DCOM Dry Cargo

DECK AND CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Front Page 1st January 2010 Page 1 of 1

DCO (Dry Cargo) (Rev.O)
Deck and Cargo Operations Manual (Dry Cargo)
RECORD OF CHANGES
Revision
Revised Section Revised part
date
Record of Changes 1st January 2010 Page 1 of 1

DCO (Dry Cargo) (Rev. O)
INTRODUCTION LETTER
DECK AND CARGO OPERATIONS MANUAL (DRY CARGO)
The Deck and Cargo Operations Manual (Dry Cargo) consists of the following two files:
• Deck and Cargo Operations Manual
• Equipment Check and Information File
DECK AND CARGO OPERATIONS MANUAL

The Deck and Cargo Operations Manual (Dry Cargo) consists of two sections:
• Deck Operations
• Cargo Operations
1. Part A General
2. Part B Bulk
3. Part C Container
4. Part D Multi-Purpose
The first section Deck Operations and Part A General of Cargo Operations is applicable to
all vessels. Some parts might not always be applicable to all dry fleet vessels, but in general
due consideration should be given to the procedures contained in these chapters. Should
there be situation in which it is considered necessary to deviate for the procedures then the
company must be contacted.
The remainder of the chapters are primarily intended for the type of vessels in the chapter
titles. Occasionally vessels might carry a cargo that is not type-specific and additional
information will be needed. Therefore all chapters are distributed to every dry vessel. It is
expected that common sense will be used in the application of the relevant chapters to a
particular ship and a particular cargo.
EQUIPMENT CHECK and INFORMATION FILE

The Equipment Check and Information File is designed as a reference and ready-use file
and contains the following:
• Information and Notices for guidance and assistance;
• Templates for the completion of forms;
• Records for the recording of checks and tests required by the DCOM (DC);
• Pre-operation check lists.
It is divided into two sections – the Information Section and the Equipment Check
Section.
The Information Section contains a single copy of each information or notice form.
The Equipment Check Section is further divided into two parts – the Forms and the
Records.
The Forms part contains a single copy of each form, record or check list. It is divided into six
sections:
1. Deck Operations
2. General
3. Bulk
4. Container
5. Multi-Purpose
Introduction 1st January 2010 Page 1 of 2

6. Commercial Cargo Forms
The Forms part does not require any action and its purpose is to provide always a blank copy
of equipment check.
The Records part is divided into six sections:

1. Deck Operations
2. General
3. Bulk
4. Container
5. Multi-Purpose
6. Commercial Cargo Forms
The Records Section contains a second complete set of Equipment Check Records. These
copies are for immediate use and further copies should be printed on board as required, or
copied from the Forms Section. Those Equipment Check Records which do not apply to the
vessel may be disposed of from the Records Section. Both the completed and in-use
Equipment Check Records must be stored in the Records Section in the same sub-section,
the current in-use form on top.
Although it would obviously be advantageous to have a record of each check completed as

soon as possible in order to have documented evidence available for ship inspections, the
requirements of the planned maintenance system should be followed and the checks should be
staggered in order that they do not all occur at the same time.
Records should be retained for a period of two years and after that period may generally be
disposed of. Once there are too many of a particular check record these may be transferred to
a file for storage and disposed of after two years.
Use of the Records

These records are controlled documents and are supplied in .pdf format to allow additional
copies to be printed. Under no circumstances is it permitted to amend them in any way. If it
is considered that a record requires amending then the Marine Department is to be informed
and consideration will be given to the matter.
The records must be completed in accordance with the requirements of the procedures in the
Deck and Cargo Operations Manual (Dry Cargo).
Each record includes brief details of the checks required, and details of the periodicity.
Planned Maintenance System

These records are intended to supplement the Planned Maintenance system, not replace it.
Planned Maintenance system records should continue to be kept updated. However, the
periodicity of equipment checks should be amended in the planned maintenance system to
accord with that in the Equipment Check and Information File.
Introduction 1st January 2010 Page 2 of 2

Columbia Shipmanagement Environment Protection Statement
Columbia Shipmanagement is committed to the prevention of pollution in any form and to the
protection of the environment. To that end, Columbia Shipmanagement does not in any
way condone or permit the illegal disposal overboard of pollutants of any kind.
The illegal disposal overboard of oil and other pollutants occurs in two ways; deliberate and
accidental.
Deliberate Disposal Overboard

Where there is a requirement to dispose of any quantity of any potential pollutant which
cannot be disposed of overboard legally, then such a pollutant must be retained on board and
if necessary arrangements made for its disposal to shore reception facilities.
Commercial considerations must under no circumstances take precedence over the legal
disposal of pollutants. If there is any doubt at all about whether disposal overboard is legal
then the advice of the company must be sought before such disposal takes place.
Any seafarer who deliberately and knowingly disposes of any pollutant overboard will find
himself liable to dismissal from the company under the terms of his contract. Seafarers should
also be aware that they may also be subject to any legal action that an administration may
decide to take, with the subsequent possibility of a fine and prison detention.
Accidental Disposal Overboard

We expect our seafarers to make every effort to ensure that whenever the legal discharge
overboard of bilge water, garbage, sewage, dry cargo residues or any other pollutant source is
contemplated, measures are taken to ensure that the equipment to be used is in perfect
working order, that the required procedures are in place, that the vessel is in an area which
permits such discharge and that there is no possibility of illegal pollution occurring.
If there is any doubt that equipment is not operating as it should, or that procedures
are not satisfactorily in place, then the discharge overboard must not take place.
Accidents will still occur, regardless of the procedures put in place to try to prevent them.
However, virtually all accidents could have been avoided if an adequate degree of thought and
preventative measures had been taken in the first place; the target should be to eliminate
accidents.
We also expect all our seafarers to be sufficiently trained and prepared to deal with an
incident, should one occur. It is incumbent upon each seafarer to know what equipment is
available for dealing with pollution, and how to use it.
Monitoring Pollution Prevention Measures

Columbia has in place robust procedures for the prevention of pollution. Part of those
procedures is the maintenance and testing routines for equipment fitted to prevent pollution
such as the engine room Oily Water Separator. A further example is the company Garbage
Management Procedure.
However, equally important parts of the process are the inspections carried out by the Master,
Safety officer, Chief Officer, Chief Engineer and Second Engineer under their respective areas
of responsibility, and the awareness of the crew as a whole as to what might constitute a
pollution threat.
CSM Environment Protection Statement 1st January 2010 Page 1 of 2

Every seafarer is expected and obliged to immediately inform his superior if he feels that there
is a possibility of pollution of any type occurring from any source. Further, should any seafarer
observe such pollution and is not satisfied that adequate action is being taken on board to deal
with it then we also consider that the seafarer is expected and obliged to immediately inform
the company directly.
The Master, in his role as the person in command, should regularly inspect all parts of the
vessel, including the engine room, with particular emphasis on safety and pollution prevention.
Master’s should recognise that, with respect to the prevention of pollution, not only are they
protecting the company’s interests but also their own.
The results of pollution always have an impact on wildlife, human amenities or the
environment to some degree. The commercial penalties for pollution infringements are also
often very severe. They result in protracted and expensive court cases, always incur publicity,
invariably result in a significant loss of reputation for the company involved, and often incur
significant financial and commercial penalties which are not covered by any form of insurance.
And all for no reason – invariably the pollution was unnecessary and could easily have been
avoided.
Columbia, of course, views the matter of pollution with a great deal of concern. Marine and
Technical Superintendents have been instructed to carefully review all aspects of pollution
prevention when they visit vessels. But that is just a small part of the whole issue - the plain
fact is that the company relies heavily on the professionalism, awareness and training of its
seafarers. For its part, the company undertakes to provide whatever training and guidance is
necessary in support of its seafarers.
Everybody must understand that they have a role to play and that they must accept their part
of the responsibility, from the discharge of engine room bilge water, the decanting of
petroleum cargo slops, or the disposal of cargo hold bilge water, to the control of packaging
blowing overboard whilst taking stores and oil sheens on the surface of deck water.
CSM Environment Protection Statement 1st January 2010 Page 2 of 2

REFERENCES
The instructions and guidance in this Deck and Cargo Operations Manual (DRY Cargo) has been
compiled with reference to the following publications.
Deck Officers are expected to be conversant with these publications at least to the extent that
they are familiar with the content of each and where to find further information on a particular
procedure, should they need it.
General
SOLAS 2009 – International Convention for the Safety of Life at Sea
MARPOL 2006 – International Convention for Prevention of Pollution from Ships
Mooring Procedures
Effective Mooring
Mooring Equipment Guidelines – 3rd edition
Cargo
BLU Code – Code of Practice for the Safe Loading and Unloading of Bulk Carriers
IMSBC Code – International Maritime Solid Bulk Cargoes Code
IMDG Code – International Maritime Dangerous Goods Code
EC Directive 2001/96/EC Harmonised requirements for the safe loading/unloading of bulk
carriers
Bulk Carrier Practice
CSS Code - Code of Safe Practice for Cargo Stowage and Securing
TDC Code - Code of Safe Practice for Ships Carrying Timber Deck Cargoes
Lashing and Securing of Deck Cargoes
Thomas’ Stowage
IGC Code – International Code for the Safe Carriage of Grain in Bulk
International Convention for the Control and Management of Ship’s Ballast Water and
Sediments
Load Line Convention
Hague Rules
Hague-Visby Rules
Hamburg Rules
York-Antwerp Rules
References 1st January 2010 Page 1 of 1

DECK AND CARGO OPERATIONS MANUAL - SIGNATURES
Every Deck Officer must read and sign for their understanding of the contents of the Deck
and Cargo Operations Manual.
I have read and fully understood the contents of the Deck and Cargo Operations
Manual.
Name ___________________________ Rank __________ Signed___________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed___________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Name ___________________________ Rank __________ Signed __________________
Signatures 1st January 2010 Page 1 of 1

Deck and Cargo Operations Manual - Short Index
Record of Changes
Introduction Letter
Columbia Shipmanagement Environment Protection Statement
References
Signatures
Short Index
Section Indexes
Section 1 - Deck Operations

1. Mooring and Anchoring Procedures
2. Safe Access
3. Watertight Integrity and Heavy Weather Precautions
4. Lifting Equipment
5. Adverse Climatic Conditions
6. Operation in Sub-Zero Conditions
7. Maintenance and Inspection of Compartments
8. Walkways and Avoiding Slips and Falls
9. Working with Tools
10. Denzo Tape
11. The Handling and Storage of Chemicals and Pesticides
12. Fabric Maintenance
Section 2 - Cargo Operations

Part A – General
1. Commercial Instructions and Voyage Planning
2. Stability
3. Gas Detection and Personal Protective Equipment
4 Maintenance of the Watch in Port
5. Ballast
6. Small Craft Alongside
7. Control of Smoking
8. Cargo Loss or Damage
Part B – Bulk Carriers

1. Cargo Related Hazards
2. Cargo Operation Planning
3. Cargo Operations - General Procedures
4. Specific Bulk Carrier Cargo Information
5. Wood Chip Carrier
Part C – Container Carriers

3. Cargo Operation – General Procedures
4. Cargo and Ballast Handling and Monitoring Equipment
5. Specific Container Vessel Cargo Information
Part D – Multi-Purpose
1. Cargo Lifting Operations and Equipment
2. Cargo Operations
3. Control of the Ballasting System
4. Slinging and Bedding
5. Assessment of Stowage and Securing Arrangements
6. Securing Arrangements and Calculations
Short Index 1st January 2010 Page 1 of 1

Section 1: Deck Operations Section Index

1.1 Responsibility
1.2 Planning Mooring Operations
1.3 Responsibility for Mooring Operations and Safety Precautions
1.4 Personnel Protection
1.4.1 Mooring Rope Snap-Back
1.5 Mooring Operations
1.6 Direction of Spooling of Ropes on Powered Drums
1.7 Responsibility of the Officer of the Watch in Port
1.8 Stoppers
1.9 Breaking Free from the Berth
1.10 Anchoring Equipment and Anchoring
1.10.1 Basic Principles
1.10.2 Anchoring Equipment
1.10.2.1 Windlass
1.10.2.2 Chain Clearing Bars
1.10.2.3 Anchors
1.10.2.4 Anchor Cable
1.10.2.5 Anchor Cable Bitter End
1.10.2.6 Bow Stopper
1.10.2.7 Spurling Pipes
1.10.2.8 Hawse Pipes
1.10.3 Anchoring Procedures
1.10.3.1 Nature of the Bottom
1.10.3.2 Amount of Cable to Use
1.10.3.3 Anchoring
1.10.3.4 Recovering the Anchor
1.10.3.5 Emergency Anchoring
1.10.3.6 Manoeuvring Whilst at Anchor
1.11 Working with Tugs
1.11.1 General Principles
1.11.2 Emergency Use of Tugs
1.11.3 Safe Handling of Tug Lines
1.12 Maintenance and Testing of Mooring Equipment
1.12.1 Responsibility
1.12.2 Storage, Maintenance and Care of Mooring Lines
1.12.3 Ordering Replacement Ropes
1.12.3.1 Mooring Ropes
1.12.3.2 Mooring Wires
1.12.3.3 Mooring Wire Tails
1.12.4 Spare Mooring Wires and Ropes
1.12.5 Disposal of Condemned Ropes
1.12.6 Mooring Winch Brake Holding Capacity
1.12.7 Winch Brake Band Lining and Drum Checks
1.12.8 Pedestal Rollers, Roller Fairleads and Chocks
1.12.9 Anchor and Cable Condition Checks
1.12.10 Mooring Equipment File
2. Safe Access
2.1 Responsibility
2.2 Provision of Safe Access
2.3 Marking of Gangways and Accommodation Ladders
2.4 Safety Nets
2.5 Access Area Equipment
2.6 Maintenance of Gangways and Accommodation Ladders
2.6.1 Gangway Inspection
2.6.2 Gangway Safety Net Inspection
Index – Deck Operations Section 1st January 2010 Page 1 of 4

2.6.3 Accommodation Ladder Inspection
2.6.4 Accommodation Ladder Lifting Wires
2.6.5 Accommodation Ladder Lifting Winches
2.7 Signs and Notices
2.7.1 Dry Cargo Vessels
2.8 Control of Access

3.1 Securing the Vessel for Sea
3.2 Ingress of Water in Heavy Weather
3.2.1 General Provisions
3.2.2 Actions of the Officer of the Watch in Heavy Weather
3.2.3 Water Ingress Detection Systems (WIDS)
3.2.3.1 Action to Take in Case of Activation of the WIDS Alarm
3.2.3.2 Water Ingress Detection Systems in Holds used for Ballast
3.2.4 Dewatering Systems
3.3 Heavy Weather Precautions
3.3.1 General Precautions
3.3.2 Daily Inspections
3.4 Bilges and the Sounding of Compartments
3.5 Vents and Sounding Pipes
3.5.1 Marking of Vents and Sounding Pipes
3.5.2 Maintenance of Vents and Sounding Pipes
3.6 Hatches and Watertight Doors
3.6.1 Maintenance of Hatches and Watertight Doors
3.7 Ventilators
3.7.1 Maintenance of Ventilators
4.1 Description of Lifting Equipment
4.2 Marking of Lifting Equipment
4.2.1 The Marking of Controls and Switches
4.3 Maintenance of Lifting Equipment
4.3.1 Inspection and Maintenance of Lifting Equipment Wires
4.3.2 Replacement of Lifting Equipment Wires
4.3.3 Installation of Wire Ropes
4.3.4 Storing Spare Crane Wires
4.3.5 Limit Switches
4.4 Testing of Lifting Equipment
4.5 Thorough Examination
4.6 Cargo Lifting Equipment
4.6.1 Cargo Gear Book
4.7 Cargo Lifting Equipment Spare Parts
4.8 Qualified Operators
4.9 Lifting Operations
4.10 Checks Prior to Use
4.10.2 ECI2 – Lifting Equipment Pre-Operation Check
4.11 Crane and Derrick Hooks
4.12 Use of Slings
4.13 Use of Chain Blocks
4.14 Control of Loose Gear
4.15 Bulldog Grips
4.15.2 The Fitting of Bulldog Grips
4.15.3 Table of the Number of Grips to be Used

5.1 General Provisions
5.2 Adverse Weather
5.2.1 Integrity of the Mooring System

5.2.2 Significant Tidal Ranges
5.2.3 Tidal Surges

6.1 Cold Weather Precautions
6.2 Deck and Superstructure Icing
6.2.1 Severe Icing and the Effect on Stability
6.2.2 Removal of Ice
6.3 Crew Protection
6.4 Accommodation and Internal Spaces
6.5 Navigation Bridge
6.6 Fire, Foam and Deck Lines
6.7 Holds and Other Spaces
6.8 Deck Equipment
6.8.1 Cargo Equipment
6.8.2 Mooring Equipment
6.8.3 Anchors
6.9 Hydraulic Machinery Rooms
6.10 Cold Weather Precautions with Ballast
6.11 Safety Equipment
6.11.1 Lifeboats
6.11.2 Emergency Generator
6.11.3 Emergency Fire Pump
6.11.4 CO2 Rooms, Foam Rooms and Other Fire-Fighting Spaces
6.12 Engine Room
6.12.1 Sea Inlets

7.1 Implementation of an Inspection Routine
7.2 What to Check for During Inspections
7.2.1 Coating
7.2.2 Structure
7.2.3 Corrosion
7.2.4 Coating Maintenance
7.2.5 Sediment
7.2.6 Anodes
7.2.7 Bilge Pumping and Sounding Arrangements
7.2.8 Enclosed Space Entry

8.1 Walkways
8.1.1 Openings in Walkways
8.2 Ladders and Companionways
8.3 Mooring Areas
8.4 Working Aloft – Safety Equipment
8.4.1 Safety Harnesses
8.4.2 Working Life Vests
8.4.3 Bosun’s Chairs
8.4.4 Stages
8.4.5 Gantlines

9.1 General Precautions
9.2 Hand Tools
9.3 Portable Power Operated Tools
9.3.2 Air-Driven Equipment
9.3.3 Compressed Gas Cylinders
9.3.4 Use of Machinery
9.3.5 Working Areas
9.3.6 Personal Protective Equipment when using Tools and Machinery
9.3.7 Abrasive wheels

10. Denzo Tape

11.1 Chemicals
11.1.2 Storage of Chemicals
11.1.3 Using Chemicals
11.1.4 Medical First Aid
11.2 Pesticides and Fumigants
11.2.1 Pesticides
11.2.2 Fumigants

12.1 General Procedures
12.2 Responsibility
12.3 Stores and Other Storage Areas
12.4 Type of Coating
12.5 Application of Coatings
12.6 Protection of Coatings
12.7 Management of Paint and Paint Lockers
12.7.1 Paint Lockers
12.8 Grit Blasting and the Use of Mechanical Scaling Equipment
12.8.2 Non-Ferrous Hand Tools

Section 2: Cargo Operations Section Index
Part A: Cargo Operations - General

1.1 Introduction
1.2 Seaworthiness
1.3 Speed and Fuel Consumption
1.4 Commercial Operations Requiring Company Approval
1.5 Voyage Orders
1.6 Voyage Planning
1.7 Cargo Loadable
1.8 Notice of Readiness
1.8.1 Tendering Notice of Readiness
1.8.2 Tendering Notice of Readiness at Multiple Ports
1.9 Free Pratique
1.10 Statement of Facts
1.11 Deadfreight Statement
1.12 Letters of Protest
1.12.1 Issuing Letters of Protest
1.12.2 Letters of Protest Issued Against the Vessel
1.13 Mate’s Receipts
1.14 Bills of Lading
1.14.2 Loading Port
1.14.3 Inaccurate, Incomplete or Incorrect Bills of Lading
1.14.4 Cargo Discrepancies
1.14.5 Cargo Non-Conformance
1.14.6 Original Bill of Lading Carried on Board
1.14.7 Discharging Port
1.15 Cargo Manifests
1.15.1 Dangerous Cargo Manifest
1.16 Hold Inspection Certificate
1.17 Signing Documents
1.18 Freeboard and Load Line Zones
1.19 Off-Hire Statements
1.20 Documentation Requirements when Trading to U.S Ports
1.20.1 Standard Carrier Alpha Code (SCAC)
1.20.2 Unique Bill Of Lading Identifier (UBLI)
1.21 Weather Routeing
1.22 Time Charterer’s Supplies of Bunkers or Equipment
1.22.1 Maintaining and Inventory
2. Stability
2.1 Requirements for Stability, Stress and Bending Moments
2.2 The Calculation of Stability and Stress
2.3 Stability with Heavy Lifts
2.4 Revisions to the Original Cargo Plan
2.5 Slack Tanks
2.6 Loss of Stability
2.7 Loading Computers
2.8 Drafts and Freeboard
2.8.1 Recording of Drafts and Freeboard
2.8.2 Load Line Zones
2.8.3 Draft Limitations
2.9 Maximum Density Restrictions
2.10 Tank Top Strength
2.11 The Use of Grab Discharge
Index – Cargo Operations Section 1st January 2010 Page 1 of 3

DCO (Dry Cargo) - Part A General (Rev. O)
3.1 Gas Detection Equipment - Analysers
3.1.1 Responsibility for Gas Analysers
3.1.2 Requirements for the Use of Analysers
3.1.3 Equipment
3.1.3.1 Draeger X-AM 7000
3.1.3.2 BW GasAlertMicroClip
3.1.3.3 MSA Altair 4
3.1.4 Identification of Analysers
3.1.5 Operation of Analysers
3.1.6 Span (Calibration) Gas
3.1.7 Calibration Gas Cylinders
3.1.8 Analyser Calibration and Testing
3.1.9 The Measurement of Hydrogen Sulphide
3.1.10 Cross-Sensitivity
3.1.11 Sampling Lines
3.1.12 Other Analysers
3.2 Personal Protective Equipment
3.2.2 Safety Helmets
3.2.3 Hearing Protection
3.2.4 Face and Eye Protection
3.2.5 Respiratory Protection and the Use of Filter Masks
3.2.6 Hand Protection
3.2.7 Foot Protection
3.2.8 Body Protection
3.2.9 High Visibility Jackets
4. Maintenance of the Watch in Port

4.1 Responsibility
4.2 Supervision and Control of Cargo Operations
4.3 Responsibility of the Chief Officer
4.4 Responsibility of the Cargo Watch Officers
4.4.1 Taking over the Cargo Watch
4.4.2 Performing the Cargo Watch
4.5 Training of Deck Officers
4.6 Familiarity with Emergency Procedures
4.7 International Ship to Shore Connection
5. Ballast
5.1 Ballast Water Management and Exchange
5.2 Testing Ballast Valves
5.3 Heavy Weather Ballast
5.3.2 Bulk Carrier Hold Ballast
5.4 Cleaning of Contaminated Segregated Ballast Spaces
5.4.2 Planning Cleaning of a Contaminated Segregated Ballast Tank

7.1 Control of Smoking at Sea
7.2 Control of Smoking in Port
7.3 Smoking Notices

8. Cargo Loss or Damage
8.1 Cargo Loss or Damage en Route
8.2 Stevedore Damage
8.3 Dealing with Damage Caused by Stevedores
8.4 Damage Requiring Class or Shore Facility Intervention
8.5 Damage which can be Repaired by the Vessel
8.6 Container Damage Reports

Part B: Cargo Operations - Bulk

1.1 Toxicity
1.1.1 Ingestion
1.1.2 Skin Contacts
1.1.3 Inhalation
1.1.4 Other Effects
1.1.5 Exposure Limits
1.2 Threshold Limit Value
1.3 Hazards
1.3.1 Hydrogen Sulphide
1.3.1.1 Exposure Limits
1.3.1.2 Vapour Monitoring
1.3.2 Nitrogen
1.3.3 Nitrogen Oxide
1.3.4 Sulphur Dioxide
1.3.5 Carbon Monoxide
1.3.6 Hydrogen
1.3.7 Hydrocarbon Vapours

2.1 Over-Riding of Switch and Key-Operated Alarms
2.2 Cargo Planning
2.2.2 Cargo Plans
2.3 Pre-Loading Calculation
2.3.1 Draft and Trim Considerations
2.3.2 Avoidance of Hull Stresses
2.3.2.1 Planning of the Loading to Prevent Hull Stresses
2.3.2.2 Loading Patterns
2.3.2.3 Shear Force and Bending Moment Distribution
2.3.2.4 Planning Loading and Unloading
2.3.2.5 Shear Forces and Bending Moments
2.3.2.6 Loading and Unloading at More Than One Berth
2.3.2.7 Completion of the Loading Planning
2.4 Chief Officer’s Standing Orders
3. Cargo Operations – General Procedures

3.1 Recording of Cargo Operations
3.2 Agreement with the Terminal to Commence Transfer
3.3 Periodic Checks
3.4 Draft Surveys
3.5 Hold Preparation and Cleaning
3.5.1 Planning
3.5.3 Sweeping and the Removal of Residues
3.5.4 Disposal of Residues
3.5.5 Hold Washing
3.5.5.1 General Procedures
3.5.5.2 Hold Washing after a Cement Cargo
3.5.5.3 Cleaning Chemicals
3.5.6 Preparation of Bilges
3.6 Structural Inspection of Cargo Holds
3.6.2 Proving of Sounding, Thermometer & Air Pipes
3.6.3 Hatch Covers and Coamings
3.7 Testing of Critical Equipment Prior to Cargo Operations

DCO (Dry Cargo) - Part B (Rev. O)
3.8 Interface with the Terminal
3.8.1 Exchange of Information Prior to Arrival
3.8.2 Ship to Terminal Pre-Arrival Information
3.8.3 Terminal to Ship Pre-Arrival Information
3.8.4 Pre-Operation Discussion with the Terminal
3.8.5 Cargo Surveys
3.9 Loading
3.9.1 Before the Start of Loading
3.9.2 Loading Operations
3.9.3 Monitoring the Loading Operation
3.9.4 Final Trim Pours
3.9.5 Completion of Loading and/or Unloading
3.10 The Loaded Passage
3.10.1 Cargo Residues on Deck
3.10.2 Ventilation
3.10.3 Soundings
3.10.4 Deck Inspections
3.10.5 Bilge Well Acidity
3.10.6 Cargo Temperature Monitoring
3.11 Discharging
3.11.1 Commencement of Discharge
3.11.2 Discharge
3.11.3 Hold Inspections after Discharge
3.12 Over the Tide Cargo Operations
3.12.1 General
3.13.1 Ballast tanks
3.13.2 Starting and Stopping of Ballast Pumps
3.13.3 Emergency Stopping of Pumps
3.13.4 Overloading of Pumps

4.1 Coal
4.1.1 Hazards of Coal
4.1.2 Precautions
4.1.4 Monitoring Cargo Temperature
4.1.5 Monitoring Gas Concentrations
4.1.6 Electrical Equipment
4.1.7 Control of Smoking and other Sources of Ignition
4.1.8 Cargo Hold Ventilation
4.2 Grain
4.2.2 The Effect of Grain Cargoes on Stability
4.2.3 Grain Loading Manual
4.2.4 Hold Cleanliness
4.2.5 Hold Fumigation
4.2.6 Dust and the Control of Smoking
4.2.7 Loading
4.2.8 Cargo Ventilation
4.2.9 Cargo Inspection on Voyage
4.3 Steel Product Cargoes
4.3.2 Hot and Cold Rolled Steel
4.3.3 Hold Preparation
4.3.4 Cargo Securing Manual
4.3.5 Loading
4.3.6 Bills of Lading and Mate’s Receipts
4.3.7 Cargo Securing
4.3.8 Entering Holds Containing Steel Products
4.3.10 Discharge

4.4 Timber
4.4.3 Loading
4.4.5 Deck Cargo
4.4.6 Stability with Deck Cargoes

5.1 Loading
5.1.1 Prior to and During Loading
5.1.2 Prior to Discharging
5.1.3 Discharging
5.1.4 After Completion of Discharge

Part C: Cargo Operations – Container

1.1 Dangerous Cargo
1.1.1 The Prohibition of the Carriage of Calcium Hypochlorite on CSM Vessels
1.1.2 Preparation for the Carriage of Dangerous Goods
1.1.3 Certificate of Compliance for the Carriage of Dangerous Goods
1.1.4 Documents Required Relating to Dangerous Goods
1.1.5 Marking of Containers Carrying Dangerous Goods
1.2 Container Seals Damaged or Missing

2.1 Cargo Planning
2.1.2 Preventing Damage to Containers
2.1.3 Shore Based Planning
2.1.4 Cargo Stowage Plan – Check and Approval
2.1.5 Final Load Plan
2.1.6 Recording of Cargo Operations
3. Cargo Operations – General Procedures

3.1 Hatch Covers
3.1.1 Inspection and Maintenance
3.1.2 Structural Repairs to Hatches
3.1.3 Seal Condition
3.1.4 Securing Assembly
3.1.5 Hatch Cover Tapes
3.2 Cargo Holds
3.2.3 Inspection, Cleaning and Maintenance
3.2.4 Material Wastage and Corrosion
3.2.5 Fractures
3.2.6 Deformation
3.2.8 Cargo Hold Bilges
3.3 Reefer Containers
3.3.2 Reefer Manifest
3.3.3 Controlled Atmosphere (CA) / Modified Atmosphere (MA) / Cold Treatment (CT)
3.3.4 Reefer Container Operation
3.3.5 Reefer Container Malfunction
3.3.6 Reefer Container Maintenance and Spares
3.3.7 Pre-Loading Procedures
3.3.8 Procedures once Loaded
3.3.9 Empty Reefer Containers and Loaded but not Refrigerated Reefer Containers
3.3.10 Components of an Integral Refrigerated Container
3.3.11 Fresh Air
3.3.12 Controllers
3.3.13 Temperature Records
3.3.14 Remote Monitoring
3.3.15 Power Consumption

4.1 Cargo Handling Equipment
4.1.1 Cargo Cranes

DCO (Dry Cargo) – Part C Container (Rev. O)
4.2 Lashing
4.2.2 Control of Lashing Equipment
4.2.3 Repair of Lashing Equipment
4.2.4 Checking of Lashings
4.2.5 Practical Lashing Examples of Flatrack and Platform Containers
4.2.5.1 Lashing of Boilers and Tanks on Flatracks
4.2.5.2 Lashing of Used Plan Parts on a Flatrack
4.2.5.3 Lashing of a Concrete Pump on a Flatrack
4.2.6 Lashing Calculations
4.3 Ballast

5.1 Container Types
5.1.1 20’ Standard Container (TEU)
5.1.2 40’ Standard Container (FEU)
5.1.3 20’ and 40’ High Cube Containers
5.1.4 45’ High Cube Containers
5.1.5 20’ & 40’ Flatrack Containers
5.1.6 20’ & 40’ Platform Containers
5.1.7 20’ & 40’ Open Top Containers
5.1.8 20’ & 40’ Insulated Containers
5.1.9 20’ & 40’ Reefer Containers
5.1.10 Bulk Containers
5.1.11 Tank Containers
5.1.12 Other Container Types
5.2 Container Dimensions and Weights
5.3 Container Size and Type Codes
5.3.1 Size Codes
5.3.2 Type Codes
5.3.3 Examples of Container Marking


Part D: Cargo Operations – Multi-Purpose

1.1 Records and the Testing of Cargo Cranes
1.1.1 Load Testing of Lifting Equipment
1.1.2 Record of Cargo Lifting Appliances
1.1.3 Cargo Crane Log
1.2 Standard Lifting Equipment
1.2.1 Control of Loose Gear
1.2.2 Loose Gear Inventory
1.3 Heavy Lift Equipment
1.3.1 Heavy Lift Equipment
1.3.2 Categorisation of Heavy Cargo Units
1.3.2.1 Category A cargo units
1.3.2.2 Category B cargo units
1.3.2.3 Category C cargo units
1.3.2.4 Category D cargo units
1.3.2.5 Category E cargo units
1.3.2.6 Category F cargo units
1.3.2.7 Category G cargo units
1.3.2.8 Category H cargo units
1.3.3 Lifting Methods
1.3.4 Safety Factors
1.3.5 Inspection of Heavy Lift Equipment
1.3.6 Heavy Lift Equipment Inventory
1.4 Container Handling Equipment
1.4.1 Container Handling Equipment
1.4.2 Container Handling Equipment Inventory
1.5 Lashing and Securing Equipment
1.5.2 Heavy Lift Lashing Equipment
1.5.3 Container Lashing Equipment
1.6 Checks Prior to the Use of Cargo Handling Equipment
1.6.1 Preparation for General Cargo Crane Operations
1.6.2 Preparation for Heavy Lift Cargo Crane Operations
1.7 Cargo Crane Operation
1.7.1 Safe Cargo Handling Operations
1.7.2 The Marking of Crane Controls and Switches
1.7.3 Operating Cranes
1.7.4 Hand Signals
1.7.5 Inching the Load
1.7.6 Spotting the Load
1.7.7 Planning a Lifting Operation
1.7.8 Heavy Lift Operations
1.7.9 Communication with the Crew
1.7.10 Communication with Stevedores
1.7.11 Dealing with Simple Crane Failure
1.8 Maintenance and Repair
1.8.1 Preparations for Maintenance
1.8.2 Electrical and Hydraulic Equipment
1.8.3 Cargo Crane Maintenance
1.8.4 Cargo Crane Wire Status Check
2. Cargo Operations
2.1 Over-Riding of switch and Key-Operated Alarms
2.1 Cargo Handling
2.2.1 Cargo Stowage Plan
2.2.2 Deck Cargoes

DCO (Dry Cargo) - Part D Multi-Purpose (Rev. O)

2.2.3 Dangerous Cargo
2.2.4 Special Cargoes
2.2.5 Permissible Surface Load
2.3 Hatch Covers
2.3.5 Watertightness Test
2.4 Cargo Holds
2.4.4 Dehumidifier
2.5 Tween-Decks Covers and Panels
2.5.3 Cell Guide Stoppers
2.6 Chief officer’s Standing Orders

3.1.1 Ballast Tanks
3.2 Control of the Heeling System
3.2.2 Auto-Mode
3.2.3 Manual Mode
3.3 Ballast Pump Operation

4.1.1 General Requirements
4.1.2 Strops, Slings and Shackles
4.1.3 Geometry of Lifting Arrangements
4.1.3.1 Hoisting Distance
4.1.3.2 Centre of Gravity
4.1.3.3 Optional Arrangements
4.1.3.4 Dual Crane Suspension
4.1.3.5 Incorrect Position of the Centre of Gravity
4.1.4 Stability of Lifting Arrangements
4.1.4.1 Primary Suspension Only
4.1.4.2 Primary and Secondary Suspension
4.1.5 Strength of Lifting Arrangements
4.1.5.1 Determinate Suspension Arrangements
4.1.5.2 Hanging Forces in a Two Point Suspension
4.1.5.3 Suspension Angle γ
4.1.5.4 Running Slings
4.1.5.5 Spreader Support Wires
4.2 Bedding Arrangements
4.2.1 General Information
4.2.2 Beam Theory
4.3 Strength of Hatch Covers and Pontoons
4.3.1 Weather Deck Hatch Covers
4.3.2 Tween Deck Pontoons
4.3.3 Lower Hold Tank Top


4.4 Use of Bedding Material
4.4.1 Load Transfer from the Footprint to the Structural Girders
4.4.2 Load Spreading for PSL Requirements
4.4.3 Practical Aspects
4.5 Required Strength and Number of Beams
4.6 Stowage of Steel Coils on Tween Deck Pontoons
4.6.1 Categorisation of Steel Coils
4.6.2 Stowage of Coils on Tween Deck Pontoons
4.6.3 Securing of Steel Coils on Tween Deck Pontoons

5.1 Responsibilities
5.2 Onboard Planning and Assessment
5.3 Securing Arrangements
5.3.1 Definitions
5.3.2 Principles of Cargo Securing
5.3.2.1 Direct Securing
5.3.2.2 Friction Securing
5.3.2.3 Compacting
5.3.3 Securing Devices
5.3.3.1 Wire Rope Lashings
5.3.4 Strength Reduction in Narrow Bends
5.3.5 Turnbuckles and Shackles
5.3.6 Chain Lashings
5.3.7 Deck Rings
5.3.8 Other Lashing Material
5.4 Timber Shoring
5.5 Hot Work and Stoppers
5.5.1 Hot Work
5.5.2 Stoppers
5.5.3 D-Rings and Similar Lashing Points
5.6 Factors Determining Securing Arrangements
5.6.1 External Forces
5.6.2 Magnitude of Forces
5.6.3 Behaviour of Cargo Units
5.6.4 Arrangement of Lashings
5.6.5 Application of Loop Lashings
5.6.6 Homogeneity of Securing Arrangements
5.6.7 Inspection and Maintenance of Securing Arrangements
6. Securing Calculations
6.1 Rule of Thumb
6.2 Advanced Calculation Method
6.3 Practical Modifications
6.3.1 Additional Tipping Moment
6.3.2 Longitudinal Tipping
6.3.3 Alternative Calculation Method
6.3.4 CSM-Excel Sheet
6.3.5 LashCon 9.1
6.3.6 Autoload
6.4 Typical Securing Arrangements
6.4.2 Generators in Longitudinal Stowage
6.4.3 Generators in Transverse Stowage
6.4.4 Soft Surface Column in Longitudinal Stowage
6.4.5 Steel Crate in a Single Stowage Arrangement
6.4.6 Wooden Heavy Lift Case in Single Stowage Arrangement
6.4.7 Water Craft in Longitudinal Stowage
6.4.8 Heavy Steel Construction
6.4.9 Heavy Vehicles


6.4.10 Cargo Block in a Side Stowage Arrangement
6.4.11 Large Pipes on Deck
6.4.12 Front Head Securing of a Cross-Stowage Arrangement
6.4.13 Compacting Steel Coils According to Industry Standards
6.5 Samples for Assessment of Securing Arrangements

DECK AND CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Deck Operations
Front Page – Deck Operations 1st January 2010 Page 1 of 1

1.1 Responsibility
Mooring operations have a higher potential accident risk than most other shipboard activities,
and it is therefore important that all seafarers involved in mooring operations appreciate the
risks and make every effort to reduce them.
Those in charge of mooring operations must recognise that proper management of mooring
operations is essential for the safety of the ship, the crew, the terminal and the environment.
The Master should recognise that the movement of the vessel approaching and alongside a
berth can significantly affect the deployment and recovery of moorings and such movements
should be limited to the absolute minimum until it is determined that the mooring parties have
matters under their full control.
1.2 Planning Mooring Operations

The Master shall ensure that the mooring operation is planned well in advance of berthing, and
that the personnel in charge of mooring on the foc’s’le and poop fully understand what will be
required.
The procedure for mooring the vessel should be agreed between the Master and the pilot, or
berthing master. The discussion must at least include:
• The plan for approaching the berth, including turning locations, environmental limits
and maximum speeds;
• The rate and direction of the tide at the anticipated time of berthing;
• Whether an anchor will be required. If so, the point at which it will be let go, and how
many shackles will be paid out;
• The number of tugs to be used, at what point they will be made fast, where they will
be made fast, when they will be let go, what further function they will provide including
pushing, and when they will be released;
• The selection of moorings, taking into account the company requirements below;
• The sequence of deployment of the mooring lines;
• The limitations of the fendering system and of the maximum displacement, approach
velocity and angle of approach, for which the berth and the fendering system have
been designed;
• Details of any berthing aids, such as Doppler radar or laser equipment;
• Any particular feature of the berth, including nearby shallow water areas.
Unless the terminal has different requirements and no extreme forces are present or expected,
Columbia considers that for smaller vessels two headlines, two stern lines, and two breast lines
and two springs each end should normally be deployed unless the berth is very secure. For
vessels over 110,000 tons dwt, four head and four stern lines should be used.
The Master shall ensure that:

• The breast lines are oriented as perpendicular to the vessel as possible;
• Springs are as far as possible in a fore and aft direction, parallel to the hull;
• All mooring lines are arranged as symmetrically as possible about the amidships point;
• Mixed moorings are avoided, and ropes to the same shore bollard are of the same
construction, size and breaking strength.
1. Mooring and Anchoring Procedures 1st January 2010 Page 1 of 16

DCO (Dry Cargo) – Deck Operations (Rev. O)
1.3 Responsibility for Mooring Operations and Safety Precautions
The Master should ensure that there are sufficient personnel in each mooring party to safely
carry out the operation, and that a person has been designated to be in overall charge. This
person should normally be an Officer, but in exceptional circumstances a senior deck rating
may take charge provided he is competent to undertake the role.
The Officer or senior rating in charge of the mooring area is responsible for ensuring that the
equipment is in good order, that all personnel are familiar with their duties, and that he
understands the procedure which is going to be followed.
He should be aware of the mooring arrangement agreed between the Master and the pilot or
berthing master. Ideally he should have been involved in the discussions on the bridge.
However, the agreed plan may have to be amended once alongside in case of unforeseen
circumstances.
Before mooring operations commence, the person in charge must:

• Visually check that all mooring equipment is in good order;
• Visually check that all mooring lines are in good condition, and that they are correctly
spooled on drums – see below;
• Ensure that mooring lines are flaked out in such a way as to minimise tripping hazards;
• Ensure that mooring areas are clear;
• Ensure that spare mooring ropes are available;
• Visually check that brake linings and pins appear in good condition;
• Visually check that winch foundations and connections to the deck are sound;
• Ensure that anchors cleared and ready for immediate use;
• Report any oil leaks from hydraulic winches (even though insignificant) immediately;
• Ensure that decks within the working area have an adequate non-slip surface – if not
report the fact;
1.4 Personnel Protection

It is the responsibility of the Officer or senior rating in charge of a mooring operation to ensure
that all personnel are suitably dressed and are wearing the correct safety equipment. This
includes:
• Overalls, with long sleeves;
• Safety helmet;
• Safety footwear;
• Safety goggles if using anchors;
• Working gloves.
1.4.1 Mooring Rope Snap-Back

Synthetic lines, when under load, store significant amounts of energy which, when suddenly
released when a line parts, can cause the rope to snap-back with considerable force. Synthetic
lines part without any warning. Wires, if there is sufficient length deployed, can also snap-
back with considerable force, although they more often than not give warning of being about
to part.
All personnel working in mooring areas should be aware of the dangers of snap-back and
should take every precaution as far as is possible to avoid standing in such a position that
should a rope part they might be in the snap-back area. Examples of snap-back areas are
contained in the publication Effective Mooring.

There are several obvious points to consider to avoid being in a snap-back area:
• If it is necessary to work or pass near a line under tension, do so as quickly as possible;
• Do not stand behind or close to a line under tension;
• Watch for the tension on a line increasing, such as if the vessel is moving and
increasing the tension on the line;
1.5 Mooring Operations

Careful thought must be given to the deployment of moorings, even though the operation has
been planned. It is possible that the plan will have to be revised during the mooring
operation. The responsible person must ensure that the resultant mooring layout is both
effective and safe, and that the original plan is followed as far as is possible.
The following must be taken into consideration when deploying moorings:

• Ropes should not be led around sharp angles;
• Leads should be as direct as possible between the winch or bitts, and the ship’s side
fairlead;
• Angles of more than 900 should not be used on roller leads and under no circumstances
must ropes be turned right round roller leads;
• When ropes are made fast on bitts, a full round turn should be made around the
leading post, followed by figure-of-eighting with at least five layers. However, when
high-modulus ropes are used two turns should be taken around the leading post;
• Ropes should not cross one another and be touching - this will induce increased wear;
• Care must be taken to avoid a rope chafing on a projection;
• Under no circumstances must ropes be made fast on warping drums;
• Where there is a lack of bitts and it is necessary to put two ropes on the same bitts,
they should be layered one on top of the other. However, the two ropes should not
lead to the same shore service, because if it becomes necessary to remove the top
rope to adjust the lower, then the mooring system may be compromised if both lead in
the same direction and both have to be let go;
• Where split drum winches are fitted, there must be no more than one layer on the
tension drum;
• Care must be taken when heaving ropes on single drum winches that turns do not dig
into the lower layers. This can make adjusting moorings extremely difficult. If a rope
starts to dig in, it must be slacked and the heaving process carried out again. Ropes
should be evenly layered on such drums;
• As far as is possible, ropes to the same service should be of the same length, to
provide equal elasticity;
• Mixed moorings must not be sent to the same shore service – i.e. synthetic ropes and
wires must not be mixed, and ropes to the same shore bollard should be of the same
construction, size and breaking strength.
The person in charge of mooring operations should, as far as is possible, monitor the work of
the mooring team and ensure that safety is satisfactorily addressed. He should try to maintain
an overall view and should try not to become actively involved in a specific part of the
operation.
In addressing safety, the following must be considered:

• Personnel should stand in protected positions, and not in the bight of ropes. This
includes bights formed when ropes are passed around rollers and leads;
• Immediate action must be taken if ropes appear to be coming under significant strain,
with subsequent risk of parting;

• When using a warping drum for heaving a rope, there are only sufficient turns to
maintain the pull. The rope should be able to be surged on the drum by releasing the
pull. The person holding the rope should be able to let go if it suddenly surges of its
own accord. If necessary he should be backed by another crewmember to remove the
slack rope.
Heaving lines should end in ‘monkey’s fist’, made solely of the same rope. No additional
weights must be used which could injure if they strike somebody.
1.6 Direction of Spooling of Ropes on Powered Drums

Where ropes are on powered drums, whether split drum or single drum, there can be a
significant loss of brake holding capacity if a rope is spooled in the wrong direction. Most
winch brake bands have two parts, a fixed part and a floating part. The fixed part is that
which is connected directly to the winch foundation. The rope should be spooled in such a way
that when under tension it is pulling against the fixed part of the brake.
Some vessels may be fitted with a design of brake where both parts are effectively floating, in
which case the decision as to whether the rope is spooled one way or the other is one which is
determined by the lead of the rope off the drum.
1.7 Responsibility of the Officer of the Watch in Port

The Officer of the Watch must ensure that:
• Mooring lines are checked at least hourly to confirm that they remain taut. When
tending moorings which have became slack or too taut, an overall view of the mooring
system should be taken so that the tightening or slackening of individual lines does not
allow the vessel to move or place undue loads on other lines. The vessel should
maintain contact with the fenders, and moorings should not be slackened if the vessel is
lying off the fenders;
• Remedial action is taken to minimise or eliminate damage to moorings where required,
including the prevention of chafing. Ropes may chafe by rubbing against each other,
against an obstruction, or against the ropes of another vessel, and may part. The use
of protection such as canvas or small rope wound around the mooring rope is only
marginally effective in preventing chafing and usually the most effective course of
action is to change the lead.
Where the vessel is at a berth which is affected by passing vessels, the Officer of the Watch
should ensure that the deck watch maintains a constant watch for the passing of large vessels
or other vessels which might pass too close or at too high a speed. If such a vessel is
observed then the deck watch must inform the Officer of the Watch well before the other
vessel passes.
1.8 Stoppers
When stoppering off moorings:
• Synthetic fibre rope should be used for stoppers on synthetic fibre mooring ropes;
• The ‘West Country’ method of fitting a stopper – two ropes one over the top of the
other and round the mooring rope – should be used. This method of using a stopper
prevents it jamming;
• If a stopper is jammed, it must be released during the mooring operation. It must not
be left on the mooring rope;
• Chain stoppers should be used on wires. Chain stoppers must not be used on synthetic
ropes.

When using a carpenter’s stopper on a wire, it should have the same breaking load as the wire
on which it is being used.
External factors, such as extreme weather conditions, tidal surges, or other traffic passing too
close or too quickly can result in the significant movement of a vessel moored alongside and
cause damage to either the vessel, the berth, or both, the slacking or parting of mooring lines,
and in extreme cases the parting of all mooring lines resulting in the vessel breaking out from
the berth.
1.9 Breaking Free from the Berth

An important part of the duties of the Officers of the Watch and the rating on duty on deck is
to attend to the moorings and to monitor and react to any conditions which might affect the
safe mooring such as the tide, tidal surges, weather and passing traffic.
Pre-knowledge and anticipation are important tools. The Master should ensure that, prior to
berthing, the expected weather conditions are not forecast to deteriorate to such an extent
that berthing might be deemed unsafe. The Officers of the Watch should, during their watches
throughout the port stay, monitor the weather forecasts for the same reason. If a significant
deterioration is forecast then the Master must be informed.
Some river berths are subject to very strong tides. Occasionally the tide is deflected by the
river bank which results in a tendency to push the vessel off the berth. At such ports the
moorings require very careful monitoring, particularly around the time of spring tides.
The Master should discuss with the inbound pilot the possibility of any tidal surges, the time
they are anticipated to occur, and the height. If tidal surges are expected then the deck crew
must be on station well before the predicted time, mooring machinery must be running and
the main engine started and ready for immediate use. If the Master considers it necessary
then tug assistance should be obtained for the period of the surge.
The monitoring of passing traffic is more difficult and more often than not the first indication of
a vessel which is about to pass too close or at too high a speed is the sudden surging of your
own vessel. It is also extremely difficult to anticipate beforehand the effects that a passing
vessel might have on your own vessel, certainly in sufficient time to request a reduction in its
speed or an increase in its passing distance. A watch rating on deck however, even though
primarily engaged on cargo or security duties, will often be able to see a large vessel
approaching, determine its approximate speed, and should therefore be able to warn the
Officers of the Watch. Ratings should be instructed to keep a constant look out for such
situations within the constraints of their other duties.
Deck Officers and ratings should be aware that mooring winch brakes are theoretically
designed to render before parting the rope. Should this happen if there is a surge then this
will inevitably result in slack moorings which must be tended to immediately. Under such
circumstances Deck Officers and ratings must be prepared to sound the general alarm to
obtain immediate assistance to prevent the vessel breaking free.
Deck Officers must record in the Deck Log Book that the weather conditions and traffic
situation have been monitored during their watch. The information available will vary from
port to port, and may even be unavailable in many, but nevertheless the facts should be
recorded - “No traffic information available” is just as valid a comment as any other.
Vessels moored in ice, particularly moving ice, face particular problems with moorings and a
very careful watch has to be maintained at all times whilst moored alongside. The danger of

breaking free is a distinct possibility in moving ice, but the results of such an occurrence and
the immediate danger to the vessel are generally less severe in the short term.
The International Code of Signals flags "RY" should be displayed by all ships susceptible to
breaking away from a berth. The display of this signal should be recorded in the Deck Log
Book.
1.10 Anchoring Equipment and Anchoring
1.10.1 Basic Principles

Anchors are used for three basic reasons:
• To anchor the vessel in one place for a period of time;
• To assist in a controlled manoeuvre in a restricted area;
• To act as a brake in an unplanned emergency manoeuvre.
It must be noted that anchors are only designed to hold the ship at anchor in moderate
weather conditions.
Factors which can affect anchor holding capacity include:

• The nature of the bottom;
• The amount of cable laid out;
• The wind force;
• The rate of the tide;
• Significant waves or swell;
• Manoeuvring with an anchor down, and the forces applied to it whilst using the engines;
The greater each of the above forces is, the more likely it is that the anchor will drag, and
obviously a combination of any of the above factors will act to reduce the ability to hold. In a
worst case scenario excessive forces may lead to the loss of the anchor.
1.10.2 Anchoring Equipment
1.10.2.1 Windlass
The most important part of the windlass is the brake. The brake lining must be regularly
inspected for wear. It should be borne in mind that the lining is secured to the brake band by
bolts, the heads of which are pan-shaped and which protrude into the brake lining. Excessive
wear of the lining will mean that the heads of the bolts will be rubbing against the brake drum
which will result in damage.
Some vessels are fitted with brakes which, in addition to the brake tensioning screw, also have
a bottle screw type brake adjustment. Unless this bottle screw is correctly adjusted, it is
possible that the crosshead holding the brake tensioning screw will contact the winch
foundation and prevent the brake being fully tightened. There should be at least 30 mm of
clearance between the bottom of the cross head and the winch foundation. The most effective
way to check that a brake is being fully applied is to tighten it and then, with the windlass in
gear, attempt to move the gypsy.
The Master must know the amount of cable that the windlass is capable of lifting and the
weight of each shackle of cable. A safety factor of at least 10% of that weight must be allowed
when anchoring in deeper water and allowance must also be made for the reduced efficiency of
the windlass as it ages. The information must be readily available on the bridge.

1.10.2.2 Chain Clearing Bars
The windlass gypsy is provided with anchor cable clearing bars. The purpose of these bars is
to prevent the cable jamming in the gypsy and returning around it.
It is important that these bars are in place. If for any reason they become dislodged or
damaged, they should be repaired at the earliest opportunity.
1.10.2.3 Anchors
The holding power of an anchor is mainly a function of the fluke area, and for an ordinary
stockless anchor it is about three times its weight. However, as vessels have increased in size,
the weight of anchors has increased but not proportionally, and the holding power of such
anchors on ships the size of a Suezmax has thus become marginal.
1.10.2.4 Anchor Cable

The anchor cable is fitted in shackles or shots, each of 90 feet or 27.5 metres in length.
Kenter shackles are used to join the shackles.
Each shackle should be marked to allow easy identification of how much cable has been laid
whilst anchoring. The most effective way of doing this is to paint the number of links
corresponding to the number of shackles either side of the joining shackle in white paint.
However, this is not particularly easy to do, and the paint rarely lasts very long. An equally
useful method, although less visually effective, is to mark the stud of the link corresponding to
the number of shackles with Tespa band.
Kenter shackles must be checked for condition whenever the anchor is heaved up. The parts
of a Kenter shackle are secured together with a tapered spile pin. The pin itself is held in place
by a lead plug and the Officer in charge on the foc’s’le should check that the plug and spile pin
are in place whilst the anchor is being heaved in.
1.10.2.5 Anchor Cable Bitter End

The inboard end of the cable, the bitter end, is attached to the chain locker bulkhead by a
device which allows the cable to be released from outside the chain locker. This connection
must be regularly maintained to ensure that in case of an emergency it is free. It is likely that
a sledge hammer will be required to release the cable and such a hammer must be dedicated
for this purpose and must be stored adjacent to the release point.
Maintenance must also be carried out to maintain the watertight integrity of the connection.
Where a pin or other device passes through a gland, this must be watertight. Pins are
generally fitted with an ‘O’ ring, and this should be regularly checked and greased.
1.10.2.6 Bow Stopper

The primary function of the bow stopper is to take the weight when the vessel is at anchor.
There are three general types of devices which secure the cable against movement:
• A guillotine bar
• A pawl
• A screw clamp
Immediately the vessel is brought up, the bow stopper should be closed and secured using the
locking pin. The anchor cable should then be walked back just enough to locate the cable
securely against the stopper and to take the weight off the windlass brake, and the windlass
must be taken out of gear. It is important, in order to prevent damage to the windlass and its
bearings that the weight is not taken solely on the windlass brake.

A secondary device for securing the cable at sea should be provided on the forward end of the
stopper, usually consisting of a turnbuckle and a wire strop. The strop is passed through the
cable at the top of the hawse pipe. Under no circumstances must chain be used. Chain is too
inflexible, and in heavy seas with the bow panting, there is risk that damage to, or loss of, the
anchor may occur.
Bow stoppers are either fitted with rollers or guides to facilitate the deployment of the cable
through the change of angle between the head of the gypsy and the hawse pipe. Where rollers
are fitted, these occasionally develop cracks, which can result in large pieces of metal
becoming detached during operation. They must therefore be regularly checked to ensure
they remain intact.
1.10.2.7 Spurling Pipes

The spurling pipe is the point below the gypsy where the anchor cable enters the chain locker.
It should be provided with arrangements to secure it against the entry of water.
Normally this will consist of two steel plates placed one each side of the cable, and which are
either sealed with cement or other such suitable material, and then covered with canvas or
sheeting.
When proceeding on voyage where there is any possibility of shipping water over the foc’s’le,
the spurling pipes must be adequately and securely sealed well before entering such
conditions.
1.10.2.8 Hawse Pipes

Hawse pipes should either be protected by railings or have steel covers fitted, in order to
prevent personnel accidentally stepping into the opening.
Cable washers should be maintained in good order and must be used to clean the cable
whenever necessary. Significant amounts of mud must not be allowed to pass into the chain
locker, as this will lead to the blockage of the suction and subsequent corrosion.
1.10.3 Anchoring Procedures
1.10.3.1 Nature of the Bottom

The nature of the bottom has more influence on the holding power of anchors than any other
single factor:
• Sand - high coefficient of friction, good holding power, flukes normally penetrate
easily;
• Mud - half the holding power of sand, reasonably good, allows the anchor to penetrate
completely and cover the flukes;
• Rock - very poor holding ground. The holding power is generally about one third of the
weight of the anchor. On a hard bed such as rock, the anchor drags and will slide along
until it comes to a soft patch. The danger here is that the anchor may lie on the fluke
points and if during dragging it comes up against an obstruction, then damage may
result.
1.10.3.2 Amount of Cable to Use

As a general rule, the scope (the amount of cable outside the hawse pipe) to be veered should
be about five to seven times the depth. Therefore for a 35 metre depth the amount of cable to
use should be about 200 metres, or 7 shackles of cable.

In practice other factors will need to be taken into consideration such as the quality of the
holding ground, the wind, current, and length of stay. In crowded anchorages, it may not be
possible to use the optimum amount of cable.
The cable should lie on the seabed for some distance between the anchor and where the
catenary begins. If the cable is off the bottom and the angle between it and the anchor shank
is 5 degrees, the tendency is to lift the anchor out of the bottom and the holding power can be
reduced by as much as 25%. If this angle becomes 15 degrees the loss of holding power can
increase to 50%.
If the anchor drags, weather permitting the normal practice is to veer more cable until the
anchor holds. This ensures that the cable is lying on the seabed, as well as providing
additional resistance.
1.10.3.3 Anchoring
Anchoring is a delicate procedure and should never be rushed. It is also a practical operation
for which practical training is necessary but rarely given. Masters should take every
opportunity to offer such training to junior Officers.
Anchoring must be supervised by a qualified deck Officer. Prior to anchoring, the Master must
select a suitable position, clear of underwater obstructions, pipelines and cables, offering good
holding ground, and one which provides a suitable swing circle clear of other vessels.
Whilst at anchor, a continuous watch must be maintained, not only to ensure that the vessel
remains in position, but also to look out for other traffic.
Prior to anchoring, a meeting should take place between the Master and the Officer supervising
the anchoring so that the procedure can be discussed. The Master must make his intentions
and requirements clear to the Officer.
The anchor to be used must be decided, and the decision should take into account any
anticipated changes to the weather conditions or tide which may result in a change in heading.
Consideration must always be given to the fact that a second anchor may have to be let go.
It is important that the Officer understands that once the anchor has been let go the Master
must be continuously updated as to the amount of cable paid out, the direction it is leading,
the weight, and the movement of the vessel in relation to the cable. He should be prepared to
act decisively and quickly in advising the Master as to what action to take should it appear
likely that excessive weight might come on the cable.
The anchor should be let go with the heading the same as that anticipated when brought up –
head to tide and wind. When approaching an anchorage, the direction other vessels are lying
in will indicate how the approach should be carried out. Every effort must be made to avoid
changes of course immediately prior to letting go the anchor. The vessel should be making a
small amount of sternway when the anchor is let go to avoid a foul hawse.
The depth of water will determine how the anchor is to be let go. In depths of less than 25
metres, the anchor can be walked back to just above the water and then let go on the brake.
However, in deeper water and on large vessels with heavy anchors, it should be walked back
to a few metres above the seabed and then let go on the brake. Provided the Master is
confident that the vessel can be satisfactorily controlled, the anchor and cable may be walked
out entirely, which method allows the most control.

On larger vessels a small amount of movement can generate significant forces on the anchor
and cable and anchoring such vessels takes time and care. The slightest movement of a large
ship will have a huge momentum which the windlass brake will be unable to hold.
As the cable runs out, the brake should be carefully applied to control the rate. The cable
must not be allowed to run freely out at high speed.
Provided the deck Officer keeps the Master fully informed about the direction of the cable and
the weight on it, the latter can use the engines either to reduce the weight on the cable, or put
more weight on it to avoid it piling up on the bottom.
Once the required amount of cable has been paid out, the windlass brake should be tightened
and the cable observed to see the weight come on and then off with the anchor holding. At
that point the vessel can be considered to be ‘brought up’, and the fact reported to the bridge.
Immediately the vessel is brought up, the bow stopper should be closed and secured using the
locking pin. The anchor cable should then be walked back just enough to locate the cable
securely against the stopper and to take the weight off the windlass brake, and the windlass
must be taken out of gear. If the anchor is dragging, it should be observable through the
motion of the cable.
Personal protective equipment must be used by all persons involved in anchoring on the
foc’s’le. The amount of debris which can exit from the spurling pipe at high velocity can be
significant.
Some vessels are fitted with equipment which allows the anchor to be let go from the bridge.
This function is designed to be used only in an emergency and should not be used during
normal anchoring operations.
1.10.3.4 Recovering the Anchor

The effect of deteriorating weather and heavy seas can cause significant problems both in the
risk of the loss of the anchor and in the safety of the personnel who have to go forward to
heave up. The decision to heave the anchor must be made in good time.
The heaving of an anchor under normal conditions again relies upon the communication
between the Officer forward and the bridge.
Once the anchor is aweigh the fact should be reported to the bridge. The anchor should be
sighted as quickly as possible to confirm that is free of significant quantities of mud, or of
debris, cables, ropes etc., and the fact reported to the bridge. If necessary the anchor can be
cleaned by leaving it under the water for a period.
The period between the anchor breaking the surface and coming to the hawse pipe is critical,
particularly if the vessel is rolling, and care must be taken to prevent a swinging anchor
coming heavily in contact with the hull.
1.10.3.5 Emergency Anchoring

There are several types of emergency when anchors will be used:
• Loss of steering in shallow waters where collision or grounding is imminent;
• Loss of power and danger of drifting on to a lee shore;
• An inability to stop the vessel in case of either engine failure or excessive speed.
In either case the control of the vessel will not be absolute, and there will be a risk that a
significant amount of weight might be put on the cable. The experience of the personnel on

the foc’s’le will be invaluable in such a situation, and the way the anchor is allowed to run out
must be very carefully managed and controlled on the windlass brake.
If time allows, the anchors can be walked out until they are just on the bottom. The risks in
carrying out such a manoeuvre whilst travelling at speed are obvious, but the anchors will
have a braking effect.
Every situation will be assessed based on the state of the emergency, the size of the vessel
and its momentum, and damage limitation. The loss of an anchor and windlass is preferable to
the grounding of the vessel.
1.10.3.6 Manoeuvring Whilst at Anchor

It is occasionally necessary to make a lee for small craft to come alongside whilst at anchor.
The fact that the climatic conditions are such that it is necessary to make a lee will generally
mean that the only course of action is to heave up the anchor, manoeuvre to allow the transfer
process to take place, and then re-anchor afterwards.
In heavy seas, wind, or tide, the strain placed on the cable and stopper becomes unacceptable
if the engines are used to put the vessel beam on, or nearly beam on to the weather. With the
bow stopper in use, there is no ‘give’ in the system and failure of a component will be likely.
Masters should only consider making a lee whilst at anchor in relatively calm conditions in
accordance with good seamanship.
1.11 Working with Tugs
1.11.1 General Principles

The following should be considered prior to a tug being secured:
• Prior to towing operations being undertaken, suitable means of communication should
be established;
• The Master must discuss with the pilot the intended use of the tugs – where they will be
made fast, where they will be let go, and where they will be used for pushing;
• Tugs should not be permitted to come alongside before the Master has satisfied himself
that it is safe for them to do so;
• Tugs should be adequately fendered to avoid causing damage to the vessel’s hull, and
should push at the marked strong points;
• All hatches should be closed, regardless of whether there is cargo on board or not;
• Except in a emergency, tugs should not be allowed to come alongside or remain
alongside during cargo operations;
1.11.2 Emergency Use of Tugs

On occasion, climatic conditions such as severe weather, strong tides, etc., may require the
use of tugs to assist the vessel in remaining alongside. The Master may also decide that the
attendance of a tug is simply prudent, even if it is not actually used to hold the vessel
alongside.
Any intent by the Master or request from the shore for tugs to remain alongside during cargo
operations should be treated as non-routine and must only be carried out after a risk
assessment has been carried out. Such a risk assessment should address whether or not the
use of a tug will effectively lessen the effect of the climatic conditions. If time allows then the
company should be contacted to discuss the matter. The position of the tug’s engine exhausts
in relation to the direction of the wind and the proximity to gas-hazardous areas should also be
considered.

1.11.3 Safe Handling of Tug Lines
The following precautions must be followed when handling tug’s lines:
• The condition of the towing line and the experience and competence of the tug crew are
unknown factors. The crew on mooring stations will not be able to tell what load is
being applied to the towing line. It is therefore important to stay well clear of the
towline and the recoil area, in case the towline parts.
• Ensure the bitts upon which the towing eye is to be placed are clear of rope or wire;
• When the tug is being secured or let go, the person in charge of the mooring should
monitor the operation closely to ensure that no load comes onto the line before it is
properly secured, or whilst it is being let go;
• Never release a tug until instructed to do so from the bridge. Do not respond to
directions from the tug’s crew;
• When securing towing lines, the personnel involved must be prepared to release the
towline should weight come on it whilst they are trying to make it fast. It is far better
to have to start the whole operation over again than injury be caused.
• When releasing a towline, it must be carried out in a controlled manner. It must not be
simply taken off the bitts and left to whiplash along the deck;
1.12 Maintenance and Testing of Mooring Equipment
The Chief Officer and Chief Engineer are jointly responsible for ensuring that all mooring
equipment is covered by a regular maintenance programme.
Equipment used in mooring operations is often subjected to significant loads and any
deficiencies must be rectified immediately, or brought to the attention of the company if action
cannot be taken on board.
1.12.2 Storage, Maintenance and Care of Mooring Lines

Ropes, wires and stoppers must all be in good condition, and they must be regularly inspected.
Each mooring rope is to be individually identified, and checked for condition including wear,
damage and corrosion at least every 3 months. The condition must be carefully recorded on
the ECI10 - Mooring Rope Check or ECI11 - Mooring Wire Check, as applicable.
1.12.3 Ordering Replacement Ropes and Wires

When ordering replacement wire or synthetic ropes which are to be fitted to powered drums,
the diameter and breaking strength of the rope must be taken into consideration - too great a
diameter may result in the drum being unable to store a full length rope, and the rope must be
of the correct size for the design of the winch. The size of rope ordered must be correct for
the Brake Holding Capacity (BHC) of the mooring winch as originally designed – no useful
purpose is achieved in ordering a rope which is of a larger breaking strength than about 120%
of the BHC of the winch. Too large a size of rope may even lead to difficulties in storing
sufficient rope on the drum.
Whenever new mooring ropes, wires, tails and shackles are received on board they should
have a manufacturer’s test certificate. Each piece of mooring equipment must be individually
identified and the certificate endorsed with the location of the equipment. Certificates should
be kept in the Mooring Equipment File.
When ordering new mooring wires right hand lay with an internal wire rope core (IWRC) must
be specified. Where a wire rope is to be used on a powered drum then a steel wire core
provides better resistance to the crushing forces they are subjected on drums.

1.12.3.1 Mooring Ropes
The following is general guidance in the use, storage and inspection of synthetic ropes;
• Synthetic ropes should be stored in clean and dry surroundings, away from excessive
heat, clear of chemicals, chemical vapors and other harmful substances;
• Ropes should not be exposed to sunlight longer than necessary as ultraviolet rays can
damage the fibres;
• Synthetic ropes should be examined frequently while in service. As well as obvious
external mechanical damage to ropes, excessive wear may also be indicated by
powdering between the strands, which again indicates a reduced breaking load and a
need to replace the rope;
• Replacement of a synthetic rope should also be considered when abrasion burns or cuts
are evident. If abrasion reduces the solid diameter of the rope by more than 5% or a
cut penetrates more than 25% of one or more strands then the rope should either be
spliced or retired.
1.12.3.2 Mooring Wires

It is important that mooring wires are adequately lubricated before being put into service, and
that they are regularly lubricated throughout their working life. The frequency of lubrication
will be dictated by the amount of use and exposure to weather. If surface rust is detected on
the strands then lubrication should be carried out as quickly as possible. The lubricant used
must be one which penetrates the strands and wires, and ordinary grease is not satisfactory
for this purpose. It is also important that the wire is completely removed from the drum when
being lubricated in order to ensure that both the entire length and circumference of the rope
are treated. If necessary the wire should be cleaned before being lubricated.
The following is general guidance in the use, storage and inspection of mooring wires ropes;
• Wires should be stored on mooring winch drums with care, and each layer should be
neatly and tightly laid in order to prevent crushing;
• The area most susceptible to failure is the eye of the wire where it passes around the
tail shackle. This also happens to be the part of the wire which is easiest to access and
therefore particular attention should be paid to ensuring that it is frequently inspected
and lubricated even if there is insufficient time to deal with the whole wire;
• Wires should be inspected for deterioration and broken strands;
• Splices in wires should be inspected regularly to check they are intact, particularly
where an eye is shackled to a mooring wire tail. This is a very common area of
corrosion and failure;
• Wires must be replaced if the number of broken strands exceeds 10% of the visible
strands in any length of wire equal to 8 diameters;
• If dry or darkened patches are observed, the depth and degree of corrosion should be
checked. An effective way to do this is to place the wire on a solid surface and strike it
with a hammer. This will cause the rust to fall away and part the weakened strands,
exposing the severity of the corrosion.
It is recommended that mooring wires be turned end for end at least every 36 months.
However shore assistance will be required to make an eye in the inboard end and therefore the
matter should be discussed with the Technical Superintendent. The eye of the outboard end
should be removed before the wire is stored on the drum, otherwise damage will occur to large
lengths of the wire through the crushing effect.
1.12.3.3 Mooring Wire Tails

Vessels fitted with mooring wires will generally have tails fitted to the wires. The tails provide
a degree of elasticity which prevents sudden loads from parting the wire.
Tails should be 11 metres in length. They must have a breaking strength at 25% more than

that of the wire unless made of nylon in which case the breaking strength must be at least
37% more than the wire. This is because nylon tails can lose strength when wet.
Each mooring wire tail is to be individually identified and checked for condition including wear,
damage at least every 3 months. The condition must be carefully recorded in ECI12 -
Mooring Wire Tail and Connecting Shackle Check.
Tails are normally joined to the wire by a special stainless steel shackle such as a Tonsberg,
Mandal or Boss shackle. The eyes of the tails which are connected to the connecting shackle
should be sheathed in leather, plastic or canvas to protect them from chafing.
Tonsberg and Mandal shackles must be correctly connected. Tonsberg shackles have a
straight pin and the tail should be connected to it. A Mandal shackle has a curved roller and
the wire should be connected to it. Boss shackles can be connected either way round.
It is very important that the connection of tails to wires, in particular the condition of the eye
of the wire, is checked at frequent intervals. Each mooring wire tail connecting shackle is to
be individually identified, and checked for condition including wear, damage and corrosion at
least every 3 months. The condition must be carefully recorded in ECI12 - Mooring Wire
Tail and Connecting Shackle Check.
Spare tails must be stored under cover away from water, daylight and any contaminants such
as hydraulic oil or paint - inside the foc's'le would be ideal. New tails must be individually
identified to ensure that their date of manufacture and test certificate can be easily traced
throughout the life of the tail. When replacing tails, spare tails should be put into service and
new tails retained as spares.
1.12.4 Spare Mooring Wires and Ropes

The level of spares ropes to be carried will depend largely on the trading area, but as a
minimum Columbia requires every vessel to carry at least two spare wires and four spare tails
if so fitted, or two spare mooring ropes.
1.12.5 Disposal of Condemned Ropes

Ropes or wires in an unacceptable condition must be disposed of ashore as soon after they are
condemned as possible. Until they are disposed of they must be clearly marked as having
been condemned.
1.12.6 Mooring Winch Brake Holding Capacity

It is important to be aware that:
• Each mooring winch is designed to take a rope of a specific minimum breaking load
(MBL);
• Mooring winch brakes are designed to hold a maximum of 80% of the MBL of the rope
for which the winch was designed;
• Mooring winch brakes must be set to 60% of the MBL of the rope;
• The maximum heaving load, or stalling load, is nothing to do with brake holding
capacity; the maximum heaving load is simply the maximum load that the winch drive
motor can exert on a rope when the winch is new.
1.12.7 Winch Brake Band Lining and Drum Checks

Mooring winch brake linings must be checked every three months and form ECI8 – Mooring
Winch Brake Condition completed. The thickness of the brake band lining must be checked,
and where there is significant wear observed then the lining must be replaced. It should be
borne in mind that the brake lining is secured to the band by bolts, the heads of which are on
the inside of the lining and therefore allowance must be made to replace the lining before the

bolt heads start to damage the brake drum. The average thickness of the remaining lining
should be recorded in millimetres on form ECI8; this will give an indication of the time period
over which the lining thickness is reduced, but will of course vary with the trading pattern.
This procedure applies to all vessels fitted with mild steel brake drums. It does not apply to
those vessels which have stainless steel bands fitted to the winch brake drums. Where
winches are fitted with mild steel brake drums, the surface can quickly deteriorate. The more
surface rust there is on a brake drum, the less area of contact with the lining there is, with a
subsequent loss of brake holding power and increased wear on the brake lining. The smoother
the drum the better. Where the surface of the drum has deteriorated and there is significant
scale build-up, then it should be de-scaled and cleaned until once again smooth. The average
percentage surface contact of the lining on the drum should be estimated and recorded on
form ECI8; this will give an indication of how often maintenance will be required on the brake
drums.
1.12.8 Pedestal Rollers, Roller Fairleads and Chocks

The rollers on pedestal rollers and roller fairleads must all be free to move by hand. Greasing
points, particularly grease nipples, must be kept in good order and nipples replaced where
necessary. A seized roller should be freed as a matter of priority - if a seized roller lead is
allowed to remain seized then grooving of the roller will result, as well as friction damage to
ropes.
If a roller becomes seized, the application of a light lubricant such as gas oil or lubricating oil
into the greasing point nipple, and then left to act for several hours, can often solve the
problem.
The use of a rope wound several times around a seized roller and a winch used to apply a
turning force is an operation which can carry significant risk if the rope parts, and should only
be carried out under the carefully controlled conditions.
Chocks will eventually show evidence of grooving. The rate of grooving can be reduced to
some extent by trying to ensure that the wire passing through the chock does not always use
the same groove. Where there is grooving of more than a few millimeters, the matter should
be brought to the attention of the technical superintendent for action at the next repair period.
1.12.9 Anchor and Cable Condition Checks

An inspection of each anchor and the associated components must be carried out at intervals
not exceeding six months and the form ECI9 – Anchor and Cable Condition Check
completed.
In order for the equipment to be closely inspected it will be necessary to lower the anchor to
the water in calm weather and the inspection carried out from a service boat. Care must be
taken to ensure that the anchor has tripped and that the flukes are lying at an angle to the
shank and not parallel to it – if that is the case then the anchor must not be approached too
closely.
The following must be examined:

• The anchor flukes, to ensure they are not bent or damaged;
• The anchor head is free of any debris, such as wires or cables, which will prevent its
free movement;
• The anchor head shackle, which must be secure and the spile pin and lead plug must be
in place as far as can be seen;
• The seagoing securing arrangements, including the wire strop and turnbuckles;
• The chain stopper, including the guillotine and roller if fitted;

• The spurling pipe watertight securing arrangements;
• There is no visible damage to any part of the anchoring equipment.
1.12.10 Mooring Equipment File

A Mooring Equipment File should be established. Manufacturer’s test certificates for each
item of mooring equipment should be placed in the file.
Every mooring rope and wire should be identified with an individual tag, which must be related
to its manufacturer’s Certificate of Test in the Mooring Equipment File. The date of the rope
being put into service must be recorded, and when the rope is disposed of the Certificate of
Test must also be disposed of at the same time.
The Mooring Equipment File should include:

• Manufacturer’s test certificates for each item of mooring equipment, including:
• Mooring ropes and wires;
• Mooring wire tails, where fitted;
• Mooring winches and other ancillary equipment such as bitts and chocks.
• Individually identified and tagged mooring lines to allow them to be traced;
• A record of where each rope and wire is deployed;
• Records of regular inspections;
• Records of maintenance.

