (XII)), as approved by the authority.
3. Lashing material used should have sufficient strength and should comply with the CSM.
4. Securing points shall be provided on ship’s deck, spaced not more than 2.5m in the F & A direction and in the arthwartship direction not less than 2.8m and not more than 3m, same should be mentioned in the CSM of the ship.
5. Minimum strength of securing point on deck should be 120kN and if more than one lashing can be attached than – no. of lashing x 120kN.
6. In Ro-Ro ships the spacing and the strength may vary depending on the special consider which may be required to stow and secure road vehicles.
7. Securing points on road vehicles shall be provided which shall be capable of accepting only one lasing, highlighted, provided effective restraints to the vehicle by the lashing and should be of adequate strength.
8. Vehicles which are not provided with securing points should have those places clearly marked, where lashing may be applied.
9. Cargo spaces in which wheel based cargo is to be stowed should be dry, clean and free from grease and oil.
10. Vehicles should as far as possible be aligned F & A, with sufficient distance between vehicles so as to allow access through the vehicle deck.
11. The parking brake on each vehicle/ unit should be applied and where possible the unit should be placed in ’gear’.
12. Where drop loads or uncoupled units are being carried these should be landed on trestles or equivalent support, prior to being secured by chain or other suitable securing constraint.
13. Road vehicles should be stowed so that the chassis are kept as static as possible, by not allowing free play in the suspension of the vehicles. By either compressing the springs by tightly securing the vehicle to the deck, by jacking up the chassis prior securing the vehicle or by releasing the air pressure on the compressed air suspension system.
14. Wheels of vehicles stowed on decks should be ‘chocked’ and the hand brakes to be applied.
15. Cargoes stowed on wheel based units should be adequately secured to stowage platforms or where provided with suitable means, toits sides. Any movable external components attached to a wheel based unit, such as derricks, arms should be adequately locked or secured in position.
16. Suitable lashings against the incline should be secured and the unit left in an opposing gear.
17. Vehicles should be lashed using the correct securing points provided on the vehicle and deck.
18. All lashings applied whether of a ‘hook’ type or other variety should be secured in such a manner that in the event of them becoming slack, they are prevented from becoming detached and should also permit tensioning during the voyage when they become slack.
19. All vehicle / cargo units should be secured prior to the vessel leaving the berth and such securings should be at the master’s discretion to be most effective.
20. While enroute these lashings should be regularly inspected to ensure they remain effective during the time at sea.
21. Personnel engaged on vehicle deck inspections should take extreme caution against injury from swaying vehicles.
22. If necessary the master may alter the ship’s course while such inspections are ongoing to reduce the motion on the vehicle deck.
23. Lashings should only be released once the ship is secured at the berth and personnel so engaged should take care when clearing securings which may be under tension.

Note: Lashings are considered most effective at between 30deg and 60deg to the deck line. Alternatively, additional lashings may be required.

Unit Securing – chain lashings:

Ro-Ro units are secured in accordance with the ‘Cargo Securing Manual’. In some short sea voyages, during the summer season and with a predominately good weather forecast, units may not even be secured other than hand brakes and left in gear.

However, at the Master’s discretion, chain lashings could be applied by the crew if and when circumstances dictate that securing becomes necessary.

        In virtually all cases, hazardous units would automatically be chained down. Chain lashings vary but can be applied between a deck star lashing point and the unit itself, then tensioned by al load-binding lever.

        Such lashings can be secured and tensioned quickly and lend to labour saving. The number of lashings per unit will be variable, depending on the weight and size of the vehicle. However, a standard 40-ft unit would usually be fitted with a minimum of 6 lashings.

Drop Unit Stowage

Example of Chain Lashing

        Vehicles are built with star lashing points or ‘elephant feet’ type anchor points. Lashings have club foot fitting into these points, with a hook at the opposite end. Alternately, hooks are used at each end.

Procedures for Opening, Closing and Securing of hull openings on Ro-Ro Ships:

The documentation must enable the user to operate the shell doors, inner doors and ramps, if applicable, in a safe manner. The closing and securing functions need to be described particularly clear. Besides safety precautions also the maneuvers running automatically must be explained in detail in order to provide a full understanding of the functions.

References shall be given for troubleshooting of faults and failures and measures to be taken consequently. Emergency stops and emergency operation e.g. in case of energy supply loss shall be described.

The documentation on the operating procedures is to be posted on board at appropriate places.

Problem areas of Ro-Ro vessels:

• The Problem of Stability: – If a vessel maintains its stability at sea then it is safer to sail. However, the problem with the RO-RO ship is its design, which includes cargo in upper decks and accommodation at even higher levels. Even a minor shift of cargo in the ro-ro vessel can become a major threat to the stability of the ship. Similarly, hull failure leading to flooding can result in capsize of the vessel in no time. The effects of wind and bad weather on high accommodation can also disturb the ship’s stability.
• High Freeboard: – In Ro-Ro ships which carry only cargo, the general arrangement of cargo access door is close to the water line. In the event of listing, the door can get submerged leading to high chances for ingress of water inside the ship which will lead to capsize.
• Cargo Access Door: – As discussed above the effect of listing of the ship leads to ingress of water if the cargo doors are open or damaged.  One weak point of ro-ro vessel is that sometimes the cargo door itself is used as a ramp which makes the ship more vulnerable to damages.
• Lack of Bulkheads: – The subdivision of ro-ro ship from inside lacks from the transverse bulkheads, leading to lower water tight integrity when water ingress or flooding takes place. Lack of bulkhead also leads to spreading of fire more quickly as no subdivision is present to contain the fire.
• Location of Life Saving Appliances (LSA):- When a ship is to be abandoned, life raft and lifeboats are used to leave the ship as soon as possible. The location of lifeboat and life rafts on ro-ro ships is usually very high, which makes it even difficult to lower them at sea especially when the ship is listing.
• Weather condition: – Another reason which acts externally on the Ro-Ro vessel is the rough weather, which may result in reduction in the stability and cause heavy rolling of the ship. Heavy rolling has lead to capsizing of ships in the past.
• Cargo stowage: – Cargo stowage is very important operation on Ro-Ro vessel for any loose cargo (trailer, cars etc.) can give rise to a chain reaction leading to heavy shift in cargo position. The trucks and trawlers loaded on board also carry cargo inside them and any shift of that cargo can also lead to listing of the ship.
• Cargo Loading: – It is very difficult to have a sequential loading of cargo as cargo arrives on terminals at different intervals and due to lack of time on port. This further leads to uneven cargo distribution, something for which nothing can be done about. Lack of proper cargo distribution has been the reason for several ship accidents in the past.

Cellular Container Vessel:

A cellular vessel is a container ship specially designed for the efficient storage of freight containers one on top of other with vertical bracings at the four corners. The majority of vessels operated by maritime carriers are fully cellular ships.

Before 1991 most containerships where constructed with hatch covers. Because of the longer load and unloading times of these types of ships the cellular type was invented. As loading and unloading occurs only vertically and the containers have standardized dimensions (TEU), large quantities of cargo can quickly be loaded using gantry cranes.

Advantages:

• The cargo handling is more efficient resulting in shorter time in port
• Guide rails hold the containers into place instead of time consuming lashings
• No need of hatch covers, reducing maintenance, weight, and handling
• There is a high freeboard resulting in a stronger construction
• Containers lashed to cellular vessels are less vulnerable to crew tampering than containers on mixed-use cargo vessels, making them less of a risk from the standpoint of port security.

Disadvantages:

• The high freeboard results in higher registered tonnage.
• The price of the ship is high due to the amount of steel used and the complex design process.
• The absence of hatch covers means that rain water and overcoming seawater can freely enter into the cargo hold. Therefore, higher requirements of bilge systems are applicable to open cargo holds.

Bay Plan of a Cellular Container Vessel:

Information provided in Bay Plan of a Container System:-

• Each slot for a container is given a number which indicates its position on ship. The number consists of six digits the front “two digits” indicate the bay, the second “two digits” indicate the row and last “two Digits” indicate the tier.
• Bays – Numbered from fwd to aft. In 20 feet lengths commencing from fwd as 01, 03, 05, 07 and so on. A 40 feet container which occupies two bays is allotted an even number which is between the two 20 feet bays, it occupies. Thus, if a 40 feet container is stowed within bays 21 & 23 its bay number will be 22.
• Rows – Indicate the athwartship position of the container. If a slot is located on the C/L of the ship it is given a row 00. The starboard rows are numbered 01, 03, 05, 07 and so on commencing from the centre towards the shipside ad the port side slots are numbered 02, 04, 06, 08 etc. All the bays may not have a centre slot in which case there will not be a 00 row for that bay.
• Tiers – Indicate the height of the container. They are numbered 02, 04, 06, 08 etc. commencing from bottom. The tiers on deck are numbered 82, 84, 86, etc. starting from first tier on deck upwards.

A Bay Plan of the vessel will have diagrams of all bays showing the rows & Tiers inn each bay. The slots will not be numbered as each slot can be easily identified as per the numbering system described above, instead the container number is inserted. So that precise location of each container onboard can be identified and conversely the identity of each container in any slot can be known.

Cellular Container Ships: Anti-Heeling Tanks:

Anti – Heeling System:

The anti heeling system of a ship automatically detects the heeling angle of the ship and compensates the same. This allows the vessels to have continues loading and unloading cargo operation without stopping in between for list correction. This saves considerable amount time on the port.

In this system, ballast tanks are internally connected to each other by means of pipe lines, automatic valves and control systems. When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships angle with respect to the ship’s upright position to the master control panel. This change in heeling angle is compensated by methods of auto transferring the water from the heeled side to the other side of the ship, making the vessel upright.

