2ND YEAR - SEMESTER IV

SUB: CARGO HANDLING & STOWAGE 3

COURSE CODE: UDNS405

FACULTY: CAPT GOPAL SRINIVAS

 COURSE OBJECTIVE:

1) Teach Cargo handling and Stowage as detailed in Syllabus

below.

2) Use reference books, Blackboard, projectors, videos and

flipped class as tools to teach.

3) Assess by continuous tests, assignment and questioning in

class.
Course outcome
The student should be able to:
1. Identify Ballast tanks, Deep Tank and Heavy Lift and uses
and intricacies
2. Identify different Containers, their cargo and operations
3. Plan reefer ship preparation, and their cargo operations.
Relate about cargoes that liquefy.
4. Distinguish hatch covers, their uses, precautions and tests
to be carried out to ascertain efficiency of hatch covers.
5. Plan oil tanker operations, comprehend Pollution
regulations and usage of Check Lists.
6. Perform tanker cargo calculations, Container stowage.
UNIT-1
Ballast tanks inspection - (11 Hrs)
• Describes the purpose of ballast tank
• Reproduces the construction sketch of a ballast tank
• Identifies the parts in the ballast tanks which are most likely to
experience corrosion
• Lists the period of interval for the inspection of ballast tanks
• Describes the corrosion prevention methods for ballast tanks
Deep tanks:
• Procedures for cleaning and preparation of deep tanks for
loading.
• Securing of deep tank lids.
Heavy Lifts:
• Effect of the heavy lifts on the seaworthiness and the stability of
the ship
 Ballast Tanks & Inspections
• Describe the purpose of ballast tank
• Reproduce the construction sketch of a ballast tank
• Identify the parts in the ballast tanks which are
most likely to experience corrosion
• List the period of interval for the inspection of
ballast tanks
• Describe the corrosion prevention methods for
ballast tanks
 What is Ballast?
Ballast is material that is used to provide stability to a vehicle or structure. In case
of ship ballast would be material other than her cargo.
• The ballast is generally the water in which the vessel is floating at the time of
ballasting, such as seawater, pumped into ballast tanks.
• The ballast water systems on ships increase the weight of vessels in the light
cargo condition, improve their stability, propulsion, manoeuvrability, and reduce
stress on ship hulls during transit.
The purpose of ballast tank
• Ballast is used in surface vessels to alter the draft, trim, list
and stability.
• It may also be used to modify structural load distribution,
usually the longitudinal load distribution which affects
hogging and sagging stresses.
• It may also be used to change the moments of inertia which
affect motion in a seaway.
• International agreements under the Safety Of Life At Sea
(SOLAS) Convention require that cargo vessels and
passenger ships be constructed to withstand certain kinds of
damage
• Ballast may be used to compensate for stability losses due
to flooding of some compartments
Ballast Tank Arrangement on Ships
Depending on the type of vessel, the Ballast tank arrangement can be
• Double bottom (extending across the breadth of the vessel),
• Wing tanks (located on the outboard area from keel to deck)
• Hopper tanks (occupying the upper corner section between hull and
main deck).
• Deep tanks: which cane be used as ballast or fuel or cargo tanks.
• Fore peak tank: Forward most tank on a vessel. Forward of the
collision bulk head.
• Aft peak tank: Aftermost tank on a vessel.
These ballast tanks are connected to pumps that pump water in or out
of the tanks.
Crew fill these tanks to add weight to the ship and improve its stability
when it isn't carrying cargo.
In extreme conditions, a crew may pump ballast water into dedicated
cargo spaces to add extra weight during heavy weather or to pass under
low bridges.
Construction sketch of a ballast tank
Construction sketch of a ballast tank
 The parts in the ballast tanks which are most likely to experience corrosion