2. Safe Access
2.1 Responsibility
Primary responsibility for ensuring safe access remains at all times with the vessel, regardless
of whether a shore gangway is supplied or not.
It is the responsibility of the Chief Officer to ensure that safe access, including the provision of
a safety net where required, and that a lifebuoy, light and line are provided. If he is not
satisfied with the access then he should inform the Master. Access to the vessel should be
prohibited unless it is deemed to be safe.
The only occasions where responsibility for safe access does not rest with the vessel are at
repair yards where the yard has provided the access and manages it.
Once the access has been fully and completely rigged to the satisfaction of the Chief Officer,
personnel may be allowed to use it. Throughout port operations it remains the responsibility of
the Deck Officer of the Watch and the deck watch rating to ensure that the access remains
correctly and safely rigged.
The Officer of the Watch is responsible for ensuring that:

• The gangway remains clear and is properly illuminated;
• Mooring lines are not allowed to go slack;
• The gangway is properly secured;
• Stanchions are not allowed to become loose;
• The handrail ropes are kept tight;
• A lifebuoy, light and heaving line are available close to the gangway, and, if necessary,
a safety harness and work vest or lifejacket.
It should be noted that the rigging of an accommodation ladder may require work outboard, in
which case a permit for work aloft or outboard should be completed.
2.2 Provision of Safe Access

Whenever possible either the accommodation ladder or the vessel’s gangway, both with fitted
handrails, must be used for access unless the terminal provides adequate access. Homemade
gangways, planks of wood, etc., are strictly forbidden.
Where, because of the lack of adequate space on a berth, it is not possible to rig either the
accommodation ladder or a gangway, then a pilot ladder, or as a last resort a ladder, will have
to be used. In these cases, a safety harness and also a work vest or lifejacket must be made
available in addition to the lifebuoy, light and heaving line.
Where the vessel’s gangway is used, the berth must have sufficient landing area to provide an
adequate clear run in order to maintain safe, convenient access at all states of the tide and
changes in freeboard.
The following must be taken into account when deploying gangways and accommodation
ladders:
• The means of access should be placed as close as possible to the accommodation and
as far aft as possible;
• It should be borne in mind that the means of access also provides a means of escape.
2. Safe Access 1st January 2010 Page 1 of 4

The location of any portable gangway should be carefully considered to ensure that it
provides a safe access to any escape route from the jetty;
• Particular attention must be given where the difference in level between the decks of
the vessel and jetty becomes large;
• Angles of inclination of a gangway or the accommodation ladder should be kept within
the limits for which it was designed. Gangways should not be used at an angle of
inclination greater than 300 from the horizontal and accommodation ladders should not
be used at an angle greater than 550 from the horizontal, unless they are specifically
designed for greater angles;
• A bulwark ladder must be provided when the inboard end of the gangway or
accommodation ladder rests on or is flush with the top of a bulwark or handrail;
• Gangways and other access equipment are not be rigged on ships’ rails unless the rail
has been reinforced for that purpose;
• Lighting in the area must be adequate;
• A lifebuoy with a light, and a heaving line, should be available close to the access;
• As far as is possible access to the vessel should be kept free of snow, ice, grease or any
other substance likely to cause a slip or fall;
• Irrespective of whether it is provided by the terminal or the ship, the gangway should
be subject to inspections carried out at regular intervals throughout the vessel’s stay at
the berth.
Personnel should use only the designated means of access between the ship and shore.
The steps of gangways and accommodation ladders, where necessary, should be provided with
a non-slip surface. Such a surface may be provided by the use of non-slip tape.
The top and bottom steps of gangways and accommodation ladders should be painted in a
contrasting colour, such as yellow.
2.3 Marking of Gangways and Accommodation Ladders

Gangways and accommodation ladders have a safe working load. The maximum number of
persons and equipment allowed on the gangway at any one time should not exceed this safe
working load, and in order to provide guidance throughout the fleet it is a company
requirement that only three persons be allowed on a gangway at any one time. The deck
watch rating should ensure that this requirement is not exceeded.
All gangways and accommodation ladders must be marked at both ends with the following:
• The maximum angle of inclination. This will be 300 for a gangway and 550 for an
accommodation ladder, unless there is manufacturer’s instructions on board stating that
these angles may be exceed. If so then that larger angle should be marked;
• The maximum safe loading;
• The maximum number of persons allowed on the gangway at one time. This will in all
case be three.
The marking should be painted in as a large a letters as possible, at both ends of the gangway
or accommodation ladder, and in a position clearly visible to anyone using the access.
2.4 Safety Nets

The purpose of a safety net is to prevent a person from falling from the access either into the
sea or between the vessel and the berth. Safety nets, when fitted, must be spread at the
ship’s side sufficiently to prevent anyone falling off the access from falling into the sea or
between the vessel and the berth.

Safety nets are required as follows:
• Where non-permanent stanchions and rope handrails are fitted;
• If the permanent handrails are low enough that a person might still fall over them;
• If there is a possibility of a person falling through the gap between the handrail and the
gangway structure
Where rope handrails are fitted these might become slack, or a non-permanent stanchion
might become dislodged.
Where a deep fixed handrail is fitted, such as on an accommodation ladder or on a terminal

gangway, then it is probable that a safety net will not be required. The decision rests with the
Chief Officer whether to provide one or not under these circumstances.
If the terminal supplies a gangway or other means of access, it is the responsibility of the
vessel to ensure that a safety net is rigged where one is required.
2.5 Access Area Equipment

A lifebuoy with a light attached must be provided at the safe access. There must also be a
heaving line, which should not be attached to the lifebuoy.
Where necessary, a safety harness and work vest or lifejacket must also be provided.
Access from the top of a gangway to the deck must be provided. This must be safe to use and
must not involve a person using the access having to take large or difficult steps. Handrails or
ropes must be provided at the top of a gangway in order that persons using the gangway can
safely transfer from the gangway to the steps at the rail, and vice versa.
2.6 Maintenance of Gangways and Accommodation Ladders
2.6.1 Gangway Inspection

Each gangway must be inspected at six monthly intervals and the form ECI5 - Gangway
Inspection completed. The inspection must pay particular attention to the following, as
applicable:
• Steps and treads;
• The structure, including side stringers and cross members, should be checked for
condition, particularly corrosion and cracks. Particular attention should be paid to the
underside of gangways;
• Top and bottom platforms and turntables, and bottom roller;
• All support points, including lugs, brackets etc.;
• Stanchions, rigid handrails, ropes and connections. Bent stanchions must be replaced.
2.6.2 Gangway Safety Net Inspection

Each gangway safety net must also be inspected at six monthly intervals and the form ECI6 –
Accommodation Ladder or Gangway Safety Net Inspection completed.
Any defects in the equipment must be put right before the equipment is used in service.
2.6.3 Accommodation Ladder Inspection

Each accommodation ladder must be inspected at six monthly intervals and the form ECI7 -
Accommodation Ladder Inspection completed. The inspection must pay particular
attention to the following, as applicable:
• Steps and treads;

• The structure, including side stringers and cross members, should be checked for
condition, particularly corrosion and cracks. Particular attention should be paid to the
underside of accommodation ladders;
• Top and bottom platforms and turntables, and bottom roller;
• All support points, including lugs, brackets etc.;
• Stanchions, rigid handrails, ropes and connections. Bent stanchions must be replaced;
• Davits, sheaves, and lifting motor;
• Lifting wires, particularly where they pass through sheaves and at ends;
Any defects in the equipment must be put right before the equipment is used in service.
2.6.4 Accommodation Ladder Lifting Wires

The manufacturer’s certificate of test for each accommodation ladder lifting wire must be
retained on board in the Lifting Equipment File. When ordering replacement wires the size
must be in accordance with the manufacturer’s instructions.
The wires must be lubricated on a regular basis and they must be renewed every 30 months.
2.6.5 Accommodation Ladder Lifting Winches

Accommodation ladder lifting winches must be inspected in accordance with the
manufacturer’s instructions, but as at a minimum at annual intervals. The inspection must
include the following, as applicable:
• Brake mechanism;
• Remote control system;
• Power supply system.
2.7 Signs and Notices
2.7.1 Dry Cargo Vessels

The notice IF24 - Gangway Notice must be displayed at the shore end of the
accommodation ladder, gangway or any other form of access which is in use.
2.8 Control of Access

In accordance with the requirements of the security plan, nobody should be allowed on board
unless they are there on legitimate business. Those without legitimate business should be
refused access.

Heavy weather can be defined as those conditions which pose an increased risk due to:
• Increased stress on the vessel’s structure;
• Difficulty in maintaining the intended course and speed;
• An increased hazard to personnel due to the movement of the vessel;
• Significant risk of inadequately secured objects moving and causing either damage or
injury;
• Difficulty in operating machinery;
• Increased difficulty in detecting other vessels or objects in the immediate area;
• Increased fatigue for all seafarers;
The degree to which a vessel is affected by heavy weather is obviously determined by the size
of the vessel and the particular combination of wind, sea and swell. The main objective is to
ensure that the vessel is prepared before the onset of heavy weather. Ideally, the objective
should be to avoid extremes of heavy weather, but frequently, due to the speed of approach of
storms or limited sea room, it is unavoidable. All ships are designed to withstand heavy
weather, within the limitations of their construction, provided that the basics of good
seamanship are observed beforehand
The unexpected ingress of water into, and flooding of, compartments is more often than not
caused by a lack of due care and attention and poor seamanship.
The maintenance of all parts of the structure where water can enter, such as door and vent
packing, the dogging or sealing arrangements on hatches, and the provision of simple
remedies such as canvas covers where required, are fundamental and basic concepts of good
seamanship.
Water ingress can result in a catastrophic loss of buoyancy and in the worst case the risk of
the loss of the vessel. It invariably results in a considerable amount of work restoring the
spaces to their original condition, and in repairing and replacing equipment,
One of the main objectives of ship-handling in heavy weather is to prevent breaking seas
coming onboard the ship itself.
3.1 Securing the Vessel for Sea
All seafarers have a collective responsibility to ensure that whenever necessary all
spaces which could be subject to water ingress are adequately secured whilst the
vessel is at sea, regardless of the current weather conditions.
Every vessel must be fully secured when proceeding to sea from port if there is any doubt as
to the weather conditions outside the harbour. Every vessel must also be fully secured each
night when the day’s work has been completed. There are to be no exceptions to this
requirement.
It is the responsibility of the Chief Officer to ensure that either he or the senior deck rating
personally ensures that all spaces have been closed and adequately sealed and that the fact is
reported to the bridge. The Watch Officer must record the fact in the Deck Log Book.
In extended periods of bad weather, it is crucial that all spaces, particularly those forward and
those accessed from the maindeck, are checked as being dry on a regular basis, and at least
3. Watertight Integrity and Heavy Weather Precautions 1st January 2010 Page 1 of 7
DCO (Dry Cargo) - Deck Operations (Rev. O)
once daily. Bilge alarms must not be solely relied upon to warn of water ingress. Particular
care must be taken with respect to those spaces not fitted with bilge alarms.
The Master is to take all necessary precautions to protect the welfare of those inspecting
exposed areas in bad weather, including considering turning the vessel to provide weather
protection. It is for the Master to judge, in severe weather conditions, whether there is a risk
in turning the vessel, and the more prudent course of action might be to delay the inspections.
3.2 Ingress of Water in Heavy Weather

Ingress of water is most commonly experienced in the foc’s’le space, and this area requires
particular attention. However, all spaces with the potential for water entry in bad weather
must be treated with equal importance and must be secured both each night at sea and on the
onset of bad weather.
Water can enter in numerous ways:

• Doors, hatches or vents left open;
• Packing in poor condition. Hard, perished or deeply grooved packing must be replaced;
• Incorrectly fitted packing – the ends of packing must be cut diagonally, not square;
• Painted packing. Paint prevents adequate sealing;
• Incorrect packing. Very hard or very soft packing should generally be avoided;
• The packing retaining track in poor condition, allowing the packing to become
dislodged;
• Dogging arrangement in poor condition, preventing the securing of hatches;
• Hatch hinges seized or poorly designed, preventing vertical movement of the hatch
cover and resulting in an inability to secure the hatch;
• Vents in a wasted condition, resulting in the vent being washed away;
• Ingress into the chain locker through inadequately sealed spurling pipes, and
subsequently through the anchor cable bitter end securing arrangement;
• The fracture or wastage of sounding pipes.
The Chief Officer is responsible for ensuring that all securing arrangements are maintained in
good order, in accordance with the planned maintenance system.
The following should be checked at regular intervals:

• The physical condition of doors and hatches, including hinges, dogs and other securing
arrangements;
• The condition of packing. Painted, perished, soft, very hard, or deeply grooved packing
should be replaced;
• The sealing arrangement for the spurling pipes must be checked as being adequate to
prevent water ingress;
• The sealing arrangements for the anchor cable bitter ends;
• The physical condition of ventilators, including the condition of securing arrangements
of flanged connections on the vent standpipes.
Masters must ensure that whenever poor weather is expected the anchor cable spurling pipes
are adequately sealed. There should be steel plates which fit securely around the cable above
the spurling pipe, and these should be sealed with cement and a canvas cover secured over
the whole to ensure that location and watertight integrity are maintained. The Chief Officer
must ensure that such arrangements, or the equivalent, are both available and utilised.
The anchor cable bitter ends are often secured with pins within the foc’s’le space. These pins
are provided with ‘O’ rings which require regular maintenance. Should the chain locker
become water-full, then if these glands are not watertight water will leak into the foc’s’le space
and may result in severe flooding.
The condition of foc’s’le head vents should be carefully checked, particularly those which are
placed in exposed positions. Where internal corrosion is suspected with associated weakness
then the most prudent course of action may be the use of protective covers.
Some vessels have the facility to remove ventilator cowls and blank them. It is for the master
to decide whether to use this facility when bad weather is expected.
3.2.2 Actions of the Officer of the Watch in Heavy Weather

The Watch Officer must pay particular attention to the vessel’s motion in heavy weather,
especially when carrying heavy cargo, and must at all times be aware of conditions on deck,
which may signify potentially serious problems. Unusual collections of water on decks may be
an indication of a trim or heel abnormality. Sudden changes of heel or trim may indicate
probable flooding, or in smaller ships with lighter cargoes it may indicate cargo shift.
Increases in the amount of water boarding forward decks may indicate flooding of a forward
compartment.
Jerky lateral motions can be indicative of large scale sloshing as would be the case if a hold
which is empty or which contains a small volume of a very heavy cargo like iron ore were
flooded. On smaller ships, slowing of the ship’s roll period may indicate excessive water within
the hull and a subsequent serious threat to stability.
The Watch Officer should be aware that trim and freeboard changes are very difficult to assess
from an after bridge and they must therefore be alert to anything unexpected or unusual. The
Master must be immediately informed if there any concerns as to condition of the vessel, its
watertight integrity or trim and stability.
3.2.3 Water Ingress Detection Systems (WIDS)

This section applies to all bulk carriers and to any other vessel where a Water Ingress
Detection System is fitted.
In accordance with SOLAS XII regulation 12, (as amended by the 2003, 2004, 2005 and 2006
amendments), all bulk carriers are required to be fitted with Water Ingress Detection Systems
(WIDS) in each cargo hold giving an audible and visual alarm:
• At the aft end of the hold, at heights of 0.5 metres above the inner bottom and at a
height of not less than 15% of the depth of the hold but not more than 2 metres;
• In any dry or void space (such as the foc’s’le space, bow thruster compartment and
store rooms), other than a chain locker, any part of which extends forward of the
foremost cargo hold at a water level of 0.1 metres above the deck;
• In any ballast tank forward of the collision bulkhead when the liquid in the tank reaches
a level not exceeding 10% of the tank capacity.
Ballast holds may be provided with an overriding device to be activated when the holds are
ballasted.
The importance of the Water Ingress Detection System cannot be overemphasized. Over the
past twenty five or thirty years, many bulk carriers have been lost at sea and many of those
sank so quickly that they did not even have time to send a distress message. Most were
loaded with iron ore or similarly dense cargoes, but vessels carrying steel products are also
vulnerable to a loss of hull integrity due to the fact that their cargoes only take up a small
proportion of the space in the cargo holds.
Masters and Officers must ensure that they have a complete understanding of the operation
and test procedures of the WIDS. All WIDS are required to be fitted with an audible and visual
alarm on the navigating bridge. Some systems are cross-connected to the general alarm so
that if a WIDS alarm is activated, then the general alarm signal will be automatically activated.
If the WIDS is not connected to the general alarm and is activated, the Watch Officer must
immediately sound the general alarm.
These alarm systems are important and in addition to tests in accordance with the
manufacturer’s instructions, a full function test using a container full of water must be carried
out after each discharge and before each loading. The testing of the WIDS alarms must be
included in the planned maintenance system, and as a minimum must include:
• A weekly test by pushing the test button on the bridge alarm panel;
• A monthly test including a visual inspection of all detectors, the opening of the control
box door, checking of trouble-indication lamp, cables, wiring connections and circuit;
• A three monthly functional test of all sensors.
The test must be in accordance with, and include, the manufacturer’s instructions.
Cargo hold WIDS unit protection grids in every cargo hold must be thoroughly cleaned upon
completion of every discharge operation.
3.2.3.1 Action to Take in Case of Activation of the WIDS Alarm

The WIDS will give early warning of possible flooding, thereby allowing sufficient time for the
vessel to be evacuated if required. A WIDS alarm must be given the highest priority and
must NEVER be ignored. Events may happen very quickly and there must be awareness
that the vessel may have to be evacuated. Of particular importance is the establishment of
contact with an MRCC at the earliest possible opportunity.
An emergency procedure for what action to take in case there is a WIDS alarm must be
developed and all Watch Officers must be fully familiar with it. The plan must emphasise the
urgency with which action must be taken.
3.2.3.2 Water Ingress Detection Systems in Holds used for Ballast

Water Ingress Detection Systems fitted in cargo holds which may be used for ballast may have
an alarm overriding device fitted.
Under no circumstances must this alarm be overridden on any occasion other than when the
hold is filled with ballast.
3.2.4 Dewatering Systems

This section applies to all bulk carriers and to any other vessel where a Dewatering System is
fitted.
In accordance with SOLAS XII regulation 1, (as amended by the 2003, 2004, 2005 and 2006
amendments) all bulk carriers should be provided with a means of draining and pumping
ballast tanks forward of the collision bulkhead, bilges and dry spaces which extend forward of
the foremost cargo hold. The system shall be capable of being operated from an enclosed
space accessible from the navigation bridge or propulsion machinery without traversing open
decks.
The remotely operated actuators shall be checked on a regular basis. The overboard valves of
the system which are usually manually operated shall be marked conspicuously ‘Always keep
open while at sea’ and is recommended to be sealed in an open position during sea passages.
3.3 Heavy Weather Precautions
3.3.1 General precautions

The overriding consideration is the state of the sea – both the wave height and the swell
height; wind speed is of a secondary consideration as far as the prevention of water ingress is
concerned.
It follows that the interpretation of the term ‘heavy weather’ will be different for vessels of
different size, and will also depend upon the state of loading. It is the responsibility of the
Master to decide under what weather conditions these procedures need to be applied, and to
what extent. The larger vessels in the fleet will obviously consider that these procedures will
require implementing only in more severe conditions than the smaller vessels in the fleet.
However, Masters should bear in mind that the onset of bad weather can happen extremely
quickly and seas can build rapidly.
When heavy weather is expected the following procedure must be complied with to the extent
deemed necessary:
• Crew members should be prohibited from proceeding to exposed areas;
• All watertight openings must be securely closed;
• All mooring ropes either stowed on drums or off the deck;
• Anchor securing arrangements and spurling pipe covers checked;
• Cranes and davits properly secured;
• Stores and equipment on deck, and in store rooms, the accommodation and the engine
room properly secured;
• Additional securing fitted to equipment such as liferafts and lifeboats;
• Covers fitted to equipment which require it, such as exposed vents, winch controls,
mooring wires on drums etc.;
• Removal of lifebuoys, or additional quick-release lashings fitted;
• Where necessary, the free surface effect in ballast and other tanks reduced to an
acceptable level;
• Consideration given to reducing the amount of fuel in high wing tanks to avoid overflow
during rolling;
• Freeing ports and scuppers checked as being free of obstructions;
• Sufficient bunkers aft available to avoid having to transfer during bad weather;
• Lifelines rigged as appropriate;
• Consideration given to menus to avoid the need to use galley ranges.
3.3.2 Daily Inspections

In heavy weather, the Master should ensure that whenever possible and with due
consideration to the safety of the personnel involved, daily inspections will have to be carried
out.
An inspection team should consist of the Chief Officer and ratings, all using safety harnesses
and carrying such tools as might be necessary for tightening hatch cleats, lashings, etc. Radio
communications between the bridge and the inspection team must be maintained at all times.
The Master will alter course and/or speed in order to provide a reasonably steady deck where
no water is being shipped. When he is satisfied, he will notify the inspection team which side
is the lee side and give permission for the inspection to start. The team should proceed
forward from the accommodation on the main deck on the lee side. Their safety harnesses
should always remain secured to lifelines or other parts of the ship’s structure.
The following must be checked:

• Hatch cleats remain secure;
• Access hatches are securely battened down;
• Watertight doors on masthouses are closed and secured and that there is no leakage;
• Nothing has broken loose in the masthouses and that cargo gear is not in any danger of
breaking loose;
• Soundings on the lee side of the main deck should be taken at this time;
• Anchor lashings and windlass brakes must be checked and tightened as necessary;
• Rope hatches and any other accesses must be properly battened down;
• Any damage must be noted and assessed for repair
• Foc’s’le compartment soundings should be taken;
• The foc’s’le stores must be checked for damage and any possible leakage;
• Any foc’s’le bilge or WIDS alarms should be tested for proper function;
When this part of the inspection is complete the bridge should be informed. The Master will
put the weather on the opposite bow while the inspection party remain sheltered either in the
foc’s’le or having returned to the accommodation. When it is safe to do so, the Master will
give permission for the inspection party to inspect the remaining side of the main deck.
3.4 Bilges and the Sounding of Compartments

There must be a daily routine for the checking of the foc’s’le space, chain locker, bow thruster
compartment, cofferdams and holds, and any other space where unexpected water ingress
might occur. Where bad weather prevents the checking of such spaces daily they should be
checked as soon as possible after the weather moderates. In prolonged periods of bad
weather consideration should be given to turning the vessel to allow access to spaces at least
every two days. The record ECI20 - Compartment Sounding must be maintained.
Increase in the water level in bilges can indicate:

• Water ingress from outside (cracks in the hull, fractures in ballast water tanks, and
hatch cover leakage);
• Fracture of ballast pipe lines;
• Fracture of sounding pipes passing through ballast tanks;
• Heavy condensation in cargo holds;
• Leakage of tank containers or other containers carrying liquids;
• Valves failing
All the above can have serious consequences and examples are the flooding of cargo holds,
damage to cargo, the flooding of machinery spaces and damage to electrical equipment. In
extreme cases the safety of the vessel may be at risk.
Regular testing of bilge alarms, where fitted, must be carried out. In addition, bilge alarms
should be tested prior to the forecast onset of bad weather.
Bilge alarms fitted in cargo spaces should be tested on a monthly basis and the form ECI51 -
Cargo Hold Bilge Alarm Test completed.
3.5 Vents and Sounding Pipes
3.5.1 Marking of Vents and Sounding Pipes

All vents and sounding pipes must be clearly marked to indicate which spaces they serve.
3.5.2 Maintenance of Vents and Sounding Pipes

Vents, whether on ballast, bunker, lubricating oil or other tanks, work on the principle that a
float of some sort, when immersed in water, seals the aperture from which air normally enters
or exits from the tank during filling and discharging. This prevents the ingress of water.
It is important that these vents are properly maintained; they must be regularly dismantled
and the operation of the float or flap proved to be in good order.
Where flame screens are fitted, these must not be painted over or in any other way blocked.
If they are, or if corrosion is evident, then they should be replaced.
3.6 Hatches and Watertight Doors

Ingress of water into compartments such as the foc’s’le space is often a very serious event and
can have disastrous consequences. The cause is invariably a lack of attention to the watertight
integrity of the hatches and doors.
3.6.1 Maintenance of Hatches and Watertight Doors

The packing and securing arrangements of all hatches and watertight doors must be
maintained in good order at all times, including:
• The packing should be checked for condition;
• Dogs and securing arrangements must be well greased and free to move;
• The hatch compression bars;
• Hinges must be greased and free to move;
• Hinges should be checked to ensure that they are free to move in the vertical – if not
then
no amount of tightening of the dogs will ensure water tightness.
With respect to packing, the following must be taken into account:

• The ends of packing must be cut at an angle of 45 degrees, and must not be square
cut;
• The ends of the packing should be placed in the most sheltered position from the
effects of waves;
• If packing is hard, cracked, deeply grooved or painted over, it must be replaced;
• The packing retaining track must be in good order. Corroded or wasted packing track
should be repaired at the earliest opportunity.
The requirements for ensuring the watertight integrity of spurling pipes and anchor cable bitter
ends are contained in the Mooring Procedures section.
3.7 Ventilators
Ventilators, particularly those on the foc’s’le, are prone to damage by wave action when heavy
seas are shipped. The cause may be either poor design, poor protection from wave action, or
corrosion. The result of a ventilator being damaged can be a rapid ingress of substantial
volumes of water, with significant consequences.
3.7.1 Maintenance of Ventilators

The most significant issue with ventilators is that corrosion invariably commences from the
inside is virtually undetectable unless the vent is removed from its base. However, in view of
the significant amount of water ingress which can occur if a ventilator is damaged, it is prudent
to check the condition of the internal parts of every ventilator exposed to heavy seas. This
should be carried out on an annual basis.
Each ventilator will have a flap to allow the vent to closed in case of fire. The flap does not
serve to provide any useful watertight protection. These flaps should be regularly maintained
and kept free to operate easily by hand.
Some vessels have the facility to remove ventilator cowls and blank them. It is for the master
to decide whether to use this facility when bad weather is expected.
4.1 Description of Lifting Equipment

The term ‘lifting equipment’ applies to all equipment used for that purpose, whether cargo
derricks or cranes, provisions handling davits and cranes, engine room cranes, lifeboat and
liferaft davits and cranes, accommodation ladder davits, pilot hoists, chain blocks, trolley
blocks, and lifting beams.
Loose gear refers to any ancillary equipment used for lifting including chains, ropes, slings,
pulleys, eyebolts, shackles, swivels, rope blocks, chain blocks, trolley blocks and any other
equipment used in the lifting process.
4.2 Marking of Lifting Equipment

Every item of lifting equipment as defined above must have its Safe Working Load marked on
it.
In addition, all lifting equipment must be individually marked to ensure that certification can be
related to the correct item.
4.2.1 The Marking of Controls and Switches

All crane and derrick controls, particularly those for hoisting and lowering the load, and those
for slewing and luffing, must be clearly marked as to their purpose and direction of operation.
All other controls and switches must be clearly marked as to their purpose.
4.3 Maintenance of Lifting Equipment

All lifting equipment must be periodically and regularly checked in accordance with the planned
maintenance programme and the manufacturer’s instructions, and records maintained.
4.3.1 Inspection and Maintenance of Lifting Equipment Wires

The wires of all lifting equipment must be periodically checked to ensure that they are in
satisfactory condition. Particular attention must be paid to those areas of any wire
which are not normally visible. The wire should be run off to the extent necessary to
ensure that all such areas, including the connection of the wire ends to the drum or davit head,
can be closely inspected. Lubricant must be removed in exposed areas as necessary to ensure
that the wire underneath has not suffered any deterioration.
The above instruction applies to the following equipment:

• Cargo handling cranes;
• External provisions or stores handling cranes, gantries and davits;
• Lifeboat davit wires;
• Rescue boat crane;
• Accommodation ladder lifting wires;
• Gangway lifting slings;
• Suez Canal light davit;
• Bunker hose handling cranes or davits;
• Any other external davits or cranes used for any lifting purpose.
During production wires receive lubrication. This treatment provides the rope with ample
protection against corrosion and is designed to reduce the friction between the wires which
make up the rope, as well as the friction between the rope and sheaves or drums. This
lubrication, however, only lasts for a limited time and should be re-applied periodically.
4. Lifting Equipment 1st January 2010 Page 1 of 11

Wire ropes must be re-lubricated at regular intervals, depending on their use, particularly
along the zones subjected to bending and to weather. If for operational reasons lubrication
cannot be carried out then a shorter service life may be expected and inspection intervals have
to be increased accordingly.
The planned maintenance system already covers the regular inspection and testing of lifting
equipment and all wires must be checked and lubricated as required by the system.
Maintaining the wire ropes at regular intervals increases rope life significantly. Under identical
test conditions, well-greased ropes permit four times as many reverse bending cycles as
ungreased ropes. It is important that lubrication is carried out regularly right from the
beginning of the service life of the rope.
In lubricating wires penetrative grease specifically designed for the purpose must be used in
order that the wires and strands are lubricated both internally as well as externally. If the
vessel does not have a supply of such penetrative wire lubricant the company must be
informed. If the vessel has been equipped with a mechanical wire lubricator, that should be
used. If possible, the lubricant recommended in the equipment manufacturer’s instruction
manual, or the equivalent, should be used. The lubricant used should be compatible with the
original lubricant.
It is completely unsatisfactory to lubricate merely the parts of the wire which are immediately
visible and accessible. The whole wire must be lubricated and in order to achieve that the wire
will have to be run off the winch drum. Particular attention must be paid to the ends of wires,
and those parts of the wires which are normally around sheaves in the stored position.
Before lubrication is carried out, clean heavily soiled wire ropes by brushing. If the soiling is
extremely heavy or the grease is resinous, clean the wire, sheaves and drums with a non-
caustic degreaser and dry before applying lubricant.
Make sure that when reeling a wire off a crane that at least three turns remain on the drum,
unless the end of the wire is secured at the drum to allow the whole wire to be run off.
There are several techniques of lubricant application:

• The most common ones at present are painting or swabbing (Figure1/a);
• The lubricant can be applied at a sheave (Figure 1/b) using a continuous drip method.
If only a little lubricant is required, pressure spray nozzles can be applied.
• Various other systems involve continuous application using a bath (Figure 1/c);
• Maximum penetration of the lubricant can only be guaranteed if a high pressure
lubricator is used (Figure 1/d).

Lubricators involve a two-part sleeve, with rubber seals, which are clamped around the rope
and screwed together. While the rope runs through the lubricator the lubricant is pressed into
the sleeve at a pressure of up to about 30 bars. This process ensures deep penetration and
the removal of old lubricant. The other methods detailed above only lubricate the surface of
the wire.
Upon completion of lubrication, the equipment should be operated if possible in order to better
distribute the lubricant within the strands.
4.3.2 Replacement of Lifting Equipment Wires

The lifting wires on the equipment listed below are to be replaced on all vessels in the fleet at
intervals not exceeding 30 months, regardless of condition. This includes lifeboat davit wires
regardless of the SOLAS requirement that they be replaced every 5 years.
• External provisions or stores handling cranes, gantries and davits;
• Lifeboat davit wires;
• Rescue boat crane;
• Accommodation ladder lifting wires;
• Gangway lifting slings;
• Suez Canal light davit;
• Bunker hose handling cranes or davits;
• Any other external davits or cranes used for any lifting purpose of which the wire
diameter does not exceed 24 mm.
This 30 month replacement schedule applies to lifting equipment wires which are external and
are therefore exposed to the weather. Cargo crane and other wires on lifting equipment fitted
internally and not exposed to the weather, such as the internal engine room overhead crane
wires, should continue to be replaced as required and at intervals not exceeding 5 years.
The replacement of wires on lifting equipment up to 100 tons SWL must be conducted by a
senior responsible person designated by the Master. A risk assessment should be carried out,
if necessary, prior to each wire replacement, and accurate and complete records must be
maintained of when each wire is renewed. The replacement of wires on lifting equipment over
100 tons SWL will always be arranged by the Technical Department and should not be
attempted on board without first confirming with the office that the work should go ahead.

4.3.3 Installation of Wire Ropes
When crane wires require replacement it is important to consult the manufacturer’s manual
and to follow the instructions contained therein. The following general guidance is given to
assist where such manufacturer’s guidance is not available.
When installing steel wire ropes care must be taken that the rope is unreeled from the storage
drum or coil without allowing turns to develop. The storage drum or coil should be suspended
using a turntable or similar device allowing the wire to pulled off without turns developing.
Figure 1 Figure 2
Under no circumstances must rope be pulled off a coil while it is lying on the deck, nor should
it be looped over the head of the reel (Figure 2), because this will induce one turn per wrap
into the wire rope. The wire will try to resist the enforced turns, form loops, and may well
result in irreparable kinks which will result in the rope being unsafe to use.
When fitting new wires to cranes, there are two basic methods:
• Discard the old rope first and then install the new afterwards;
• Attach the new wire to the end of the old and pull it through. This should be the
preferred method for larger cranes, but the connection between the two must be very
secure, particularly if hauling through several sheaves is required.
Consideration should be given as to whether the rope should be pulled through the whole
sheave system or whether it should first be wound from the coil or reel onto the drum and
afterwards be reeved through the system. However, if one end of the rope has a fitting
attached, there will usually be no other possibility than pulling the loose rope end through the
whole sheave system.
When replacing wires it is important that the new has the same direction of lay as the wire
being replaced. If the new wire to be fitted is of a different lay and is fitted by being pulled in
using the old with the two rope ends buttwelded together, the lay of the wire being fitted can
be severely damaged
The use of buttwelding to join the two ends of rope is not recommended. Even though special
electrodes are used the connection may break due to the bending stresses when running over
sheaves.
If that type of connection is used, the safety should be increased by using a Chinese Finger.
Fewer problems are caused by connecting wire ropes with welded eyes or chain links (Figure
3), which are joined by either strands or thin wire ropes. This connection provides satisfactory
load capacity, it is flexible and prevents the transfer of twist from one wire to the other.

The two wires may be connected using solely Chinese Fingers. These are tubes made out of
braided strands, which are pulled over the wire rope ends and then secured at their ends with
tape (Figure 4). Under load Chinese Fingers will contract and hold the wire rope ends by
friction. However, when installing a long lay wire rope care must be taken that the Chinese
Finger does not unwind. It is good practice to wrap tape around the whole length of the
Chinese Finger to increase the friction.
Figure 3 Figure 4
4.3.4 Storing Spare Crane Wires

Steel wire ropes should be stored in an internal clean dry place. The ropes must be kept off the
deck, and must be stored either on the reels they were supplied with or placed on pallets.
Each wire must be clearly marked as to its intended purpose and the equipment it is designed
to be fitted to.
4.3.5 Limit Switches

If a hoist limit switch fails to operate then an additional load will be placed on the equipment
which may result in failure. The company requires all limit switches in the planned
maintenance system to be checked for correct operation on a monthly basis.
These monthly inspections should check that the limit switches are free of paint, operate
correctly, and should prove that the limit switches cut off the respective driving motor.
4.4 Testing of Lifting Equipment

This section does not apply to the cargo cranes on multi-purpose vessels, which are inspected
and maintained under a specific class approved regime. Refer to section 4.6 below.
Each lifting appliance shall be tested by a shore service agency and in accordance with class
requirements at least once every 5 years, and the test and examination recorded in the Cargo
Gear Book.
Every item of lifting equipment must have an up to date test certificate. Where it is not
immediately obvious which test certificate applies to which item of lifting equipment, such as
engine room lifting beams, these must be individually identified.

4.5 Thorough Examination
This section does not apply to cargo cranes, which are inspected and maintained under a
specific class approved regime. Refer to section 4.6 below.
Every derrick, crane, davit, accommodation ladder, pilot hoist and lifting beam must be
thoroughly examined by the Chief Officer, Chief Engineer or Second Engineer at least annually,
and the examination recorded in the Cargo Gear Book.
Such examination must include all parts of the lifting equipment, including those parts not
normally visually inspected. All wires must be run fully off storage drums in order that the
condition of the inner layers and ends can be inspected.
4.6 Cargo Lifting Equipment

This section is applicable to cargo cranes.
Cargo cranes and derricks shall be inspected and maintained in accordance with the
manufacturer’s recommendations and the planned maintenance system.
At intervals not exceeding 12 months, all cargo gear shall be examined by a class surveyor.
This may be carried out in conjunction with the annual SOLAS certificate surveys. It should be
noted that very few national authorities recognise such an examination which has been carried
out by the vessel’s personnel. In exceptional circumstances when the annual examination by a
class surveyor cannot be arranged due to the trading pattern or unavailability of a class
surveyor, the company should be advised.
The annual examination consists of a visual inspection of all equipment, wires and loose gear,
and a function test of the limit switches and other protection and alarms and a running test
without weights. On completion the Cargo Gear Book should be endorsed by the class
surveyor.
Every 5 years a thorough examination and test shall be carried out under class supervision.
Such examination will require in addition to the annual inspection items a load test and a
thorough examination of the lifting equipment and all loose gear to be carried out. Upon
completion the Cargo Gear Book should be endorsed by the class surveyor.
Company policy for all cranes with a SWL of 100 tons or more is to replace all wires at 5 yearly
intervals. It is preferable that the replacement is carried out during a docking and in
conjunction with the 5 yearly thorough examination by class. A load test will be conducted
after the wires have been replaced. Records are to be maintained in the Cargo Gear Book,
and the certificates should be readily available.
4.6.1 Cargo Gear Book

The vessel is delivered with a Cargo Gear Book issued by class. The book records the initial
test of all cranes and derricks and all the loose gear associated with it. All certificates for
cranes, wires and loose gear should be attached to the book and considered to be part of it.
Whenever a wire or any loose gear is replaced the new certificate should be attached and the
old removed. Under no circumstances must a wire or loose gear be used which does not have
a manufacturer’s certificate
The Cargo Gear Book must be kept updated at all times and must be endorsed by class. This
is usually checked by local authorities in ports where the vessel will operate using its own
cargo gear, and can cause delay and off hire if not properly maintained.

Some countries – India and Pakistan for example - may require a four yearly load test. Such
local rules and regulations should be monitored and the company advised should any deviation
from international rules or company procedure be required.
4.7 Cargo Lifting Equipment Spare Parts

This section is applicable to cargo cranes.
Most vessels fitted with cargo handling gear usually operate in very remote areas and to ports
where the delivery of spares can prove to be both difficult and expensive.
It is therefore essential that each vessel carries sufficient spare wires. For cargo cranes of
more than 100 tons SWL, spare crane wires will be stored ashore at strategic locations.
Care should be taken to ensure that the replacement of wires is spread out over a reasonable
period of time to ensure that a significant number of wires do not require replacement at the
same time.
A list of the available spare parts for cargo lifting equipment should be maintained.
4.8 Qualified Operators

Lifting equipment must only be used by personnel trained in its use. This requirement
particularly applies to cargo cranes and derricks, and to stores cranes and engine room cranes
and lifting beam chain blocks.
Such personnel must be fully conversant with the controls of the particular lifting device, the
checks which must be made prior to using the equipment, and to the safety precautions
required to be followed during such use.
The Equipment Check and Information File contains diagram IF02 - Hand Signals for
Cranes and the Chief Officer must ensure that all Officers and ratings are familiar with them
and that they are used whenever directing a crane or derrick operator.
In exceptional circumstances the SWL of lifting equipment may need to be exceeded, for
example for load testing or for exceptional operational reasons. The company must be advised
and permission obtained prior to the SWL being exceeded.

Whenever possible the operator of the lifting equipment should be able to see the load which is
being moved, whether it be cargo or stores, machinery, or ancillary lifts such as lifeboats or
accommodation ladders. Where the operator is unable to fully view the area of the lift then a
signaller must be used. Lifts must not be made without at least one person being able to sight
the lift and the area around it.
Planning a lifting operation is essential and the following should be considered:

• Where the load is to be picked up from;
• Where the load is to be placed;
• What areas and obstructions are to be passed over;
• The proximity of personnel;
• How the load is to be slung;
• How the slings are to be removed;
• The weight of the load;
• The ability of the operator to sight the load from lifting to final placing;

• How the operator will be directed, and by whom, if he is unable to sight the full
operation;
• Weather conditions.
4.10 Checks Prior to Use

Use of lifting equipment has one of the most significant potentials for accidents of all the work
carried out on board ship. Accidents with lifting equipment are caused both by operator error
and equipment failure, and occur generally not to the lifting equipment operator, but to those
working in the adjacent area.
Each item is to be checked prior to each arrival in port, or prior to each use at sea. Checks
should include any particular manufacturer's pre-operation recommendations. Any significant
failure must be rectified before the equipment is put into use; minor faults in the operation of
lifting equipment, which do not affect safety, must be reported and rectified as soon as
possible.
It is the responsibility of any person using a derrick, crane, davit, chain block, lifting beam or
other article of lifting appliance, to check the lifting appliance and all associated equipment
prior to use and ensure that it is in apparent good order.
4.10.2 ECI2 - Lifting Equipment Pre-Operation Check

ECI2 - Lifting Equipment Pre-Operation Check must be completed prior to the use of
lifting equipment. Such checks must include a thorough visual inspection of the equipment as
far as is possible from the deck of the working platform, but without having to climb to
normally inaccessible parts of the lifting equipment.
There are two reasons for the check list – the first is to ensure that when any lifting equipment
is operated or used it has been visually inspected to ascertain that as far as possible the
equipment is apparently in good order; this is merely good practice. The second is to ensure
that any faults found with lifting equipment are recorded and that they are corrected either
before the equipment is used, or if of a minor nature and do not affect safety, as soon as
possible thereafter.
ECI2 - Lifting Equipment Pre-Operation Check is an inspection and function test of the
equipment, controls, stops, brakes, safety devices etc, before the start of any lifting operation,
and in the case of extended operations, daily. Inspection means a thorough visual inspection
by a competent person to establish that there are neither faults nor any significant
deterioration which can affect the safe use of the equipment.
The form must be completed by a competent person. A competent person is a person

possessing the knowledge or experience necessary to enable him to satisfactorily perform the
duties required. Such a competent person might obtain his knowledge either through training
provided by the manufacturer of the equipment or by in-house or local training provided either
within the company or on the vessel. In Columbia those persons are considered to be the
Master, Chief Officer, Senior Engineers and senior, experienced, deck or engine room ratings.
ECI2 - Lifting Equipment Pre-Operation Check does not in any way replace the planned
maintenance routines for the equipment; regular preventative maintenance must continue to
be carried out. Such regular maintenance should include annual thorough examinations
completed by a competent person and should be designed to check for material faults such as
cracks, distortion and corrosion, as well as wear and tear that could affect the safe working
load and overall strength.

If there is any doubt as to whether the equipment is fit for purpose the Chief Officer must be
informed.
4.11 Crane and Derrick Hooks

If lifting equipment hooks are fitted with safety catches which automatically close to prevent
the load coming off the hook, these catches must be maintained in good order at all times.
When stowed, the hook of any crane, davit or derrick must not be secured using a wire or
chain strop. The reason for this is that if any significant weight is placed on a crane or davit
wire then where the wire turns around a sheave the wire will to some degree be opened, which
will allow the ingress of water and subsequent corrosion. This corrosion may not be readily
visible when the weight is taken off the wire.
When securing hooks to the deck or rail, a light synthetic rope must be used. Only the
minimum amount of weight must be placed on the strop to ensure that the hook is secure. For
larger hooks a turnbuckle should be used to tighten the securing.
4.12 Use of Slings

Prior to use, wire, rope and chain slings must be thoroughly checked to ensure that they are in
good order and fit for purpose.
If more than one sling is used, the angle between the slings determines the maximum Safe
Working Load that the slings can handle. The diagrams below illustrate this.
4.13 Use of Chain Blocks

When using chain blocks it is not difficult to exceed the SWL, with subsequent damage to both
the chain block and the equipment being lifted, and the very significant risk of injury to
personnel. Whenever a chain block is used care must be taken to ensure that the SWL of the
equipment is not exceeded. Where there is any doubt as to the weight of a lift, measures such
as the weight being distributed between two lifting appliances should be considered.
4.14 Control of Loose Gear

All loose gear not permanently attached which is used for lifting must be kept under the
control of the Chief Officer, except for chain blocks which should be kept under the control of
the 2nd Engineer.
All wire and rope strops, slings and chain blocks must be individually tagged in order that they
can each be referenced to the manufacturer’s certificate. A file of test certificates must be
maintained.

4.15 Bulldog Grips

Bulldog grips are a convenient way of making a loop or eye in a rope. However, their use is
discouraged and an alternative should be found when possible.
The diagram below shows the correct way of applying a bulldog grip, and the correct size of
grip to use. The "U" of the grip must be placed on the dead end of the rope as illustrated, and
the distance between each grip should be about 6 rope diameters.
Bulldog grips which are correctly fitted and with a thimble can be expected to hold about 80%
of the minimum breaking strain of the rope to which they are fitted; if a thimble is not fitted
when making an eye the grip will hold significantly less. It should be noted that an incorrectly
fitted bulldog grip may reduce the effective breaking strain by as much as 50%.
The following must be complied with when using bulldog grips:

• They must only be used on wires;
• They must never be used on lifting equipment as the prime means of making an eye.
They may, however, be used to secure the loose end of a wire on lifting equipment for
example where a socket and wedge is used to make the eye;
• They should not be used on plastic coated wire rope;
• They must not be used where strong vibrations are anticipated;
• They should be regularly checked for tightness;
• Where grips are used to form an eye, a thimble must always be used;
• The grip farthest from the eye or thimble must not be over tightened, because that is
the vulnerable section in this form of assembly;
• The grip fitted nearest to the eye should be positioned as close to the eye as possible
but not in such a position that the correct tightening of the Grip will cause damage to
the outer wires of the rope.
4.15.2 The Fitting of Bulldog Grips

Bulldog grips must be fitted as shown in the diagrams below.
4.15.3 Table of the Number of Grips to be Used

The number and size of bulldog grips required for any particular apllication should be in
accordance with the table below.

Minimum Minimum Distance
Distance
E - mm B - mm number of E - mm B - mm number of apart in
apart in mm
grips grips mm
9 40 3 48 28 105 4 152
11 48 3 57 32 114 4 171
13 54 3 67 35 121 4 191
16 64 3 76 40 140 5 210
18 67 3 86 40 140 5 229
19 73 3 95 44 159 6 248
19 73 3 105 48 178 6 267
22 79 4 114 48 178 6 286
22 79 4 124 54 190 6 305
26 92 4 133 57 203 7 324
26 92 4 143 60 210 7 343


There are a number of occasions when adverse climatic conditions may require action such as
the cessation of cargo operations, or even evacuation of the berth.
Prior to berthing and continuing throughout the time alongside, weather forecasts should be
monitored in order to provide adequate warning of any approaching severe weather conditions.
The possibility of local weather factors and conditions, such as extreme tidal flows and tidal
surges should be discussed with either the terminal representative, the pilot or the port
authority.
The completion of a risk assessment should be considered and acted upon if necessary.
5.2 Adverse Weather
5.2.1 Integrity of the Mooring System

One of the most important factors as far as adverse weather is concerned is the ability of the
mooring system to keep the vessel alongside, without risk of damage to either the vessel or
the quay.
The terminal should have established parameters for swell, wind speed and sea state, above
which vessels of a certain size should in the first instance cease cargo operations and then if
conditions deteriorate further vacate the berth.
Regardless of whether that is the case or not, it is the Master’s responsibility to take whatever
action he deems necessary, including the cessation of cargo operations and the evacuation of
the berth, in order to prevent damage to the vessel or the terminal.
5.2.2 Significant Tidal Ranges

There are river berths which, particularly during spring tides, can present significant problems
to vessels. The speed of the flow of the tide, coupled with the fact that if a berth is placed
close to a bend there might be significant offshore currents, can place a significant strain on
the mooring system. At such a terminal the number of moorings should be increased.
Deck Officers should be aware that at such berths particular attention must be paid to
maintaining all mooring ropes tight and the weight on each is evenly distributed. The mooring
system will require constant attention because of the rise and fall of the tide. Under no
circumstances must the vessel be allowed to start surging at the berth.
It may also be considered prudent at such berths to employ the services of a tug to ensure
that the vessel remains alongside. In extreme cases it may be prudent to evacuate the berth,
and although this would be a rare occurrence, the company will always support the Master’s
decision to do so if he deems it necessary.
5.2.3 Tidal Surges

Where a vessel berths in a river subject to tidal surges the Master should ascertain from the
pilot or local port authority the times of the tidal surges, and the extent to which they might
affect the mooring of his vessel.
If the height of the surge warrants it, the following actions should be considered, as necessary:
• The main engines in operation and ready for immediate manoeuvring;
• Mooring parties on station to tend the ropes;
5. Adverse Climatic Conditions 1st January 2010 Page 1 of 2

• Cargo operations stopped;
• The assistance of a tug obtained.
5. Adverse Climatic Conditions 1st January 2010 Page 2 of 2

6.1 Cold Weather Precautions

Before entry into cold weather (when the temperature is expected to fall below zero) the
Master should ensure that all personnel are fully aware of the hazards of operating in sub-zero
temperatures and of the need to take additional precautions to prevent damage to, or freezing
of, equipment.
Deck and engineering officers must ensure that equipment, particularly safety equipment, is
regularly checked whilst in cold weather, daily if necessary, to ensure that it remains fit for
purpose.
These procedures are primarily designed for vessels which are not specifically equipped for
operation in sub-zero temperatures. Ice class vessels should apply and adapt these
procedures as necessary to supplement any special equipment fitted.
6.2 Deck and Superstructure Icing

Deck and superstructure icing is a complicated process which depends upon meteorological
conditions, the condition of loading and the behaviour of the vessel in bad weather. The most
common cause of ice formation is the deposit of water droplets on the vessel's structure and
decks. These droplets come from spray driven from wave crests and from ship-generated
spray. Ice formation may also occur in snowfall, sea fog, a sudden fall in ambient
temperature, and from the freezing of raindrops which come into contact with the vessel's
structure.
Freezing spray warnings are usually included in marine forecasts. However, it is difficult to
provide accurate forecasts as to the effects of icing as individual vessel characteristics have
markedly different results. Graphs assessing the rate of icing based on air temperature, wind
speed, and sea-surface temperature can provide a guide to possible icing conditions, but
should not be relied on to accurately predict ice accumulation rates. Caution should be
exercised whenever winds of about 17 knots or more are expected, in combination with air
temperatures below -20C. Generally speaking, winds of Beaufort Force 5 will produce light
icing; winds of Force 7 moderate icing, and winds of above Force 8, severe icing. Under these
conditions, the most intensive ice formation takes place when wind and sea come from ahead.
In beam and quartering winds, ice accumulates more quickly on the windward side of the
vessel, thus leading to a constant list which is extremely dangerous.
Icing is a function of the ship's course relative to the wind and sea and generally is most
severe in the areas of the bow, bulwarks and rails, the windward side of the superstructure
and deckhouses, hawse pipes, anchors, deck gear, forecastle and upper decks, freeing ports,
aerials, masts and associated rigging.
The effects of freezing spray can be minimised by reducing speed in heavy seas, by running
with the sea, or by seeking more sheltered conditions.
It is important to try to maintain the windlass free of ice so that the anchor may be dropped in
an emergency.
6.2.1 Severe Icing and the Effect on Stability

Ice accretion on deck can significantly affect stability, although the occasions when this might
happen are very few and far between. Ice build up on deck in significant amounts only occurs
when the vessel is shipping seas or spray in sub-zero conditions, and whilst in open water.
Obviously the more ice there is on deck, the more the stability is affected.
6. Operation in Sub-Zero Conditions 1st January 2010 Page 1 of 8

It is extremely difficult to estimate precisely the amount of ice on deck, but a reasonably
accurate figure can be determined by multiplying the deck area coated by an estimated
average thickness. The Master and Chief Officer must be fully aware of the effect of icing on
the stability of the vessel, and must have pre-calculated how much may be allowed to accrue
on deck before the stability is affected enough to warrant taking preventative action. Under
severe icing conditions manual removal of ice becomes important because of the effect on
stability.
Such action must be taken well before stability becomes of concern. The manual removal of
solid ice is a long and difficult process and the best course of action is to avoid the accretion of
ice in the first place. Where there is concern that the amount of ice accumulating on deck
might significantly affect stability, measures should be taken to reduce the propagation of it,
for example by reducing speed in order to reduce the amount of spray coming on board, or by
heading in a different direction. An important factor will obviously be how long the icing
conditions are expected to continue for. Whilst in ice bound waters the only ice build-up will
be from snow, or possibly rain. This should be relatively easy to remove manually if
necessary.
6.2.2 Removal of Ice

The removal of ice on deck should only be attempted when considered absolutely necessary.
Wooden tools are preferred to steel, in order to prevent damage to equipment. The use of
steam hoses should be considered, but adequate precautions must obviously be taken to
prevent injury to personnel.
Ice removal equipment such as wooden mallets, shovels, crow bars, hammers, spikes and
sledge hammers should be readily available in various locations. Steam or hot water hoses
should be available.
An adequate supply of sand and salt for decks should be arranged and should be stored in
readily available locations, particularly forward and around the accommodation decks. It is
important that walkways are maintained safe for personnel as far as is possible.
6.3 Crew Protection

Winter clothes – suitable jackets, gloves, boots, balaclavas etc. must be available for the crew
who are expected to work outside. These should have been obtained prior to entering cold
areas.
The crew must be briefed on the dangers of exposure to freezing conditions, and the
significant effect that wind can have on increasing the chill factor. They should be instructed
to ensure that walkways are either kept ice-free or coated in sand or salt.
6.4 Accommodation and Internal Spaces

All external doors to the accommodation, stores, pump room, emergency escapes, emergency
generator room, safety equipment stores, and the foc’s’le space should be closed. Vents,
where not required for ventilation, should be closed.
The accommodation and critical spaces must be maintained at an adequate temperature for
crew comfort and to prevent damage to equipment. If necessary where equipment is liable to
damage from freezing conditions, it should be moved to another appropriate location.
Space heaters, where fitted, must be checked as fit for purpose and used as required. These
include the bow thruster compartment, foc’s’le space, emergency generator room, emergency

fire pump compartment, under deck passages and duct keels, where fitted. Oil tank heaters
must be turned on.
6.5 Navigation Bridge

The following precautions should be taken:
• Ensure bridge window heating is fully operational, and that it remains in use during
periods of sub-zero temperatures. If heating is not available transparent heat shrink
film may assist in the prevention of frost and condensation. Portable fans or
improvised ducting fed from the bridge heating system may also be used, but care
must be taken to avoid significant temperature changes which might cause windows to
crack;
• Provide equipment such as scrapers, de-icing spray and salt on the bridge;
• Wheelhouse heaters should be kept on. If not fitted, portable heaters should be
provided, consistent with safety. It is important that an adequate temperature is
maintained in the wheelhouse to protect sensitive electronic equipment;
• The bridge window wash water line should be drained and the drains left open;
• Ensure that the whistle heater, if fitted, is operational and remains on at all times, and
that compressed air is moisture free. Drain any water traps;
• Slack down all signal halyards;
• Keep radar scanners running at all times whilst in sub-zero temperatures;
• Ensure that navigation and deck lights remain fit for purpose and ice-free;
• Switches for the duct heaters to be switched on (where fitted).
• Clear-view screens to be kept running when needed;
• Search lights should be checked as fit for purpose;
• Ensure that the EPIRB trace-heating is operational – it should activate automatically by
thermostatic control when the temperature drops below –20C.
It is important that there is an effective means to maintain clear vision through the
wheelhouse windows. All round vision must remain unimpaired. Any mechanical means to
clear moisture from the outside of a window should have an operating mechanism protected
from freezing or ice accumulation that could impair its effective operation. Humidity from the
heating system should be avoided in order to prevent window fogging.
6.6 Fire, Foam and Deck Lines

Prior to entry into cold weather the fire, foam and fresh water lines must be isolated and
drained completely. Drain valve plugs should be left open. The notice IF21 - Cold Weather
Precautions must be displayed on the Bridge and in the Cargo and Engine Control Rooms,
stating that the fire lines have been isolated and drain valves plugs are opened. Notices must
also be posted at each fire and foam pump operating position.
All exposed valves must be left cracked open because moisture may freeze the valve seat and
the valve together rendering the valve impossible to open. It is possible that with some fire
line configurations additional drains may need to be fitted to allow adequate draining.
Using fire lines in below freezing temperatures, or maintaining water in the line, requires a
constant flow of water through all exposed lines and branches. This is achieved by opening
end valves slightly and leading water overboard through hoses, although care should be taken
to avoid branch lines becoming water full and freezing.
After using a fire line in freezing conditions it must be quickly drained, within 10 minutes, and
again all exposed valves left cracked open. Use of the anchor cable washing should only be
considered if there is no possibility of significant ice accumulations in the hawse pipe.

6.7 Holds and Other Spaces
Holds and bilges in all areas liable to freezing should be stripped dry. The chain locker and
foc’s’le spaces should also be stripped dry.
Where sounding pipes are exposed, the level in the associated tank should, as far as possible,
be lowered to prevent freezing of the sounding pipe and subsequent damage. Where the pipe
cannot be drained then consideration should be given to using anti-freeze.
When receiving freshwater alongside, water is to be left running continuously. Ensure that the
end of the hose is pushed well down inside the freshwater tank filling pipe to prevent freezing.
6.8 Deck Equipment

Prior to entering into cold weather conditions action must be taken to ensure that all moving
equipment, including mooring winches, roller and pedestal leads, cargo lashings, vent flaps,
hatches, door hinges and dogs, trackways, sounding pipes, hydrants and valves, ship’s side
railing openings, etc. have been adequately lubricated in order to prevent seizure. Antifreeze
mixed with the grease has proved to be effective.
• All loose equipment on deck should be stowed away;
• Exposed electric and air motors of accommodation ladders, provision cranes, bunker
davits, electric whistle, winch starting switch boxes etc. should be protected with
canvas covers;
• Pilot ladders should be kept under cover and protected against icing. Pilot ladders must
not be deployed overboard too early in order to prevent them becoming slippery and
dangerous;
6.8.1 Cargo Equipment

• Cargo cranes are vulnerable in cold conditions and sluggish hydraulic controls and
slipping brakes are very common. Consideration should be given to running motors,
pumps, and hydraulic oil heaters throughout the period the vessel is in sub-zero
conditions. If turned off, they should be operated well in advance of use;
• Safety devices must be tested well in advance of being required;
• If lifting equipment cannot be used safely then the operation should be stopped until
measures have been taken to ensure that it can.
6.8.2 Mooring Equipment

The following precautions must be taken:
• Mooring ropes on drums must be kept covered until required for mooring operations.
In severe conditions consideration must be given to removing ropes from drums and
storing them internally;
• The windlass and mooring winches should be operated well in advance of mooring
operations. In severe conditions hydraulic tank heaters should be turned on. In severe
conditions and whilst alongside consideration should be given to keeping mooring
winches operating at slow speed;
• Polypropylene and other synthetic ropes are best suited for severe temperature use -
manila should not be used for lashings as it becomes stiff and difficult to handle.
When in freezing conditions, decks and walkways should be kept free of ice as far as is
possible.
6.8.3 Anchors
Where freezing spray conditions are likely there must be means of clearing ice from the anchor
hawse pipes and windlasses before arriving in restricted waters.

When approaching a freezing spray area it is good practice to leave anchors slightly lowered –
about 1 metre – in order that the hawse pipe may be cleared by heaving the anchor as well as
by lowering it. Care should be taken to avoid damage.
Ice accretion on windlass brakes resulting in loss of grip should also be taken into
consideration. It may be necessary to de-ice brakes before lowering anchors.
6.9 Hydraulic Machinery Rooms

• Hydraulic systems should be filled with fluid designed for cold weather operation;
• The space heater, where fitted, should be checked for correct operation;
• The oil tank heater should be used as necessary;
• The compartment vent should be closed, or a shield used;
• A small quantity of 70% Isopropyl Alcohol will remove moisture in hydraulic oil and
ease control mechanisms, but the equipment manufacturer’s instructions must be
reviewed.
6.10 Cold Weather Precautions with Ballast

• Seawater freezes at about -30C (280F);
• Where fitted, heating should be operated in all wing ballast tanks, even those which are
empty. This will prevent condensate freezing and damaging lines;
• All ballast and freshwater tanks should have sufficient ullage to allow for expansion due
to freezing. When alongside, if practicable, the level in ballast tanks should be lowered
to below the waterline to prevent freezing – ballast water will not freeze below the
waterline except in extreme conditions;
• Where sounding pipes are exposed, the level in the associated tank should, as far as
possible, be lowered to prevent freezing of the sounding pipe and subsequent damage.
Where the pipe cannot be drained then consideration should be given to using anti-
freeze;
• Ballasting and de-ballasting operations must only be carried out after confirming that
air-pipes are clear. Operations must be very carefully monitored. It is advisable to
strip each tank completely to prevent freezing of any small volumes of water;
• Where fitted, heating should be operated in fresh water tanks, even those which are
empty. The temperature of fresh water tanks should be regularly monitored.
6.11 Safety Equipment
6.11.1 Lifeboats
• When approaching cold weather, an additive specifically designed to aid the starting of
diesel engines should be added to the fuel tank in the proportions recommended by the
manufacturer;
• Regular engine oil should be replaced by an appropriate winter grade type such as
5W30. Synthetic oils reduce friction and can achieve easier starting than multi-grade
oil in cold weather. Instruction on the proper viscosity for lubricating oil should be
obtained from the lifeboat engine manufacturer’s manual;
• Where fitted, engine heaters should be in use. A suitable temporary heater may be
used, consistent with safety. A fire resistant blanket over it may be used to conserve
heat. Electrical cables should not be run through access doors or windows;
• The lifeboat engines must be operated more frequently in cold weather to ensure
continued satisfactory operation. The engine starting systems should be able to

operate in temperatures of –150C and within two minutes of commencing the start
procedure;
• Any water cooling of lifeboat engines must have an adequate amount of antifreeze in
the coolant. The antifreeze mixture should prevent freezing up to temperatures of at
least –350C to avoid damage to the cylinder block;
• All lifeboat sea water lines must be drained of water as far as is practicable;
• Precautions should be taken to prevent the freezing and subsequent damage to lifeboat
fixed fresh water containers by ensuring that there is sufficient space for expansion
should they freeze. Portable water containers can be moved to an internal location and
personnel temporarily delegated on the muster list to load the water into the boats in
the case of an emergency;
• Equipment in the lifeboats such as the bilge pump and rudder must be regularly
checked to ensure that they remain free to move;
• The lifeboat davits, blocks, sheaves, micro-switches, release equipment and all other
running gear must be adequately lubricated to ensure continued operation;
• Emulsified oil in a davit gearbox may solidify under cold conditions. If the oil is
contaminated then it should be replaced and the cause of the contamination
determined and rectified. Excessive moisture in the gearbox may lead to braking
system failure.
Uncovered survival craft, as well as the associated access ladder, should be protected from
snow and ice by an appropriate cover.
Avoid material made from natural fibres for painters, embarkation ladders, ropes and
protective covers because natural fibres absorb moisture resulting in a loss of flexibility and
durability under cold weather conditions.
Ice accretion should be regularly removed from lifeboats and launching equipment. An ice
removal wooden mallet should be available in the vicinity of the lifeboats.
6.11.2 Emergency Generator

• The emergency generator room space heater must be switched on, where fitted;
• If no heating is provided, then the emergency generator fuel tank must be filled with
winter grade Gas Oil;
• Any water cooling of emergency generator engines must have an adequate amount of
antifreeze in the coolant. The antifreeze mixture should prevent freezing to avoid
damage to the cylinder block;
• The emergency generator must be run regularly in cold weather to ensure continued
satisfactory operation.
Emergency generating sets should be capable of being readily started at a temperature of 00C.
If this is impracticable, or if lower temperatures are likely to be encountered, provision should
be made for heating arrangements.
Even though the emergency generator space may be heated, engineers must be aware that if
the fuel tank is located on an outside bulkhead then there may still be the possibility that the
temperature of the fuel can be lowered to below its cloud point.
6.11.3 Emergency Fire Pump

• The emergency fire pump space heater must be switched on, where fitted;
• If no heating is provided, then the emergency fire pump fuel tank must be filled with
winter grade Gas Oil;
• Any water cooling of the emergency fire pump engine must have an adequate amount
of antifreeze in the coolant. The antifreeze mixture should prevent freezing up to
temperatures of at least –350C to avoid damage to the cylinder block;

• The emergency fire pump must be run regularly in cold weather to ensure continued
satisfactory operation.
6.11.4 CO2 Rooms, Foam Rooms and Other Fire-Fighting Spaces

• Ensure that equipment will not be affected by sub-zero temperatures. If so,
appropriate action must be determined and taken.
Officers should be aware that CO2 systems will usually only operate in temperatures above -
160C and it is therefore important that provision should be made for ensuring that such
systems are maintained above that temperature. The manufacturer’s specific instructions
must be reviewed.
6.12 Engine Room

• All external doors to the engine room and associated stores and emergency escapes
should be closed. Vents, where not required for ventilation, should be closed;
• The engine room must be maintained in all areas at an adequate temperature to
prevent freezing. Heating, where fitted, must be used as necessary, particularly in
adjacent compartments such as the steering flat. Temporary heating should be
provided where necessary;
• The number of ventilation fans in use should be kept to a minimum consistent with
maintaining a positive pressure in the engine room. Care should be taken to ensure
that equipment directly below ventilation intakes is not subject to unduly low
temperatures;
• Where engine exhaust uptake dampers are fitted they should be closed when the
engine is not in use to prevent condensation;
• Heating of fuel oil tanks must ensure that the fuel remains at an adequate
temperature;
• Where fitted, heating systems for sea water service systems should be tested to ensure
they are fit for purpose. Such heating systems should be used as necessary when in
cold weather;
• The after peak should be filled to well above the level of the stern tube. Such
additional water should not affect the trim and draft significantly. The water should not
be allowed to freeze and should therefore be checked regularly;
• Heating systems for sump and lubricating oil storage tanks, fresh water cooling
systems and hydraulic systems should be operational and should be used as necessary
when in cold weather;
• Bilge wells should be maintained dry;
• Heaters for generators and electric motors should be operational and used as necessary
in cold weather;
• The main engine air heater, if fitted, should be operated;
• Consideration should be given to maintaining a flow of water through the sanitary
system and soil drains;
• The heating for the sanitary holding tank and overboard line should be operational and
used if the temperature falls below 50C (410F). When possible, and if time permits,
purge air or steam through all wash water outlets that do not drain to a level well
below the water line. If necessary, add antifreeze to unused drain traps and toilets.
6.12.1 Sea Inlets

The potential exists for ice and slush to enter sea inlet boxes, blocking seawater flow to the
cooling system. The problem is encountered by the majority of ships entering ice-covered
waters. Should the inlets become blocked the result will obviously be the overheating of the
machinery which relies on such cooling water.

The lower main sea suction should be used where possible as the water temperature is likely
to be higher, and freer of ice.
The methods for dealing with the prevention of blockage by ice of sea water inlets vary from
ship to ship. Occasionally steam heating is provided for sea inlets, and this should be tested
and be operational before entering freezing conditions.

7.1 Implementation of an Inspection Routine

Every ballast tank, and other compartments such as holds, cofferdams, void spaces, ducts and
water tanks must be inspected at least annually.
It is important that an accurate record is maintained for each compartment. On larger vessels
the inspection of compartments such as ballast tanks can be a very complicated process and in
order to ensure that adequate records are maintained it may prove necessary to divide the
compartment into transverse sections and use more than one form for each compartment.
Every effort must be made to accurately record coating breakdown and corrosion. If records
are accurate then any deterioration in the condition of the compartment can be monitored.
The Records – Tank Inspection (ECI15 - Fore Peak, ECI16 - Aft Peak, ECI17 - Double
Bottom, ECI18 - Side Wing Ballast, ECI19 - Generic,) should be used to maintain a record
of the compartments inspected, and they should be forwarded to the Technical Department
once completed.
All reports should be filed and retained on board as well as forwarded to the Technical
Department.
Double hulled vessels present specific problems with respect to the inspection and
maintenance of those spaces. The reasons are as follows:
• The relatively numerous and confined compartments of a double skin design make the
surface preparation and paint application at the building stage more difficult, thereby
increasing the likelihood of coating breakdown;
• A relatively larger area of ballast tank boundaries adjacent to bunker tank boundaries
presents a greater risk of leakage from one to the other;
• The greater amount of ballast tank area adjacent to cargo hold boundaries will lead to
the formation of more condensation within the double skin, with consequential
corrosion potential;
• Interaction between the inner and outer hulls, caused by loading stresses and
differential expansion, increases the possibility of fatigue cracking;
• The reduced and often difficult access to all double skin compartments makes the
monitoring of coating condition and the rectification of defects more difficult.
7.2 What to Check for During Inspections

The following is very broad guidance and reports on the inspection of a compartment should
contain as much descriptive detail as possible in order for the condition to be adequately
assessed by the office.
7.2.1 Coating
The condition of the compartment coating should be carefully checked. The coating is the key
to preventing corrosion. Guidance in inspecting coatings is as follows:
• Breakdown of the coating is likely to occur first in areas of insufficient film thickness,
such as on the leading edges of frames and lightening holes;
• Areas of the tanks where air may be trapped when the tank is ballasted, as well as
areas from which it is not possible to remove all the water, when the compartment is
empty, are important points to check for the onset of coating breakdown and corrosion;
• Any cracks found in the coating may indicate stress points in the vessel's structure and
must be carefully checked;
7. Maintenance and Inspection of Compartments 1st January 2010 Page 1 of 3

• The coating in areas beneath suction bell mouths should be given special attention.
High coating abrasion in these areas may quickly lead to breakdown and the formation
of pitting;
• Attention should be paid to the coloration of the coating. Changes in shade may
indicate corrosion beneath the paint.
The condition of the coating should be reported as accurately as possible. It is often very
difficult to describe the level of breakdown and simple comments such as “10% breakdown”
are unhelpful and non-descriptive. Records should give the exact location of the breakdown,
and should state whether it is coating breakdown, if corrosion is evident and the type of
corrosion, whether surface powder rust, or penetrating rust. If there is hard rust evident then
this should be recorded.
Where there is damage to a coating the steel should be prepared and recoated at the earliest
opportunity.
7.2.2 Structure
The Master or Chief Officer should, when circumstances permit, take the opportunity to
visually check the external hull whilst alongside a berth. If indentations or other damage more
than very minor are observed, the extent and location of the damage must be reported to the
office, and a record made on board. Photographic evidence must only be taken in accordance
with company safety procedures.
During the inspection of a compartment, checks should be made for cracks, deformation, and
corrosion. Guidance in inspecting for structural damage is as follows:
• Cracks are most likely to occur where frames, girders, and webs are attached to the
double hull and where there are structural discontinuities. The first indications of
cracking are likely to be damage to the coating;
• It should be remembered that once a crack has formed, it will propagate and may well
penetrate either the outer or inner hull. Therefore, if a crack is detected, its full extent
should be determined and then should be monitored until a repair can be affected;
• Deformation, such as the buckling of frames, webs and plating, is a potentially serious
problem and any indication should be very carefully checked. It is likely that severe
stress has been placed on those structural members. Reasons can be poor design,
heavy weather, impact damage, or under or over pressurisation during cargo
operations.
Any structural issues must be immediately reported to the company.
7.2.3 Corrosion
Corrosion must be kept under control. The maintenance of coatings is vital in the prevention
of corrosion. Where break down of coatings is noted then remedial action must be taken as
soon as possible.
Areas where corrosion is often difficult to control are sounding pipes, striking plates, hangers,
brackets, and pipe work generally.
Particular attention should be paid to the plating under suction bell mouths, where pitting may
occur. These areas are difficult to check because bell mouths are placed close to the plating,
but nevertheless it is very important that they are examined carefully.
7.2.4 Coating Maintenance

By regular inspection, the condition of the coating, which directly affects the condition of the
steel, is always known and plans can be made for repairs to be carried out while the damage is
still relatively minor.

However, in some areas of the double skin spaces this may not be practicable and the surface
preparation has to be made using hand tools. Once again, however a surface tolerant coating
should be used to ensure that the repair is effective.
The manufacturer's instructions should be followed regarding the preparation quality and
method of application of the paint.
Repairs to steel structure, should defects be found, should not be attempted by the ship's
crew. However, full details of the defect should be reported to Columbia in order for a repair
schedule to be drawn up.
7.2.5 Sediment
Occasionally a vessel will be required to ballast in places such as rivers where there are
significant amounts of sediment suspended in the water. If sediment is found during a ballast
tank inspection then the amount should be estimated and recorded.
In accordance with the requirements of the Ballast Water Management Plan, the sediment
should be removed at the earliest opportunity.
7.2.6 Anodes
Where anodes are fitted the condition of the anodes should be reported, in terms of the
percentage of wastage. Where the wastage is greater than 75%, the anodes will require
scheduling for replacement at the next docking.
7.2.7 Bilge Pumping and Sounding Arrangements

The condition of the bilge pumping arrangements in holds and non-cargo spaces should be
checked, particularly pipework.
7.2.8 Enclosed Space Entry

The requirements of the company enclosed space entry procedures must be strictly complied
with when carrying out compartment inspections. Form SWO03 - Enclosed Space Entry
Permit must be completed, and also the forms BM412 - Personnel in an Enclosed Space
and BM413 - Atmosphere Check Record.

All areas where personnel walk should be kept clean and free of obstructions at all times. Any
oil or other substance which may make the surface slippery must be immediately cleaned up.
8.1 Walkways
Walkways must be kept clear of obstructions. Equipment may only be temporarily stored on
walkways and catwalks, and must be moved to a storage location as soon as possible.
Any permanently fitted structure or fitting which might present a tripping hazard on a walkway
should be painted in a contrasting colour, such as yellow, or in the case of larger hazards such
as manholes, ringed in black and yellow stripes.
Walkways on the main deck and on the poop deck leading into the accommodation access
should have a non-slip band about 1 metre wide and be edged in yellow paint to identify
where the non-slip area is.
Removable gratings must be properly secured when in place to prevent movement either
when walking over them or when the vessel is moving in a seaway.
Where there is low headroom, the reduced height should be marked either in yellow or with
black and yellow bands.
Handrails must not be used for securing objects to.
8.1.1 Openings in Walkways

Where a grating is temporarily removed from a walkway, the area must be fenced off to
prevent somebody falling into the space. Warning notices must be posted.
8.2 Ladders and Companionways

The steps and handrails of ladders and companionways must be kept clean at all times. The
top and bottom steps of ladders should be painted in a contrasting colour, such as yellow. If
deemed necessary, the steps of ladders which present a slipping hazard should be covered in a
non-slip material.
During internal inspections the security of handrails and steps on inter-deck companionways
must be checked to ensure that they are secure.
8.3 Mooring Areas

Mooring areas on the foc’s’le and the poop deck must be coated with effective non-slip
surfaces. The entire working area should be coated, which may result in all the foc’s’le head
and all the poop requiring coating.
Tripping hazards in mooring areas, such as eyebolts in the deck, must be coated in a
contrasting colour such as yellow.
8.4 Working Aloft – Safety Equipment

Whenever a person works more than 2 metres above the deck level, a safety harness must be
used. The form BM409 - Working Aloft Permit must be completed prior to the work taking
place.
8. Walkways and Avoiding Slips and Falls 1st January 2010 Page 1 of 3
Where a person is working in any location where it is possible that they might fall into the sea,
both a safety harness and a life vest which provides buoyancy, must be worn. A lifebuoy and
line must be immediately available at the work site. A responsible person must supervise such
work whilst it is being undertaken.
Under no circumstances is it permitted to work overboard when the vessel is making

way.
Whenever a person is working aloft there must be an attendant at deck level to assist as
required. If working in an area where the inadvertent operation of any machinery might
prejudice the safety of the person working aloft, such as on a radar mast, the notice IF25 -
Working Aloft must be posted.
8.4.1 Safety Harnesses

Each vessel should have at least three safety harnesses on board. Only harnesses with
webbing straps over the shoulders, around the waist and between the legs are to be used.
Belt type safety harnesses, the use of which may result in significant internal injury, are not
permitted aboard Columbia vessels and should be disposed of.
Safety harnesses are to be properly stored, under the control of the Chief Officer, away from
any substance, such as paint or chemicals, which may damage them. Each harness is to be
individually identified and regularly checked for condition. Records of inspection are to be
maintained.
Safety harnesses must be checked every 3 months and the ECI3 - Lifting Equipment –
Safety Harnesses Check completed. Safety harnesses must also be personally checked by
the Chief Officer prior to each use and the record completed.
8.4.2 Working Life Vests

Each vessel should have at least three working life vests on board. These should be of the
positive buoyancy type. The use of inflatable life vests is discouraged because of the
maintenance that they require, and once the CO2 cartridge has expired they should be
disposed of and replaced with a working vest type.
Working life vests are to be properly stored, under the control of the Chief Officer, away from
any substance, such as paint or chemicals, which may damage them. Each working life vest is
to be individually identified and regularly checked for condition. Records of inspection are to
be maintained.
Working life vests must be checked every 3 months and the ECI4 - Lifting Equipment –
Working Life Vests Check completed. Working life vests must also be personally checked
by the Chief Officer prior to each use and the record completed.
All dry cargo vessels are supply with a Hazard Warning Vest for each crew member.
Lifejackets must not be used in place of working vests.
8.4.3 Bosun’s Chairs

The Chief Officer is responsible for ensuring that bosun’s chairs are properly stowed away from
any substance, such as paint or chemicals, which may damage them. Prior to use, the
condition of the seat and the rope work is to be thoroughly checked for condition. If there is
any doubt as to the condition, the chair is to be withdrawn from service.
Safety harnesses must always be used when working from bosun’s chairs and if necessary,
working life vests. Bosun’s chairs must be secured to the gantline by a double sheet bend and
the end seized to the standing part with an adequate tail.
Winches must not be used to haul a person aloft in a bosun’s chair – it should be carried out
only by hand.
8.4.4 Stages
The Chief Officer is responsible for ensuring that stages are properly stowed away from any
substance, such as paint or chemicals, which may damage them. Prior to use the condition of
the stage and associated rope work is to be thoroughly checked for condition. If there is any
doubt as to the condition, the stage is to be withdrawn from service.
Safety harnesses must always be used when working from bosun’s chairs, and if necessary,
working life vests.
8.4.5 Gantlines
The Chief Officer is responsible for ensuring that gantlines are properly stowed away from any
substance, such as paint or chemicals, which may damage them. Prior to use, the condition of
the gantline is to be thoroughly checked for condition. If there is any doubt as to the
condition, the stage is to be withdrawn from service.
9.1 General Precautions

A tool is designed for one particular function and no other. It should be treated with respect.
The material of which it is made is appropriate to the intended purpose but usually not for
others. Files are hard but brittle, screwdriver shanks bend where levels do not, pliers may slip
on nuts.
For every job, the proper tools in the right sizes should be available and used. Tools used for a
purpose for which they were not designed may cause injury to the user and damage to the
work piece and the tools.
Damaged or worn tools should not be used. Handles of hammers, screwdrivers and chisels
should be secure; wooden handles should be straight-grained, smooth and without splinters.
Punches and cold chisels with jagged heads should not be used. Cutting edges should be kept
sharp and clean. Faces of hammers, punches and spanners should be true. The repair and
dressing of tools should be carried out by a competent person.
When not in use, they should be stowed tidily in a suitable tool rack, box or carrier, with
cutting edges protected.
Tools should only be used for the purpose for which they intended. Personnel should only use
the correct tools for the intended task.
When using moving machinery, loose clothing or jewellery must be avoided. Long hair should
be tied back or covered. Personal protective equipment such as goggles, working boots,
aprons etc must be used as necessary
Prior to use, equipment must be checked to ensure that it is in good order. This particularly
applies to machinery such as grinders and electrical equipment.
9.2 Hand Tools

Damaged or worn tools should not be used. Cutting edges should be clean and sharp. The
repair or dressing of hand tools should be carried out by a competent person.
9.3 Portable Power Operated Tools

Power operated tools may be dangerous unless properly maintained, handled and used
correctly.
Because of the greatly increased risk of electric shock from supplies at main voltage, portable
electric equipment for use in particularly damp or humid conditions should be of low voltage.
The flexible cables of electric tools should comply with the relevant Flag State Legislation and
be of the minimum rating practicable. This is most important if double insulated tools are
used.
Double insulated tools (where the exposed metal parts are not designed for earth connection)
are not recommended for use on ships because water (which may be salt-laden) can provide a
contact between live parts and the casing, increasing the risk of a fatal shock when the tool is
used.
9. Working with Tools 1st January 2010 Page 1 of 4

Before using portable electrical equipment, and after use, the electric cable and connections
must be carefully examined for damage, and defects should be repaired and the tool tested by
a competent person before its re-use.
Where cables pass through doorways or hatches, the access must be properly secured open to
prevent damage to the cable. During breaks electrical equipment should be isolated from their
power source. Electric leads and the hoses of pneumatic and hydraulic tools should be kept
clear of damage from nails, sharp edges, hot surfaces, oil and chemicals etc. Where leads or
hoses pass through doorways or other openings, the doors etc. should be secured open.
Where they trail across decks or passageways, leads or hoses should wherever possible be
suspended high enough to give clearance over men passing beneath. Where this is not
possible and they lie on deck, they should be protected with suitable guards.
Accessories or tool pieces should be absolutely secure in the tool. In particular, retaining
springs, clamps, locking levers and other built-in safety devices on pneumatic tools should be
replaced after the tool piece (drill, bit, chisel etc.) is changed. Serious injuries can result if any
of these are omitted, since the tool piece may be ejected with considerable force when power is
applied. Accessories of fitments should not be fixed or replaced while the tool is connected to a
source of power.
Where a safety guard is needed for a particular operation, it should be securely fixed before
work begins; if it is removed for changing an accessory, it should be replaced immediately.
During a temporary interruption of work, power tools should be switched off and disconnected
from the source of power and left in a safe position with leads clear of passageways. A check
that the switch or control is off should be protected.
The vibration caused by reciprocating tools (pneumatic drills, hammers, chisels etc) or high
speed rotating tools (e.g. drills) can give rise to a disablement of the hands known as “dead”
or “white” fingers. In its initial stages, this appears as a numbness of the fingers and an
increasing sensitivity to cold but in more advanced stages, the hands become blue and the
finger tips swollen.
9.3.2 Air-Driven Equipment

Air driven tools are generally safer to use but operators should be aware of the dangers of
whiplash from the air hose if an air connection comes apart. Prior to use, the integrity of air
connections must be carefully checked.
When compressed air is used, the pressure should be kept no higher than is necessary to
operate the equipment satisfactorily.
Whiplash from pneumatic hoses in the event of breakage of couplings may be prevented by
fitting a chain linkage between the couplings of an air hose.
Compressed air should not be used to clean a working area, and in no circumstances should
compressed air be directed at any part of the body.
9.3.3 Compressed Gas Cylinders

Compressed gas cylinders should always be handled with care, whether full or empty. They
should be properly secured and kept upright. If available, cylinder trolleys should be used to
transport cylinders from one place to another.
Oxygen and Acetylene cylinders must be stored in separate compartments. Full and empty
cylinders should be segregated. Cylinders should be stored in a place where they will not be
subject to extremes in temperature.