Level control switches are also installed in the ballast tank involved with the anti-heeling system to avoid low level or over filling and hence over pressurising of the tanks.

Types of Anti Heeling System:-

There are two widely used anti heeling system on board ships:

1) Pneumatic system:

This system comprises of air purging arrangement and regulating valve system to force the air on the top of ballast tank. The air is forced on one tank and purged from the other, making the water rapidly flow from pressurised to purged tank. This transfer of water is used to upright the vessel in quick time.

2) Water pump system:

The pump system consists of electrical motor driven water pump, which can be a reversible or non reversible pump, connected with remote controlled valves that can direct ballast water flow in between the tanks.

Advantages of Anti Heeling System:

• Allows safer and rapid cargo loading and unloading.
• Shortens harbour time and saves port dues.
• Reduces damage to ramp, rolling cargo and containers.
• Ensures safety of the ship and personals.

Torsional Stresses:

• Torsional stresses arise when the ship is evenly loaded along the fore & aft line. Although the ship may be upright overall, yet some bays may be excessively loaded on the port side, others on stbd side, giving rise to torsional stresses which tend to twist the ship along the centerline.
• At sea, these forces increase due to the effect of sea & swell.
• In container ships the beam, length and freeboard is large and there is uneven distribution of cargo as well.
• The torsional moments at the bay can be reduced by the use of ballast in the tanks at that bay.
• The torsional stresss will not reduce by correcting the imbalance at another bay.
• Torsional moments on each side = stack weight X distance from the centreline.
• The difference between prot and stbd moments gives the torsion at that point.
• The torsional stress at any point is the sum of torsion at all points before that line.

Stack Weight or Stack Load:

• Is the maximum weight that can be borne by the deck, hatch covers or tank top at the corners of a bottom slot near the cell guides.
• The weight of the container is distributed over the 4 corner fittings and not over the entire area occupied by the container. As such the point loads under the corners are very high.
• The internal structure of the vessel distributes this load over the strength members of the hull.
• The stack weights should not be exceeded during loading.
• Excessive stack weights can be avoided by allotting a mix of heavy and light containers to a stack.

Tare Weight:

Tare Weight – It is the weight of the container and/or packed materials without considering the weight of the goods inside the container.

Custom Plate on a Container:

The Customs plate (referring to the Customs Convention for Containers (CCC) requirements) showing the certificate applicable to the container to allow transport under customs seal.

Procedures for Loading & Carriage of Refrigerated Containers:

Reception and Loading/ Stowage of Cargo:

1. Local port regulations should be known to ship’s officers with respect to opening and closing of compartments and accepted working temperatures for stevedores to avoid friction with them and delay to the ship.
2. Cargo Carrying Instructions: – The cargo carrying instructions must be onboard before loading starts. They must be read and understood, and signed only if they are fully understood and the ship can comply with the instructions. The instructions have to be claused and questions asked if the ship cannot fulfil any of the instructions.
   • The temperatures in the empty decks at the hatch opening before the loading starts, are to be noted as well as the temperatures on delivery and return air at the closing of the hatch when loading is finished.
   • The hour when loading started and finished in each deck is also to be noted and this information is to be entered in the refrigeration report.
3. Checkpoint Vessel-In:- The cargo is transported from the terminal to the quay. Before the cargo leaves the terminal, it passes through Checkpoint Terminal-Out. Checkpoint Vessel-In is defined as `In the vessel after all handling by the stevedores to the final stow in the hold’. At this point, the responsibility for the cargo is handed over from the stevedores/terminal to the ship. This is a very important stage, since from this point onwards the ship is responsible for the quality and quantity of the cargo.
4. Checking the Cargo
   • To check the cargo quantity, the ship’s staff have to tally the number of items being loaded onto the ship. Sometimes, private tally clerks are employed to assist them. Common sense is often the best tool to judge the cargo condition.
   • Cargo quality is checked using the AC/DC criteria below:
     • AC – apparent good order and condition. This implies reasonable checking of the cargo by sight and odour. There is no abnormal odour or visual fault (such as mould) and the pallet construction is sound and fit for sea transport
     • DC – damaged condition. The cargo appears to be damaged.
5. Walking boards should be used at all times if walking on cargo is necessary, particularly during pre-slung operations in the hatch square pre-slung cargo must be loaded with an adequate pallet spreader and handled without causing any damage slip sheets must be used pallets with display cartons, trays or bins are not to be used for pre-slung operations and should not be stowed in the hatch-square.

At the loading of cargo into a reefer vessel it is very essential that the quality of the cargo is checked. Utmost care should be taken to inspect the incoming cargoes for inherent damage. This can be done by taking random samples.

The appearance of the delivered cargo is to be supervised during the whole loading and pulp temperatures have to be taken regularly to get a full knowledge of the state of the cargo that is loaded. All bad conditions as well as the temperatures should be carefully noted. Any overripe or damaged cargo must be rejected and at times pre-cooled cargo with high pulp temperatures may be rejected.

Normally the highest and lowest pulp temperatures in each deck are to be inserted in the refrigeration report. Additionally pulp temperatures of cargoes to be maintained.

Remarks must be made on the mate’s receipts and in bills of lading unless other measures are agreed with Owners.

When loading a lower hold through a refrigerated tween deck, canvas or tarpaulins must be hung around the opening to restrict the escape of cold air.

During long breaks for meals, etc., the compartments need to be closed and cooling should be started to maintain temperatures.

After loading is completed all outside access should be sealed to ensure good circulation. Hatch covers are normally self sealing.

As soon as one deck is closed the refrigeration has to be started in that deck at full capacity.

The shipper must provide the vessel with loading and carrying temperatures and any other special requirements.

Cargo Stowage:-

There are three main reasons why it is important to make stowage plan of reefer cargo prior loading:

• To achieve optimal capacity utilization of reefer cargo.
• To simplify and speed up of loading unloading operation at berth.
• To calculate necessary lashing requirements in advance

Role of Deck Officers and Crew:

Deck staff should be watchful, pro-active, co-operative and communicative with all the activities regarding the cargo. There must be a continual deck watch and excellent communication with the port Captain and stevedore foreman. The ship’s staff should monitor, control and enforce the Zero Damage Policy. Walking boards must be used when walking is required on the cargo. During the loading operation, the emphasis should be on problem solving and damage prevention. Any dispute should be referred to the Master. There should be a constant check for rain and it must be possible to close the hatches without delay in the case of adverse weather. A sufficient number of tarpaulins should be available for use instantly to protect the cargo from rain.

During Transit:

Reefer cargo care at sea – procedure for reefer ships
Reefer cargo is classed as high freight cargo and is expensive. Every ship should have a reefer operations manual specifying the details for carriage of various commodities shipped in refrigerated containers, any possible problems and a summary of trouble-shooting procedures. If there is any doubt about, for example, the carriage instructions for a particular cargo, the advice of cargo care experts should be obtained.

During the voyage, the combined efforts of the ship’s staff must focus on, anticipate, care for and maintain the Zero Damage condition of the cargo. Carrying instructions must be meticulously followed and may include:

• Specific instructions regarding any shock treatment required
• delivery air temperature instructions
• time, duration and quantity of fresh air requirement
• maximum permissible CO2 level speed of circulation fans etc.

Deck Officers Guideline:

This department is responsible for taking care of the cargo. The crew must keep an accurate logbook with relevant information such as position, course, speed, weather conditions, bilge soundings, ballasting and deballasting routines and cargo checks (lashing and physical checks whenever possible). It is very important that relevant entries are made in the ship’s log books.

To verify the cargo condition the Master should send a daily temperature report in the format required by the company’s manuals. The temperature report should be sent every noon from the time the first cooling section is closed in the first port of loading until the last cooling section has been opened in the last port of discharging.

 The daily temperature noon report may contain the following information:

1. Temperatures
2. CO2 percentages
3. relative humidity
4. speed of circulation fans
5. fresh air status
6. sea water and ambient temperatures
7. last defrosting cycle
8. any other information which may affect the condition of the cargo.

Careful Navigation:

In addition to good cargo care, careful navigation is also important. Ships must be equipped with an adequate navigational equipment and aids. They should navigate carefully using modern services like weather routing, GPS etc. Weather routing improves efficiency through:

• Reduced cargo damage
• reduced ship damage
• a higher reliability of cargo delivery
• shorter transit times
• more accurate ETA notices
• better logistical planning lower bunker consumption.

Precautions to ensure that the cargo does not get damaged on refrigerated ships:

1. Written instructions should always be obtained from the shipper prior to loading refrigerated cargo. These instructions should include details of pre-cooling, carriage temperature, ventilation and stowage requirements.
2. The vessel should obtain a certificate from a class surveyor or other competent expert prior to loading, stating the condition and suitability of the refrigeration machinery and reefer compartments for the carriage of the specific cargo in question. For containers, pre-trip inspections should be carried out.
3. Any confirmation, doubt or ambiguity must be queried and resolved in writing.
4. The vessel should never accept carriage instructions that the vessel will not be able to comply with.
5. Temperature ranges must be strictly adhered to, and in case of unavoidable deviation, the vessel’s P&I insurer must be immediately notified.
6. For controlled atmosphere (CA) shipments, the carriage instructions should include recommended concentration of oxygen (O₂) and carbon dioxide (CO₂) and, if relevant, other gases (eg. hydrocarbons).
7. Whether loaded inside containers or the ship’s hold, proper stowage with sufficient horizontal and vertical air gaps or channels must be ensured.
8. The floor/deck must be dry, clean and the drains must be clear.
9. Pre-cooling may take up to 24 hours before the set or desired carrying temperature can be maintained.
10. For containers, the air vent must be set or controlled as per shipper’s instructions.