• The ballast tank is filled with seawater, which is highly corrosive in nature.
• When the tank is empty, the damp atmosphere will also increase the corrosion attack
on the ballast tank surface.
• Ballast tanks do not corrode uniformly throughout the tank.
Each region behaves distinctively, according to it electrochemical loading.
The differences can especially be seen in empty ballast tanks.
The upper sections usually corrode but the lower sections will blister.
• Modern double hull tankers, with their fully "segregated ballast tanks" pose another
problem.
Empty tanks act as insulation from the cold sea and allow the warm cargo areas
to retain their heat longer.
Corrosion rates increase with differences in temperature. Consequently, the cargo
side of the ballast tank corrodes more quickly than it did with single hull tankers.
 The parts in the ballast tanks which are most likely to experience corrosion
A ballast tank has three distinct sections:
1) upper,
2) mid or "boot-top" area and,
3) the "double bottom" or lower wing sections.
• The upper regions are constantly affected by weather.
This area experiences a high degree of thermal cycling and mechanical damage through
vibration.
This area tends to undergo anodic oxidation more rapidly than other sections and will weaken
more rapidly.
This ullage or headspace area contains more oxygen and thus speeds atmospheric
corrosion, as evidenced by the appearance of rust scales.
• In the midsection corrodes more slowly than upper or the bottom sections of the tank.
• Double bottoms are prone to cathodic blistering.
Temperatures in this area are much lower due to the cooling of the sea.
If this extremely cathodic region is placed close to an anodic source (e.g. a corroding ballast
pipe), cathodic blistering may occur especially where the epoxy coating is relatively new.
Mud retained in ballast water can lead to microbial corrosion.
Many maritime accidents have been caused by corrosion, and this has led to stringent
regulations concerning protective coatings for ballast tanks.
The Coating Performance Standard for Ballast Tank Coatings (PSPC), became effective in 2008.
It specifies how protective coatings should be applied during vessel construction with the
intention of giving a coating a 15-year service life.
Additional regulations, such as those established by The International Convention for the Control
and Management of Ships Ballast Water & Sediments (SBWS) sought to avoid introducing
invasive species throughout the world through ship's ballast tanks,
The methods used to avoid having these invasive species surviving in ballast tanks however
greatly increased the rate of corrosion.
Therefore ongoing research attempts to find water treatment systems that kill invasive species,
while not having a destructive effect on the ballast tank coatings.
 Unit 1- Part 2 – Corrosion
prevention, BWM Convention and
inspections.
 Corrosion Prevention in Ballast Tanks

Exposed, unprotected steel will corrode much more

rapidly than steel covered with this protective layer.
• Epoxy and modified epoxy are standard paint
coatings used to provide protective barriers to
corrosion in ballast tanks.
For additional protection, many ships may also use
• Sacrificial Anodes in ballast tanks OR
• An Impressed Current System in ballast tanks
• The chemical formula for rust is Fe2O3 and is commonly known as ferric
oxide or iron oxide.
• The rusting of the iron formula is 4Fe + 3O2 + 6H2O → 4Fe(OH)3
• The seawater acts as an electrolyte solution and the parts of the hull due to
difference in temperature,vigrations or quality or different metals will be
the cathode and anode dipped in the seawater (the electrolyte).
• Electrons flow from the anodic area of hull to the cathodic area of the hull
• (OH) ions flow towards the anodic area and forms FE(OH)2 at the anodic
area causing rust formation there.
Cathodic protection (CP) is a technique used to control the corrosion of a metal
surface by making it the cathodic side of an electrochemical cell.
The simplest method to apply CP is by connecting the metal to be protected with
another more easily corroded metal to act as the anode of the electrochemical cell.
Zinc anodes are bolted on the under water area of the steel hull at various places to
become the sacrificial anodes.
The dissolving anodes create a corrosion current in the system due to potential
difference between the anode and the ship’s hull material.
The Zinc anodes are replaced at when the vessel drydocks

SEAWATER

- + +
- - -
ANODIC AREA CATHODIC AREA

SHIP’S HULL SACRIFICIAL ANODE

 USED UP ANODE WHICH NEEDS TO BE REPLACED
ANODES

SHIP’S HULL

SACRIFICIAL ANODES
Impressed current cathodic protection (ICCP) on ships system make the
hull or the metal structure to be protected (like ballast tank) to remain
always cathode by keeping the Potential difference to a minimum and
introducing a current opposite to the natural corrosion current, thereby
protecting the anode and avoiding corrosion.