Piping to the engine room workshop from the cylinders must be of welded steel construction
and should be colour coded – blue for Oxygen and red for Acetylene. Flashback arresters must
be fitted at both the cylinders and the workstation.
The protective caps over the valve should be screwed in place when the cylinders are not in
use or being moved. Valves should be closed when the work has been completed.
Special precautions as follows need to be taken in the case of cylinders of Oxygen and
Acetylene or other fuel gases:
• Cylinder valves, controls and associated fittings should be kept free from oil, grease and
paint. Control should not be operated with oily hands;
• Gas should not be taken from such cylinders unless the correct pressure reducing
regulator has been attached to the cylinder outlet valve;
• Cylinders found to have leaks that cannot be stopped by closing the outlet valve should
be taken to the open deck away from any sources of heat or ignition and slowly
discharged to the atmosphere.
9.3.4 Use of Machinery

No one should operate a machine unless authorised to do so. The operator should be
competent in its use and familiar with its controls.
All dangerous parts of machines should be provided with efficient guards, which should be
properly secured before the machine is put into operation. Self-adjusting guards are preferable
where the position of the guard has to relate to the work piece. Grinding machines should be
fitted with eye screens, which need to be renewed from time to time.
Guards should be made preferably in solid material. Where they are of perforated metal, mesh
or bars, the openings should not be large enough to allow a finger to be inserted to reach a
dangerous part. Controls of machines and switches for supplementary lighting, where they are
provided, should not be so placed that the operator has to lean over the machine to reach
them.
A machine should be checked every time before use. It should not be operated when a guard
or safety device is missing, incorrectly adjusted or defective, or when it is itself in any way
faulty. If defective in any respect, the machine should be isolated from its source of power
prior to any adjustment or repair. Only a competent person should attempt repairs; unskilled
interference with electrical equipment in particular is highly dangerous.
9.3.5 Working Areas

Working areas should be kept uncluttered and, as far as practicable, free of litter and spilled
oil. Loose gear, tools and equipment not required for immediate use should be cleared away
and properly stowed. Work benches should be well lit and some machines may require
individual supplementary lights.
Swarf (metal turnings, filings and the like) should not be allowed to pile up around a machine.
The machine should be stopped for its removal. A rake or similar device should be used for the
purpose, never the bare hands.
Before a lathe or drill is started, the chuck key should be removed and the operator should
make sure that other people are clear of the machine.
Where a machine is driven by a V-belt in conjunction with a stepped pulley, and alterations in
spindle speed require a change in the belt position, means should be provided if practicable for
the belt tension to be eased during that operation; the position of the belt should never be
changed while the machine is running.

A heavy item of equipment brought into a workshop for repair should be made secure against
accidental movement.
Work pieces for drilling or milling should be at all times securely held by a machine vice or
clamp.
9.3.6 Personal Protective Equipment when using Tools and Machinery

Appropriate eye and face protection should be worn during chipping, scaling, wire brushing,
grinding and similar work where particles may fly; this is a special risk in turning brass. Where
sanding or other processes generate a lot of dust in the air, dust masks or respirators should
be worn. Other personnel working in the area may also need the protection detailed above.
9.3.7 Abrasive Wheels

Abrasive wheels should be selected, mounted and used only by competent persons and in
accordance with the manufacturer’s instructions. Abrasive wheels are relatively fragile and
should be stored and handled with care.
The manufacturer’s instructions should be followed on the selection of the correct type of wheel
for the job in hand. Generally, soft wheels are more suitable for hard material and hard wheels
for soft material.
Before a wheel is mounted, it should be brushed clean and closely inspected to ensure that it
has not been damaged in storage or transit. The soundness of a verified wheel can be further
checked by suspending it vertically and tapping it gently. If the wheels sounds dead it is
probably cracked, and should not be used.
A wheel should fit freely but not loosely on the spindle; if the fit is unduly tight, the wheel may
crack as the heat of operation causes the spindle to expand.
The clamping nut should be tightened only sufficiently to hold the wheel firmly. When the
flanges are clamped by a series of screws, the screws should be first screwed home with the
fingers and diametrically opposite pairs tightened in sequence.
The speed of the spindle should not exceed the stated maximum permissible speed for the
wheel.
A strong guard should be provided and kept in position at every abrasive wheel (unless the
nature of the work absolutely precludes its use) both to contain wheel parts in the event of a
burst and to prevent an operator having contact with the wheel. The guard should enclose as
much of the wheel as possible.
Where a work rest is provided, it should be properly secured to the machine and should be
adjusted as close as practicable to the wheel, the gap normally is 1.5 mm or less. The work
piece should never be held in cloth or pliers.
The side of a wheel should not be used for grinding; it is particularly dangerous when the wheel
is appreciably worn.
When dry grinding operations are being carried out or when an abrasive wheel is being trued or
dressed, suitable transparent screens should be fitted in front of the exposed part of the wheel
or operators should wear properly fitting eye protectors.

10. Denzo Tape
Denzo tape has very limited capabilities with respect to the protection of the wires or
pipework. Unless very carefully applied, water can get under the tape resulting in accelerated
corrosion. Because the wire or pipe is covered in tape, it is impossible to monitor corrosion
without removing it, and the entire length of wire or pipe cannot be monitored without
removing all the tape. Finally, despite its protective qualities, Denzo tape deteriorates over
time, and eventually breaks down – it therefore requires periodic replacement.
Columbia has a policy on the use of Denzo tape. It should not be used in the following places:
• Standing rigging;
• Any wires associated with safety equipment, such as lifeboat falls, gripes, and fire flap
releases;
• Any wires used for lifting, such as gangway slings;
• Any part of any lifting equipment;
• Anchor securing wires;
• Around any wires which serve as removable handrails, such as those adjacent to
liferafts;
• Heating coils.
Denzo tape may be used in the following places, but in as small a quantity as possible:
• Electrical equipment, to prevent water ingress;
• Turnbuckles and bottlescrews, but only around the thread of the screws;
• Around hydraulic pipe work;
• Any machine gear box covers.
Whenever Denzo tape is applied, it must be done so with considerable care to ensure that the
tape provides an effective seal against water ingress. The equipment being coated in tape
must be clean and dry before the tape is applied.
10. Denzo Tape 1st January 2010 Page 1 of 1


11.1 Chemicals

Chemicals are purchased and supplied to the vessels for onboard use as cleaning agents or
additives. Chemicals are often toxic or corrosive, or both, and can be skin sensitive. Some
chemicals when heated they may give off irritating fumes.
Exposure to chemical vapours, or coming into contact with them without protective gear, may
result in a reaction to the person exposed; exposure to aggressive chemicals may lead to
death.
The chemicals which are supplied to the fleet are provided with Material Safety Data Sheets
which describe the health hazard to users, the precautions to be taken when using the
chemical, and the first aid to be provided if people are affected by the chemicals.
11.1.2 Storage of Chemicals

Chemical containers maybe damaged during sea passage if they are not properly stored and
secured at dedicated rooms. All chemicals, whether for deck or engine room use, shall be
stored under controlled conditions. The following procedures must be complied with:
• The chemical locker must be properly marked with specific warning signs;
• Chemicals which might react with one another must be stored sufficiently widely
separated;
• Chemicals must not be stored over or adjacent to other equipment;
• A record of chemicals on board should be maintained;
• Material Safety Data Sheets, for each chemical, must be available adjacent to the
chemical storage;
• The chemical locker must be properly ventilated;
• Safety equipment must be immediately available close to the chemical storage area.
The equipment should consist of:
• Eye protection which fully covers the eyes, and without ventilation openings. A
face shield is preferable to goggles;
• Elbow length gloves;
• Chemical resistant apron;
• An eye wash or washes.
The Chief Officer is responsible for ensuring that all deck chemicals are stored in one area. If
any of the chemicals are flammable, then if stored within a compartment fire protection must
be provided. If the area of the locker is less than 4 m2 then an extinguisher will suffice, if
more than 4 m2 then a fixed installation must be fitted.
The 2nd Engineer is responsible for ensuring that all engine room chemicals are properly and
safely stored in one area, except for ready use chemicals.
Material Safety Data Sheets should have been provided with the chemical at the time it was
placed on board. If not, every effort must be made to obtain up to date MSDS from the
supplier. Prior to using a chemical the person using it should familiarise themselves with the
content of the MSDS. Chemicals which do not have suitable MSDS should not be accepted.
Chemicals need not be housed in sealed lockers. However, adequate control over the
distribution and use of chemicals must be maintained, and any seafarer using a chemical must
be conversant with both how to use it, the dilution necessary and what action to take if the
chemical is either accidentally spilled or personnel come into contact with it.
11. The Handling and Storage of Chemicals and Pesticides 1st January 2010 Page 1 of 2
DCO (Tankers) - Deck Operations (Rev. O)
If a chemical is found in an unmarked container it should not be used but should always be
disposed of.
Empty chemicals containers must be thoroughly cleaned before being disposed of.
When using caustic, always add the caustic slowly to the water, never the other way round.
11.1.3 Using Chemicals

Chemicals should be handled only under supervision of a competent responsible officer, who
shall ensure that:
• Chemicals are never used without reference to the MSDS;
• The manufacturer’s advice on the correct use of the chemicals should always be
followed;
• Chemicals should not be mixed unless it is known that dangerous reactions will not be
caused;
• Seafarers using chemicals, even though diluted, shall wear the correct safety gear;
• Smoking and naked flames should be prohibited while chemical handling is in progress;
• Fire fighting equipment should be immediately available;
11.1.4 Medical First Aid

In the event of accidental exposure to a dangerous substance, reference should be made to the
Medical First Aid Guide for Use in Accidents Involving Dangerous Good, in the IMDG Code.
11.2 Pesticides and Fumigants

Pesticides broadly fall into two categories – Pesticides and Fumigants. Generally Pesticides are
supplied in aerosol spray cans, and Fumigants in a gaseous state.
11.2.1 Pesticides
Some Pesticides are toxic to some degree but in general those for the control of insects are
harmless. However, they should not be used in food preparation areas when food is present.
If there are significant problems with flying insects in areas such as galleys and mess rooms,
the supply of ultra violet insect killing devices should be considered.
11.2.2 Fumigants
Fumigants are used where there is an infestation of insects such as cockroaches. These cases
are normally dealt with using shore services and Fumigants should neither be carried nor used
on board Columbia vessels without prior company approval.
11. The Handling and Storage of Chemicals and Pesticides 1st January 2010 Page 2 of 2
DCO (Tankers) - Deck Operations (Rev. O)
12.1 General Procedures

Company policy is to promote an image of a well maintained fleet of vessels. A well
maintained vessel also reflects well upon the crew who man it. However, the main purpose of
fabric maintenance is the control of corrosion.
12.2 Responsibility
The Chief Officer is responsible for ensuring that the coatings in all areas, including the
external hull but excluding the engine room and associated compartments is maintained in
accordance with company standards.
The Second Engineer is responsible for ensuring that the engine room and all associated areas,
including the steering compartment, is maintained in accordance with company standards.
12.3 Stores and Other Storage Areas

All areas must be maintained clean and tidy. Any oil deposits must be immediately dealt with.
Store rooms must be kept free from rubbish and redundant equipment, which should be
disposed of at the earliest opportunity.
12.4 Type of Coating

Each vessel has a specification for which type and colour of paint to be used for each area, and
this must be complied with.
Some areas such as steam lines require specialised paints and these must be used as
necessary. Ordinary coatings must not be used for these applications.
12.5 Application of Coatings

Paint coatings must be applied on well prepared surfaces, which must be clean and free from
oil, salt, water or other deposits. The application of coatings should be avoided at times of
high humidity, i.e. above 85%.
Any corrosion must be effectively removed and the area cleaned before the coating is applied.
It is very important that any corrosion is completely removed, the area cleaned, and the
coating applied as soon as possible, preferably within a few minutes. Corrosion resumes
immediately bare steel is exposed. It is far better to clean the corrosion from a small area and
immediately coat it, than to descale a large area and delay the application of a coating. At
least two coats of primer should be applied the same day and when remedial action to remove
corrosion is being undertaken the work must be planned to allow sufficient time for this.
When applying coatings, equipment such as thermometers, controls, grease nipples, valve
spindles, labels, identification tags, packing, fire boxes, electric cables etc. must be protected.
It is simply poor workmanship to paint over such items. When painting above another surface,
the area below must be protected against paint splashes.
12.6 Protection of Coatings

Care must be taken whenever moving objects around the deck to avoid damaging the
coatings. Protection such as the use of trolleys, wooden blocks etc should be used.
12. Fabric Maintenance 1st January 2010 Page 1 of 2

12.7 Management of Paint and Paint Lockers
Paint must be properly secured on the shelves so that it cannot move in a seaway.
Older stocks of paint are to be used first. Cans of paint should not be opened unnecessarily,
but when opened must be properly sealed in order to prevent the paint drying out.
An inventory of paint stocks must be maintained by the Chief Officer on the form ECI21 -
Monthly Paint and Thinner Inventory.
12.7.1 Paint Lockers

All paint must be stored in a paint locker which is protected by a fire fighting system or other
extinguishing means:
• For lockers of less than 4 m2 deck area, an externally applied fire extinguishing
arrangement, such as a extinguisher or a fire hose can be used, but there must be the
facility to use it from outside the space. If an extinguisher is provided it must be
located adjacent to the port through which it is to be used;
• For lockers of more than 4 m2 deck area, a fixed fire fighting system, either CO2, dry
powder or water, must be fitted.
12.8 Grit Blasting and the Use of Mechanical Scaling Equipment

Grit blasting, the use of mechanically powered tools, and had scaling are not normally
considered as coming within the definition of hot work. However, these activities have a
potential for producing sparks and precautions may be necessary where there is a risk of an
explosive atmosphere.
The following precautions should be observed, as applicable to the type of vessel and the cargo
being carried:
• The work area should not be subject to vapour release, or a concentration of
combustible vapours, and should be free of combustible material;
• There must be no bunkering operations in progress;
• Adequate fire-fighting equipment must be ready for immediate use;
• The hopper and hose nozzle of a grit blasting machine should be electrically bonded and
earthed to the deck or fitting being worked on.
12.8.2 Non-Ferrous Hand Tools

Non-ferrous, so called non-sparking, tools are only marginally less likely to give rise to an
incendive spark and, because of their comparative softness, are not as efficient as their ferrous
equivalents. Particles of concrete, sand or other rock-like substances are likely to become
embedded in the working face or edge of such tools which can then cause incendive sparks on
impact with ferrous or other hard metals. The use of non-ferrous tools is therefore not
recommended.
12. Fabric Maintenance 1st January 2010 Page 2 of 2

DECK AND CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Part A
Cargo Operations
General
Front Page – Cargo Operations General 1st January 2010 Page 1 of 1
1.1 Introduction
Columbia, as a ship management company, is responsible for operating the vessels under its
management in the most efficient and profitable manner for their customers, having due
regard to safety and environmental protection. This responsibility derives from the Company’s
obligation to provide a quality, full technical management service.
Columbia is not generally involved in commercial operations and often commercial matters are
dealt with by the owner or their agent, in which case they may issue their own procedures and
instructions. However, if there is a commercial agreement then Columbia or one of its
affiliated commercial operations offices may issue specific instructions to the vessels involved.
For vessels that are not commercially managed by Columbia, the company should be notified if
the commercial procedures and guidelines issued by the owners, their agents or charterers
differ from those of Columbia in this Chapter
Regardless of the difficulties presented by not performing a commercial function, Columbia

endeavours to offer a first class service including performance, readiness to receive, handle
and discharge cargo, and to perform voyages without undue delay and cargo loss or damage.
Columbia, whether commercially responsible or not, remains responsible for ensuring a quick
and efficient turnaround in port as this is related to the vessel’s technical fitness. Masters
should therefore ensure the vessel’s fitness and readiness and should:
• Serve the charterer’s and cargo interests in a professional manner;
• Operate the vessel in the most economical way;
• Optimise the performance;
• Maintain the highest technical standards; and
• Ensure that safety is always given the highest priority.
In addition to the instructions received from the owners, commercial operators or charterers,
Columbia also has a responsibility to supply the Master with all the information necessary to
assist him in protecting the owner’s interests and to operate efficiently through in-house and
external experts.
The vessel may be let on time charter and the relationship between the owners, the vessel and
the charterer is governed by the terms of the charter-party. The charterer may carry out
many of the aspects of the commercial operation of the ship, such as booking cargo, planning
the stowage, arranging for the issue of Bills of lading, arranging delivery of cargo at the
destination, etc. Charterers have the right to instruct the Master, but legitimately only to the
extent permitted by the Charter party. Charterer’s interests may conflict with the owner’s
interests and their instructions may not necessarily comply with the charter party, prudent
safe operating procedures, or law. The Master should therefore carefully assess orders from
charterers and verify that they do not conflict with the charter party, prudent safe operating
procedures, or law:
Columbia must be informed if:

• Any instructions from the charterer contradict law, safe operating practice, or the terms
of the charter-party;
• Any problem or any potential problem that may affect the smooth operation of the
vessel, or which may lead to loss, damage or delay to the ship or cargo, or involve risk
of injury.
It is the Master’s responsibility to follow the owner’s charterer’s legitimate instructions and to
keep Columbia informed.
1. Commercial Instructions and Voyage Planning 1st January 2010 Page 1 of 16

DCO (Dry Cargo) – Part A General (Rev. O)
If at any time the Master has concerns with respect to seaworthiness, cargo care,
dangerous cargoes or with any other matter, then the company, owner and charterer
must be immediately informed. Early notification can prevent a small problem
becoming a larger one.
1.2 Seaworthiness
The company’s reputation, and that of the owner, is largely maintained by the vessels properly
performing the services required by charterers and cargo owners, particularly in delivering the
cargo without loss, damage or delay. This requires that the Master ensures that the vessel is
seaworthy, properly prepared to receive the cargo, and that it is cared for from the time
loading starts until all cargo is safely discharged. These are the legal obligations imposed by
The Hague, Hague-Visby and Hamburg Rules.
Due vigilance must be exercised to ensure that the cargo is safely handled during loading and
discharging, that the stowage and securing is adequate for the particular cargo with due
consideration for the expected weather conditions.
Seaworthiness has a broad meaning covering all aspects of the vessel’s operation, including:
• The condition of the vessel;
• The condition of all equipment, including navigation equipment, propulsion machinery,
auxiliary engines, steering gear, cargo handling and cargo care equipment (according to
the type of ship) etc.;
• The numbers, competence and qualifications of the crew, including their ability to deal
with any unusual or emergency situation;
• The cleanliness and general suitability of the cargo compartments, tanks, pumps, lines,
etc., as appropriate for the trade;
• Adequate supplies of provisions, good quality bunkers, spare parts, etc.;
• Charts and passage planning;
• The stowage and lashing of the cargo;
• Draft, trim and stability;
• Proper safe procedures and systems of working.
The Master should ensure that he has a basic working knowledge of the Hague, Hague-Visby,
and Hamburg rules. These rules tolerate no excuses for failure of the carrier to deliver cargo
other than in the same apparent condition and quantity as that loaded, and without delay.
Only the highest degree of care and diligence is accepted.
1.3 Speed and Fuel Consumption

Should the vessel be unable to perform a voyage at the speed or fuel consumption required by
the charter-party or in accordance with the commercial operator’s instructions, then the
company must be promptly advised together with the reason for not being able to achieve the
required speed.
When calculating the commercial performance of the vessel with respect to the charter-party,
periods of bad weather are excluded. A description of exclusion periods will either be in the
charter-party or in other instructions from the charterers or commercial operators. If in doubt
the Master is to request clarification from the commercial operator.
When reporting the noon wind force on Form OP811, or on the charterer’s equivalent form, the
wind speed used must be that which prevailed during the entire reporting period and not
necessarily the wind force that existed at noon. For example, if the wind was force 6 between
1600 and 0400 the following day, then reduced to force 4 by 1200 hrs, force 6 should be

recorded on the form, not force 4, as otherwise the owners will be penalised for reduced speed
unreasonably.
It is of significant importance that clear, unambiguous remarks are entered where, for any
reason, the speed or fuel consumption are not in accordance with charter-party warranties.
Such remarks might include:
• Speed reduced due to charterer’s instructions, reduced visibility, traffic congestion;
• Increased fuel consumption due to hold cleaning, ventilation or other cargo related
activities.
Vessels that operate with a shaft generator and it has not been in operation are requested to
record the reason in the Voyage Abstract, such as heavy weather or traffic congestion and as
a result more oil fuel was used.
Where the vessel achieves a higher daily speed than that required, for example, as a result of
favourable weather or tidal conditions, and unless Master receives instructions from the
commercial operators to the contrary, this higher speed should be maintained PROVIDED the
daily fuel consumption remains within that of the charter-party or as instructed. For example,
if the charter-party speed is 15 knots on a consumption of 55 mts per day, and the vessel
achieves a higher daily speed the Master must not reduce speed as long as the daily fuel
consumption is within the original 55 mts. The reason for this is that while charter-parties
allow for adverse wind over a certain force, they do not take into consideration unfavourable
currents or swell which often leads to a speed reduction. Therefore, any speed gained as a
result of favourable conditions in one voyage can be used to offset adverse conditions on
another because performance calculations are normally carried out on annual basis.
1.4 Commercial Operations Requiring Company Approval

The following should not be carried out without prior written company approval:
• The signing of a Bill of Lading if it contains inaccurate information, for example:
• The cargo quantity is disputed;
• The product name or specification is not as per the shipper’s or Quality Certificate;
• Complying with instructions from a port, shipper, receiver or local agents which are
contrary to the charterer's voyage orders or commercial operator’s instructions;
• The carriage of dangerous cargoes as described in the IMDG and IMSBC Codes, which
have been excluded from the charter-party or from the vessel’s Certificate of Fitness
or IMDG Certificate.
1.5 Voyage Orders

The voyage orders should contain at least the following elements:
• The voyage number;
• The rotation (loading and discharge ports, and ranges);
• Technical names, trade names, quantities and margins of each grade;
• The type of charter-party, including the date of the charter-party;
• Laydays and cancelling date (laycan);
• Any particular cargo characteristics;
• Details of the required cargo care;
• Any particular charterer’s requirements (e.g. speed to be maintained on voyage);
• Any particular port requirements;
• A request to issue an order for bunkers within the margins required by the commercial
operators of the vessel. Should the margins required by the commercial operators are
less than those set in the Company’s Safety Management System, then the Company
should be informed and final decision sought.

It is the Master’s responsibility to ensure that the cargo is correctly and safely stowed and
handled during the voyage, and that the loading and discharging operations are satisfactorily
carried out.
The Master is therefore expected to carefully study the voyage orders and:
• Review the voyage orders and ensure that they are feasible, practicable and do not in
any way compromise the safety of the vessel;
• Ensure that there is enough information in the voyage orders, including that listed
below, to safely and satisfactorily complete the instructions contained therein;
• Advise and assist the Chief Officer in the preparation for, and implementation of, the
voyage orders;
• Consult the applicable publications and ensure that all their recommendations and
requirements are complied with. Such publications include, but are not limited to:
• Company procedures;
• IMDG Code;
• IMSBC Code;
• BLU Code;
• Ensure that the carriage requirements detailed in the IMDG and IMSBC Codes, are
strictly complied with. No dangerous cargo as described in the Codes - if excluded from
the charter-party or from the Certificate of Fitness or IMDG Certificate must be
carried without prior approval of the company. Where there is any doubt about
whether or not a cargo can be carried then the company must be immediately
consulted.
Once the voyage orders have been reviewed and found fully acceptable in all respects, the
Master shall send a confirmatory message to the company, commercial operators and
charterers.
1.6 Voyage Planning

The Master shall pre-plan the intended voyage and must take the following into account as a
minimum:
• The adequacy of the manning level;
• The amount of bunkers, lubricating and hydraulic oil required;
• There are adequate charts and navigation publications;
• All safety equipment, including toxic product detector tubes, if required;
• Sufficient amount of provisions and freshwater;
• Hold cleaning materials required/available on board;
• Any additional equipment required for the satisfactory implementation of the voyage.
1.7 Cargo Loadable

Masters are requested to read the voyage orders very carefully and if they are in any doubt as
to exactly what is required they should immediately contact the commercial operator for
further advice. Any clarification provided by the commercial operator should be in writing.
For bulk carriers, upon receipt of voyage orders the Master must send the maximum quantity
the vessel can load including a full breakdown of the deadweight calculation. Form ECI101 –
Cargo Quantity Request should be used to request the cargo quantity from the cargo
suppliers.

The message should include, where applicable:
• The maximum deadweight, taking into consideration the company Under Keel Clearance
Policy and any applicable Loadline Zones;
• Cargo particulars;
• Any limitations, for example draft restrictions at load or discharge ports and Fresh
Water Allowance;
• Bunker quantities, specifying each grade;
• The deadweight constant;
• Fresh water and stores;
• The trim, list sheer forces and bending moments;
• The final amount of cargo which the vessel can safely load.
Example:
If the vessel is fixed to load 20,000 mts + 5% more or less in owners or charterers option,
subject to no draft restrictions in the voyage orders or advised by the agents at both load and
discharge ports (if known), then the Master is to call for maximum cargo, i.e., 21,000 mt,
always providing this is within the vessel’s maximum deadweight and is in accordance with
maximum permissible stack load / permissible surface load in each hold, bay or deck.
Where there are draft, deadweight, space or other restrictions, the Master is to call for the
maximum quantity of cargo the vessel can load whilst still complying with the restrictions.
This maximum quantity of cargo to be loaded must be stated in form ECI104 - Notice of
Readiness.
The Master is to note protest if the shore stops the loading operation before this maximum is
reached and must immediately advise the company.
1.8 Notice of Readiness

It is a basic requirement that for laytime to commence the ship must be commercially ready to
load, which requires the ship is at the place required by the charter party and that a valid
Notice of Readiness (NOR) has been sent.
With respect to container vessels, the tendering of Notice(s) of Readiness is normally carried
out by the agent, otherwise the following procedure must be followed.
1.8.1 Tendering Notice of Readiness

ECI104 - Notice of Readiness must be tendered immediately the vessel is ready in all
aspects to load or discharge a cargo. If the vessel is not ready, any Notice of Readiness will be
rendered invalid.
Notice of Readiness should be tendered at the end of sea passage and subject to other
instruction in voyage orders. However if the vessel proceeds directly to an anchorage area,
Notice of Readiness should be tendered when the anchor is dropped and subject to other
instructions in voyage orders and not at the end of sea passage. If the vessel proceeds
directly to the berth and without delays in waiting for a pilot then Notice of Readiness should
be tendered when the vessel is alongside, all fast and following other instructions in voyage
orders.
Occasionally charterers attempt to invalidate the Notice of Readiness tendered by the vessel.
Where they are successful, the point at which laytime begins depends on the clauses contained
within the governing charter-party. The tendering of an invalid Notice of Readiness may mean
that laytime starts upon berthing or the commencement of cargo operations at the port in
question, with consequent high financial consequences.

If there is any doubt about the validity of the initial Notice of Readiness, Masters should not
hesitate to tender a second (or third, or fourth) Notice of Readiness. Second and subsequent
Notices of Readiness should be marked “Without prejudice to previously tendered Notice(s) of
Readiness.”
The Master shall:

• Ensure that upon arrival at either the loading or discharging port, including at an
anchorage, and the ship does not berth immediately regardless of whether the berth is
occupied or not, the ship has properly complied with all entry formalities and is in full
compliance with all requirements of the charter-party for the ship to be an ‘arrived
ship’, and is otherwise ready in all respects to load or discharge the cargo without
delay, before issuing the Notice of Readiness;
• Issue the Notice of Readiness as soon as he is satisfied that the ship is in all respects
ready to load or discharge as above, and following the Notice of Readiness tendering
advice in voyage orders;
• Ensure that the Notice of Readiness states the time the ship was ready, e.g. the arrival
time, the exact amount of cargo to load or to discharge and any other information that
may be required according to the charter-party and/or voyage instructions;
• Communicate the Notice of Readiness to the parties specified and by the means
permitted in the charter-party or voyage instructions. This may be facilitated through
the nominated agent if the vessel has to wait at an anchorage;
• Ensure that the Notice of Readiness will then be forwarded by the agency to the
Shipper, Receiver and Charterer, as applicable;
• Ensure that written confirmation is received stating that the Notice of Readiness has
been forwarded and received by the Shipper, Receiver, and Charterer as applicable.
• If there is any doubt about the validity of the previous Notice(s) of Readiness served,
re-serve the Notice of Readiness “Without prejudice to the validity of previous
Notices(s) of Readiness”, either every 24 hours or on significant events taking place,
whichever is the sooner, such as being ordered to leave the anchorage, picking up the
pilot, upon arrival of the berth, upon connection of the lines, or commencement of
loading.
Master’s should note that tendering Notice of Readiness on arrival at a waiting place or
anchorage outside port limits may, in theory, be incorrect because the ship is not classed by
the local authorities as having officially ‘arrived’. However, Notice of Readiness should still be
tendered in order to start the laytime and/or damages for detention. A second Notice of
Readiness should be tendered as soon as the ship arrives within port limits. A third Notice of
Readiness may need to be tendered if the ship is required to anchor inside port limits. All
subsequent Notice(s) of Readiness must be marked “Without prejudice to the validity of
previous Notices(s) of Readiness”.
When early loading has been authorised by the charterers, Notice of Readiness is to be
tendered upon arrival. A second Notice of Readiness should also be tendered when all fast on
the berth, and a third Notice of Readiness upon commencement of laydays, if the vessel has
not already berthed or commenced loading operations. All subsequent Notice(s) of Readiness
must be marked “Without prejudice to the validity of previously tendered Notice(s) of
Readiness”.
If, following inspection as provided for by the charter-party, the ship has been properly
rejected, the Master must serve a further Notice of Readiness “Without prejudice to the
validity of previous Notices(s) of Readiness”, as soon as any measures to correct any problem
leading to the rejection have been completed.

Any potential event involving delay is to be protested and reported in the ECI106 -
Statement of Facts with the reason for the delay.
1.8.2 Tendering Notice of Readiness at Multiple Ports

Masters must always tender Notice of Readiness at the first load port upon commencement of
laydays, or upon arrival whichever is latest, taking into consideration all other tendering
provisions in voyage orders.
Masters must, after completion of loading at the first load port, proceed with utmost dispatch
to the next load port.
It is imperative that a Notice of Readiness is tendered upon arrival at each load and discharge
ports.
Masters must disregard any laydays or cancelling date given in the voyage orders, or verbally
given by the agent/shipper at second or subsequent ports, as these are contractual laycans
between the shipper of the cargo and the charterer and are not applicable in connection with
the charter-party between the charterers and the owners.
1.9 Free Pratique

The Master is to request Free Pratique from the port or quarantine authority via the local
agents, 24 hours (or earlier if required) prior to the vessel’s arrival at any port. This request
can be sent by e-mail, fax or telex.
The Free Pratique request message must include:

• Vessel name, port of registry, IMO and voyage number;
• Departure port, date and time;
• Arrival port, date and time;
• Last port of call in the period of the last 15 days;
• Ship Sanitation Control Certificate, the date of issue and validity period;
• Health condition of the crew and passengers on board;
• Any illness on board.
The agent is to inform the vessel of the time and date when Free Pratique has been granted.
Normally Free Pratique is granted within 6 hours of the request.
Should Free Pratique not be granted within 1 hour, then a Letter of Protest should be issued,
again either by email, telex, or fax while the vessel is still waiting outside the port. The Letter
of Protest is to be signed by the terminal representative upon berthing.
1.10 Statement of Facts

The ECI106 - Statement of Facts is the basis for accounting for all time in port and should
be completed at every port. It must include all the relevant facts detailed below. The
statement must be signed by the Master, the shipper, receiver and the agent.
An accurately completed Statement of Facts will often assist the company in dealing with
disputes with other parties, and it is therefore important that it contains all the conditions and
events that have had an influence on the time the vessel has spent in the port.
A Statement of Facts should contain the following information, as applicable to the events in
the port:
• Name of the vessel;
• Voyage number;

• Port of loading or discharging;
• Time of end of sea-passage;
• Time of arrival at NOR tendering designated area;
• Name and number of the berth;
• Any reason for delay at the port approaches (e.g. awaiting berth availability, or cargo
readiness, etc.);
• Time the pilot boarded;
• Time of passing a breakwater, if applicable;
• Time of all fast alongside & finished with engines;
• Time the gangway was deployed, or the shore gangway placed on board;
• Notice of Readiness tendered;
• Draft on arrival fore and aft together with the corresponding water density;
• Time surveyors on board, if applicable;
• Time of completion of hold inspection, if applicable;
• Time draft surveys commenced and completed;
• Time labour on board and number of gangs;
• Time commenced loading or discharging;
• Time hatches and bays opened and closed;
• Commencement/resumption/completion of discharge/loading each cargo space,
indicating the space being worked (e.g. Compl Dis 3 LH, Comm Ldg Bay 33 b/d, Res Dis
No. 5 hatch);
• Special operations (heavy lifts, etc);
• Time completed loading or discharging;
• Time when all cargo is lashed and fully secured;
• Labour ashore;
• Time cargo documents were on board;
• Draft on departure fore and aft together with the corresponding water density;
• Time of the pilot on board;
• Time of departure from the berth;
• Time pilot dropped;
• Time of commencement of sea passage;
• Loaded cargo grades and quantities as per the Bill of Lading, and the ship’s figures;
• The quantity of bunkers taken;
• Any additional remarks (e.g. delays whilst alongside and the full reasons for them,
stevedore breaks, etc.).;
• A list of the Letters of Protest issued and received.
The Statement of Facts must be completed in local time.
1.11 Deadfreight Statement

When the vessel receives less cargo than the minimum quantity stated in the voyage orders,
or if there is an owner’s option to complete to a full cargo and the quantity received is less
than the vessel called for, then a Letter of Protest ECI120 – Short Loading/Deadfreight
should be issued to the terminal.
Should the charterers require the vessel to issue a Deadfreight Statement, Form ECI120 –
Short Loading/Deadfreight should be completed and the Bill of Lading figures should be
used for this purpose.
Whilst this procedure does not apply to container vessels, in cases of receiving short cargo
then vessel must only sail after receiving the charterer’s specific instructions.

1.12 Letters of Protest
1.12.1 Issuing Letters of Protest

The Master must issue a Letter of Protest in the following circumstances:
• If Free Pratique is not granted to the vessel within one hour of arrival, on form ECI110
– Non-Provision of Free Pratique.
• The port/shipper providing less cargo than that requested on the voyage orders or
Notice of Readiness, on form ECI120 – Short Loading/Deadfreight;
• There are operational delays that impose or may impose any loss and/or damage
and/or extra expense. Any reasons must be fully documented on form ECI112 –
Delays Berthing or Unberthing;
• There is a serious breach of the charter-party terms committed by the charterer or his
agent, such as a refusal to load, undue delays in loading, loading improper cargo, etc.,
on form ECI111 – General Letter of Protest;
• The cargo is shipped in such a condition that it is likely to suffer deterioration during the
voyage, on form ECI111 – General Letter of Protest;
• A refusal by the port/shipper to sign any of the vessel’s documents, including the
Statement of Facts, Letters of Protest, on form ECI111 – General Letter of Protest;
• There are any circumstances which could result in the owners being exposed to a
liability on account of a failure by the shippers, port or receivers to fulfil their
obligations under the charter-party, on form ECI111 – General Letter of Protest;
• If the instructions from, or requirements of, the shipper, receiver, or port authorities, or
the agent do not conform to those received from the charterer or the owners, on form
ECI111 – General Letter of Protest;
• If the Bill of Lading does not contain the full and correct information, referred to under
this section, ECI117: Remarks in a Bill of Lading must be completed.
The Master shall ensure that the party involved countersigns the Letters of Protest, which
ensures that the other parties involved are protected against any claims.
1.12.2 Letters of Protest Issued Against the Vessel

Letters of Protests presented to the vessel should be signed “For receipt only”.
If the information in a Letter of Protest is not fully correct or completely acceptable, the Master
should write detailed remarks on the Letter of Protest. If the Master disagrees with the
content of a Letter of Protest which has been issued against the vessel, the reasons must be
indicated on the Letter of Protest.
If a port issues a Letter of Protest with respect to either cargo quality or quantity, or because
of a difference between the ship's figure and the shore outturn figure after the cargo is
discharged, the Master must always issue a Letter of Protest, endorsed to the effect that
"The vessel is not responsible for cargo quantity nor quality once the cargo has passed over
the vessel’s rail”.
A selection of Letters of Protest is included in the Commercial Cargo Forms section of the
Equipment Check and Information File.
1.13 Mate’s Receipts

As Bills of Lading are prepared based on the information contained in the Mate’s Receipts,
particularly if the Bills of Lading are going to be signed later by the charterer’s agent, then it is
essential that these Mate’s Receipts contain a true reflection of the quantity and quality of
cargo loaded.

1.14 Bills of Lading
Container vessel Masters do not normally deal with Bills of Lading as these are handled by the
agent. For these vessels the following is for information only.

Bills of Lading are important documents and their correct preparation and handling is vital in
protecting the owner’s interests.
Masters must be vigilant when their vessels are on time charter, as the time charterers’ local
agents frequently perform commercial tasks such as the signing of the Bills of Lading, and
arranging loading, unloading and delivery. Even if the charterer appoints the agent, the owner
may be legally responsible for any mistakes that agent may make. Wrongful acts by
charterers or the agents may expose owners to the risks of claims.
A Bill of Lading has three main functions, which are:

• A receipt for cargo delivered on board;
• Evidence that there is a contract of carriage, i.e., there is a Charter Party in existence;
• It is a document of title, i.e., it confirms ownership of the cargo.
Before signing Bills of Lading the Master must ensure that all details are accurate. Once
signed the Bill of Lading becomes a legal document and the vessel and owners are liable for
delivery of the cargo as described in the Bill of Lading.
Masters should ensure that all remarks entered on the Mate’s Receipts, are, as far as is
possible, inserted word for word in the relevant Bill of Lading, unless specific instructions are
received from the company.
Some suggested remarks to be included on the Mate’s Receipts / Bills of Lading if appropriate:
(i) Tally dispute:
“(x) packages in dispute, if on board to be delivered”;
(ii) Weight or contents dispute:
"Shipper’s figures, said to weigh";
" Shipper’s description, said to contain"
“Weight, measure, quantity, quality contents, unknown”;
(iii) Insufficient packing:
"The packing is defective as follows (specify defects) All the carriers’ rights and
immunities in the event of loss of or damage to the goods arising by reason of
the nature or quality of the packing and/or its insufficiency are hereby expressly
reserved";
(iv) Unpacked goods:
"The goods hereby acknowledged are unprotected and all the carrier's rights and
immunities in the event of loss of or damage to the goods by reason of that fact
are hereby expressly reserved";
(v) Deck cargo:
"These goods are stowed on deck and shall be at all times and in every respect
at the risk of the shipper/consignee. The carrier shall in no circumstances
whatsoever be under any liability for loss of or damage to deck cargo of any
nature, howsoever the same be caused, including by virtue of any negligence of
any nature whatsoever on the part of the carrier, their servants and agents".
Unless already agreed with the company, a Bill of Lading stating that the freight is prepaid
and/or where the amount of freight to be paid has been entered should not be signed. This
item should always be claused “Freight payable as per charter-party”.

If the Bill of Lading refers to a charter-party the following clause (or similar) is normally used:
"All terms, conditions, exceptions and liberties of the charter-party dated......... are herewith
incorporated”.
The Master should assure himself that the following clauses are incorporated:
• Paramount clause;
• Both to blame collision clause;
• Hague rules or Hague Visby rules;
• York-Antwerp rules;
• New Jason clause.
Form ECI100 - Bill of Lading Remarks must be used on arrival at each load port, instructing
the shipper/terminal to include the above remarks in the Bills of Lading.
In addition, the Master should ensure that where information is required to be entered in the
Bill of Lading, this has in fact been done and that there are no spaces with information
missing. Where this is not the case, a Letter of Protest should be issued to the terminal,
although the vessel’s sailing must not be delayed.
Where more than one original Bill of Lading is issued, the second and third originals may be
described as “Duplicate” or “Triplicate”, or as “Second original or “Third original”. There are no
differences between these Bills of Lading and they are equally valid for procuring cargo
discharge and passing title. Masters should regard any Bill of Lading not marked “non-
negotiable” as being an original Bill of Lading.
It is important that Bills of Lading are correctly dated; the date of the Bill of Lading is normally
the date when the loading was completed.
1.14.2 Loading Port

The agent may request written authority from the Master to sign the Bill of Lading on his
behalf. If an agent is to sign the Bill of Lading, the Master should ensure that any letter of
authority to the agent clearly states such authority provides that it is valid only if they are in
conformity with the Mate’s or tally Clerk’s receipts. The form, ECI103: Letter of Authority
to Sign a Bill of Lading must be issued.
Prior to loading, the Master shall ensure he has received complete information about the cargo
to be loaded from the charterer or the local agent. The Master shall confirm with the agent,
before loading, whether or not any pre-loading survey will be conducted. He shall also confirm
if the surveyor represents the shippers, receivers or the charterers. For some cargoes a
surveyor may be appointed by the owners to assist the Master.
The Master shall, if practical, attempt to carry out a brief visual inspection of the cargo before
loading. If, during loading, the Chief Officer considers that the condition of the cargo may not
be of the expected quality, the Master must be immediately advised. The quantity must also
be carefully verified.
For banking reasons many shippers require a clean Bill of Lading. Before loading the Master
shall confirm with the agent whether clean bills are required. If so, cargo for which the Master
is not prepared to authorise a clean the Bill of Lading must be rejected unless the shipper is
prepared to accept a properly claused Bill of Lading clearly stating that part of the cargo is
unclean.
Any defects should be reported as soon as possible to the shippers and the agent, who should
be advised that as a consequence a clean Bill of Lading cannot be issued.

Disputes with the shipper on these issues must be reported to the company and the
commercial operator immediately.
Upon receipt of the Bill of Lading for signature the Master must check the following details:
• The name of the vessel;
• The loading port;
• The intended discharge port or range;
• The date of loading;
• The apparent condition of the cargo;
• The quantity and/or weight of the cargo;
• Whether or not trans-shipment is indicated;
• Whether or not the Bill of Lading is marked “Freight pre-paid”. The Master must check
with the commercial operator for permission to sign “Freight pre-paid” Bills of Lading.
• Whether or not the Bill of Lading indicates that a charter-party is incorporated. The
Master must check with the commercial operator the date of the charter-party to be
inserted in the Bill of Lading, as previously advised by the owner’s commercial operator.
1.14.3 Inaccurate, Incomplete or Incorrect Bills of Lading

By virtue of Article III (3) of The Hague and/or Hague-Visby Rules or Article 16 of the
Hamburg Rules the Master cannot be compelled to sign a Bill of Lading he reasonably believes
to be incorrect. If an incorrect or inaccurate Bill of Lading is presented for signature the
Master should:
• Verify that there is no obvious error on the part of the vessel, particularly in the case of
a quantity dispute. If in doubt that any of the information is incorrect, the Master must
contact the company for assistance;
• Start and maintain a log of all events, significant discussions and conversations,
especially those with the party giving instructions. All future instructions from this
point onwards must be in writing;
• Advise the voyage charterers, shippers and agents in writing, copied to the time
charterer and the company, of the reasons why he believes the Bill of Lading to be
incorrect and requesting them to rectify the error;
• In the case of a quantity dispute, the Master should follow the instructions described
under the section Cargo Discrepancies. Unless the shortage is within reasonable
limits, the Master should endeavour to ensure that the ship’s figure is included on the
Bill of Lading; it is acceptable to include a shipper’s figure believed to be incorrect
provided that the ship’s figure is also included;
• If the shippers still insist on the Master signing an incorrect Bill of Lading, the Master
must immediately notify the company and refuse to sign;
• The company, owners, or commercial operators may seek assistance from the P and I
Club in verifying and recording any inaccuracy and to assist in negotiating with the
charterers/shippers.
NOTE: The local P and I club correspondent or surveyor, if attending, can only act in the capacity
of an advisor, and he cannot instruct the Master to sign the Bill of Lading. The Master should
only sign the Bill of Lading if he is satisfied that the investigations have shown there is no
inaccuracy, or upon receiving company instructions to do so;
• Regardless of whether or not recommended by the local P and I Club surveyor or
correspondent, if the Bill of Lading is incorrect neither a Letter of Protest nor a shipper’s
or charterer’s Letter of Indemnity in return for issuing a clean Bill of Lading will prevent
claims from the ultimate receiver of the cargo. Letters of Indemnity are normally
invalid. Any request to issue an incorrect Bill of Lading supported by a Letter of Protest
or Letter of Indemnity must be conveyed to the company and their written instructions
obtained before any action is taken;
• Any threat of any nature, such as a threat by a time charterer to put the ship off-hire
unless the Master complies with a request to issue an incorrect Bill of Lading, is illegal.
The company must be immediately informed of any such threat;

• The Master may only sign an incorrect Bill of Lading upon the explicit, written
instructions of the company;
• If the discharge port or ports stated on the Bill(s) of Lading conflict with the charter-
party and/or Voyage Orders discharge ports range/option, the Master must contact the
Company prior to signing the Bills of Lading and request instructions. No Bill of Lading
must be signed that has a discharge port not already stated in the charter-party and/or
Voyage Orders;
1.14.4 Cargo Discrepancies

In the event of any ship/shore discrepancy where the Bill of Lading figure exceeds the ship’s
figure, an investigation should be immediately requested in writing. Every effort should be
made to resolve the difference, including re-calculating the cargo quantity both on board and
ashore. Refusal by the port/shipper to carry out an investigation should be protested and a
Letter of Protest should be issued if the difference cannot be resolved.
The vessel must always note protest for any discrepancy between the Bill(s) of Lading and the
ship's figures.
1.14.5 Cargo Non-Conformance

The company and the commercial operator must be immediately informed if there is any cargo
non-conformance. Such non-conformances include, but are not necessarily limited to:
• Quantity discrepancy which cannot be resolved;
• Significant quality discrepancy.
The non-conformance should also be immediately reported to the port/shipper’s representative

and if loading, consideration should be given to stopping operations until the matter has been
resolved.
Remarks on cargo condition and quantity must be realistic and reasonable and not dictated
solely by a desire to ‘protect my Owner’, therefore it is important that good judgement be
exercised about damaged/short cargo.
1.14.6 Original Bill of Lading Carried on Board

The original Bill of Lading being carried on board is exceptional and should not be accepted
without company permission, in which case specific instructions will be issued.
Any changes required to be made to the Bills of Lading for clerical errors after the vessel has
departed are to be referred to the company.
1.14.7 Discharging Port

To ensure that the cargo is delivered to the legal owner, the Master must (unless otherwise
agreed by the company or the commercial operator normally only deliver the cargo against the
production of an original Bill of Lading. Therefore before commencement of discharge the
consignee or his agent must present an original Bill of Lading. The Bill of Lading must be
carefully checked with the manifest, though particularly for ships under time charter, the
charterer’s agent may collect the Bills of Lading from the receiver. If so, the Master must
obtain the agent’s confirmation that an original Bill of Lading has been surrendered.
Delivery of a cargo without production of the original Bills of Lading may prejudice the owner’s
P & I cover and may expose the owners to uninsured claims for the full value of the cargo.
In some ports, according to local law, delivery by the ship is made to the Customs Authority,
who take on the responsibility for delivering the cargo to the receivers against surrender of the
Bill of Lading and payment of customs dues. The local agents, via the commercial operator,
will advise the vessel if this situation applies.

If original Bills of Lading are not available when the cargo discharge is requested, the company
or the commercial operator must be consulted. Delivery of a cargo without production of
original Bills of Lading may only be authorised by the commercial operator upon production of
an appropriate Letter of Indemnity.
Where cargo is discharged against an original Bill of Lading, the word “Accomplished” must be
clearly marked across the Bill of Lading at the end of the discharge and forwarded to the
company together with the other cargo documents.
1.15 Cargo Manifests

A Cargo Manifest is usually prepared by the agent at the loading port, or by the Master while
the vessel is en route to the discharge port. It lists the quantity of cargo parcels loaded
together with their stowage position.
Its purpose is to provide readily available data for customs authorities and agents in the
discharge port.
1.15.1 Dangerous Cargo Manifest

The stowage of dangerous cargoes must be checked against the IMDG, IMSBC Codes and the
vessel’s Document of Compliance for the carriage of dangerous goods, as appropriate.
A detailed list of all dangerous cargoes on board should be posted on the bridge and in the
cargo office at all times for the period that there are dangerous cargoes on board. This list
should include:
• Proper shipping name, including the technical name, of each dangerous cargo;
• Quantity of each type of dangerous cargo on board;
• Net weight (excluding the box);
• Port of loading and discharging;
• Type of packaging;
• The primary and subsidiary hazard classes;
• UN number;
• Stowage position.
No dangerous cargo must be loaded on board without proper transportation documents. These
documents must be presented to the vessel for verification before loading commences – more
details are contained in Part A General – 8. Accepting Cargo.
1.16 Hold Inspection Certificate

This is issued by the surveyor acting on behalf of the owners and shippers, or the charterers or
port authority.
1.17 Signing Documents

The Master, Chief Engineer, Chief Officer and any other person authorised to sign documents
must study each document carefully before signing it.
Agents are appointed to assist and advise but they do not relieve the Master of his
responsibility for safeguarding the business interests of the owners and charterers.
On completion of the cargo operation, the vessel is to provide a copy of the following cargo
documents to the agents for forwarding to the commercial operator by e-mail upon the
vessel’s departure, together with a covering letter indicating the contents, the voyage number

and the port. All documents must be signed by the Master, and the agent or the stevedore’s
representative:
• Notice of Readiness;
• Statement of Facts issued by the vessel, agent, and/or stevedores;
• Dangerous Cargo Manifest;
• Mate’s Receipt;
• Letters of Protest received by the vessel;
• Letters of Protest tendered by the vessel.
1.18 Freeboard and Load Line Zones

The Chief Officer shall ensure that the freeboard and drafts of the vessel are recorded prior the
vessel’s departure from any port. Where required by Flag State regulations, these drafts and
freeboard should be recorded on the FRE Form issued by the Flag State. The drafts must also
be recorded in the Official and Deck Log Books.
1.19 Off-Hire Statements

The utmost care should be taken to avoid the vessel going off-hire under a time charter and
ensure that there are no interruptions to laytime or demurrage.
Off-hire is defined as time when the vessel is not available for a commercial operation. An off-
hire statement should be made on the following occasions or when requested by the
commercial operator:
• Any stoppages due to technical breakdown at port or at sea;
• Detention by competent authorities;
• Deviations for owner purposes (include a deviation statement);
• Dry-dock;
• Any stoppages not authorised by the commercial operator;
• Any time used carrying out maintenance which exceeds the time required for
commercial operations.
The time should be recorded on the statement as well as the bunker consumption during the
off-hire period.
No off-hire statement must be issued to the charterers without the company’s prior consent.
1.20 Documentation Requirements when Trading to U.S. Ports
1.20.1 Standard Carrier Alpha Code (SCAC)

This is used as the first part of the Unique Bill of Lading Identifier (UBLI) and consists of a code
of four alphabetic characters.
All vessels must use the SCAC code as instructed by their commercial/pool operator, owner or
time charterer. ECI105 – SCAC Code Request
1.20.2 Unique Bill of Lading Identifier (UBLI)

When entering the United States all Bills of Lading are required to bear a unique Bill of Lading
Identifier Code. The unique identifier code must contain no more than 16 characters and it
must contain both letters and numbers.
It is recommended that the 16 characters compromise the following:

• The SCAC Code;
• The vessel's 4 or 5 digit call sign;

• The year of loading the cargo;
• The month of loading the cargo;
• The date of loading the cargo;
• The Bill of Lading number.
For example, a vessel that has a SCAC code COSP, call sign ABCD (4 digit call sign) or ABCDE (5 digit call
sign), completed loading on the 22nd of November 2004, the UBLI for the B/L will be
COSPABCD04112201 for a 4 digit call sign vessel, or COSPABCDE0411221 for a 5 digit call sign vessel.
If more than one B/L is issued at the same port, then the 2nd parcel UBLI will be COSPABCD04112202
for a 4 digit call sign vessel or COSPABCDE0411222 for a 5 digit call sign vessel, and so on.
1.21 Weather Routeing

This section applies to vessels which are on time charter or are operated by a pool. Should the
Master require the assistance of a Weather Routeing Service, then he should approach the
time charterer or pool operator in the first instance and request them to appoint a Weather
Routeing Service. If they refuse then Master is to follow the company’s guidelines and use the
company weather routeing service.
1.22 Time Charterer’s Supplies of Bunkers or Equipment

Charterers may arrange for their own account the supply of goods and services, but if they fail
to pay for them, this may expose owners to claims from the suppliers.
The Master is therefore responsible for ensuring that all crew who may sign for goods and
services are aware of the requirement to exercise care.
When signing receipts for such supplies on behalf of a charterer, it is necessary to sign any
document, voucher or invoice by adding: "For and on Behalf Of ..... (Name of Charterer)”
If the goods supplier allows for the receipt to be claused then the following remarks should be
included on the vouchers/invoices: "The goods and/or services being hereby acknowledged,
receipted for, and/or ordered are being accepted and/or ordered solely for account of the
charterers of the m.v. "(name of vessel)" and not for account of said vessel and/or her
Owners/Managers. Accordingly no lien and/or other claim against said vessel can arise
therefore".
The Master and Chief Officer are responsible for controlling charterers equipment placed on
board. It remains the vessel's responsibility to keep the equipment in good operational order
at all times, and to return it when required. Defects or damages to equipment should be
reported without delay to charterer and commercial operator.
1.22.1 Maintaining an Inventory

When such cargo gear is supplied to the vessel by the charterer, the Chief Officer should
prepare and maintain and inventory of the equipment. He should check that each piece of
equipment is in good order, and should record the fact on the inventory if they are not.
He must ensure that a copy of the test certificate for each piece of equipment is provided. The
Chief Officer must ensure that:
• The equipment is safely stowed when not in use;
• Is used in the way it was designed, in order to prevent damage to it;
• Records are maintained of any damage to, or loss of, the equipment, and that the
charterer is informed in such cases;
• Records of maintenance are kept.

2. Stability
2.1 Requirements for Stability, Stress and Bending Moments

All vessels are supplied with stability data. This data occasionally includes restrictions in the
way the vessel may be loaded and Masters and Deck Officers must be aware of any such
restrictions. These might include:
• Improper weight distribution;
• A lack of GM under certain conditions of loading;
• Inadequate management of large ballast changes.
If assumptions and estimates have to be made when calculating stability, they should be
made with caution.
The company requires all vessels to comply with SOLAS requirements of a minimum GM of
0.15 metres, with all additional dynamical stability criteria set out in the Trim & Stability
Booklet for each particular vessel, and to maintain stress limits and bending moments within
the class approved parameters at all times. If for any reason operational requirements may
result in not being able to maintain these limits then the company must be immediately
informed.
Under no circumstances may a vessel sail from a port with the sheer forces and bending
moments exceeding the seagoing limits, with a GM of less than 0.15 metres, or with any other
minimum stability criteria not being met.
Care must be taken to ensure that the sheer forces and, in particular, the bending moments,
for harbour conditions, are not exceeded whilst alongside.
2.2 The Calculation of Stability and Stress

It is of importance that stability and stress conditions are calculated for the commencement
and completion of each sequence of cargo or ballast operations, at intermediate intervals, and
that permissible limits are always observed.
On each occasion a bulk cargo or ballasting operation is carried out the stability and stress
must be pre-calculated for the following stages of each operation:
• At the commencement;
• At the completion;
• At the 25%, 50% and 75% stages.
Most vessels will follow a pre-determined sequence when loading, discharging, ballasting or
de-ballasting. Account should be taken of the following, as applicable:
• The loading or discharging sequence;
• Cargo securing and the maximum metacentric height of deck cargo;
• Bunker consumption en route;
• Maximum departure and arrival drafts;
• All possible free surface effects;
• The Load Line Zones to be transited during the voyage;
• The limits of the stability and stress calculation equipment and methods.
It is of paramount importance that permissible limits are always observed, and the Master
should be advised if at any time the vessel is likely to be subject to stress, stability or draft
conditions outside those limits.
2. Stability 1st January 2010 Page 1 of 8

The calculations must be attached to the cargo or ballasting plan. The Chief Officer must
ensure that all other Deck Officers are aware of the cargo plan and the attached stability
calculations, and of what action to take should there be any deviations from the cargo plan
which might significantly affect stability. Where there is a deviation from the original plan
then a new calculation must be performed.
All vessels performing loading and discharge operations simultaneously with ballasting and de-
ballasting should perform regular stability and stress calculations. Container and multi-
purpose vessels need to pay particular attention when large ballast changes are required.
Masters are reminded that some lashing systems refer to a maximum metacentre height. This
is because of excessive acceleration caused by a high metacentre height on the lashing
system during heavy rolling.
2.3 Stability with Heavy Lifts

For vessels handling heavy lifts it is of paramount importance that the vessel maintains
adequate stability during the entire operation. The critical moment occurs when the load
comes off the quay or the deck and the centre of gravity of the load transfers to the head of
the crane. Allowance for free surface effect must be taken into account.
It is extremely important to recognise that the transfer of the weight of a heavy lift from the
ground to the crane head will involve a significant change in stability conditions, and is a
critical operation.
The transfer of weight will involve a rise in the vessel’s centre of gravity and loss of GM to
some extent. This loss of GM may be sufficient for the vessel to adopt an angle of loll, or in a
worst case, capsize.
The following considerations must be taken into account when dealing with heavy lifts:
• Positive stability must be maintained throughout the operation;
• The vessel’s displacement is inversely proportional to the shift of the vessel’s centre of
gravity. Therefore heavy lift operations in terms of safety are more favourable when the
vessel is in a loaded condition, than in a partially loaded or empty condition;
• The maximum list must not exceed the working range of the crane;
• The maximum list must not exceed the working range of the anti-heeling system;
• The loading programme will only indicate the stability condition once the heavy‐lift is
loaded or discharged but it does not calculate the stability during the process of loading
and discharging. These intermediate stages should be completed manually by the
Chief Officer.

Figure 2.1: The risks in heavy lift operations
The above diagram shows the following:

• The rise in the vessel’s centre of gravity:
• The resultant loss of GM;
• The risk of an angle of loll developing, or a capsize;
• The heeling moment:
• The working range of the cranes may be exceeded;
• Obstruction on the quay may cause damage to the vessel;
• Inclination of the hoisting wire, resulting in the load swinging, or collapsing.
In the example above, a vessel with a displacement of 40,000 tonnes intends to load a 100
tonnes cargo. The initial GM is 0.5 metres, including free surface effect. The 100 ton load is
to be lifted off the quay 17 metres from, and will be suspended at a height of 15 metres
above, the vessel’s centre of gravity. The anticipated maximum list, the final GM once the load
is suspended, and how much anti‐heeling ballast will be required to counter the list, must be
determined. The horizontal distance between the anti‐heeling tanks centre of gravity is 20
metres.
A) Find the vertical shift of the vessel’s centre of gravity once the load is suspended:
GoG1 = (W x D) / Displacement + W
Where:
W: is the gross weight of the load including the weight of balancing beams and other
loose gear (but normally 2/3 of the weight of the derrick arm is added for accuracy);
D: is the vertical distance from the head block of the vessel’s crane to the centre of
gravity of the vessel.
GoG1 = 100 tonnes x 15 metres / 40,000 tonnes + 100 tonnes
Therefore GoG1 = 0.0374 metres (which is the rise in the vessel’s centre of gravity)

B) Find the horizontal shift of the centre of gravity once the load is suspended by the crane:
G1G2 = (W x D) / Displacement + W
Where:
W: is the gross weight of the load including the weight of balancing beams and other
loose gear (but normally 2/3 of the weight of the derrick arm is added for accuracy)

D: is the horizontal distance from the vessel’s centre of gravity of the load.
G1G2 = 100 tonnes x 17 metres / 40,000 tonnes + 100 tonnes
G1G2 = 0.042394 metre (which is the horizontal shift in the vessel’s centre of gravity,
or the Heeling Arm)
C) To find the list:

M to GoM = 0.5 metres
Tangent of the list = G1G2 / G1M = 0.042394 m / 0.4626 m = 0.09164 metres
The calculated list will therefore be 5.2360.
D) After the final GM and the calculated list have been determined, the anti‐heeling ballast
needed to be transferred to avoid any list must be calculated.
Heeling Moment = W x D = 100 tonnes x 17 metres = 1,700 tonnes‐metre
Ballast required = 1,700 tonnes‐metre / 20 metres (where 20 metres is the horizontal

distance between the heeling
tank’s centre of gravity)
Anti‐heeling Ballast required to transfer = 85 tonnes
Once the above calculations have been completed and the required conditions are satisfied
then the loading operation may proceed.
2.4 Revisions to the Original Cargo Plan

During cargo operations it may be necessary to revise the discharge plan due to unexpected
circumstances, for example to accord with the requests of the receivers or shippers. If
necessary stability must be re-calculated and this may result in delay. Under no
circumstances must cargo operations proceed if there is any doubt as to whether or not
stability and stress can be maintained within the desired limits. If problems arise then the
company is to be immediately informed.

2.5 Slack Tanks
On vessels fitted with top side tanks officers should be aware of the effect they can have on
stability when they are ballasted, particularly if the bottom ballast tanks are empty or only
partially full. Individual hopper tanks should not be filled prior to bottom tanks.
2.6 Loss of Stability

Loss of stability or an excessive list is caused by:
• The loss of buoyancy on one side of the vessel; or
• A minimal or negative GM.
The result of instability will either be capsize or the vessel attaining an angle of loll.
For vessels with a negative GM, any external force applied will result in the vessel heeling. As
the vessel heels the centre of buoyancy will move outwards and provided it can move
sufficiently outboard then it will result in stability being re-established and it will come to rest
at an angle of list, known as the angle of loll. At that point the centres of gravity and
buoyancy are in the same vertical line and any further external forces applied will result in a
righting lever developing which will return the vessel to the angle of loll when the applied
force is removed. The vessel has effectively capsized to an angle of loll. Angles of loll
generally are of the order of between 5 and 10 degrees.
A vessel at an angle of loll is in a potentially dangerous condition. It would take little

to cause the vessel to roll through the vertical and come to rest at an opposite angle of loll.
Apart from the obvious physical results of a vessel moving quickly through what can be a
large angle, there is also a possibility that the momentum will cause the vessel to roll to a
larger angle, lose stability and capsize.
If a vessel assumes an unexpected angle of inclination the following actions must be taken:
• If the vessel is in port all cargo, ballast, bunkering and storing operations must
immediately cease;
• Check that stability calculations were correct and that an error has not been made;
• If at sea, alter course to put the head into the weather;
• Check that there is not an obvious reason for the list, such as an unplanned movement
of cargo, bunkers, water or ballast. If there are no such listing effects then it should
be assumed that the vessel is unstable and is lying at an angle of loll;
• Check for slack tanks – free surface effect will have a significant effect on stability;
• Take action to lower the centre of gravity:
• Do not consider moving weights within the vessel, particularly using lifting
equipment. As soon as the load is taken on the crane or derrick head the
centre of gravity will rise and this will aggravate the situation;
• Minimise free surface effects in tanks which are below G by topping up low
ballast tanks or by prudent transfer of fuel;
• Discharge high ballast, such as that in upper ballast tanks. Discharge such
ballast from the high side first, because the high side will reduce G more
quickly, although it will initially tend to increase the list;
• Ballast bottom tanks. Ballast tanks on the low side first because the situation
will initially worsen because of additional free surface effects. Only ballast small
tanks. Only ballast one tank at a time.
• Inform the company as soon as circumstances permit.

Masters must ensure that before taking any action to correct stability, such action will in fact
improve the situation and not compromise it. External forces, such as wind and tide, must be
considered, and it might be necessary to take immediate action to prevent a deterioration of
the situation.
If the vessel is at a terminal they should be informed. All cargo operations should be stopped
until the cause is clarified. If the vessel is provided with cargo gear and grabs these should be
stored on their pedestals in the rest position and must not be moved until the Master is
satisfied it is safe to do so.
The company subscribes to a class Ship Emergency Response Service for all bulk carriers.
The service may not necessarily be provided by the same society as the vessel is classed
under. The SERS may be contacted at any time to provide emergency assistance.
2.7 Loading Computers

A loading computer is provided to supplement the Trim and Stability Booklet to those
vessels in the fleet where one will be of benefit. Its primary function is to facilitate the pre-
calculation of conditions of loading with respect to draft, trim, shear force and bending
moments. Officers are expected to know how to manually calculate draft, trim and stress
using the Trim and Stability Booklet in case of a malfunction of the loading computer, and
to be able to manually calculate damaged stability using the Damaged Stability Booklet.
The loading instrument will be approved by a regulatory body, usually the class society, and a
copy of the approval certificate should be lodged in a certificate file and shown to those who
have the authority to ask for it.
The output data is only as good as the input data, and that care should be taken in ensuring
that the quantities entered are correct, particularly with respect to slack tanks where free
surface may be an issue. Data on stores, fuel and ballast must be updated regularly where
necessary.
The loading computer must be tested monthly for operational accuracy against both the
approved test data supplied by the manufacturer or class and against the conditions in the
Trim and Stability Book. The load computer results must also be checked at least monthly
where practicable against visually observed drafts. The record ECI44 - Cargo Load
Computer Test must be maintained. If there are any significant differences the company
must be informed.
Records of stability calculations must be retained on board. It is recommended that upon

sailing, a copy is taken to the bridge and left available in the event of an emergency situation.
Upon arrival at the next port, this stability record should then be removed to the Cargo Office
and filed.
2.8 Drafts and Freeboard

2.8.1 Recording of Drafts and Freeboard
The Chief Officer shall ensure that the drafts and freeboard are recorded prior to departure
from every port. Where required these drafts and freeboard shall be recorded on the FRE
form issued by the administration. The drafts and freeboard shall also be recorded in the
Deck Log Book.

2.8.2 Load Line Zones
Care shall be exercised to ensure the particular Load Line Zone drafts are not exceeded at any
time. Where a vessel is scheduled to cross from one zone into another the freeboard at the
time of changing zones must be calculated prior to sailing from the previous port to ensure
this requirement is fulfilled. Where appropriate, a draft survey may be conducted.
It is essential that these records are retained and filed.
2.8.3 Draft Limitations

All vessels shall have available the draft at which the propeller is fully immersed and any
limitations such as the minimum forward draft to reduce pounding damage. This information
must be recorded in IF01 - Maximum Capacities and Drafts in the Equipment Check and
Information File. The information will normally be found in the Trim and Stability Book.
Care must be taken to avoid adverse trim as this can affect machinery operations.
2.9 Maximum Density Restrictions

Most vessels carrying bulk cargoes have density restrictions. Such restrictions must be
complied with and if necessary a reduced volume of cargo loaded in order to ensure that the
restrictions are not exceeded.
If the vessel is requested to load a cargo the density of which is in excess of the maximum
density it is approved to carry, the company must be informed and approval sought before
commencing loading.
The maximum permitted cargo density must be recorded on the notice IF01 – Maximum
Capacities and Drafts.
2.10 Tank Top Strength

Tank top strength must be taken into consideration when loading cargo.
It is safe to start with the premise that the designed maximum tank top load is not to be
exceeded. This designed load is expressed as a weight per square metre. Thus, using the
formula of hold length x hold breadth x maximum tank top load in tons/m2 will give the
maximum cargo that the vessel can load when spread evenly over the total tank top area. On
bulk carriers the tank top area is often reduced by sloping hopper sides. There is no extra
allowance made for hopper sides and this is not an area for compromise.
The load arrived at by the above formula is always to be considered the maximum and this
weight should be spread as evenly as possible across the tank top and floors. It should be
borne in mind that whatever weight is placed on board, the movements – accelerations – of
the ship working in a seaway can only serve to increase that load, and the designed maximum
tank top load takes this into account.
In practice the problems of loading very heavy steel coils, with an individual weight in excess
of 16 to 17 tons, present themselves only after the vessel arrives at the load berth. Often the
objectives of the charterers or shippers and the owners are opposed; the charterers or cargo
interests wish to load a complete deadweight cargo (down to maximum permitted draft) whilst
the Master will need to ensure that the maximum tank top load is not exceeded. This may
result in the conclusion that stress limitations will not permit the vessel to load anything like
the figure sought by the charterers or the cargo interests.

It is the combination of the bottom plates, number, size and spacing of the floors and the tank
top plates that give the ship the majority of its strength and flexibility. Ships must have
flexibility to survive in a seaway or otherwise the steel would very quickly fail due to metal
fatigue. Any damage to, or over-loading of, the tank top is transferred directly to the floors
which may buckle and fracture thus seriously weakening the structure. Stresses occasioned by
the incorrect loading of heavy bulk cargoes have caused such damage to these structures that
ships have subsequently been lost at sea with all hands.
2.11 The Use of Grab Discharge

Grab discharge must only be used for those vessels which are certified for such operation.
Vessels are to be fully fit, suitable and accessible for grab discharge. Cargo is to be stowed
entirely in spaces directly and fully accessible to grabs, i.e. in spaces not smaller than 5
metres length x 5 metres width x 5 metres height. No cargo is to be stowed in deep tanks, in
bridge spaces or in tween-decks, or in a hold with an uncovered tunnel, or in spaces with open
brackets, uncovered bilges, etc.

3.1 Gas Detection Equipment - Analysers
3.1.1 Responsibility for Gas Analysers
The Chief Officer is responsible for ensuring that:

• The analysers on board are in good order and regularly checked and calibrated in
accordance with the manufacturer’s instructions;
• He is fully familiar with the method of checking each analyser to ensure that it is
working satisfactorily. The manufacturer’s instructions with respect to testing and
calibration are to be strictly adhered to. Failure to do so may result in the malfunction
of the instrument;
• That all officers are fully familiar with the operation and checking of each analyser;
• That all ratings are familiar with the use of the BW GasAlertMicroClip or MSA Alert 4
personal analyser.
3.1.2 Requirements for the Use of Analysers

Personal portable analysers must be used as follows:
• On every entry into an enclosed space, as defined in the company enclosed space entry
procedures;
• On every occasion where there is doubt about the atmosphere either within an area or
a compartment not defined as an enclosed space;
• Whenever cargoes or bunkers with a high H2S content are being handled;
The BW GasAlertMicroClip or MSA Altair 4 personal analyser is supplied on board every vessel
in the Columbia fleet for this purpose.
3.1.3 Equipment
The supply of analysers and calibration gas to the fleet is detailed below.
Under no circumstances is it permitted to use any other equipment than that supplied by I M
and M under the present contract Columbia has with them, unless the company has specifically
agreed to the use of alternative equipment.
The equipment supplied by I M and M is as follows:
3.1.3.1 Draeger X-AM 7000: Two supplied to each bulk carrier.
The X-AM 7000 measures %LEL, % volume HC, % volume O2, H2S ppm.
The X-AM 7000 is fitted with infra-red sensors and is therefore capable of the measurement of
hydrocarbons in an inert atmosphere. The Draeger X-AM 7000 has an in-built pump, powered
by the batteries, to sample atmospheres using a sample tube.
The sensors in the DraegerX-AM 7000 have a 5 year service life. Each unit is returned to I M
and M every two years for servicing. Replacement analysers will be supplied before the units
are landed. The analysers do not require annual servicing. It should not be necessary to
replace sensor filters within the two year cycle of returning to I M and M.
3. Gas Detection and Personal Protective Equipment 1st January 2010 Page 1 of 7
The alarm settings for the X-AM 7000 are:
• H2S 5 ppm;
• LEL 10%;
• O2 19%.
There is no alarm setting for % volume HC.
3.1.3.2 BW GasAlertMicroClip: At least two supplied to each vessel. These are gradually
being phased out and are being replaced with the MSA Altair 4.
The BW GasMicroAlertClip measures %LEL, % volume O2, H2S ppm, CO ppm.
The alarm settings for the GasMicroAlertClip are;

• H2S 5 ppm;
• LEL 10% and 20%;
• O2 19%;
• CO 50 ppm.
Each BW GasAlertMicroClip has a service life of 2 years, after which period it will be
automatically replaced by I M and M. The analysers do not require annual servicing. The out
of date units must be disposed of immediately upon the new ones being received on board. It
should not be necessary to replace sensor filters within the two year life of each analyser.
The BW GasAlertMicroClip is supplied with a manual aspirator, to sample atmospheres using a

sample tube.
3.1.3.3 MSA Altair 4: These analysers are currently being phased in to replace the BW
GasAlertMicroClip. At least two are being supplied to each vessel.
The MSA Altair 4 measures %LEL, % volume O2, H2S ppm, CO ppm.
The alarm settings for the MSA Altair 4 are;

• H2S TWA 5 ppm;
• LEL 10% and 20%;
• O2 19 .5 % deficiency, 22.0% enrichment;
• CO TWA 30 ppm.
Each MSA Altair 4 has a service life of 2 years, after which period it will be automatically
replaced by I M and M. The analysers do not require annual servicing. The out of date units
must be disposed of immediately upon the new ones being received on board. It should not be
necessary to replace either the sensors or the filters within the two year life of each analyser.
The MSA Altair 4 is supplied with a manual aspirator, to sample atmospheres using a sample
tube.
3.1.4 Identification of Analysers

Each analyser must be individually identified to ensure that its record of service and
maintenance can be traced. The use of the unit serial number is recommended.
3.1.5 Operation of Analysers

Analysers must be operated strictly in accordance with the manufacturer’s instructions.
When taking measurements, careful attention must be paid to the reading as the hose is
introduced into the space. If there are significant concentrations of gas in excess of the
analyser’s measurement range, there may well be an initial full-scale deflection which is
immediately followed by a return to zero. If this occurs the analyser should be removed to
fresh air and allowed time to settle.
It should be noted that if the analyser has been subjected to an excessive amount of the gas
being measured, it may take several hours before the sensor returns to normal mode.
It is recommended that a manual breath ‘bump test’, as described below, is carried out prior to
each non-safety use.
3.1.6 Span (Calibration) Gas

Three different types of span (calibration) gas are provided for checking the Draeger X-AM
7000 analysers:
• 8% volume Butane, 13% CO2, balance N2, 20 litres, used for % volume HC
(Butane);
3 cylinders supplied, each capable of providing about 15 calibrations. The analyser
should give a reading of 8% volume HC. The CO2 is solely for improving the
accuracy of the calibration of the analyser.
• 25 ppm H2S, balance N2, 110 litres, used for H2S;
1 cylinder supplied, capable of about 60 calibrations. The analyser should give a
reading of 25 ppm H2S.
• 0.75% volume Butane, balance air, 20 litres, used for %LEL;
3 cylinders supplied, each capable of providing about 25 calibrations. The analyser
should give a reading of 50% LEL.
Note that the O2 is factory set and the analyser can only be calibrated in fresh air. Nitrogen must not
be used.
One type of span gas is provided for checking the BW GasAlertMicroClip analyser:
• Mixed 4 gas cylinder, 58 litres, 18% O2, 25ppm H2S, 100ppm CO, 50% LEL
(2.2% volume Methane), balance N2;
• 2 cylinders supplied, each capable of providing about 30 calibrations. The analyser
should give a reading of 18% O2 and 50% LEL.