Planning & Precautions required to be taken before loading/ unloading/ shifting containers:

As a deck officer, the main responsibilities are safe navigation of ship and safe cargo handling and stowage. As the rank or responsibility of the deck officer rises, the cargo handling and stowage knowledge is must for a competent deck officer for the safety of the ship’s property and personnel.

In a container ship, a stowage plan is prepared as per the container to be discharge and loaded on a particular port along with the tanks condition i.e. mass carried by the ship other than cargo. This is done to maintain the stability of the ship at all times. Chief Officer of the ship is responsible for safe and secure stowage of the cargo on ships.

Objectives when cargo is stowed in the ship –

1. To protect the ship.
2. To protect the cargo.
3. To obtain the maximum use of the available capacity of the ship.
4. To provide for rapid and systematic discharging and loading.
5. To provide for the safety of crew and shore men at all times.

Points to remember when loading cargo container on ships:

• Over stowage should be avoided and cargo planning to be done as per the latest cargo, i.e. cargo for a later port should not be placed over that of an earlier port.
• Loading conditions must be calculated for intact stability, shearing force, bending moment, torsion moment, trim and draft etc. Torsion moment, bending moment and shear force values must not exceed 100% at any time.
• The IMO visibility line should be taken care of when planning the stowage of containers on deck.
• The stowage of IMDG containers to be done as per ships Document of compliance with the special requirements for ships carrying dangerous goods
• The GM value is affected (increases/decreases) by means of stowing light containers on top of heavy containers respectively and vice-versa.
• GM is the also known as Metacentric height which is the distance between the centre of gravity of the ship and its metacentre. The GM is responsible for deciding the stability factor of the ship.
• In a low GM situation, it is preferable for light containers to be stowed on top.
• However, usually the GM values for ship are high and stowing light containers on top of heavy ones will only increase GM leading to a “stiff” ship with short rolling periods, which increases the stresses on the lashing.
• In this situation, it is preferable for the heavy containers to be loaded on top but with due regard to lashing stresses and staking weight.

Out of Gauge or OOG Containers:

• OOG containers are the ones for which standard lashing equipment and procedures cannot be applied.
• OOG should not be stored in outboard rows in order to prevent the OOG cargo from falling overboard if lashings break.
• Stowage of OOG on deck in the foremost bay is never permitted. If possible stowage of OOG on deck of the second most forward bay also to be avoided.
• The main thing is to check the lashing of the OOG cargo as the stevedores lash them after loading. The OOG cargo should be secured properly and it should be ensured that the OOG cargo won’t shift or break loose.

Transversal Lashing System:

• If only twistlocks are used, during rolling a horizontal force is exerted on the twistlocks especially the lowest one which bears the maximum force of the entire stack load.
• This could cause the twistlocks to give way or the deck to be ripped off.
• The transversal lashing system solves a lot of these problems when used in certain types of vessels.
• The principle of this system is to transmit all horizontal forces arising from ship’s rolling at a reinforced part of the ship’s structure.
• A transverse lashing element is then wedged between the container block and the ship’s structure at the level of the corner fittings of the upper tiers on port and stbd side.
• These transverse elements absorb the horizontal forces generated by the container.
• Transversal elements can be pressure or tension pressure type.
• If tension-pressure type is used on each side, the horizontal force is split into two and each element bears half the force, one pulling the container block and the other pushing it.
• This keeps the force on the corner fittings within limits.
• However, where the horizontal forces are not large, pressure elements can be used wherein the one on which side the roll is, bears the full force, while the other remains idle.
• The arrangement of transverse elements may vary according to the number of tiers and slacks and the availability of strong support in the ship’s structure such as decks, hatch coamings, frames or longitudinal.
• However a suitable distribution of forces must be achieved.
• The foundations for the transversal elements should be preferable be of the flush type so that loading/ unloading operations are not hindered and the ability to load other types of cargoes is not compromised.
• The distance between the container block and the hull structure must be reasonably small (within 1.5m), if not the size of the transverse elements will make them difficult to handle.
• Large elements element may sometimes be permanently suspended instead of being removable which allows for better handling.

Container Code (CSC):

The technical requirements placed on containers are enshrined in the “International Convention for Safe Containers” or CSC. Prepared under the auspices of IMO, CSC makes it obligatory for the owners of containers to follow ISO standards which govern safety – specifications & testing.

The aim of the Convention is to achieve the highest possible level of safety of human life in the handling, stacking and transporting of containers. The Convention applies to all containers used for international transport, except containers developed especially for air travel.

Annex II of the CSC gives examples of structural safety requirements and tests:-

Every contracting state must ensure that effective procedures are put in place to enforce the regulations in Annex I of the Convention. This Annex sets out regulations for the testing, inspection, approval and maintenance of containers. However, the text of the Convention does allow duly authorized organizations to be entrusted with all these tasks, other than maintenance. In many countries, the national classification societies are entrusted with these tasks, e.g. Germanischer Lloyd in Germany.

 
A Safety Approval Plate must be permanently affixed to every container at a readily visible place, where it cannot be easily damaged.

Annex I to the International Convention for Safe Containers” (CSC) sets out regulations for the testing, inspection, approval and maintenance of containers. Regulation 1 deals with the Safety Approval Plate. Point 1 makes the following statements:

CSC Plate

The Plate shall contain the following information in at least the English or French language:

• “CSC SAFETY APPROVAL”.
• Country of approval and approval reference.
• Date (month and year) of manufacture.
• Manufacturer’s identification number of the container.
• Maximum operating gross weight (kilograms and lbs).
• Allowable stacking weight for 1.8 g (kilograms and lbs).
• Transverse racking test load value.

The Safety Approval Plate … shall take the form of a permanent, non-corrosive, fire-proof rectangular plate measuring not less than 200 mm by 100 mm. The words “CSC Safety Approval” of a minimum letter height of 8 mm and all other words and numbers of a minimum height of 5 mm shall be stamped into, embossed on or indicated on its surface in any other permanent and legible way.

• Country of Approval and Approval Reference is in this case the USA, the certifier is AB, standing for the American Bureau of Shipping, the reference is 745.
• Date (month and year) of manufacture is year: 1998 and month: September (stated according to ISO standard as 98-9) 
• Manufacturer’s identification number of the container is JDK …and so on.
• Maximum operating gross weight (kilograms and lbs) is stated
  as 24,000 KGS and 52,910 LBS (i.e. pounds). According to the original DIN/ISO standards, the maximum total mass for a 20′ container is 20,320 kg. In the example it is therefore higher, which is not uncommon these days. Containers with a markedly higher total weight are available.
• Allowable stacking weight for 1.8 g (kilograms and lbs) According to ISO standards, fully loaded containers must be stackable 6 high. The container given by way of example may be stacked 8 high (192,000 kg ÷ 24,000 kg = 8).
• Transverse racking test load value. In this instance, this value is 15,240 KGS or 33,600 LBS.

A blank space should be reserved on the Plate for insertion of end and/or side-wall strength values (factors). A blank space should also be reserved on the Plate for first and subsequent maintenance examination dates (month and year) when used.

The CSC Safety Approval Plates illustrated above do not carry these details. With good reason, since the regulations subsequently state:

End Wall Strength to be indicated on plate only if end walls are designed to withstand a load of less or greater than 0.4 times the maximum permissible payload, i.e. 0.4 P.

Side Wall Strength to be indicated on plate only if the side walls are designed to withstand a load of less or greater than 0.6 times the maximum permissible payload, i.e. 0.6 P.

Positioning of data on the Safety Approval Plate

“A blank space should also be reserved on the CSC Plate for first and subsequent maintenance examination dates (month and year) when used.“

In the example illustrated, this blank space has been left not at the bottom but on the right of the other required data (see arrow). This is common practice.

In the “International Convention for Safe Containers”, Regulation 2 of Annex I deals with maintenance, and reads as follows:

The owner of the container shall be responsible for maintaining it in safe condition.

The owner of an approved container shall examine the container or have it examined in accordance with the procedure either prescribed or approved by the Contracting Party concerned, at intervals appropriate to operation conditions. The date (month and year) before which a new container shall undergo its first examination shall be marked on the Safety Approval Plate.

The date (month and year) before which the container shall be re-examined shall be clearly marked on the container on or as close as practicable to the Safety Approval Plate and in a manner acceptable to that Contracting Party which prescribed or approved the particular maintenance procedure involved.

The interval from the date of manufacture to the date of the first examination shall not exceed five years. Subsequent examination of new containers and re-examination of existing containers shall be at intervals of not more than 24 months. All examinations shall determine whether the container has any defects which could place any person in danger.

For some years now, owners have in most cases been responsible for examining their own containers. Regulators have provided for this by establishing an “Approved Continuous Examination Program“, in which owners participate. The ACEP is a recognized repair and maintenance system providing for regular examinations and servicing. To participate actively in this program, it is necessary to register with the competent authorities. Registration is indicated on the container. The owner has then to take responsibility for the necessary inspections and the date for re-examination need no longer be indicated on the CSC plate.

 A valid ACEP renders it unnecessary to indicate a next examination date.

Factors to be considered for Preparing a Container Loading Plan:

As a deck officer, the main responsibilities are safe navigation of ship and safe cargo handling and stowage. As the rank or responsibility of the deck officer rises, the cargo handling and stowage knowledge is must for a competent deck officer for the safety of the ship’s property and personnel.

In a container ship, a stowage plan is prepared as per the container to be discharge and loaded on a particular port along with the tanks condition i.e. mass carried by the ship other than cargo. This is done to maintain the stability of the ship at all times. Chief Officer of the ship is responsible for safe and secure stowage of the cargo on ships.

Objectives when cargo is stowed in the ship –

1. To protect the ship.
2. To protect the cargo.
3. To obtain the maximum use of the available capacity of the ship.
4. To provide for rapid and systematic discharging and loading.
5. To provide for the safety of crew and shore men at all times.