INSULATED ANODE
SEAWATER

- - + + - -
ANODIC AREA SHIP’S HULL CATHODIC AREA

RECTIFIER
 THE BALLAST WATER MANAGEMENT CONVENTION (BWM)
• In response to the threat of the introduction and spread on non-
native species through ballast water, the International Maritime
Organization (IMO) adopted the “International Convention for the
Control and Management of Ships’ Ballast Water and Sediments” (the
Ballast Water Management (BWM) Convention).
• The Ballast Water Management Convention was ratified and has
entered into force on 8 September 2017.
 BWM Convention requirements
• Ships are required to have on board and implement an approved
Ballast Water Management Plan.
• Ships must maintain a Ballast Water Record Book to record when
 ballast water is taken on board,
 circulated or treated for Ballast Water Management purposes and
 discharged into the sea.
 It should also record accidental or other exceptional discharges of
ballast water.
• The BWM Convention includes two performance standards for the
discharge of ballast water: D1 and D2.
• The D1 standard concerns ballast water exchange, which must be
undertaken within open ocean areas, >200nm from land and in seas
>200m deep.
• The D2 standard covers approved ballast water treatment systems.
 BWM - TIMELINE
• The requirements of the BWM Convention came into force at different times,
depending on a ship’s date of construction and IOPP certificate renewal survey.
• All new build ships must meet the D2 (treatment) standard after entry into force (8
September 2017).
• For existing ships, the BWM Convention requires that either the D1 (exchange) or
D2 (treatment) standard is met after entry into force (8 September 2017).
-- However, as ballast water exchange (D1) is not considered an ideal method
of ballast water management, the BWM Convention requires compliance with
D2 (treatment) upon a ship’s first International Oil Pollution Prevention (IOPP)
Certificate renewal survey after 8 September, 2017.
• Ballast Water Treatment (D2) encompasses - Mechanical, physical, chemical, and
biological processes, either singularly or in combination, to remove, render
harmless, or avoid the uptake or discharge of harmful aquatic organisms and
pathogens within ballast water and sediments.
 EXEMPTIONS & CERTIFICATION
• The Convention allows for certain vessels meeting specific conditions to be exempt
from the BWM standards. However, gaining such an exemption is expected to be a
high risk process.
• According to Article 3, the BWM Convention applies to all ships including
submersibles, floating craft, floating platforms, FSUs and FPSOs. It will not apply
to: ships not designed to carry ballast water. warships, naval auxiliary ships or
other ships owned or operated by a state.
• From September 2017, vessels will have to carry a Ballast Water Record book
to record all ballast water exchange, discharge and loading operations
• The vessel's Master and the designated “Ballast Water Management Officer” are
the responsible authorities for the implementation of the Ballast Water
Management Plan.
• An International Ballast Water Management Certificate - (for ships of 400 gt and
above) – is issued by or on behalf of the Administration (flag State) and certifies
that the ship carries out ballast water management in accordance with the BWM
Convention and specifies which standard the ship is complying with, as well
 Precautions when carrying out Tank inspection
All safety precautions for entry into enclosed spaces shall be taken as per code of safe
working practices &
Appropriate permit to work system followed prior to entering any tank for inspection
purposes.
When carrying out tank inspections, the following shall be keenly observed (as
applicable) and details of condition / findings recorded.
• Condition of tank coating and corrosion levels.
• Consumption of anodes fitted inside the tank.
• Particulars of any damages observed including dents, buckling, cracks, etc, on
plating, strength members and fittings within the tank.
• Pitting corrosion and/or blister formation especially in uncoated tanks.
Continued……….
 Precautions when carrying out Tank inspection
• Condition of access arrangements including access hatches, manholes, studs,
gaskets, ladders, landing platforms, etc.
• Condition of piping arrangements and systems including pipes, valves, hydraulic
lines, expansion joints, dresser couplings, etc.
• Condition of gauging systems including sounding pipes, striker plates and remote
level / temperature / pressure gauges.
• Condition of safety devices including gas monitoring systems, bilge alarm systems,
high / low level alarms, etc.
• Condition of suction / filling bell mouth, openings and plating beneath such
openings including plating around and beneath bilge or suction wells.
• Mud or sludge accumulation including approximate quantity in cubic meters.
• Cargo equipment on tankers and gas carriers including heating coils, crude oil
washing machines, cargo pumps, etc.
 Inspection Record / Report
• On completion of the inspection, all findings shall be recorded in the “Tank
Inspection Record”.
• A copy of the report shall also be sent to the Technical Superintendent in charge via
e-mail.
• Correspondence on any maintenance or repairs carried out subsequent to the tank
inspection shall also be attached to the ‘Tank Inspection Record’ for easy reference.
• A record shall be maintained on board in the form of an index giving quick
reference to the status of tank inspections on the vessel.
• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report.
• Adjacent Cargo tank structures such as Bulk heads, suction wells etc, should be
checked from Water ballast tank side.
• Visual check from Under cross deck and Upper deck, and/or during bilge sounding
should be carried out every opportunity.
• Pressure testing for Heating steam lines for Fuel Oil Tanks, which are penetrated in
Cargo Hold of Container Ship should be carried out 30 months interval, if necessary.
 Tank inspection intervals and relevant procedure for cargo ships