One type of span gas is provided for checking the MSA Altair 4 analyser:
• Mixed 4 gas cylinder, 58 litres, 15% O2, 20ppm H2S, 60ppm CO, 29% LEL
(1.45% volume Methane), balance N2;
• 2 cylinders supplied, each capable of providing about 30 calibrations. The analyser
should give a reading of 15% O2 and 29% LEL.
3.1.7 Calibration Gas Cylinders

It is important that replacement span gas cylinders are obtained only from I M and M, who will
automatically supply the correct gas for each analyser.
Obviously the more often an analyser is checked using span gas, the more gas is used, and the
higher the cost of replacement will be. Chief Officers should bear in mind that the supply of
span gas can be expensive as it almost always involves the transport by air of dangerous
goods. Span gas should therefore not be wasted.
The shelf life of cylinders containing H2S, which is a reactive gas and therefore ‘goes off’, is
one year, and although there is no theoretical shelf life for the other cylinders a shelf life of 3
years is considered prudent.
Calibration gas should be checked every 3 months and the record ECI42 - Analyser -
Calibration Gas Check maintained. Replacement canisters must be ordered in good time
before those on board expire.
Calibration gas cylinders must be completely emptied before being disposed of. They may
then be disposed of with garbage ashore. Empty calibration gas cylinders must not be
incinerated.
3.1.8 Analyser Calibration and Testing

There is often confusion regarding the terms calibration, checking and shore servicing.
Each analyser performs an electronic-self test when it is switched on. It is important to note
that in the case of the sensors other than the Oxygen sensor, this tests the electronics – it
does not check the physical ability of the analyser to take atmosphere samples.
A ‘Bump test’, or check, can be applied, either by breathing into the analyser, in which case
there should be a drop in the Oxygen reading of about 3 - 5%, or by the use of span gas which
should result in the test gas being registered. This test simply shows that the analyser is
reacting to the gas and therefore should not be considered to be a calibration. Excessive
bump testing should be avoided as exhaled moisture can affect sensor readings.
Calibration is physically altering and re-setting the readings the machine is giving, and involves
resetting the zero and span levels. Calibration should be carried out strictly in accordance with
the manufacturer’s instructions at the intervals described below.
Shore servicing is self explanatory.
The company requirements with respect to the checking and calibration of analysers are that
each analyser and all its associated equipment including the case, sampling line and
attachments is to be checked every 3 months and calibrated using span gas.
Each time the analyser is switched on:

• The analysers should complete their automatic, internal checks at start up without
incident;
• The analysers should then be "zeroed" in fresh air without incident and should give
stable fresh air values;
• During operation the analysers should respond normally to gas (i.e. fast response, fast
recovery) and at all times show sensible stable readings in line with the tasks being
undertaken;
• At no time during the operation should the sensors respond to gas above the range
installed.
If any of the above conditions are not met then the analyser must be checked using span gas.
If there is any doubt about the operation of an analyser then I M and M should be contacted
for advice – contact details can be obtained from the company if required. If replacement of
the analyser is recommended they will make the necessary arrangements.
When calibrating using span gas, the following should be observed:

• The analyser and the sensors should be given sufficient time to warm up;
• Calibration should take place in a gas-free atmosphere;
• Calibration should not take place immediately after the battery has been charged.
Analysers should be checked using calibration gas at least every 3 months and the records
ECI40 Analyser - Personal Calibration or the ECI41 Analyser - Draeger X-AM 7000
Calibration maintained.
3.1.9 The Measurement of Hydrogen Sulphide

The BW GasAlertMicroClip or MSA Alert 4 analysers will be affected by high concentrations of
H2S. As a very rough guide, exposure to concentrations of H2S of 100 ppm or more over 10
minutes may damage the sensors, and therefore such exposure must be avoided. Exposure to
short term high levels of H2S concentrations should not affect the operation of an analyser nor
should it shorten the life of the sensor. However, it may require more frequent recalibration.
3.1.10 Cross-sensitivity
Personnel should be aware that all analysers are cross-sensitive to other gases and may give
false readings when exposed to an atmosphere other than that which they are designed to
measure.
Examples of this are:

• A CO analyser will give a reading when exposed to Hydrogen in places such as battery
lockers and lifeboats;
• A CO analyser might react to CO2 from exhaled breath in an enclosed space.
All electrochemical analysers regardless of make are cross-sensitive to the SO2 in inert gas
when measuring H2S content and the analyser will give higher readings of H2S than is actually
the case. The level of cross sensitivity is about 4 to 1 and therefore for every 4 ppm SO2 the
reading of H2S will be about 1 ppm higher than is actually the case. The accuracy of
measurement will be satisfactory for normal purposes, it is only if it is necessary to very
accurately measure the level of H2S will Draeger tubes or the equivalent be required to be
used.
3.1.11 Sampling Lines

Only sampling lines provided by I M and M for the particular instruments must be used.
Sampling lines must be kept clean and must be inspected regularly to ensure that they are in
good physical condition. Sample tubing which is cracked or blocked, or which has become
contaminated with cargo residues, can significantly affect analyser readings.
At least one sampling line long enough to reach the bottom of all holds or other compartments
should be available on board.
3.1.12 Other Analysers

Occasionally a vessel will be supplied with a different type of analyser by the owner or previous
manager. Once CSM standard analysers have been received on board all other analysers,
along with all the ancillary equipment such as spare filters and calibration gas regulators, must
be placed in a sealed box clearly marked ‘Not to be used’ and stored away. They are to be
retained on board for eventual return to the vessel’s owner. The old equipment must not be
used for atmosphere testing, kept as ‘spares’, nor should they be serviced. Further, in view of
the fact that they have not been serviced, nor should there be the correct calibration gas on
board for checking them, they may well be unsafe to use.
3.2 Personal Protective Equipment

It is the responsibility of every seafarer to wear appropriate personal protective equipment for
the tasks they are involved in. The minimum PPE for anyone working on deck during cargo
operations is a safety helmet, safety boots, overall, gloves and, if necessary, goggles.
Anyone not involved in cargo operations proceeding on deck during cargo operations must
wear safety helmet, safety boots, and suitable clothing which cover both the arms and legs.
In addition, where the MSDS of a particular cargo recommends the use of additional safety
equipment, this must be readily available. Seafarers must be aware of the dangers of
dermatitis and skin cancer from prolonged contact with various oils and chemical substances.
3.2.2 Safety Helmets

Safety helmets are provided to protect the wearer against falling objects and against head
knocks.
Helmets which have suffered a large impact must be discarded. It is not permitted to paint or
mark a safety helmet with adhesive tape or labels, as this can significantly reduce the
protection they offer.
3.2.3 Hearing Protection

There are two types of hearing protection generally available – ear defenders and ear plugs.
The latter come in various types.
Ear defenders offer the best protection and should be worn by all personnel working in areas
of high noise, including the engine room and associated compartments, pump rooms,
aggregate pump rooms, and when using high noise equipment such as that for scaling or
grinding.
3.2.4 Face and Eye Protection

Risk of eye injury may occur through a variety of reasons, and it is the responsibility of each
person to ensure that they are wearing appropriate eye protection for the task they are
involved in. Examples of risk to eyes are:
• Infra red rays from gas welding;
• Ultra violet rays from electric welding;
• Foreign particles;
• Chemical splashes;
Various types of goggles, glasses and face shields or visors are available to protect against
these hazards and each is designed for a specific purpose.
3.2.5 Respiratory Protection and the Use of Filter Masks

When painting and scaling personnel should be provided with suitable respiratory protection.
If filter masks are used they are to be kept under the control of the Chief Officer and must be
stored away when not in use. The type of protection required involves only paint fumes or
dust and the type of cartridge used should reflect that. Each cartridge should be disposed of
after each use and should not be used for more than one working day.
On exceptional occasions filter masks may be used as protection against cargo vapours on dry
cargo vessels. Under such circumstances the Chief Officer shall ensure that the correct
cartridge is fitted. At the end of each working day of eight hours, or upon completion of the
use of the filter mask if earlier, the cartridge must be disposed and a new one fitted. The
mask is to be thoroughly washed in accordance with the manufacturer’s instructions before
being re-used.
3.2.6 Hand Protection
The type of protection required will depend on the work undertaken. Whenever sharp objects
are being handled, leather palmed gloves should always be used. When handling hot objects,
heat-resistant gloves should be used.
When handling chemicals or corrosive substances, rubber, synthetic or PVC gloves should be
worn.
When handling mooring wires, leather palmed gloves should be worn, but mooring wires
should not be handled wearing gloves during the deployment of wires overboard in case the
glove becomes entangled in the wire with subsequent danger to the wearer.
3.2.7 Foot Protection

Most foot injury results from the wearing of improper footwear such as sandals, trainers or
flip-flops. All personnel should wear the appropriate footwear for the activity they are
undertaking. Safety boots or shoes must be worn whenever at work, be it on deck, in
machinery spaces or in the galley.
Whenever a seafarer proceeds on deck or into a machinery space for non-work purposes,
suitable footwear must be worn.
3.2.8 Body Protection

The company provides all seafarers with overalls. These should be reasonably close fitting and
should be worn without scarves, belts, loose flaps, or bulging pockets. They shall be correctly
closed with the buttons or zips. Sleeves must not be rolled up during work where there is risk
of injury to the arms.
Overalls shall be kept as clean as possible for reasons of health and hygiene. When in port the
company expects every seafarer to wear clean overalls in order that the standards of the
company are seen by outsiders to be high.
Whenever an overall becomes unserviceable for any reason, be it such damage that it no
longer offers full protection, or becomes unpresentable, then a replacement should be
requested.
3.2.9 High Visibility Jackets

High visibility jackets shall be worn where there is a need to be seen, for example during cargo
operations on dry cargo vessels.
4. Maintenance of the Watch in Port
4.1 Responsibility
The Master shall ensure that an appropriate and effective watch is maintained in port, whether
cargo operations are being carried out or not. He should decide the composition of the watch,
taking into consideration the experience of the officers and the prevailing conditions.
Either the Master or the Chief Officer must be on board whilst the vessel is in port, regardless
of whether a cargo operation is being undertaken.
Whilst the vessel is moored alongside, but is not carrying out cargo operations, the
watchkeeping procedures below must be complied with to the extent that they are applicable
to ensure that the safety of the crew, ship, the protection of the environment and the cargo
are all satisfactorily addressed.
The Deck Officer must be prepared to call the Master or Chief Officer at any time if in doubt.
4.2 Supervision and Control of Cargo Operations

Control of cargo watchkeeping duties is normally delegated to the Chief Officer, who must keep
the Master fully informed of all operations that are to be undertaken, must also ensure that a
copy of each and every cargo plan is given to him, and that he is informed about any
unexpected situations or occurrences. Where the Chief Officer is in doubt as to whether to
contact the Master, he should do so.
A responsible officer must be on watch throughout all cargo operations. There should be
sufficient crew on board at all time to deal with operational issues, emergencies and to move
the vessel should it be required.
With respect to ratings, the following functions will need to be managed:

• The gangway should be attended at all times;
• Assistance may be required for cargo operations,
• Moorings will require tending.
It is the responsibility of the Chief Officer and the individual officers of the watch to ensure that
each of these functions is adequately addressed with the available manpower.
The main role of the Deck Watch Officer during the loading period is to ensure that the loading
plan is followed, and to do this they must study and understand each part of the plan and
constantly monitor the loading and deballasting operations.
They must also supervise the work of the crew, liaise with the loading foreman, prevent where
possible and report any damage to the ship or the cargo, supervise ship’s cargo gear when
used, ensure no pollution is caused, and maintain full written records.
The Master must ensure that:

• All Deck Officers and ratings have received familiarisation training on the cargo
equipment to the extent required by their duties;
• The Chief Officer fully understands his role as the officer in charge of cargo operations,
and that he is competent to carry out that role;
• The Chief Officer has completed his own Standing Orders for cargo operations on the
company form Chief Officer's Standing Orders, and that the orders comply with
company requirements;
4. Maintenance of the Watch in Port 1st January 2010 Page 1 of 5

• All Deck Officers have read and understood the company procedures;
• All Deck Officers are familiar with industry publications relevant to the trade the vessel
is engaged in, at least to the extent that they are aware of how to access the
publications for information and guidance;
• That all officers clearly understand their duties, in particular to the safe completion of
operations and the prevention of pollution;
A continuous watch of the deck and the area surrounding the vessel must be maintained and a
Deck Officer must be on duty whilst cargo, ballast, or hold cleaning operations are taking
place.
4.3 Responsibility of the Chief Officer

The Chief Officer is responsible to the Master for the planning and control of all cargo, ballast
and hold cleaning operations, and for ensuring that cargo operations are carried out in
accordance with company procedures, with particular attention being paid to safe operations
and the prevention of pollution.
The Chief Officer is also responsible for:

• The accurate measurement and recording of all cargo quantities, or the maintenance of
a full set of cargo documents, as applicable to the vessel;
• Ensuring that all official and company records are fully and accurately completed;
• Ensuring that all checks, tests and maintenance of equipment is carried out in
accordance with company requirements;
• Ensuring that all cargo equipment is in good order, and if not, that the matter is
brought to the immediate attention of the Master and the company.
4.4 Responsibility of the Cargo Watch Officers

All Deck Officers must be familiar with the company procedures with respect to cargo
operations, and must be fully conversant with all the cargo equipment which they are required
to operate during a cargo watch. Deck Officers must understand that they have sole
responsibility for the management of the cargo operation whilst the Chief Officer is absent, and
that the prevention of pollution is of the utmost importance.
4.4.1 Taking over the Cargo Watch

Officers in charge of a deck watch shall not hand over the watch to their relieving officer if they
have any reason to believe the latter is not capable of carrying out their duties effectively, in
which case the Master shall be advised. Officers of the Watch shall ensure that all members of
their watch are capable of carrying out their duties.
If any important activity is taking place at the time of handing over the watch, it shall be
concluded by the officer to be relieved before passing the watch to another.
Prior to taking over the watch, the relieving officer shall ensure that he is fully familiar with
the following, as necessary:
• They fully understand the cargo plan, have reviewed any amendments to it, and that
they are confident that its requirements are currently being followed;
• The current situation with respect to the cargo, ballast or cleaning operations that are
taking place;

• The Chief Officer’s Orders, and that they have been signed as read and understood;
• The method of communicating with shore personnel including port authorities in the
event of an emergency or assistance required;
• The depth of water at the berth, the current draft and the time and height of high and
low water;
• The arrangement of the moorings;
• The state of main engines and their readiness for use in emergencies;
• The number of crew on board and the presence of other persons on board;
• Any special port regulations and the procedures for notifying the appropriate authority
in the event of environmental pollution; and
Any other circumstances of importance relative to the safety of the crew, ship, pollution
prevention or cargo.
4.4.2 Performing the Cargo Watch

It is the responsibility of the Chief Officer to ensure that watch officers understand their duties
during cargo operations, and that they adhere to company requirements.
The officer in charge of the deck watch holds considerable responsibility whilst in charge of the
cargo watch, and it is their duty to ensure that the safety of life, the vessel, the terminal and
the environment are not in any way compromised. The officer in charge of the deck watch is
also responsible for recording stevedore damage as it occurs.
Regular inspections of the external deck area must be conducted during the watch to ensure
the continued safety of the vessel. It is not satisfactory practice to rely solely on the deck
watch and remain in the Cargo Office.
Whilst on watch Deck Officers must be dressed in suitable personal protective equipment to
enable instant response to an emergency.
During the watch, the Officer on Duty is required to ensure that:

With respect to basic watchkeeping:
• An effective deck watch is maintained to address cargo, pollution prevention and
security matters. The deck watch must be adequately briefed as to their duties, and
should be monitored and advised as necessary, including:
• Maintaining a security watch, that a gangway watch is maintained, and that
personnel boarding the vessel comply with company requirements with respect
to presenting ID;
• Assisting in cargo operations;
• Making rounds;
• Tending moorings;
• Pollution prevention;
• Keeping a look-out for other passing vessels, warning the Deck Officer, and
tending moorings if the vessel surges;
• Any other function that should require their attention;
• The vessel remains safely moored alongside at all times;
• Weather conditions, including strong winds, strong tides, sea state and electrical
storms are monitored and action taken as necessary;
• Pollution prevention measures are in place, with particular reference to the checking of
the deck area, and:
• Monitoring the area around the vessel for instances of pollution from other
sources;

• Management of rain water on deck and oil sheens on the surface of the water;
• Management of storing and the risk of pollution from packing materials;
• Terminal and local regulations and requirements are complied with, as applicable;
• The order and the normal routine of the ship are maintained;
• The access to the vessel is safe.
• Lights and signals, as required, are exhibited.
And with respect to cargo operations:

• The cargo operation is monitored to the extent necessary to ensure that it is completed
safely, effectively, and in accordance with the cargo plan;
• Stability and stress are checked at least every two hours and the Chief Officer’s pre-
calculations confirmed, and that draft, trim and stress are maintained within the
required limits. Stability and stress should be calculated more frequently if necessary.
The Deck Officer on watch must be prepared to call the Chief Officer or Master if there is any
doubt as to the continued safety of the vessel, terminal, or environment.
4.5 Training of Deck Officers

It is the duty of the Master in the case of the Chief Officer, and of the Chief Officer in the case
of the junior Deck Officers to ensure that each is trained and fully familiar with the cargo
systems on board and the carriage requirements of the various cargoes they have to deal with.
It is also the responsibility of the Chief Officer to ensure that Deck Officers are trained to a
sufficient standard that they can take on the work of a more senior position, particularly the
Second Officer who should be able to take over from the Chief Officer at any time.
It is crucial that each officer ensures that they fully familiarise themselves with the equipment
they are expected to operate, with the company procedures with respect to cargo handling,
and that they are able to take charge of a cargo operation, including, but not limited to:
• Being able to calculate the vessel’s stress and stability;
• Preparing and interpreting cargo plans for loading, discharging, and hold cleaning;
• Operating cargo handling and monitoring equipment;
• Supervising a cargo operation;
• Completing the required company and official records;
• Advising the deck watch as to their duties;
• Understand and be familiar with their duties with respect to what action to take in case
of an emergency, as detailed below;
• Being familiar with the carriage requirements and hazards of the carriage of the
cargoes the vessel is handling;
• Understand the use and calibration of portable gas detection equipment.
4.6 Familiarity with Emergency Procedures

Readiness to act promptly to any emergency that may occur onboard and re-establish control
is crucial.
All officers must be fully familiar with the procedures contained in the Emergency Procedures
Manual. The Master and other officers should continuously consider what they would do in the
event of various types of emergency, such as a fire on deck, on the jetty, in the engine room

or in the accommodation, pollution, the collapse of a person in a hold or tank, or breaking
adrift or emergency release from the berth.
Deck Watch Officers must ensure that:

• They are fully familiar with what immediate action to take in case of particular
emergency situations;
• Crew members are also familiar with what action to take in an emergency, such as a
pollution incident, breaking free from the berth, fire etc.;
• They are ready to act and establish control of an emergency situation;
• They are familiar with the contact procedures to request assistance from the company,
third parties and the relevant authorities;
• They are familiar with the contact procedures with the terminal to communicate the
emergency to them;
• Emergency equipment is always readily available and in good order.
It may not be possible to foresee in detail what might occur in such emergencies, but advance
planning, thought and familiarity with procedures will result in quicker and more effective
decisions and a well organised reaction to the situation. This will in turn result in the better
protection of the safety of all personnel.
4.7 International Ship to Shore Connection

The purpose of the International Ship to Shore Connection is to enable the connection of
differing fire fighting line connections, either between a vessel and a terminal, or between two
vessels. This is particularly important when considered heightened dangers involved with
carriage of Dangerous Cargoes on board.
The flanges of the International Ship to Shore Connection on the vessel, and that of the
terminal or other vessel, are bolted together. The vessel’s International Ship to Shore
Connection is connected to the vessel’s fire main by fire hoses. Similarly, the connection from
the terminal or other vessel is connected to their fire service line or fire main by fire hoses with
their type of connection. All personnel must be familiar with how an International Ship to
Shore Connection should be connected.
Each connection should consist of:

• A flange, fitted on one side with the same hose connection as the vessels’ fire main;
• Four bolts, 16 mm in diameter, 50 mm in length, with four 16 mm nuts;
• Eight washers;
• One gasket;
• A spanner suitable for the size of nuts and bolts.
The International Ship to Shore Connection must be available for immediate use, at a
designated and appropriately labelled position.
Note: The requirements for International Ship to Shore Connections are contained in the FSS Code,
Chapter 2.
The International Ship to Shore Connection should be checked at least every 3 months and the
record ECI67 - International Ship to Shore Connection Check should be maintained.

5. Ballast

Ballast is essential to control trim, list, draught, stability and stress. However, ballast water
may contain aquatic organisms or pathogens which, if introduced into an alien environment
may create hazards to the environment, human health, property or resources.
The International Convention for the Control and Management of Ships' Ballast Water and
Sediments requires all vessels to have a Ballast Water Management Plan.
Many administrations now have requirements for ballast water to be changed prior to arrival in
their waters, and full details are included in the National Requirements Annex of the Ballast
Water Management Plan, which is regularly updated.
Masters must follow the requirements of the vessel’s Ballast Water Management Plan with
respect to ballast water management:
• Consult the Ballast Water Management Plan prior to undertaking a voyage to
determine which administration requirements are in force;
• Consult DNV Navigator to ensure that information is up to date;
• If considered necessary, consult with the agents at the next port to ensure that the
particular requirements of the administration with respect to changing ballast prior to
arrival are complied with;
• Ensure that the stability and stresses of the vessel always remain within limits.
Ballast water exchange is normally to be undertaken:

• 200 nm or more from the nearest coast and in water of 200 metres or more in depth;
• If this is not possible, as far from the nearest land as possible, in all cases at least 50
nm from the nearest land and in water of at least 200 m in depth; or
• In sea areas designated by the administration.
If the Master reasonably decides that an exchange would threaten the crew or passengers, or
the safety or stability of the ship because of adverse weather, ship design or stress, equipment
failure, or any other extraordinary condition, then he should take whatever action he deems
necessary to ensure the safety of the vessel.
Record keeping is important to any ballast water management programme. The Ballast Water
Management Officer, who should be the Chief Officer, is responsible for ensuring the
maintenance of appropriate records and that ballast water management procedures are
followed. Records of ballast water exchange should be kept in the Ballast Water
Management Plan.
5.2 Testing Ballast Valves

Ballast tank valves should be tested for tightness during loaded passages. This is achieved by
ensuring that all ballast tank valves are closed, and by opening line and sea valves to
pressurise the system.
The record ECI52 - Ballast System Valves Check should be maintained.
5. Ballast 1st January 2010 Page 1 of 3

5.3 Heavy Weather Ballast

Severe weather should be avoided if at all possible and consideration should be given to
deviation or taking shelter if the Master considers that the safety of the vessel or the cargo
might be compromised by severe weather. Use should be made of the company weather
routeing systems.
A vessel’s response to heavy weather will depend to a large degree on its statical stability. A
vessel can be too stiff (return very quickly to the upright because of a relatively large GM) or
too tender (return slowly to the upright because of a relatively small GM). In bulk carriers the
change of GM during a voyage due to the use of fuel and water is generally a lot less than that
of fine-lined dry cargo vessels and the main concern is structural damage in heavy weather. A
further consideration should be that if there is significant rolling this will invariably result in
considerable discomfort to the crew and possibly machinery and equipment damage.
In severe weather, if the forward draft is insufficient the bow will emerge periodically from the
water and slamming will result. Excessive slamming can lead to structural damage or even to
hull failure and ship loss in extreme conditions.
Deeper drafts forward will generally reduce the tendency for the ship to slam. If the sea
conditions are causing regular slamming, then in addition to heavy weather ballast,
appropriate measures such as a change in speed or heading may be required in order to avoid
structural damage.
If the aft draft is insufficient then in heavy weather the propeller will race when it emerges
from the water and will slow down when it re-enters. This may cause engine control problems
and increased loading on the propeller shafting and machinery. Increasing the aft draft
reduces this tendency.
Accordingly, safe ship operation in severe weather may require the loading of additional heavy
weather ballast. The decision to initiate heavy weather ballasting procedures lies with the
Master when the weather forecast indicates that heavy weather will be encountered. The Chief
Officer shall be responsible for carrying out such ballasting and will report regularly to the
Master throughout the operation.
Whenever heavy weather ballast is required, the change from light to heavy ballast must be
carried out strictly in accordance with the instructions given in the Loading Manual and Ballast
Water Management Plan. When such instructions are not available a plan should be made
prior to the commencement of operations using similar calculations for stress and stability as
for cargo loading discharging.
5.3.2 Bulk Carrier Hold Ballast

Most bulk carriers have two ballast conditions - a light ballast condition for use in fair weather,
where the ballast tanks and peak tanks will be filled; and a heavy weather ballast condition for
heavy weather, where one or more of the cargo holds is ballasted in addition to the dedicated
ballast tanks.
In the event that the decision is taken to ballast cargo holds then the following will have to be
carried out:
• Discharge of the hold or holds to be ballasted should be completed before the non-
ballast holds, in order to allow the crew to sweep up and clear any cargo residue.
Ballasting of an unswept hold will almost certainly lead to blocked ballast suctions when
the ballast has to be discharged;

• Bilge wells should be cleaned;
• CO2 piping in the hold, where fitted, must be sealed;
• Cover plates to the ballast suctions must be removed. However, it may be that the
watertight ballast cover plates can be exchanged with the perforated bilge cover plates;
• If the hold is not ballasted alongside the discharge berth, then it must only be filled at
sea when the weather conditions are favourable in order to avoid sloshing damage;
• During ballasting due consideration must also be given to stability and the maintenance
of an adequate GM taking into account free surface effect, and that seagoing bending
moments and sheer forces are not exceeded;
• Air vents must be open during the loading and discharging of ballast;
• On vessels provided with cargo hold safety valves, these should be checked to be in
good order prior to any ballasting or deballasting operations.
Ballasted holds must be completely filled in order to avoid loss of stability due to free surface
effect and to potentially very serious structural damage due to sloshing. Holds partly filled
alongside for air-draft purposes must not be left in that condition when the ship sails. A check
should be made every day to ensure that the holds remain full, and they should be topped up
as necessary.
Hatch covers must be closed and properly secured - there are normally extra securing devices
on hatch covers for ballast holds.
5.4 Cleaning of Contaminated Segregated Ballast Spaces

Where leakage has occurred from an oil fuel tank into a segregated ballast tank, it will be
necessary to clean the tank for both MARPOL compliance and to effect repairs.
Cleaning of a contaminated segregated ballast tank is difficult because of the significant

amount of structure, particularly if the contamination is from black oil.
5.4.2 Planning Cleaning of a Contaminated Segregated Ballast Tank

Each vessel undertaking a ballast tank cleaning operation should prepare a detailed tank
cleaning plan with a full description of the washing process and such safety precautions as are
deemed necessary. Each tank cleaning operation must be logged and recorded. The cleaning
plan must include the procedure for the disposal of the cleaning water, including a description
of which valves and lines are to be used.
As far as possible, tank cleaning, particularly in the initial stages, should be carried out by
methods other than hand hosing. Such methods may include, but not be limited to, the use of
portable machines, detergents and steam.
Hand hosing should only be permitted for small areas of contamination or for final cleaning.
Whichever method is used, the tank washings must always be handled in accordance with
MARPOL regulations. Where detergents have been used care must be taken if the water base
is decanted to ensure that the detergent can be disposed of overboard.
After the contamination of a segregated ballast tank, pockets of gas must always be suspected
regardless of the amount of washing and ventilation. The most stringent precautions must be
taken prior to entry. The company enclosed space entry procedures should be closely
followed.


Only authorised small craft with a specific reason for being there may be permitted to berth
alongside any Columbia vessel, and the length of stay must be limited to the time required to
complete the operation they are undertaking. Small craft and barges should not be allowed to
remain alongside once the operation has been completed.
Small craft must only be permitted alongside where it is safe for them to do so. A constant
watch must be maintained to ensure that the small craft does not at any time compromise the
safety of the Columbia vessel.
Prior to any small craft coming alongside, the ECI22 - Small Craft Alongside Check List
must be completed.
Whilst it is appreciated that it is often difficult to maintain any degree of responsibility over
small craft alongside, it is imperative that if there are any actions observed being taken by the
personnel of the other vessel which cause concern they must immediately be brought to their
attention and a request made to stop such actions. If unsuccessful then further action, such
as advising the Master or terminal must be taken, and if necessary all operations stopped until
the matter has been satisfactorily dealt with.
If an unauthorised craft approaches or comes alongside the port authority must be

immediately informed. If necessary, cargo operations should be stopped.
6. Small Craft Alongside 1st January 2010 Page 1 of 1

7.1 Control of Smoking at Sea

Smoking is permitted when the vessel is at sea in any public area, subject to the Master’s
discretion with respect to smoking in mess rooms during meal times.
Smoking is permitted in the Wheelhouse and Cargo Control Room only at the discretion of the
Master, and in the Engine Control Room only at the discretion of the Chief Engineer.
Smoking is not permitted in cabins, alleyways, and outside the accommodation.
7.2 Control of Smoking in Port

Smoking is permitted in the same areas as above, subject to any limitations being imposed by
the cargo being handled which may require stricter limitations being temporarily imposed.
Under no circumstances is smoking permitted outside the accommodation or in cargo spaces

whilst the vessel is in port.
Shore labour must be prevented from smoking whilst on board.
7.3 Smoking Notices

Notices IF22 – Smoking Room and IF23 – Smoking Room Permission must be posted
when carrying cargoes which require restricted smoking provisions to be in place.
The notices must be renewed each port as necessary, and only these notices should be
posted. However, specific terminal smoking room notices may be displayed, but only for the
duration of the port stay.
7. Control of Smoking 1st January 2010 Page 1 of 1


8 Cargo Loss or Damage
8.1 Cargo Loss or Damage en Route

A prudent Master will, if practicable, ensure that the cargo is inspected for signs of damage
prior to entering the discharge port. Any remedial action taken at this stage may eliminate
any complaint from stevedores or the receivers.
In the event of known cargo damage which will, in the Master’s opinion, give cause for a claim,
he should inform the company and the commercial operator. Consideration should also be
given to having a P & I Club surveyor attend upon arrival at the discharge port.
If damage has been caused to the cargo or the vessel by heavy weather, then form ECI122 –
Note of Sea Protest must be issued. All effort must be made to try to minimise the size of
the claim by fully co-operating with the P & I Club surveyor acting on behalf of the owners. A
further Note of Sea Protest should also be considered should the final findings turn out to be
worse than it was originally reported in the initial Note of Sea Protest.
The experience and attitude of surveyors varies widely from industrialised seafaring nations to
less developed countries. However, it is recognised that the active interest of the Master and
his officers can be an asset in what may be difficult circumstances.
8.2 Stevedore Damage

The cost of repairing damage caused by stevedores or any third party can seriously affect the
profitability of the vessel if not promptly and properly handled. Such cases should primarily be
dealt with by the Master, and secondly by the commercial operator or the company.
The Master should be aware of the applicable clauses in the charter-party with respect to
stevedore damage, and he should ensure that the Duty Officers are also familiar with those
clauses.
Form ECI55 – Stevedore Damage Report should be used for reporting such damage.
However, if the charterer provides his own Stevedore Damage Report Form the Master shall
discuss the matter with the commercial operator as to which form, or both, shall be used.
Form ECI123 – Stevedore Damage Protest should be completed and handed to the
stevedore responsible official.
In any case form ECI58 - Damage Register is to be maintained.
8.3 Dealing with Damage Caused by Stevedores

Upon arrival in port and before the commencement of any operation, the Chief Officer shall, if
possible, agree the vessel’s condition with the stevedoring company foreman.
When stevedore damage is observed, the Duty Officer shall:

• Immediately inform the stevedore foreman;
• Inform the Chief Officer or Master;
• Witness the inspection of the damage;
• Sign the damage report as a witness.
The Chief Officer or the Master shall:

• Inspect the damage with the stevedore foreman and agree on the extent of it;
• Take photographs of the damage;
• Complete the Damage Report Forms;
8. Cargo Loss or Damage 1st January 2010 Page 1 of 3

• Communicate full details of the damage to the company (see below);
• If necessary, liaise with the Technical Superintendent for the provision of a shore
workshop to assess and repair the damage.
The company must be immediately informed of any damage which occurs. The details to be
provided to the company are:
• The exact location and dimensions of any structural damage, regardless of the size;
• Details of any equipment which was damaged;
• Any damage to fuel or water tanks;
• Any damage to electrical equipment or cabling;
• Any damage to insulation.
When completing form ECI55 – Stevedore Damage Report:

• Attach any supporting documents;
• Ensure that the Duty officer signs the damage report as a witness;
• Obtain the signature of a responsible party if possible;
• Ensure that the Stevedore Damage Report is always signed by at least two persons.
If the stevedore foreman or other shore representative refuses to sign the Stevedore Damage
Report, the fact should be recorded on the form, and ECI111 – General Letter of Protest
must be issued. In this case the statement should be signed by another witness.
The completed report should be sent to the following, by e-mail, within 24 hours:
• The company, including the commercial operator and the Technical Superintendent;
• The charterer;
• The charterer’s agent;
• The stevedore foreman.
Any supporting documents and photographs should be attached.
In co-operation with the Technical Superintendent, an assessment will be made as to whether:

• The damage will be repaired by the stevedore company or their sub-contractors;
• It will be necessary to arrange for the provision of a shore workshop to assess and
repair the damage;
• The damage can be satisfactorily repaired by the crew.
8.4 Damage Requiring Class or Shore Facility Intervention

If, in the Master’s opinion, there is any doubt that the vessel’s seaworthiness has been
affected, then the company must be immediately informed. The company will decide whether
or not class attendance is required, and will arrange such attendance.
8.5 Damage which can be Repaired by the Vessel

If the damage can be repaired by the vessel, the following information is to be provided to the
company:
• The estimated amount of material required to repair the damage;
• The estimated amount of man-hours required to repair the damage;
ECI58 - Damage Register shall be updated by the Master using the following numbering
system: report number/year (e.g.: 001/2010). The report-sequence shall be renewed each
calendar year.

Other damage should be listed on the same form with a separate numbering system to
distinguish from Stevedore Damage.
After the damage has been permanently repaired, the Master shall fill in form ECI57 –
Completion of Stevedore Damage Repair, include all available repair reports and class
statements, and forward them to the Technical Superintendent. The Master should then close
the matter and update form ECI58 - Damage Register accordingly.
The Damage Register Report should be sent to the Technical Superintendent once per
month.
8.6 Container Damage Reports

Container damage is not regarded as stevedore damage and should be reported on form
ECI56 – Container Damage Report.

DECK and CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Part B
Cargo Operations
Bulk Section
Bulk Section 1st January 2010 Page 1 of 1
1.1 Toxicity
Toxicity is the degree to which a substance or mixture of substances can harm humans. Toxic
substances can harm humans in three main ways:
1.1.1 Ingestion
Petroleum has low oral toxicity, but when swallowed it can cause acute discomfort and nausea.
There is then a possibility that liquid petroleum may be drawn into the lungs during vomiting
and this can have serious consequences, especially with higher volatility products such as
gasoline and kerosene.
1.1.2 Skin Contact

Many petroleum products, particularly the more volatile ones, when they come into contact
with the skin, cause irritation and remove essential skin oils which can lead to dermatitis.
They can also cause eye irritation. Certain heavier oils can cause serious skin disorders with
repeated and prolonged contact. Direct contact with petroleum should be avoided by wearing
the appropriate protective equipment, especially impermeable gloves and goggles.
1.1.3 Inhalation
Comparatively small quantities of petroleum gas, when inhaled, can cause symptoms of
diminished responsibility and dizziness similar to intoxication and headache. The inhalation of
an excessive quantity can be fatal. These symptoms can occur at concentrations well below
the Lower Flammable Limit.
The degree to which humans can be affected by contact with a product depends both upon the
toxicity of the product and the tolerance of the person involved, which can vary widely. It
should not be assumed that because conditions can be tolerated the gas concentration is
within safe limits. It should never be assumed that the absence of smell indicates the
absence of gas.
1.1.4 Other Effects

Toxic substances can also have local effects, such as eye irritation, but can also affect other,
more distant parts of the body and these are referred to as systemic effects.
1.1.5 Exposure Limits

It is the responsibility of the Master and the Chief Officer to ensure that the crew are made
aware of any work situation concerning operations involving toxic substances that may impose
a risk to their health. They should be informed of any relevant safety precautions prior to
cargo operations.
1.2 Threshold Limit Value

Threshold Limit Value (TLV) is the airborne concentration of a substance under which it is
believed that most workers may be exposed day after day with no adverse effect. TLVs are
advisory exposure guidelines, not legal standards, and are based on industrial experience and
studies.
There are three different types of TLV:

• Time Weighted Average (TLV-TWA) - The airborne concentration of a toxic
substance averaged over an 8 hour period, usually expressed in ppm;
• Short Term Exposure Limit (TLV-STEL) - The airborne concentration of a toxic
substance averaged over any 15 minute period, usually expressed in ppm;
1. Cargo Related Hazards 1st January 2010 Page 1 of 4

DCO (Dry Cargo) - Part B Bulk (Rev. O)
• Ceiling (TLV-C) - The concentration that should not be exceeded during any part of
the working exposure.
1.3 Hazards
1.3.1 Hydrogen Sulphide
Hydrogen Sulphide (H2S) is a very toxic, corrosive, and flammable gas. It has a very low
odour threshold and a distinctive odour of rotten eggs. H2S is colourless, heavier than air, has
a relative vapour density of 1.189, and is soluble in water.
The main source of H2S within the dry cargo fleet will be in oil fuel. Bunker fuel should not be
treated as free of H2S unless the MSDS confirms it and the fact has been confirmed by
monitoring.
Precautions against high H2S concentrations are normally considered necessary if

the H2S content in the atmosphere is 5 ppm by volume or above.
1.3.1.1 Exposure Limits

The TLV-TWA for H2S is 5 ppm over a period of eight hours. However, working procedures
should aim at ensuring that the lowest possible gas concentrations are achieved in work
locations.
H2S concentration
Physiological Effects
(ppm by volume in air)
0.1 – 0.5 ppm First detectable by smell
10 ppm May cause some nausea, minimal eye irritation.
25 ppm Eye and respiratory tract irritation. Strong odour.
Sense of smell starts to breakdown.
Prolonged exposure to concentrations at 100 ppm induces a
50-100 ppm
gradual increase in the severity of these symptoms and death
may occur after 4 – 48 hours exposure.
150 ppm Loss of sense of smell in 2-5 minutes.
350 ppm Can be fatal after 30 minutes inhalation.
Rapidly induces unconsciousness (few minutes) and death.
700 ppm Causes seizures, loss of bowel and bladder control. Breathing
will stop and death will result if not rescued promptly.
700+ ppm Immediately fatal.
Note: Persons over-exposed to H2S vapour should be removed to clean air as soon as possible.
The adverse effects of H2S can be reversed and the probability of saving the person’s life improved if
prompt action is taken.
Typical Effects of Exposure to Hydrogen Sulphide
If, for whatever reason, personnel have to be involved in operations with products containing
H2S then the TLV-TWA of 5 ppm over 8 hours must be monitored and must not under any
circumstances be exceeded.
Breathing apparatus must be used if exposure over the TLV-TWA of 5 ppm over 8 hours is
anticipated. When working in areas where H2S might be unexpectedly encountered, then
consideration should be given to the use of breathing apparatus. Such occasions include:
• Open gauging and sampling;
• Removing blanks for connecting bunker hoses;
• Cleaning filters;
• Draining lines to open containment;

• Mopping up spills;
1.3.1.2 Vapour Monitoring

The analysers currently supplied to the Columbia fleet are capable of measuring H2S. High
concentrations and the corrosive nature of the gas can have a damaging effect on the sensors
of many electronic instruments, and therefore detector tubes should be used if it is necessary
to monitor a known high concentration.
A personal analyser (BW GasAlertMicroClip) must be carried by personnel on deck whenever

bunkering operations are being undertaken and whether a high H2S content is suspected or
not. Columbia requires the alarm to be set at 5 ppm.
If H2S is detected on deck then precautions should be taken to ensure that the entry of H2S
into the accommodation, wheelhouse, engine room, and stores spaces is as far as possible
avoided. Over time, low concentrations of H2S can cause discomfort to personnel.
For further information on the application and use of gas analysing equipment refer to Part A
General - Chapter 3: Gas Detection and Personal Protective Equipment.
1.3.2 Nitrogen
Nitrogen is lighter than both air and inert gas. It is an extremely dangerous gas because it
cannot be detected by human senses. It is not toxic, but one single breath of pure, or
almost pure Nitrogen, can cause immediate death. The reason for this is because the
body reacts to significant concentrations of Nitrogen in such a way that the brain no longer
‘sends a message’ to the lungs to breathe. Immediate death results, even when the person
has been removed from the source and is in clean air.
1.3.3 Nitrogen Oxide

Fresh flue gases typically contain about 200 ppm by volume of mixed Nitrogen Oxides. The
majority is Nitric Oxide (NO), which is not removed by water scrubbing. Nitric Oxide reacts
slowly with Oxygen forming Nitrogen Dioxide (NO2).
Nitric Oxide is a colourless gas with little smell at its TLV-TWA of 25 ppm. Nitrogen Dioxide is
even more toxic with a TLV-TWA of 3 ppm.
1.3.4 Sulphur Dioxide

Flue gas produced by the combustion of a fuel oil that has a high Sulphur content typically
contains about 2,000 ppm of Sulphur Dioxide (SO2). Sulphur Dioxide causes irritation of the
eyes, nose and throat and may also cause breathing difficulties in sensitive people. It has a
distinctive smell at its TLV-TWA of 2 ppm.
1.3.5 Carbon Monoxide

Carbon Monoxide (CO) is normally present in flue gas at a level of only a few ppm. Abnormal
combustion conditions and slow running can however give rise to levels in excess of 200 ppm.
It is sinister in its attack, which is to restrict Oxygen uptake by the blood, causing a chemically
induced form of asphyxiation.
Carbon Monoxide is toxic by inhalation and can cause serious damage to health by prolonged
exposure. High concentrations can prove fatal. The maximum exposure level to CO over an 8
hour period is 30 ppm, although for short term exposure not exceeding 15 minutes
concentrations of up to 200 ppm can be allowed.
Carbon Monoxide is flammable in air in concentrations of between 12% and 75% by volume.

1.3.6 Hydrogen
Hydrogen is highly flammable and will burn in concentrations between 4% and 75% by
volume. It is the lightest of the gases and therefore will migrate to the top of spaces. It is
non-toxic.
1.3.7 Hydrocarbon Vapours

Hydrocarbon vapours, including Methane, may be present when carrying certain types of coal.
Methane is lighter than air and may gather in the upper region of cargo spaces. In
concentrations of between 5% and 16% in air it produces an explosive atmosphere. It can also
migrate to adjacent spaces if cargo hold boundaries are not gas-tight;
To be considered safe for entry a reading of less than 1% LFL must be obtained on suitable
monitoring equipment.

Columbia Shipmanagement categorically does not allow the overriding of safety

devices, trips and alarms during normal operations.
Where an overriding switch is operated by a key, the key must be kept under the control of
the Chief Officer. The Master’s permission must be obtained before any safety device or trip is
overridden.
2.2 Cargo Planning

As soon as information on the cargo to be loaded is received a stowage plan must be
prepared. If the ship is under time charter, the Charterer may organise the stowage and draw
up the stowage plan.
The Chief Officer is responsible for the planning and execution of all cargo, ballasting and hold
cleaning operations. Planning should be carried out as far in advance as possible. The Master
is responsible for the safe loading and unloading of the vessel and must review and approve
each cargo plan.
No cargo operation should take place unless it has been adequately planned, the Master and
Chief Officer are completely satisfied that it is safe to do so, and that all relevant
considerations have been taken into account, discussed on board, and that all involved
personnel have been updated.
Communication with the company, operator, and terminal prior to arrival at the loading and
discharge ports is important in ensuring adequate preparation and thus preventing delays.
When preparing a stowage plan the Chief Officer must take into consideration the vessel's trim
and stability, weight limitations and permissible deck loadings, and how these may alter from
when loading starts until the final cargo discharge. Vessels in the past have capsized during
cargo operations because of instability.
If the vessel is a liner or is otherwise loading or discharging at several ports or berths, the
load and discharge sequences must be calculated to take into account the safety of the ship
between ports and berths. Consideration must also be given to deck cargo and whether it is
classed as dangerous or has other special characteristics which may affect where and how this
or other cargo may be stowed.
If the charterer prepares the cargo plan the Chief Officer should thoroughly check it and seek
approval from Master. Even though a charterer may plan and perform the stowage, the
Master remains responsible for ensuring the plan is safe and does not affect the seaworthiness
of the ship. He shall not approve any plan drawn up by charterers until he has proper
information on the cargo to be loaded, sufficient that he could draw up his own plan if
necessary.
After each cargo plan has been approved by the Master a meeting should be held with the
Deck Officers to discuss the content. Deck Officers shall initial the plan to indicate that they
have read and understood it. The Chief Officer must ensure that the MSDS of the cargoes
being handled are also discussed. In addition, the basic details of each plan must be
discussed with the deck watch ratings to the extent that it affects their work.
2. Cargo Operation Planning 1st January 2010 Page 1 of 7

DCO (Dry Cargo) – Part B Bulk (Rev. O)
Whenever possible, the Chief Officer should involve Junior Officers, particularly the Second
Officer, in the preparation of cargo plans. Their involvement will have the following benefits:
• They will have a better understanding of the current plan being developed;
• They will provide input, which may in itself improve the plan;
• They will learn the process of developing cargo plans.
Where modifications to a plan are required these must be carefully and fully documented
before the cargo operation takes place, and must be approved by the Master. The changes
must be discussed with the Deck Officers and the fact that changes to the original plan have
been made and discussed with the Deck Officers must be recorded on the plan.
2.2.2 Cargo Plans

A cargo plan must be completed for every cargo operation. The cargo plan should cover step
by step all stages of the transfer operation.
Cargo plans should include, but not be limited to, the following details:
• The quantity and grade of each parcel where different parcels are carried in different
holds;
• The density, and any other relevant properties;
• The sequence of transfer of both cargo and ballast;
• The amount of cargo required for final trim pours;
• Critical stages of the operation must be identified and the action required to reduce
the risk;
• Pre-calculated drafts, trim, stability and stress information;
• Ballast handling sequence;
• Emergency stop procedures;
• Hazards of the particular cargoes, including toxicity and flammability.
Also, as required:
• Under keel clearance limitations;
• Number of loaders to be used;
• Bunkering;
• Special precautions required for the particular operation;
• The maximum freeboard permitted in order to ensure that the operating envelope of
the terminal cranes is not exceeded;
• Maximum air draft; and
• Any specific terminal requirements or restrictions.
In addition to using the class approved loading computer, a cargo plan must be produced in
accordance with the IMSBC Code - Appendix 2). Form ECI68 Loading / Unloading Plan is
to be completed prior to each load or discharge operation and discussed and agreed with the
terminal representative, which must be verified by signature on the form.
Should for any reason the one page form be insufficient for a full description of the plan,
additional pages should be used as required and should be marked accordingly.
Cargo plans must be retained on board for a period of 5 years.

2.3 Pre-Loading Calculation
2.3.1 Draft and Trim Considerations
Bulk carriers tend to trim by the head when steaming. If the vessel sails from a loading port
on an even keel then any water in the hold will move forward. In vessels with bilge well
sounding pipes only at the after end of each hold, this will result in any leakages remaining
undetected until the water level in the hold is such that the after bilge well starts to fill.
Significant cargo damage may occur, and the watertight integrity of the vessel itself may be
compromised.
Therefore bulk carriers should, whenever possible, sail sufficiently trimmed by the stern so that
the trim remains by the stern at full sea speed. Where it is necessary to sail even keel, then
the vessel should be sufficiently trimmed by the stern after sailing.
In exposed berths the vessel should be maintained at a draft and trim at which she can put to
sea at short notice if required. This precaution is particularly recommended in ports which
must be evacuated on the approach of a tropical storm.
2.3.2 Avoidance of Hull Stresses

2.3.2.1 Planning of the Loading to Prevent Hull Stresses
Traditional bulk carrier designs are single hull, double bottom arrangements with hoppers at
the lower corners and top side tanks at the upper corners, similar similar to the midship
section shown in Figure 2. Structure is transversely framed and longitudinally stiffened. Each
hold is accessed through a large hatch, the size of which is limited by the amount of steel
necessary in
the deck to resist wracking.
Figure 2: Bulk carrier midship section – longitudinally continuous material
Transverse bulkheads are typically corrugated with upper and lower stools that mimic the
hoppers. Whilst the longitudinal structure provides the vessel with its resistance to global
bending moment loads, it is the transverse bulkheads that will experience the localised loading
of the static weight of cargo or any sloshing loads associated with ballast or accidental
flooding.

Careful planning is required in the loading of bulk carriers. Not only is it critical that the final
departure condition be sound, but how the ship is loaded and offloaded is very important for a
successful operation.
At sea, the ship is subject to both static and dynamic loading. Static loading from the weight
of the vessel and the corresponding buoyancy is well understood. Dynamic loading due to
waves – acceleration due to vessel motions in waves, sloshing of fluids in tanks, and bow
slamming – are more complicated. In planning the vessel’s operating condition, it is important
that the static loading is not such that it does not leave sufficient margin for the dynamic
loading in a seaway. Indeed, many bulkers are lost in heavy weather, indicating that the
vessels were satisfactory to withstand standard operating conditions but without sufficient
margin for an increase in sea state.
2.3.2.2 Loading Patterns

There are three typical loading patterns utilized on bulk carriers: homogeneous, alternate hold,
and block loading.
With a homogeneous loading pattern as shown in Figure 3, the same amount of cargo is
loaded uniformly in each hold. This is most often carried out with lighter cargoes such as grain
or coal. Care must be taken in planning a homogeneous load to mitigate the risk of cargo
shifting.
Figure 3: Homogeneous loading pattern
Alternate hold loading as shown in Figure 4 is used when high density cargo is being
carried to raise the centre of gravity. If heavy cargo is loaded homogeneously, snap rolling
can result from the low centre of gravity. By loading the cargo twice as high in half as many
holds, the extreme rolling can be mitigated. Local structure – transverse bulkheads, tank top,
and lower hoppers – must be adequately sized to accept the increased weight. In order to
save steel weight and not over build all the holds, only those holds that will be loaded in the
alternate hold plan are reinforced. In addition to the local structure, this loading can induce
high shear forces at the bulkheads where the loading switches from buoyancy dominant to
weight dominant.
Figure 4: Alternate hold loading pattern
A block loading plan as shown in Figure 5 is similar to the alternate plan except that
adjacent holds may be filled in the block plan. (i.e. two pairs of adjacent holds would be filled
with one empty hold between them). This loading scheme is typically used when a vessel is
partly loaded. When planning a block load it is very important to be mindful of the weight and
buoyancy distribution over the cargo block. Loading manuals will often include charts
indicating the amount of cargo that may be carried in a cargo hold at a given local draft.

Figure 5: Block loading pattern
2.3.2.3 Shear Force and Bending Moment Distribution

Figures 6 and 7 compare the shear and bending moment distribution for the various loading
patterns. All three patterns carry the same total amount of cargo.
Figure 6: Bending moment distribution for different loading patterns

Figure 7: Shear force distribution for different loading patterns
2.3.2.4 Planning Loading and Unloading

In addition to the final loading condition of the vessel, careful planning must go into the
sequence in which holds and tanks are loaded and unloaded. Shear forces and bending
moment are to be minimised throughout the loading and unloading process. The Chief Officer
must work closely with the terminal personnel to plan and monitor the rate of loading, the
weight of cargo to be loaded and how it is to be measured, any vessel shifts that will be
necessary, draft checks to confirm the weight of cargo loaded and to ensure that intermediate
loading still satisfies the limitations based on local draft.
During the loading and unloading process heavy equipment is used that can cause heavy wear
on the cargo hold structure. Cargo is loaded using conveyor belts and may be dropped from
the main deck height to the bottom of the hold. Unloading, clamshell grabs may be used when
the ship is not a self-unloader. These grabs can weigh as much as 30tons without their cargo
and are dropped and scraped against the tank top. Hydraulic hammers may also be used to
dislodge cargo from corners and around framing. All of these practices can lead to rapid
degradation of coatings and steel.
2.3.2.5 Shear Forces and Bending Moments

Shear forces, bending moments, stability and drafts must be calculated for each major section
of the loading operation, but never less than when 25%, 50% and 75% of the cargo is on
board.
At no time during the loading must the permissible harbour shear forces and bending moments
be exceeded.
Occasionally, particularly when loading high-density cargoes in alternate holds, it can be very
difficult to produce a plan where the stress and bending moments remain within harbour limits.
The number of pours or passes will have to be adjusted to ensure that the permissible limits
are never exceeded, and that on completion the vessel is within seagoing limits. These limits
are calculated with very little safety margin so exceeding them is likely to have catastrophic
results. If at any stage of the programme it is found that any of the permissible limits will be

exceeded, then earlier stages of the plan will have to be amended and all calculations repeated
in order to avoid the possibility of structural damage.
2.3.2.6 Loading and Unloading at More Than One Berth

If the vessel is to load at more than one berth and/or port, separate loading plans meeting all
the above requirements must be made for each berth or port. If the vessel is loading at more
than one berth in the same port, and during the shifting between berths the hull will not be
exposed to any pitching or rolling forces, it would be permissible to exceed the seagoing limits
for shear forces and bending moments as long as the harbour limits are never exceeded.
To avoid torsional stresses in the hull, deballasting should always be carried out symmetrically.
2.3.2.7 Completion of the Loading Planning

Once the loading programme is finalised, it should be re-checked, and a copy should be offered
to the agent for distribution to the terminal and other interested parties.

The Chief Officer should complete his own Standing Orders. There is a template in the
Equipment Check and Information File. His orders should supplement the Standing
Orders on the form and should reflect his own requirements with respect to the actions the
watch officers should take. The Standing Orders should be posted in a prominent place in the
Cargo Office and a copy must be retained in the Equipment Check and Information File.
They shall be read and signed by each Deck Officer prior to commencing their first watch on
the vessel.

3.1 Recording of Cargo Operations

It is the responsibility of the Chief Officer to ensure that all cargo events are fully and
completely recorded. The form ECI106 - Statement of Facts should be used and the main
events should also be recorded in the Deck Log Book.
The Statement of Facts is important, and is occasionally checked by the cargo receiver. The
times of periods of rain must be recorded, especially when handling rain-sensitive cargoes.
3.2 Agreement with the Terminal to Commence Transfer

Before commencing any cargo transfer the Chief Officer and the terminal representative must
formally agree that both the vessel and the terminal are ready to do so.
All safety parameters must be meet and a full information exchange completed - this is to be
verified by jointly completing form ECI66 – Ship to Shore Safety Check List; which is in full
compliance with the IMSBC Code (BLU Code as a supplement to aforementioned, Appendix 3
– SSSCL example & Appendix 4 – Guidelines for completing the SSSCL) and EC DIRECTIVE
2001/96/EC.
3.3 Periodic Checks

Under the Bills of Lading the Owners are usually liable to cargo owners for damages to the
goods during loading (or discharging), or for poor stowage and securing, even if under the
charter party charterers arrange and pay for cargo handling. During loading and discharging,
the master shall arrange a continuous watch of cargo operations, under the control of a
responsible officer, to monitor that cargo is properly and safely loaded, handled and secured.
Any problems, cargo damage, etc., should be reported to the Chief Officer or the Master and
noted in the logbook.
The following periodic checks, as applicable to the vessel, shall be completed during cargo
operations:
• Frequent checks should be made of the deck area;

• Whether alongside or at a sea berth the area around the vessel must be carefully
visually checked for any signs of pollution; at night adequate torches should be used;
• Hourly checks should, where possible, include the observation and recording of the
draught and trim. The results should be checked against the loading plan to confirm
that safe limits are being adhered to. Any discrepancies should be immediately
reported to the Chief Officer;
• At the end of every loading or discharging sequence the draught and trim should be
visually checked and compared with the cargo plan in order to control any errors in the
loading up to that time. If a substantial difference is found between the pre-calculated
and actual drafts, the Chief Officer must be informed.
3.4 Draft Surveys

If the charter party states that the weight of cargo loaded is to be determined by shore
weighing, then a draft survey by an independent surveyor will not be required.
3. Cargo Operations - General Procedures 1st January 2010 Page 1 of 23

Nevertheless, a draft survey must always be carried out by the Chief Officer before the start of
loading in order to calculate a vessel’s figure for the amount of cargo loaded, and form ECI99
- Draft Survey completed. Where a draft surveyor is employed he should be accompanied by
the Chief Officer when drafts are read and bilge, ballast and fresh water tanks are sounded and
by an Engineer Officer when engine room tanks are sounded. For each draft survey carried
out during loading soundings and draft readings should be checked and agreed by the officers
concerned, and the Chief Officer should independently complete a set of calculations each
time to obtain figures for bunkers, ballast, constant (at initial survey), and cargo loaded (at
intermediate and final surveys). This survey is normally known as the initial survey.
During the draft survey, whether initial or final, the weather conditions should be noted,
especially the state of sea, as this may dramatically affect the draft readings and may result in
a cargo discrepancy. If a cargo discrepancy becomes evident, then the fact that the draft was
read in choppy seas or in a swell should be recorded and the estimated height noted.
Whilst readings and soundings are being taken during any draft survey, there must be no
opening or closing of hatch covers, no movements of vessel’s cranes, and no pumping of
ballast or fuel. Ballast tanks should not be pressed up before a draft survey, as a stern trim,
particularly if it is large, can lead to air pockets being trapped at the forward end of tanks,
whilst the soundings will indicate that the tank is full of ballast.
During the draft survey, whether initial or final, the weather conditions should be noted,
especially the state of sea, as this may dramatically affect the draft readings and may result in
a cargo discrepancy. If a cargo discrepancy becomes evident, then the fact that the draft was
read in choppy seas or in a swell should be recorded and the estimated height noted.
It is useful to carry out an informal draft survey after about 20% of the cargo has been loaded.
Note that informal does not mean careless or inaccurate. The results of this can indicate a
percentage error in the shore weights, which can be applied to the remaining weights to be
loaded. This can be repeated at intervals throughout the loading.
A second (or intermediate) formal draft survey will be carried out after the last pass before the
trim pours have been completed. This will give the final balance to load, which can be split
between the trimming holds as required to complete loading at the desired drafts and trim.
Final trim pour requirements must be given to the terminal representative in writing.
On completion of loading, the third (or final) formal draft survey will be carried out. This will
give the total amount of cargo loaded on board.
The same principles are applicable for draft surveys during discharging operations when initial,
intermediate and final draft surveys are to be made. Form ECI99 - Draft Survey should be
completed.
3.5 Hold Preparation and Cleaning
3.5.1 Planning
Cargo hold cleaning can present a significant risk of fire or explosion, and it is therefore of the
utmost importance that any hold cleaning operation is carefully planned, managed and
documented. Potential hazards should be identified, their risk assessed and preventive
measures put in place as necessary.

Where the hold cleaning plan is particularly complicated or unusual procedures are required
then the Marine Superintendent should be advised in order that a further opinion on the plan
can be obtained.
Each hold cleaning operation must be logged and recorded.
Whilst the Chief Officer is responsible for all hold cleaning operations, detailed work on deck
may be under the control of a Deck Officer or a responsible crew member. At sea, when the
Chief Officer is not on deck, a work programme is to be available on the bridge for the
guidance of the Officer of the Watch.

Cargo holds to be loaded should be clean, dry, free from the residues of previous cargoes, and,
where necessary, odourless. Failure to achieve this will almost certainly lead to the vessel
being placed off-hire by the charterers until such time as the holds meet the required
standards of cleanliness, and may well lead to extra expense if shore cleaners have to be
employed, cargo residues disposed of ashore, specialist equipment hired, etc.
During discharge it is important that as much cargo residue is removed as is possible before
the vessel sails. This will not only give a better cargo out-turn figure but will simplify later
cleaning at sea. Shore trimmers should be persuaded to remove all sweepings from the holds
and all spillages from the decks. Where permitted, the vessel’s crew should also be used to
assist with sweeping. If cargo is adhering to frames or bulkheads during discharge, trimmers
should be employed from an early stage to knock it down while it is still accessible. Pneumatic
hammers or bulldozers should not be used as damage may be caused to the vessel’s structure.
Under no circumstances should the vessel’s crew be used for any work in the cargo holds at
the same time as shore workers.
The stevedore foreman should be given a picture or drawings of the cargo hold indicating the
areas where obstacles are present, so that they can instruct their machine operators to be
careful to avoid damage to the tank top, bilge covers etc.
In order to pass the strict inspections of the cargo holds prior to loading which are carried out
by cargo surveyors, port wardens, agriculture departments etc., all cargo holds should be
clean, dry, free from any odour, cargo residues and rust scale. All bilges should be dry and
covered with burlap or fine mesh, depending on the type of cargo or the charterer’s orders.
If the degree of cleanliness is not evident from the charterer’s voyage instructions then the
company should be contacted for assistance. It may be that only sweeping will be necessary.
Once this is known, the cleaning operation can be planned.
If loading the same type of cargo, the master should contact the charterer and clarify with
them whether cargo hold cleaning is necessary, in order to avoid delays, especially on short
voyages.
3.5.3 Sweeping and the Removal of Residues

The normal sequence of events is – sweep, remove sweepings for disposal overboard,
seawater wash, fresh water rinse and mopping up of any standing water on tanktops. If the
cargo is water soluble, it may be possible to hose any residue directly into the bilges and pump
it overboard. If water is removed from the bilges by an eductor system and the particle size of
the residue is small enough, sweeping may also be avoided as the eductor will allow any
residue to be discharged directly overboard with the wash water. If the bilges are emptied by
means of a normal pump sweeping will be necessary to avoid clogging the bilge lines.

Sweeping should be carried out thoroughly. A compressed air line is useful for blowing residue
out of inaccessible places which cannot be swept (ensure appropriate protective clothing is
used). If the main engine is put full astern soon after leaving port, the vibration will dislodge
and shake down a lot of residue which may have been left on deck beams, etc. Sweepings
should be collected in empty oil drums or other suitable containers, and removed from the
holds. If it is not possible to remove the residue containers from the holds during the passage
then they should be ready for lifting out on arrival at the next load port. During hold washing
they should be covered to prevent water ingress.
Thorough sweeping and air blowing should be carried out in all parts of the cargo hold so that
washing will be more easily facilitated, time saved, and blockages in the bilge wells and system
avoided.
All cargo holds should be rinsed with fresh water after the use of salt water.

Cargo residues are classed as Annex V Category 4 Garbage and must be disposed of in
accordance with the vessel’s Garbage Management Plan and the disposals entered in the
Garbage Record Book.
3.5.5 Hold Washing
3.5.5.1 General Procedures

The Chief Officer must supervise all hold cleaning operations and must not pass control of the
operation to another Deck Officer unless he is completely satisfied that the officer understands
exactly what is required of him, and the hazards associated with the operation. All crew
involved in hold cleaning must be fully briefed prior to the operation commencing.
Before hold washing is started the hold bilges must be clean and strum boxes and strainers
should be cleaned and their fittings checked. The bilge system should be checked to ensure
that piping is clear and that bilge pumps or eductors are working properly.
Some bulk carriers are fitted with fixed hold washing systems, but this is not common. Such
systems should be operated and maintained as per the manufacturer’s instructions. Most hold
washing is carried out using a combi-gun or similar equipment, or by hand-held hoses. Fire
hoses from fire hose boxes must not be used. The combi-gun is a large hose nozzle, usually
mounted on a tripod or stand for increased stability, with a separate connection on it which
allows compressed air from the vessel’s deck-air line to be injected into the water stream from
the fire main, thus greatly increasing the pressure of the water leaving the gun. It is very
useful for washing under the deckheads in the holds and for dislodging cargo from the deck
beams as the increased pressure of the water gives it a much greater reach than hand-held
hoses. If neither of the foregoing systems is available, then hand-held hoses must be used,
although a high standard of cleaning is more difficult to achieve.
Holds should be washed systematically, starting with the undersides of the hatch covers and
the coamings, and working downwards from there. As the vessel will usually have a good
stern trim in the ballast condition, the tanktop should be washed from the forward end of the
hold, working aft. Where seawater is used for the initial wash, salt residues will be left on the
steelwork, which will accelerate corrosion and in some cases may cause damage to the next
cargo (e.g. steel products, grain, etc). Therefore it is advisable to finish washing with a fresh
water rinse. Most vessels nowadays have a high-pressure washing machine on board which
can be used for this. Stubborn stains may have to be hand-scrubbed using detergent. The
tanktops on most bulk carriers become heavily indented between the frames after a few years
due to grab discharges and therefore any standing water will have to be swept into the bilge

wells or mopped up in order to allow the tanktop to dry. Holds should be re-inspected a few
hours before arrival at the loading port in case further residues have been shaken down from
the deck beams which will require to be swept up and removed prior to arrival.
Certain exceptional cargo residues must not be washed at all. It is reported, for example, that
copper concentrate, if washed, will form a ‘concrete’ layer on the hold sides which can only be
removed with abrasive discs. If washing holds after a cement cargo, it is preferable to use
portable salvage pumps to remove the wash water, to avoid the possibility of the vessel’s bilge
system becoming blocked with cement.
Pollutant cargo residues must be retained on board for proper disposal in accordance with the
provisions of MARPOL, and must under no circumstances be disposed of overboard.
3.5.5.2 Hold Washing after a Cement Cargo

Very careful preparation is necessary before any washing is carried out in a hold upon the
completion of discharging of a cement cargo. Some charter parties request the receiver to
blow all cargo holds with high-pressure air upon completion of the discharge. If such clause is
not included in the charter party then the crew should do it before any water is introduced into
a hold.
A large amount of cement cargo usually remain on the bulkheads, hatch comings and
underneath hatch covers, especially after loading using the hatch cover cement holes with the
cargo having been pumped on board using compressed air. Only after all the bulkheads have
been thoroughly blown with high-pressure air and all the cargo removed by sweeping can
washing be commenced.
The vessel should be provided with portable equipment (diaphragm pump, ejector or
alternative) of sufficient capacity, capable of pumping the water from the bottom of cargo hold
to the upper deck. If the vessel bilge system has to be used it is recommended that upon
completion of all hold washing, sufficient clean water is pumped to ensure that each line has
been thoroughly washed.
At the end of the working day and after the last bilge wash, the system should be run pumping
clean ballast from the foremost ballast tank for about 1 hour. When using diaphragm pumps
or ejectors for removal of wash water enough outlet hose should be available to send the
contaminated water directly overboard.
3.5.5.3 Cleaning Chemicals

Due to humidity and condensation some cement cargo can solidify on bulkheads. The vessel
should be provided with a sufficient stock of chemicals, applicator and adequate protection
suits and masks to be used in combination with water during washing for cement removal.
Usually Muriatic Acid (under various names depending on the manufacturer) is used for
cement removal.
The vessel should also be provided with enough chemicals (usually Aquatuf or similar)
applicator and adequate protection suits and masks to be used in combination with water for
washing black persistent stains after a coal cargo or for preparing the holds for a grain cargo.
3.5.6 Preparation of Bilges

Hold bilge wells must be clean and odour-free. Strum boxes and strainers should be cleaned,
their fittings checked, and any required maintenance should be carried out. The bilge system
should be checked to ensure piping is clear and bilge pumps or eductors are working properly.
Any non-return valves in the system must be proved to be operational, and any necessary
cleaning or maintenance carried out.

Bilge strainers should be checked to ensure they are clean, especially when loading grain in
the Great Lakes of Canada and USA. The port wardens will take particular note of this and if
the bilge wells are found to be dirty then fines and delays may result.
Any bilge high level alarms which may be fitted should be tested.
Perforated bilge cover plates should be flush fitting and should not be bent.
Conspicuous painted marks on the hold bulkheads and side shell plating can be used to
indicate the positions of bilge cover plates in order to avoid them being displaced by bulldozers
and the bilge wells being filled with cargo. Perforated plates should be covered with clean
burlap (a type of loosely woven sacking material which will allow water to pass but which will
not allow large particles to enter the bilge wells), which should be well secured, normally with
strong container tape to minimize the possibility of cargo entering the bilge wells. For a few
cargoes which may go hard when wet and block the bilge system, such as cement, the bilge
wells must be completely sealed off.
It is useful to compile reasonably accurate sounding tables for the bilge wells. If cargo from
which water is likely to drain is carried, then having a proper record of the amount of water
pumped out during the passage may save the owners from a claim for short-landed cargo.
Take into account the fact that soundings obtained from a sounding pipe which enters a bilge
well at an angle will not correspond directly to the amount of water in the bilge well. One
method which could be used is as follows:
The following equipment will be required:

• One empty, cleaned, 200 litre drum full of water, next to the bilge well;
• A means of transferring water from the drum to the bilge well, e.g. drum pump, siphon
tube, etc.;
• A stick, or a rigid sounding rod, clearly marked at 10 cm intervals and long enough to
reach from the tanktop to the bottom of the bilge well;
• A normal sounding tape or rod.
The method is as follows –

• Fill the bilge well to a depth of 10 cm from the drum, measuring the depth in the bilge
well with the stick or sounding rod in 3 above;
• Take a sounding through the sounding pipe using the sounding tape or rod in 4 above.
Note that if the sounding pipe enters the bilge at an angle, the sounding will be more
than 10cm, by an amount depending on the angle of the pipe to the vertical. Record
this sounding;
• Take an ullage of the drum and calculate the volume of water transferred to the bilge
well. Record this volume against the sounding obtained in the previous step;
• Fill the bilge well to a depth of 20 cm from the drum, and repeat the steps above;
• Repeat the entire process, refilling the drum as necessary, until the bilge well is full, by
which time a table of soundings against volumes will have been complied;
• Repeat for each bilge well until a full set of sounding tables has been compiled.
3.6 Structural Inspection of Cargo Holds

After the hold cleaning has been completed, the Chief Officer should carry out a detailed
inspection of the cargo holds although the amount of detail possible will depend on weather
conditions, available access and the amount of time before the next loading. The inspection
should get as close to the structure as possible consistent with safety. A frame which looks to

be in good condition from the tanktop may actually be found to be heavily corroded or even
cracked when seen close-up. Access to higher structures can be severely limited, but ladders
should be used to examine the connections of the side frames to the lower hopper tank plating
and of corrugated bulkheads to stools, as these are areas in which fractures quite commonly
occur. The connection between hopper tanks and bulkhead stools, and between both of these
and the tanktop should also be examined closely, as fractures are common in those areas as
well.
Much can also be seen from the hold access ladders. Any signs of heavy corrosion, cracking,
fractures, or frame deformation should be treated as serious and must be immediately
reported to the company. Repairs must only be carried out after consultation with the
Technical Superintendent. Repairs should be recorded on form ECI57 - Completion of
Stevedore Damage Repair.
Typical transverse section in way of cargo hold

Typical fracturing at the connection of transverse bulkhead structure
Typical fractures in the connection of hopper plating and tanktop inner bottom
The condition of any pipes passing through the hold, such as sounding pipes, air pipes and
cable ducts should be checked, along with any protection plates or bars. Hold ladders and
ladder protection devices should be in good condition. Any necessary repairs should be carried
out at this time.
Hold ventilation systems should be checked and operational, and any required maintenance or
repairs carried out.

3.6.2 Proving of Sounding, Thermometer & Air Pipes
Sounding pipes for hold bilges and ballast tanks must be proved to be clear. This is most
easily done for hold bilges by having a sounding line lowered down the pipe while the bilges
are open and visually confirming the sounding rod or bob contacting the striking plate.
Thermometer pipes in the holds (where fitted) can be tested in the same way. An alternative
method is by flushing the lines with a hose after every cargo discharge, thus clearing any
cargo residue from the pipe before it has a chance to dry out and solidify.
Ballast tank sounding pipes can best be checked by comparing the maximum depth to which
the sounding rod will go with the maximum sounding given in the sounding tables. All
sounding pipes must have properly fitting caps, which should be attached in some way to the
vessel’s structure. Air pipes and air pipe heads must be checked and working. Any necessary
maintenance or repairs should be carried out.
3.6.3 Hatch Covers and Coamings

The largest cause of claims for cargo damage on bulk carriers is due to leaking hatch covers.
It is therefore self-evident that correct hatch cover operation and maintenance must have the
highest priority.
Although hatch covers are very large and heavy objects, their efficient performance depends
on very fine tolerances of just a few millimetres. They must therefore be operated in the same
way as any other precision machinery, i.e. with great care and with absolute adherence to the
manufacturer’s operation and maintenance instructions. All personnel who operate hatch
covers must be familiar with the manufacturer’s operation manual and only operate the covers
in strict accordance with the instructions therein. They should also be familiar with any
emergency operating instructions
The principal means of making the covers weathertight is the compression of a rubber seal by
a compression bar. To achieve this, the cover in the closed position will normally rest on a
series of landing pads positioned at intervals around the hatch coaming. It is this steel-to-
steel contact which determines the amount of compression of the rubber seal. Similarly, it is
steel-to-steel contact between the sections of the hatch cover at some point which determines
the amount of compression of the cross joint seals.
Because the hull flexes in a seaway, and because the cover must not be subject to any of the
stresses experienced by the main hull girder, the cover is designed to ‘float’ on the coaming.
The function of the cleats is only to keep the cover in contact with the coaming. Their purpose
is not to increase the compression on the seal. The purpose of the rubber washer in the cleat
assembly is to ensure adequate tension on the cleat whilst allowing for slight movements of
the coaming. Therefore cleats must never be overtightened, as this will result in a loss of the
necessary resilience.