Points to remember when loading cargo container on ships:

Over stowage should be avoided and cargo planning to be done as per the latest cargo, i.e. cargo for a later port should not be placed over that of an earlier port.

Loading conditions must be calculated for intact stability, shearing force, bending moment, torsion moment, trim and draft etc. Torsion moment, bending moment and shear force values must not exceed 100% at any time.

The IMO visibility line should be taken care of when planning the stowage of containers on deck.

The stowage of IMDG containers to be done as per ships Document of compliance with the special requirements for ships carrying dangerous goods

The GM value is affected (increases/decreases) by means of stowing light containers on top of heavy containers respectively and vice-versa.

GM is the also known as Metacentric height which is the distance between the centre of gravity of the ship and its metacentre. The GM is responsible for deciding the stability factor of the ship.

In a low GM situation, it is preferable for light containers to be stowed on top.

However, usually the GM values for ship are high and stowing light containers on top of heavy ones will only increase GM leading to a “stiff” ship with short rolling periods, which increases the stresses on the lashing.

In this situation, it is preferable for the heavy containers to be loaded on top but with due regard to lashing stresses and staking weight.

Out of Gauge or OOG Containers:-

OOG containers are the ones for which standard lashing equipment and procedures cannot be applied.

OOG should not be stored in outboard rows in order to prevent the OOG cargo from falling overboard if lashings break.

Stowage of OOG on deck in the foremost bay is never permitted. If possible stowage of OOG on deck of the second most forward bay also to be avoided;the main thing is to check the lashing of the OOG cargo as the stevedores lash them after loading. The OOG cargo should be secured properly and it should be ensured that the OOG cargo won’t shift or break loose.

Design & Construction Requirements:

• The general design and construction requirements of this sub-section are deemed to be met if the bulk container complies with the requirements of ISO 1496-4:1991 “Series 1 Freight containers – Specification and testing – Part 4: Non pressurized containers for dry bulk” and the container is siftproof.
• Containers designed and tested in accordance with ISO 1496-1:1990 “Series 1 Freight containers – Specification and testing – Part 1: General cargo containers for general purposes” shall be equipped with operational equipment which, including its connection to the container, is designed to strengthen the end walls and to improve the longitudinal restraint as necessary to comply with the test requirements of ISO 1496- 4:1991 as relevant.
• Bulk containers shall be siftproof. Where a liner is used to make the container siftproof it shall be made of a suitable material. The strength of material used for, and the construction of, the liner shall be appropriate to the capacity of the container and its intended use. Joins and closures of the liner shall withstand pressures and impacts liable to occur under normal conditions of handling and carriage. For ventilated bulk containers any liner shall not impair the operation of ventilating devices.
• The operational equipment of bulk containers designed to be emptied by tilting shall be capable of withstanding the total filling mass in the tilted orientation.
• Any movable roof or side or end wall or roof section shall be fitted with locking devices with securing devices designed to show the locked state to an observer at ground level.

Non-standardized Stowage & Securing:-

• Chapter 5 of “Code of Safe Practice for Cargo Stowage and Securing” and the annexes provide advice of a general nature for the stowage and securing of cargoes not covered by chapters 3 and 4 of this Code and particularly specific advice for the stowage and securing of cargoes which have proved to be difficult to stow and secure on board ships.
• The list of cargoes given in 5.3 should not be regarded as exhaustive, as there may be other cargoes which could create hazards if not properly stowed and secured.

Equivalent Stowage & Securing:-

The guidance given in the annexes provides for certain safeguards against the problems inherent in the cargoes covered. Alternative methods of stowage and securing may afford the same degree of safety. It is imperative that any alternative method chosen should provide a level of securing safety at least equivalent to that described in the resolutions, circulars and guidelines listed in the foreword to this Code.

Cargoes which have proved to be a potential source of danger.

Such Cargoes include:

1. Containers when carried on deck of ships which are not specially designed and fitted for the purpose of carrying containers (annex 1);
2. Portable tanks (tank-containers) (annex 2);
3. Portable receptacles (annex 3);
4. Special wheel-based (rolling) cargoes (annex 4);
5. Heavy cargo items such as locomotives, transformers, etc. (annex 5);
6. Coiled sheet steel (annex 6);
7. Heavy metal products (annex 7);
8. Anchor chains (annex 8);
9. Metal scrap in bulk (annex 9);
10. Flexible intermediate bulk containers (FIBCs) (annex 10);
11. Logs in under-deck stow (annex 11); and
12. Unit loads (annex 12).

Securing Arrangements of Rolled Steel & Steel Coils:-

Normally, coils of sheet steel have a gross mass in excess of 10 tonnes each.

Coils:-

• Coils should be given bottom stow and, whenever possible, be stowed in regular tiers from side to side of the ship.
• Coils should be stowed on dunnage laid athwart ships. Coils should be stowed with their axes in the fore-and-aft direction. Each coil should be stowed against its neighbor. Wedges should be used as stoppers when necessary during loading and discharging to prevent shifting.

• The final coil in each row should normally rest on the two adjacent coils. The mass of this coil will lock the other coils in the row.
• If it is necessary to load a second tier over the first, then the coils should be stowed in between the coils of the first tier (figure 9).
• Any void space between coils in the topmost tier should be adequately secured (figure 10).

Lashings:-

• The objective is to form one large, immovable block of coils in the hold by lashing them together. In general, strip coils in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils, group-lashing should not be applied due to their fragile nature; the end row of a top tier should be secured by dunnage and wires, which are to be tightened from side to side, and by additional wires to the bulkhead. When coils are fully loaded over the entire bottom space and are well shored, no lashings are required except for locking coils.
• The lashings can be of a conventional type using wire, steel band or any equivalent means.

• Conventional lashings should consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to retighten the lashings during the voyage (figures 12 and 13).
• Wire lashings should be protected against damage from sharp edges.
• If there are few coils, or a single coil only, they should be adequately secured to the ship, by placing them in cradles, by wedging, or by shoring and then lashing to prevent transverse and longitudinal movement.
• Coils carried in containers, railway wagons and road vehicles should be stowed in cradles or specially made beds and should be prevented from moving by adequate securing.

Safe stowage and securing of containers on deck of ships which are not specially designed and fitted for the purpose of carrying containers:-

Stowage

• Containers carried on deck or on hatches of such ships should preferably be stowed in the fore-and-aft direction.
• Containers should not extend over the ship’s sides. Adequate supports should be provided when containers overhang hatches or deck structures.
• Containers should be stowed and secured so as to permit safe access for personnel in the necessary operation of the ship.
• Containers should at no time overstress the deck or hatches on which they are stowed.
• Bottom-tier containers, when not resting on stacking devices, should be stowed on timber of sufficient thickness, arranged in such a way as to transfer the stack load evenly on to the structure of the stowage area.
• When stacking containers, use should be made of locking devices, cones, or similar stacking aids, as appropriate, between them.
• When stowing containers on deck or hatches, the position and strength of the securing points should be taken into consideration.

Securing

• All containers should be effectively secured in such a way as to protect them from sliding and tipping. Hatch covers carrying containers should be adequately secured to the ship.
• Containers should be secured using one of the three methods recommended in figure 1 or methods equivalent thereto.
• Lashings should preferably consist of wire ropes or chains or material with equivalent strength and elongation characteristics.
• Timber shoring should not exceed 2 m in length.
• Wire clips should be adequately greased, and tightened so that the dead end of the wire is visibly compressed (figure 2).
• Lashings should be kept, when possible, under equal tension.

Steps to be taken as per Timber Code prior to Loading & during Timber Deck Cargo:

Prior to loading:

• A pre-stow plan should be made carefully after considering all the available information (w.r.t. to the hold dimensions, cargo gear limitations & cargo dimensions), to allow the maximum utilization of the available space; the better the under-deck stowage, the more cargo can safely be carried on deck.
• The cargo spaces and related equipment should be examined to check for damages & repairs effected in an appropriate manner.
• The bilge suction screens should be examined to ensure they are clean, effective and properly maintained to prevent the admission of debris into the bilge piping system.
• The bilge wells should be free of extraneous material such as wood bark and wood splinters.
• Side sparring, pipe guards, etc., designed to protect internal hull members should be in place.
• The Master should ensure that the opening and closing of any high ballast dump valves (TST o’board v/vs) are properly logged. The Master should ensure that the dump valves are properly monitored to preclude (prevent) the accidental readmission of water into these tanks. Leaving these tanks open to the sea, could lead to an apparently inexplicable list, a shift of deck cargo, and potential capsize.

During Loading Operations:

• Each lift of logs should be hoisted aboard the ship in close proximity to the ship to minimize any potential swinging of the lift.
• The possibility of damage to the ship and the safety of those who work in the cargo spaces should be considered. The logs should not be swinging when lowered into the space. The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently resting the load against the inside of the coaming, or on it, prior to loading.
• The logs should be stowed compactly, thereby eliminating as many voids as is practicable. The heaviest logs should be loaded first into the cargo spaces.
• Logs should generally be stowed compactly in a fore and aft direction, any remaining void spaces  should be filled with logs stowed athwartships so as to fill in the void across the breadth of the space as completely as the length of the logs permits.
• Athwartship voids should be filled tier by tier as loading progresses.
• Extreme pyramiding of logs should be avoided to the greatest extent possible.
• If the breadth of the space is greater than the breadth of the hatch opening, pyramiding may be avoided by sliding fore and aft loaded logs into the ends of the port and starboard space.
• This sliding of logs into the ends of the port and starboard side of the space should commence early in the loading process (after reaching a height of approximately 2 m above the inner bottom) and should continue throughout the loading process.
• A careful watch by ship’s personnel should be maintained throughout the loading to ensure no structural damage occurs. Any damage which affects the seaworthiness of the ship should be repaired.
• When the logs are stowed to a height of about 1 m below the forward or aft athwartship hatch coaming, the size of the lift of logs should be reduced to facilitate stowing of the remaining area and logs in the hatch coaming area should be stowed as compactly as possible to maximum capacity.