Unified understanding of tank inspection and recording procedures will enable

effective monitoring of hull condition and initiate proper maintenance activities where
necessary.

Inspection Interval: Tank inspection intervals to be followed on board are as per the
vessels Planned Maintenance System. In principle the intervals shall be as follows:
Water Ballast Tanks (Tankers & Gas Carriers): At least once every 12 months
• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report.
• Adjacent Cargo tank structures such as Bulk heads, suction wells etc, should be
checked from Water ballast tank side.

Water Ballast Tanks (Container Ships): At least once every 12 months

• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report.

Fresh Water Tanks: At least once every year

• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report
 Tank inspection intervals and relevant procedure for cargo ships
Void Spaces / Cofferdam: At least once every year
• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report

Cargo Holds of Container Ships: At least once every 30 months

• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report
• Visual check from Under cross deck and Upper deck, and/or during bilge sounding
should be carried out every opportunity.
• Pressure testing for Heating steam lines for Fuel Oil Tanks, which are penetrated in
Cargo Hold of Container Ship should be carried out 30 months interval, if necessary.

Fuel (FO / DO) Oil Tanks: At least once every 30 months

• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report
• It should be closed examination.
• It may be postponed for a ROB management at the scene of docking, however even
in the case, the interval is not more than 60 months.
• The Company may order to inspect for tanks at random 12 months interval if
necessary.
 Tank inspection intervals and relevant procedure for cargo ships

Double Hull Tanks in Engine Room: At least once every 60 months

• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report

Cargo Oil Tanks of Oil Tankers & Liquefied Gas Carriers: At least once every 30 months
• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report
• It should be closed examination, including gauging by technical expert.
• The Company may order to inspect for tanks at random 12 months interval if
necessary.
• Some Oil Tankers, which are required Tank cleaning & Gas free operation for
preventing cargo contamination, shall carry out the inspection every opportunity.