Cross section of a multi panel hatch illustrating the compression bar
gasket and cleat arrangement
If any water should get past the seals then the last lines of defence are the coaming and cross-
joint drainage channels. These must also be maintained to a very high standard, as they are
as important as the rubber compression bar seal. They must always be kept clear of cargo
residues and rust or scale; they should be painted to minimise corrosion; coaming drains must
be kept clear; and coaming drain non-return valves must be operational.
RamNek or other marine tapes should only be used when required by the charterer, or as a
temporary emergency measure before permanent repairs are carried out. Their use will
actually accelerate corrosion on covers and coamings and should be avoided where possible.
The following should be considered when carrying out inspections of hatch covers and
coamings:
• The height and condition of the landing pads. Weardown of only 4 mm will almost
certainly lead to damage of seals and ingress of water;
• The condition of hinges and hinge pins. Weardown here will lead to leakage of
crossjoint seals;
• Condition of hatch wheels, trackways and wheel spindles. Excessive wear will cause the
hatch panels to be misaligned on the coaming;
• Condition of hydraulic systems and hoses. Failure may cause serious damage and
pollution;
• Compression bars, which should be in good condition, rust-free, smooth on top and of
uniform height and thickness. If they are rough or corroded, they will damage the seal;
• The coaming and cross-joint drain channels should be clean, rust-free and undamaged.
The side of the channel next to the hatch coaming can be damaged by grab wires;
• Coaming drains and non-return valves should be clear and working. Blocked drains or
blocked non-return valves may lead to water leaking into holds;
• The condition of rubber seals on covers and cross-joints should be checked. If any of
the seal is cut or damaged, the damaged length should be cut out and replaced. Do not

replace lengths of less than 1 metre. The permanent deflection of the seal should be in
the centre If not, the panels are misaligned. The entire seal should be replaced when
the permanent deflection is 50 – 75% of the design deflection. There should be no
paint on the sealing face of the rubber. The seal retaining bars should be in good
condition. Crop and renew as necessary, and paint before fitting new rubber;
• The condition of hatch cleats, crutches and snugs. The rubber washers on the cleats
must be flexible. They will harden over time and should be replaced as necessary.
They must have no paint on them. Cleats must never be overtightened as the rubber
washers will be damaged;
• The hatch panels must be properly aligned with each other, vertically and horizontally.
They should be free of rust, indentations and other damage. Panel edges are liable to
corrosion and must be repaired as necessary.
• The coaming condition should be checked for cracking or deformation in area of welds
where stiffeners join the main deck and at corners where coamings join the main deck.
• The connection between the end rubber seals and the corner rubber seals should be
inspected regularly. These areas are a common cause of leaks;
• Apply Vaseline to the face of the rubber seals as a preservative and to prevent cracking.
Hatch coamings should be inspected after every loading or discharging operation. A test of the
watertightness of the hatch cover should be carried out by means of a water hose, and by the
use of an ultrasonic leak detector on a six monthly basis.
There should be sufficient spares on board for all reasonable anticipated requirements.
3.7 Testing of Critical Equipment Prior to Cargo Operations

In addition to the routine checking of equipment as required by the planned maintenance
system, certain critical equipment should be checked immediately prior to each cargo
operation.
If any of the above equipment is found to be defective then the fact must be recorded in the
cargo plan, added to the Chief Officers orders, and brought to the attention of each watch
officer.
3.8 Interface with the Terminal
3.8.1 Exchange of Information Prior to Arrival

The Master should provide pre-arrival information as required. The terminal should ensure
that the vessel has been provided with adequate and relevant port information.
The Master should ensure he receives from the shippers details of the nature of the cargo as
required by SOLAS Chapter VI 2.2 and the BLU Code Annex 5. As a minimum this should
contain:
• General description and name of the cargo;
• Gross mass;
• Specification of bulk cargo;
• The stowage factor;
• Trimming procedures;
• Likelihood of shifting including angle of repose;
• Chemical properties if a potential hazard exists (IMO class, UN No. or BC No. and EmS
No.);
• Any other relevant special properties of the cargo;
• Additional certificates which might include:

• Certificate of moisture content and transportable moisture limit;
• Weathering certificate;
• Exemption certificate.
3.8.2 Ship to Terminal Pre-Arrival Information

The following information should be forwarded to the terminal. It should be sent well in
advance, preferably together with the initial ETA, but at least 24 hours prior to arrival:
• The ETA;
• Name, call sign, IMO no., flag, port of registry;
• Loading or unloading plan, sequences, with quantities for each pour;
• Arrival and intended departure draft;
• Time required for ballasting or deballasting operations;
• Ship’s LOA, beam and length of cargo area;
• Distance from waterline to first hatch to be loaded or unloaded and from ship side to
the hatch opening;
• Location of accommodation ladder;
• Cargo gear capacity;
• Air draft;
• Number and types of vessel mooring lines;
• Vessel part loaded or discharged;
• Specific requests, such as for trimming or continuous measurement of the water
content of the cargo;
• Details of any necessary repairs which may delay berthing, the commencement of
loading or unloading, or may delay the ship sailing on completion of loading or
unloading;
• Any other information related to the ship requested by the terminal;
• Form ECI69 – Suitability for Loading and Unloading Solid Bulk Cargoes.
As soon as possible the ship should confirm to the terminal that all holds to be used for
loading are clean and ready to receive the intended cargo.
In addition, vessel’s arriving part loaded or discharged should advise the displacement,
previous loading or discharge port, the cargo on board with details, and the distribution of the
cargo on board.
Information regarding the ETA, loading or unloading plan, arrival or departure draughts should
be updated and passed to the terminal if circumstances change.
3.8.3 Terminal to Ship Pre-Arrival Information

On receiving the vessel’s initial notification the terminal should provide the following
information as soon as possible:
• Name of the berth, ETB, ETC/D – this should be progressively updated;
• Characteristics of loading and unloading equipment, rate, number of conveyors or
cranes;
• Berth or jetty arrangement, including obstructions, bollards, fenders, etc.;
• Minimum depth alongside and in the navigation channel;
• Water density;
• Maximum allowable air draft and maximum distance from the water line to the top of
hatch cover;
• Arrangements for gangway and access;
• Which side alongside;
• Availability of tugs and maximum allowable approach speed to the jetty;
• Any restrictions regarding different parcels of cargo;
• Cargo properties and hazards;

• Any request for changing the initial stowage plan;
• Any limitation and mobility information regarding loading or unloading equipment;
• Mooring lines required and mooring arrangements;
• Any restrictions on deballasting;
• Maximum sailing draft permitted.
Any other items related to the terminal required by the Master.
3.8.4 Pre-Operation Discussion with the Terminal

A pre-transfer meeting should be held between the Chief Officer and the terminal
representative, during which the cargo transfer operations should be planned and agreed in
writing using ECI67 Loading / Unloading Plan. The information which was received prior
to arrival should be confirmed, and the cargo plan discussed including the sequence of events,
transfer rates, emergency stop procedure, and the anticipated timing for the operation etc.
agreed. A copy of the terminal regulations should be obtained.
A reliable communication system must be agreed upon. Before cargo transfer commences,
the system should be adequately tested, and a secondary stand-by system, which can be by
voice, should also be established and agreed in accordance with ECI66 Ship to Shore Safety
Check List. During cargo operations occasional test calls should be made to ensure that the
primary system is functioning as intended. The communications system must be continuously
attended throughout cargo operations.
3.8.5 Cargo Surveys

A cargo survey must be conducted and the Chief Officer is responsible for ensuring that the
ship’s figures are calculated independently to those of any cargo surveyors. Whenever
terminal representatives or cargo surveyors conduct cargo surveys they must be accompanied
by a ship’s representative who shall verify and agree their results.
Cargo surveyors act on behalf of the shipper, charterer or receiver and are often independent
of the terminal. These surveys which are completed as a matter of routine
• On and off-hire condition surveys;
• On and off-hire bunker surveys;
• Pre-loading cargo hold inspections on behalf of the charterer, shipper or national
authorities (e.g. USDA, AQIS, etc.);
• Draft surveys during loading and discharging;
• Grain surveys to ensure grain loading rules have been complied with (e.g. NCB);
• Cargo condition surveys during the loading and discharging of steel cargoes.
The Master must satisfy himself that the surveyor has a legitimate authority to be on board
and to carry out the proposed survey or inspection. The Master must also be clear as to
exactly whose interests the surveyor represents, before disclosing any information to him.
Most of the surveyors who come on board will be representing the interests of parties other
than the owners or managers of the ship. They may be acting on behalf of the charterers, the
sub-charterers (if any), the shippers of the cargo, the receivers of the cargo, or a national or
state authority. It is therefore extremely important that any surveyor boarding a vessel is
identified both personally and with respect to who his principals are before he is allowed to
start work.
The amount of information disclosed to any surveyor will depend on the Master’s experience
and, to a large extent, on his common sense. For example, if a coal cargo is carried and the
charter party or charterer’s voyage instructions requires daily measurements of the
atmosphere in the holds, bilge soundings and cargo temperatures, then these records can be
made available to a surveyor representing the charterers. However, it might not be in the

owner’s or charterer’s best interests to disclose these same records to a surveyor who
represents the shippers or receivers of the cargo.
Surveyors should be accompanied by an officer at all times whilst carrying out surveys. They
should only have access to those parts of the vessel and to information which is relevant and
necessary for the carrying out of their appointed tasks.
Copies of documents which are the property of the owners and/or managers (e.g. deck log
book, engine log book, movement book, etc.) must never be given to surveyors without
express permission from the company.
Where the Master is in any doubt he should consult the company without delay.
3.9 Loading
3.9.1 Before the Start of Loading

The Master shall confirm with the vessel’s agent, before loading, whether or not any pre-
loading survey will be conducted. He shall also confirm if the surveyor represents shippers,
receivers or charterers. For some cargoes a surveyor may be appointed by the owners to
assist the Master.
The Master or Chief Officer should discuss the cargo plan with the shore foreman in order to
ensure that the operation proceeds smoothly. There should not be any alteration to the cargo
plan without the Master’s knowledge.
The Master should request the charterer or the agent to supply details of the properties of the
cargo to be loaded. Cargo receivers and port authorities sometimes check that this has been
done.
If practical, a brief visual inspection of the cargo should be made before loading.
3.9.2 Loading Operations

The first pour into each hold will normally be about 50% of the total, so that after the first
pass, about half the cargo will have been loaded. Hold rotation cannot be definitely stated as
it will depend on many factors, including the number of holds, size of the vessel, available air
draft, etc.
The following general guidelines apply to single loader scenarios, but the same underlying
principles apply to the use of two or more loaders:
• The first pour should where possible be into a midships or after hold to provide or
maintain a reasonable trim by the stern for ballast or stripping purposes;
• If the air draft is restricted it will be necessary to make the first pour into a hold which
causes some increase in forward draft to ensure that the loader can continue to clear
the hatch coamings of the forward holds;
• If the air draft is restricted the effect of a rising tide must be considered and
deballasting cannot continue when the clearance is small;
• Successive pours should alternate between forward and after holds to maintain a
reasonable trim by the stern;
• The end holds have the biggest effect on trim. Where possible they should receive the
last pours of the first pass, and the first pours of the second pass, because the resulting
large changes in the trim and maximum draft are likely to be least inconvenient at that
point;

• The ballast which is likely to present the most problems should be discharged first, the
normal sequence commencing with ballast holds, continuing with double bottoms and
wing tanks and concluding with peak tanks;
• Ballast should normally be discharged from a position close to the one where cargo is
being loaded at that time;
• The time required for a deballasting step should be matched with the time required for
a loading pour;
• Deballasting should be programmed to be completed several hours, at least, before
completion of loading, and at a time when the vessel still has a stern trim, in order to
assist stripping;
• On many bulk carriers trim can be quickly and conveniently changed by pumping ballast
directly from forepeak to after peak, or vice versa;
• Rules imposed by the class and quoted in the loading manual may restrict the sequence
of loading - they must be strictly observed;
• In exposed berths the vessel should be maintained at a draft and trim at which she can
put to sea at short notice if required. This precaution is particularly recommended in
areas where ports must be evacuated on the approach of a tropical storm. All stress
calculations should be completed within the admissible limits for the sea condition only.
3.9.3 Monitoring the Loading Operation

Bulk carriers are usually loaded at very high loading rates and events can happen rapidly. A
small problem can become a major problem very quickly. For this reason the Deck Watch
Officer must be alert at all times to everything going on around him. The Chief Officer will
normally supervise the more important steps in the plan himself, such as draft surveys, the
start of loading, final stripping of ballast tanks, topping off of cargo holds when low density
cargo is being loaded, and the calculation and execution of the trim pours.
Monitoring the loading, the Deck Watch Officer must:

• Make himself known to the loading foreman;
• Ensure that the correct cargo or grade of cargo is being loaded;
• Ensure that there is no physical contact between the vessel and the loader;
• Calculate that the actual loading rate is close to the predicted rate. For example, if the
loading rate has been given as 1,500 tonnes per hour and the first pour is 1,500
tonnes, then the pour should obviously take 1 hour to complete. If it takes a much
longer or shorter time to complete, then loading should be stopped until the reason for
the discrepancy can be found. Consult with the loading foreman, check the drafts and
compare with the calculated drafts in the plan, and inform the Chief Officer;
• Ensure that the vessel is kept as upright as possible;
• Ensure that the cargo is trimmed in the holds as required by the plan;
• Ensure that the vessel is upright at the end of each pour;
• Check that the drafts and the status of working ballast tanks at the end of each pour
correspond to those in the plan;
• Ensure that the loader moves to the correct hatch for the next pour;
If the cargo is being loaded using grabs there may be an amount of spillage of cargo on deck
or on the quay. Occasionally a conveyor system may be defective and also cause cargo spills.
Any spills must be brought to the attention of the foreman and the Chief Officer as this may
lead to a difference in tonnage between vessel’s figures and shore figures for the amount of
cargo loaded. If the amount of spillage is significant, a Letter of Protest must be submitted to
the terminal operators.

Monitoring the deballasting, the Deck Watch Officer must:
• Ensure that the ballast is discharged symmetrically in order to avoid excessive listing
caused by uneven ballast discharge;
• Ensure that the deballasting keeps up with the loading;
• Advise the foreman and Chief Officer if the loading and deballasting get out of step, or if
there are any other problems with the deballasting;
• Have the working ballast tanks regularly sounded to make sure they are being
discharged in accordance with the plan;
• At least once per watch have all the ballast tanks sounded. This will enable any leaking
ballast valves to be identified;
• If an unexpected list develops, which is not obviously due to uneven loading or
deballasting, have all the ballast tanks sounded;
3.9.4 Final Trim Pours

A final trim pour is a final quantity of cargo kept in reserve to bring the final draft and trim to
the pre-calculated values. Trim pours will usually be into either the aftermost or foremost
hold.
If the tonnage kept in reserve is too great then this can itself introduce further errors, or if too
small will result in the desired trim and maximum draft not being achieved. The tonnage to be
allowed for trimming is largely a matter of experience, but typical values are:
170,000 tdwt 5,000 mt
85,000 tdwt 2,500 mt
27,000 tdwt 1,000 mt
Which holds are designated for final trim pours will depend on how many grades are to be
loaded, whether or not the vessel is close to the limiting draft on the loading berth, whether or
not the loaders can reach the end holds without shifting vessel, and previous experience.
During trimming the draft should be carefully monitored to avoid overloading, and in order to
achieve the pre-calculated draft and the required quantity of cargo. In order to do this the 2nd
officer and 3rd officer should be assigned to monitor the amidships port and starboard drafts.
The Chief Officer should monitor the forward and after drafts. The Master and the stevedore
foreman should remain in the cargo control room monitoring the list and trim through the draft
readings.
On completion of loading, the Chief Officer must personally check that all hatches are correctly
battened down and the vessel is secured for sea, and the fact reported to the Master.
3.9.5 Completion of Loading and/or Unloading

Upon completion of the loading or unloading, the Master and the terminal representative shall
agree in writing that the loading or unloading has been completed in accordance with the
loading or unloading plan, including any agreed changes. In the case of unloading, such
agreement shall include a record that the cargo holds have been emptied and cleaned to the
Master's requirements and shall record any damage suffered by the ship and any repairs
carried out. For this purpose form ECI98 - Terminal Satisfaction Report is to be used.

3.10 The Loaded Passage
3.10.1 Cargo Residues on Deck

On completion of loading there will inevitably be some cargo residue left on deck. This must
be disposed of in accordance with MARPOL Annex V. Light residues such as grain, which are
liable to be blown overboard, should be swept into piles between the hatches and damped
down with water until they can be disposed of.
Heavy residues can be left on deck until disposal. A clear, non-slippery path must be swept or
washed to pilot access points. If the pilot is to be disembarked by helicopter, then a clear area
must be washed around the landing or hovering area to avoid the downdraft from the rotors
creating a dust cloud which might be sucked into the helicopters engines where it might cause
engine failure.
Once the vessel is in international waters, it should be thoroughly washed down, ensuring that
all cargo residues are completely removed.
3.10.2 Ventilation
Generally speaking, bulk cargoes are ventilated to prevent the formation of cargo or vessel
sweat which could damage the cargo, to reduce the harmful heating of a cargo, or to remove
harmful gases from the cargo spaces.
Ventilation in the wrong circumstances can do considerable harm and before a decision is
made to ventilate a hold it is necessary to consider the requirements of the cargo, the
temperature and humidity within the holds and outside, and the presence or absence of sea
spray. The types and positions of ventilators with which the vessel is provided must also be
taken into account.
Requirements for ventilating the cargo may be given in the charter party or in the charterer’s
voyage instructions. If no requirements are given, then refer to the cargo data given in
Appendix 1 of the IMSBC Code. If in any doubt, the company should be approached for
advice.
3.10.3 Soundings
A full set of soundings of all ballast tanks, bilges and void spaces must be taken daily and
entered in the Deck Log Book. All soundings should be given in centimetres and the terms MT
for empty and F for full must not be used. If a space is empty, then the sounding should be
given as 0 cm. If soundings cannot be taken, for example because of heavy weather, then the
reason must be given in the Deck Log Book and soundings resumed as soon as possible.
3.10.4 Deck Inspections

The Chief Officer must carry out a daily inspection on deck, normally at the end of the working
day, to ensure that all is secure for the night. He should check that hatch covers and access
hatches remain secure, that watertight doors are closed, that no loose equipment or tools have
been left unsecured.
If manholes have been opened they must be closed and secured, even if they have to be
opened again next morning.

Some cargoes such as high sulphur coal, iron ore, sulphur and salt produce high levels of
acidity in bilges which will invariably result in accelerated and excessive corrosion.

Where high levels of acidity are anticipated the bilges must be tested at least daily using litmus
paper by touching it against the wet sounding rod when bilge soundings are taken. Litmus
paper is chemically treated paper which changes colour when brought into contact with acids
and alkalis. A pH value can be obtained by comparing the colour obtained against a supplied
pH colour scale. The results must be recorded in form ECI65 – Bilge Well Acidity.
If the daily pH readings of the hold bilge water indicate a corrosion risk, then the bilges should
be kept pumped dry in order to avoid acidic liquid collecting on tank tops and in the bilge
system. The amount of bilge water pumped out should be recorded.
3.10.6 Cargo Temperature Monitoring
When carrying cargoes such as coal or grain the temperature must be regularly checked to
detect any signs of cargo heating. Where heating is detected then more frequent testing must
be implemented.
If there is cause for concern in the temperature of the cargo then the advice of the company
must be immediately sought.
The readings must be taken at a level which is well below the surface of the cargo. The
thermometers must have been in position for several minutes in order that a correct reading is
obtained – for this reason it is recommended that thermometers are left in the sounding pipes.
3.11 Discharging
3.11.1 Commencement of Discharge

Discharge programmes should be planned in the same way and with the same objectives as
the loading programme.
Normally, permission to commence discharge will only be given by the Master after an original
Bill of Lading has been presented by the consignee or his agent. Occasionally, written
instructions may be received from the charterers to discharge the cargo without a Bill of Lading
having been presented on board, in which case the charterers will have received a Letter of
Indemnity from the receiver indemnifying them from any consequences of delivering the cargo
to the wrong person. However, this Letter of Indemnity must also be acceptable to the owner
and their P & I club. Therefore before allowing the cargo to be discharged, written instructions
must have been received from both the charterer and from the company. If in any doubt, the
Master should consult with the company before releasing the cargo.
3.11.2 Discharge
As at the loading port, efficient communications between the vessel and the terminal are vital
in order to ensure that the discharging proceeds smoothly and with minimum delays, and so
that any problems which arise can be dealt with in a timely manner. For those reasons it is
essential that a meeting takes place between the Chief Officer and a terminal representative
before the start of the discharge.
The Chief Officer must carry out initial, intermediate and final draft surveys in the same
manner as at the loading port. Proper records of quantities pumped from the hold bilges
during the loaded passage may be able to explain any discrepancies between cargo weights at
the completion of loading and arrival at the discharge port.
As at the loading port, there are certain stages in the discharge which will normally be
personally supervised by the Chief Officer, such as draft surveys, the initial opening of the
hatches and the start of discharging, final topping off of ballast tanks, completion of discharge
of the cargo holds, and detailed inspection of holds for damage after completion of discharge.

The main role of the Deck Watch Officer during the discharging period is to ensure that the
discharging plan is followed, and to do this he must study and understand every item in the
plan, and constantly monitor the discharging and ballasting operations. He must also
supervise the work of the crew, liaise with the loading foreman, prevent where possible and
report/record any damage to the vessel or cargo, ensure mooring lines and gangways are
tended, supervise vessel’s cargo gear when used, ensure no pollution is caused, and maintain
full written records.
Monitoring the discharge, the Deck Watch Officer must:

• Make himself known to the discharging foreman;
• Ensure that the correct cargo or grade of cargo is being discharged;
• Ensure that there is no physical contact between the vessel and the discharging
machinery;
• Calculate that the actual discharging rate is close to the predicted rate. For example, if
the discharging rate has been given as 1,500 tonnes per hour and the first step is 1,500
tonnes, then that step should take one hour to complete. If it takes a much longer or
shorter time to complete, then the reason for the discrepancy must be found. Consult
with the loading foreman, check the drafts and compare with the calculated drafts in
the plan, and inform the Chief Officer;
• Ensure that the vessel is kept as upright as possible
• Ensure that the trimmers in the holds are cleaning to the standard required by the plan;
• Check that the drafts and the status of working ballast tanks at the end of each step
correspond to those in the plan
• Ensure that the discharging machinery moves to the correct hatch for the next step;
• Ensure that if the cargo is being discharged using grabs and there is spillage of cargo
on deck or on the quay, such spills are brought to the attention of the foreman and the
Chief Officer, as this may lead to a difference in tonnage between vessel’s figures and
shore figures for the amount of cargo discharged. If the amount of spillage is
significant, a Letter of Protest must be submitted to the terminal operators.
Monitoring the ballasting, the Deck Watch Officer must:

• Ensure that the ballast is loaded symmetrically, in order to avoid excessive listing
caused by uneven ballast distribution;
• Ensure that the ballasting keeps up with the discharging;
• Advise the foreman and Chief Officer if the discharging and ballasting get out of step, or
if there are any other problems with the ballasting;
• Have the working ballast tanks regularly sounded to make sure they are being filled in
accordance with the plan;
• At least once per watch have all the ballast tanks sounded. This will enable any leaking
ballast valves to be identified;
• If an unexpected list develops, which is not obviously due to uneven discharging or
ballasting, have all the ballast tanks and hold bilges sounded. A ballast tank may have
suffered unnoticed stevedore damage and be leaking into a cargo hold.

In addition to the above, the Deck Watch Officer must:
• Ensure that any damage caused by discharging operations is reported to the foreman
and the Chief Officer. During discharge is when most stevedore damage occurs so it is
important that the Deck Watch Officer remains alert for it at all times. Stevedores must
not be permitted to swing grabs onto vessel’s structure, or lower opened grabs at full
speed onto the tanktop in order to dislodge cargo, or to ram the bulkheads, hopper
tank sides or frames with bulldozers for the same purpose;
• Supervise the work of the duty deck crew involved in cargo operations;
• Ensure that hatch covers are operated correctly and safely, and that trackways and
drain channels are clean before hatch cover is closed;
3.11.3 Hold Inspections after Discharge

As each cargo hold is completed, the Chief Officer, along with the Deck Watch Officer or the
Bosun and preferably with the discharging foreman, must carry out a detailed inspection of the
completed hold.
The Chief Officer must check that the cleaning has been carried out as planned, and that
minimal cargo residues remain in the hold. If possible these residues should be swept into a
pile immediately by the crew and the foreman persuaded to discharge them. Any stevedore
damage which has been discovered, reported and repaired during the discharge should be
checked. Undiscovered stevedore damage should be actively looked for and damage reports
issued. The main areas of likely damage are shown below.

Problem areas to be given particular attention during inspections
1. Hold frames and connections to upper and lower wing tanks and side shell;
2. Boundaries of transverse bulkheads and bulkhead stools;
3. Cross deck structure;
4. Hatch corners and coaming brackets;
5. Localised cracking and buckling of web frames and breakdown of coatings in water
ballast tanks;
6. Inner bottom plating and hopper plating intersections
On completion of the discharge, the Chief Officer must personally check that all hatches are
correctly battened down and the vessel is secured for sea, and then report to the Master.
3.12 Over the Tide Cargo Operations

3.12.1 General
An over the tide operation is one where there is insufficient water for the vessel to remain
afloat at all stages of the tide.
• Discharging over the tide is where the vessel is required to discharge enough cargo
before low water in order that the company minimum UKC clearance of 10% of the
draft is maintained;
• Loading over the tide is where the vessel loads the final part of the cargo on a rising
tide and departs the berth either at high water or at some point after it before the UKC
reduces to 10% of the draft
Before carrying out an over the tide operation, the company must be informed and the
procedure discussed in detail.
Whenever a vessel is required to load or discharge a cargo over the tide, then a risk
assessment must be carried out. The risk assessment must include the provision for the
vessel leaving the berth if the actual planned operation is not proceeding according to the
cargo plan in order to avoid the vessel touching the bottom. Further, the UKC at the critical
points of the operation must be calculated and sent to the office for approval.
Terminals with draft limitations and significant tidal variations should have procedures in place
if discharging or loading over-the-tide operations are to be permitted. These procedures
should be agreed by all parties involved, prior to the arrival of the vessel. It should be noted
that some port authorities do not permit over the tide cargo operations.
In considering whether to agree to an over the tide operation, the Master must consult with
the company, and must also take the following into account:
For both loading and discharging:

• Provided the planned operation goes ahead according to plan, a minimum UKC of 10%
of the draft can be maintained throughout the operation;
• The information regarding the depth of the water at the berth is sufficiently reliable;
• The tidal height is at least equal to that forecast at both high and low water;
• The need to inform the port authorities that an over the tide operation is being carried
out;
• The need to take soundings when first arriving alongside in order to check the accuracy
of the supplied or charted information;
• The need to take soundings during the course of the operation to ensure that the
calculated UKC is being maintained;
• The effects of squat if there is a tidal flow;

• The operational condition of all equipment required to complete the operation
successfully.
And if discharging:
• The availability of deeper water off the berth, and the amount of time required to reach
it;
• The time the terminal will require to stop operations and disconnect cargo lines;
• The availability of tugs to assist in leaving the berth if necessary;
• The availability of shore watermen to let go mooring lines;
• The availability of a pilot.
If at any time there is doubt that the required 10% UKC can be maintained, then the situation
must be carefully reviewed again.
If discharging then it may be necessary to evacuate the berth before the UKC reduces to 10%.
The vessel should then return after low water.
If loading then the decision is somewhat simplified, as the vessel will not have to leave the
berth, but merely stop loading at a suitable point to ensure that 10% UKC is maintained.
3.13.1 Ballast Tanks

Large quantities of ballast water may be carried and apart from the need to confirm watertight
integrity, it is necessary to control the weight of ballast water for stability and stress purposes.
All vessels should record the sounding or gauge reading of ballast tanks on a daily basis.
Unexpected changes in these levels will indicate an abnormal situation. All ships shall sound
ballast and fresh water tanks daily. It must be clearly recorded whether hand sounding or
gauge readings were taken, and the record ECI54 – Ballast Tank Sounding should be
maintained.
On vessels fitted with ballast tank gauges, tanks should be manually sounded on a quarterly
basis to confirm ballast tank gauge readings and the comparisons recorded.
Ballasting must be controlled by either the Chief Officer or the Deck Watch Officer, who must
be fully familiar with the system.

When dealing with centrifugal pumps the duty engineer should, if necessary, be given
adequate notice of starting or stopping pumps. The pump casing may require to be vented of
air or gas and primed full of liquid before starting the pump. Centrifugal pumps must be
started against a closed discharge valve, and once the pump is running the valve should be
opened gradually.
Pumps should be stopped with a minimum load on the prime mover. If the tank has been
drained then the load will be minimal, if there is still liquid in the pump then the discharge
valve should be shut to minimise the load.

Ballast and anti-heeling pumps must never run dry. Upon loss of suction pressure pump must
be stopped to prevent damage.

In an emergency the pumps must be stopped without delay.
All personnel involved must be aware of the location of ballast pump emergency stops.
Regular testing of the emergency trips must be carried out, and recorded in ECI53 - Ballast
Pump Emergency Stops.

Overloading is usually caused when there is very low back pressure. To avoid damage the
pump must always be operated within the manufacturer’s designed permissible operational
limits. This should be achieved by the careful use of throttling of the pump discharge valve to
create an imposed discharge head.
Particular problems of overloading can occur with ballast pumps. If the pumps are used to fill
double bottoms from empty, or to empty top wing tanks from full, then the pumps can easily
be overloaded, causing damage to the prime mover and other components. Careful control of
the pump discharge valve is necessary. Double bottom tanks should only be filled from empty
by gravity, and similarly the level in top wing tanks should be lowered from full by gravity.

4.1 Coal
4.1.1 Hazards of Coal

There are many hazards associated with the carriage of coal cargoes. Depending on the type
of coal loaded it may:
• Emit Methane, Carbon Monoxide or Hydrogen;
• Be subject to oxidation, which will lead to a lowering of the Oxygen content and an
increase of Carbon Dioxide in cargo holds, rendering the atmosphere in the holds
dangerous;
• Be liable to self-heating which can lead to spontaneous combustion in the cargo hold;
• React with water to produce acids which can cause serious corrosion of the structure,
particularly in the hold bilge wells. Coal with a high Sulphur content will produce
Sulphuric Acid in the presence of water.
• Liquefy if more than 75% of the cargo consists of particles less than 5 mm in size.
4.1.2 Precautions
Precautions should be taken prior to the carriage of coal.
Before the Master accepts a coal cargo he must ensure that the shipper has supplied written
details of the cargo including:
• The moisture content;
• The transportable moisture limit (TML) for the safe carriage of the cargo;
• The Sulphur content;
• The particle size;
• Whether the cargo is liable to emit methane;
• Whether the cargo is liable to self-heat;
• Any required procedures for the safe loading and carriage of the cargo.
Cargo hold gas monitoring points must be provided and maintained in order to carry out
atmosphere sampling.

Some coal cargoes, such as high sulphur coal, may result in high levels of acidity in bilges,
which result in accelerated and excessive corrosion. Bilges must be tested at least daily for
acidity in accordance with the instructions in IMSBC Code – Appendix 1 – Individual
schedules of solid bulk cargoes – COAL. The results must be recorded in form ECI65 –
Bilge Well Acidity.
4.1.4 Monitoring Cargo Temperature

Cargo temperatures should be monitored daily and the results recorded in the form ECI61 –
Cargo Temperature Monitoring. To build up accurate trends, the readings should be taken
from the same sampling points and at the same time each day.
Thermometers capable of readings between 0oC and 100oC should be carried. These
thermometers should not contain mercury, and should be protected from damage by a brass
case. If separate thermometer pipes are available they should be used, otherwise the
thermometers can be suspended in the sounding pipes in order to obtain temperatures.
Sufficient thermometers should be carried so that one can be left permanently in position at
each measuring point.
4. Specific Bulk Carrier Cargo Information 1st January 2010 Page 1 of 11

4.1.5 Monitoring Gas Concentrations
Gas concentrations of both Methane and Carbon Monoxide should be measured and recorded
on form ECI60 – Atmosphere Check - Cargo Gas once per day under normal
circumstances. To build up accurate trends, the readings should be taken from the same
sampling points and at the same time each day. Spaces adjacent to cargo holds should also
be regularly tested for the presence of gas build up. These adjacent spaces should be well
ventilated where necessary.
4.1.6 Electrical Equipment

Where mechanical ventilation is installed, it must be suitable for use in an explosive
atmosphere (Ex rated), otherwise only natural ventilation must be used.
All electric cables in cargo holds and adjacent spaces must be intrinsically safe and free from
defects. They should be checked prior to the carriage of coal and where necessary they must
be positively isolated by removing the circuit fuses and by an additional method of physical
isolation.
4.1.7 Control of Smoking and other Sources of Ignition

When loading, carrying and discharging coal cargoes, smoking must be controlled and must
not be permitted forward of the accommodation block. ‘No Smoking’ signs must be posted.
The company hot work procedures must be followed when carrying coal cargoes and no hot
work outside of designated areas is permitted without company approval.
Hatch cover trackways should be greased before opening the hatches at the discharge port in
order to minimise the risk of sparks from the wheels

Ventilation trunks which would allow air to penetrate into the body of the cargo must be
sealed. Only surface ventilation is permitted.
The cargo must be trimmed reasonably level out to the boundaries of the cargo spaces in order
to avoid the formation of gas pockets, and to avoid air permeating the body of the cargo,
which may cause heating.
Unless expressly directed otherwise, all holds should be surface-ventilated for the first 24
hours after departure from the loading port. During this period, one set of measurements
should be taken from one sampling point in each hold. If after 24 hours the Methane
concentrations are at an acceptably low level, the ventilators should be closed. If not, they
should remain open until acceptably low levels are obtained. In either event, measurements
should be continued on a daily basis.
If the cargo has been declared as methane-emitting or if testing shows concentrations greater
then 20% of the Lower Explosion Limit (LEL) then additional surface ventilation should be
carried out and monitoring of adjacent spaces increased in frequency.
If the cargo has been declared as liable to self-heating, or if carbon monoxide levels show
increased levels, then the hatch covers and accesses can be sealed using a suitable sealing
tape, and ventilation should be stopped or kept to the absolute minimum necessary to remove
any methane build-up. Mechanical ventilation should not be used.
In the case of a steadily rising trend in CO levels, which indicates that self-heating is probably
taking place, the cargo space concerned should be completely closed down and all ventilation
stopped. The company must be immediately advised and expert advice sought. Water should
not be used for fighting coal fires at sea, but may be used for boundary cooling.

If the behaviour of the cargo during the voyage differs from that specified in the cargo
declaration, the master should report such differences to the shipper. This feedback will assist
the shipper in improving information provided to the master.
4.2 Grain

The carriage of grain in bulk is governed by the regulations contained in the IMO’s
International Code for the Safe Carriage of Grain in Bulk (IGC Code). All Masters and
deck officers engaged in the carriage of bulk grain must be thoroughly familiar with these
regulations.
4.2.2 The Effect of Grain Cargoes on Stability

Grain is defined in the IGC Code as 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.
This behaviour which makes carrying grain a special case is that it is free-flowing and will tend
to shift when the ship rolls. This has an effect which is similar to the free surface effect seen in
liquids, and which also results in a loss of stability. For this reason Section 7 in the Annex to
the IGC states that:
7.1 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 figure A 7, the
heeling moments due to grain shift:
.1 The angle of heel due to the shift of grain shall be no greater than 12o 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;
.2 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 40o 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
.3 The initial metacentric height, after correction for the free surface effects of
liquids in tanks shall be not less than 0.30m.
7.2 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;
7.3 After loading, the Master shall ensure that the ship is upright before proceeding to
sea.
Many countries have their own way of implementing Rule 7.2 above. For example, before
loading grain in the USA, the National Cargo Bureau grain stability form will have to be
completed (see Section E of this manual). In Australia, the AMSA grain stability form has to be
completed and sent to AMSA 72 hours before arrival at the first loading port for auditing (see
Section E). If loading or discharging is planned for more than one port, then separate
calculations will have to be completed for each port of loading and discharging.
Masters should consult with local agents as to local reporting requirements regarding stability.
4.2.3 Grain Loading Manual

In order to ensure that the above criteria can be met, a ship proposing to load grain must have
an approved Grain Loading Manual. Accompanying the Grain Loading Manual, or
incorporated in it, there must also be an approved Document of Authorisation. Such a

document shall be accepted as evidence that the ship is capable of complying with the
requirements of the IGC Code.
The Grain Loading Manual will include a worked example of the necessary grain stability
calculations and all Masters and Deck Officers engaged in the carriage of bulk grain must
familiarise themselves with the contents of the Grain Loading Manual contents and how it
must be used.
4.2.4 Hold Cleanliness

Because grain is a foodstuff, either for human or animal consumption, cleanliness of cargo
holds is a major issue. Holds will usually be inspected before loading by government
inspectors/surveyors prior to loading (e.g. USDA in the USA, AQIS in Australia) and the
standards of cleanliness expected will be high. There must be no traces of previous cargoes in
the holds or on deck.
Cargo residue often gets trapped around the hatch coamings and coaming stiffeners on deck.
Make sure the deck is as clean as the holds. There must be no loose or flaking rust or scale in
the holds. The holds must be dry and hatch covers weathertight, with no rust streaks on the
coamings which may indicate hatch cover leakage.
There must be no traces of infestation in the holds (e.g. traces of insects - alive or dead,
traces of mould, rat or mouse droppings). One insect found in a cargo hold can mean that the
hold will have to be fumigated before loading will be permitted.
Accommodation and storerooms should also be inspected for traces of infestation. If problems
in achieving the required standards of cleanliness on passage are anticipated, then the
company and the vessel’s operators must be notified as early as possible, so that prompt
corrective action can be taken
4.2.5 Hold Fumigation

There are various circumstances when fumigation will be necessary. It may be necessary to
fumigate the cargo holds before loading if evidence of infestation is found, if the cargo may
have been fumigated before loading, or in-transit fumigation of the cargo may be carried out.
In any of these circumstances, Masters and Officers should be familiar with the contents of
IMO’s Recommendations for the Safe Use of Pesticides in Ships. The recommendations
can be found in the Appendix to the IMDG Code, and in Supplement of the IMSBC Code. In
particular, when cargo is to be fumigated during the sea passage, attention is drawn to section
3.4.3 ‘Fumigation continued in transit’. Fumigation in transit should only be carried out
at the discretion of the Master. The Master must ensure that all the recommendations in
section 3.4.3 have been or will be carried out before giving permission for in-transit fumigation
to take place. If the Master is in any doubt, he should consult the company for advice.
4.2.6 Dust and the Control of Smoking

A lot of dust can be produced during the loading of bulk grain. Organic dust at certain
concentrations in air may form an explosive mixture, therefore smoking and hot-work must
not be carried out on deck during the loading period. No smoking signs must be posted during
loading.
4.2.7 Loading
During loading, the Deck Watch Officer and ratings should be keeping a constant check on the
condition of the cargo being loaded. Cargo in the holds can be inspected during breaks in
loading. Any cargo spilled on deck can be examined. Wet grain, grain which is sprouting,
signs of mould, discoloured grain, contamination by rat droppings or insects (dead or alive) are

all signs that the cargo is in poor condition. If any of the above signs are seen, the Master
must be informed immediately, loading should be stopped and further investigation carried
out. Cargo which appears unfit for shipment must be rejected, and the company contacted
with a view to appointing a surveyor to protect the owner’s interests.
4.2.8 Cargo Ventilation

Grain cargoes should be ventilated to the greatest extent possible, to prevent condensation
and to remove heat, but there are practical problems in achieving effective ventilation. In full
cargo holds the only voids will be under deck at the ends of the hold, and in the hatch square
under the hatch covers where the void will be minimal at the beginning of the voyage. Even
after the grain has settled, the three voids will still be isolated from each other. Some surface
ventilation of the ends will be possible, but unless the hatch covers have built-in vents, the
grain in the hatch square will be unventilated.
However, grain cargoes undergoing in-transit fumigation must not be ventilated.
4.2.9 Cargo Inspection on Voyage

If the hatch covers can safely be opened during the voyage, for example during a canal transit
or at anchor, then this should be done and the cargo inspected. Early signs of infestation or of
leaks in the hatch cover sealing provide an opportunity to minimise any damage.
Any loose water must be removed from the hatch covers before opening as water falling on the
cargo will cause damage and it may appear that the covers have been leaking.
4.3 Steel Product Cargoes

Steel products are a common cargo on handy-sized bulk carriers. A steel cargo may consist of
any or all of the following: hot-rolled coils, cold-rolled coils, wire coils, rebars, pipes, hot-
rolled plates, cold-rolled packs of plates wrapped in metal envelopes, slabs, billets, structural
steel items such as girders, beams.
All these items will be of different sizes and weights. All are easily damaged by improper
handling, stowage and securing, and all are liable to rusting.
Useful advice on steel cargoes can be found in Bulk Carrier Practice which is carried on all
the company’s bulk carrier fleet, and in Thomas’ Stowage which should be on board before
loading any non-bulk cargoes.
4.3.2 Hot and Cold Rolled Steel

Hot-rolled items are normally intended for further processing and, if they are not wrapped, it
may be assumed that rusting caused by fresh water, such as rain, will not give rise to
problems. Salt water rusting will lead to problems as it can normally only be caused by
ingress of sea water through leaking hatch covers.
Cold-rolled items are finished products, and must be handled with extreme care. Any traces of
rusting or damage may render the entire package useless, and give rise to very high claims
against the owners. Cold-rolled items will normally be protected in some way by packaging of
some type, such as waterproof wrapping on coils or metal envelopes covering finished plates
and secured on pallets or timber bearers.

Holds intended for the carriage of steel products should be washed with, or must at least be
given a final rinse with, fresh water in order to remove any traces of salt. They should also be
dry, free of any traces of oil or grease, and no cargo residues should remain in the hold as
they may damage steel items by chemical reactions, especially if the residues contain sulphur.
Hatch covers must be weathertight, as any ingress of salt water will damage the cargo. Hose
testing or ultrasonic leak testing will often be carried out by pre-loading surveyors, and the
ship may be rejected for loading if leaks are found.

Vessels intending to load steel cargoes must have on board an approved Cargo Securing
Manual (CSM) in accordance with SOLAS VI/5, which must contain a section specifically
dedicated to the stowage and securing of steel products. Further guidance on securing of steel
cargoes can be found in the IMO ‘Code of Safe Practice for Cargo Stowage and Securing’
(CSS Code).
4.3.5 Loading
Because loading and securing of steel cargoes is a specialised and complex activity it is normal
practice in the steel trade for the charterer to appoint a supercargo to oversee the cargo
loading and securing. However, it must be borne in mind that the Master remains ultimately
responsible for the safe loading and carriage of the cargo at all times. It is therefore important
that the Master, Chief Officer and supercargo establish a good working relationship as early in
the process as possible. Contact should be established early in the ballast passage, to give the
maximum time for pre-planning and information exchange,
When planning the loading of steel products, in addition to the normal concerns of remaining
within acceptable stress limits during loading and deballasting, and at all stages of the voyage,
and considerations of draft and trim, the following points must also be taken into
consideration:
• Maximum permissible tank-top loadings must not be exceeded at any time. These will
normally be found in the ship’s Loading Manual;
• Whilst the weight of cargo in the hold divided by the area of the tank-top will give an
average tank-top loading figure, it must be borne in mind that a steel cargo is not
normally uniformly distributed over the tank-top area. A steel coil may weigh 30
tonnes and be 2 metres in diameter, but the area of the coil in contact with the tank
top (the coil’s ‘footprint’) will be very small and will give rise to excessive spot loads.
Adequate dunnaging has to be used in order to spread the load over a large enough
area to keep the tank-top loading below the maximum permitted limits;
• Where forklifts are used to position items of cargo in the hold, it must be confirmed that
the loaded forklift’s weight and footprint do not exceed the tank-top loading limits.
Large low-pressure balloon tyres give a much larger footprint than small solid wheels
and tyres, and therefore spread the weight over a greater area;
• Large symmetrical objects are more difficult to stow in the holds which are not parallel-
sided (e.g. No.1 hold) and those non-parallel-sided holds should where possible be used
for stowing the smaller items of cargo;
• Where the cargo is loaded using shore cranes, but is to be discharged using ship’s
cranes, make sure that the capacity of the ship’s cranes is sufficient to discharge the
cargo from the spaces served by those cranes;
• The ship will normally be trimmed by the stern, so any block stowages will be more
secure at the after end of a cargo hold;
• As ship’s sweat may cause cargo damage, there must be no contact between the cargo
and the ship’s structure. Adequate dunnage must be used to avoid any steel to steel
contact.

4.3.6 Bills of Lading and Mate’s Receipts
Because Bills of Lading and Mate’s Receipts must accurately reflect the condition of the cargo
at the time of loading, it is normal for them to be claused for steel cargoes. To assist Masters
who may be inexperienced in the steel trades and to avoid possible claims for cargo damage, it
is common for owners or charterers to employ local surveyors to carry out condition surveys
of, and issue reports on, the condition of the cargo as it is loaded. These surveyors should be
experienced in this practice and should be able to assist the Master in deciding on the correct
wording of any clauses required. Any clausing should be factual and accurate. Loading
methods should not be criticised and damage occurring during loading should not be described,
as such matters are normally the responsibility of the ship.
4.3.7 Cargo Securing

The securing of steel cargoes is a very large subject, and space in this manual is limited. The
following remarks, however, should be noted:
• Steel coils are normally secured using steel strapping band systems, which are
tightened and secured hydraulically. Chocking is not used with these systems as it
upsets the tensioning of the strapping. The strapping binds the entire stow of coils into
what is effectively a single mass;
• Other types of steel products require different methods of securing. Some items, like
bundles of rebars require little or no securing. Billets will normally only require
chocking of the top tier. Other types may require wire lashings and/or chocking.
Masters should refer to the publications mentioned above for further advice.
Cargo lashings should be inspected frequently during the loaded passage and tightened as
necessary. Strapping bands cannot be tightened at sea and if they become loose, the only
thing which can be done is to use timber forced between the coils to resecure the stow.
Inspecting the lashings in heavy weather is dangerous and the ship should be hove-to before it
is attempted. Cargo should not be approached when the ship is rolling heavily or if there is
any chance of the cargo moving.
Lashings must never be removed before the ship arrives in sheltered waters at the discharge
port. If the vessel may be exposed to any swell before arrival at the berth, then the lashings
must not be removed until the ship is alongside.
4.3.8 Entering Holds Containing Steel Products

Oxygen in holds containing steel may be depleted due to oxidation, so holds should always be
treated as enclosed spaces, and full pre-entry procedures must be complied with.

Ventilation of steel cargoes is important in preventing sweating, which may lead to rust
damage of the cargo even when it is wrapped in water-resistant wrappings. Sweat and its
formation are well described in Bulk Carrier Practice, which should be consulted before
ventilation is undertaken if no instructions on ventilation have been received from the
charterers.
A hygrometer to measure the relative humidity of the outside air should be available, as should
some means for measuring the temperature of the cargo (the temperature of the hold is a
good indication of the cargo temperature, provided there are no significant changes),
especially when finished products are carried. Complete records of ventilation start & stop
times, outside temperatures and dew point and cargo temperatures should be maintained on
forms ECI62 - Cargo Ventilation - Steel, along with records of opening & closing of access

hatches on forms ECI63 - Cargo Hatch Opening - Steel and inspections and tightening of
cargo lashings on forms ECI64 - Cargo Securing – Steel.
4.3.10 Discharge
Throughout discharge the Deck Watch Officer must be alert for damage to the ship or to items
of cargo and must be prepared to insist upon less haste and greater care when that is what is
required.
All damage must be recorded and immediately brought to the attention of those responsible.
It cannot be stressed too strongly that what may appear to be quite minor damage to the Deck
Watch Officer can, particularly with finished steel products, result in thousands of dollars of
claims from the receiver.
4.4 Timber

Timber is a common cargo on handy-sized bulk carriers. A timber cargo may consist of logs or
of packaged timber. In both cases, as it is a relatively light cargo, it is normal when carrying
timber also to load on deck.
The rules governing the carriage of timber on deck are found in the IMO Code of Safe
Practice for Ships Carrying Timber Deck Cargoes, 1991 (TDC Code) with which Masters
and Deck Officers need to be familiar when carrying timber cargoes which include cargo carried
on deck. The TDC Code also contains general guidance for the under-deck stowage of logs.
Further useful advice can be found in Bulk Carrier Practice in Thomas’ Stowage, which
should be on board before loading any non-bulk cargoes, and in Lashing and Securing of
Deck Cargoes.

Vessels proposing to carry timber must have on board an approved Cargo Securing Manual
(CSM) in accordance with SOLAS VI/5, which must contain a section specifically dedicated to
the stowage and securing of logs and/or of packaged timber.
4.4.3 Loading
It is normal practice in the timber trade for the charterer to appoint a supercargo to oversee
the cargo loading and securing. However, it must be borne in mind that the Master remains
ultimately responsible for the safe loading and carriage of the cargo at all times. It is therefore
important that the Master, Chief Officer and supercargo establish a good working relationship
as early in the process as possible. Contact should be established early in the ballast passage,
to give the maximum time for pre-planning and information exchange.
A loading plan must be made, as for other cargoes, but there is more chance that it will have
to be amended during the loading as the stowage factor of the underdeck cargo will largely
depend on how well the stevedores load it.
Logs may not be marked with their individual weights, so the only way to determine how much
cargo has been loaded is by draft survey. Where possible, heavier logs should be loaded first
in order to increase stability and allow a greater weight of cargo to be loaded on deck.
Deck Officers should be aware of the possible damage which can occur during loading and
must report any damage immediately.

Packaged timber stowed under-deck should be treated as general cargo. Logs should be
stowed fore-and-aft as far as possible, and must be winged out to the extreme breadth of the
cargo space. Any voids left in the stow can be filled with logs stowed athwartships, although
this is not done in some trades. Winging out is normally done using snatch-blocks and wires.
These must not be taken from the ship’s inventory of lashing materials, which must be used
only for lashing purposes. Winging out and filling of voids must be done as the cargo is
loaded, so that the top of the stow is kept as level as possible.
Holds should be filled to their maximum capacity, including coamings.

Holds intended for the carriage of timber products must be clean, dry, and free of any previous
cargo residues. The bilge system must be tested and operational as a lot of water may drain
from logs, especially if they have been floated to the loading berth. A portable pump capable
of pumping water from the tanktop to the maindeck is useful, as bilges may become blocked
by bark and other debris from logs.
Logs can be very heavy and may cause structural damage if the stevedores are not very
careful, so sounding pipes, air pipes and ladders in the holds should be adequately protected.
Any damage to pipe guards etc. should be repaired before loading starts.
4.4.5 Deck Cargo

When deck cargo is loaded, clear access must be left to pilot boarding areas, machinery spaces
and all other areas regularly used in the necessary working of the ship, safety equipment,
sounding pipes and devices for the remote operation of valves. Areas on deck where cargo is
not to be loaded should be clearly marked using contrasting colours of paint.
The amount of deck cargo to be loaded will depend on the amount of cargo loaded underdeck.
The deck cargo loading plan will have to be adjusted after a draft survey on completion of
loading the underdeck cargo.
If the ship has timber load lines, these may only be used if a full deck cargo is loaded in
accordance with the terms of Chapter IV of the Load Line Convention.
The entire under-deck stow must be completed before starting to load on deck. All
deballasting must have been completed, and all hatch covers closed and fully secured before
starting to load on deck. All stanchions must have been erected and secured, all chain
lashings and foot ropes rigged and hog wires and wiggle wires placed in easily accessible
locations before the deck loading starts. In some countries the lashing equipment will be
inspected by government surveyors before deck loading commences. Usually this will consist
of a visual condition assessment of the equipment but in some countries, notably Canada, each
individual item of lashing equipment must be certified, and the certificates available for
inspection.

In general, the main items to look out for during loading of the deck cargo are that:
• The cargo is kept clear of the marked no-stow areas;
• The stow is kept as compact as possible;
• Any damage to the ship is reported immediately;
• The hog wires are properly rigged and not forgotten. They must not be overtightened
as settling of the cargo will tighten them;
• Frequent draft surveys are carried out to keep a check on the weight being loaded;
• Upon completion of loading logs the top surface of the stow is slightly crowned;
• The ship is upright on completion of loading;
• A means of safe access to the forward part of the ship, as specified in the TDC Code, is
installed before departure;
• Sufficient appropriate safety equipment is available for the crew to enable them to work
on top of the stow on passage.
The subjects of stowing and securing timber deck cargoes are fully covered in the publications
previously mentioned, particularly in Lashing and Securing of Deck Cargoes. However,
notwithstanding anything in these publications, timber deck cargoes must be secured exactly
in accordance with the Cargo Securing Manual.
If, in the light of experience, there should be changes to the Cargo Securing Manual then
they should be discussed with the Marine Superintendent. However, until the Cargo Securing
Manual is amended, approved and re-issued then the existing arrangements must be
complied with in full.
A timber deck cargo will settle after departure from the loading port. It is therefore vital that
the lashings be checked three times daily and tightened as necessary, until the stow has
settled. Daily checks must be carried out after this until arrival at the discharge port. These
checks are particularly important in heavy weather, and the ship should be hove-to when
necessary in order to carry them out. Records of the checks and actions taken must be kept in
ECR Checks of Timber Deck Cargoes.
Timber lashings must never be removed before the ship is alongside.
Particular care must be taken if heavy weather is encountered. The TDC Code states that:
“In cases where severe weather and sea conditions are unavoidable, masters should be
conscious of the need to reduce speed and/or alter course at an early stage in order to
minimize the forces imposed on the cargo, structure and lashings. The lashings are not
designed to provide a means of securing against imprudent ship handling in heavy weather.
There can be no substitute for good seamanship”.
Masters must not be unwilling to slow down or deviate whenever they consider it necessary,
particularly when carrying timber deck cargoes.
4.4.6 Stability with Deck Cargoes

Stability requirements are given in Appendix C of the TDC Code. Whilst the minimum GM is
laid down as 0.15m, it is recommended that, provided the relevant stability criteria are met,
the initial GM should not exceed 3% of the ship’s breadth. For example, for a vessel of 24
metres beam, GoM should ideally not be greater than 0.72m). This will avoid violent rolling in
heavy weather which would impose excessive strain on the cargo lashings.
When computing the ship’s stability, allowance has to be made for the absorption of water by
the deck cargo during the voyage and, if passing through areas liable to icing, an additional
allowance for ice accretion. It must be assumed that the weight of the deck cargo will have

increased by 10% by the time of arrival at the discharging port due to water absorption. For
example, if 2000 tonnes of deck cargo was loaded, then the figure to use in working out the
departure stability will be 2,000 tonnes, but the figure to use in working out the transit and
arrival stability should be 2,200 tonnes. The figure of 10% is laid down in Appendix C of the
TDC Code.
No figure for ice accretion is given in the Code, but it is recommended to use an additional 2%
- 10% depending on the expected conditions. For example, if severe icing is expected the
2,000 tonnes given in the previous example should be increased to 2,400 tonnes by the time
of arrival.
Because of the small margins of stability involved, free surface in all tanks should be kept to a
minimum.

5.1 Loading
5.1.1 Prior to and During Loading

The following procedure should be followed prior to, and during, loading:
• Before arrival in loading port, all holds and bilges must be clean and dry;
• Prepare loading and de-ballasting sequences based on the stowage factor;
• Take out snap cleats, centre and side bolts. Open the hold which is to be loaded first,
then open other holds for preparation for the next load sequence;
• In Savannah port, stevedores will first place black snake pipe inside the hold, from tank
top up to the hatch coaming, connected to the blower. Loading can then commence;
• If the wood chip is not bulldozed in each load sequence, set cargo nets and canvasses
either on the port side or the starboard side of the hatch coaming, crossing between the
opened hatch cover for the first hold to be loaded and the next hold, before or during
loading, otherwise it will overflow on deck;
• After de-ballasting hold no. 3, remove any deposits, then clean and dry the hold ready
for loading;
• Before closing a hatch cover, clean the hatch coaming and the area around it;
• After completion of loading, close all side vents and skylight and access manholes;
• Fumigators will the commence fumigating each hold;
• Finally close all holds and engage all cleats and side bolts.
• Ensure all holds are securely battened down.
5.1.2 Prior to Discharging

The following procedure is to be prior to discharging:
• Prepare a discharging plan, and a ballasting plan for reference;
• If the weather permits, at least 3 days prior to arrival, test run the main conveyor,
hopper conveyor and the shuttle conveyor. Also test run in the combination mode;
• Remove the lashings from the counterweight of the main conveyor, above and below
the counterweight;
• After berthing, prepare and connect the grab bucket;
• Check the conveyor belt for damage and check all roller guides are moving freely;
• At least one day before arrival, if the weather permits, open all holds, but only sufficient
to release the remaining odour of the fumigants;
• At least one day before arrival, place the white net on the side of all top hoppers at
place the side net on the starboard side of the deck;
• Upon arrival, remove snap cleats, centre and side bolts and open the holds to be
discharged first.
• Open the shuttle side door in order to directing the shuttle conveyor towards the shore
hopper;
• Arrange the shooter bag;
• Prepare hatch cover side canvas and then hang it on end side of opened hatch cover to
avoid wood chip falling on the forward and aft edge of the hatch coaming.
5.1.3 Discharging
Wood chip can be discharged regardless of the weather conditions. The following procedure is
to be followed:
• During the discharge, it is important to regularly check that the conveyor belt is
correctly aligned in the main conveyor. Use a chain block if it is necessary to re-align
it;
• Slightly tighten the self aligning feeder roller frame on either side, to align the roller. If
the belt in the hopper conveyor is misaligned, adjust the rear feeder roller bolt;
5. Wood Chip carrier 1st January 2010 Page 1 of 2

• Shovel back the woodchip and wood dust that falls on deck from the main conveyor
during discharging and also the accumulated wood chip and dust in the shuttle room
into the dumping manhole of hold no.1;
• Adjust the shuttle conveyor during discharge to ensure that the spout always points
toward the shore hopper. Also regularly adjust the shooter bag.
5.1.4 After Completion of Discharge

• Hold no.3 should be swept and cleaned (side hopper and ladder only) after discharging,
before filling with ballast;
• Secured back grab bucket and secured in the shuttle conveyor after discharge is
completed.
5. Wood Chip carrier 1st January 2010 Page 2 of 2

DECK and CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Part C
Cargo Operations
Container Section
Container Section 1st January 2010 Page 1 of 1
1.1 Dangerous Cargo

SOLAS Chapter VII, and the IMDG and IMSBC Codes govern the carriage of dangerous
cargoes. The Master and deck officers should have a basic working knowledge of these
publications and their requirements must be complied with. Failure to follow the Codes
introduces the risk of accidents and may prejudice the owner’s P & I and H & M insurance.
1.1.1 The Prohibition of the Carriage of Calcium Hypochlorite on CSM Vessels
CALCIUM HYPOCHLORITE – UN 1748, 2208 & 2880
It is Company policy that the carriage of Calcium Hypochlorite as cargo is NOT PERMITTED
on any of our managed vessels.
In the event that the Master receives instructions from commercial interests to load Calcium
Hypochlorite the Master is to immediately inform the Company who will then deal with the
matter and if necessary issue a written instruction to the Master not to accept the cargo for
shipment.
The Master should verify that this cargo is excluded in the charter party.
The following is a list of some of the synonyms for Calcium Hypochlorite. However, the list
is not exhaustive:
Bleaching Powder Bleaching Powder, containing 39% or less chlorine
Calcium Chlorohydrochloride Calcium Hypochloride Calcium Hypochlorite
Calcium Oxychloride Calcium Salt Caporit
CCH Chloride of Lime Chlorinated Lime
Chloranol Chromate HTH
Hydroxidochlorine Hypochlorous Acid Hy-Chlor
Lime Chloride Losantin Lo-Bax
1.1.2 Preparation for the Carriage of Dangerous Goods

Before drawing up or approving any stowage plan the Master must check if the IMDG Code or
the IMSBC Code applies to any intended cargo. If any such cargo is to be carried, the Master
shall:
• Obtain the information and documents set out in the protocol to the Code to confirm
the nature of the cargo;
• Verify the Certificate of Compliance for the Carriage of Dangerous Goods permits
the carriage of the cargo;
• Verify that the charter party permits the cargo to be carried;
• Consult the Code to establish what the applicable requirements are concerning the
packing, marking, handling, stowage, securing etc., of such cargoes, and the
implications this may have on the general stowage of all cargoes, including non IMDG
Code cargoes, to be carried;
• Ensure that the safety and emergency procedures as set out in the Code can be
followed;
• Ensure that the packing and marking, etc., of the cargo conforms to the Code and that
loading and stowage, etc., are planned and performed in accordance with the Code;
• In all other respects ensure that adequate safety is maintained.

If the charterer draws up the stowage plan or arranges the loading and stowage the Master
shall obtain information from the charterer as to how their intended arrangements comply with
the Code, before approving the stowage plan or permitting loading. The Master should not
accept any pressure from charterer or shippers to permit the loading of any cargo unless he is
satisfied that the cargo is permitted and that the Code can and will be followed.
Master must not allow loading on board of any dangerous cargo that is expressly listed in the
charter-party as excluded cargo, unless prior written approval is received from the company or
commercial operator.
If at any time the Master becomes aware the Code is not being followed he shall immediately
stop cargo operations and insist that corrective action is taken.
The IMDG Code does not permit exemptions from the Code, or allow any lesser standard of
care than that contained in the Code, although in some places extra precautions may be
imposed by local regulation. However, some port state authorities have sometimes approved
or permitted a stowage that does not meet the minimum standard of the Code. Even if
approved by a regulatory body, if the stow does not meet the minimum standard of the Code,
insurance is still potentially prejudiced. If it appears the approved stow does not conform to
the Code the Master shall check with the authority the basis upon which their approval
complies with the Code.
It is expected that all senior deck officers be familiar with the content and application of the
IMDG Code. Therefore no particular details are given in this manual with respect to stowage,
segregation, packing, etc., that are included in the Code.
The Chief Officer is to ensure that the requirement for posting IMDG relevant information in
public spaces is complied with.
1.1.3 Certificate of Compliance for the Carriage of Dangerous Goods

A copy of the Certificate of Compliance for the Carriage of Dangerous Goods (CoC-DG)
must be available in the cargo office and all deck officers must be familiar with the restrictions
of the carriage of dangerous goods.
The Chief Officer must ensure that the approved stowage plan and final loading plan are in
strict compliance with the CoC-DG, which clearly indicates what classes of dangerous goods
and in what type of packaging are permitted to be loaded in particular holds or on deck
spaces. The CoC-DG also lists the special arrangements which must be complied with at all
times and the Chief Officer must consider these special arrangements prior to approving
dangerous goods for loading.
SOLAS states that Classes 6.2 (Infectious substances) and 7 (Radioactive material) do not
need to be listed on the Certificate of Compliance for the Carriage of Dangerous Goods.
This does not prevent any vessel from carrying a cargo coming under Class 6.2 or 7, but the
express written approval from the company or commercial operator must be received prior to
loading such a cargo.
1.1.4 Documents Required Relating to Dangerous Goods

Vessels carrying dangerous goods and/or marine pollutants must have a special list or
manifest that is in accordance with SOLAS chapter VII, regulation 4.5, and with MARPOL
Annex III, regulation 4(3). Such list or manifest as a minimum must contain the information
required by the IMDG Code set in 5.4.1.4 and 5.4.1.5 and in addition the stowage location
and total quantity of dangerous goods or marine pollutants. A copy of IMO FAL Form 7,

Dangerous Goods Manifest (DGM), is reproduced in IF03 – Dangerous Goods Manifest as
an example of the mandatory information required. The layout of the form is optional.
It is the responsibility of the Chief Officer to ensure that any Dangerous Goods Manifest or list
provided contains all the required information. If any information such as the IMO No.,
Master’s name etc. is missing it can be added by the Chief Officer. If information relating to
the dangerous goods is missing or is found to be incorrect the Master must request the correct
information to be provided prior to loading such a cargo or at the very latest prior to departure
from the loading port.
A full set of Dangerous Goods Manifests, or a comprehensive list, of the dangerous goods
carried and their location on board must be available in the cargo office and also on the
navigation bridge. It is the Chief Officer’s responsibility to maintain all documents related to
dangerous goods updated.
Dangerous goods documentation must be carefully scrutinised and compared with the IMDG
Code prior to approval for loading on board. The Chief Officer and Master should take into
consideration following:
• That the documentation received provides the minimum required information;
• That the Proper Shipping Name on the documentation corresponds to that in the IMDG
Code;
• The Class, UN Number, Packing group and Subsidiary risk correspond to the IMDG
Code classifications;
• Limited or Excepted Quantity to be compared with the IMDG Code requirement for the
maximum allowed packaging and checked with the weight of the cargo and the number
of packages;
• The number and type of packaging is in accordance with those approved by the IMDG
Code;
• Any special provisions for particular cargoes are to be carefully evaluated;
• Special attention must be paid to the stowage and segregation of each particular cargo,
as there may be additional restrictions with respect to segregation in addition to the
basic requirements of the class or sub-risk of a particular cargo.
1.1.5 Marking of Containers Carrying Dangerous Goods

Containers carrying dangerous goods are marked using standardised placards. These
placards, and, if applicable, ‘Marine Pollutant’ placards or other signs, must be at least 250 mm
by 250 mm in size and should be affixed to the exterior surfaces of a container to provide a
warning that
the contents of the unit are dangerous and present risks.

Figure 2: Correct marking on a container side
If possible, the placards, hazard labels, markings or warning symbols on the outside of the
container should not be obscured when the container is opened.
Figure 3: Incorrect marking on a container side
It is the responsibility of the duty deck watch officer as well as the ratings assigned for
supervision of cargo operations to verify that proper placards have been displayed on all
containers loaded with an IMDG cargo, in accordance with the cargo plan provided by the Chief
Officer. In the case of missing or incorrectly positioned placards the Chief Officer is to
communicate the problem to the local or main planner in charge. Should stevedores or
charterers fail to provide the required placards for the proper marking of an IMDG cargo, such
containers should not be accepted for loading.

Figure 4: Correct marking of a container for maritime transport
It’s recommended that one placard is additionally placed on the roof of the container unit in
order to warn the gantry or crane operator about the IMDG cargo they are about to lift.
Whenever dangerous cargoes present several risks, subsidiary risk placards should be
displayed in addition to the primary risk placards. Both primary and subsidiary risk placards
must carry the class numbers. Containers containing cargoes of more than one class,
however, need not bear a subsidiary risk placard if the hazard represented is already indicated
by the primary risk placard.
Figure 5: Dangerous cargo container carrying dangerous goods of various classes
For dangerous cargo containers carrying dangerous goods of only one class, other than
cargoes of Class 1, which constitute a full load for the container, should have the UN Number

for the commodity displayed in black digits not less than 65 mm high either against a white
background in the lower half of the class placard or on an orange rectangular panel not less
than 120 mm high and 300 mm wide, with a 10 mm black border, to be placed immediately
adjacent to the placard. According to the IMDG Code, the regulation applies from a mass of
4,000 kg.
Figure 6: Consignment with hazardous materials, UN number stated
Containers under fumigation may require special precautions and are included in Class 9 of the
IMDG Code. When a closed container or its contents has been fumigated and is to be shipped
under fumigation, a warning sign should be affixed to the outside of the doors so that it is
clearly visible to any person operating the door. An example of such a warning sign is given in
Figure 6 below. The sign should state the fumigant, the method of fumigation employed and
the date and time when it took place. The sign should only be removed when the unit has been
ventilated after fumigation, to ensure that no harmful concentration of gas remains.
Figure 7: Warning sign ‘FUMIGATION WARNING’

1.2 Container Seals Damaged or Missing
There are several possible causes for missing or damaged container seals, all of which could
present a risk for the carrier and crew. The crew should pay as close as possible attention
during the loading operation and during the port stay to the condition of the seals on container
units. Each missing or damaged seal should be reported immediately to Chief Officer or the
Master.
The Master should inform the charterer, company and commercial operator as soon as
possible, but not later than with sending the departure reports for the particular port stay.
Should missing or damaged seals be found during the voyage, a report must be made as soon
as possible but not later than within 24 hours. Form ECI90 – Container Seal Record is to
be used for this purpose.
Container seals are usually provided by the charterers and the vessel should ensure that there
is a sufficient supply of container seals available on board. Where the charterer is not willing
or able to supply container seals, CSM numbered security seals are to be used and the
company informed accordingly in order to arrange for an additional supply if required.
When loaded or empty container that is declared as sealed is found unsealed, a replacement
seal must be fitted if practicable. If a seal is found damaged, an additional seal is to be fitted
without removing the damaged seal. If the fitting of a new seal is not practicable due to the
stowage position and inaccessibility, an appropriate record is to be made in ECI90 –
Container Seal Record.
An appropriate record must also be made in the Deck Log Book in a condensed form with a
reference to form ECI90 – Container Seal Record.

2.1 Cargo Planning
The Chief Officer is responsible for the planning and execution of all cargo, ballasting and hold
cleaning operations. Planning should be carried out as far in advance as possible. The Master
must review and approve each cargo plan.
No cargo operation should take place unless it has been adequately planned, the Master and
Chief Officer are completely satisfied that it is safe to do so, and that all relevant
considerations have been taken into account, discussed on board, and that all involved
personnel have been updated.
Communication with the company, operator, and terminal prior to arrival at the loading and
discharge ports is important in ensuring adequate preparation and thus preventing delays.
After each cargo plan has been approved by the Master a meeting should be held with the
Deck Officers to discuss the content. Deck Officers shall initial the plan to indicate that they
have read and understood it. The Chief Officer must ensure that the IMDG manifests, reefer
manifests (temperature instructions), oversized, un-containerized cargo and any other special
cargo details being handled are also discussed. Additionally, the basic details of each plan
must be discussed with the deck watch ratings to the extent that it affects their work.
Whenever possible, the Chief Officer should involve Junior Officers, particularly the Second
Officer, in the preparation of cargo plans. Their involvement will have the following benefits:
• They will have a better understanding of the current plan being developed;
• They will provide input, which may in itself improve the plan;
• They will learn the process of developing cargo plans.
Where modifications to a plan are required these must be carefully and fully documented
before the cargo operation takes place, and must be approved by the Master. The changes
must be discussed with the Deck Officers and the fact that changes to the original plan have
been made and discussed with the Deck Officers must be recorded on the plan.
2.1.2 Preventing Damage to Containers

Care should be taken to prevent containers from being damaged or lost overboard. The
following is considered best practice:
• Containers are always to be secured in accordance with Cargo Securing Manual;
• Verification that stack weights are not exceeded;
• In case bad weather is expected and there is a possibility to fit additional lashing it
should be done;
• Avoid isolated stacks of containers stowed on deck, especially at the ship’s side. Where
possible, load containers so they are evenly distributed;
• Avoid loading heavy containers above light containers and at the top of a stack;
• Examine containers for physical defects – check the corner posts carefully. The corner
posts have to resist high compression forces as a result of static weights from
containers stowed on top and from dynamic forces that occur when the ship rolls,
heaves and pitches. Containers with damaged corner posts placed in the bottom of
stow are likely to collapse. Reject damaged containers;
• Check that all cell guides are clear of obstacles, are straight and not buckled;
• Check that turnbuckles are fully tightened; loose lashings will be ineffective;
• Check lashing equipment for defects and discard worn or damaged equipment;

• Use only lashing equipment specified in the Cargo Securing Manual. No substitution
of designated lashing equipment is permitted without prior company approval;
• Regularly examine all lashing components, including ship fittings, for defects and wear.
Replace any worn or damaged fitting. All equipment should be checked, not just that
in regular use;
• Give shore gangs precise instructions at to how containers should be secured;
• Try to avoid loading ‘high cube’ containers on deck in the first or second tier. Lashing
rods are more difficult to fit and special rods with extension pieces are often needed.
Identify where ‘high cube’ containers are to be stowed before loading. It may be
necessary to reposition them.
It is often difficult to know when lashing components should be replaced. Few organisations
issue criteria for replacement and the Master must exercise his own judgement. If in doubt,
replace the equipment. Pay special attention to dovetail or sliding socket foundations.
During rolling the forces on container corner posts can be up to three times greater than the
upright compression forces. It is important to Weather route to avoid areas of bad weather
and areas where high seas are common.
2.1.3 Shore Based Planning

It is common practice that stowage plans are prepared by shore planners, most of which are
employed by the charterer. Shore based planning makes for speedy and effective port
turnaround and avoids excessive shifting of containers by knowing in advance which containers
are destined for which port.
Although in most instances shore planning is professional, shipboard management must never
rely on its accuracy. It is the responsibility of the Chief Officer and Master to check pre-stow
plan, which is usually sent by e-mail, and promptly advise the shore planner if there are any
stability criteria not being complied with. The Master remains responsible for ensuring the plan
is safe and does not affect the seaworthiness of the vessel. He shall not approve any plan
drawn up by charterer until he has proper information on the cargo to be loaded, sufficient
that he could draw up his own plan if necessary.
Suggestions for improving the stowage should be passed to shore planner as soon as possible
to enable the necessary changes to be made prior to the vessel berthing and the
commencement of cargo operations. In instances where the pre-stow plan is received only
when the vessel is berthed and brought on board by local planner, the Chief Officer and Master
must make every effort to check and approve the stowage plan to avoid unnecessary delays in
cargo operations, always bearing in mind that safety of crew, environment and vessel comes
first. In cases where problems with the pre-stow are encountered and changes are necessary
the Chief Officer together with Master should try to approve parts of the stowage plan which
are not affected and allow the cargo operation to start whilst they work with the shore planner
on the best solution for the remaining cargo stowage.
2.1.4 Cargo Stowage Plan – Check and Approval

When checking a stowage plan, the Chief Officer must consider the vessel’s trim and stability,
weight limitations in the vertical distribution and the permissible stack loading, and how these
may alter from when the loading starts until the final cargo is discharged.
If the vessel is on a liner trade or otherwise loading or discharging at several ports or berths,
the loading and discharging sequences must be calculated to take into account the stability
between ports and berths. Where long sea passages are involved stability should be checked
for all parts of the voyage, including the mid-point as well as departure and arrival, before final
approval of the stowage plan is given. Consideration must also be given to the particular

requirements of deck and dangerous cargo, and cargo which requires particular stowage
arrangements.
Under the Bills of Lading the owners are usually liable to the cargo owners for damage to the
goods during loading or discharging, or for poor stowage and securing, even if under the
charter- party the charterer arranges and pays for cargo handling. During loading and
discharging, the Master shall arrange a continuous watch of cargo operations under the control
of a responsible officer to monitor that the cargo is properly and safely loaded, handled and
secured. Any cargo or vessel damage should be reported to the Chief Officer or the Master
and be noted in the Deck Log Book.
In the event of poor cargo handling or stowage the Master must attempt to remedy the matter
and hold the stevedores responsible in writing, with a copy to the local agent and the
charterer. If necessary the Master should contact the company or the commercial operator to
obtain the assistance of the local P & I Club correspondent to assist in negotiating with the
stevedores to solve such problems and to record the nature, cause and extent of any damage.
However, pure cargo damage caused by the stevedore or a third party should be recorded
separately.
In case of stevedore damage form ECI55 - Stevedore Damage Report or ECI56 –

Container Damage Report should be completed depending on what has been damaged.
A cargo stowage plan must be completed for every port. The cargo plan should cover all
stages of loading and discharging.
• The quantity and type of cargo carried in different holds/deck/bay;
• The relevant properties of cargo;
• Critical stages of the operation must be identified and the action required to reduce the
risk;
• Hazards of the particular cargoes;
• Stow positions of all IMDG, reefer & oversized containers and main particulars.
Also, as required:
• Number of gangs and type of cranes to be used;
• Bunkering;
2.1.5 Final Load Plan

Master should not depart from the port without a Final Load Plan and the verification of the
same. It is common that in some less organised ports the pre-stow plan is not followed and

therefore a thorough check of the Final Load Plan that is delivered to vessel upon completion
of cargo operation is essential. In well organised container terminals the shore planner will
advise the Master that the pre-stow plan is the Final Load Plan. This should be accepted with
adequate notice. The Final Load Plan may be in either an electronic form or in hard copy,
both are acceptable for record keeping. In case Final Load Plan is not received on board
Master should use form ECI124 - Final Load Plan Non-Delivery Protest.
Should the verification of the Final Load Plan reveal non-compliance with stability, stress,
stack weight, lashing or any other limitation the Master must not allow departure of the
vessel. Protest must be noted against the local stevedoring entity and charterers ECI125 -
Non-Compliance with Approved Pre-Stow Plan Protest. The stevedore foreman,
charterers, commercial operator and the company must be immediately notified.

completely recorded. Form ECI106 - Statement of Facts should be used and the main
Duty deck officers should maintain records of all events that are related to the cargo operation
and to relay the same to the Chief Officer upon request. These records should include the
times of the following:
• Stevedores came on board;
• Unlashing commenced
• The commencement and completion of discharging or loading of each bay;
• When hatch covers are opened or closed;
• When securing of hatch covers has been verified by the deck officer;
• When each reefer unit was loaded and plugged to vessel’s power supply, with a reading
of both supply and return temperature;
• The names of traffic passing close by;
• Stoppages in cargo operations and the reason for them;
• Shift change;
• Additional gangs starting or stopping working;
• Significant weather changes such as rain, snow, hail;
• The start and stop and any other events that are related to the cargo operation or the
vessel’s port stay; such as: bunkering, garbage disposal, inspections, etc.

the vessel.

3.1 Hatch Covers

The condition and watertightness of hatch covers, coamings and access hatches is vital to the
safety of the vessel and the protection of the cargo.
Leaking into cargo holds may be caused by:

• Normal wear and tear;
• A lack of maintenance, or corrosion, or a lack of adequate lubrication;
• Stevedore or crew mis-handling.
Hatch cover performance can be improved by effective maintenance and by following the
manufacturer’s recommendations. The planned maintenance system should give detailed
instructions on maintenance requirements and it is incumbent on the vessel’s personnel to
ensure that it does. The planned maintenance system should be updated to include any
particular requirements for particular equipment. In general the Chief Officer should observe
the following maintenance programme:
• Maintain an adequate paint coating protection of the steel work to avoid corrosion;
• Periodically replace sealing rubbers and packing as required;
• Periodically overhaul and lubricate moveable parts;
• Maintain periodical inspections of the condition of all components such as packing,
compression bars, locking devices, load bearing surfaces, the condition of the coating
top plate, and that drainage holes are clear;
• Periodical inspections of the hatch cover hydraulic systems;
• Carry out hose tests during ballast passages when the hold is empty.
During examination of the hatch covers and coamings the satisfactory condition of the
following should be checked, as applicable:
• Hatch covers for corrosion, cracks, deformation;
• The tightening devices of longitudinal, transverse and intermediate cross junctions
(gaskets, gasket lips, compression bars, drainage channels);
• Clamping devices and retaining bars;
• Chain and rope pulleys;
• Guides, guide rails and track wheels;
• Stoppers etc.;
• Wires, chain tensioners and gypsies;
• The hydraulic system including the condition of hydraulic hoses, electrical safety
devices, and interlocks;
• End and inter panel hinges, pins and stools;
• Ramp profiles and the stowage area;
• Backup structure in way of wheels, guides, hinges;
• Container sockets designated for lifting off pontoons.

If there is evidence of deformation of the hatch panels, it may be necessary to arrange service
from a manufacturer’s representative. An ultra sonic test may also be required.
Any damage to the hatch covers, and their repair, require the attendance of a class surveyor.
Repairs must only be carried out with the full knowledge of the technical superintendent.
When repairs are carried out to any steel structure, note that the material is mainly high
tensile steel. Only high tensile ship building steel approved by the class society should be used
as a substitute.

DCO (Dry Cargo) - Part C Container (Rev. O)
Hatch covers on container vessel must be weathertight. The seal between the hatch cover and
the coaming is achieved by means of a rubber profile seal which is fitted on the panel and
pressed against the stainless steel flat bar on the coaming rubber profile top. This hatch cover
seal may be of a sliding type or lift-off pontoon type.
The seal between the hatch cover pontoons are of different types. Most common is a lip
system where a simple rubber sheet protects against direct water ingress but does not provide
watertightness. A lip system may be with single rubber sheet, which will provide minimal
protection from water ingress, up to a 3-lip system (see figure 1).
Another common type is an ‘Omega’ seal that might be of a ‘pressurized’ type or a ‘vacuum’
type. Other less common type of sealing arrangements might be encountered. Some vessels
do not have any sealing between hatch cover pontoons (see figure 2). Container vessel cargo
holds are not generally watertight and this has to be considered if cargo other than containers
are to be loaded into the holds.
Detailed instructions of the proper operation and maintenance of hatch covers and all their
associated parts are to be found in the manufacturer’s manuals. The Chief Officer is to ensure
that all deck hands are familiar with these requirements and instructions in order to avoid
damage and delay. The Chief Officer is also to consider the preparation of detailed ship-
specific procedures with graphical presentations if hatch cover operation is complicated and
requires a precise series of actions to be executed prior to their opening or closing.
Figure 1: Triple lip system

Figure 2: No rubber seal between pontoons
Drainage gutter bars are arranged on the coaming and in the joints. Non-return drainage
valves may be fitted to the coaming at each corner. Testing and cleaning of the drainage
valves on the coaming, and replacing parts as necessary should be carried out as per PMS and
recorded in ECI50 - Cargo Hold Inspection. However, some container vessels do not have
this drainage arrangement.
Holds may be designed for the carriage of dangerous cargo (Class 1) and therefore the hatch
covers are fitted with a water spraying system in addition to the normal fixed fire fighting
system that is installed for all cargo holds. Commonly this additional fire fighting system is
installed for the forward-most cargo holds.
It is important to regularly check the condition of seals and packing for wear and tear and
mechanical damage. The use of cleaners and the lubrication of rubber packing is important.
Damaged packing should be replaced. All should be recorded in ECI50 – Cargo Hold
Inspection.