After Loading:-

The ship should be thoroughly examined to ascertain its structural condition. Bilges should be sounded to verify the ship’s watertight integrity.

During the Voyage:

• The ship’s heeling angle and rolling period should be checked, in a seaway, on a regular basis. Wedges, wastes, hammers and portable pump, if provided, should be stored in an easily accessible place.
• The Master or a responsible officer should ensure that it is safe to enter an enclosed space by:
  • Ensuring that the space has been thoroughly ventilated by natural or mechanical means, testing the atmosphere of the space at different levels for oxygen deficiency and harmful vapour where suitable instruments are available.
  • Requiring self-contained breathing apparatus to be worn by all persons entering the space where there is any doubt as to the adequacy of ventilation or testing before entry.

Special Requirements For Ships Assigned Timber Freeboards:-

Construction of Ship

Superstructure

(1) Ships shall have a forecastle of at least standard height and a length of at least 0.07 L. In addition, if the ship is less than 100 metres (328 feet) in length, a poop of at least standard height, or a raised quarter-deck with either a deckhouse or a strong steel hood of at least the same total height shall be fitted aft.

Double Bottom Tanks

(2) Double bottom tanks where fitted within the midship half-length of the ship shall have adequate watertight longitudinal subdivision.

Bulwarks

(3) The ship shall be fitted either with permanent bulwarks at least 1 metre (391/2 inches) in height, specially stiffened on the upper edge and supported by strong bulwark stays attached to the deck and provided with necessary freeing ports, or with efficient rails of the same height and of specially strong construction.

• Every lashing should pass over the timber deck cargo and be shackled to eyeplates suitable and adequate for the intended purpose and efficiently attached to the deck stringer plate. They should be in contact with the timber deck cargo throughout its full height.
• All lashings and components used for securing should possess a breaking strength of not less than 13.6 T;
• Every lashing should be provided with a tightening device or system so placed that it can safely and efficiently operate when required. There should be a provision of slipping/quick release arrangement in each lashing (to facilitate jettisoning of cargo if need arises).
• Upon completion and after the initial securing, the tightening device or system should be left with not less than half the threaded length of screw or of tightening capacity available for future use.
• Every lashing should be provided with a device or an installation to permit the length of the lashing to be adjusted. (wire lashings to have a short length of chain attached).
• The spacing of the lashings should be such that the two lashings at each end of each length of continuous deck stow are positioned as close as practicable to the extreme end of the timber deck cargo.
• If wire rope clips are used to make a joint in a wire lashing:
  • They should be at least four in number, each spaced at intervals of not less than 15 cm.
  • The saddle portion of the clip should be applied to the live load segment and the U-bolt to the dead or shortened end segment.
  • They should be initially tightened so that they visibly penetrate into the wire rope and subsequently re-tightened after the lashing has been stressed.
• Greasing the threads of grips, clips, shackles and turnbuckles increases their holding capacity and prevents corrosion.

Shifting of timber deck cargo is due mainly to the following causes which may occur singly or together:

• Lashings becoming slack due to compaction of the cargo during the voyage, unsuitable devices for tightening the lashing system and/or inadequate strength of the lashings;
• Movement of the cargo across the hatch covers due to insufficient friction, particularly in ice and snow;
• Inadequate strength of the uprights due to poor material properties and/or excessive forces;
• Heavy rolling or pitching of the ship;
• Impact from heavy seas.

Personnel Protection and Safety Devices on Timber Ships:-

1. Suitable protective clothing and equipment, such as studded boots or studded overshoes and hard hats, should be provided for the protection of crew members and workers involved in loading, securing or discharging operations.
2. During the course of the voyage, if there is no convenient passage for the crew on or below the deck of the ship giving safe means of access from the accommodation to all parts used in necessary working of the ship, guard lines or rails, not more than 330 mm apart vertically, should be provided on each side of the deck cargo to a height of at least 1 m above the cargo. In addition, a lifeline, preferably wire rope, set up taut with a tightening device should be provided as near as practicable to the centreline of the ship. The stanchion supports to all guard rails or lifelines should be spaced so as to prevent undue sagging. Where the cargo is uneven, a safe walking surface of not less than 600 mm in width should be fitted over the cargo and effectively secured beneath, or adjacent to, the lifeline.
3. Fencing or means closing should be provided for all openings in the stow such as at masthouses, winches, etc.
4. Where uprights are not fitted or where alternatives to the provisions of subsection 5.2 are permitted, a walkway of substantial construction should be provided having an even walking surface and consisting of two fore and aft sets of guard lines or rails about 1 m apart, each having a minimum of three courses of guard lines or rails to a height of not less than 1 m above the walking surface. Such guard lines or rails should be supported by rigid stanchions spaced not more than 3 m apart and lines should be set up taut by tightening devices.
5. As an alternative to 5.2, 5.3 and 5.3, a lifelines, preferably wire rope, may be erected above the timber deck cargo such that a crew member equipped with a fall protection system can hook onto and walk about the timber deck cargo. The lifeline should be:
   • erected about 2 m above the timber deck cargo as near as practicable to the centreline of the ship;
   • stretched sufficiently taut with a tightening device to support a fallen crew member without collapse or failure.
6. Properly constructed ladders, steps or ramps fitted with guard lines or handrails should be provided from the top of the cargo to the deck, and in other cases where the cargo is stepped, in order to provide reasonable access.
7. Personnel safety equipment referred to in this chapter should be kept in an easily accessible place.

Stowage and Securing of Cargoes as per Timber Code:

Stowage:-

The basic principle for the safe carriage of timber deck cargo is to make the stow as solid, compact and stable as practicable. The purpose of this is to:

prevent movement in the stow which could cause the lashings to slacken;

produce a binding effect within the stow; and

reduce to a minimum the permeability of the stow.

Openings in the deck exposed to weather over which cargo is stowed should be securely closed and battened down. The ventilators and air pipes should be effectively protected⁽¹⁹⁾.

Deck cargo should be stowed so that access is provided to and from designated escape routes and spaces essential to operation of the vessel, such as machinery spaces and crew’s quarters, as well as to safety equipment, fire-fighting equipment and sounding pipes⁽¹⁸⁾. It should not interfere in any way with the navigation and necessary work of the ship.

When cargo is loaded voids may occur in the stow between packages as well as between bulwarks or gantry crane rails, etc., and other fixed constructions such as the hatch coaming.

Care should be taken to avoid the creation of voids or open spaces when loading cargo. Voids, where created, should be filled with loose timber or blocked by vertical H-frames with required strength to avoid cargo shifting. The MSL for double H-frames of different widths and dimensions are given in the table below. The values apply to H-frames made of sound softwood timber without knots.

MSL (maximum secure load) of H-frames for different dimensions

• Timber deck cargo which substantially overhangs (one-third of the package length) hatch coamings or other structures in the longitudinal direction, should be supported at the outer end by other cargo stowed on deck or railing or equivalent structure of sufficient strength to support it.
• For ships assigned and making use of a timber load line, additional practices apply in accordance with the applicable Load Lines Convention(19).

Securing:-

• One or more of the following principal methods may be used to secure timber deck cargoes, by themselves or in combination with each other:

1) Different types of lashing arrangements.

2) Bottom blocking of the base tier in combination with lashing arrangements;

3) Blocking over the full height of the cargo by, e.g. uprights alternatively complemented by lashing arrangements;

4) Frictional securing, taking into account scientific research and appropriate weather and voyage criteria; and

5) Other practical securing enhancement, (taking into account appropriate weather and voyage criteria), such as:

a) non slip paints on hatch covers;

b) liberal use of dunnage in the stow to shore and bridge gaps;

c) double lashing in exposed areas; and .4 consideration given to the use of locking tiers.

• Securing arrangements used should be designed in accordance with Part B and documented in accordance with section 2.13 of this Code.
• Lashings:-
  • Different lashing arrangements are described in Part B of this Code.
  • The following three types of lashing equipment with different strength and elongation characteristics are most frequently used for securing timber deck cargoes. Individual suitability should be determined by such factors as ship type, size and area of operation, and as described in this Code and as prescribed in the cargo securing manual:
    • chain lashings;
    • wire lashings; and
    • Fabricated web lashings.

• Open hooks, which may loosen if the lashing becomes slack, should not be used in securing arrangements for timber deck cargoes. Web lashing should not be used in combination with chain or wire lashing.
• The appropriate safety factors for the different types of equipment are described in Annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code).
• All lashing equipment should be visually examined according to the instruction in the cargo securing manual before use and only equipment fit for purpose should be used for securing of timber deck cargoes.
• The necessary pre-tension in the lashings used should be maintained throughout the voyage. It is of paramount importance that all lashings be carefully examined and tightened at the beginning of the voyage as the vibration and working of the ship will cause the cargo to settle and compact. They should be further examined at regular intervals during the voyage and tightened as necessary.
• Entries of all examinations and adjustments to lashings should be made in the ship’s logbook.
• Slip hooks or other appropriate methods may be used for quick and safe adjustment of lashings. Pelican hooks, when used, should be moused.
• Corner protectors should be used to prevent lashings from cutting into the cargo and to protect lashings from sharp corners. The latter especially applies to fabricated web lashings.
• Every lashing should be provided with a tightening device or system so placed that it can safely and efficiently operate when required.

Grain Securing Methods:-

Following are the recommended methods for securing grain as per International Grain Code to reduce Grain Heeling Moments on ship.