Hold (Barrier) Space of Liquefied Gas Carriers: At least once every 30 months
• Contractor’s service report, Repair completion report by Dock yard can be
accommodated in Ship’s Inspection Report
• It should be closed examination, including gauging by technical expert.
• The Company may order to inspect for H/Sp at random 15 months interval for LPG
Carriers, if necessary.
PART 4 - DEEP TANKS
DEEP TANKS: Deep tanks are tanks on board ship in which
liquid cargoes are transported.
Deep tanks may be found on board Tankers, they may
also be constructed on board general cargo ships.
Deep tanks on board Tanker ships are generally located
abaft the collision bulkhead.
These tanks are only used for storing extra fuel on ships
which make long international voyages, or calling at
port where bunkers are not readily, or not at a
competitive price.
Deep tanks extend through the depth and breadth of the
ship abaft the collision bulkhead, in addition forward
and aft of the deep tank a void space is retained known
as the cofferdam.
The deep tanks and the cofferdam are sub-divided with
one or more longitudinal bulkhead.
Fuel heating and pumping system must be fitted.
What is a deep tank in ship?
• a tank rising on the floor of the second bottom of a vessel. The deep
tank is bounded by water-tight bulkheads and is provided with
hatches and covers. In some dry cargo vessels, a deep tank is installed
for liquid cargo (such as vegetable oil or latex).
Where are deep tanks located?
• Tanks extending from the bottom or inner bottom up to or higher
than the lowest deck. They are often fitted with hatches so that they
also may be used for dry cargo in lieu of fuel oil, ballast water of
liquid cargo.
On Board General cargo ships, deep tanks are of two
types:
1. Dedicated liquid carrier deep tanks.
2. Multi-purpose deep tanks
DEDICATED DEEP TANKS: Location of the dedicated deep
tanks are planned during the constructional stage of
the ship.
In case of a single deck General cargo ship, deep tanks
extend from the tank top to weather deck, this volume
could be a part of the cargo hold or a entire small
hold.
ln case of a Tween Deck General ship, Deep tank could be
a part of the lower hold.
ln cases of dedicated Deep tanks in a tween deck ship, the
man hole will be of the flushed to deck, however, in
case of a single deck ship, flushed or coaming type of
man hole may be found.
MULTI - PURPOSE DEEP TANKS: ln case of a single deck General
cargo ship, deep tanks extend from the tank top to weather
deck, this volume could be a part of the cargo hold or a entire
small hold.
ln case of a Tween Deck General ship, Deep tank could be a part
of the lower hold.
ln cases of Multi-purpose Deep tanks in a tween deck of a single
deck ship, the access way will be of large hatch cover type ,
suitable for small general cargo operations.
GENERAL : In case of dedicated deep tanks, cargo heating coil
arrangements could be open on the tank top or concealed
under the tank top, however, in case of multi-purpose tanks,
cargo heating system will always be concealed under the tank
top and bilge pumping arrangements must be provided.
ln both cases, extra strengthening of the Bulkheads, shipside
and tank top must be provided.
The tanks must be provided with sounding and air pipes.
Temperature plugs may or may not be provided.
SOME CARGOES CARRIED IN DEEP TANKS