Hatch covers are secured to the coaming by top and bottom quick-acting cleats. The cleats
consist of an eye bolt and a cam which is turned by a lever which produces the pulling force
against the coaming. The length of the cleat bolt is adjusted by a nut and the necessary
resilience on the cleat is produced by a rubber washer being compressed between steel
washers. When opened, the cleats must be carefully put in the parked position so that they
are not damaged by the moving cover. Ensure that all cleats are opened before operating the
cover. Considering the huge variety of hatch cover cleats (see figure 3), the above is just a
short description of one of the many possible securing systems. Vessels should refer to the
manufacturer’s instruction manual.

Figure 3: Securing assemblies
The securing arrangements for the hatch covers must be kept in good working order and
damage must be immediately dealt with.
In order to ensure watertightness the tightening capacity of the cleats should be regularly
checked and adjusted as necessary.

Figure 4: Cross section of a multi panel hatch illustrating the
compression bar gasket and cleat arrangement

In the case of emergency, sealant tape for hatch covers can be used to prevent leakage of
water into the cargo holds.
3.2 Cargo Holds

Cargo holds to be loaded should be clean, dry, free from the residues of previous cargoes, and,
where necessary, odourless.
Under no circumstances should the vessel’s crew work in the cargo holds at the same time as
a cargo operation is on-going.
If the required degree of cleanliness is not evident from the charterer’s voyage instructions
then the company should be contacted for assistance. It may be that only sweeping will be
necessary. Once this is known, the cleaning operation can be planned.

Cargo residues are classed as MARPOL Annex V Category 4 garbage and must be disposed of
in accordance with the Garbage Management Plan, and the disposals entered in the
Garbage Record Book.

The maintenance of holds in good condition is of primary importance in ensuring that the cargo
remains in good order and as delivered on board. The method of cleaning and the time
required will vary on different ships and with different cargoes. The Chief Officer shall:

• Ensure that after the completion of discharge the hold and bilges are immediately
cleaned and that all previous cargo residues are removed;
• If at the time of cleaning the holds, the next cargo is not known, the holds should be
prepared to the highest standard. It is essential that sufficient preparation is made to
pass the rigid standards applied by the inspecting surveyors;
• Ensure that holds do not have any odour from the previous cargo;
• Ensure that cargo holds and fittings are carefully checked and that repairs are made as
necessary.
Each hold cleaning operation must be logged and recorded in ECI50 – Cargo Hold
Inspection. On a vessel that is engaged in purely containerised cargo carriage it is expected
that cargo holds will require periodical cleaning to remove debris.
may be left under the control of a deck officer or a responsible crew member. At sea, when
the Chief Officer is not on deck, a work programme is to be available on the bridge for the
Progressive hold maintenance should always be carried out whenever necessary in order to
eliminate any deterioration of coatings and the risk of failing an inspection.
After completion of cleaning the condition of the following should be carefully checked in each
hold or cargo space:
• All ladders;
• All air pipes;
• Cover plates for manholes and the gratings for bilge wells;
• Cleanness of bilge wells;
• Thermometer pipes, if fitted;
• Sounding pipes and their casings;
• Pipes of any fire extinguishing system – e.g. CO2;
• Lighting arrangements (which should be isolated if necessary for the intended cargo);
• Test of the bilge suctions;
• Test of the bilge high level alarms;
• Ventilation fans and flaps;
• Cell guides and supports;
• Corner seats for containers and cones, if fitted.

Figure 5: Typical cargo hold configuration for a container ship

Figure 6: Nomenclature for typical transverse section in way of cargo hold
Additional checks and test may be required depending on the vessel and hold type, and the
form ECI50 – Cargo Hold Inspection should be completed on each occasion a hold is
cleaned and inspected. Any defects which do not immediately affect the suitability of the hold
to carry the intended cargo must be reported on the form and dealt with in due course.
A inspection of each cargo hold is to be carried out in accordance with company requirements
at least annually and the form ECI85 – Cargo Hold Condition should be completed.
For any damage to the structure caused by stevedore’s and/or their servants form ECI55 –
Stevedore Damage Report should be completed.

3.2.4 Material Wastage and Corrosion
General corrosion appears as a non-protective, friable rust which can occur uniformly on hold
or tank internal surfaces that are uncoated. The rust scale continually breaks off, exposing
fresh metal to corrosive attack. Thickness loss cannot usually be judged visually until
excessive loss has occurred. Failure to remove mill scale during construction of the ship can
accelerate corrosion experienced in service. Severe general corrosion in all types of ships,
usually characterized by heavy scale accumulation, can lead to extensive steel renewals.
Grooving corrosion is often found in or beside welds, especially in the heat affected zone. The
corrosion is caused by the galvanic current generated from the difference of the metallic
structure between the heat affected zone and the base metal. Coating of the welds is
generally less effective compared to other areas due to roughness of the surface which
exacerbates the corrosion. Grooving corrosion may lead to stress concentrations and further
accelerate the corrosion process. Grooving corrosion may be found in the base material where
the coating has been scratched or the metal itself has been mechanically damaged.

Grooving Pitting Erosion
Figure 7: Types of Corrosion
Pitting corrosion is often found in the bottom plating or in horizontal surfaces, such as face
plates, in ballast tanks and is normally initiated due to local breakdown of coating. Once
pitting corrosion starts, it is exacerbated by the galvanic current between the pit and other
metal.
3.2.5 Fractures
In most cases fractures are found at locations where stress concentrations occur. Weld
defects, flaws, and where lifting fittings used during ship construction have not been properly
removed are often areas where fractures are found. If fractures occur under repeated stress
which are below the yielding stress, the fractures are called fatigue fractures. In addition to
the cyclic stresses induced by wave forces, fatigue fractures can also result from vibration
forces introduced by the main engine or propeller, especially in the after part of the hull.
Fractures may not be readily visible due to lack of cleanliness, difficulty of access, poor lighting
or compression of the fracture surfaces at the time of inspection. It is therefore important to
identify, clean, and closely inspect potential problem areas. If the initiation points of a fracture
are not apparent, the structure on the other side of the plating should be examined.
A fracture initiating at latent defects in welds more commonly appears at the beginning or end
of a run of welds, at rounding corners at the end of a stiffener, or at an intersection. Special
attention should be paid to welds at toes of brackets, at cut-outs and at intersections of welds.
Fractures may also be initiated by undercutting the weld in way of stress concentrations.
Although now less common, intermittent welding may cause problems because of the
introduction of stress concentrations at the end of each length of weld.

It should be noted that fractures, particularly fatigue fractures due to repeated stresses, may
lead to serious damage, e.g. a fatigue fracture in a frame may propagate into shell plating and
affect the watertight integrity of the hull.
3.2.6 Deformation
Deformation of structure is caused by in-plane load, out-of-plane load or combined loads. Such
deformation is often identified as local deformation, i.e. deformation of a panel or stiffener, or
global deformation, i.e. deformation of a beam, frame, girder or floor, including associated
plating.
If in the process of the deformation a large deformation is caused due to a small increase of
the load, the process is called buckling.
Deformations are often caused by impact loads or contact and inadvertent overloading.
Damage due to bottom slamming and wave impact forces are, in general, found in the forward
part of the hull, although damage may also occur in the afterpart of the hull.
In the case of damage due to contact with other objects, special attention should be drawn to
the fact that although damage to the shell plating may look small from outboard, in many
cases the internal members are heavily damaged.
Permanent buckling may arise as a result of overloading, overall reduction in thickness due to
corrosion, or contact damage. Elastic buckling will not normally be directly obvious but may
be detected by evidence of coating damage, stress lines, or shedding of scale. Buckling
damage may often be found in webs of web frames or floors. In many cases, this may be
attributed to corrosion of webs or floors, wide stiffener spacing or wrongly positioned
lightening holes, man-holes, or slots in webs and floors.
It should be noted that inadvertent overloading may cause significant damage. In general,
however, major damage is associated with excessive corrosion and contact damage.

Ventilation of the cargo is a critical operation and if not properly controlled may result in
serious cargo damage. Different climatic conditions, humidity, temperature variations and
uncontrolled cargo hold atmospheres in general may cause vapour condensation and damage
to the cargo. This might not be serious while the vessel has full load of dry box containers, but
in cases of open container units for example carrying onions, garlic, potatoes, etc. it is very
important.
The Chief Officer shall:

• Ensure that the ventilation system is maintained in good operating order with all
mechanical parts well greased and moveable;
• Make appropriate log entries twice daily throughout the voyage when hold ventilation is
required and maintain a record of temperatures and dew points of external air and of
the hold for guidance to avoid sweating;
• Examine all ventilator intakes and closing devices, and grease the spindles as required
by the planned maintenance system;
• Ensure the water tightness of the ventilation system at all times.
It has to be considered that permanent mechanical ventilation is required for some IMDG
cargoes if stowed in cargo holds.

Bilges in cargo holds are normally provided with bilge alarms. These alarms give advance
warning before the level of the bilges reaches the tank top, enabling them to be pumped out
before serious flooding occurs.
If bilge pumping is required it is extremely important to avoid any pollution. If there is any
contamination of the bilge water by a pollutant then the contents must be retained on board
and disposed of using an alternative method.
Bilge alarms fitted in cargo spaces are to be tested monthly and form ECI51 - Cargo Hold
Bilge Alarm must be completed.
3.3 Reefer Containers

Refrigerated cargo is, by its very nature, both delicate and expensive. To properly care for this
cargo, regular controls and maintenance are required. The huge number of reefer containers
in service and their origins and destinations result in many arriving onboard ship in a sub-
standard condition. Although checks on these units are normally properly conducted in major
ports, there are still many ports in the world where they will not even receive the most basic
checks, and in addition there is the possibility of refrigerated containers being transhipped
directly from one vessel to another in poor condition.
The container owner normally provides precise instructions on how to care for the refrigerated
containers they load. These instructions are intended to both complement and supplement
those provided by the charterer. Full records of all checks as well as temperature and
ventilation monitoring, damage & failure reports have to be maintained and kept.
The risk of being supplied with a substandard reefer container is always present and all efforts
must be made to perform pre-loading checks with respect to its integrity and correct
functioning.
Any cargo owner’s and charterer’s special requirements for the carriage of reefer containers
are to be outlined in the Chief Officer’s and Chief Engineer’s handing over reports.
Charterers will commonly provide the vessel with their own instructions regarding reefer
container procedures, including the forms to be used for reporting information such as
damage, inventory lists, temperature monitoring logs, etc. Charterer’s procedures are to be
followed as long as they are not in direct contradiction with CSM procedures. If so, the advice
of the company is to be sought. Charterer’s forms may be used in lieu of CSM forms provided
the minimum required company standard information is contained in them. If that is not the
case both the charterers and the CSM forms are to be used unless otherwise instructed by the
company.
3.3.2 Reefer Manifest

A Reefer Manifest is often referred to in various terms, including reefer list, temperature
control list, temperature instruction letter, etc. It is important that the following information is
included:
• Container number;
• Setting temperature, either in Celsius or Fahrenheit with a clear indication of ‘plus’ and
‘minus’ values;
• Commodity;
• Port of loading and port of discharge;

• Size and type of unit;
• The ventilation setting, if applicable, with a clear indication of the unit of measurement,
or alternatively an indication of ‘no’ ventilation or ‘closed’ ventilation;
• Relative humidity percentage if applicable;
• Controlled or modified atmosphere if applicable;
• IMDG class and packing group if applicable;
• Other special provisions or remarks.
The Chief Officer must ensure that Reefer Manifests are all available on board prior to actually
loading reefer units in order to ensure proper control and monitoring.
The setting temperature must never be changed without prior written instruction from the
charterer. Where it is detected that the actual setting temperature on a refer container is not
the same as that in the Reefer Manifest, the matter must be referred to both the charterer and
the company, as prescribed in form ECI93 - Reefer Container Failure - Repair Report.
3.3.3 Controlled Atmosphere (CA) / Modified Atmosphere (MA) / Cold Treatment

(CT)
CA, MA, CT and other rare transportation systems are occasionally encountered with reefer
containers. Containers carried under those regimes require special attention and will always
be provided with special carriage instructions and reporting procedures, provided by the
charterer or by the cargo owner. Where these are not provided the Master must immediately
make a request to the charterer and inform the company.
CA & MA containers are transported with the ventilation closed and this must be carefully
checked. Depending on the shipper and type of system fitted Nitrogen might be provided for
controlling the internal atmosphere. There are also systems where a Nitrogen generator is
loaded as an additional container unit and which provides a constant supply of Nitrogen to
containers which are under a CA.
CT is a method used to eliminate harmful insects by keeping the temperature of fruit below a
specific temperature for a specific period of time. These are called protocols and have been
established by the receiving country’s Phytosanitary Authorities - e.g. USDA (USA), BAPHIQ
(Taiwan), etc. Protocols vary depending on the insects and countries involved.
3.3.4 Reefer Container Operation

The Master has the overall responsibility for all cargo on board. However, the Chief Officer and
the Chief Engineer are equally responsible for ensuring that the cargo is properly cared for
whilst on board.
The task of monitoring and repairing a reefer container may be delegated but this does not
relieve the Chief Officer and Chief Engineer from their responsibility. The Electrician or Reefer
Engineer should inspect every reefer unit upon loading and confirm its proper operation,
temperature, ventilation and other setting parameters which are detailed in the Reefer
Manifest.
A record must be maintained on form ECI91 - Reefer Container Plug-in Record, and
reported to the Chief Officer prior to departure. Should there be any significant discrepancy in
the Setting Temperature and the Supply/Return Temperature the Chief Officer must be
informed in order to clear the matter with the local planner and if needed to prepare a Letter of
Protest.

Reefer containers are not designed to cool down the cargo loaded in them, but rather they
are constructed to refrigerate and maintain the temperature of that cargo.
3.3.5 Reefer Container Malfunction

In the case of a malfunctioning reefer container, it is imperative to follow the charterer’s and
cargo owner’s instructions.
Any damage, malfunctions or failures are to be recorded on form ECI93 - Reefer Container
Failure - Repair Report, and the form is to be immediately submitted to the Master. The
Master is to inform the charterer and cargo owner, if known, immediately by e-mail, telex or
fax followed up by a full report, always with copy to Company and commercial operator.
The Master and Chief Engineer should ensure that they make full remarks on form ECI93 -
Reefer Container Failure - Repair Report. If possible or appropriate, obtain shore
assistance through the agent, charterer, cargo owner or the company to solve the problem
whilst in port. If matters cannot be resolved prior to departure, the shippers are to be
informed in writing of the malfunction and instructed to remove the malfunctioning unit from
the vessel. If the port or charterer either refuses to discharge a malfunctioning reefer
container, or provide shore technicians to rectify a problem, the Master should record this fact
in the Deck Log Book and attempt to lodge a suitable protest.
In some cases protests or remarks on documents may not be accepted by the port or
charterer. The Master should then notify the company and seek instructions. Damaged or
malfunctioning reefer containers should be rejected.
It is essential to endeavour that sufficient spare parts including recharging gas are kept
onboard. A monthly inventory of reefer spares and gases should be maintained on the form
provided by charterer or any of their line partners. CSM will not usually supply reefer
container spares or gas, normally the cargo owner or charterer do that.
3.3.6 Reefer Container Maintenance and Spares

A maintenance instruction booklet for the different types of reefer container carried should be
included with the set of spares. It is customary for charterers to require using their own
inventory list and their own spare part code numbers for easy record keeping and ordering of
spares. Vessels should comply with this request.
Should the charterer have several line partners, it is very likely that each of the partners will
supply their own reefer spare part kits with accompanying paperwork. The Chief Officer and
the Electrician or Reefer Engineer must take extra care to maintain the particular inventories
updated and that all used spares are accounted for. This is due to the fact that reefer spare
parts are very expensive and if missing will be credited against the vessel’s account.
Be aware that many reefer containers have their own internal data logger which will
immediately show any discrepancy in carriage temperatures, loss of power, alarms, etc.
Correct records of events are therefore essential. Do not tamper with temperature
recording charts.
Any maintenance carried out on a reefer container whilst on board must be reported using
form ECI93 - Reefer Container Failure - Repair Report.

3.3.7 Pre-Loading Procedures
Prior to loading any reefer containers, the Master shall check the charter-party to confirm who
holds the responsibility for plugging in, unplugging and cargo care during the voyage. The
charterer’s written instructions are to be studied and complied with.
The Master should receive a list of reefer containers together with written carriage instructions
– Reefer Manifests – prior to loading. If he does not receive clear written instructions he shall
ask for them, and protest if they are not provided prior to the commencement of loading the
first reefer container. NEVER accept verbal instructions.
The Chief Officer should review the written carriage instructions - Reefer Manifest - received
from the terminal, supervisor or agent, and which should clearly state the commodity, carriage
temperature, set point and ventilation setting.
The instructions should be checked for obvious errors such as plus temperatures for frozen
goods or minus temperatures for fresh fruit.
After confirming correctness, the above information is to be circulated to the duty officers, the
Chief Engineer and Electrician, including the total number of reefer containers to be loaded and
the approximate time of loading.
Prior to loading and after the above information has been circulated, the Chief Engineer is to
ensure there is sufficient electric power for the total number of reefer containers which have to
be supplied from the vessel’s electrical system. He also has to ensure that the reefer container
sockets and the earth fault detection system is operational.
3.3.8 Procedures Once Loaded

When the reefer units have been loaded the Duty Officer together with the Electrician or Reefer
Engineer shall ensure for the units being plugged in that:
a) The reefer container ID number matches that on the cargo plan;
b) The set point is correct;
c) The ventilation setting is correct;
d) The container compressor and machinery are functioning properly and making no
abnormal noises;
e) The container is sound (i.e. no holes, the doors properly secured and sealed etc.)
In case of an earth fault alarm in the engine room when plugging in a container the duty
officer shall be informed immediately, and should disconnect the most recently loaded
containers until the offending unit is found.
The Chief Officer has to confirm that all reefer containers loaded in that port, as provided in
the port documentation, have been loaded in the correct assigned position with correct
orientation of reefer motor and that they are fully operational. For this purpose ECI91 -
Reefer Container Plug-in Record, is to be kept.
If any of parameters is found incorrect, the terminal supervisor or local planner is to be

contacted immediately for confirmation of what action to take and charterer is to be advised in
writing. The unit should not be started until confirmation has been received from the charterer
and the charterer’s protocol must be followed.
Within 6 to 12 hours of loading, all containers should be checked by the Chief Officer or
appointed crewmember who should check that the settings are in accordance with the carriage
instructions supplied by the shipper. This is also the time when temperature recording in form
ECI92 - Reefer Container Temperature Monitoring Log should start. This form is to be

cross-checked and signed by the Chief Officer on a daily basis and by the Master on weekly
basis.
During the voyage the reefer container temperature and operation is to be checked in
accordance with the charter party, but not less than twice per day. Twice daily readings are
usually carried out at 0800 and 1600 unless the charterer has other specific requirements.
Temperature readings and the operation check can be made by the Chief Officer or any other
appointed crewmember. It is the Chief Officer’s responsibility to arrange for proper training
and familiarisation for the crewmember assigned to this duty. The Electrician or Reefer
Engineer should be included in this briefing in order to achieve optimum feedback from the
designated crewmember.
Any temperature deviations, abnormalities, strange noise, alarms, non-operation, etc. must be
immediately reported to the Chief Officer, Chief Engineer and Electrician or Reefer Engineer.
If a Reefer Engineer is on board then all these duties will fall under his responsibility, but he
should nevertheless report all failures and abnormalities to the Chief Officer and Chief Engineer
promptly.
Should charterers require in their voyage instructions on using their own forms related to
Reefer Containers the Master should comply. If the charterer does not so insist, or has not
provided the vessel with their own forms, the Master shall use the forms provided herewith.
Should the Master decide that any forms provided by the charterer are not of a sufficient
standard to comply with CSM record keeping requirements he should seek the advice of the
office, or keep CSM forms in addition to those of the charterer.
A guide for checking a suspected malfunctioning reefer container:

• Is it plugged in?
• Is it turned on at socket?
• Is the socket working (try another or check);
• Is the cable and or the plug damaged?
• Is the unit turned on (switch inside door on container);
• Has container breaker tripped?
• Are the doors closed?
• Are there any holes in the container?
• Are vents properly set?
• If the return air temperature incorrect, have you checked with another thermometer?
• Is the unit gassed up?
• If the unit has a recording chart, is the graph smooth or irregular?
• If there are known electrical (earth) faults in the reefer container electrical supply
system, then the affected circuits should be isolated, and any alarms re-instated to give
an early warning of any other defective reefer containers.
3.3.9 Empty Reefer Containers and Loaded but not Refrigerated Reefer Containers
It is common to load a number of empty reefer units. This can in some instances cause
confusion among those in charge of reefer containers. It is the responsibility of the Duty
Officer to monitor loading and compare with the stowage plan provided and approved by Chief
Officer. If empty reefer units are plugged-in they will unnecessarily consume electrical power
and considerably increase bunker consumption. This is economically and environmentally
unsound and must be prevented.
It is also common to load full reefer containers that are transporting a cargo that does not
require temperature control. If plugged-in these units might damage cargo within, therefore,

the Duty Officer and duty deck hands must take particular care that those units do not get
connected to the vessel’s power supply.
3.3.10 Components of an Integral Refrigerated Container

The front end of a Carrier Transicold 69NT refrigeration unit is shown in figure 8. In this
example all the inspection flaps have been opened, and the two circulating fans can clearly be
seen towards the top. These force the air through the air cooler below. Single-phase fan
motors are mainly used today, to prevent the direction of rotation from changing in the event
of the phases in the three-phase power supply being reversed. These motors usually support
two rotation speeds, allowing a high speed to be used at high temperatures (above -10°C) and
a lower speed for freezing temperatures below -10°C.
Front end Rear end Side view

Figure 8: Carrier Transicold 69Nt refrigeration unit
The expansion valve is attached to the air cooler and is accessible through the middle
inspection flap. The condenser of the cold circuit is positioned behind the blue cross bar
beneath the condenser fan. The condenser fan sucks air over the coolant compressor through
the condenser.
The circulation fans and the air cooler can be seen clearly again in the rear view. The electric
heaters used to heat the container and to defrost the air cooler are also positioned in the air
cooler. The drip tray below the air cooler is also electrically heated. The side view shows the
connections for the USDA temperature sensors used to measure the temperature of the goods.
These temperature sensors are mandatory by the USDA as proof of insect extermination. In
the event of the container being connected to an on-board water-cooling system, the cooling
circuit can be optionally equipped with a water-cooled condenser.
3.3.11 Fresh air

When transporting fruit and vegetables, i.e. respiring cargo (respiration processes, biotic
activity), the carbon dioxide and ethylene produced by the goods must be removed from the
container (except of course when using CA). To do this, the containers have fresh air flaps

through which fresh air is admitted into the container and internal air can escape. This
exchange of fresh air is caused by the pressure differential between the circulating fans, i.e.
fresh air is drawn in on the suction side of the fans and dissipated on the pressure side. The
quantity of fresh air supplied is no greater than approximately double the container volume per
hour, but depends to a large extent on the pressure differential of the fan and thus on the way
the cargo is stowed in the container.
Figure 9: Fresh air flap
Figure 9 above shows the fresh air flap of a container. The discs used to fine control the fresh
air supply were specially fitted for the shipping company. The small hose connection at the
bottom is the atmosphere sampling point, which enables the gas composition in the container
to be measured even if the fresh air flap is closed.
3.3.12 Controllers
Reefer container units are controlled and regulated by electronic controllers. Depending on the
features of the device, these controllers perform a variety of complex tasks. It must be noted
that the controllers themselves are very often the cause of problems. Much refrigeration
damage is caused by faulty controllers or the peripherals associated with them (e.g. sensors).
Particular attention must therefore be paid to these devices..
3.3.13 Temperature Records

Temperatures generally used to be recorded for use as evidence in the event of a damage
claim, mainly with circular temperature charts which generally cover a period of thirty-one
days. Partlow is one of the main manufacturers of this type of recorder which is why the
charts are also frequently called Partlow charts. The return air temperature is generally
recorded on these charts.
Since these circular temperature charts now no longer conform to EU standards, the recorders
are rarely installed in new containers, especially as they also represent a significant cost
factor.
Due to the progress made in data technology, all new controllers are able to store their
measured values on data loggers. The storage period is more than one year. The main
benefit of this type of data logger is that it records not only the return air temperature but also

the supply air temperature and USDA temperatures. In addition, they can register alarms, on
and off times and manual intervention.
Circular temperature chart (Partlow chart) Print out from data logger
Figure 10: Temperature recorders
One disadvantage of the data loggers is that they only supply discrete values and do not
provide the crew with a quick overview of the history of a particular refrigerated cargo in
transport. In addition it is often difficult in the event of a damage claim to localise the
container and have the contents of the data logger read out. Data logger read out is possible
only via computer connection and with an adequate programme for downloading, and is
therefore usually inaccessible to the crew.
3.3.14 Remote monitoring

With an increasing number of integral refrigerated containers being used in maritime transport,
there is also a greater need for effective ways of monitoring them. Many vessels can transport
over 1,300 integral refrigerated containers, and using a remote monitoring system can cut the
costs of inspecting the containers while also enabling the crew to react more rapidly to
potential problems in the event of a refrigeration unit failing. There are various versions of
system available; the most common is one using an additional cable connection from the
reefer container to the vessel’s computerised monitoring system integrated into the vessel’s
alarm system. This has the advantage of immediately raising awareness of any problems with
reefer container units.
3.3.15 Power consumption

The actual power consumption of an integral refrigerated container will depend on its operating
status. A particularly important role is played by the internal temperature of the container
which determines the required evaporation temperature of the refrigerant. Generally the
higher the internal temperature, the higher the electrical power consumption and the higher
the refrigeration capacity that is available. The table below shows the refrigeration capacities
and power consumption for some of the ThermoKing refrigeration units with 40’ reefer
containers.

All values given in table are maximum values for full refrigeration capacity and an external
temperature of 37.8°C. This occurs, for example, when cooling the cargo. One should also
bear in mind the fact that the permitted ambient temperature for a refrigerated container is
usually 50°C which may result in increased power consumption.
Figure 11: Refrigeration capacity and maximum power consumption for some
ThermoKing 40’ units
Usually, once the cargo is in range of the set temperature, the average power consumption
decreases. In a low-temperature mode (below -10°C) the refrigeration unit is run in the on/off
mode, whereas in higher temperatures (above -10°C), the output of the refrigeration circuit is
regulated constantly (e.g. using the suction modulation valve) causing higher power
consumption.
There is a wide range of possible calculations taking into account the size of a container unit,
different manufacturers of refrigeration plant, different gas, different level of loading inside the
container, different setting temperature, different ambient temperature, etc. In order to
simplify the average power consumption calculation it can be assumed that each reefer
container, irrespective of the parameters, will consume approximately 6 kW.

4.1 Cargo Handling Equipment

Cargo handling equipment carried on board a container vessel very much depends on the type
of vessel. Gearless container vessels seldom carry any cargo handling equipment, if they do it
is usually wires with hooks that might be used for discharging.
Geared container vessels are very different and besides cargo cranes they are fully equiped for
loading and discharging operations. Container specific equipment are 20’ and 40’ spreaders
with corner locks.
Figure 1: 20’ semi-automatic container spreader operated by vessel’s crane
It is the responsibility of the Chief Officer to ensure all this equipment is fully operational and
well maintained. Co-operation with the engine department for possible minor repairs will be
necessary, but always only with written instructions received from the company. Minor repairs
might be related to the repair or replacement of spring/chain conections to semi-automatic
locking systems, or side/corner positioning arms, or similar. Structural damage or damage to
a locking mechanism should never be repaired without class supervision.
Maintenance on all cargo handling equipment is to be carried out in accordance with the
planned maintenance system and recorded. In addition, all loose cargo gear falls under the
class inspection regime and the inspections of it are to entered in the Cargo Gear Book.
The Chief Officer must ensure that all markings are well protected and are always readable,
and that over-painting does not eradicate the class stamp punched in the metal.
4.1.1 Cargo Cranes
Columbia Shipmanagement categorically does not allow the overriding of safety devices,
trips and alarms during normal crane operations.
4. Cargo and Ballast Handling and Monitoring Equipment 1st January 2010 Page 1 of 11
the Chief Officer. The Master’s permission must be obtained before any cargo crane safety
device or trip is overridden.
Cargo crane operation, maintenance and checks are fully described in the following sections of
this manual:
• Part D – Multi-purpose Chapter 1 – Cargo Lifting Operations and Equipment
• 1.6 Checks Prior to the Use of Cargo Handling Equipment
• 1.7 Cargo Crane Operation
With the understanding that the heavy lift related sections do not apply to container vessels,
the remainder of the sections apply to container vessel cargo cranes.
4.2 Lashing

Each vessel is provided with a class approved Cargo Securing (Lashing) Manual. The
provisions of it must always be complied with. The Cargo Securing Manual provides
information on the minimum required lashing for the loading example, which is usually max
load on deck.
The manual is ship specific and it contains a very detailed technical description of all lashing
equipment, both fixed and movable. Considering the number of different manufacturers and
years of production it is unreasonable to try to describe each type of lashing equipment likely
to be encountered. The following are just some examples; reference should be made to the
Cargo Securing Manual for further details.
Flatrack Gear box 20’ container Automatic twistlock Midlock self stacker
Various lashing equipment Various lashing rods
Figure 2: Lashing equipment
Some container vessels are equipped with a class approved computer based program which
assists in the verification of the minimum required lashing for each stack row depending, on
current loading.

The Chief Officer is responsible for ensuring that an adequate amount of lashing equipment is
available and that only uniform and certified lashing material is used. All lashing equipment
must be in good order and should be regularly overhauled and lubricated in accordance with
the Cargo Securing Manual. As far as possible, the maintenance should be completed
during intervals between cargo operations.
The Chief Officer shall ensure that:

• Lashing equipment is in good condition and ready for use;
• Damaged lashing equipment is removed from the working outfit and clearly labelled
‘Not to be used’. It should be repaired if possible, but if not it must be disposed of to
prevent accidental use;
• A full inventory of securing equipment should be completed on a quarterly basis;
• The cost of replacing lashing equipment which has been damaged or lost by stevedores
or other charterer’s employees should be claimed for.
Form ECI77 - Container Lashing Inventory should be completed on a quarterly basis and
submitted to the Company; and must be updated upon receiving additional lashing equipment.
4.2.3 Repair of Lashing Equipment

Repairs of lashing equipment may be performed on board, but only by qualified and trained
officers and senior ratings, and only to the extent of replacing damaged parts with original
spare parts. Welding, straightening or any other form of repair or hot work is not permitted as
such work will affect the strength and capability of lashing equipment. The only exception to
this rule is spot welding to re-attach the handle bar on a manual twistlock.
For the repair of damaged lashing equipment only original spare parts, including bolts and
nuts, may be used. Damaged components must be replaced with spares of the same
specification and characteristics. The Chief Officer is to verify that any repairs have been
satisfactorily carried out and completed prior to the lashing material being returned to use.
The Chief Officer is to maintain a record of any repairs to lashing equipment on form ECI77 -
Container Lashing Inventory.
4.2.4 Checking of Lashings
• Prior to departure or immediately upon departure check that lashings are applied in
accordance with the Cargo Securing Manual and that manual base twistlocks, if
applicable, have been locked;
• 24 hours after sailing, examine, check and tighten turnbuckles;
• Examine lashings every week. Check that they have not become loose and tighten
turnbuckles as necessary;
• Before the onset of bad weather, examine the lashings thoroughly and tighten
turnbuckles, taking care to maintain an equal tension in individual lashing rods. If
necessary, apply additional lashing rods to the outboard stacks and to stacks with 20’
containers in 40’ bays.
• Recheck lashings after passing through the bad weather;
• Make sure that lashing equipment that is not in use is correctly stored in baskets or
racks.
• Make an inventory of lashing equipment and order spares before they are needed.
During the sea passage, and if safely accessible, the Chief Officer should ensure that the
lashing of cargo on Flatracks and Platforms is periodically checked and retightened if
necessary. A record of any check and retightening of lashings should be logged in Deck Log
Book.
4.2.5 Practical Lashing Examples of Flatrack and Platform Containers

Common sense and practical seamanship should be used when considering the lashing of
difficult container loads. Several examples of bad practice are given below for guidance. It
should always be possible to request the re-lashing or additional lashing of equipment loaded
on Flatracks and Platforms, and the Chief Officer should not hesitate to make such a request if
he considers that lashing is inadequate.
Once a cargo has been loaded it becomes the vessel’s responsibility. Therefore the Chief
Officer should verify that the lashing of loads on Flatracks or Platform containers is adequate,
and ideally this is best carried out in advance of the cargo being loaded on board and whilst
the cargo is still on the quay.
Figure 3: Inadequately secured plant part on a 20' Flatrack
As shown in Figure 3, plant can only be adequately secured when they are so firmly bolted to
the wooden bed that only the wooden bed itself needs to be secured. The weather protection
fitted would be inadequate for carriage on the open deck of a container vessel. Three nailed
wedges are not up to preventing the plant part from moving in a lengthwise direction.
It is more than optimistic to hope to prevent movement of a heavy plant part in a relatively
weak plywood case, and the lashing belt used to secure the plywood case has deformed it.
This is a clear example of a cargo that should not be accepted for transport in such a condition.
Wooden bracing covering the area of the bed to which the plant part is bolted would provide
appropriate lengthwise securing. As the bed is over-width and the lengthwise members of the
bed are completely covered with transverse planks, transverse securing using lashing is not
feasible or can only be achieved with corresponding additional effort. Since the Flatrack has
stanchion pockets the bed could be secured laterally using specially shaped stanchions, or
appropriately sized case restraint shoes could be set in place before loading to achieve a tight
fit between the Flatrack floor and the plant bed. Leaving out two transverse planks at the bed
ends would have made securing by loop lashings possible.
Figure 4: The use of wooden bracing
The Figure 4 shows lengthwise securing using wooden bracing, and transverse securing using
loop lashings passed around the bed at the ends, and around the lengthwise bed members &
within the bed on left side scatch.
Greater flexural strength could be achieved in the bed for securing purposes if the structure of
the plant part allows planks to be omitted within the surface of the bed. To achieve either
variation, the lengthwise members of the bed must be firred to such a degree that the lashing
can be passed through without difficulty; as shown in Figure 5.
Figure 5: Firring of bed members
If the plant part itself had load-carrying fastening points, lateral securing could be achieved
using direct lashings attached to them. However, care should always be taken in the case of
over-width cargoes, as is the case here. In this case, tie-down lashings, here constituting
direct lashings, are suitable for vertical securing of the plant part.
4.2.5.1 Lashing of Boilers and Tanks on Flatracks
Inadequately secured Adequately secured

Figure 6: Securing boilers
Steel cradles (1) have enormous potential for providing safe securing. However, they do not
provide adequate cargo securing when used in combination with these three steel strapping
tie-down lashings. Full lateral securing can be achieved by welding angles or guide plates (b)
to the cradles which engage over the edge of the Flatrack.
For lengthwise securing in the one direction, the boiler is packed tight against the front-end
wall and/or any small gaps are filled with lumber (c).
To prevent movement to the other end wall, a lashing is guided obliquely relative to the
direction of movement on each side (d). The tie-down lashings then assume the function of
direct securing in the vertical direction. If a material with good recovery were positioned
between the steel strapping tie-down lashings and the boiler, the tie-down lashings could
produce additional securing forces in all horizontal directions due to their pretension. The
numerical value of these securing forces would be even greater if friction-enhancing material
were laid or had been laid between the steel cradle and the Flatrack floor.
4.2.5.2 Lashing of Used Plan Parts on a Flatrack
Figure 7: Inadequately secured plant parts on a 40' Flatrack
Neither the left-hand, boiler-like plant part nor the right-hand receptacle, as shown in Figure 7,
is properly secured. The crosspiece lying against the item of cargo is too short and has an
effective cross-sectional area of only a few square centimetres. The gaps between the item of
cargo and the crosspiece need to be filled. However, it is better and quicker to cut slits in an
additional crosspiece with a saw (a), so that the metal webs on the receptacle can lie flush
against the lumber (b), as shown in Figure 8.
Inadequate wooden bracing Solution for proper wooden bracing

Figure 8: Wooden bracing on a 40' Flatrack
Figure 9: Inadequate lateral securing on a 40' Flatrack
The lateral securing of the receptacle itself is inadequate, consisting as it does of only three
tie-down lashings, as shown in Figure 9.
Figure 10: Lateral securing by direct lashings using claws
A good way of providing lateral securing is to use claws which can be applied to the base
profiles of the receptacle, as shown in Figure 10. The tie-down lashings are retained to
provide vertical securing and to secure against tipping.
Figure 11: Inadequate securing
The wooden bracing (1) between the two items of cargo, the upper crosspiece must be long
enough to cover the boiler edge. The lashings (2) act solely as tie-down lashings due to
friction forces and as direct lashing against upwards motion. They cannot provide additional
lateral securing because of the over-width. Although the direct lashing (3) could hold the
boiler to a degree in the lateral direction, a longitudinal component also acts in the direction of
the bracing. The wire lashings are non-uniform. Two wooden fixings (5) are positioned
crosswise in addition to the laterally fitted squared lumber (4) and are fixed with a few nails,
as shown in Figure 11.
Figure 12: Improvements to lateral securing
The stanchion pockets provided allow adequate lateral securing of the boiler with wooden
members and relatively short case profiles or steel beam ends, as shown in Figure 12. For this
to be feasible, however, the boiler walls have to be able to withstand this load. If they can,
then the tie-down lashings once again seem sensible and no space is left for the direct lashing
(3) to the flange shown in Figure 11 - under these new conditions, it may be dispensed with.
4.2.5.3 Lashing of a Concrete Pump on a Flatrack
Inadequately secured concrete pump Securing material wastage

Figure 13: Inadequate concrete pump securing
Considerable effort has been made to secure this concrete pump, as shown in Figure 13.
However, the securing action achieved thereby is minimal because of the non-uniformity of the
wire rope lashings used and only some of the possible maximum securing load has been
achieved. The lashing reels incorporated into the Flatrack have not been used. The wedges
used have been incorrectly cut and their efficiency is minimal. They weren't basically even
necessary. The use of tie-down lashings is particularly poor since the frame of the concrete
pump can move freely sideways in them. Securing of the stanchions (1) of the Flatrack is
unnecessary, since the flat has stanchion pockets at the side in which the stanchions can be
inserted when not in use.
The non-uniformity of the wire rope lashings is explained below with reference to the Figure
14.
Figure 14: Non-uniform wire rope lashing
A 12 mm diameter steel wire rope was used with a maximum securing load of 57.6 kN per
single run. The following are the values for the maximum securing load of the individual
components of the lashing or at the various points of the lashing:
a) As a result of the deflection around sharp edges, the load can be calculated as twice the
working parts each of 57.6 kN x 0.25 ≈ 28.8 kN;
b) Two wire clips have been positioned with the bow on the working part. In addition, they
have clearly not been tightened enough, meaning that the strength of the connection
cannot be calculated. At any event, it is less than 28.8 kN;
c) Loose or non-working part. This is where the shackles should have been placed;
d) These two wire clips have been correctly positioned and tightened more firmly. If the
correct tightening moment has been achieved, strength is obtained in conjunction with
the curvature of “e” of two parts each of 57.6 kN x 0.5 ≈ 57.6 kN;
e) Diameter of curvature corresponds to cable diameter;
f) Maximum securing load of turnbuckle approximately ≈ 40.0 kN;
g) Maximum securing load of lashing point approximately ≈ 40.0 kN;
With virtually the same length of wire and the same number of wire clips, but a different way
of proceeding, as shown in Figure 15, the following values could have been achieved:
Figure 15: More efficient lashing

The weak points in this variant are the lashing ring recessed into the Flatrack floor and the
turnbuckle with a maximum securing load in each case of 40.0 kN. If the lashing bars fitted to
the side of the Flatrack with a maximum securing load of approximately 60.0 kN are used, the
maximum securing load of a lashing may be increased, compared with the maximum securing
load of less than 28.8 kN which was originally achieved.
Since the forces are distributed to the working parts, even a turnbuckle of only approximately
30.0 kN could be used. The concrete pump could easily have been secured to the Flatrack
with a total of four lashings, see below Figure 16:
Figure 16: Adequate securing
The left diagram shows the principle of adequate securing with four direct lashings and the
right diagram shows the principle of lashing and the horizontal components
The longitudinal and transverse components are identical. The vertical components are
somewhat smaller per lashing. However, since all the lashings have this vertical component,
wholly satisfactory securing is achieved.
4.2.6 Lashing Calculations

Lashing calculations for container vessels are in very general lines included in the Cargo
Securing Manual). Detailed explanations and guidance may be found in the following
sections:
• Part D – Multi-purpose
• Chapter 4. Slinging and bedding (4.2, 4.4 & 4.5)
• Chapter 5. Assessment of Stowage and Securing Arrangements (5.3, 5.4, 5.5 &
5.6)
4.3 Ballast
Ballast equipment, requirements, operation, etc. are in details described in this manual, and
for your reference you should look in following sections:
• Part A – General Æ 5. Ballast
• Part D – Multi-purpose Æ 3. Control of the Ballasting System
Understandably, not all parts apply to container vessels (hold ballast, heavy-lift ballasting).
In addition each vessel is provided with class approved Ballast Water Management Plan
(BWMP) which is also providing ship specific instructions and information on ballast
equipment and operation. Those should be followed without exceptions.
On container vessels one of most important ballast related operations is the functionality of the
anti-heeling system. Anti-heeling system should keep vessel as close to upright position as
possible in order to avoid delays in cargo operations due to excessive list angles. Nowadays
most container handling ports are equipped with gantry cranes, which are unable to load cargo
if a vessel attains a list of 3-5° on either side. Considering the number of gangs and the speed
of cargo operations sometimes it is difficult to keep up with ballast operations, and anti-heeling
will not be sufficient to keep the vessel upright. In those instances the Chief Officer should
keep the vessel upright by regular ballasting of the tanks, in addition to the anti-heeling
system. Most effective and speedy results are achieved by internal transfer from side to side,
rather than pumping ballast out or taking new ballast in. Internal transfer is the preferred
option to ballast water exchange as long as the ballast is clean (exchanged as per BWMP).
If in the case of an internal transfer between two or more tanks, some are clean and others
have not been exchanged, upon completion and mixing of ballast all affected tanks are to be
considered as not exchanged for any future operation, and ballast exchange must be planned
for all affected tanks at the first opportunity.
5.1 Container types

There are many different types of containers in international transport. Those intended for
maritime transport are commonly standard 20’, 40’ and 45’ (lengthwise) units and their
variants depending upon the type of cargo intended to be transported in it.
5.1.1 20’ Standard Container (TEU)

These units are suitable for any general cargo. Containers may be equipped with liner bags
suitable for bulk cargo, e.g. malt. Fork-lift pockets may be fitted Various lashing devices on
the top and bottom longitudinal rails and the corner posts enable effective cargo securing
within container.
20’ standard container 40’ standard container

Figure 1: Standard containers
5.1.2 40’ Standard Container (FEU)

In practice this container unit is same as a 20’ standard container except for the double length
which enables the carriage of more cargo by volume and weight.
5.1.3 20’ and 40’ High Cube Containers

This unit is same as the 20’ standard container except for the difference in height, being 1’
higher and therefore having a bigger volume. High Cube units can easily be recognised by the
yellow-black striped marking placed in the upper corners on all sides. In addition those are
usually marked with text “CAUTION 9’ 6” HIGH” on a yellow placard.
20’ HC 40’ HC
Figure 2: High Cube containers
5. Specific Container Vessel Cargo Information 1st January 2010 Page 1 of 16

5.1.4 45’ High Cube Containers
This container differs from a 40’ HC in its length and construction although in practice 45’ units
are simply 40’ units with a 2’ 6” extension each end. Whilst standard length sized container
units (20’ & 40’) have only one set of corner fittings meant for securing twist-locks and lashing
equipment, 45’ container units have two sets and this facilitates 45’ units being loaded on top
of 40’ units utilising the usual securing arrangement.
Figure 2: 45’ High Cube container
5.1.5 20’ & 40’ Flatrack Containers

These container units are used for heavy loads and oversized cargo. They have a strong
bottom construction with end walls which allow bracing and lashing of the cargo, and can be
stacked if the cargo is not over high.
An important characteristic of this type of container is the numerous strong lashing devices on
the corner posts, longitudinal rails and the floor. There is no basic constructional difference
between 20’ and 40’ units, other than the additional strength, although there are variations in
construction.
Some Flatrack units have collapsible sides and when the end walls are collapsed they make
Platform Container units.
20’ Flatrack unit 40’ Platform units

Figure 3: Flatrack and platform units

5.1.6 20’ & 40’ Platform Containers
Platform containers are basically of the same strong construction as Flatrack units and they are
also used for heavy loads and oversized cargo. As with Flatrack units, they have a strong
bottom construction, numerous strong lashing devices on the corner posts and can be stacked
if the cargo is not over high.
It is not uncommon to load a few of these units in a hold which results in a large area platform
with a high surface load capacity and to then load an extra large or extra heavy cargo that
cannot be fitted onto a single container unit
5.1.7 20’ & 40’ Open Top Containers

These units are made especially for over-height cargo and they are loaded form the top; i.e.
by crane. They are often provided with a tarpaulin cover which is fastened to lashing bars on
the outside of the walls.
40’ Open top container 20’ Insulated container

Figure 4: Open top and insulated containers
5.1.8 20’ & 40’ Insulated Containers

These units are used for cargoes which require constant temperatures above or below freezing.
The walls are insulated with polyurethane foam, and the temperature is controlled either by
the vessel’s cooling plant or by a ‘clip-on-unit’.
The air, delivered at the correct temperature, is circulated within the container using two
apertures in the front wall (supply air via the lower aperture, return via the upper aperture).
Units of this type which are loaded with cargo that requires a controlled temperature can only
be accepted on specially equipped vessels.
5.1.9 20’ & 40’ Reefer Containers

These containers transport all kinds of cargo which require constant temperatures above or
below freezing. Controlled fresh-air supply is possible. The walls are insulated with
polyurethane foam
Reefer containers are normally fitted with a compact-design compressor unit with an air cooled
condenser. The compressor switches automatically from cooling to heating (and vice versa), if
a change of the outside temperatures makes it necessary.
There are several possible voltages: 380 V/50 Hz to 460 V/60 Hz. Permissible temperature
settings range from +250C to -250C (+770F to -130F). The set temperatures can be

maintained as long as the difference between the average outside temperature and cargo
temperature does not exceed the following limits: for heating +420C (+1080F); for cooling
+600C (+1400F).
The above characteristics are given only for general guidance and very much depend on the
manufacturer and type. The manufacturer’s maintenance manual should always be consulted
for the correct details of a particular unit.
Most 40’ reefer units are of the High Cube type, but there are exceptions. 20’ reefer units are
usually standard height containers.
20’ Reefer – standard height 40’ Reefer – High Cube

Figure 5: Reefer containers
5.1.10 Bulk Containers

These units are designed for dry bulk cargoes. There are several different types, the main
differences being in the construction of the roof, which may be modified for easy loading, and
in a discharge porthole or door. In general bulk container units are not numerous, and for
cargo planning purposes those can be regarded as any standard dry container unit.
20’ Bulk container 20’ Tank containers

Figure 6: Bulk and tank containers

5.1.11 Tank Containers
Depending upon the characteristics of the products to be carried, which can vary from
foodstuffs to dangerous cargo, the design requirements similarly vary.
Tank containers must be filled not less than 80% of their capacity to avoid dangerous sloshing
during transport. However, tanks must not be filled to 100% of their capacity in order to allow
for expansion of cargo without spillage.
Particular attention must be paid with tank containers as these come in various heights, as
shown in Figure 6, and while all are 20’ units, height variations might cause difficulties with
lashing or with the loading of 40’ units on top.
5.1.12 Other Container Types

There are other types and sizes of container in use and the possibility of encountering one
must always be borne in mind. Odd size units are always defined by their size and include 10’,
30’, 42’, 43’, 48’, 53’, double-height, and half-height units.
There are others which have been designed for a specific market and to carry specialised
cargoes. Such containers cannot be loaded on fully cellular container vessels if the particular
ship is not designed for the carriage of such containers and they cannot be loaded in the same
manner as regular sized containers. However, these containers may be able to be carried if an
appropriate footing is provided and an equally appropriate lashing which must be in
accordance with the Cargo Securing Manual.
20’ Double door container 20’ Full access container
20’ Half height container 20’ Full side door container

20’ Side door – pallet wide container 40’ Side Door – Pallet wide container
48’ container 53’ container

Figure 7: Other container types
5.2 Container Dimensions and Weights

The external dimensions of containers are specified in ISO 668, with the maximum allowable
dimensional tolerances being ± 10 mm. Internal dimensions are stated as minimum values.
The current internal container dimensions are dependent on the structural material used and
the container type selected.
Maximum
Designation Length Height Width
gross weight
Metres Feet Metres Feet Metres Feet kg lb
1A 12.192 40 2.438 8 2.438 8 30,480 67,200
1AA 12.192 40 2.591 8’ 6” 2.438 8 30,480 67,200
1B 9.125 29’ 11¼” 2.438 8 2.438 8 25,400 56,000
1BB 9.125 29’ 11¼” 2.591 8’ 6” 2.438 8 25,400 56,000
1C 6.058 19’ 11¼” 2.438 8 2.438 8 20,320 44,800
1CC 6.058 19’ 11¼” 2.591 8’ 6” 2.438 8 20,320 44,800
1D 2.991 9’ 9¾” 2.438 8 2.438 8 10,160 22,400
1E 1.968 6’ 5½” 2.438 8 2.438 8 7,110 15,700
1F 1.460 4’ 9½” 2.438 8 2.438 8 5,080 11,200
Table 1: Container dimensions as stipulated in DIN/ISO 668 or DIN 15190, Part 1

Currently lengths are defined in both metric and imperial units. They relate not only to freight
receptacles such as containers but also to swap-bodies.
Length code Container length

Metres Feet
1 2.991 10
2 6.058 20
3 9.125 30
4 12.192 40
A 7.150
B 7.315 24
C 7.430
D 7.450 24’ 6”
E 7.820
F 8.100
G 12.500 41
H 13.106 43
K 13.600
L 13.716 45
M 14.630 48
N 14.935 49
P 16.154
USA only 53
Some USA states 57
Table 2: Container lengths

Current widths are:
Container width
Metres Feet
2.438 8
2.500
2.550
2.591 8’ 6”
Table 3: Container widths
Containers of the following heights are in use:
Height code
Container height
Example of container type
Metres Feet
9 (20’ platform) 0.337 1’ 1¼”
9 (40’ platform) 0.610 2
9 1.219 4
8 (half-height) 1.293 4’ 3”
0 2.438 8
2 (most containers) 2.591 8’ 6”
4 2.743 9
5 (high cube) 2.895 9’ 6”
6 >2.895 >9’ 6”
Table 4: Container heights

Container size Maximum gross weight Regulatory text
Kg Lbs
20’ 20,320 44,800 To old ISO standard
20’ 24,000 52,910 To ISO 688
20’ 30,480 67,200 Optional
30’ 25,400
40’ 30,480 67,200
40’ 32,000 70,550 Optional
Table 5: Container maximum gross weight
5.3 Container Size and Type Codes

Figure 8 shows a variation of a horizontal marking which includes country, size and type codes
(in accordance with the 1985 version of DIN ISO 6346, use of which is still permitted):
Figure 8: Container size and type codes
Appropriate abbreviations are used for the various countries, here US is used for the United
States of America. GB is used for Great Britain etc.
Marking on containers: Size and type code

1 2 3 4
Length Height Type Features
Table 6: Container marking
5.3.1 Size Codes

The first digit of the size code indicates the length of the container, with the number 4
standing for a 40' container. The second digit indicates height and whether or not a gooseneck
tunnel is present. In the example, the number 3 stands for a height of 8’ 6”, with a gooseneck
tunnel.
Digits have the following meaning:

Length: 1 10’ Height: 0 8’ 6 >4’ 3”
2 20’ 1 8’ gnt 7 >4 3” gnt
3 30’ 2 8’ 6” 8 >4 3” and <8’
4 40’ 3 8’ 6” gnt 9 <4’
4 >8’ 6”
5 >8’ 622 gnt
The abbreviation gnt stands for gooseneck tunnel.
5.3.2 Type Codes

The first digit of the type code indicates the container type. In Figure 8 the 1 means that the
container is a closed container with ventilation openings. The second digit of the type code
relates to special features, and 0 means opening at the end.

In the type code, the first digit (i.e. the 3rd digit overall) indicates the container type and the
second (i.e. the 4th digit overall) indicates special features. However, there is a connection
between the respective digits, which the following representation is intended to explain:
Marking on Containers: Size and Type code ISO 6346

1 2 3 4
Length Height Type Features
0 closed general purpose 0 end opening(s)

1 end & full side opening(s)
2 end & part side opening(s)
3 end & roof opening
4 end & roof & side openings
1 closed vented 0 smaller passive vents upper part

1 bigger passive vents at upper part
3, 4 passive vents at upper & lower part
6 mechanical ventilation, located inside
8 mechanical ventilation, located outside
thermal insulated heated 0 Insulated

2
named cargo 1 Insulated
2 Heated
5 named cargo: livestock
6 named cargo: cars
3 thermal refrigerated & heated 0 refrigerated, expendable refrigerant

1 mechanically refrigerated
2 refrigerated & heated
thermal refrigerated and/or

4 0 refrigerated, expendable refrigerant
heated removable equipment
1 mechanically refrigerated
2 refrigerated & heated
5 open top 0 end opening(s)

1 & removable top member in end frame
2 & side opening(s)
3 & removable top member in end frame
6 platform based 0 no end walls

1 complete fixed end walls
2 fixed free-standing posts
3 complete folding end walls
4 Folding free-standing posts
5 with frame and roof
6 with frame and open top
7 skeletal, with open top and ends
7 tank container 0 non-dangerous liquid, 0.45 bar

1 non-dangerous liquid, 1.5 bar
2 non-dangerous liquid, 2.65 bar
3 dangerous liquid, 1.5 bar

8 dry bulk 0-9 no specification
9 air/surface 0-9 no specification
Table 7: Container type codes
Above given table is according to old standard, which can still be found on container units.
The current standard, used for this marking, is not limited to numbers but also uses letters to
make marking more precise. In addition, swap-bodies and the like are also covered by the
coding. The superordinate term for both numbers and letters is character. The introductory
country code has been discontinued.
The first character of the size code indicates the length of the receptacle:
Character Container length Character Container length

mm ft mm ft
1 2,991 10 D 7,450 24’ 6”
2 6,058 20 E 7,820
3 9,125 30 F 8,100
4 12,192 40 G 12,500 41
5 Spare H 13,106 43
6 Spare K 13,600
7 Spare L 13,716 45
8 Spare M 14,630 48
9 Spare N 14,935 49
A 7,150 P 16,154
B 7,315 24 R Spare
C 7,430
The second character is the code for the height and width of the container:
Container
Character Container height Character for container width
width
>2438 mm and
mm ft >2500 mm
<2500 mm
2,438/ 8’ 0 2,438 8
2,438/ 8’ 2 2,591 8’ 6” C L
2,438/ 8’ 4 2,743 9 D M
2,438/ 8’ 5 2,895 9’ 6” E N
2,438/ 8’ 6 >2,895 >9’ 6” F P
2,438/ 8’ 8 1,295 4’ 3”
2,438/ 8’ 9 <1,219 <4
The standard type code allows identification of container type and other characteristics. Since
this system is not yet complete, the standard recommends use of the group code if special
characteristics of the container type have not yet been fixed or are unknown. The highest
unassigned code character should be used as a provisional mark when it is necessary to
represent significant characteristics which are not yet included in the Table.

Group Type
Code Type Principal characteristics
code code
Unventilated
G GP general purpose G0 Openings at one or both end(s)
container
G1 Vents in upper part of cargo space
Openings at one or both end(s), plus “full” openings at
G2
one or both sides
Openings at one or both end(s), plus “partial” openings at
G3
one or both sides
G4 Spare
G5 Spare
G6 Spare
G7 Spare
G8 Spare
G9 Spare
Group Type
code code
General purpose
Non-mechanical ventilation at the lower and upper parts
V VH containers with V0
of the cargo space
ventilation
V1 Spare
V2 Mechanical ventilation installed in the container
V3 Spare
V4 Mechanical ventilation installed outside the container
V5 Spare
V6 Spare
V7 Spare
V8 Spare
V9 Spare
Group Type
code code
Dry bulk containers,
B BU non-pressure- B0 Closed
resistant
B1 Airtight
B2 Spare
Dry bulk containers,
B3 Horizontal discharge, test pressure 150 kPa
pressure-resistant
B4 Horizontal discharge, test pressure 265 kPa
B5 Tipping discharge, test pressure 150 kPa
B6 Tipping discharge, test pressure 265 kPa
B7 Spare
B8 Spare
B9 Spare

Group Type
code code
Named cargo
S SN S0 Livestock container
containers
S1 Automobile container
S2 Living fish container
S3 Spare
S4 Spare
S5 Spare
S6 Spare
S7 Spare
S8 Spare
S9 Spare
Group Type
de Type Principal characteristics
code code
Thermal containers
- refrigerated
- refrigerated and
R RE heated
R0 Mechanically refrigerated
- self powered
refrigerated/heated
RT R1 Mechanically refrigerated and heated
RS R2 Mechanically refrigerated
R3 Mechanically refrigerated and heated
R4 Spare
R5 Spare
R6 Spare
R7 Spare
R8 Spare
R9 Spare
Group Type
code code
Thermal containers
- refrigerated and/or Refrigerated and/or heated with removable equipment
H HR heated with H0 located externally, coefficient of heat transfer K=0.4
removable W/(m2 · K)
equipment
Refrigerated and/or heated with removable equipment
H1
located internally
Refrigerated and/or heated with removable equipment
H2 located externally, coefficient of heat transfer K=0.7
W/(m2 · K)
H3 Spare
H4 Spare
HI H5 Insulated, coefficient of heat transfer K=0.4 W/(m2 · K)
H6 Insulated, coefficient of heat transfer K=0.7 W/(m2 · K)
H7 Spare
H8 Spare
H9 Spare

Group Type
code code
U UT Open-top containers U0 Opening(s) at one or both end(s)
Opening(s) at one or both end(s) plus removable roof in
U1
end frame
Opening(s) at one or both end(s) plus opening(s) on one
U2
or both sides
U3
or both sides plus removable top members
U4
side plus full openings on the other side
U5 Full, solid side and end walls (no doors)
U6 Spare
U7 Spare
U8 Spare
U9 Spare
Group Type
code code
Platform
(containers)
- platform based
containers with
incomplete
superstructure
P PL - fixer
P0 Platform
- folding
- platform based
containers with
complete
superstructure
PF P1 Platform with two complete, fixed end walls
Platform with fixed posts, either free-standing or with
P2
removable top members
PC P3 Platform with folding complete end walls
Platform with folding posts, either free-standing or with
P4
removable top members
PS P5 Platform, open at the top and ends (skeletal)
P6 Spare
P7 Spare
P8 Spare
P9 Spare
Group Type
code code
Tank container for
T TN non-dangerous T0 Minimum pressure 45 kPa
liquids
T1 Minimum pressure 150 kPa
Tank container for
TD T3 Minimum pressure 150 kPa
dangerous liquids

Group Type
code code
Tank container for
TG T7 Minimum pressure 910 kPa
gases
T9 Minimum pressure (yet to be assigned)
Group Type
code code
Air/surface
A AS A0
containers
5.3.3 Examples of Container Marking

The examples below are in accordance with DIN EN ISO 6346, January 1996:
Example 1:
According to the two characters 42 of the size code, the

container is 12.192 metres or 40' long, 2.591 metres or 8' 6"
high and 2.438 metres or 8' wide. The type code characters
G0 state that the container is a general purpose container
without ventilation but with openings at one or both end(s).
Example 2:
According to the two characters 22 of the size code, the container is 6.058 metres or 20' long,
2.591 metres or 8' 6" high and 2.438 metres or 8' wide. The type code characters P3 state
that the container is a platform based container with folding complete end walls.
Example 3:
According to the two characters 22 of the size code, the container is
6.058 metres or 20' long, 2.591 metres or 8' 6" high and
2.438 metres or 8' wide. The type code characters R1 state that the
container is a thermal container which can be mechanically
refrigerated and heated.
Example 4:
P2 state that the container is a platform container with fixed
posts, either free-standing (as here) or with removable top
members.

Example 5:
container is 12.192 metres or 40' long, 2.591 metres or 8'
6" high and 2.438 metres or 8' wide. The type code
characters U1 state that the container is an open-top
container which may additionally be equipped with
opening(s) at one or both ends plus removable top door
rail in the end frame.
Example 6:
G1 state that the container is a general-purpose container
without ventilation but with vents in the upper part of the
cargo space.
Example 7:

container is 12.192 metres or 40' long, 2.895 metres or 9'
6" high and 2.438 metres or 8' wide. The type code
character P indicates that the container is a platform-based
container with complete end walls. The standard still gives
type code P8 as being "spare".
Type code P8 has been used here for a "collapsible flat", i.e.
the end walls are collapsible for empty carriage.
Example 8:

container is 12.192 metres or 40' long, 2.895 metres or
9'.6" high and 2.438 metres or 8' wide. The type code
characters R1 state that the container is a thermal
container which can be mechanically refrigerated and
heated.
Example 9:
According to the character 4 of the size code, the container is

12.192 metres or 40' long. The character C indicates that the
container has a height of 2.591 metres or 8' 6" and a width ranging
between >2.438 metres and <2.500 metres. According to type code
G1, the container is a general-purpose container without ventilation,
which nonetheless has vents in the upper part of the cargo space.

Example 10:
The character 4 stands for the length 12.192 metres or 40'.

E states that the container has a height of 2.895 metres or
9' 6" and a width ranging between >2.438 metres and
<2.500 metres. The type code characters G1 state that
the container is a general purpose container without
ventilation but with vents in the upper part of the cargo
space.
Given the large number of containers available today, it is impossible to tell how long the
current coding will suffice and when more characters will need to be introduced.

DECK and CARGO
OPERATIONS
MANUAL
(DRY CARGO)
Part D
Cargo Operations
Multi-Purpose
Section
Multi-Purpose Section Page 1 of 1
DCO (Dry Cargo) (Rev. O) 1st January 2010
1.1 Records and the Testing of Cargo Cranes
1.1.1 Load Testing of Lifting Equipment

Cargo cranes must be tested in accordance with class requirements at least once every 5
years. They are also subject to annual and intermediate inspections.
1.1.2 Record of Cargo Lifting Appliances

The Record of Cargo Lifting Appliances should contain all the test certificates and records
for the cargo cranes and associated equipment, including:
• The original test certificates for the cargo cranes;
• Records of the annual, intermediate and 5-yearly tests of cranes by class;
• The test certificates for all crane wires;
• The list of heavy lift equipment, as originally supplied by the shipyard;
• The container spreader certificate;
• Any other certificates relating to the cargo cranes or associated lifting equipment.
1.1.3 Cargo Crane Log

The following records must be maintained:
• ECI71 – Heavy Lift Crane Pre-Operation Check;
• ECI72 – Cargo Crane Pre-Operation Check;
• ECI73 – Cargo Crane Wire Status;
• Record of Cargo Lifting Appliances.
Form ECI70: Cargo Crane Log should be completed if any changes are made to a crane, or if
there has been a malfunction. Otherwise it should be forwarded to the Technical Department
on a monthly basis.
1.2 Standard Lifting Equipment
1.2.1 Control of Loose Gear

The Chief Officer should ensure that all heavy lift equipment, including heavy lift spreaders,
shackles and lifting grommets are all maintained in good working order and condition.
All hooks used on cargo lifting equipment must be fitted with safety catches which
automatically close to prevent the load coming off the hook, and these catches must be
maintained in good order at all times.
1.2.2 Loose Gear Inventory

Each vessel is to carry an inventory of standard lifting equipment. As a minimum, the
following should be carried:
• Spreaders for 20’ and 40’ containers;
• A heavy lift spreader (traverse and/or cross beams);
• Various cargo slings and shackles.
Standard lifting equipment should be clearly marked as to its purpose, well maintained, and be
ready for use at any time.
1. Cargo Lifting Operations and Equipment 1st January 2010 Page 1 of 13

1.3 Heavy Lift Equipment
1.3.1 Heavy Lift Equipment

The type of heavy lift equipment on board each individual vessel will vary, mainly as a result of
heavy lift cargoes carried previously. Such equipment may consist of:
• Wire rope lifting slings;
• Endless wire rope slings, also known as grommets;
• Wire rope belts, synthetic fibre belts;
• Synthetic endless fibre slings;
• Multi-belt self-adapting lifting arrangements for water craft etc;
• Lifting shackles;
• Edge protectors;
• Traverses and cross beams;
• Other types of spreaders as required.
Chartered vessels will be supplied with lifting equipment as required for the transportation of
specific cargoes.
1.3.2 Categorisation of Heavy Cargo Units

1.3.2.1 Category A Cargo Units
This category includes heavy compact units with integrated lifting facilities, standing upright on
their base construction, having a solid surface and providing high loads on the stowage area.
Examples are transformers and electricity generators. Lifting of these units will usually be
performed by one of the lifting methods a), b), d), or e).
Drawings of the unit are required showing side view, front view and top view in scale 1:100
with particular emphasis on the lifting facilities and the bedding area. The centre of gravity of
the cargo unit should be indicated.
The suitability of the lifting fittings should be demonstrated in the drawing and expressly
declared by the shipper.
The breaking strength of lifting points on the cargo unit must be declared and specified in the
shipper’s documents.
1.3.2.2 Category B Cargo Units

This category includes large, heavy units being transported horizontally, not standing on their
base, having soft or only partially rigid surface and sometimes no dedicated lifting and
securing fittings. Examples are chemical production columns and pressure vessels.
Lifting of such units will usually require lifting slings or belts using one of the lifting methods
c), f), g), or h).
1.3.2.3 Category C Cargo Units

This category includes heavy open steel construction with dedicated lifting facilities and
securing points and a defined bedding area the frame girders. Examples are steel crates
containing semi-arranged industrial plants. The lifting of these units will usually be performed
by one of the lifting methods a), b), d), or e).

The breaking strength of each lifting fitting, in case of four fittings, must not be less than the
weight of the unit. This provides for a safety factor of 4.
1.3.2.4 Category D Cargo Units

This category includes sensible heavy units without special lifting facilities. Lifting area are
generally marked on the unit. The units are covered with comparatively light metal or wooden
casing. Examples are wooden cases and cable drums. There are generally no securing points.
Lifting will be performed by one of the loop methods defined under ‘Lifting Methods’, except if
there are special lifting fittings accessible through apertures in the outer casing.
A scale drawing is generally not required, but the shipper’s documents must include the
length, breadth and height of the unit as well as the gross mass and the position of the centre
of gravity if it is not in the geometrical centre of the unit. The shipper shall also declare that
the cargo inside the casing is solidly bolted or otherwise connected to the bottom platform or
other framework of the unit.
It is necessary that the desired arrangement of lifting slings, or apertures for access to lifting
fittings, are clearly marked on the unit as appropriate. The breaking strength of the total of
lifting appliances shall be not less than four times the weight of the unit. This strength shall be
declared in the shipper’s documents.
1.3.2.5 Category E Cargo Units

This category includes open, irregular shaped construction parts of moderate weight without
specific bedding areas and without specific lifting fittings or securing points. Examples are
crane booms and lattice girders. Lifting will generally be performed by one of the loop
methods c), f), or h).
A scale drawing is generally not required unless the overall shape of the unit deviates
considerably from a block shape or if there are special demands for lifting, bedding and
securing. As a minimum the shipper’s documents must include the length, breadth and height
of the unit as well as the gross mass and the position of the centre of gravity if it is not in the
geometrical centre of the unit.
1.3.2.6 Category F Cargo Units

This category includes vehicles on rubber wheels, steel tracks or steel wheels with or without
defined lifting facilities and without defined securing points. Lifting will generally be performed
by one of the methods defined under ‘Lifting Methods’ or a combination of these methods. In
addition a special lifting spreader may have to be used. Lifting of a tracked vehicle must
never be carried out with slings under the tracks.
A scale drawing is generally not required unless the overall shape of the unit deviates
considerably from a block shape or if there are special demands for lifting and securing. As a
minimum the shipper’s documents must include the length, breadth and height of the unit as
well as the gross mass and the position of lifting fitting or slinging areas as well as securing
points or strong areas for applying half-loop securing.
The breaking strength of lifting points on the vehicle must be declared and specified as
appropriate.

Vehicles with spring suspension must have the suspension blocked before lashing commences.
1.3.2.7 Category G Cargo Units

This category includes all types of water craft with more or less sensible hull surface and more
or less strong deck fittings for applying securing devices. They have generally a defined but
sensible bedding area. Lifting is generally performed by one of the lifting methods d), g), or
h).
with particular emphasis on the lifting fitting or lifting areas for applying wire or fibre belts and
the bedding area or the attached cradle. The centre of gravity of the cargo unit should be
indicated. The drawing should also show the position of suitable securing points on deck of the
water craft or elsewhere at the hull.
The breaking strength of lifting points on the water craft and on the cradle must be declared
and specified in the shipper’s documents as appropriate.
1.3.2.8 Category H Cargo Units

This category includes ultra large and particularly high units which must be loaded on the
hatch top. It is may exceed the stowage level ‘on deck high’ as stipulated in Annex 13 of the
CSS Code. Examples are portal cranes and semi-assembled container bridges. Lifting is
generally performed by a special arrangement according to the nature of the unit.
with particular emphasis on the lifting fitting, if applicable, and the bedding areas. The centre
of gravity of the cargo unit should be indicated.
1.3.3 Lifting Methods

There are a number of basic methods for lifting heavy cargo:
a) Direct sling from the crane hook connected to cargo unit by shackles;
b) Direct slings from the crane hook connected to slinging fittings on the cargo unit;
c) Loops of sling from the crane hook;
d) Direct slings from a spreader connected to the cargo unit by shackles;
e) Direct slings from a spreader connected to a slinging fitting on the cargo unit;
f) Loops of sling from a traverse;
g) Loops of wire belt shackled to a sling from a traverse;
h) Loops of fibre belts from either the crane hook or a traverse.
1.3.4 Safety Factors

The safety factor of lifting equipment for heavy lift units is generally four times the nominal
breaking strength of the strop or sling. For wire rope slings however, the safety factor
depends on the SWL of the rope as shown in the following table:
SWL (kN) 100 200 300 400 500 600 700 800 900 1000
SF 6.00 5.74 5.51 5.30 5.10 4.91 4.74 4.58 4.43 4.29
BL (kN) 600 1140 1650 2120 2550 2940 3320 3660 3990 4290
Lifting equipment should be marked with it’s SWL and appropriate documents should be kept
on board.
1.3.5 Inspection of Heavy Lift Equipment

Heavy lift equipment should be inspected thoroughly before and after each use. Grommets
and wire strops and slings should be preserved with wire rope lubricant at suitable intervals to
avoid corrosion. Shackles should be similarly maintained.

After contact with seawater, synthetic fibre lifting gear should be cleaned with plenty of fresh
water and hung to dry in a well ventilated area.
1.3.6 Heavy Lift Equipment Inventory

An inventory of the heavy lift equipment on board must be maintained. Form ECI75 – Heavy
Lift Equipment Inventory should be completed on a quarterly basis and shall be submitted
to the company at periods not exceeding six months.
1.4 Container Handling Equipment
1.4.1 Container Handling Equipment

Vessels which might carry containers are equipped with an outfit of loose container fittings and
securing materials to enable a specific number of containers to be secured in accordance with
the Cargo Securing Manual.
In the event of damage occurring to a container, the Master must attempt to remedy the
problem and must hold the stevedores responsible in writing, with a copy to the company, the
local agent and the charterer. The form ECI56 – Container Damage Report is to be
completed.
1.4.2 Container Handling Equipment Inventory

Loose container fittings frequently become damaged during loading or discharging operations
and may even be lost. To ensure that the vessel can comply with the requirements of a
charter party, and also that expensive equipment is controlled, it is essential that an inventory
is maintained.
A check of container handling equipment should be carried out on a quarterly basis, and shall
be submitted to the company when compleated. Form ECI77 - Container Lashing
Inventory should be used.
1.5 Lashing and Securing Equipment

The Chief Officer is responsible for ensuring the availability of adequate cargo securing
equipment, including that used for heavy lifts and containers. He is responsible for ensuring
that only equipment which is in good order is used, and that only uniform lashing material is
used for each cargo units. Therefore it is necessary to ensure that an adequate amount of
lashing equipment of a similar type is available.
All lashing equipment must be regularly overhauled and lubricated in accordance with the
Cargo Securing Manual. As far as possible, the maintenance should be completed during
intervals between cargo operations.
The Chief Officer shall ensure that:

• Securing equipment available onboard is in good condition and ready for use;
• Damaged securing equipment is removed from the working outfit and clearly labelled
‘Not to be used’. It should be repaired if possible, but if not it must be disposed of to
prevent accidental use;
• A full inventory of securing equipment should be completed on a quarterly basis;
• The cost of replacing securing equipment which has been damaged or lost by
stevedores or other charterer’s employees should be claimed for.

1.5.2 Heavy Lift Lashing Equipment
All heavy lift lashing equipment must be accompanied by a manufacturer’s certificate stating
the SWL. Any equipment which does not have such a certificate must be rejected.
Form ECI76 - Lashing Equipment Inventory should be completed on a quarterly basis, and
must be updated upon receiving additional lashing equipment.
1.5.3 Container Lashing Equipment

Vessels can be designed to carry containers, either as part of general cargo or as a full load.
Most Multi-Purpose vessels have one or two holds equipped with cell guides to enable
containers to be stored in those holds.
Form ECI77 - Container Lashing Inventory should be completed on a quarterly basis, and
must be updated upon receiving additional lashing equipment.
1.6 Checks Prior to the Use of Cargo Handling Equipment
1.6.1 Preparation for General Cargo Crane Operations

Use of lifting equipment has one of the most significant potentials for accidents of all the work
carried out on board ship. Accidents with lifting equipment are caused both by operator error
and equipment failure, and occur generally not to the lifting equipment operator, but to those
working in the adjacent area.
Each item is to be checked prior to each arrival in port, and the checks should include any
particular manufacturer's pre-operation recommendations. Any significant defects must be
rectified before the equipment is put into use; minor defects which do not affect safety must
be reported and rectified as soon as possible.
It is the responsibility of any person using a cargo crane to check the lifting appliance and all
associated equipment prior to use and ensure that it is in apparent good order.
The following must be complied with prior to crane operations being commenced:
• Ensure that uninterrupted power for crane operation can be provided;
• Ensure that the crane is free from all locking devices when in the parked position;
• Ensure that all crane motions and load handling equipment are tested prior to the start
of cargo operation;
• Form ECI2 – Lifting Equipment Pre-Operation Check must be completed and the
condition of all emergency stops, warning signals, limit switches and crane lights proved
to be in good order.
Form ECI2 - Lifting Equipment Pre-Operation Check must also be completed prior to the
use of cargo cranes. Such checks must include a thorough visual inspection of the equipment
as far as is possible from the deck of the working platform, but without having to climb to
normally inaccessible parts of the lifting equipment.
There are two reasons for the check list – the first is to ensure that when any lifting equipment
is operated or used it has been visually inspected to ascertain that as far as possible the
equipment is apparently in good order; this is merely good practice. The second is to ensure
that any defects found with lifting equipment are recorded and that they are corrected either
before the equipment is used, or if of a minor nature and do not affect safety, as soon as
possible thereafter.
Form ECI2 - Lifting Equipment Pre-Operation Check is an inspection and function test of
the equipment, controls, stops, brakes, safety devices etc, before the start of any lifting

operation, and in the case of extended operations, daily. Inspection means a thorough visual
inspection by a competent person to establish that there are neither defects nor any significant
deterioration which can affect the safe use of the equipment.
The form must be completed by a competent person. A competent person is a person

possessing the knowledge or experience necessary to enable him to satisfactorily perform the
duties required. Such a competent person might obtain his knowledge either through training
provided by the manufacturer of the equipment or by in-house or local training provided either
within the company or on the vessel. In Columbia those persons are considered to be the
Master, Chief Officer, Senior Engineers and senior, experienced, deck or engine room ratings.
Forms ECI2 - Lifting Equipment Pre-Operation Check and ECI71 - Heavy Lift Crane
Pre-Operation Check do not in any way replace the planned maintenance routines for the
equipment; regular preventative maintenance must continue to be carried out. Such regular
maintenance should include annual thorough examinations completed by a competent person
and should be designed to check for material defects such as cracks, distortion and corrosion,
as well as wear and tear that could affect the safe working load and overall strength.
If there is any doubt as to whether the equipment is fit for purpose the Chief Officer must be
informed.
1.6.2 Preparation for Heavy Lift Cargo Crane Operations

A heavy lift cargo is a single unit exceeding 100 tonnes. The weight includes all the lifting
equipment associated with handling the unit.
The checks detailed in form ECI2 - Lifting Equipment Pre-Operation Check must be
completed, and in addition those in form ECI71 - Heavy Lift Crane Pre-Operation Check.
• Visually inspect the steel structure for signs of possible damage;
• Inspect the main welding seams on the foundation and the crane for cracks;
• Inspect wire ropes for damage;
• Inspect the sheaves for damage and wear at the bottom of the grooves, and verify free
movement;
• Check that the hook and swivels move freely;
• Check the limit switch settings;
• Check the nominal speed of the individual functions while the crane is idling;
• Test the system at nominal load;
• Measure the system pressures of the individual functions and compare them with the
pressures prescribed in the hydraulic diagram. Correct if required;
• Carry out a breaking manoeuvre that includes all movements, including activation of
the emergency stop button. The brakes should engage immediately and hold the load
without slipping;
• If required, secure misaligned pressure relief valves, pressure switches etc., or mark
their position with paint.
Form ECI71 – Heavy Lift Crane Pre-Operation Check must be completed by a competent
person. A competent person is a person possessing the knowledge or experience necessary to
enable him to satisfactorily perform the duties required. Such a competent person might
obtain his knowledge either through training provided by the manufacturer of the equipment or
by in-house or local training provided either within the company or on the vessel. In Columbia
those persons are considered to be the Master, Chief Officer, Senior Engineers and senior
experienced, deck or engine room ratings.
Upon completion, form ECI71 – Heavy Lift Crane Pre-Operation Check must be forwarded
to the Company by e-mail.