1. Shifting boards (Filled/partly filled)
2. Saucers (Filled)
3. Bundling of bulk grain (Filled)
4. Overstowing arrangements (Filled/partly filled)
5. Strapping or lashing (Filled/partly filled)
6. Feeders (Filled)
7. Securing with wire mesh (Filled/partly filled)

1) Shifting boards (Filled/partly filled)

• Longitudinal divisions (called shifting board), which must be grain tight may be fitted in both “filled” and “partly filled compartments”.
• In “filled compartments, they must extend downwards from the underside of the deck or hatchcovers, to a distance below the deckline of at least one-eighth the breadth of the compartment, or at least 0.6m below the surface of the grain after it has been assumed to shift through an angle of 15^O.
• In a “partly filled compartment’, the division, should extend both above and below the level of grain, to a distance of one-eighth the breadth of the compartment.

2) Saucers (Filled)

• For the purpose of reducing the heeling moment a saucer may be used in place of a longitudinal division in way of a hatch opening only in a filled, trimmed, compartment as defined in A 2.2, except in the case of linseed and other seeds having similar properties, where a saucer may not be substituted for a longitudinal division. If a longitudinal division is provided, it shall meet the requirements of A 10.9.
• The depth of the saucer, measured from the bottom of the saucer to the deck line, shall be as follows:
  • For ships with a moulded breadth of up to 9.1 m, not less than 1.2 m.
  • For ships with a moulded breadth of 18.3 m or more, not less than 1.8 m.
  • For ships with a moulded breadth between 9.1 m and 18.3 m, the minimum depth of the saucer shall be calculated by interpolation.
• The top (mouth) of the saucer shall be formed by the underdeck structure in way of the hatchway, i.e. hatch side girders or coamings and hatch end beams. The saucer and hatchway above shall be completely filled with bagged grain or other suitable cargo laid down on a separation cloth or its equivalent and stowed tightly against adjacent structure so as to have a bearing contact with such structure to a depth equal to or greater than one half of the depth specified in A 14.2. If hull structure to provide such bearing surface is not available, the saucer shall be fixed in position by steel wire rope, chain, or double steel strapping as specified in A 17.1.4 and spaced not more than 2.4 m apart.

3) Bundling of bulk grain (Filled)

As an alternative to filling the saucer in a filled, trimmed, compartment with bagged grain or other suitable cargo a bundle of bulk grain may be used provided that:

1. The dimensions and means for securing the bundle in place are the same as specified for a saucer in A 14.2 and A 14.3.
2. The saucer is lined with a material acceptable to the Administration having a tensile strength of not less than 2,687 N per 5 cm strip and which is provided with suitable means for securing at the top.
3. As an alternative to A 15.2, a material acceptable to the Administration having a tensile strength of not less than 1,344 N per 5 cm strip may be used if the saucer is constructed as follows:

3.1. Athwartship lashings acceptable to the Administration shall be placed inside the saucer formed in the bulk grain at intervals of not more than 2.4 m. These lashings shall be of sufficient length to permit being drawn up tight and secured at the top of the saucer.

3.2. Dunnage not less than 25 mm in thickness or other suitable material of equal strength and between 150 mm and 300 mm in width shall be placed fore and aft over these lashings to prevent the cutting or chafing of the material which shall be placed thereon to line the saucer.

• The saucer shall be filled with bulk grain and secured at the top except that when using material approved under A 15.3 further dunnage shall be laid on top after lapping the material before the saucer is secured by setting up the lashings.
• If more than one sheet of material is used to line the saucer they shall be joined at the bottom either by sewing or by a double lap.
• The top of the saucer shall be coincidental with the bottom of the beams when these are in place and suitable general cargo or bulk grain may be placed between the beams on top of the saucer.

4) Overstowing arrangements (Filled/partly filled)

• Where bagged grain or other suitable cargo is utilized for the purpose of securing partly filled compartments, the free grain surface shall be level and shall be covered with a separation cloth or equivalent or by a suitable platform. Such platform shall consist of bearers spaced not more than 1.2 m apart and 25 mm boards laid thereon spaced not more than 100 mm apart. Platforms may be constructed of other materials provided they are deemed by the Administration to be equivalent.
• The platform or separation cloth shall be topped off with bagged grain tightly stowed and extending to a height of not less than one sixteenth of the maximum breadth of the free grain surface or 1.2 m, whichever is the greater.
• The bagged grain shall be carried in sound bags which shall be well filled and securely closed.
• Instead of bagged grain, other suitable cargo tightly stowed and exerting at least the same pressure as bagged grain stowed in accordance with A 16.2 may be used.

5) Strapping or lashing (Filled/partly filled)

When, in order to eliminate heeling moments in partly filled compartments, strapping or lashing is utilized, the securing shall be accomplished as follows:

• The grain shall be trimmed and levelled to the extent that it is very slightly crowned and covered with burlap separation cloths, tarpaulins or the equivalent.
• The separation cloths and/or tarpaulins shall overlap by at least 1.8 m.
• Two solid floors of rough 25 mm x 150 mm to 300 mm lumber shall be laid with the top floor running longitudinally and nailed to an athwartships bottom floor. Alternatively, one solid floor of 50 mm lumber, running longitudinally and nailed over the top of a 50 mm bottom bearer not less than 150 mm wide, may be used. The bottom bearers shall extend the full breadth of the compartment and shall be spaced not more than 2.4 m apart. Arrangements utilizing other materials and deemed by the Administration to be equivalent to the foregoing may be accepted.
• Steel wire rope (19 mm diameter or equivalent), double steel strapping (50 mm x 1.3 mm and having a breaking load of at least 49 kN), or chain of equivalent strength, each of which shall be set tightly by means of a 32 mm turnbuckle, may be used for lashings. A winch tightener, used in conjunction with a locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is used, provided suitable wrenches are available for setting up as necessary. When steel strapping is used, not less than three crimp seals shall be used for securing the ends. When wire is used, not less than four clips shall be used for forming eyes in the lashings.
• Prior to the completion of loading the lashing shall be positively attached to the framing at a point approximately 450 mm below the anticipated final grain surface by means of either a 25 mm shackle or beam clamp of equivalent strength.
• The lashings shall be spaced not more than 2.4 m apart and each shall be supported by a bearer nailed over the top of the fore and aft floor. This bearer shall consist of lumber of not less than 25 mm x 150 mm or its equivalent and shall extend the full breadth of the compartment.
• During the voyage the strapping shall be regularly inspected and set up where necessary.

6) Feeders (Filled)

• It may be assumed that under the influence of ship motion underdeck voids will be substantially filled by the flow of grain from a pair of longitudinal feeders provided that:
  • Bullet the feeders extends for the full length of the deck and that the perforations therein are adequately spaced.
  • Bullet the volume of each feeder is equal to the volume of the underdeck void outboard of the hatchside girder and its continuation.

7) Securing with wire mesh (Filled/partly filled)

When, in order to eliminate grain heeling moments in partly filled compartments, strapping or lashing is utilized, the securing may, as an alternative to the method described in A 17, be accomplished as follows:

• The grain shall be trimmed and levelled to the extent that it is very slightly crowned along the fore and aft centreline of the compartment.
• The entire surface of the grain shall be covered with burlap separation cloths, tarpaulins, or the equivalent. The covering material shall have a tensile strength of not less than 1,344 N per 5 cm strip.
• Two layers of wire reinforcement mesh shall be laid on top of the burlap or other covering. The bottom layer is to be laid athwartships and the top layer is to be laid longitudinally. The lengths of wire mesh are to be overlapped at least 75 mm. The top layer of mesh is to be positioned over the bottom layer in such a manner that the squares formed by the alternate layers measure approximately 75 mm x 75 mm. The wire reinforcement mesh is the type used in reinforced concrete construction. It is fabricated of 3 mm diameter steel wire having a breaking strength of not less than 52 kN/cm2 welded in 150 mm x 150 mm squares. Wire mesh having mill scale may be used but mesh having loose, flaking rust may not be used.
• The boundaries of the wire mesh, at the port and starboard side of the compartment, shall be retained by wood planks 150 mm x 50 mm.
• Hold-down lashings, running from side to side across the compartment, shall be spaced not more than 2.4 m apart except that the first and the last lashing shall not be more than 300 mm from the forward or after bulkhead, respectively. Prior to the completion of the loading, each lashing shall be positively attached to the framing at a point approximately 450 mm below the anticipated final grain surface by means of either a 25 mm shackle or beam clamp of equivalent strength. The lashing shall be led from this point over the top of the boundary plank described in A 18.1.4, which has the function of distributing the downward pressure exerted by the lashing. Two layers of 150 mm x 25 mm planks shall be laid athwartships centred beneath each lashing and extending the full breadth of the compartment.
• The hold-down lashings shall consist of steel wire rope (19 mm diameter or equivalent), double steel strapping (50 mm x 1.3 mm and having a breaking load of at least 49 kN), or chain of equivalent strength, each of which shall be set tight by means of a 32 mm turnbuckle. A winch tightener, used in conjunction with a locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is used, provided suitable wrenches are available for setting up as necessary. When steel strapping is used, not less than three crimp seals shall be used for securing the ends. When wire rope is used, not less than four clips shall be used for forming eyes in the lashings.
• During the voyage the hold-down lashings shall be regularly inspected and set up where necessary.

Code of Safe Practice for Carriage of Grain:

• SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo ship carrying grain must hold a Document of Authorization as required by the “International Grain Code”, and for the purposes of regulation 9, the requirements of the Code should be treated as mandatory. A ship without a Document of Authorization must not load grain until the master satisfies the flag State Administration, or the SOLAS Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with the requirements of the International Grain Code in its proposed loaded condition (regulation 9.2).
• The International Code for the Safe Carriage of Grain in Bulk is commonly called the “International Grain Code” was adopted by the IMO Maritime Safety Committee by resolution MSC.23(59). It applies to ships regardless of size, including those of less than 500gt, engaged in the carriage of grain in bulk, to which part C of chapter VI of the 1974 SOLAS Convention, as amended, applies (A 1.1).
• Grain Code defines “grain” as including wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behaviour is similar to that of grain in its natural state .
• A Document of Authorization must be issued by or on behalf of the flag State Administration for every ship loaded in accordance with the Code, and must be accepted as evidence that the ship is capable of complying with the Code (A 3.1).
• The Document of Authorization must accompany or be incorporated into the Grain Loading Manual provided to enable the master to meet the requirements of A 7 (A 3.2). The Manual must meet the requirements of A 6.3 (A 3.2).
• The Document of Authorization, grain loading stability data and associated plans may be in the official language or languages of the issuing country. If the language used is neither English nor French, the text must include a translation into either English or French.
• A copy of the Document of Authorization, grain loading stability data and associated plans must be placed on board so that the master, if required, may produce them for inspection by the SOLAS Contracting Government at the loading port (A 3.4).
• The flag State Administration, or a SOLAS Contracting Government on its behalf, may exempt individual ships or classes of ship from particular requirements of the Code if it considers that the sheltered nature and conditions of the voyage are such as to render their application unreasonable or unnecessary.
• Information in printed booklet form (i.e. a Grain Loading Manual) must be provided to enable the master to ensure that the ship complies with the Code when carrying grain in bulk on an international voyage (A 6.1). Information to be in the booklet is listed in A 6.2 and A 6.3. The information in A 6.2 must be acceptable to the flag State Administration (or a Contracting Government on its behalf), while the information in A 6.3 must be approved by that body.
• A ship not having on board a Document of Authorisation issued in accordance with A 3 of the Code may be permitted to load bulk grain subject to certain conditions, one of which is that the total weight of the bulk grain does not exceed one third of the ship’s deadweight (A 9.1).

Stability Criteria for Ships with DOA:-

• A document of authorization shall be issued for every ship loaded in accordance with the regulations of this Code either by the Administration or an organization recognized by it or by a Contracting Government on behalf of the Administration. It shall be accepted as evidence that the ship is capable of complying with the requirements of these regulations.
• The document shall accompany or be incorporated into the grain loading manual provided to enable the master to meet the requirements of A7. The manual shall meet the requirements of A6.3.
• Such a document, grain loading stability data and associated plans may be drawn up in the official language of languages of the issuing country. If the language used is neither English nor French, the text shall include a translation into one of these languages.
• A copy of such a document, grain loading stability data and associated plans shall be placed on board in order that master, if so required, shall produce them for the inspection of the Contracting Government of the country of the port of loading.
• A ship without such a document of authorization shall not load grain until the master demonstrates to the satisfaction of the Administration, or of the Contracting Government of the port of loading acting on behalf of the Administration, that, in its loaded condition for the intended voyage, the ship complies with the requirements of this Code.
• EQUIVALENTS:- Where an equivalent accepted by the Administration in accordance with regulation I/5 of the International Convention for the Safety of Life at Sea, 1974, as amended, is used, particulars shall be included in the document of authorization or in the grain loading manual.
• EXEMPTIONS FOR CERTAIN VOYAGES:- The Administration, or a Contracting Government on behalf of the Administrations, may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any of the requirements of this Code unreasonable or unnecessary, exempt from particular requirements individual ships or classes of ships.
• INFORMATION REGARDING SHIP’S STABILITY AND GRAIN LOADING:-
  • Ship’s particulars;
  • Lightship displacement and the vertical distance from the intersection of the moulded base line and midship section to the center of gravity (KG).
  • Table of liquid free surface corrections;
  • Capacities and centers of gravity;
  • Curve or table of angle of flooding, where less than 40°, at all permissible displacements;
  • Curves or tables of hydrostatic properties suitable for the range of operating drafts; and
  • Cross curves of stability which are sufficient for the purpose of the requirements in A7 and which include curves at 12° and 40°.
• Information which shall be approved by the Administration:-
• Curves or tables of volumes, vertical centers of volumes, and assumed volumetric heeling moments for every compartment, filled or partly filled, or combination thereof, including the effects of temporary fittings;
• Tables or curves of maximum permissible heeling moments for varying displacements and varying vertical center of gravity to allow the master to demonstrate compliance with the requirement.
• This requirement shall apply only to ships the keels of which are laid on or after the entry into force of this Code.
• Details of the scantlings of any temporary fittings.
• Loading instructions in the form of notes summarizing the requirements of this Code.
• Typical loaded service departure and arrival conditions and where necessary intermediate worst service conditions*.

Stability Criteria for ships without DOA:

• Total weight of the bulk grain shall not exceed one third of the deadweight of the ship.
• All “filled compartments, trimmed” shall be fitted with centreline divisions extending, for the full length of such compartments, downwards from the underside of the deck or hatch covers to a distance below the deck line of at least one eighth of the maximum breadth of the compartment or 2.4 m whichever is the greater except that saucers constructed in accordance with A 14 of code may be accepted in lieu of a centreline division in and beneath a hatchway except in the case of linseed and other seeds having similar properties.
• All hatches to “filled compartments, trimmed” shall be closed and covers secured in place.
• All free grain surfaces in partly filled cargo space shall be trimmed level and secured in accordance with A 16, A 17 or A 18 of code.
• Throughout the voyage the metacentric height after correction for the free surface effects of liquids in tanks shall be 0.3 m.
• The master demonstrates to the satisfaction of the Administration or the Contracting Government of the port of loading on behalf of the Administration that the ship in its proposed loaded condition will comply with the requirements of this section.

Grain Loading Stability Booklet:

• Grain stability booklet help us determine the volumetric heeling moment due to grain shift, which we compare against the allowable heeling moment and we can find the heel angle and the the residual dynamical stability which should be less than 12^O and 0.075m*rad.
• But the actual intact stability of the ship is calculated with the stability booklet.
• Basically it is provided to calculate the heeling moment due to grain, which is a major hazard.
• Contents:-
• Instruction to the master
• Main particulars
• Definitions and conversion table
• Notes regarding grain stability calculation
  • Stability in general
  • Definition on grain
  • Grain heeling moments
  • Max. Allowable heeling moments
• Working example
  • How to check the stability of the vessel
• Tank and capacity information
• Loading conditions
• Grain shifting moments for cargo holds
• Max. Allowable grain heeling moment
• Extra calculation sheets

Basic principles of Safe Stowage & Securing of Cargoes:

• Improper stowage and securing of cargo is potentially hazardous to other cargoes as well as to the ship itself. Hence, all cargoes must be stowed in such a way that the ship and persons on board are not put at risk.
• Proper planning, execution and supervision are required for the safe stowage and securing of cargoes.
• Persons responsible for planning and supervision must have sound practical knowledge and be familiar with the contents of Cargo Securing Manual and its application.
• The stowage and securing of cargo must be done taking into account the most severe weather conditions expected from available data and past experience on the voyage.
• Ship-handling decisions by the Master regarding course and speed in bad weather should take into account the type and stowage position of the cargo and the securing arrangements.

Procedures for Preparation of Cargo holds for Carriage of Grain:

One of the most difficult and dangerous cargoes to carry in bulk are grain cargoes. Most grains have an angle of repose (slip angle) of about 20° from the horizontal, which means that if the ship rolls more than 20° the cargo will shift. Then this happens the ship will develop a large list, lying on her side and still rolling will obviously cause a greater shift of cargo which in turn will capsize the vessel. 
Most authorities therefore request that the master proves that his ship is capable of remaining stable even if the grain cargo shifts. This is done by the compiling of the Grain Loading Form which fully outlines the ships stability at the worse condition on passage.

Because grain cargoes are liable to shift, heavy emphasis is placed on the stability of ships that carry them. The main reason is the variation in the types of grain, including its size and its ability to develop a free flow state when loaded in bulk. Each ship carrying grain has to provide grain specific stability information, including grain heeling moments, to the terminal. This section looks at various problems, methods and precautions that must be taken when carrying grain cargoes. Grain cargoes carried in bags are not considered as bulk cargo.

The bulk carriers’ grain loading manual contains Volumetric Heeling Moments (VHM), which are values based on an assumed surface grain shift of 15° (for a full compartment) and 25° (for a partially full compartment).

1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

1. Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck and hatch covers are filled to the fullest extent possible.
2. Filled compartment, untrimmed the cargo should be trimmed within the hatchway but may be left at its natural angle of repose on the surrounding area of the hatchway. The same can be applied for a filled compartment, trimmed if:
   • dispensation is granted from trimming by the authority issuing the Document of Authorisation on the basis that the cargo can flow freely to underdeck empty areas through feeder ducts, perforated decks, etc, or
   • The compartment is designated a `Specially Suitable Compartment’, in which case exemption may be granted from trimming the compartment ends.

2. If the cargo is stowed only in the lower compartment, the lower compartment hatch covers should be secured in the approved manner.

3. If the cargo is stowed in the upper compartment above a tween deck whose covers are not grain- tight, the covers should be made grain-tight using sealing tape, tarpaulins or separation cloths.

4. In partly filled compartments, the surface of bulk grain should be secured by over-stowing except in cases where heeling moments due to grain shift have been calculated and taken into consideration for stability of the vessel.

5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain in filled compartments, trimmed, filled compartments, untrimmed and partly filled compartments, provided that each division:

a. Is made grain-tight.

b. Is constructed according to the Grain Code standards.

c. Extends from deck to deck in tweendecks.

d. Extends downwards from the underside of the hatch covers.