In general, heavy lift operations should only be carried out during daylight, which offers the
advantages of a good view of the entire operation, and good visual communication with the
personnel involved. Some port regulations may restrict the handling of cargo units even below
100 tons to daylight operations only. These local regulations must be strictly complied with.
1.7 Cargo Crane Operation
1.7.1 Safe Cargo Handling Operations

The safe and proper operation of the cargo cranes is vital to the satisfactory performance of
the vessel during the handling of cargo using the vessel’s own gear. Failure to show proper
care and to follow company procedures and equipment manufacturer’s instructions may result
in injury, delay or costly damage.
The purpose of this procedure is to underline the more important aspects of crane handling.
They do not replace the crane manufacturer’s instructions which must be read carefully by the
personnel responsible for, and involved in, the operation and maintenance of the cranes.
Cargo cranes are designed for rapid cargo handling and every precaution must be taken to
ensure that the handling of cargo is carried out safely. Loads must not be moved at high
speeds; all movements should be controlled smoothly and power should always be applied
gradually.
Under no circumstances must the Safe Working Load of a lifting device be exceeded.
Inexperienced crane operators must be attended and carefully monitored until they reach a
satisfactory standard where they can be left without supervision.
1.7.2 The Marking of Crane Controls and Switches

All crane controls, particularly those for hoisting and lowering the load, and those for slewing
and luffing the crane, must be clearly marked as to their purpose and direction of operation.
All other controls and switches must be clearly marked as to their purpose.
1.7.3 Operating Cranes

Before operating a crane, the operator must familiarise himself with:
• The instruction manual;
• The crane’s operational and control limitations;
• The safety devices;
• The immediate environment and any hazards or obstructions contained therein;
• Measures to be taken in case of emergencies.
Lifting equipment must only be used by personnel trained in its use. Such personnel must be
fully conversant with the controls of the particular lifting device, the checks which must be
made prior to using the equipment, and to the safety precautions required to be followed
during such use.
Before starting a crane, the crane operator must complete the following:
• Form ECI2 - Lifting Equipment Pre-Operation Check and, if necessary, form ECI71
- Heavy Lift Crane Pre-Operation Check should be completed;
• Ensure that only authorised persons are in the crane operation area, and that starting
the crane does not endanger any other people;
• Remove all objects and other material not required for operating the crane from the
crane operation area;
• Operate the crane only if it is fault-free;

The following basic instructions must be complied with when operating cranes:
• Unauthorised personnel are not permitted under any circumstances to operate a cargo
handling crane;
• Crane operators and deck foremen must be fully familiar with the hand signals detailed
in form IF02 – Hand Signals for Cranes. These signals must be used during all
crane operations;
• The crane operator must be fully familiar with all the emergency stops and other safety
devices;
• If crane operations are to be suspended for a lengthy period of time, such as overnight,
the power supply must be switched to standby;
• Doors and hatches to the crane control room, to any space containing electric panels,
and to any switch box and all electrical supply units, must be kept closed. Access to
these is only permitted to authorised persons using a key or special tool;
• Cranes must under no circumstances be operated outside their safe parameters of SWL
and limit switches;
• When handling cargo with spreaders or lifting beams suspended from turntable twist
locks, beware of lifts where the centre of gravity is displaced from the turntable centre;
• Any visible defects, irregular sounds, partial failure of controls, or any other indications
of equipment not operating satisfactorily must be immediately reported and
investigated;
• During the crane operation do not remove or disable any of the safety devices;
• Ensure that unauthorised persons do not enter the crane operation area;
• Never swing loads over the top of people;
• Use the load step switch to select a new load step only when the hook is not carrying a
load;
• Avoid oblique load hoisting.
It should be noted that there is a risk of damage to crane wires if they are allowed to come
into contact with one another above the hook block. This can be caused by a number of
factors including exceptional stretching of the hoist rope during heavy lift operations.
Compensating for such additional rotation requires both caution and expertise.
1.7.4 Hand Signals

The Equipment Check and Information File contains the diagram IF02 - Hand Signals for
Cranes and the Chief Officer must ensure that all Officers and ratings are fully familiar with
these signs, and that they are used whenever directing a crane or derrick operator.
1.7.5 Inching the Load

‘Inching the Load’ refers to initially applying a very small hoist rate to ensure that the SWL of
the crane is not exceeded. It must be recognised by operators that, despite the weight of the
load being far less than the SWL of the crane, the running gear can be damaged by applying
too much lifting power too quickly.
Inching the load also allows the gradual check of the slinging arrangements to ensure that the
lift has been slung correctly and that the weight is evenly distributed on each part of the sling
arrangement.
The same applies when placing the load on deck – this should be carried out as slowly as
possible.
1.7.6 Spotting the Load

It is important that the crane operator ensures that the crane head block is directly above the
centre of the lift slinging arrangement, prior to starting to take the weight. This avoids
crushing pressures on the load, and the danger of it tipping over.

1.7.7 Planning a Lifting Operation
The Master is responsible for ensuring that company requirements for lifting operations are
fully complied with, that the operation is fully and carefully planned, the safety of the vessel
and of the lift has been adequately assessed, and that the operation can be safely carried out.
The Master should co-ordinate the operation with all the personnel involved.
Planning a lifting operation is essential and the following should be taken into consideration, as
applicable:
• The weight of the load;
• What type and size of slings are to be used;
• How the load is to be slung;
• Where the load is to be picked up from, either from the shore or a barge;
• Where the load is to be placed;
• What areas and obstructions are to be passed over;
• The proximity of personnel;
• Whether the cranes are to be used singly, or in tandem;
• How the operator will be directed, and by whom, if he is unable to sight the full
operation;
• Preparation for bedding and lashing points;
• The stability of the vessel throughout the lifting operation;
• The weather conditions.
The vessel will receive full information with respect to the loading and discharge of a heavy lift
cargo, including a stowage plan, from the shore cargo planner, who will check the complete
operation on a simulator and inform the vessel of the results.
1.7.8 Heavy Lift Operations

Heavy lift in the sense of this manual is the use of the main hoisting system in either single or
tandem mode. The weight of a lift is the gross weight of a single cargo unit including lifting
gear such as grommets, lifting beams etc.
Cargo operations with lifts of more than 100 tons means each single cargo operation per crane
with more than 100 t of weight.
All heavy lift operations must be performed with the crane in the automatic load regulation
mode only;
Tandem operation is the preferred method for any heavy lift cargo operation, where the weight
of the cargo unit is more than 100 tons. Tandem operation must only be carried out with the
hoisting wires of both cranes in parallel and vertical during the entire course of the operation.
As far as is practicable, a thin heaving line linking the main hoisting hooks of both cranes
should be used as an indication of any deviation.
The final lifting of the cargo, when the weight transfers from the dock or deck to the top of the
crane jib, must be carried out by the crane hoisting, and not by the transfer of ballast. This is
because the crane load sensing systems, both electronic and hydraulic, will not function
correctly and the crane can be overloaded and thus damaged.
During heavy lift operations side pull must be minimised. The vessel’s list must never exceed
either +/- 1.50, which is the alarm level of the automatic anti-heeling system, or exceed a trim
of +/- 2.00.
Any ship to barge operation requires calm water. The term calm water does not exclude the
possibility of waves or motion of the sea, but these shall not cause any appreciable movements
of the vessels.

1.7.9 Communication with the Crew
The Master must arrange a meeting with all the personnel who are to be involved in any heavy
lift operation, and the supercargo, and the following should be addressed:
• The person who will be in overall charge for lifting operation;
• Which crew members will operate the lifting equipment;
• Which portable VHF channel is to be used;
• The language in which communications are to be carried out;
• The person who will be in charge of directing the crane operators;
• The specific duties of each crew member involved in the lifting operation;
• How any member of the operation can immediately stop the operation, using the word
‘Stop’, if a problem should suddenly develop.
If there is any indication that a heavy lift operation is not fully under control then the operation
must be immediately stopped, using the word ‘Stop’. The operation may be stopped by
anyone who has good reason to do so. The operation should only be resumed when it is clear
that full control has been restored.
1.7.10 Communication with Stevedores

Prior to any lifting operation, a meeting should be held with the stevedore foreman and the
supercargo.
The following agenda should be considered:

• Whether the lifting equipment arrangement is to be applied by the vessel’s crew or the
stevedores;
• Whether the cargo bedding arrangements are to arranged by the vessel’s crew or the
stevedores;
• Whether the heavy lift operation is to be controlled by the vessel’s crew or by the
stevedores;
• Who will hook-on and hook-off the cargo unit;
• Who will position the cargo unit;
• Which channel will be used for radio communication with the stevedores;
• Ballast and heeling control of the vessel;
• No other cargo operation to be carried out concurrently;
• The person who will be in overall charge for lifting operation;
• How any member of the operation can immediately stop the operation, using the word
‘Stop’, if a problem should suddenly develop.
1.7.11 Dealing with Simple Crane Failure

Crane failure during cargo operations will result in a period off-hire. Some failures are very
simple to deal with operators should be able to deal with simple issues. For example:
• Contingency measures should be available to re-fill hydraulic oil reservoirs in case of a
level alarm;
• Oil high temperature alarms may be caused by ventilation covers having been left in
place;
• Crane operation control failure may be caused by limit switches becoming stuck in the
shut-down position – these should be checked and freed if necessary. However, limit
switches must never be inhibited.
1.8 Maintenance and Repair
1.8.1 Preparations for Maintenance

Cargo cranes must be fully operational prior to cargo operations and any significant defective
equipment which might affect safety must be repaired before the crane is so used.

Prior to any maintenance being carried out, the following must adhered to:
• The crane must be taken out of operation;
• The main power supply must be switched off, except where the maintenance specifically
requires it to be kept on;
• A warning sign must be posted at the power master switch, not to turn the equipment
on;
• A notice must be placed at the operating controls prohibiting the use of the crane;
• Ensure that lifting and load-bearing equipment appropriate for replacing larger crane
parts is available;
• Replace all defective crane parts immediately;
• Only the original manufacturer’s spare parts should be used.
1.8.2 Electrical and Hydraulic Equipment

Electrical equipment must be checked regularly. All work on electrical and hydraulic
equipment must only be carried out by a qualified person. Electrical equipment must never be
cleaned with water or similar fluids.
Electrical connections must be regularly checked for tightness. Damaged cables or hoses must
be replaced immediately. Hydraulic hoses should always be replaced as a preventive
maintenance measure if signs of deterioration are observed during repairs.
Always keep the switch box and all electrical supply units locked. Access to these is only
permitted to authorised persons using a key or special tool.
All work on electrical and hydraulic equipment must only be carried out by qualified personnel
or specialist service representatives
1.8.3 Cargo Crane Maintenance

Maintenance means the regular inspection and care of the crane to ensure fault-free operation.
The planned maintenance system should ensure that the crane manufacturer’s maintenance
recommendations are strictly complied with, and the system should include all their
recommendations.
In addition, before every operation or after each voyage, the following should be carried
out:
• A thorough visual inspection of each crane;
• Check the oil level in the hydraulic oil tank;
• Check the oil level at the gears (winch gear, slewing gear, pump distribution gear);
• Check the filter service indicator, and replace filter cartridges as necessary;
• Test all limit switch settings and check that they are functioning correctly.
On a weekly basis ensure that:

• The gear rims are adequately lubricated.
On a monthly basis, the following are to be visually inspected:

• Ropes, sheaves, rope end fastenings and harnesses;
• The bottom hook block, sheaves, swivels, shackles, roller bearings;
• The tightness of all bolts.
On a three monthly basis, the following are to be carried out:

• Cleaning the cranes;
• Lubrication, greasing of crane ropes;
• Lubrication, greasing of rope end fastening and swivel;
• Lubrication, greasing of sheaves;
• Lubrication, greasing of winch bearing.

On a six monthly basis, the following are to be carried out:
• A visual check of the slip ring assembly;
• A visual inspection, and cleaning if required, of the oil cooler;
• A check of the tightness of all bolts, especially in rope end fastenings, the jib base and
the bottom hook block;
• An inspection of the slewing ring seal.
On an annual basis, the following checks are to be carried out:

• A functional check and safety inspection of the cranes;
• Check the brakes (winch gear, slewing gear) for leaks, and the braking torque;
• An inspection of the brake discs;
• An analysis of a sample of the hydraulic oil (oil tank);
• Take a grease sample from the slewing ring and examine the extruded grease for
abrasive particles. Arrange for the crane manufacturer to examine the lubricant;
• A thorough inspection of the wire, hooks and sheaves by an expert.
After any maintenance the crane must be prepared for operation and the proper function of all
limit switches tested.
1.8.4 Cargo Crane Wire Status Check

Form ECI73 – Cargo Crane Wire Status is to be completed on a six-monthly basis. All
columns of the form must be completed.

2. Cargo Operations
Columbia Shipmanagement categorically does not allow the overriding of safety

devices, trips and alarms during normal operations.
the Chief Officer. The Master’s permission must be obtained before any safety device or trip is
overridden.
2.2 Cargo Handling

The Master must ensure that the cargo compartments in which goods are carried are fit and
safe for the carriage and preservation of the intended cargo.
Vigilance must be exercised to ensure that the cargo is safely handled during loading and
discharging operations, that the stowage and securing is proper and safe so that the maximum
care is exercised for the particular cargoes carried at the particular time of the year and with
due consideration for expected weather conditions.
A prudent Master will, if practicable, always ensure the cargo on board is inspected for signs of
damage before entering the discharge port. Any possible remedial action taken at this stage
may, in some cases, eliminate complaints from stevedores or receivers.
2.2.1 Cargo Stowage Plan

As soon as information on the cargo to be loaded is received a stowage plan must be prepared.
If the ship is under time charter, the charterer may organise the stowage and draw up the
stowage plan.
When preparing a stowage plan, the Chief Officer must consider the vessel’s trim and stability,
weight limitations and permissible deck loading, and how these may alter throughout the time
from when loading starts until the final cargo is discharged.
If the vessel is on a liner trade or otherwise loading or discharging at several ports or berths,
the loading and discharging sequences must be calculated to take into account the stability
between ports and berths. Consideration must also be given to the particular requirements of
deck, dangerous cargo, and cargo which require particular stowage arrangements.
If the charterers prepare the cargo plan the Master should carefully check it. Even though a
charterer may plan and perform the stowage, the Master remains responsible for ensuring the
plan is safe and does not affect the seaworthiness of the vessel. He shall not approve any plan
drawn up by charterer until he has proper information on the cargo to be loaded, sufficient
that he could draw up his own plan.
Under the Bills of Lading the Owners are usually liable to the cargo owners for damage to the
goods during loading or discharging, or for poor stowage and securing, even if under the
charter party charterer arrange and pay for cargo handling. During loading and discharging,
the Master shall arrange a continuous watch of cargo operations, under the control of a
responsible Officer, to monitor that the cargo is properly and safely loaded, handled and
secured. Any cargo or vessel damage should be reported to the Chief Officer or the Master
and noted in the Deck Log Book.
2. Cargo Operations 1st January 2010 Page 1 of 9

DCO (Dry Cargo) – Part D Multi-Purpose (Rev. O)
In the event of poor cargo handling or stowage the Master must attempt to remedy the matter
and hold the stevedores responsible in writing, with a copy to the local agent and the
charterer. If necessary the Master should contact the company or the commercial operator to
obtain the assistance of the local P & I Club correspondent to assist in negotiating with the
stevedores to solve such problems and to record the nature, cause and extent of any damage.
However, pure cargo damage caused by the stevedore or a third party should be recorded
separately.
In case of stevedore damage to a container form ECI56 – Container Damage Report should
be completed.
A cargo stowage plan must be completed for every port. The cargo plan should cover all
stages of loading and discharging.
• The quantity and grade of each parcel where different parcels are carried in different
holds/deck/bay;
• The relevant properties of cargo;
• Critical stages of the operation must be identified and the action required to reduce
the risk;
• Hazards of the particular cargoes.
Also, as required:
• Number of gangs to be used;
• Bunkering;
2.2.2 Deck Cargoes

Items of deck cargo are not automatically at ‘shippers risk’, and where damage and loss occur
to cargo shipped on deck the ship owners, the Master and his officers must be in a position to
demonstrate there was no negligence or lack of due diligence on their part.
Deck cargoes, because of their location and the means by which they are secured, will be
subjected to velocity and acceleration stresses greater, than cargo stowed below decks.
There are a lot of considerations when transporting deck cargoes. The Nautical Institute
Lashing and Securing of Deck Cargoes and related industry publications should be
consulted on each occasion a deck cargo is to be carried. The following procedures, which may
not be an exhaustive list, must also be complied with:
• Shore-based labour is preferred for lashing and securing deck cargo;
• Care must be taken to ensure that the maximum deck loading per m2 is not exceeded;

• Proper dunnage is to be utilised taking into consideration the friction coefficient of the
materials used;
• Deck cargoes should not interfere or obstruct access by the crew to any critical
machinery and equipment;
• The height of cargoes above the deck shall not interfere with the navigation of the ship;
• Lashings must be of adequate strength and balance, and sufficient numbers of lashings
must be used;
• All securing and lashing work must be completed prior to sailing from the port.
The carriage of deck cargo, excluding containerized cargo, should be expressly referred on the
face of the Bill of Lading, using a suitable “deck cargo clause” as follows:
"These goods are stowed on deck and shall be at all times and in every respect at the risk of
the shipper/consignee. The carrier shall in no circumstances whatsoever be under any liability
for loss of or damage to deck cargo of any nature, howsoever the same be caused, including
by virtue of any negligence of any nature whatsoever on the part of the carrier, their servants
and agents."
2.2.3 Dangerous Cargo

Parts of SOLAS Chapter VII, and the IMDG Code and IMSBC Code govern carriage of
dangerous cargoes. The Master and Deck Officers should have a basic working knowledge of
these publications and their requirements must be complied with. Failure to follow the Codes
introduces the risk of accidents and may prejudice the owner’s P & I and H & M insurances.
Before drawing up or approving any stowage plan the Master must check if the IMDG Code or
the IMSBC Code applies to any intended cargo. If any such cargo is to be carried, the Master
shall:
• Obtain the information and documents set out in the protocol to the Code to confirm
the nature of the cargo;
• Verify the Dangerous Goods Certificate permits the carriage of the cargo;
• Verify that the charter party permits the cargo to be carried;
• Consult the Code to establish what the applicable requirements are concerning the
packing, marking, handling, stowage, securing etc., of such cargoes, and the
implications this may have on the general stowage of all cargoes, including non IMDG
Code cargoes, to be carried;
• Ensure that the safety and emergency procedures as set out in the Code can be
followed;
• Ensure that the packing and marking, etc., of the cargo conforms to the Code and that
loading and stowage, etc., are planned and performed in accordance with the Code;
• In all other respects ensure that adequate safety is maintained.
If the charterer draws up the stowage plan or arranges the loading and stowage the Master
shall obtain information from the charterer as to how their intended arrangements comply with
the Code, before approving the stowage plan or permitting loading. The Master should not
accept any pressure from charterer or shippers to permit the loading of any cargo unless he is
satisfied that the cargo is permitted and that the Code can and will be followed.
If at any time the Master becomes aware the Code is not being followed he shall immediately
stop cargo operations and insist that suitable corrections are made.
The IMDG Code does not permit exemptions from the Code, allowing any lesser standard of
care than that contained in the Code, though in some places extra precautions may be
imposed by local regulation. However, some port state authorities have sometimes approved
or permitted a stowage that does not meet the minimum standard of the Code. Even if

approved by a regulatory body, if stow does not meet the minimum standard of the Code,
insurance is still potentially prejudiced. If it appears the approved stow does not conform to
the Code the Master shall check with the authority the basis upon which their approval
complies with the Code.
2.2.4 Special Cargoes

The Master should be aware that some cargoes may not be classified as dangerous but
nevertheless may require special or particular attention to ensure they are properly delivered
in the same apparent order and condition as loaded, such as refrigerated cargoes, or those
which may be at risk of damage from condensation or sweat, or which may be delicate or
fragile. They must be handled accordingly.
2.2.5 Permissible Surface Load

The permissible surface load – also referred to as PSL, or uniform load, or uniform loading – is
the maximum uniformly distributed load for which the cargo deck or tank top has been
designed for.
Maximum stack loads for containers or for break bulk cargo depend on the strength of the tank
top or hatch cover structure. All calculations are detailed in the vessel’s Cargo Securing
Manual, which is normally approved by the class society on behalf of the administration.
The tank tops and hatch covers are designed in accordance with class rules and are calculated
for maximum loads. For example:
Uniformly distributed load 2.50 t/m2 (Pay load)
Container stack load 20’ from 50 t to 70 t
40’ from 65 t to 85 t

completely recorded. The form ECI106 - Statement of Facts should be used and the main
The Statement of Facts is important, and is occasionally checked by the cargo receiver. The
times of periods of rain must be recorded, especially when handling rain-sensitive cargoes.
2.3 Hatch Covers

The condition and watertightness of hatch covers, coamings and access hatches is vital to the
safety of the vessel and the protection of the cargo.
Leaking into cargo holds may be caused by:

• Those resulting from normal wear and tear;
• Those resulting from a lack of maintenance, or corrosion, or a lack of adequate
lubrication;
• Stevedore or crew miss-handling.
Hatch cover performance can be improved by effective maintenance and the following of the
manufacturer’s recommendations. The planned maintenance system should give detailed
instructions on maintenance requirements and it is incumbent on the vessel’s personnel to
ensure that it does. The planned maintenance system should be updated to include any
particular requirements for particular equipment. In general the Chief Officer should observe
the following maintenance programme:

• Maintain an adequate paint coating protection of the steel work to avoid corrosion;
• Periodically replace sealing rubbers and packing as required;
• Periodical overhaul and lubricate moveable parts;
• Periodical inspections of the condition of all components such as packing, compression
bars, locking devices, load bearing surfaces, the seal surface of the coamings between
covers, the condition of the coating top plate, and that drainage holes are clear;
• Periodical inspections of the hatch cover hydraulic systems;
• Carry out hose tests during ballast passages when the hold is empty.
During examination of the hatch covers and coamings the satisfactory condition of the
following should be checked:
• Hatch covers for corrosion, cracks, deformation;
• The tightening devices of longitudinal, transverse and intermediate cross junctions
(gaskets, gasket lips, compression bars, drainage channels);
• Clamping devices and retaining bars;
• Chain and rope pulleys;
• Guides, guide rails and track wheels;
• Stoppers etc.;
• Wires, chain tensioners and gypsies;
• The hydraulic system including the condition of hydraulic hoses, electrical safety
devices, and interlocks;
• End and inter panel hinges, pins and stools;
• Ramp profiles and the stowage area;
• Backup structure in way of wheels, guides, hinges.

If there is evidence of deformation of the hatch panels, or it proves impossible to achieve full
watertight integrity, it may be necessary to arrange service from a manufacturer’s
representative. An ultra sonic test may be required.
Any damage to the hatch covers, and their repair, require the attendance of a class surveyor.
Repairs must only be carried out with the full knowledge of the technical superintendent.
When repairs are carried out to any steel structure, note that the material is mainly high
tensile steel. Only high tensile ship building steel approved by the class society should be used
as a substitute.

Hatch covers must be watertight. The seal between the hatch cover and the coaming is
achieved by means of a rubber profile seal which is fitted on the panel and pressed against the
stainless steel flat bar on the coaming rubber profile top. This hatch cover seal may be of a
sliding type.
The seal between the hatch cover panels is achieved by means of a water seal which is fitted
on one panel and pressed against a stainless steel flat bar on the other panel.
Drainage gutter bars are arranged on the coaming and in the joints. Non return drainage
valves may be fitted to the coaming at each corner. Test and clean the drainage valves on the
coaming, and replace as necessary.
Holds may be designed for carrying dangerous cargo and therefore the hatch covers are fitted
with a water spraying system.

It is important to regularly check the condition of seals and packing for wear and tear and
mechanical damage. The use of cleaners and the lubrication of rubber packing is important.
Damaged packing should be replaced.

The covers are secured to the coaming by top and bottom quick-acting cleats. The cleats
consist of an eye bolt and a cam which is turned by a lever for producing the pulling force
against the coaming. The length of the cleat bolt is adjusted by a nut and the necessary
resilience on the cleat is produced by a rubber washer being compressed between steel
washers. When opened, the cleats must be carefully put to the parking position so that they
are not damaged by the moving cover. Ensure that all cleats are opened before operating the
cover.
The securing arrangements for the hatch covers must be kept in good working order and
damage must be immediately dealt with.
In order to ensure watertightness the tightening capacity of the cleats should be regularly
checked and adjusted as necessary.
Cross section of a multi panel hatch illustrating the compression

bar gasket and cleat arrangement
2.3.5 Watertightness Test

The water tightness is to be checked in accordance with the hatch manufacturer’s instructions
by hose test at least every six months. The test should also be carried out whenever a failure
of the watertight integrity of a hatch is suspected.

In the case of emergency, sealants tapes for hatch covers can be used to prevent the leakage
of water into the cargo holds.
2.4 Cargo Holds

The maintenance of holds in good condition is of primary importance in ensuring that the cargo
remains in good order and as delivered on board. The method of cleaning and the time
required will vary on different ships and with different cargoes. The Chief Officer shall:
• Ensure that after the completion of discharge the hold, tanks and bilges are
immediately cleaned and that all previous cargo residues are removed;
• If at the time of cleaning the holds, the next cargo is not known, the holds should be
prepared to the highest standard. It is essential that sufficient preparation is made to
pass the rigid standards applied by the inspecting surveyors;
• Ensure that holds do not have any odour from the previous cargo;
• Ensure that cargo holds and fittings are carefully checked and that repairs are made as
necessary.
Each hold cleaning operation must be logged and recorded.
may be under the control of a Deck Officer or a responsible crewmember. At sea, when the
Chief Officer is not on deck, a work programme is to be available on the bridge for the
Progressive hold maintenance should always be carried out whenever necessary or possible to
try to eliminate any deterioration of coatings and the risk of failing an inspection.
After completion of cleaning the condition of the following should be carefully checked in each
hold or cargo space:
• All ladders;
• All air pipes;
• Cover plates for manholes and the gratings for bilge wells;
• Cleanness of bilge wells;
• Thermometer pipes, if fitted;
• Sounding pipes and their casings;
• Pipes of any fire extinguishing system – e.g. CO2;
• Lighting arrangements (which should be isolated if necessary for the intended cargo);
• Test of the bilge suctions;
• Test of the bilge high level alarms;
• Ventilation fans and flaps;
• Dehumidifier system.
Additional checks and test may be required depending on the vessel and hold type, and the
form ECI50 – Cargo Hold Inspection should be completed on each occasion a hold is
cleaned and inspected. Any defects which do not immediately affect the suitability of the hold
to carry the intended cargo must be reported on the form and dealt with in due course.
Cargo holds inspection is carried out as per Columbia standards every year and the following
form ECI85 – Cargo Hold Condition Report should be completed.
For any damage on the vessel structure cause by Stevedore’s and/or their servants the
Columbia form ECI55 – Stevedore Damage Report should be completed.

Cargo residues are classed as MARPOL - Annex V Category 4 Garbage and must be disposed
of in accordance with the vessel’s Garbage Management Plan and the disposals entered in
the Garbage Record Book.

Ventilation of the cargo is a critical operation and if not properly controlled may result in
serious cargo damage. Different climate conditions, humidity, temperature variations and
uncontrolled cargo hold atmospheres in general may cause vapour condensation and damage
to the cargo.
The Chief Officer shall:

• Ensure that the ventilation system is maintained in good operating condition with all
mechanical parts well greased and moveable;
• Make appropriate log entries twice daily throughout the voyage when hold ventilation is
required to maintain a record of temperatures and dew points of external air and of
hold for guidance to avoid “sweating”;
• Examine all ventilator intakes and closing devices, and grease spindles, as required by
the planned maintenance system;
• Ensure the water tightness of the ventilation system at all times.
2.4.4 Dehumidifier
Vessels which are equipped with a cargo hold dehumidifier system must maintain the system
operational and in good condition, in accordance with the manufacturer’s instructions.
Dehumidifiers are designed to control the atmosphere within the cargo hold, regardless of the
external conditions. During operation all natural ventilation should be closed.

Bilges in cargo holds are normally provided with bilge alarms. These alarms give advance
warning before the level of the bilges reaches the tank top, enabling them to be pumped out
before serious flooding occurs.
If bilge pumping is required it is extremely important to avoid any pollution. If there is any
contamination of the bilge water by a pollutant then the contents must be retained on board
and disposed of using an alternative method.
For all cargo holds that are certified for the carriage of cargo listed in the IMDG Code, a
separate means for the disposal of contaminated bilge water must be provided. This means
may consist of either an additional pump and independent piping system, a portable pump or
ejector, or any alternative method enabling segregated handling of contaminated bilge
contents. The same portable system may be used for all other cargo spaces that might be
contaminated with oil or any other marine pollutant which cannot be disposed of using the
fixed bilge piping system.
Bilge alarms fitted in cargo spaces are to be tested monthly and ECI51 - Cargo Hold Bilge
Alarm Test must be completed.
2.5 Tween-Decks Covers and Panels

The tween deck covers and panels are removable and they are not watertight. They are
removed and replaced by crane. Lifting pots for the spreaders or wire slings are arranged

transversely in the centre of gravity of the cover. The covers may be removed or replaced in a
non-sequential order, and support pads are provided in each corner. Attention must be paid to
the fact that end panels are slightly different and must always be replaced in the correct
position. A diagonal line painted in a contrasting colour from one end to the other of the
tween-deck should provide guidance to operators as to which position to place each panel.
The hatch coamings are strengthened to take the weight of the covers. When not in use, the
covers may be stacked on top of each other on the weather decks, or in cargo hold. The
covers/panels can be stacked freely over all adjacent panels, whenever practical.
The topmost panel of the stack must be secured using locking pins in the longitudinal
bulkhead. The panels are locked to each other through fixed cones in the bottom penetrating
into recesses in the top plate of the lower one.
The removable railings should be rigged at each open hatch cover side. The hatch covers are
locked to the coaming by securing pins when stacked in the hold.
The support pads are of steel and in each corner of the panels plastic sliding pads are fitted to
prevent the panel from hitting the bulkheads.

The tween deck covers and panels normally require little maintenance, but to ensure trouble-
free operation the maintenance recommended by the manufacturer should be carried out on a
quarterly basis. The following checks should to be carried out:
• Check securing pins;
• Check the lifting points;
• Check the coating and touch up damaged areas;
• Check the moveable tween deck stoppers fitted to the cargo holds bulkheads port and
starboard.
2.5.3 Cell Guide Stoppers

The Multi Purpose Vessels are designed to carrying various type of cargo, such as break bulk,
heavy lift, bulk cargo and containers. Usually two holds (one forward and one aft) are
specifically designed to carry containers, and are fitted with classic container cell guides.
In case holds are to be used for general cargo in combination with containers, additional tween
decks are created using cell guide stoppers, which are placed at each standard container level.
For the tween decks, flat racks are used.
The Chief Officer should ensure that the cell guide stoppers are in good condition, and well
cleaned and greased.

the vessel.

3.1.1 Ballast Tanks

Large quantities of ballast water may be carried and apart from the need to confirm watertight
integrity, it is necessary to control the weight of ballast water for stability and stress purposes.
All vessels should record the sounding or gauge reading of ballast tanks on a daily basis.
Unexpected changes in these levels will indicate an abnormal situation. All ships shall sound
ballast and fresh water tanks daily. It must be clearly recorded whether hand sounding or
gauge readings were taken, and the record ECI54 – Ballast Tank Sounding should be
maintained.
On vessels fitted with ballast tank gauges, tanks should be manually sounded on a quarterly
basis to confirm ballast tank gauge readings and the comparisons recorded.
3.2 Control of the Heeling System

Not all vessels are equipped with an anti-heeling system and therefore this section applies only
to vessels fitted with such a system.

The Chief Officer and Chief Engineer are responsible for ensuring that the heeling system is in
good working order, regularly tested and that maintenance is carried out in accordance with
the planned maintenance system and the manufacturer’s instructions.
Ballasting or the operation of the heeling system operation under cargo operation must be
controlled by either the Chief Officer or the Deck Watch Officer, who must be fully familiar with
the system.
3.2.2 Auto-Mode
Generally, during cargo operations, the heeling system is operated in automatic mode.
However, prior to using the system in automatic mode, the following must be complied with:
• The anti-heeling system must be in full working order;
• There is an adequate quantity of ballast water in the heeling tanks;
• The stowage plan does not require the vessel to be listed for cargo operations;
• No single weight of over 100 tonnes is to be lifted.
Prior to lifting operations, the amount of ballast water which is required in the ballast and
heeling tanks should be ascertained. The anti-heeling system should be not be used in
automatic mode for weights of over 100 tonnes.
If used in automatic mode for cargo operations, the system should be switched to manual
mode upon completion of the operation.
3.2.3 Manual Mode

During normal ballasting operations the anti-heeling system should be kept in manual mode.
If there is any malfunction of the system then it should be operated in the manual mode.
In both cases, the person in charge of heavy lift operations should take the following into
consideration:
• Anti-heeling system on auto or manual mode;
• Any time to have a list of the vessel under control;
3. Control of the Ballasting System 1st January 2010 Page 1 of 3

• Heavy lift operation to keep on slow speed.
3.3 Ballast Pump Operation

When dealing with centrifugal pumps the duty engineer should, if necessary, be given
adequate notice of starting or stopping pumps. The pump casing may require to be vented of
air or gas and primed full of liquid before starting the pump. Centrifugal pumps must be
started against a closed discharge valve, and once the pump is running the valve should be
opened gradually.

Pumps should be stopped with a minimum load on the prime mover. If the tank has been
drained then the load will be minimal, if there is still liquid in the pump then the discharge
valve should be shut to minimise the load.
Ballast and anti-heeling pumps must never run dry. Upon loss of suction pressure the pump
must be stopped to prevent damage.

In an emergency the pumps must be stopped without delay.
All personnel involved must be aware of the location of ballast pump emergency stops.
Regular testing of the emergency trips must be carried out, and recorded in ECI53 - Ballast
Pump Emergency Stops.

Overloading is usually caused when there is very low back pressure. To avoid damage the
pump must always be operated within the manufacturer’s designed permissible operational
limits. This should be achieved by the careful use of throttling of the pump discharge valve to
create an imposed discharge head.
Particular problems of overloading can occur with ballast pumps. If the pumps are used to fill
double bottoms from empty, or to empty top wing tanks from full, then the pumps can easily
be overloaded, causing damage to the prime mover and other components. Careful control of
the pump discharge valve is necessary. Double bottom tanks should only be filled from empty
by gravity, and similarly the level in side tanks should be lowered from full by gravity.

4.1.1 General Requirements

A lifting operation must be thoroughly pre-planned. This is generally completed by a
supercargo appointed by the charterers. However, it is the responsibility of the Master to
ensure that each operation is carefully planned pre-calculated. The following must be
addressed:
• The geometry of the lifting arrangement in terms of overall height, the slinging height,
the suitability of the arrangement for the lift are satisfactory;
• The centre of gravity of the lift is known;
• The stability of the lifting arrangement has been satisfactorily pre-calculated for all
necessary parts of the lift;
• The strength of all the elements of the lifting arrangement in terms of Safe Working
Load (SWL) or Working Load Limit (WLL) are adequate.
4.1.2 Strops, Slings and Shackles

A certificate of test must be available for all strops, slings and shackles which are used for
lifting cargo. The specified SWL of each sling, shackle, lifting eye or trunnion must be at least
equal to the calculated figure of the load in each sling.
Before use, all elements of a suspension arrangement must be carefully checked to ensure
they are fit for purpose.
Shackles in a lifting arrangement should be loaded in a straight line and must not be subjected
to bending stress. Slings must be protected against chafing by suitable corner protectors.
4.1.3 Geometry of Lifting Arrangements
4.1.3.1 Hoisting Distance

The available hoisting distance is the maximum vertical distance from the top of the hatch
cover or hatch coaming to the lower end of the cargo hook or lifting tackle in the uppermost
position.
The hoisting distance varies with the topping angle of the crane boom, depending on the
envisaged stowage position of the cargo unit. Appropriate figures of the hoisting distance may
be obtained from the crane manufacturer's operation diagrams.

hoisting distance – ‘h’

slinging height - ‘s’
Hatch coaming or hatch top
Figure 4.1.1: Slinging height ‘s’ versus hoisting distance ‘h’
4. Slinging and Bedding 1st January 2010 Page 1 of 22

The slinging height is the vertical distance from the bottom of a cargo unit to the top end of
the slinging arrangement that is fastened to the cargo hook or to the lifting tackle block. The
slinging height must be less than the hoisting distance with a good margin. This must be
checked by the Master or the Chief Officer.
4.1.3.2 Centre of Gravity

In a single crane suspension the centre of gravity of a cargo unit will inevitably hang vertically
under the hook. In order to perform a straight lift with the cargo unit coming off the ground
evenly, it is of the utmost importance to adapt the length of slings accordingly. This may be
achieved by means of a scale drawing, supported by calculation if necessary.
z z
x y
Figure 4.1.2: Determination of sling length
The gross length of each sling can be obtained by the spatial Pythagorean rule:
Gross length = x 2 + y 2 + z 2 metres
The net length is obtained by deducting the effective length of the shackle, if applicable.
gross
length
shackle net
length
Figure 4.1.3: Gross length and net length of sling with shackle

4.1.3.3 Optional Arrangements
If slings are not attached to a cargo unit by shackles or by trunnions, but have to be taken
around the body of the unit in form of loops, care must be taken that the slings cannot slip
towards the middle. If there is a risk of slipping, a suitable spreader or traverse must be used
to keep the slings vertical in the longitudinal plane.
Figure 4.1.4: Longitudinal traverse to keep slings vertical
If the slings are not allowed to touch the sensible surface of a cargo unit, transverse spreaders
must be used.
Figure 4.1.5: Transverse spreaders to keep slings away from a cargo unit
If slings must be attached vertically, e.g. due to vertical eye plates on the cargo unit, a
longitudinal traverse must be used in addition to the spreaders (Figure 4.1.6).
Figure 4.1.6: Longitudinal traverse and transverse spreaders for vertical slings

4.1.3.4 Dual Crane Suspension
If two cranes are to be used for handling a cargo unit, a suspension arrangement as shown in
figures 4.1.4 or 4.1.6 may be used, but without a traverse. However, a traverse should be
used as a connecting beam, as in figure 4.1.12, if the distance of the slings on the cargo unit is
short and there is a risk of the crane booms colliding
4.1.3.5 Incorrect Position of the Centre of Gravity

Occasionally the quoted position of the centre of gravity proves to be incorrect. This is
revealed upon starting to lift the cargo unit from the ground or vehicle of delivery, when one
end of the unit comes up first.
With fixed points of attachment of the slings in a simple primary suspension arrangement, the
situation is less critical, as in figure 4.1.7a. An elongation of the slings at the side which
comes up first should be considered. The elongation may be achieved by inserting suitable
shackles.
If there is a suspension arrangement with secondary slings between a spreader or traverse

and the cargo unit, the tilting angle may become large, as in figure 4.1.7b. An elongation of
the primary slings at the side which comes up first is strongly recommended.
If in such a secondary suspension the slings may shift, the large tilting angle may cause the
unit to slip out of the suspension arrangement, as in figure 4.1.7c. The situation must be
corrected by shifting the slings the correct distance to the low side until the unit lifts off the
ground evenly.
a b c
elongation
elongation
shift
Figure 4.1.7: Adjusting a suspension arrangement for an incorrect centre of gravity

In dual crane suspensions the position of the centre of gravity is less critical for vertical lifting.
However, care must be taken to check the load sharing between the two cranes and the
associated suspension arrangements.
4.1.4 Stability of Lifting Arrangements

Suspension arrangements may become instable under certain geometrical conditions. The
theory behind this issue shows an analogy to the ship's stability, where the centre of gravity G
must remain below the metacentre M at all times.
4.1.4.1 Primary Suspension Only

A cargo unit that is suspended with primary slings only is stable in principle if the centre of
gravity G of the unit is below the centre of suspension M with an appropriate margin of safety.
However, the horizontal distance to the slings should also be sufficient in order to withstand
horizontal impacts from wind gusts and crane movement.
M M M
G
G M
G G
stable sufficiently stable poorly stable unstable

Figure 4.1.8: Stability of primary suspensions
4.1.4.2 Primary and Secondary Suspension

A suspension arrangement that includes traverses and/or spreaders normally involves the
primary suspension of the spreader to the hook and the secondary suspension of the cargo
unit to the traverse or spreader. If a small offset of the centre of gravity of the cargo unit
causes the whole arrangement to tilt, the secondary suspension will swing aside and thus
increase the tilt.
The centre of gravity of a suspended cargo unit may be raised to a virtual position by the
additional tilting effect of a secondary suspension. As long as this virtual position is sufficiently
below the centre of suspension, the arrangement is stable. It is unstable however, if the
virtual position of the centre of gravity is above the centre of suspension.
GC M
M
v φ
GGC
s
γ
G G
z
Figure 4.1.9: Primary and secondary suspension; virtual centre of gravity

mT s ⋅ tan γ
GG C = c ⋅ s − v ⋅ −c⋅z⋅ , and
mC v ⋅ tan φ + s ⋅ tan γ
m T sin γ ⋅ cos γ
c = cos 2 γ − (1 + )⋅
mC tan φ
Where: mT = mass of traverse (tonnes);
mC = mass of cargo unit (tonnes);
All other parameters are as in figure 4.1.9. Note: Angle γ in figure 4.1.9 is attributed a ‘−’
sign.
The equation for calculating GGC is considerably simplified if the secondary suspension is
vertical with γ = 0. Then also c = 1 and GGC = s – v⋅mT/mC.
When designing a suspension arrangement, the interaction of primary and secondary

suspensions must be investigated for stability both in the transverse and longitudinal
directions. Secondary slings should be as short as possible, while primary slings should be as
long as possible. Negative values of the angle γ should be avoided as far as possible.
Example: The suspension arrangement with two traverses as shown in figure 4.1.9 has the
following parameters:
s = 10.1 m; v = 3.6 m; z = 2.8 m; φ = 64°; γ = −12°; mT = 24 t (two traverses); mC = 100
t.
⎛ 24 ⎞ sin(−12°) ⋅ cos(−12°)
c = cos 2 (−12°) − ⎜1 + ⎟⋅ = 0.9568 − 1.24 ⋅ (−0.0992) = 1.08
⎝ 100 ⎠ tan 64°
10.1 ⋅ tan(−12°)
GGC = 1.08 ⋅ 10.1 − 3.6 ⋅ 0.24 − 1.08 ⋅ 2.8 ⋅ [ m]
3.6 ⋅ tan 64° + 10.1 ⋅ tan(−12°)
− 2.147
GGC = 10.908 − 0.864 − 3.024 ⋅ = 10.908 − 0.864 + 1.240 = 11.284 m
7.381 − 2.147
The arrangement is unstable because GGC = 11.284 m is greater than (v + s – z) = 10.9 m.
4.1.5 Strength of Lifting Arrangements

4.1.5.1 Determinate Suspension Arrangements
Arrangements with two and three lifting points are statically determinate, i.e. the vertical load
is shared between slings in relation to their horizontal distance from the centre of gravity of
the cargo unit, following the rule of ‘inverse proportionality’.
When using four independent slings for lifting, they must have a precise length for sharing the
load equally. If one of the slings is just a few centimetres too long, it will take no load and
also the opposite sling may fall slack, so that the cargo unit is actually lifted by two slings only,
as is shown in figure 4.1.10a.
a b
Figure 4.1.10: Lifting with four independent slings (left) and three slings (right)

A foolproof solution for this situation would be to use two independent slings at one end and
one double length sling on the other end as a ‘loop over the hook’. In this way the load would
be shared perfectly evenly on all four parts as in figure 4.1.10b. ‘Loop over the hook’ slings
should not be used on both ends of the cargo unit in order to avoid the risk of tilting. The
arms of the hook should be slightly greased for a smooth balancing of the long sling.
Lifting with two ‘loop under the bottom’ slings will usually guarantee an equal distribution of
the load to all four parts, as in figure 4.1.11. It is in fact a two-point suspension.
Figure 4.1.11: Lifting with two ‘loop under the bottom’ slings
4.1.5.2 Hanging Forces in a Two Point Suspension

Asymmetric lifting arrangements require a careful assessment of shared loads, both in the
slings and in the crane tackles, if two cranes are used. Figure 4.1.12 contains the essential
parameters in terms of position of lifting points and centres of gravity of the cargo unit and
traverse with regard to the applied principle of "inverse proportionality".
D1
D2
f1 f2
L1
e1 e2 L2

Figure 4.1.12: Asymmetric lifting with traverse and two lifting tackles
The load in the slings depends on their distances from the centre of gravity of the unit e1 and
e2.

e2 e1
L1 = ⋅ mC and L2 = ⋅ mC
e1 + e 2 e1 + e 2
The load in the lifting tackles must also take the mass of the traverse into account.
f2 m f1 m
D1 = ⋅ mC + T and D2 = ⋅ mC + T
f1 + f 2 2 f1 + f 2 2
Example: Mass of cargo unit mC = 140 t; mass of traverse mT = 20 t; e1 = 2.7 m; e2 = 3.3

m; f1 = 5.1 m; f2 = 6.9 m.
3.3 2.7
L1 = ⋅ 140 = 77.0 t L2 = ⋅ 140 = 63.0 t
2.7 + 3.3 2.7 + 3.3
6.9 20 5.1 20
D1 = ⋅ 140 + = 90.5 t D2 = ⋅ 140 + = 69.5 t
5.1 + 6.9 2 5.1 + 6.9 2
The example shows that the load distribution in the slings can be quite different from the load
distribution in the lifting tackles, depending on the distances to the centre of gravity.
4.1.5.3 Suspension Angle γ

Any suspension angle γ - i.e. the deviation of the free loaded part of a sling from the vertical -
should remain below 400, but should never exceed 600. The actual load F in a sling subjected
to a hanging force H will be increased as a function of the suspension angle γ as follows:
H
F= [t]
cos γ
H γ F
Figure 4.1.13: Suspension angle γ and actual force F in a sling
Table of values of 1/cos γ
γ 10° 20° 25° 30° 35° 40° 45° 50° 55° 60°
1 / cos γ 1.015 1.064 1.013 1.155 1.221 1.305 1.414 1.556 1.742 2.000
Example: m = 80 t; γ = 30°; hanging load in each sling H = 80 / 4 = 20 t; actual load in each

sling F = H ⋅ 1.155 = 23.1 t. The slings must have a specified SWL of at least 23.1 t.

4.1.5.4 Running Slings
Running slings are a favourite method for slinging light cargo, but it is dangerous to use them
for heavy lift units as the wire will be damaged where it passes through the eye during
tightening.
Figure 4.1.14: Never use running slings for heavy lift units
4.1.5.5 Spreader Support Wires

Occasionally spreaders, which themselves are slung from support wires, are used to spread
slings.
It should be noted that these spreader support wires must not only carry the weight of the
spreaders, but also carry a share of the weight of the cargo unit due to the change of direction
of the cargo slings. The load FS to be taken by one of these support wires is calculated by:
H ⋅ (1 − cos γ ) + mS / 2
FS =
cos γ
Where H = hanging load in sling; mS = mass of spreader; γ = suspension angle.
Figure 4.1.15: Longitudinal traverse and transverse spreaders for vertical slings
Example: A cargo unit of 160 t is symmetrically suspended as shown in Figure 4.1.15. The
hanging load in each cargo sling is H = 40 t. The suspension angle γ = 45°. The mass of the
spreader is mS = 2.2 t. The load in each spreader support wire is:

40 ⋅ (1 − cos 45°) + 1.1
FS = = 18.1 [ t ] plus the hanging load in each sling.
cos 45°
This load must be considered for the strength of the support wires and the associated
shackles, together with an appropriate safety factor (usually 5).
4.2 Bedding Arrangements
4.2.1 General Information

Permissible surface load (PSL) is the maximum allowed tonnage that may be loaded on
one square metre of a particular cargo space, if that cargo is fully and homogeneously loaded.
Information on the PSL of lower holds, tween decks and hatch covers can be found in the
Cargo Securing Manual.
Permissible stack load is the maximum allowed tonnage to be loaded in a particular

container stack. The corner posts of containers rest on special sockets which are fitted on
hatch covers, pontoons and the top tank in way of strong transverse or longitudinal internal
girders.
The location of these transverse girders may be used for bedding heavy cargo units with
narrow foot prints. Again, the bending stresses of these girders must be considered and should
not exceed that caused by the permissible stack loads of containers.
Maximum design load of a cargo space is an assumed even load that is obtained by
multiplying the area of that space by the applicable PSL.
For example, a tween deck of 10 x 24 metres with a PSL of 4.2 t/m2 can be loaded with
maximum 10 x 24 x 4.2 = 1008 tonnes. This figure must be considered if assigning cargo to a
particular cargo space.
Structural girders under a cargo space transfer the load to vertical structures such as
bulkheads and the sides. The length of these girders is marked with "r" in this document.
Footprint of a cargo unit is the actual bottom surface area on which the unit rests when
loaded into a vessel. The footprint may consist of two or more strips of beams fitted under the
unit or of the contact areas of the wheels of a vehicle.
Section modulus (W) of a timber beam or steel beam is a figure describing its geometrical
resistance against bending. It is generally measured in cm3.
The section modulus of a solid beam of the width b and height h is obtained by the formula:
b ⋅ h2
W= [cm3 ]
6
Nominal cross-section
10 x 10 15 x 15 20 x 20 25 x 25
(cm2)
Actual cross-section (cm2) 9.6 x 9.6 14.6 x 14.6 19.5 x 19.5 24.5 x 24.5
Section modulus (cm3) 147 519 1236 2451
Mass per metre (kg/m) 5 12 21 33
Table of section modulus for square conifer timber beams.

Nominal cross-section Actual cross-section Section modulus
Mass per metre (kg)
H x B (cm) Wx (cm3) Wy (cm3)
10 x 10 90 34 20.4
12 x 12 144 53 26.7
14 x 14 216 79 33.7
16 x 16 311 111 42.6
18 x 18 426 151 51.2
20 x 20 570 200 61.3
22 x 22 736 258 71.5
24 x 24 938 327 83.2
26 x 26 1150 395 93.0
28 x 28 1380 471 103.0
30 x 30 1680 571 117.0
32 x 30 1930 616 127.0
34 x 30 2160 646 134.0
36 x 30 2400 676 142.0
40 x 30 2880 721 155.0
Table of section modulus for type HEB steel beams.
Permissible tensile stress is the limiting force per area, generally measured in kN/cm2,
which may be imposed on the vessel’s structure or on a timber or steel beam which is used for
bedding.
For timber and steel beams used for bedding purposes the following figures should be used,
which contain a safety margin for vertical accelerations of the vessel:
Mild steel beams: σlim = 15 kN/cm2
Conifer timber beams: σlim = 1 kN/cm2
4.2.2 Beam Theory

The PSL for tween decks, hatch covers and for flat racks is largely based on the beam theory.
Tween decks, hatch covers and flat racks have main structural girders which are subject to
shear forces and bending moments if a homogeneous load is applied. The strength of these
girders must withstand these stresses with a reserve for dynamic loads if the vessel is in a
heavy seaway.
m0
bending moments
shear forces
BMmax
m0⋅g/2
area = BMmax
m0⋅g/2
BMmax = m0 ⋅ g ⋅ r / 8
Figure 4.2.1: Shear forces and bending moments from a homogeneous load m0

Figure 4.2.1 shows the shear forces and bending moments from a load m0 over the full length
r of a beam which is supported at its ends.
When loading an inhomogeneous cargo such as a heavy project cargo unit, the PSL of the
stowage will often be locally exceeded. It is therefore important that the shear forces and
bending moments from this inhomogeneous load distribution do not exceed the figures
obtained from the design assumption of a homogeneous PSL.
This does not mean that a heavy load must be bedded on a large number of timber or steel
beams in order to spread the weight evenly onto the stowage area simply to satisfy the design
PSL. Instead, timber or steel beams should be used to transfer the load onto the main girders
of the particular hatch cover or tween deck pontoon.
Figure 4.2.2 shows the same load m0 concentrated over a shorter distance. The maximum
bending moment is greater because the shear forces curve covers a greater area. This
situation is not permissible, because the bending moment exceed the limits.
m = m0
non permissible
bending moments
bending moments
limit
BMmax
m⋅g/2
area = BMmax shear forces

P⋅g/2
BMmax = m ⋅ g ⋅ (2r - s) / 8
Figure 4.2.2: Shear forces and bending moments from a concentrated load m0
m = m 0 ⋅ r / (2r – s)
s
bending moment limit
bending moment
of homogeneous
BMmax load
m⋅g/2
area = BMmax shear force m⋅g/2
Figure 4.2.3: Shear forces and bending moments from a reduced concentrated load m

In order to maintain the maximum bending moment from the homogeneous load m0, the load
m must be reduced against m0 by the following simple formula:
m0 ⋅ r
m=
2r − s
Figure 4.2.3 shows the situation with this reduced concentrated load m.
In many situations, a project cargo unit has sufficient inherent rigidity and strength so that it
acts as a beam itself. Structural stress can be partially relieved by placing the unit on two
equidistant beams placed across the structural girders. These beams may also act as
permissible bedding, sometimes called a ‘pointed’ load, as shown in figure 4.2.4.
m⋅g/2 m = m0 m⋅g/2
bending moments
limit
BMmax
m⋅g/2
area = BMmax shear forces

m⋅g/2
BMmax = m ⋅ g ⋅ (2r - 2s) / 8
Figure 4.2.4: Shear forces and bending moments from a pointed load m = m0
An example of the stowage described above, as applicable for a tween deck pontoon of the D-
class vessels operated by AAL, is as follows.
The area of one pontoon is 10.3 ⋅ 3.2 = 32.96 m2. With the specified PSL of 4 t/m2 the
maximum homogeneous load is 131.84 ≈ 132 t. This would produce a maximum bending
moment of:
132 ⋅ 9.81 ⋅ 10.3

BM max = = 1667.2 kN ⋅ m (see figure 4.2.1)
8
If these 132 t would be placed over a distance of 5.15 m, i.e. only half the width of the
pontoon, the bending moment would be not permissible with;
132 ⋅ 9.81 ⋅ (2 ⋅ 10.3 − 5.15)

8
In order to maintain the maximum permissible bending moment of 1667.2 kN⋅m the load m
must be reduced to:

132 ⋅ 10.3
m= = 88 t
(2 ⋅ 10.3 − 5.15)
With this load the maximum bending moment would be permissible with:
88 ⋅ 9.81 ⋅ (2 ⋅ 10.3 − 5.15)

8
Alternatively, if the cargo unit is rigid with suitable footprint areas, a load m = 132 t may be
placed on two longitudinal beams bridging the distance s = 5.15 m. This would produce a
maximum bending moment of:
132 ⋅ 9.81 ⋅ (20.6 − 10.3)

BM max = = 1667.2 kN ⋅ m (see Figure 4.2.4).
8
In all the above situations the shear forces do not exceed the maximum permissible values.
4.3 Strength of Hatch Covers and Pontoons
4.3.1 Weather Deck Hatch Covers

Weather deck hatch covers may be designed to carry a full container load. The covers are
strengthened in the way of the container sockets, while the intermediate areas are
considerably weaker and are designed to carry a homogeneous, uniformly loaded PSL of
approximately 2.5 t/m2 only.
permissible line load = 0.5 ⋅ Σ stack loads

hatch coaming
hatch coaming
specified PSL
permissible line load = 0.5 ⋅ Σ stack loads
Figure 4.3.1: Weather deck hatch cover with strengthened areas
When placing heavy project cargo units onto these hatch covers, the strengthened areas in the
way of the hatch coamings and on the transverse strakes under the container sockets should
be utilised. The strengthened sections under the container sockets may be viewed as beams
resting on their transverse ends, and they are able to carry the assigned stack weight of the
container bay. These loads, although point loads, may be treated as a line load due to their
short distance of about 2.5 metres. The permissible bending moment of such a structural
transverse line of container sockets may be approximated by:
0.5 ⋅ n ⋅ mS ⋅ r ⋅ g
BM perm = [kN ⋅ m]
8

n = number of stacks in the bay; mS = specified stack mass; r = width of hatch cover; g =
gravity acceleration 9.81 m/s2.
If two rows of container sockets are close to each other, the permissible bending moment may
reflect both rows, i.e. it will be doubled for this line.
4.3.2 Tween Deck Pontoons

A typical tween deck pontoon may be a beam resting on stoppers at its transverse ends and
designed to resist a permissible bending moment equal to:
PSL ⋅ r 2 ⋅ t ⋅ g
BM perm = [kN ⋅ m]
8
The structure of a tween deck pontoon may be viewed as a primary girder which transfers the
bearing forces to the stoppers in the sides of the cargo spaces. This primary girder is the box
shaped shell of the pontoon and the forward and aft front plating together with two internal
transverse webs. Internal secondary girders transfer cargo loads from the container sockets to
the webs of the primary girder. Tertiary girders provide local stiffness and the necessary
buckling strength to the top plating.
It is important that any heavy cargo loaded on top of a pontoon is bedded in a way that the
weight is transferred to these primary webs.
primary web
secondary girders
t tertiary girders
internal primary webs
primary web
r
Figure 4.3.2: Top view of girders in a tween deck pontoon
4.3.3 Lower Hold Tank Top

The double bottom of a dry cargo vessel is a grid of girders which is supported by the water
pressure from below by an evenly distributed two-dimensional load. The simple beam theory,
as described above, cannot be used for assessing the feasibility of a bedding arrangement in
the lower hold.
A local loading of the lower hold tank top beyond the specified PSL will generally not result in a
structural collapse, but in local deformation only. In order to avoid such deformation, bedding
material in form of timber or steel beams should be used to enlarge the bedding area to meet
the PLS requirement.
Nevertheless, timber or steel beams should be placed in way that they cross the main girders
of the grid (transverse or longitudinal floor plates) at right angles, as far as possible.

4.4 Use of Bedding Material
4.4.1 Load Transfer from the Footprint to the Structural Girders
When bedding a heavy cargo unit with small foot prints onto a weather deck hatch cover or
tween deck pontoon, timber or steel beams must generally not be used to enlarge the bedding
area, but to deliberately transfer the load to the primary webs, so that the bending strength of
the hatch cover or pontoon is utilised. The crucial criterion for this intention is the observation
of the permissible bending moment of this hatch cover or pontoon.
80 t
Figure 4.4.1: Unsatisfactory attempt at load spreading
Figure 4.4.1 shows an attempt to spread a load of an 80 t footprint of 2 m2 onto an area of

about 20 m2 in order to cope with the PSL = 4 t/m2 of the pontoon. However, the timbers are
not able to distribute the load evenly.
80 t
bending moments
shear forces
40 t BMmax
area = BMmax 40 t
Figure 4.4.2: Suitable load transfer to the primary girder
Figure 4.4.2 shows one option to transfer the load from the footprint via two twin beams,
directly to the primary webs of the pontoon. The twin beams are supported by the primary
webs. The foot print must be stiff for this option.
80 t
bending moments
shear forces
40 t BMmax
area = BMmax 40 t
Figure 4.4.3: Suitable load transfer to primary girder

Figure 4.4.3 shows another option to transfer the load from the footprint via one long twin
beam to the primary webs of the pontoon. The twin beams are supported by the secondary
girders.
4.4.2 Load Spreading for PSL Requirements

If timber or steel beams are used for enlarging the bedding area in order to limit the area load
to the specified PSL (mainly on the double bottom tank top), it is important to use beams of
the full length of the distance "r" (Figure 4.4.4) and place the cargo unit symmetrically on the
beams. Moreover, the effective length of the beams is limited according to approximate figures
given in the table.
s r
Figure 4.4.4: Enlarging the bedding area for PSL compliance
Timber beams 10 x 10 cm: rmax = (1.2 ⋅ s + 0.8) m, but not more than (s + 1.0) m
Steel beams 12 x 12 cm: rmax = (1.2 ⋅ s + 3.0) m, but not more than (s + 4.0) m
Table of effective length of beams if used for load spreading
4.4.3 Practical Aspects

Friction: In order to provide good satisfactory friction, steel beams must always be placed on
a layer of timber dunnage. Dunnage should also be used between steel beams and the bottom
of the cargo unit, unless the unit has a timber-sheathed bottom. Solid rubber mats may also
be used.
Twin beams: Single timber or steel beams may tip or roll under severe horizontal loads at
sea. It is therefore advisable to use beams in pairs as so-called ‘twin beams’. Twin beams of
timber should be connected by iron cramps, while twin beams of steel should be spot welded.

rubber mats
Figure 4.4.5: Twin beams of steel or timber
4.5 Required Strength and Number of Beams

The required number of beams for either load transfer or load spreading depends on the
geometrical conditions, the strength of the beams in terms of section modulus and the
permissible tensile stress and on the way the beams are supported.
If timber or steel beams are supported over their full length, the required number of
beams may be obtained by the formula:
m ⋅ g ⋅ (r − s) ⋅ 100
n=
σlim ⋅ 8 ⋅ W
m = mass of unit [t]; g = gravity acceleration 9.81 m/s2; r = length of beams [m]; s = loaded
length of beams [m]; σlim = permissible tensile stress [kN/cm2]; W = section modulus [cm3].
The beams should be loaded symmetrically. In addition, the limitation of the effective length r
(see table above) must be observed.
Figure 4.5.1: Beams supported at their full length
Example: The cargo unit of 36 t in Figure 4.5.1 IS TO BE bedded on the weak part of a
weather deck hatch cover with PSL = 2.5 t/m2. Timber beams of 20 x 20 cm and 5 m length
are used. The loaded length s = 3 m. The permissible tensile stress σlim = 1 kN/cm2 and W =
1236 cm3. The required number of beams is:
36 ⋅ 9.81 ⋅ 2 ⋅ 100
n= = 7.14 ≈ 7
1 ⋅ 8 ⋅ 1236
Seven timber beams should be used. The recommended figure of effective length of those
beams is 1.2 ⋅ 3 + 2 = 5.6 m. This limitation is maintained with the actual length of 5 m.
If timber or steel beams are supported only at their ends, e.g. for bridging the weak area of
a weather deck hatch cover, the required number of beams may be obtained by the formula:

m ⋅ g ⋅ (2 ⋅ r − s) ⋅ 100 ⎛⎜ 4 ⋅ e 2 ⎞⎟
n= ⋅ 1− 2
σlim ⋅ 8 ⋅ W ⎜ r ⎟⎠
⎝
m = mass of unit [t]; g = gravity acceleration 9.81 m/s2; r = bridging distance [m]; s =
loaded length of beams [m]; σlim = permissible tensile stress [kN/cm2]; W = section modulus
[cm3]; e = offset of loaded length [m].
s
e
r
Figure 4.5.2: Beams supported at their ends only
In this situation, the table of effective length is not applicable. However, an offset e is
permitted and may reduce the number of beams.
Example: The foot print of 60 t in Figure 4.5.2 shall be bedded on steel beams of 30 x 30 cm
and r = 5.8 m length. The loaded length s = 0.5 m and the offset e = 1.2 m. The permissible
tensile stress σlim = 15 kN/cm2 and W = 1680 cm3. The required number of beams is:
60 ⋅ 9.81 ⋅ (2 ⋅ 5.8 − 0.5) ⋅ 100 ⎛⎜ 4 ⋅ 1.22 ⎞⎟

n= ⋅ 1− = 2.69 ≅ 3
15 ⋅ 8 ⋅ 1680 ⎜ 2 ⎟
⎝ 5 . 8 ⎠
Three steel beams of 30 x 30 cm is the minimum. Alternatively, two twin beams of 26 x 26

cm with W = 2 ⋅ 1150 cm3 would be a good alternative solution.
4.6 Stowage of Steel Coils on Tween Deck Pontoons
4.6.1 Categorisation of Steel Coils

There are two main categories of steel coils for shipment by sea:
• Hot rolled coils, thickness several millimetres, unpacked, less sensitive to corrosion and
mechanical damage,
• Cold rolled coils, thickness generally less than a millimetre, sometimes galvanised,
wrapped, and highly sensitive to corrosion and mechanical damage.
The diameter of the ‘eye’ of the coil is usually between 30% and 50% of the outer diameter d
with 40% as a mean figure. The length l of the coil is usually a little less than the diameter d.
The density is about 95% of that of solid steel and may be taken as 7.6 t/m3. With these
assumptions the following rules of thumb may be given for estimating the mass from the
dimensions of a steel coil and the general load to a stowage area:
• Mass ≈ 5 ⋅ l ⋅ d2 tonnes with l and d in metres
• Projected area load = 5 ⋅ d (t/m2) with stowage ‘eye to side’
• Projected area load = 5 ⋅ l (t/m2) with stowage ‘eye to sky’

Examples:
Length l Diameter d Mass Area load ‘eye to side’ Area load ‘eye to sky’
0.6 m 0.8 m 1.92 t 4.0 t/m2 3.0 t/m2
0.7 m 1.0 m 3.50 t 5.0 t/m2 3.5 t/m2
0.8 m 1.2 m 5.76 t 6.0 t/m2 4.0 t/m2
1.0 m 1.4 m 9.80 t 7.0 t/m2 5.0 t/m2
1.2 m 1.6 m 15.36 t 8.0 t/m2 6.0 t/m2
1.4 m 1.8 m 22.68 t 9.0 t/m2 7.0 t/m2
The figures for mass and area load may vary with about ± 10% depending on the relationship
of eye diameter to outer diameter d.
The term "projected area" refers to the stowage area, which is occupied by one coil. This may
imply measures for distributing the load appropriately
l
stowage "eye to side" stowage "eye to sky"
Figure 4.6.1: Projected stowage area of steel coils
4.6.2 Stowage of Coils on Tween Deck Pontoons

The stowage pattern of steel coils depends largely on the diameter of the coils. Only one layer
can be loaded. ‘Locking coils’ in gaps should not be used - timber chocks should be used for
filling gaps. Timber dunnage must be laid on top of the tertiary girders. Wooden wedges must
be used to prevent rolling of the coils during the stowage process.
Coil diameter up to 0.8 m: There are no restrictions. A tight stow can be laid across the
pontoon. The number of transverse rows depends upon the length of the coils. The maximum
load according to PSL must not be exceeded.
The example in figure 4.6.2 applies to a D-class vessel and shows 5 transverse rows of 13 coils
each with the dimensions d = 0.78 m, l = 0.60 m and a mass of 1.83 t each. The total load on
the pontoon is hence 65 ⋅ 1.83 = 119.0 t.
Figure 4.6.2: Tight stow of lightweight steel coils

Coil diameter between 0.8 and 1.1 m: Three rows of coils can be laid across the pontoon.
The spaces between the rows must be evenly distributed. The maximum load according to PSL
must not be exceeded.
the pontoon is 27 ⋅ 4.54 = 122.5 t. Chocking is needed to fill the gap in the middle of each
row.
Figure 4.6.3: Three rows of moderate weight steel coils
Coil diameter between 1.1 and 1.3 m: Two rows of coils can be laid across the pontoon.
The spaces between the rows must be evenly distributed. The maximum load according to PSL
the pontoon is 16 ⋅ 7.58 = 121.3 t.
Figure 4.6.4: Two rows of medium weight steel coils
Coil diameter more than 1.3 m: These coils would require one row only, presenting an
unacceptable load concentration. They must not be stowed on a pontoon unless extra timbers
are used to distribute the load to all four primary girders. The maximum load according to PSL
4.6.3 Securing of Steel Coils on Tween Deck Pontoons

For steel coils up to 0.8 m diameter (tight homogeneous stowage) no special securing
measures are necessary apart from the laying of dunnage and inserting wedges under the
coils. It is, however, of the utmost importance that the coils are stowed absolutely tight in the
row, and any gaps filled with suitable timber chocking.
For steel coils from 0.8 m to 1.3 m diameter (three or two row stowage) the coils should be
secured by steel band strapping in order to compact each row in addition to the use of
dunnage, wedging and chocking.

Figure 4.6.5: Securing of coils by wedging, chocking and strapping
All the above mentioned securing measures come into the category ‘compacting’ and provide
protection against transverse sliding only by the contact to the sides of the cargo space (cross-
stowage). There is no protection against longitudinal sliding except from the bottom friction.
It is therefore important to restrict the stowage of steel coils on tween deck pontoons to the
cargo holds 3 and 4 of the D-class vessels or any other similar vessels. It is possible to also
use hold 5 and the after part of hold 2. However, Masters should be warned to avoid heavy
pounding with steel coils stowed in the tween deck level without extra securing against
longitudinal shifting.
If stowage of steel coils on tween deck pontoons in the forward part of hold 2 is to be
considered, additional chocking or lashing against longitudinal sliding must be provided.
Hold 1 should be completely avoided, except for small coils, which can be given a tight stow
also in the longitudinal direction.

5.1 Responsibilities
The company employs qualified port captains and supercargoes for the planning and
preparation of the shipment of project cargo. However, although in the field of such shipments
it should be acknowledged that their professional experience in lifting operations and the
bedding and securing of cargo can be of much value, they act purely in an advisory capacity,
and their expert opinion should be considered simply as pertinent assistance rendered to
Masters of chartered or owned vessels. The safe lifting, bedding and securing of heavy cargo
units are the responsibility of the vessel’s management, and the Master is by no means
relieved from his liability for safe handling, stowage and securing of cargo, as this is governed
by international regulations.
In practice, the Master and Chief Officer will have to reach mutual agreement with the
supercargo, which should be verified by the signing of any related documents, i.e. the pre-
stowage plan, heavy-lift arrangement including the bedding, securing and lashing pattern. Any
deviation from, or alteration to, this agreement is subject to reconsideration and final approval
in unison.
5.2 Onboard Planning and Assessment

The safe stowage and securing of cargo is a key shipboard operation and requires the proper
attention of the Master and the Officers concerned.
When planning stowage and securing of cargo which is particularly vulnerable to external
forces in terms of mass, dimensions, value, unusual shape or other properties, the following
must be taken into consideration:
• The season and the area of navigation;
• The behaviour of the vessel to be expected in terms of stability and motion;
• Duration of the voyage and the long-term weather forecast;
• The stowage location;
• The selection of the appropriate stowage arrangement;
• The distribution of load into the structure of the stowage area;
• Increasing friction by using dunnage, and the removal of oil, grease and dust from the
stowage area;
• The application of direct securing arrangements (no friction securing or silly loops);
• The purchase and use of securing material and equipment with similar MSL (Maximum
Securing Load);
• The preparation of a homogeneous lashing pattern;
• The shipboard supervision and surveying of the actual cargo allocation;
• Establishing contact with the nearest cargo operations centre in charge of the vessel;
Particular advice can be obtained from the IMO Code of Safe Practice for Cargo Stowage
and Securing (CSS-Code), and its Annexes, in particular:
• Annex 1: The safe stowage and securing of containers on deck of vessels which are not
specially designed and fitted for the purpose of carrying containers;
• Annex 4: The safe stowage and securing of wheel-based (rolling) cargoes;
• Annex 5: The safe stowage and securing of heavy cargo items, e.g. locomotives,
transformers, etc.
• Annex 13: Methods to assess the efficiency of securing arrangements for non-
standardised cargo.
When deciding upon the stowage position of a heavy cargo unit the following aspects should be
observed:
5. Assessment of Stowage and Securing Arrangements 1st January 2010 Page 1 of 17

• The mass of the unit divided by the intended gross bedding area should not exceed the
permissible surface load;
• Units with trunnions should be stowed athwartships because transverse lashings can
only be applied to the trunnions in this stowage orientation. If, for certain reasons,
such are to be stowed in a longitudinal direction, the securing transverse sliding should
be carried out by means of timber shoring or welded stoppers;
• The number, strength and suitable locations of securing points should be considered in
advance. Upgrading may be necessary by welding additional D-rings to strong points in
the structure;
• The ‘footprint’ of a cargo unit should be considered. A suitable number of appropriate
sizes of H-beams should be used to spread the load of the unit over a sufficient number
of frames or main girders on the tank top, tween-deck or hatch cover panels. The
effective length of such beams should be taken into consideration.
The minimum number of transverse lashing should be two on each side. Lashings should
always be evenly distributed with respect to the centre of gravity. Forward and aft
components of lashing forces on each side of the heavy cargo units should counteract each
other to avoid external action on the cargo unit induced by the lashings when the ship is
rolling, which might destabilise the lashing arrangement with subsequent damage to, or loss
of, the cargo.
Paragraph 5 of Annex 13 to the CSS Code provides a rule-of-thumb method for lashing on
each side of the cargo based on its mass. This method, however, may require too many
lashings, particularly on large vessels with moderate stability.
The decision on the number and strength of securing devices should initially be based on
experience with previous similar shipments. However, a charterer will normally require an
assessment in all cases where the stowage situation of a heavy cargo unit deviates from an
previous shipment.
In order to produce such an assessment the advanced calculation method according to Annex
13 to the CSS Code should be used and documented in ‘Samples for Assessment of Securing
Arrangements’ at the end of Chapter 6: Securing Calculations. For heavy and vulnerable
units the IMO minimum requirements should be exceeded by at least 20%.
5.3 Securing Arrangements
5.3.1 Definitions
Kilo Newton (kN) is the unit of force under the SI-System, e.g. for the description of
external forces applied to cargo units, or the strength of securing devices. It replaces the
traditional tonne or kilogram, which should be used as a measure of mass only. The force of 1
kN corresponds to a weight of about 0.1 tonne or 100 kg.
Securing element is a single piece of securing equipment such as a deck ring, shackle,
turnbuckle, chain, wire, wire clip or securing point on the cargo unit.
Securing device is a suitable combination of securing elements forming a lashing, a shore, or

a welded stopper.
Securing arrangement is a suitable composition of securing devices for the prevention of

sliding, tipping, racking, collapsing or floating up of a cargo unit.

Breaking load (BL) or breaking strength, measured in kN, is the nominal force at which a
securing element will break. It should be supplied by the chandler or manufacturer in writing.
For some securing materials rules of thumb are available for obtaining the BL.
Maximum securing load (MSL) in kN means the maximum acceptable force in a securing
element for securing purposes. It is comparable to the Safe Working Load (SWL) for cargo
lifting gear, but has a lesser safety factor against the breaking load than factors used for lifting
gear. The table below shows the MSL as a percentage of the breaking load. This table
corresponds to the Annex 13 of the IMO Code of Safe Practice for Cargo Stowage and
Securing (CSS-Code).
Calculation strength (CS) in kN means MSL reduced by a factor of safety. Figures of CS for
securing devices are only used in balance calculations according to the Annex 13 to the CSS
Code. The main reason for this reduction of MSL is the possibility of an uneven distribution of
force in securing devices within a securing arrangement.
CS = MSL / 1.5 for the standard method

CS = MSL / 1.35 for the alternative method
Material MSL
Shackles, rings, deck eyes, turnbuckles 50% of breaking strength
Fibre ropes 33% of breaking strength
Web lashings 50% of breaking strength
Wire rope (single use) 80% of breaking strength
Wire rope (re-useable) 30% of breaking strength
Steel band (single use) 70% of breaking strength
Chains of high tensile steel 50% of breaking strength
Timber 0.3 kN per cm2 normal to the grain
Table 5.1: MSL of securing material
5.3.2 Principles of Cargo Securing

Securing devices used to secure cargo may result in three distinguishable effects - ‘direct
securing’, ‘friction securing’ and ‘compacting’. However, in most situations there will be a
combination of the three. For securing project cargo, in particular heavy cargo units, only
‘direct securing’ is appropriate and acceptable.
5.3.2.1 Direct Securing

To apply lashings, shores, stoppers or locks in such a way that they transfer forces directly
from the cargo to the ship's structure. This is best achieved if the working direction of the
lashing, shore or stopper is as close as possible to the direction of the force which is to be
counteracted.
A lashing intended to prevent transverse sliding should run in the transverse direction at a low
angle or parallel to the deck. A lashing intended to prevent transverse tipping should run in
the transverse direction at a sufficiently large distance to the tipping axis.
It should be noted that whenever a lashing, shore, stopper or lock is intended to transfer a
force from the cargo unit to the ship or vice versa, it must sustain some deformation, i.e. a
lashing will elongate, a timber shore will be compressed. These deformations, when under
load, will inevitably cause movement of cargo units. It is important to restrict this movement
by pre-tensioning securing devices and maintaining the pre-tension throughout the voyage.
However, the pre-tension should never exceed 50% of MSL of the securing device.