6. The Master shall ensure that the ship:

a. Before loading, can comply with intact stability criteria at all stages of the voyage.

b. Is upright before proceeding to sea.

c. Has all the paperwork completed and onboard.

Fumigation requirement:-

Charterers and shippers may require the cargo to be fumigated. If this is to be done during the voyage or before or after loading, full and clear instructions should be received from the charterers and shippers. These instructions should refer to product data sheets and the correct procedures and safety advice, application dangers, method of handling, and requirements for personal protective equipment and monitoring equipment. Refer to IMO Recommendations on the Safe Use of Pesticides on Ships. Always carry out a risk assessment.

A qualified fumigator should be engaged by the charterers when fumigation is to be done in port.

All spaces should be padlocked and sealed to prevent anyone from entering the space. No-one should enter a space that has been fumigated until after it has been thoroughly ventilated. It is recommended that an expert chemist declares whether the space is safe to enter. If the cargo requires ventilation after fumigation, advice should be sought from fumigation experts in respect to crew safety.

Fuel oil tanks precautions:-

• Masters and officers must be aware of the location of the heated fuel oil tanks.
• Masters and officers should monitor the tank top temperature above the fuel oil tanks as this can affect the integrity of certain cargoes – particularly grain cargoes.
• Fuel oil temperatures can be monitored on the fuel oil transfer pumps.
• Masters and chief engineers should manage the fuel oil onboard to reduce heat damage to cargoes loaded in holds above heated fuel oil tanks.
• Heat only fuel oil tanks in use.

Grain Code:- Strength of Grain Fittings:

• Timber:- All timber used for grain fittings shall be of good sound quality and of a type and grade which has been proved to be satisfactory for this purpose. The actual finished dimensions of the timber shall be in accordance with the dimensions specified below. Plywood of an exterior type bonded with waterproof glue and fitted so that the direction of the grain in the face plies is perpendicular to the supporting uprights or binder may be used provided that its strength is equivalent to that of solid timber of the appropriate scantlings.
• Working stresses:- When calculating the dimensions of divisions loaded on one side, using tables A 13-1 to A 13-6, the following working stresses should be adopted:

For divisions of steel: 19.6 kN/cm²

For divisions of wood: 1.57 kN/cm²

(1 newton is equivalent to 0.102 kilograms).

• Other materials:- Materials other than wood or steel may be approved for such divisions provided that proper regard has been paid to their mechanical properties.
• Uprights:-
  • Unless means are provided to prevent the ends of uprights being dislodged from their sockets, the depth of housing at each end of each upright shall be not less than 75 mm. If an upright is not secured at the top, the uppermost shore or stay shall be fitted as near thereto as is practicable.
  • The arrangements provided for inserting shifting boards by removing a part of the cross-section of an upright shall be such that the local level of stresses is not unduly high.
  • The maximum bending moment imposed upon an upright supporting a division loaded on one side shall normally be calculated assuming that the ends of the uprights are freely supported. However, if an Administration is satisfied that any degree of fixity assumed will be achieved in practice, account may be taken of any reduction in the maximum bending moment arising from any degree of fixity provided at the ends of the upright.
• Composite section:- Where uprights, binders or any other strength members are formed by two separate sections, one fitted on each side of a division and interconnected by through bolts at adequate spacing, the effective section modulus shall be taken as the sum of the two moduli of the separate sections.
• Partial division:- Where divisions do not extend to the full depth of the cargo space such divisions and their uprights shall be supported or stayed so as to be as efficient as those which do extend to the full depth of the cargo space.

Grain Code:- Angle of flooding:

The term Angle of flooding means the angle of heel at which openings in the hull, superstructures or deckhouses, which cannot be closed weathertight, immerse. In applying this definition, small openings through which progressive flooding cannot take place need not be considered as open.

Grain Code:- Specially suitable compartment:

The term specially suitable compartment refers to a cargo space which is constructed with at least two vertical or sloping, longitudinal, grain-tight divisions which are coincident with the hatch side girders or are so positioned as to limit the effect of any transverse shift of grain. If sloping, the divisions shall have an inclination of not less than 30° to the horizontal.

Grain Code:- Intact Stability & Securing of Grain Surface:

The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in part B of this Code and, in figure A7, the heeling moments due to grain shift:

Figure A7

(1) Where:

 Stowage factor – volume per unit weight of grain cargo; Displacement = weight of ship, fuel, fresh water, stores etc. and cargo.

 (2) The righting arm curve shall be derived from cross curves which are sufficient in number to accurately define the curve for the purpose of these requirements and shall include cross-curves at 12° and 40°.

a) The angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed on or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser.

b) In the statical stability diagram, the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40° or the angle of flooding (θ₁), whichever is the least, shall in all conditions of loading be not less than 0.075 metre-radians; and

c) The initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 m.

      Before loading bulk grain the master shall, if so required by the Contracting Government of the country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the stability criteria required by this section.

After loading, the master shall ensure that the ship is upright before proceeding to sea.

STABILITY REQUIREMENTS FOR EXISTING SHIPS:-

1. For the purposes of this section the term “existing ship” means a ship, the keel of which is laid before 1 January 1994.
2. An existing ship loaded in accordance with documents previously approved under regulation 12 of chapter VI of SOLAS 1960, IMO resolutions A. 184(VI) or A.264(VIII) shall be considered to have intact stability characteristics at least equivalent to the requirements of A7 of this Code. Documents of authorization permitting such loadings shall be accepted for the purposes of A7.2.
3. Existing ships not having on board a document of authorization issued in accordance with A3 of this Code may apply the provisions of A9 without limitation of the deadweight which may be used for the carriage of bulk grain.

Permissible heeling moment of grain / Allowable Heeling Moment:-

The allowable heeling moment shows the maximum to be sufficient to comply with the “International Grain Code”:

This table shows the allowable maximum heeling moment due to shift of grain which satisfy following conditions:-

1) The angle of heel due to the shift of grain (θi) shall be not greater than 12 degrees. or the angle at which the deck edge is immersed, whichever is the lesser.

2) The net or residual area (Ar) between the heeling arm curve and righting arm curve up to angle of heel of maximum difference between the ordinates of the two curves (θm), or 40 degrees or the angle of flooding (θf), whichever is the least, shall be not less than 0.075 meterradians.

3) The initial metacentric height after correction for the free surface effects of liquids in tanks (GoM) shall be not less than 0.30 meters.

4) Ship should be upright on completion.

5) The master must demonstrate compliance with the criteria at all stage of the voyage.

HOW TO USE:- The allowable heeling moment on the condition is calculation as follows.

[ EXAMPLE ]

SHIP’S CONDITION : 11-1 GRAIN LOAD.COND.(DEP)TRIM

DISPLACEMENT (T) …. 36855.0

K M (m) …………. 11.32

K G (m) …………. 8.24

GGo (m) …………. 0.20

KGo (m) …………. 8.44

GoM (m) …………. 2.88

ALLOWABLE HEELING MOMENT (T-M) ……. 24442

Stability Requirements:

1. The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in part B of this Code and, in figureA 7, the heeling moments due to grain shift:
   • the angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed on or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser;
   • in the statical stability diagram, the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40° or the angle of flooding (01)’ whichever is the least, shall in all conditions of loading be not less than 0.075 metreradians; and
   • the initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 m.
2. Before loading bulk grain the master shall, if so required by the Contracting Government of the country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the stability criteria required by this section.
3. After loading, the master shall ensure that the ship is upright before proceeding to sea.

Stability requirements for existing ships:-

1. For the purposes of this section the term existing ship means a ship, the keel of which is laid before 25 May 1980.
2. An existing ship loaded in accordance with documents previously approved under regulation 12 of chapter VI of SOLAS 1960, IMO resolutions A.184(VI) or A.264(VIII) shall be considered to have intact stability characteristics at least equivalent to the requirements of A 7 of this Code. Documents of authorization permitting such loadings shall be accepted for the purposes of A 7.2.
3. Existing ships not having on board a document of authorization issued in accordance with A 3 of this Code may apply the provisions of A 9 without limitation on the deadweight which may be used for the carriage of bulk grain.

Loading Process for the vessels without Document of Authorization:

Ans:- Stability requirements for ships without documents of authorization carrying partial cargoes of bulk grain:- A ship not having on board a document of authorization issued in accordance with A 3 of this Code may be permitted to load bulk grain provided that:

1. The total weight of the bulk grain shall not exceed one third of the deadweight of the ship.
2. All filled compartments, trimmed, shall be fitted with centreline divisions extending, for the full length of such compartments, downwards from the underside of the deck or hatch covers to a distance below the deck line of at least one eighth of the maximum breadth of the compartment or 2.4 m, whichever is the greater, except that saucers constructed in accordance with A 14may be accepted in lieu of a centreline division in and beneath a hatchway except in the case of linseed and other seeds having similar properties.
3. All hatches to filled compartments, trimmed, shall be closed and covers secured in place.
4. All free grain surfaces in partly filled cargo space shall be trimmed level and secured in accordance with A 16, A 17 or A 18.
5. Throughout the voyage the metacentric height after correction for the free surface effects of liquids in tanks shall be 0.3 m or that given by the following formula, whichever is the greater:

Where:

L = total combined length of all full compartments (metres)

B = moulded breadth of the vessel (metres)

SF = stowage factor (cubic metres per tonne)

Vd = calculated average void depth calculated in accordance with B 1 (metres – Note: not millimetres)

D = displacement (tonnes); and

6) The master demonstrates to the satisfaction of the Administration or the Contracting Government of the port of loading on behalf of the Administration that the ship in its proposed loaded condition will comply with the requirements of this section.

        A ship without such a document shall not load grain until the master satisfies the Administration, or the Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with the requirements of the International Grain Code in its proposed loaded condition.