5.3.2.2 Friction Securing
The application and pre-tensioning of lashings in such a way as to increase the vertical force to
the stowage surface and thereby the friction forces. The appropriate lashing should therefore
be set in a close to the vertical direction. Friction securing is much less effective than direct
securing for two reasons:
• The additional friction force is equal to the force in the lashing, multiplied by the friction
coefficient, which is 0.3 with the usual stowage on timber. Thus only 30% of the force
present in the lashing is utilised;
• The force present in the lashing is mainly its pre-tension effected by a tightening
device, which may reduce in bad weather due to settling effects.
There is, however, one advantage. Friction securing, if effective, acts into any direction, i.e. to
fore and aft, to port and to starboard.
The main reason for applying friction securing is because of limited space on board. A typical
example for nearly pure friction securing is found with timber deck cargo stowed from side to
side.
5.3.2.3 Compacting
This is the application of securing material in order to compact a bulk stow of smaller cargo
units. There is no direct or indirect transfer of forces to the structure. Thus compacting must
necessarily always be combined with a reliable stowage pattern like cross-stowage, where
cargo is stowed from side to side of a cargo space. A typical example for compacting is the
securing of steel coils by core to core strapping with steel band or wire rope.
5.3.3 Securing Devices

Securing devices should be homogeneous in that they consist of elements having the same
value of MSL. This definition is based on the ‘weakest link’ principle of the strength in a
sequence of securing elements. Elements stronger than the weakest in a securing device do
not improve its capability.
5.3.3.1 Wire Rope Lashings

Generally, for ease of handling, only two types of wire rope should be used for lashings. Both
have six strands but either a single fibre core, or seven fibre cores.
If not otherwise specified by the manufacturer or supplier, a rule of thumb for the breaking
load reads
• For the more flexible type with 7 fibre cores: BL = 25 x d2 [kN];
• For the stiffer type with 1 fibre core: BL = 50 x d2 [kN].
The diameter d must be measured in cms as shown in figure 5.3.1.
d d
6 x 12 + 7 FC 6 x 19 + 1 FC
Figure 5.3.1: Suitable wire ropes for lashing purposes

The following three types of wire lashings have proved reliable options.
double wire in bend
large bend diameter
Figure 5.3.2: Type A wire lashing
Type A is the most favoured type of lashing. It is easily assembled and tightened. The
strength of the shackle and turnbuckle should be consistent with the strength of the double
wire. If the upper bend has a diameter of less than 5 x d, a reduction of strength of the
double wire must be considered. This also applies for the Type B wire lashing.
double wire in bend
large bend diameter
Figure 5.3.3: Type B wire lashing
Type B wire lashing should be used only if turnbuckles of a lesser strength are available. Pre-
tightening before setting the wire clips is necessary because the turnbuckle has to take up the
slack of both parts of the wire.

double wire in bend
Figure 5.3.4: Type C wire lashing
Type C wire lashing must be used with a stronger wire than in type A. It is the preferable type
for long lashings and for half loop lashings, which run over a unit and come back to the same
side.
Figure 5.3.5: ‘La Paloma’-Type wire lashing

The ‘La Paloma’ type of lashing is characterised by the missing bend within the connection of
the rope. This lashing is prone to slipping considerably below its intended MSL and is therefore
not considered acceptable.
5.3.4 Strength Reduction in Narrow Bends

Wire rope loses strength in a narrow bend. This loss is shown in the table and in figure 5.3.6.
However, there is little loss if the wire is doubled in the bend (see figure 5.3.2).
Ratio b/d 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Rope steady in the bend 50% 65% 72% 77% 81% 85% 89% 93% 96% 99%
Rope slipping in the bend 25% 50% 60% 65% 70% 75% 79% 83% 87% 90%
Table 5.2: Strength reduction of wire rope in a narrow bend
Example: b/d = 2.0

Total MSL of the double wire d b
is 2 x 0.77 = 1.54 x MSL of
the single wire if steady in
the bend
Figure 5.3.6: Strength reduction of a wire rope in a bend
If a wire rope is turned 1800 through an eye plate with 900 corners, its strength is reduced to
25%. Therefore a shackle should be used at the eye plate and the wire led through the
shackle. If a shackle cannot be used, doubling the wire is strongly recommended.
5.3.5 Turnbuckles and Shackles

Turnbuckles made of mild steel are available in various sizes and shapes. Those fitted with
hooks should not be used for securing heavy units unless they have a specified strength and
are made of high tensile steel. For mild steel turnbuckles without strength information, BL =
20 x d2 [kN] with d measured in cm.
1 d
collar 3
mild steel
d
high tensile steel

2 d 4
Figure 5.3.7: (1) Hamburger turnbuckle, (2) Chinese turnbuckle, (3) Mild steel
shackle with collar, (4) High tensile steel chain turnbuckle
For shackles of mild steel without strength information, BL = 20 x d2 [kN] with the bolt
diameter d measured in cm. Only shackles with a collar should be used.

5.3.6 Chain Lashings
There are different types of chains available for securing heavy cargo. The most suitable in
terms of strength is the long link chain of 13 mm steel with a BL of about 200 kN, used with a
lever tightener. When tensioning the chain the lever should be secured at an angle of between
300 and 600. The separate ‘climbing-hook’ should only be used for re-tightening, and should
not be left engaged whilst under load.
An alternative tightening device for chains is the chain turnbuckle. Lashing chains may be
favourably used in series with a wire rope grommet. The combination of chain and wire
provides a strong, easy to assemble and yet moderately elastic lashing.
Figure 5.3.8: Long link chain lashings with turnbuckle and with lever tightener
5.3.7 Deck Rings
d d
1 3 4
2 d
full penetration weld
Figure 5.3.9: (1) Mild steel deck ring, (2) Mild steel lug plate, (3) Mild steel
D-ring, (4) High tensile steel D-ring
The breaking strength of mild steel deck rings may be assumed as BL = 20 x d2 [kN], with d
measured in cm. The breaking strength of high tensile steel D-rings should be taken from the
manufacturer’s documents.
5.3.8 Other Lashing Material

Lashings made of fibre rope, fibre straps or steel band should not be used to secure heavy
project cargo units. These lashings may however also be used to assemble and compact small
items of cargo within a stowage block.
Steel bands are particularly useful to compact steel coils loaded in the lower hold or tween
deck in a cross-stowage pattern.
5.4 Timber Shoring

Timber shoring arrangements for securing heavy cargo units must be of solid construction
which cannot disassemble. All elements must be well connected to each other by strong nails
or cramps.

The pressure transferred from the cargo unit to the ship's structure must be distributed to
structural girders by means of cross beams. Shores must be tightly fitted in and positioned on
benches. Crossbeams must overlap the shores on each end.
The whole construction should be stabilised by means of nailed diagonal braces. Shores with a
length exceeding two metres should be stabilised by intermediate supports for protection
against buckling.
longitudinal
crossbeams
benches
uprights
Figure 5.4.1: Preparing cross beams and benches for shoring a cargo unit
shores
shores
Figure 5.4.2: Shores put in place
diagonal
braces
Figure 5.4.3: Shores fixed by diagonal braces

crossbeam
overlap of shores overlap of

crossbeams crossbeams
crossbeam
Figure 5.4.4: Overlapping of cross-beams
5.5 Hot Work and Stoppers
5.5.1 Hot Work

Welding in a cargo hold bears the risk of fire and can also cause damage to the structural
integrity. Welding high tensile steel structures may require the supervision of class, and an
approved professional welder must carry out the work and any subsequent stress equalisation
must be to the satisfaction of the class surveyor. Any hot work must be performed in full
compliance with the company hot work procedures. When how work is carried out due
consideration is to be paid to the opposite side of the structure and also to proper anticorrosive
protection, especially when ballast tanks are affected.
However, the welding of stoppers onto a bedding construction of steel beams will avoid
interfering with the structure. These stoppers will be a valuable contribution to the securing of
a large cargo unit against transverse sliding. Figure 5.5.1 show a bedding construction of two
longitudinal twin beams which are braced to the sides of the cargo space by steel shores.
Stoppers are welded to these steel shores.
twin beams stoppers
crossbeam
steel shores
Figure 5.5.1: Stoppers welded to a steel beam bedding construction
5.5.2 Stoppers
Stoppers of moderate capacity may consist of simple plates welded to the deck. Horizontal
stopper plates should be given a tack welded face plate if the cargo unit has a satisfactory
surface.
Any vertical clamp plate should have sufficient height for resisting the shear force in the plate
material and sufficient length for resisting the bending moment. The applicable MSL may be

obtained by the formulas shown in Figure 5.5.2, where t = plate thickness and L = length of
plate, both measured in cm. The A-measure of the fillet seam is assumed to be 5 mm.
Example: Plate stopper of L = 20 cm and t = 2 cm; horizontal MSL = 168 kN. Clamp plate of
L = 15 cm and t = 2 cm; vertical MSL = 60 kN.
face plate MSL = 3.5 ⋅ (L + t) [kN]
MSL = 4 ⋅ (2 ⋅ L + t) [kN]
L L
Figure 5.5.2: Plate stopper (left) and plate clamp (right)
Stoppers of greater capacity may be obtained by using H-beams. If the hard edge of the cargo
unit is low, horizontal H-beams with a face plate may be used. The applicable MSL may be
obtained by the formula shown in Figure 5.5.3, where b = beam cross sectional dimension and
L = length of the beam, both measured in cm. The A-measure of the fillet seam is assumed as
6 mm.
Example: H-beam of 20 x 20 cm, L = 60 cm; MSL = 560 kN.
cargo unit
faceplate
b L
MSL = 4 ⋅ (2 ⋅ L + b) [kN]
Figure 5.5.3: Horizontal H-beam stopper
If the hard edge of the cargo unit is higher, vertical H-beam stoppers should be used. The H-
beam is exposed to a bending moment and must therefore be supported by a triangular plate.
The base of the beam must be fully welded to the structure because tensile stresses are critical
at this point. The applicable MSL may be obtained by the formula shown in Figure 5.5.3,
where C is given in the table. The A-measure of the fillet seam is assumed to be 6 mm.
b
MSL = L/H ⋅ C [kN]
projecting rim H
against buckling
Figure 5.5.4: Vertical H-beam stopper

b dimension of H-beam [cm x cm]
L [cm] 10 12 14 16 18 20 22 24 26 28 30
40 164 173 181 189 199 210 224 241
50 194 205 215 224 232 240 249 260 273 288
60 247 257 266 274 282 291 300 311 323
70 299 308 317 325 333 342 351
80 350 359 367 375 384
90 401 409 418
100 452
Table 5.3: Figures of C for the determination of MSL of vertical H-beam stoppers
Example: Vertical H-beam stopper of 24 x 24 cm, L = 80 cm, H = 60 cm; MSL = 359 ⋅ 80/60
= 479 kN.
5.5.3 D-Rings and Similar Lashing Points

Additional D-rings or similar lashing points should be welded to the distinguished location with
a cross-section of welded seams of about twice of that of the ring material. The saddle of a D-
ring should be welded with a full penetration weld of several layers. The location of such
additional securing points must be sufficiently strengthened by scantlings underneath.
Only trained and experienced fitters should remove any additional lashing points which have
been fitted for the securing of cargo, as structural damage can be caused if inexperienced
personnel remove them. Such training is generally provided at the Wartsila L & S academy in
Subic.
5.6 Factors Determining Securing Arrangements
5.6.1 External Forces

Forces acting on cargo units at sea result from three different sources:
• Gravitational forces;
• Inertial forces;
• Impact forces.
Gravity acts towards the centre of earth. The force is proportional to the mass of the
particular cargo unit following Newton's Law:
F=mxg (kN = t ⋅ m/s2)
The gravity acceleration g is taken as 9.81 m/s2 as an average value on earth. Components of
gravitational forces act also in the transverse and longitudinal direction due to a momentary
rolling angle φ or a momentary pitching angle ψ.
Inertial forces act on cargo units due to the acceleration from the vessel’s motions. Forces
from this inertia are proportional to the mass of the cargo unit and to the acceleration of the
ship in the particular stowage position. Again, Newton's Law is applicable with a =
acceleration of inertia:
F=mxa (kN = t ⋅ m/s2)
Impact forces result from the impact of seas, wind or heavy spray on cargo units stowed on
deck. They are proportional to the affected area and to the square of the sea, wind or water

spray velocity. However, cargo securing arrangements are considered not to be able to
withstand the impact of green water.
The above forces act as a combined vector within a three dimensional co-ordinate system.
This vector varies continuously. For ease of comprehension and the calculation of values, the
three components of this vector in the ship’s co-ordinate system are considered separately.
The three components are:
• Fx = longitudinal force;
• Fy = transverse force;
• Fz = vertical force.
The terms longitudinal, transverse and vertical refer to the co-ordinate system of the vessel.
From this it follows that gravitational forces develop transverse and longitudinal components
when the vessel has a momentary angle of roll or pitch.
5.6.2 Magnitude of Forces

The magnitude of forces to be expected during a voyage depends on a number of
circumstances and parameters. These are mainly:
• Weather, wind and sea conditions, which cannot easily be predicted over a period of
more than a couple of days although some certainty may be given through the
knowledge of typical conditions in known areas and during certain seasons of the year.
• The duration of the voyage relates to the higher risk of meeting unfavourable
weather and sea conditions, if the voyage is longer.
• The behaviour of the vessel in certain conditions of wind and sea is not easy to
predict. The main parameters are the size of the ship, the stability and the speed.
• Larger vessels do not experience as violent a motion as smaller vessels in heavy
seas. In larger vessels therefore there is a reduced risk of large forces acting
upon the cargo;
• Vessels with a high initial stability more often find ‘resonant’ wave encounters
than those with a low initial stability. Thus large GM values may produce large
transverse forces;
• Vessels with a high initial stability produce higher transverse accelerations due
to their shorter periods of roll;
• Vessels operating at high speed will more easily take heavy shocks from waves
than will do slow vessels. Thus, forces increase with speed in general.
• The location of the stowage of a particular cargo unit has a significant influence on
the magnitude of forces expected during the voyage.
• Longitudinal forces increase the higher the cargo is located;
• Transverse forces increase the higher the cargo is located, and from a position
at about 45% of the length towards the forward and aft end of the vessel;
• Vertical forces (except the omnipresent gravity component) increase from a
position at about 45% of the length towards the forward and aft end of the
vessel;
• Stowage positions on the weather deck or hatch top are subject to impact forces
by wind and sea.
The mass of the cargo unit is proportional to the gravitational forces and to inertial forces,
following Newton’s Law. This does not apply to impact forces which are proportional to the
affected area of the unit. The latter will only apply to deck cargo and have a minor influence,
unless the cargo unit is large and of comparably low mass.
The exposed area of the deck cargo relates to the magnitude of impact forces. As a rule of
thumb, external forces to cargo units may be expressed as a percentage of the weight as
follows:

• Longitudinal forces up to 30% of the weight (fore and aft direction);
• Transverse forces up to 80% of the weight (port and starboard);
• Vertical forces up to 90% of the weight (up and down, gravity not included).
Peak values in the transverse direction will appear in combination with less than 60% of the
peak values in the longitudinal and the vertical direction and vice versa.
Peak values in the longitudinal direction and in the vertical direction may appear together
because of their common sources of pitching and heaving motions.
5.6.3 Behaviour of Cargo Units

Securing of cargo, in particular heavy project cargo units, must take into account the
prevention of:
• Transverse sliding;
• Transverse tipping;
• Longitudinal sliding;
• Longitudinal tipping with unusual large units on a narrow base;
• Racking with weak structural composition of the cargo unit.
Sliding is the most common behaviour of cargo units under external forces. It must be
counteracted by direct securing forces, supported by increased friction to the surface of the
stowage location.
Tipping is a less common reaction and will be found only with units or stacks of units with a
high centre of mass and/or a narrow stacking base. It must be counteracted by direct
securing moments (i.e. securing forces acting on a suitable lever with regard to a distinguished
tipping axis).
Racking is a deformation under external load, mainly converting a rectangular shape to a

parallelogram. It may be counter-acted by diagonal lashing.
tipping Fy
sliding racking
Fy
⇒ tipping lever
Fy
⇒
tipping axis
⇒
Figure 5.6.1: Sliding, tipping and racking of a cargo unit
Cargo units have a natural resistance against sliding through friction to the stowage area.
These forces must be enhanced by placing wooden dunnage or rubber matting in such a way
as to avoid steel to steel contact.
Suitable lashings against sliding should be attached with small vertical lashing angles of
preferably not more than 300. Lashings intended to prevent transverse sliding should not
deviate from the transverse direction by more than 300, and lashings intended to prevent
longitudinal sliding should not deviate from the longitudinal direction by more than 300.
Alternatively, welded stoppers or shoring to other cargo units or to solid sides of the cargo
space may be used to prevent sliding.

Fy
Figure 5.6.2: Suitable lashings against transverse sliding
Cargo units with a stacking base width that is less than 1.4 times the height of the centre of
gravity will need securing against tipping. Suitable lashings against tipping should be attached
with large vertical lashing angles of preferably not less than 600 in such a way that a sufficient
lever is provided to the tipping axis.
Fy
lashing levers
tipping axis tipping axis
Figure 5.6.3: Suitable lashings against transverse tipping
Alternatively, tipping may also be prevented by shoring the top of the cargo unit to other solid
units and to the sides of the cargo space.
5.6.4 Arrangement of Lashings

All lashings, shores and stoppers must be arranged in a clear and uncomplicated pattern and
must be symmetrical with respect to the centre of gravity of the cargo unit.
Lashings coming from a cargo unit must never be fastened to other cargo units or to other
lashings.
If stoppers are welded to steel beams used for bedding, these steel beams must be
appropriately fastened to the ship either by welding or by bracing.
5.6.5 Application of Loop Lashings

Cargo units without securing fittings for attaching lashings may be secured by loop lashings.
There are different ways to apply loop lashings, some of which are inappropriate for heavy
cargo units.
Friction loops are quite often found for the securing of cargo on flat racks during road or rail
transport. These loops are mainly made of steel band and are not sufficient to prevent sliding
of the unit under severe conditions during sea transport. Friction loops fall under the principle
of friction securing and are useless against sliding as soon as the pre-tension is lost. However,
friction loops may prevent tipping of the unit.

Half loops must be fitted to the lower strong part of the unit from both sides to prevent
sliding. These half loops fall under the category of direct securing because both ends of each
loop are fastened to the same side.
friction loops
horizontal half lops
Figure 5.6.4: Heavy unit on a flatrack secured with friction loops against tipping
and horizontal half loops against sliding
For the securing of cylindrical units there is a temptation to pass lashings over and around the
unit and fasten the ends to both sides. This loop is called a silly loop and should never be
used for heavy project cargo units. It slips under severe load because the friction is
insufficient to transfer forces from the cargo unit to the lashing. It falls under the category of
friction securing.
silly loops
Figure 5.6.5: Unsuitable securing with silly loops
Vertical half loops are a suitable alternative, again with both ends of the loops fastened to
the same side of the unit.
vertical half loops
Figure 5.6.6: Securing with vertical half loops

Another suitable option for securing sensitive cargo units without securing points is the forming
of head loops, i.e. grommets of wire rope or synthetic fibre web, where direct lashings can be
easily attached.
head loops
Figure 5.6.7: Direct lashings attached to head loops
Loop lashings attached to wooden boxes must be carefully stuffed at the edges in order to
avoid cutting into the wooden casing and thereby falling slack. This stuffing should be done by
short planks of hard wood or suitably rounded metal sheets or fittings.
Figure 5.6.8: Edge protection for lashings at wooden boxes
5.6.6 Homogeneity of Securing Arrangements

A homogeneous securing arrangement consists of securing devices of suitable strength and
geometrical configuration with the aim that all the devices carry their share of the load, but are
not loaded beyond their MSL.
The following should be considered with respect to securing devices when designing and
implementing a securing arrangement:
• They should be arranged symmetrically with regard to the centre of gravity of the cargo
unit;
• They should be aligned as close as possible to the intended direction of forces to be
transferred;
• They should have similar effective elasticity in order to carry their appropriate share of
the external load to be compensated.
The ‘effective elasticity’ of a securing device depends on cross-section, length, material

modulus of elasticity and the specific deformation of that device, which is generated by the
behaviour of the cargo unit under the influence of external loads. A precise consideration of
the effective elasticity of all securing devices is normally not within practical feasibility.

However, any obvious inconsistencies within the elastic behaviour should be avoided as far as
possible.
5.6.7 Inspection and Maintenance of Securing Arrangements

The assessment of a securing arrangement involves a visual inspection of the stowage where
all the practical aspects are checked. For this purpose the use of checklist ECI80 -
Inspection and Maintenance of Securing Arrangements is recommended.
This checklist covers most general aspects but should be expanded with respect to the specific
needs of the trade and the conditions of the cargo unit in question. Question 4 in the checklist
addresses the adequacy of the securing arrangement with regard to external forces. This
question can more precisely be answered by a calculated balance of forces and moments using
the advanced calculation method in Annex 13 to the CSS Code.

6. Securing Calculations
6.1 Rule of Thumb

Annex 13 of the IMO Code of Safe Practice for Cargo Stowage and Securing (CSS-Code)
is:
“The total of the MSL values of the securing devices on each side of a unit of cargo (port as
well as starboard) should equal the weight of the unit”.
This rule applies to a transverse acceleration of 1 g (9.81 m/s2). However, a small part of the
securing effort may be given to longitudinal securing. Furthermore, the rule does not take into
account the vessel, the location of the stowage, the adverse effect of lashing angles, nor the
favourable effect of friction. In most cases the rule is considered to be ‘on the safe side’.
However, there are a number of restrictions detailed in the Annex 13:

• Transverse lashing angles to the deck should not be greater than 600;
• Adequate friction should be provided by the use of suitable material;
• Lashings at angles greater than 60° for tipping prevention should not be counted in the
number of lashings under the rule of thumb.
The Rule of Thumb should not be used for assessing the securing arrangements of cargo units
with a mass greater than 30 tonnes.
6.2 Advanced Calculation Method

The following examples present the advanced calculation method as described in Annex 13,
although further instructions may be found in other parts of the CSS-Code.
The tables used for determination of data and coefficients are given below. The calculation is
carried out by three distinguishable steps:
• Step 1: Determination of external forces;
• Step 2: Assessment of strength of securing arrangement;
• Step 3: Balance of forces and moments.
Example 1:
A transformer is stowed in the lower hold and secured against sliding by lashings and timber
shores. Transverse tipping may be also critical because the height of the centre of gravity is
greater than the transverse base.
Step 1:
Vessel: Lpp = 130 m; B = 22.8 m; GM = 1.5 m; v = 18 kn.
Cargo unit: m = 112 t; stowage position is the lower hold at 0.3 of the length. Correction
factor for length and speed is 0.94, but no correction for B/GM is needed, because B/GM > 13.
The necessary figures are obtained from Tables 1, 2 and 3 below.
Fx = 1.5 x 0.94 x 112 = 158 kN

Fx = (Longitudinal acceleration (Table 1) x Corr. Factor for length & speed (Table 2) x
Mass)
Fy = 5.1 x 0.94 x 112 = 537 kN

Fy = (Transverse acceleration (Table 1) x Corr. Factor for length & speed (Table 2) x
Mass)
Fz = 5.0 x 0.94 x 112 = 526 kN

Fz = (Vertical acceleration (Table 1) x Corr. Factor for length & speed (Table 2) x Mass)
6. Securing Calculations 1st January 2010 Page 1 of 32

DCO (Dry Cargo) - Part D - Multi-Purpose (Rev. O)
Step 2:
The transformer is stowed on ply-wood on the tank top. Thus μ = 0.3 (Table 4).
Transverse sliding is prevented by four timber shores of 20 x 20 = 400 cm2 cross-section on
each side of the transformer with suitable cross beams for load spreading. These shores
provide an MSL of 4 x 400 x 0.3 = 480 kN according to paragraph 4.2 of Annex 13, which
rates the MSL of timber at 0.3 kN per cm2. The calculation strength CS is 480/1.5 = 320 kN.
Transverse tipping should be prevented by four lashings on each side, graded with 90 kN MSL
and 60 kN CS each. The vertical lashing angles are 800. These lashings will be excluded from
the transverse sliding balance due to their steepness. The levers a, b and c for the tipping
balance are found from a scale drawing: a = 3.3 m; b = 1.3 m; c = 3.7 m.
Longitudinal sliding should be prevented by bottom friction and by longitudinal components of

the steep lashings to forward and aft. These components have a vertical angle of 600 and
therefore obtain an f-value of 0.76 (Table 5).
port
starboard
Figure 6.2.1: Securing example 1

Step 3:
The balance calculations are carried out for transverse sliding, transverse tipping and
longitudinal sliding. Due to the symmetrical arrangement only one of each balances needs to
be calculated.
Transverse sliding according to 7.2.1 of the Annex 13:

537 ≤ (0.3 x 112 x 9.81) + 320 kN
Fy < {(Friction Coefficient (Table 4) x Mass x Acceleration due to gravity) + CS}
537 < 330 + 320 kN
537 < 650 kN This is sufficient.
Transverse tipping according to 7.2.2 of the Annex 13:

537 x 3.3 ≤ (1.3 x 112 x 9.81) + (4 x 60 x⋅ 3.7)
kN⋅m Fy x Lever a < {(Lever b x Mass x Acceleration due to gravity) + (Number of
shores x CS x Lever c)}
1772 < 1428 + 888 kN⋅m
1772 < 2316 kN⋅m This is sufficient.
Longitudinal sliding according to 7.2.3 of the Annex 13:

158 ≤ (0.3 x ((112 x 9.81) − 526) + (4 x 60 x 0.76)kN
Fx < {(Friction Coefficient (Table 4) x ((Mass x Acceleration due to gravity) – Fz) +
(Number of shores x CS x f-value (Table 5))}
158 < 172 + 182 kN

Example 2:
A heavy piece of industrial plant is stowed on No. 2 hatch top and secured with lashings.
Weather deck stowage requires the consideration of impact forces by wind and sea sloshing.
Step 1:
Vessel: Lpp = 140 m; B = 24 m; GM = 2.4 m; v = 18 kn.
Cargo unit: m = 96 t; stowage position is on deck low at 0.7 length. The cargo unit dimensions
are: l = 11.3 m, b = 6.2 m, h = 4.4 m. Correction factor for length and speed is 0.89. The
correction for B/GM is 1.14, to be applied for the transverse acceleration only.
The additional longitudinal force from wind pressure is 1 x 6.2 x 4.4 = 27 kN and for sea
sloshing 1 x 6.2 x 2 = 12 kN. The additional transverse force from wind pressure is 1 x 11.3 x
4.4 = 50 kN and for sea sloshing 1 x 11.3 x⋅ 2 = 23 kN.
The computation of the external forces shows:

Fx = (2.9 x 0.89 x 96) + 27 + 12 = 287 kN
(Longitudinal acceleration (Table 1) x Corr. Factor for length & speed Table 2) x Mass)
+ (Longitudinal force from wind pressure) + (Longitudinal Sea sloshing force)
Fy = (6.5 x 0.89 x 1.14 x 96) + 50 + 23 = 706 kN

(Transverse acceleration (Table 1) x Corr. Factor for length & speed (Table 2) x B/GM
correction (Table 3) x Mass) + (Transverse force for wind pressure) + (Transverse Sea
sloshing)
Fz = (7.6 x 0.89 x 96) = 649 kN

(Vertical acceleration (Table 1) x Corr. Factor for length & speed (Table 2) x Mass)
Step 2:
The unit is stowed on timber dunnage, thus μ = 0.3. There are in total sixteen lashings
attached to the unit, eight to port and eight to starboard. All lashings are graded to have an
MSL of 90 kN and a CS of 60 kN. The D-rings on the unit have an MSL of 180 kN. Therefore
two lashings may be applied to each ring. The vertical lashing angle is on average 400,
providing an f-value of 0.96.
All lashings have longitudinal components by showing a horizontal lashing angle of about 300.
These longitudinal components should be used for the longitudinal sliding balance with only 0.5
⋅ CS according to the remark in 7.2.3 of the Annex 13.
fore
α
top view α
β
β
aft
Figure 6.2.2: Securing example 2

Step 3:
The balance calculations are carried out only for transverse sliding and longitudinal sliding.
Tipping does not appear to be critical for this unit.
Longitudinal sliding according to 7.2.3 of the Annex 13:

287 ≤ (0.3 x ((96 x 9.81) − 649)) + (8 x 0.5 x 60 x 0.96) kN
Fx < (Friction coefficient) x ((Mass x Acceleration due to gravity) – Fz)) + (Number of
lashings x longitudinal sliding correction)
287 < 88 + 230 kN
Transverse sliding according to 7.2.1 of the Annex 13:

706 ≤ (0.3 x 96 x 9.81) + (8 x 60 x 0.96) kN
Fy < (Friction coefficient) x (Mass x Acceleration due to gravity) + (Number of lashings x
CS x f-value (Table 5))
706 < 283 + 461 kN
L o n g itu d in a l
T r a n s v e r s e a c c e le r a t i o n a y i n m / s 2 a c c e le r a t i o n a x
in m /s2
o n d e c k , h ig h 7 .1 6 .9 6 .8 6 .7 6 .7 6 .8 6 .9 7 .1 7 .4 3 .8
o n d e c k , lo w 6 .5 6 .3 6 .1 6 .1 6 .1 6 .1 6 .3 6 .5 6 .7 2 .9
'tw e e n d e c k 5 .9 5 .6 5 .5 5 .4 5 .4 5 .5 5 .6 5 .9 6 .2 2 .0
lo w e r h o ld 5 .5 5 .3 5 .1 5 .0 5 .0 5 .1 5 .3 5 .5 5 .9 1 .5
0 0 .1 0 .2 0 .3 0 .4 0 .5 0 .6 0 .7 0 .8 0 .9 L
2
V e r t i c a l a c c e le r a t i o n a z i n m / s
7 .6 6 .2 5 .0 4 .3 4 .3 5 .0 6 .2 7 .6 9 .2
Table 1: Basic acceleration data
Length (m)
50 60 70 80 90 100 120 140 160 180 200
Speed (kn)
9 1.20 1.09 1.00 0.92 0.85 0.79 0.70 0.63 0.57 0.53 0.49
12 1.34 1.22 1.12 1.03 0.96 0.90 0.79 0.72 0.65 0.60 0.56
15 1.49 1.36 1.24 1.15 1.07 1.00 0.89 0.80 0.73 0.68 0.63
18 1.64 1.49 1.37 1.27 1.18 1.10 0.98 0.89 0.82 0.76 0.71
21 1.78 1.62 1.49 1.38 1.29 1.21 1.08 0.98 0.90 0.83 0.78
24 1.93 1.76 1.62 1.50 1.40 1.31 1.17 1.07 0.98 0.91 0.85
Table 2: Correction factors for length and speed
13 or
B / GM 7 8 9 10 11 12
above
On deck, high 1.56 1.40 1.27 1.19 1.11 1.05 1.00
On deck, low 1.42 1.30 1.21 1.14 1.09 1.04 1.00
Tween deck 1.26 1.19 1.14 1.09 1.06 1.03 1.00
Lower hold 1.15 1.12 1.09 1.06 1.04 1.02 1.00
Table 3: Correction factors for B/GM < 13

Materials in contact Friction coefficient, (μ)
timber – timber, wet or dry 0.4
steel – timber or steel – rubber 0.3
steel – steel, dry 0.1
steel – steel, wet 0.0
Table 4: Friction coefficients
μ α -300 -200 -100 00 100 200 300 400 500 600 700 800 900
0.3 0.72 0.84 0.93 1.00 1.04 1.04 1.02 0.96 0.87 0.76 0.62 0.47 0.30
0.1 0.82 0.91 0.97 1.00 1.00 0.97 0.92 0.83 0.72 0.59 0.44 0.27 0.10
0.0 0.87 0.94 0.98 1.00 0.98 0.94 0.87 0.77 0.64 0.50 0.34 0.17 0.00
Table 5: f-values as a function of α and μ
6.3 Practical Modifications
6.3.1 Additional Tipping Moment

The tipping moment acting on a cargo unit in heavy weather, according to the Annex 13 of the
CSS Code calculation method, is simply derived from the nominal transverse or longitudinal
force Fy or Fx, acting at the centre of gravity of the cargo unit and multiplied with the vertical
distance of the force vector from a distinguished tipping axis.
This approach is sufficiently precise for cargo units of moderate dimensions, e.g. up to 10
metres height or breadth in the plane of rotation.
For a larger cargo unit, the real distribution of mass and it’s the rotational inertia creates a
notable additional tipping moment when subjected to the rotational acceleration of a rolling or
pitching vessel. This additional tipping moment should be taken into account by adding it to
the ordinary tipping moment when designing and assessing a securing arrangement.
The additional tipping moment is independent from the vertical stowage position in the vessel,
but will practically only appear with huge cargo units stowed on deck. It is obtained by the
formula:
M add = c ⋅ m ⋅ i p 2 [kN ⋅ m] where:
• Madd = additional tipping moment (kN⋅m)
• c = maximum angular acceleration of the vessel (s-2)
• m = mass of the cargo unit (t)
• ip = polar radius of inertia of the cargo unit (m)
The maximum angular acceleration is a function of the amplitude and the period of rolling or
pitching motions of the vessel.
2
) ⎛ 2 ⋅ π ⎞ −2 )
Rolling: c = φ ⋅ ⎜ ⎟ [s ] ; Tφ = 0.78 ⋅ B [s] ; φ = 0.52 (rad) (corresponding to 300)
⎜ Tφ ⎟ GM C
⎝ ⎠
2
) ⎛ 2 ⋅ π ⎞⎟ − 2 )
Pitching: c = ψ ⋅ ⎜ [s ] ; Tψ = 0.5 ⋅ L PP [s] ; ψ = 0.21 (rad) (corresponding to 120)
⎜ Tψ ⎟
⎝ ⎠
where:

• B = breadth of the vessel (m);
• GMC = metacentre height, corrected for free surfaces (m);
• Ф = roll amplitude (rad);
• ψ = pitch amplitude (rad);
• Lpp = length between perpendiculars.
The polar radius of inertia ip of the cargo unit depends on the cross-section of the cargo unit
in the plane of tipping. There are several formulae available for estimating ip.
If the mass of a square shaped unit is homogeneously distributed within the limits of length,
width and height, then:
w2 + h2
ip = = 0.289 ⋅ w 2 + h 2 (m)
12
If the mass of a square shaped unit is concentrated in the shell of the unit, i.e. the unit is a
hollow body, then:
w+h
ip = = 0.289 ⋅ (w + h) (m)
12
If the mass of a cylindrical unit is homogeneously distributed within the limits of length and
diameter d, then:
d
ip = = 0.354 ⋅ d (m)
8
If the mass of a cylindrical unit is concentrated in the shell of the unit, i.e. the unit is a hollow
cylinder, then:
d
ip = = 0.5 ⋅ d (m)
2
Normally, the figure of ip will remain between the two extremes of homogeneous mass
distribution and concentration in the shell and may be interpolated accordingly.
For the shipment and securing of large cargo units, such as RTGs, high mobile cranes etc., the
determination of the additional tipping moment must be carried out. It should be noted that
due to the shorter pitching period Tψ, the additional tipping moment in the longitudinal
direction may become significant.
6.3.2 Longitudinal Tipping

Longitudinal tipping is not covered Annex 13 of the CSS Code because it is not critical.
However, large cargo units loaded on deck may be liable to longitudinal tipping. Therefore the
intended securing arrangements of such units should also include a longitudinal tipping
balance.
Longitudinal sliding assumes a longitudinal force in conjunction with a reduced cargo weight
due to the simultaneous downward vertical acceleration of the vessel. Therefore, the
stabilising moment of the cargo unit should also be reduced in the tipping balance. The
balance therefore reads:

Fx ⋅ a ≤ b ⋅ (m ⋅ g − Fz ) + Σ (CSi ⋅ ci ) [kN ⋅ m ] where:
• Fx = longitudinal force (kN)

• Fz = vertical force (kN)
• a = longitudinal tipping lever (m)
• b = longitudinal lever of stableness (m)
• m = mass of cargo unit (t)
• g = gravity acceleration (9.81 m/s2)
• CSi = CS-values of longitudinal anti-tipping devices (kN)
• ci = associated longitudinal anti-tipping levers (m)
6.3.3 Alternative Calculation Method

The alternative calculation method involves only minor differences to the advanced calculation
method and should not replace the latter. The differences are:
• Horizontal lashing angles β accounted for by their real value.
• Calculation strength CS = MSL/1.35.
• Small changes in the balance calculation.
Horizontal lashing angles β are the key issue. They are considered as deviations from the
transverse direction in the range of 0 to 900 and given names instead of signs, e.g. β = stbd
400 aft. This means the lashing has a transverse component to starboard and a longitudinal
component aft. The meaning of the vertical lashing angle α remains unchanged.
aft fore aft β fore

CS top view β
β β
α β
lashings shown on one side only
Figure 6.3.1: Lashing components
The amount of entry data required for the calculation is considerably increased and it is
advisable to use an approved computer programme to avoid errors.
The reduced safety factor by applying CS = MSL/1.35 is a consequence of the more precise
consideration of horizontal lashing angles.
The small changes in the balance calculation are insignificant in particular if a computer
programme is used. The 2002 amended version of Annex 13 contains a calculated example
which demonstrates that each lashing should be treated separately, and its direction of action
determined - fore, aft, port or stbd. For each lashing two f-values must be taken from an
appropriate table with the entries of the vertical and the horizontal lashing angle, and utilised
within the applicable balance calculation.

β α β
for - for
fy -200 -10 0
0 0
10 0
20 0
30 0
40 0
45 0
50 0
60 0
70 0
80 0
90 0
fx
300
00 0.72 0.84 0.93 1.00 1.04 1.04 1.02 0.96 0.92 0.87 0.76 0.62 0.47 0.30 900
100 0.70 0.82 0.92 0.98 1.02 1.03 1.00 0.95 0.91 0.86 0.75 0.62 0.47 0.30 800
200 0.66 0.78 0.87 0.94 0.98 0.99 0.96 0.91 0.88 0.83 0.73 0.60 0.46 0.30 700
300 0.60 0.71 0.80 0.87 0.90 0.92 0.90 0.86 0.82 0.79 0.69 0.58 0.45 0.30 600
400 0.51 0.62 070 0.77 0.81 0.82 0.81 0.78 0.75 0.72 0.64 0.54 0.43 0.30 500
500 0.41 0.50 0.58 0.64 0.69 0.71 0.71 0.69 0.67 0.64 0.58 0.50 0.41 0.30 400
600 0.28 0.37 0.44 0.50 0.54 0.57 0.58 0.58 0.57 0.55 0.51 0.45 0.38 0.30 300
700 0.15 0.22 0.28 0.34 0.39 0.42 0.45 0.45 0.45 0.45 0.43 0.40 0,35 0.30 200
800 0.00 0.06 0.12 0.17 0.22 0.27 0.30 0.33 0.33 0.34 0.35 0.34 0.33 0.30 100
900 -.15 -.10 -.05 0.00 0.05 0.10 0.15 0.19 0.21 0.23 0.26 0.28 0.30 0.30 00
Table 6: f - Values for µ = 0.3
fx is obtained when entering with β from the right side, while fy is obtained when entering
with β from the left side.
The tipping balance in the alternative method is identical with that in the advanced method. It
is furnished with a factor 0.9, which resets the reduced safety factor, so that the CS =
MSL/1.35 may be used throughout the calculation.
For the reasons mentioned above, it may be appropriate for the assessment of a complex
securing arrangement with lashings in various directions to evaluate only these lashings by the
alternative method and remain for other securing devices (stoppers, shores) and the tipping
balance with the basic advanced method. For this purpose a simple form sheet is
recommended, which gives each lashing a separate line. The four columns to the right contain
the contributions of the lashings to the four directions of securing: starboard, port, fore and
aft.
No. 8 α = 40°
No. 1 α = 40°
β = 30°
β = 30°
No. 7 α = 20°
β = 10° top view
No. 2 α = 50°
68 t β = 20°
μ = 0.3 No. 3 α = 50°
β = 20°
No. 6 α = 20°
β = 30°
No. 5 α = 40° No. 4 α = 40°

β = 30° β = 40°
Figure 6.3.2: Lashing component diagram

α β CS⋅fy CS⋅fy
No MSL CS fy fx CS⋅fy "f" CS⋅fy "a"
s/p f/a "s" "p"
1 120 89 40 s 50 f 0.69 0.78 61.4 --- 69.4 ---
2 120 89 30 p 40 a 0.81 0.71 --- 72.1 --- 63.2
. . . . . . . . . . . . .
Total securing capacity (kN) 61.4 72.1 69.4 63.2
Table 7: f - Values for µ = 0.3
6.3.4 CSM-Excel Sheet

The CSM-Excel sheet is a conversion of the manual form sheet for the Annex 13 advanced
calculation method to an Excel application. There are two versions in use, one of which has
been written by the Brisbane Head Office for exclusive use in the AAL fleet, and the other in
use on CSM D – class vessels.
The sheet provides a number of internal connections and calculations and thereby considerably
reduces the amount of work.
6.3.5 LashCon 9.1

LashCon, is one of the most commonly used computer programmes for the application of the
advanced and the alternative calculation methods. It is produced by DNV and is available
through the internet as free-ware.
The programme offers the choice between the basic advanced calculation method and the
alternative method. It provides a storage facility for the retention of previous calculated cases.
It also offers print-outs of each page. The calculated accelerations may be replaced by figures
adapted to conditions in sheltered waters.
However, there are several minor shortcomings which must on occasion be overcome by
manual calculation or by using LashCon in a multiple approach.
• The programme does not allow interpolating for entries of stowage levels. This may
become particularly important for the stowage levels ‘on deck low’ and ‘on deck high’;
• The programme does not allow excluding steep transverse lashing from the transverse
sliding balance, while using the same lashings for the transverse tipping balance;
• The programme does not use tipping prevention levers ‘c’, as proposed by Annex 13.
These levers are instead expressed by c = d x sinα, where d is the horizontal distance
from the tipping axis to the securing point on the deck level. This approach appears
easier to handle but fails if the securing point is not on deck but higher, e.g. on the
vessel's side in the tween deck or lower hold;
• In the advanced method the programme requires a lashing to be entered a second time
for checking the effect of its longitudinal component;
• The number of entry boxes for securing devices is limited to ten. Grouping of devices is
therefore unavoidable in larger securing arrangements. As the grouping of lashings
with the alternative method is not feasible in most cases, the given number of devices
is insufficient.
6.3.6 Autoload
Autoload is a product supplied by Autoship Systems Corporation (ASC), who provide – among
others - shipping companies and terminals with stowage planning and management software
solutions.
Autoload is type-approved and is very versatile. The software is based on an accurate 3-D
digital model. The 3-D modelling allows the development of detailed stowage plans in an
efficient manner with visual control of stowage positions. The software may be linked to

draught and tank level sensors. The main features are the control of stability, trim and
longitudinal strength of the vessel.
However, Autoload does not currently contain software modules which support decisions on
lifting, bedding and securing of heavy cargo units.
6.4 Typical Securing Arrangements

This chapter contains 12 stowage examples, and associated assessment calculation forms.
6.4.2 Generators in Longitudinal Stowage

This example shows the stowage and securing of two 180 t generators in longitudinal stowage
in the tween deck of a D-Class vessel of AAL. The two generators of about 370 t, including the
twin beams, are loaded fairly evenly onto four pontoon sections, which can accommodate 4 x
3.16 x 10.2 x 4 = 516 t. Thus the load is permissible. Each generator is bedded onto four
twin beams of 26 x 26 cm with intermediate layers of dunnage or rubber sheets.
Securing against transverse sliding is achieved by timber shores. It should be noted that the
shores at the sides of the parcel of two generators must withstand the transverse forces from
both of them while the shores in the centre have to secure only one generator at the time.
Securing against transverse tipping is achieved by the steep lashings attached to the
trunnions. These lashings do not contribute to securing against transverse sliding due to their
steepness and their negligible component into the transverse direction. Securing against
longitudinal sliding is achieved by the longitudinal components of the steep lashings.
The attached balance calculation shows the suitability of the securing arrangement for each
generator. The lashings are dimensioned so as to provide an MSL of 98 kN each. The timber
shores have a cross-section of 20 x 20 cm = 400 cm2, providing an MSL of 120 kN each.
Figure 6.4.2a: Top view of stowage and securing arrangement

a
Figure 6.4.2b: Front view of stowage and securing arrangement
α α
α α
Figure 6.4.2c: Side view of stowage and securing arrangement

(timber shores not shown)
6.4.3 Generators in Transverse Stowage

The same generators are stowed in a transverse direction using the same number of twin
beams and more lashings, but less timber shores. In the following figures only one generator
is shown.
Securing against transverse sliding is achieved by lashings plus timber shores. The lashings
alone would be just sufficient, but the timber shores provide the advisable reserve. Securing
against transverse tipping is not necessary due to the large base line in the transverse
direction. Securing against longitudinal sliding is achieved by friction and by the longitudinal
components of the lashings used against transverse sliding. The advantage of this
arrangement may be seen in the lower demand of timber shores.
Figure 6.4.3a: Top view of stowage and securing arrangement

α α α α
Figure 6.4.3b: Front view of stowage and securing arrangement
α α
Figure 6.4.3c: Side view of stowage and securing arrangement
6.4.4 Soft Surface Column in Longitudinal Stowage

This example shows the stowage and securing of a 96 t cryogenic tower of 30.5 m length and
3.0 m diameter in longitudinal stowage on the hatch top of a D-Class vessel of AAL. There are
several problems to solve with the bedding and securing of that unit.
The footprints of three times 1.44 m2 plus one of 0.96 m2 = 5.28 m2 are not at the positions of
the cross beams under the container sockets. This requires a spreading of the load by means
of steel beams.
The soft surface of the tower prohibits the attachment of loop lashing except in strengthened
locations at the cradles bolted to the tower. Also these are not at the positions of the D-rings
close to the container sockets. The centre of gravity of the tower is extremely off the
longitudinal centre. This has to be taken into account when distributing the lashings.
Lifting is carried out without difficulty at the strong bases plate (position 1) and at the
trunnions (position 3). These trunnions are also dedicated for erecting the tower at the
production site.
Bedding is carried out by placing twin beams of 20 x 20 cm steel of 6.2 m length under each
cradle. For checking the number of required twin beams an estimation of the bedding loads
for each cradle gives:
25 t for position 1; 30 t for position 2; 25 t for position 3; 16 t for position 4.
The beams should only rest with their ends on timber planks in way of the container sockets.
For calculating the required number of beams the situation 3 in chapter 2.3 is applicable with s
= 60 cm and r = 600 cm. The section modulus of a 20 x 20 cm steel beam is about 570 cm3.

25 ⋅ 9.81 ⋅ (2 ⋅ 600 − 60)
For positions 1 and 3: n= = 4.1
120 ⋅ 570
30 ⋅ 9.81 ⋅ (2 ⋅ 600 − 60)
For position 2: n= = 4.9
120 ⋅ 570
16 ⋅ 9.81 ⋅ (2 ⋅ 600 − 60)
For position 4: n= = 2.6
120 ⋅ 570
Two twin beams for positions 1 and 2 and two single beams for positions 3 and 4 are sufficient
because in positions 2, 3 and 4 the bedding load is substantially off centre of the beams which
reduces the bending stress.
1 2 3
4
Figure 6.4.4a: Cryogenic tower in longitudinal stowage on a hatch top
Securing against transverse sliding is achieved by providing good friction between hatch top,
steel beams and cradles. Agreement from the shipper must be received for attaching lashings
to the base plate bolt holes, to the trunnions and to D-rings welded to the cradles before
loading. Then the following lashings can be attached:
• In position 1 each side 1 lashing at 50° and 1 lashing at 40°.
• In position 2 each side 2 lashings at 30°.
• In position 3 each side 1 lashing at 80°, 1 at 40°, 1 at 30° and 2 longitudinal lashings.
• In position 4 each side 1 lashing at 50° and 1 lashing at 40°.
The lashings in position 3 with α = 80° are ignored in the balance of transverse sliding.
Securing against transverse tipping is achieved mainly by the steep lashings at positions 1 and
3, which are taken into account in the transverse tipping balance.
Securing against longitudinal sliding is achieved by the longitudinal components of the

transverse lashings at positions 1 and 2 and the longitudinal lashings attached to the trunnions
directed to unemployed D-rings at the forward part of hatch No. 3.
1
2 3
4
c a
a c
b b
Figure 6.4.4b: Securing of the tower at different positions
The attached balance calculation shows the suitability of the securing arrangement. The
balance of transverse sliding is fulfilled by only 106%. Improvement of the securing
arrangement can be achieved by doubling some of the lashing, provided the D-rings on the
hatch top have sufficient spare capacity of strength.

6.4.5 Steel Crate in a Single Stowage Arrangement
This example shows the stowage and securing of a 50 t steel crate, containing industrial plant
modules, with the dimensions 8.5 x 2.5 x 4.5 m in longitudinal stowage in the tween deck of a
D-Class vessel of AAL.
The net bedding area of 2.5 ⋅ 8.5 = 21.25 m2 would allow a mass of 63.75 t with the PSL of 3.0
t/m2. Therefore, no timber or steel beams are necessary. Only stowage on timber planks for
providing friction is required.
The steel crate is equipped with lashing points at all four corners in the bottom and the top
level. These lashing points have a specified MSL strength of 150 kN each in all directions.
4.5 m
8.5 m
2.5 m
Figure 6.4.5a: Steel crate with securing points at all eight corners
Securing against transverse sliding to port is achieved by timber chocking at top and bottom
with an effective cross-section of about 20 x 300 = 6000 cm2.
Securing against transverse sliding to starboard is achieved by four lashings of 98 kN MSL, two
of which run at an angle of 00 and two at an angle of 200 from the unit to the vessel’s sides.
Securing against transverse tipping to port is achieved by timber chocking at the top with an
effective cross-section of about 15 x 30 = 450 cm2 and a lever to the tipping axis of 4.5 m.
Securing against transverse tipping to starboard is achieved by the two lashings at the top
with a lever to the tipping axis of 4.3 m. Securing against longitudinal sliding to fore or aft is
achieved by the longitudinal components of the four lashings.
2
2.5 t/m
5.60 m
Port c Starboard
a
b 2
3.0 t/m
Figure 6.4.5b: Securing of the steel crate by cocking and by lashing

The attached balance calculation shows the suitability of the securing arrangement. If the
number of timber chocks is beyond any doubt, the situation may be considered as a side
stowage arrangement and the balance calculation to port can be omitted.
6.4.6 Wooden Heavy Lift Case in Single Stowage Arrangement

Single stowage of wooden heavy lift cases should be avoided. If gaps between such units
appear, they should be filled by chocking at the base level against sliding and at the top level
against tipping.
If a single stowage arrangement is unavoidable, e.g. in a part loaded passage, and securing by
timber shores is not advisable, securing by lashings is the final option.
Securing against transverse sliding must be achieved by horizontal half loop lashings guided
around the strong bottom section of the case. Corner protection is necessary for avoiding the
cutting of lashing wires into the timber of the case.
Securing against transverse tipping must be achieved by attaching lashing to head loops at
opposite sides of the case.
Securing against longitudinal sliding will in many situations be achieved by friction alone. If
necessary, horizontal half loops must also be run in the longitudinal direction around the
bottom part of the case.
The following example shows a wooden case of 46 t in the tween deck at 0.4 Lpp in
longitudinal stowage. The dimensions are 10.0 x 3.2 x 3.8 m with the centre of gravity at 1.8
m above the bottom.
Head loops
Horizontal half loops
Corner protection
Figure 6.4.6: Wooden case in single stowage
The attached balance calculation shows the suitability of the securing arrangement. If the case
would be heavier, the horizontal half loops should be doubled. Longitudinal sliding is prevented
by friction alone. Half loops for securing against longitudinal sliding would probably be needed
in a stowage location in hold No. 1 or 2.
6.4.7 Water Craft in Longitudinal Stowage

Water craft are usually stowed on the weather deck or hatch top. This increases the external
forces due to impact from wind and sea sloshing or heavy spray. Additional problems are
often the poor means of fastening lashings to the water craft, in particular if it is a pleasure
craft with relatively weak bits or bollards and a sensitive surface.

The best option is a solid cradle that is fit for sea transport, i.e. it is designed for a pay load of
1.8 times the mass of the water craft in question. The cradle should have securing points,
preferably D-rings, welded for securing it against transverse and longitudinal sliding.
Figure 6.4.7a: Pleasure boat with solid cradle
In this example, the water craft is a heavy pleasure motor boat of 72 t mass and dimensions
23.0 x 7.7 x 6.4 m. The cradle has a length of 12 m and a width of 7 m. The mass of the
cradle is about 7 t. The cradle is fitted with 3 D-rings on each side of a breaking strength of
490 kN each, providing an MSL of 245 kN for each D-ring.
The centre of gravity is about 2.2 m above the keel. Therefore tipping is not critical, provided,
the boat and the cradle can be considered as one unit. This must be assured by strapping the
boat down to the cradle by means of a sufficient number of synthetic fibre lashings with good
pre-tension.
The unit is most favourably bedded on top of dunnage planks in way of the strong girders
under the container sockets on the hatch top, using eight 40' container locations.
Figure 6.4.7b: Securing arrangement of a pleasure boat
Securing against transverse sliding is achieved by six chains on each side with 98 kN MSL plus
two steep lashings on each side to the mooring bitts of the boat. The latter are not counted in
the transverse sliding balance.
Securing against longitudinal sliding is achieved by two chains on each end with 98 kN MSL
plus longitudinal components in the transverse lashings, which are not counted in the balance.
The attached balance calculation shows the suitability of the securing arrangement.

6.4.8 Heavy Steel Construction
Heavy steel constructions may need special and sophisticated bedding constructions,
depending on their shape and dimensions. Otherwise they do not provide great problems due
to their low mass per area and their many securing opportunities. However, many such
constructions have a coating finish that must be protected from chafing. Thus the use of fibre
material may be requested from shippers with the consequence of a reduced MSL per lashing.
The unit in this example has a mass of 35 t. Stowage position is on the hatch top at 0.8 Lpp.
There is no additional force considered by impact from wind and sea sloshing.
5.9 m
26.5 m
6.8 m
Figure 6.4.8: Heavy steel construction
The unit is bedded on timber planks in way of strong areas of the hatch cover. Securing is
required to be carried out by web lashings of 35 kN MSL. Securing against transverse sliding
is achieved by 8 web lashing to each side. Securing against longitudinal sliding is achieved by
4 web lashing to forward and another four to aft. Tipping is not critical for this unit.
6.4.9 Heavy Vehicles

Heavy vehicles are often quite difficult to load with regard to lifting, bedding and securing.
Major manufacturers who are prepared for exporting their products by sea will generally
provide fittings for lifting and securing. Bedding has to be managed by stevedores with due
observation of the PSL of the intended stowage area.
The following example shows a cold planer (road building machine) of 35 t with the dimensions
15.7 x 2.6 x.3.0 m including the conveyor. The unit is stowed on the weather deck at 0.7 Lpp
on top of a 40' collapsible flat rack with the conveyor extending the flat rack.
Figure 6.4.9a: Heavy cold planer on a 40' flat rack

Securing against transverse sliding is achieved by four chains of 98 kN MSL on each side,
which also have longitudinal components against longitudinal sliding.
Securing against transverse tipping is achieved by two near vertical chains on each side.
However, the MSL of the lashings is governed by the strength of the securing bars at the sides
of the flat rack. These have a specified working strength of 50 kN only, which is taken as the
MSL of the lashings.
Figure 6.4.9b: Securing arrangement of a cold planer (side view)
c
b
c
Figure 6.4.9c: Securing arrangement of a cold planer (front view)
The attached balance calculation shows the suitability of the securing arrangement. The
additional lashings at the tip of the conveyor are not considered in his balance.
6.4.10 Cargo Block in a Side Stowage Arrangement

Side stowage arrangements have been traditionally used in the sides of conventional cargo
liners with centre hatches. Side stowage of break bulk is sometimes found in a tween deck or
lower hold in the narrow under deck space besides the container stacks. These stowage blocks
must be secured to the vessel's side in order to prevent sliding and tipping to the free side.
Longitudinal sliding may become critical in tween decks in forward holds. Securing of break
bulk in side stowage should generally be performed by attaching horizontal or vertical half
loops.
Figure 6.4.10: Side stowage arrangement

The side stowage example shows a stack of heavy H-beams of a total mass of 42 t stowed in
the side of the lower hold at 0.3 Lpp on dunnage and with intermediate layers of dunnage.
The stack is secured to the vessel's side by two half loops, which provide two lashings at 00
and two lashing at -200 (showing upwards). The lashings are of the conventional wire type
with an MSL of 76 kN.
Tipping is not critical for that stack.
There are no lashings against longitudinal sliding.
6.4.11 Large Pipes on Deck

Large pipes stowed on deck present securing problems, which have frequently resulted in
damages and losses. Stowage direction is longitudinal as a rule, because the major forces are
transverse. On deck, in particular in a forward location on hatch No. 1 or 2, longitudinal sliding
is also an issue and has lead to pipes leaving the stack like torpedoes. Therefore additional
longitudinal securing is necessary.
The following example shows a stowage block of 13 pipes of 2 m diameter and 12 m length
with a mass of 12 t each. Bedding on transverse dunnage boards with wooden wedges
prevent rolling and provide an overall friction coefficient of 0.3 against the hatch cover.
Securing against transverse sliding is achieved by four half loops each side made of type C
wire lashings of 120 kN MSL (18 mm wire 6x19+1FC, 35 mm turnbuckle, container D-rings on
hatch covers and on deck).
Securing against longitudinal sliding is achieved by three loop lashings forward and aft of the
same material, running through the top layer of pipes. These lashings need special corner
fittings for the 1800 turn. The bottom pipes are protected against longitudinal sliding by
friction at the bottom and by friction from rubber mats between the two layers of pipes.
Special 180° fittings
Starboard
half loops
Port half
loops
Fastening of lower part of half loops
Figure 6.4.11a: Securing of heavy pipes on No.1 hatch top

with half loops (wedges not shown)

180° 180°
fittings fittings
Figure 6.4.11b: Securing of heavy pipes on No.1 hatch top seen from port side
6.4.12 Front Head Securing of a Cross-Stowage Arrangement

Cross-stowage of break bulk cargo with a free front needs some securing of the top layers in
order to prevent collapsing of the front tier. This is in particular necessary in forward cargo
spaces, which are subject to greater vertical accelerations and therefore temporary loss of
friction, so that longitudinal sliding may occur. This measure of securing is in the category of
compacting rather than direct securing, because a balance of forces is not easily achievable.
Figure 6.4.12a shows pallets or boxes, which are secured at the top front tier with a strong
wire running across the cargo space. Wire swiftering lines are attached at various positions to
apply longitudinal fastening. Timber planks are attached to the top front tier by nailing or
tying to prevent the wire from cutting into the cargo units.
Figure 6.4.12b shows the same arrangement with the securing of the top front tier by wire net
slings, which are fastened by appropriately tensioned wire ropes. The same method would be
suitable for the longitudinal securing of small pipes being stow on deck.
There is no calculated balance of forces for this kind of cargo securing.
Figure 6.4.12a: Securing a top front tier of break bulk cross-

stowage with wire and swifter

Figure 6.4.12b: Securing a top front tier of break bulk cross-
stowage with wire net slings
6.4.13 Compacting Steel Coils According to Industry Standards

Coiled sheet steel, generally called steel coils, are shipped in masses from 3 t to more than 15
t per unit. The preferred stowage is the lower hold due to the need for a good PSL.
Coils are stowed in transverse strips on dunnage placed on top of the double bottom floors.
Wooden wedges are used to keep the coils in place during the loading process. The distance
between loaded stripes should be sufficient for applying and tightening the lashings.
Lashing of coils is normally by the use of heavy duty steel bands, which are tightened and
clipped with special pneumatic tools. Manual tools for the same purpose have shown
insufficient performance and were often the reason for the shifting of, and damage to, coils in
heavy weather. The lashing method aims at compacting the individual coils. Transverse
sliding is prevented by the cross-stowage pattern. Longitudinal sliding is prevented by friction
at the bottom. There are no direct lashings, i.e. connections between cargo and vessel.
Manufacturers of steel bands and tools supply on demand so-called industry standards for the
compacting of coils, which distinguish different stowage pattern and masses of coils.
Figure 6.4.13 shows a typical layout of compacting the coils. It should be noted, that
individual coils in a shipment do not necessarily have identical diameters. Stuffing with timber
can help to equalise the differences. Therefore, the ideal pattern of stowage and securing as
shown in the standard cannot always be achieved. However, the principle should be followed
as far as possible.
There is no calculated balance of forces for this kind of cargo securing.

Timber stuffing
Locking coil
Figure 6.4.13: Stowage and securing of steel coils according to industry standards
6.5 Samples for Assessment of Securing Arrangements

The following assessment calculations have been completed in respect of the examples 1 to 10
in Chapter 6.4. The calculations follow the advanced calculation method as stipulated by the
Annex 13 to the CSS-Code.
Cargo form ECI81 – Assessment of Securing Arrangements should be used.
Forms IF04 – Securing Arrangement Tables and ECI83 – Lashing Material Calculation
should also be used to assist in the calculation of a securing arrangement.
The assessment of bedding and securing arrangement of a heavy cargo unit, near the limits of
the load capacity of the stowage area, should include a drawing of the stowage location. Form
ECI84 – Bedding Heavy Cargo Units should be completed to calculate the number of beams
required for bedding.

Vessel: Cape D… Cargo: Generator in longitudinal stowage
Voyage No.: Mass = 180 t
Port of loading: Brisbane Dimensions (l x b x h ) = 8.4 x 3.2 x 4.4 m
Lpp = 175 m B= 27.8 m Stowed in tween deck at 0.5 Lpp
GM = 3.0 m v= 19.4 kn Friction coefficient applicable for bedding 0.3
=
Corr. Factor for length and speed = 0.81 Tipping lever a = 2.4 m
Corr. Factor for B/GM = 9.3 Lever of stableness b = 1.5 m
Fx = 2.0 ⋅ 0.81⋅ 180 = 292 kN

Fy = 5.4 ⋅ 0.81 ⋅ 1.13 ⋅ 180 = 890 kN
Fz = 4.3 ⋅ 0.81 ⋅ 180 = 627 kN
Lashings against sliding to port Lashings against sliding to stbd

No type MSL CS α f No type MSL CS α f
Shores and stoppers against sliding to Shores and stoppers against sliding to stbd
port
No type, dimension MSL CS No type, dimension MSL CS
8 timber 20 x 20 cm 120 80 8 timber 20 x 20 cm 120 80
Lashings against tipping to port Lashings against tipping to stbd

No type MSL CS c No type MSL CS c
4 chain & wire 98 65 3.7 4 chain & wire 98 65 3.7
Lashings against sliding to fwd Lashings against sliding to aft

2 chain & wire 98 65 45 0.91 2 chain & wire 98 65 45 0.91
Shores and stoppers against sliding to Shores and stoppers against sliding to aft
fwd
Sliding to port: 890 < 0.3⋅180⋅9.81 + 8⋅80 = 1170 kN

Sliding to stbd: 890 < 0.3⋅180⋅9.81 + 8⋅80 = 1170 kN
Tipping to port: 890 ⋅ 2.4 < 1.5⋅180⋅9.81 + 4⋅65⋅3.7 = 3611 kN⋅m
Tipping to stbd: 890 ⋅ 2.4 < 1.5⋅180⋅9.81 + 4⋅65⋅3.7 = 3611 kN⋅m
Sliding to fwd: 292 < 0.3⋅(180⋅9.81 – 627) + 2⋅65⋅0.91 + 2⋅65⋅0.76 = 559 kN
Sliding to aft: 292 < 0.3⋅(180⋅9.81 – 627) + 2⋅65⋅0.91 + 2⋅65⋅0.76 = 559 kN
Remarks: Calculation is shown for one generator. Timber shores at tween deck sides are
doubled in order to secure both generators.
Place: _________________ Date: ____________ Signed for vessel: _____________________
Signed for shore: _____________________

Vessel: Cape D… Cargo: Generator in transverse stowage
Lpp = 175 m B = 27.8 m Stowed in tween deck at 0.5 Lpp
GM = 3.0 m v = 19.4 kn Friction coefficient applicable for bedding = 0.3
Corr. Factor for length and speed = 0.81 Tipping lever a = m
Corr. Factor for B/GM = 1.13 Lever of stableness b = m
Fx = 2.0 ⋅ 0.81⋅ 180 = 292 kN

Fy = 5.4 ⋅ 0.81 ⋅ 1.13 ⋅ 180 = 890 kN
Fz = 4.3 ⋅ 0.81 ⋅ 180 = 627 kN

Shores and stoppers against sliding to port Shores and stoppers against sliding to stbd
4 timber 20 x 20 cm 120 80 4 timber 20 x 20 cm 120 80


4 chain & wire (50%) 49 33 70 0.62 4 chain & wire (50%) 49 33 70 0.62
Shores and stoppers against sliding to fwd Shores and stoppers against sliding to aft
Sliding to port: 890 < 0.3⋅180⋅9.81 + 4⋅65⋅0.99 + 4⋅65⋅0.81 +4⋅80 = 1318 kN

Sliding to stbd: 890 < 0.3⋅180⋅9.81 + 4⋅65⋅0.99 + 4⋅65⋅0.81 +4⋅80 = 1318 kN
Tipping to port: < not applicable kN⋅m
Tipping to stbd: < not applicable kN⋅m
Sliding to fwd: 292 < 0.3⋅(180⋅9.81 – 627) + 4⋅33⋅0.62 = 423 kN
Sliding to aft: 292 < 0.3⋅(180⋅9.81 – 627) + 4⋅33⋅0.62 = 423 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape D… Cargo: Cryogenic tower in longitudinal stowage
Port of loading: Brisbane Dimensions (l x b x h ) = 30.5x3.0x3.0 m
Lpp = 175 m B = 27.8 m Stowed in on deck low at 0.6 Lpp
Fx = 2.9 ⋅ 0.81⋅ 96 + 3 ⋅ 3 ⋅ 1 + 3 ⋅ 2 ⋅ 1 = 241 kN

Fy = 6.1 ⋅ 0.81 ⋅ 1.09 ⋅ 96 + 30.5 ⋅ 3 ⋅ 1 + 30.5 ⋅ 2 ⋅ 1 = 670 kN
Fz = 5.0 ⋅ 0.81 ⋅ 96 = 389 kN

2 chain 98 65 50 0.87 2 chain 98 65 50 0.87
3 chain 98 65 40 0.96 3 chain 98 65 40 0.96
2 chain 98 65 30 1.02 2 chain 98 65 30 1.02

1 chain 98 65 2.0 1 chain 98 65 2.0
1 chain 98 65 3.4 1 chain 98 65 3.4

2 chain (50%) 49 33 50 0.87 2 chain (50%) 49 33 40 0.96
2 wire 98 65 20 1.04 2 wire 98 65 20 1.04
Sliding to port: 670 < 0.3⋅96⋅9.81 + 2⋅65⋅0.87 + 3⋅65⋅0.96 + 2⋅65⋅1.02 = kN

715
Sliding to stbd: 670 < 0.3⋅96⋅9.81 + 2⋅65⋅0.87 + 3⋅65⋅0.96 + 2⋅65⋅1.02 = kN
715
Tipping to port: 670 ⋅ 1.9 < 1.2⋅96⋅9.81 + 1⋅65⋅2.0 +1⋅65⋅3.4 = 1481 kN⋅m
Tipping to stbd: 670 ⋅ 1.9 < 1.2⋅96⋅9.81 + 1⋅65⋅2.0 +1⋅65⋅3.4 = 1481 kN⋅m
Sliding to fwd: 241 < 0.3⋅(96⋅9.81 – 389) + 2⋅65⋅1.04 + 2⋅33⋅0.87 = 358 kN
Sliding to aft: 241 < 0.3⋅(96⋅9.81 – 389) + 2⋅65⋅1.04 + 2⋅33⋅0.87 = 358 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape York Cargo: Steel crate
GM = 2.7 m v = 18 kn Friction coefficient applicable for bedding = 0.3
Fx = 2.0 ⋅ 0.82⋅ 50 = 82 kN
Fy = 5.4 ⋅ 0.82 ⋅ 1.09 ⋅ 50 = 241 kN
Fz = 4.3 ⋅ 0.82 ⋅ 50 = 176 kN

2 chain 98 65 0 1.00
2 chain 98 65 20 1.04
3 timber 20 x 90 cm 540 360
3 timber 15 x 20 cm 90 60

3 timber 15 x 20 cm 90 60 4.5 2 chain 98 65 4.3

2 Chain (50%) 49 33 0 1.00 2 Chain (50%) 49 33 0 1.00
Sliding to port: 241 < 0.3⋅50⋅9.81 + 3⋅360 + 3⋅60 = 1407 kN

Sliding to stbd: 241 < 0.3⋅50⋅9.81 + 2⋅65⋅1.00 + 2⋅65⋅1.04 = 412 kN
Tipping to port: 241 ⋅ 2.25 < 1.25⋅50⋅9.81 + 3⋅60 = 793 kN⋅m
Tipping to stbd: 241 ⋅ 2.25 < 1.25⋅50⋅9.81 + 2⋅65⋅4.3 = 1172 kN⋅m
Sliding to fwd: 82 < 0.3⋅(50⋅9.81 – 176) + 2⋅33⋅1.00 = 160 kN
Sliding to aft: 82 < 0.3⋅(50⋅9.81 – 176) + 2⋅33⋅1.00 = 160 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape York Cargo: Wooden case
Fx = 2.0 ⋅ 0.82⋅ 46 = 75 kN
Fy = 5.4 ⋅ 0.82 ⋅ 1.00 ⋅ 46 = 204 kN
Fz = 4.3 ⋅ 0.82 ⋅ 46 = 162 kN

2 wire 76 51 0 1.00 2 wire 76 51 0 1.00
2 wire 76 51 45 0.91 2 wire 76 51 45 0.91

2 wire 76 51 3.0 2 wire 76 51 3.0

Sliding to port: 204 < 0.3⋅46⋅9.81 + 2⋅51⋅1.00 + 2⋅51⋅0.91 = 330 kN

Tipping to port: 204⋅1.8 < 1.6⋅46⋅9.81 + 2⋅51⋅3.0 = 1028 kN⋅m
Tipping to stbd: 204⋅1.8 < 1.6⋅46⋅9.81 + 2⋅51⋅3.0 = 1028 kN⋅m
Sliding to fwd: 75 < 0.3⋅(46⋅9.81 – 162) = 87 kN
Sliding to aft: 75 < 0.3⋅(46⋅9.81 – 162) = 87 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape D… Cargo: Pleasure boat
Voyage No.: Mass = 72 + 7 t for the cradle t
Corr. Factor for length and speed = 0.81 Tipping lever a = n.a. m
Corr. Factor for B/GM = 1.00 Lever of stableness b = n.a. m
Fx = 2.9 ⋅ 0.81⋅ 79 + 1 ⋅ 7.7 ⋅ 6.4 + 1 ⋅ 7.7 ⋅ 2 = 250 kN

Fy = 6.1 ⋅ 0.81 ⋅ 1.00 ⋅ 79 +1 ⋅ 23 ⋅ 6.4 + 1 ⋅ 23 ⋅ 2 = 584 kN
Fz = 5.0 ⋅ 0.81 ⋅ 79 = 320 kN

6 chain 98 65 0 1.00 6 chain 98 65 0 1.00


2 chain 98 65 0 1.00 2 chain 98 65 0 1.00
Sliding to port: 584 < 0.3⋅79⋅9.81 + 6⋅65⋅1.00 = 622 kN

Sliding to stbd: 584 < 0.3⋅79⋅9.81 + 6⋅65⋅1.00 = 622 kN
Tipping to port: n.a. kN⋅m
Tipping to stbd: n.a. kN⋅m
Sliding to fwd: 250 < 0.3⋅(79⋅9.81 – 320) + 2⋅65⋅1.00 = 266 kN
Sliding to aft: 250 < 0.3⋅(79⋅9.81 – 320) + 2⋅65⋅1.00 = 266 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape D… Cargo: Steel construction
Fx = 2.9 ⋅ 0.81⋅ 35 = 82 kN
Fy = 6.5 ⋅ 0.81 ⋅ 1.31 ⋅ 35 = 241 kN
Fz = 7.6 ⋅ 0.81 ⋅ 35 = 215 kN

8 web 35 23 0 1.00 8 web 35 23 0 1.00


4 web 35 23 0 1.00 4 web 35 23 0 1.00

Sliding to fwd: 82 < 0.3⋅(35⋅9.81 – 215) + 4⋅23⋅1.00 = 130 kN
Sliding to aft: 82 < 0.3⋅(35⋅9.81 – 215) + 4⋅23⋅1.00 = 130 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape D… Cargo: Cold planer on 40' flatrack
Fx = 2.0 ⋅ 0.81⋅ 35 = 57 kN
Fy = 5.6 ⋅ 0.81 ⋅ 1.14 ⋅ 35 = 181 kN
Fz = 6.2 ⋅ 0.81 ⋅ 35 = 176 kN

4 chain 50 33 20 1.04 4 chain 50 33 20 1.04

2 chain 50 33 2.4 2 chain 50 33 2.4
4 chain 50 33 0.7 4 chain 50 33 0.7

4 chain (50 %) 25 16 50 0.87 4 chain (50 %) 25 16 50 0.87

Tipping to port: 181 ⋅ 1.8 < 1.1⋅35⋅9.81 + 2⋅33⋅2.4 + 4⋅33⋅0.7 = 628 kN⋅m
Tipping to stbd: 181 ⋅ 1.8 < 1.1⋅35⋅9.81 + 2⋅33⋅2.4 + 4⋅33⋅0.7 = 628 kN⋅m
Sliding to fwd: 57 < 0.3⋅(35⋅9.81 – 176) + 4⋅16⋅0.87 = 106 kN
Sliding to aft: 57 < 0.3⋅(35⋅9.81 – 176) + 4⋅16⋅0.87 = 106 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape York Cargo: Side stowage arrangement
Port of loading: Brisbane Dimensions (l x b x h ) = 10 x 2.4 x 1.8 m
Lpp = 160 m B = 27.0 m Stowed in lower hold at 0.3 Lpp
Fx = 1.5 ⋅ 0.82⋅ 42 = 52 kN
Fy = 5.1 ⋅ 0.82 ⋅ 1.06 ⋅ 42 = 186 kN
Fz = 5.0 ⋅ 0.82 ⋅ 42 = 172 kN

2 wire 76 51 0 1.00
2 wire 76 51 - 0.84
20


Sliding to port: n.a. kN

Sliding to fwd: 52 < 0.3⋅(42⋅9.81 – 172) = 72 kN
Sliding to aft: 52 < 0.3⋅(42⋅9.81 – 172) = 72 kN
Remarks:
Signed for shore: _____________________

Vessel: Cape D… Cargo: Pipes on hatch No. 1
Port of loading: Brisbane Dimensions (l x b x h ) = 12 x 2 x 2 m
Lpp = 175 m B = 27.8 m Stowed in on deck low / high at 0.9 Lpp
Fx = 3.3 ⋅ 0.81⋅ 156 = 417 kN

Fy = 7.0 ⋅ 0.81 ⋅ 1.00 ⋅ 156 + 1 ⋅ 12 ⋅ 3.6 + 1 ⋅ 12 ⋅ 2 = 952 kN
Fz = 9.2 ⋅ 0.81 ⋅ 156 = 1163 kN

4 wire 120 80 55 0.81 4 wire 120 80 55 0.81
4 wire 120 80 0 1.00 4 wire 120 80 0 1.00


6 wire 120 80 30 1.02 6 wire 120 80 30 1.02
Sliding to port: 952 < 0.3⋅156⋅9.81 + 4⋅80⋅0.81 + 4⋅80⋅1.00 = 1038 kN

Sliding to fwd: 417 < 0.3⋅(156⋅9.81 – 1153) + 6⋅80⋅1.02 = 603 kN
Sliding to aft: 417 < 0.3⋅(156⋅9.81 – 1153) + 6⋅80⋅1.02 = 603 kN
Remarks:
Signed for shore: _____________________


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DECK AND CARGO

Front Page 1st January 2010 Page 1 of 1

Record of Changes 1st January 2010 Page 1 of 1

DECK AND CARGO OPERATIONS MANUAL (DRY CARGO)

DECK AND CARGO OPERATIONS MANUAL

EQUIPMENT CHECK and INFORMATION FILE

Introduction 1st January 2010 Page 1 of 2

The Records part is divided into six sections:

Although it would obviously be advantageous to have a record of each check completed as

Use of the Records

Planned Maintenance System

Introduction 1st January 2010 Page 2 of 2

Deliberate Disposal Overboard

Accidental Disposal Overboard

Monitoring Pollution Prevention Measures

CSM Environment Protection Statement 1st January 2010 Page 1 of 2

CSM Environment Protection Statement 1st January 2010 Page 2 of 2

References 1st January 2010 Page 1 of 1

Name ___________________________ Rank __________ Signed___________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed___________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Name ___________________________ Rank __________ Signed __________________

Signatures 1st January 2010 Page 1 of 1

Section 1 - Deck Operations

Section 2 - Cargo Operations

Part B – Bulk Carriers

Part C – Container Carriers

Short Index 1st January 2010 Page 1 of 1

1. Mooring and Anchoring Procedures

Index – Deck Operations Section 1st January 2010 Page 1 of 4

3. Watertight Integrity and Heavy Weather Precautions

5. Adverse Climatic Conditions

Index – Deck Operations Section 1st January 2010 Page 2 of 4

6. Operation in Sub-Zero Conditions

7. Maintenance and Inspection of Compartments

8. Walkways and Avoiding Slips and Falls

9. Working with Tools

Index – Deck Operations Section 1st January 2010 Page 3 of 4

11. The Handling and Storage of Chemicals and Pesticides

12. Fabric Maintenance

Index – Deck Operations Section 1st January 2010 Page 4 of 4

1. Commercial Instructions and Voyage Planning

Index – Cargo Operations Section 1st January 2010 Page 1 of 3

4. Maintenance of the Watch in Port

6. Small Craft Alongside

Index – Cargo Operations Section 1st January 2010 Page 2 of 3

Index – Cargo Operations Section 1st January 2010 Page 3 of 3

1. Cargo Related Hazards

2. Cargo Operation Planning

3. Cargo Operations – General Procedures

Index – Cargo Operations Section 1st January 2010 Page 1 of 3

4. Specific Bulk Carrier Cargo Information

Index – Cargo Operations Section 1st January 2010 Page 2 of 3

5. Wood Chip Carrier

Index – Cargo Operations Section 1st January 2010 Page 3 of 3

1. Cargo Related Hazards

Name _______ Rank Signed_

Name _______ Rank Signed

Name _______ Rank Signed_

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed

Name _______ Rank Signed