PRODUCT SPECIFIC GRAVITY CU.FT PER TONNE

COCONUT OIL 0.925–0.931 38.8

PALM OIL 0.920–0.926 38.9

PALM NUT 0.952 37.5

TALLOW 0.911–0.915 39.4

WHALE OIL 0.880–0.884 40.76

Preparation of deep tanks : The need for absolute cleanliness with deep tanks
is paramount and Cargo Officers are advised that they are virtually always
subject to supervision and survey prior to loading example cargoes.
Claims for contamination of these cargoes are high and meticulous cleaning of
the tank itself and the pipelines employed for loading and discharging must
be a matter of course.
Note: All precautions for the entry into an enclosed space must be taken prior
to carrying out maintenance inside ‘deep tanks’ under a permit to work
scheme.
To enable the Classification Surveyor to certify that the tank has watertight
integrity and is clean, Chief Officers should, depending on the previous
cargo, ensure that:
● After the carriage of a general cargo, the tank is swept down completely and
any waste removed.
● In the event of a liquid cargo (assuming of a non-hazardous nature), puddle
any residual fluids to the suction and allow the tank to dry.
● If the tank is uncoated (they are often coated in epoxy covering), the
bulkhead’s decks and deck head should be inspected for rust spots. These
should be scraped and wire brushed, and all traces of corrosion removed.
● Heating coils should be rigged and tested. These coils may be ‘side coils’ or
‘bottom coils’, or a combination of both.
Preparation of deep tanks (continued)
 Hat boxes should be cleaned out and the suctions should be
tested.
 The tank should be filled with clean ballast and the tank lid
pressure should be tested (tanks are to be tested to a head of
water equal to the maximum to which the tank will be subjected
but not less than 2.44m above the crown of the tank).
 The tank should be emptied to just above the heating coils, a
cleansing agent added and the residual water heated by means of
the coils. Awash down using a hose and submersible pump then to
be carried out.
 After cleaning, the heating element should be turned off and the
tank sluiced down with fresh water, pumped dry and allowed to
dry, with any residual puddles being mopped up.
 Finally, bilge suctions need to be cleaned and blanked off.
Note: Personnel so involved should be provided with protective
clothing and footwear, together with goggle eye protection.
Breathing apparatus may also be a requirement. A risk assessment
would be carried out prior to commencing the above task.
When the tank is to be used for dry cargo, the following actions
should be carried out before loading the cargo:
(a) Open CO2, if fitted.
(b) Blank off ballast line.
(c) Check bilge suction and leave the bilge line open.
(d) Blank off steam inlet to heating coils. Coils may sometimes be
removed.
(e) Open or close ventilator trunks, as required.
When the tanks are to be used for liquid ballast, the following
actions are necessary:
(a) CO2 lines should be blanked off.
(b) Bilge line opened.
(c) Steam inlet to heating coils sealed off.
(d) Ventilator trunks opened.
(e) Ballast bend fitted.
(f ) Main lid hard rubber packing should be inspected and checked for
deterioration. If found in good condition, the locking bolts should
be seen to be well screwed down to obtain even pressure on the
seal. Manholes should be treated in a similar manner.
Preparation of deep tanks to receive liquid cargo
• Tanks must be tested by a head of water equal to the
maximum to which the tank may be subjected, but not less
than 2.44 m above the crown of the tank.
• The rubber seal should be inspected for any signs of
deterioration about the perimeter of the main lid. Any rubber
gaskets about the inspection manholes should be seen to be
in good order and to make a good air/water seal.
• After the tank has been tested, it should be thoroughly
cleaned and sealed. No rust spots or oil patches etc. should
be visible. Hat boxes and wells should be meticulously
cleaned and sealed off, and ballast and CO2 lines blanked off.
Pressure valves should be fitted into ventilators and the
steam coils fitted and tested.
• Once all preparations have been completed, the tank must be
inspected by a surveyor before loading and a certificate of the
tank’s condition will be issued.
PART 5 - HEAVY LIFTS
STABILITY CHANGES – HEAVY LIFTS: Once a heavy lift is taken up by a crane or
derrick, the COG of the load is deemed to act from the head of that derrick
or crane jib.
When calculating the ship’s stability criteria, this assumption is, for all intense
and purposes, like loading a weight above the ship’s COG.
In ship stability calculations, when a weight is loaded on board the vessel, a
movement of the ship’s ‘G’ will be in a direction towards the weight being
loaded.
It, therefore, follows that once a weight is lifted and that weight is effectively
acting from the head of the derrick, the ship’s position of ‘G’ will move
upwards towards this point of action.
The outcome of the load and causing an upward movement of ‘G’ is to cause G
to move towards M (the Metacentre).
This action would be to effect a reduction in the ship’s GM Value.
Once the weight of the load is taken by the ship’s derrick, the ship’s “G” will
rise towards ‘M’, probably even rising above ‘M’ causing an unstable
condition.
It would, therefore, make sense to lower the position of ‘G’, in anticipation of
the rising ‘G’ prior to a heavy lift being made.
If the GM can be increased before the lift takes place, i.e. by filling DB tanks,
the angle of the heel can be seen to be less.
EFFECT OF HEAVY LIFT ON THE SEAWORTHINESS
• Heavy lift cargoes, when loaded, can have a great effect
on the seaworthiness of the vessel.
• Securing of the heavy lift should be done with respect
to “Cargo Securing Manual”.
• Also the “Code for Safe Practice for Cargo Stowage and
Securing”.
• If the heavy lift is not secured properly, the cargo may
shift during heavy weather which may result in a heavy
list at sea and may cause capsizing of the vessel.
• Also, the heavy lift may cause damage to the vessel’s
structure and result into loss of the vessel’s watertight
integrity, resulting in flooding/ progress flooding of the
vessel.
Understanding Heavy
Lifting Operations And
Vessel Stability

When the crane or the derrick of your ship carries a load on either side of the
centreline of the vessel at a certain height from the deck, there is a
tendency of the ship to heel in that direction (as a rule of the thumb).
Something similar happens as in the case of a simple pendulum where its
weight is free to swing.
The weight shifts the centre of gravity, and the CG of the ship being at a
different position has to be previously accounted for so that it does not
violate the original intact stability of the ship!
This term swing has an interesting feature.
It happens so that when this cargo hangs at a certain height, such
that the length of the ‘pendulum’ is minimised by loading it close
to the crane head thereby killing the swing (reducing the
swinging motion of the weight is necessary to prevent damage to
the nearby structures) and improving the stability.
This is because the weight always acts, as a rule, at the point of
suspension or the pivot, and thus, the stability of the vessel is
not affected any further.
Let us say, at a port, our ship is loading a very heavy weight.
The Derrick/crane lifting the weight from the port is initially
upright. In other words, the centre of gravity is on the plane
of the centre-line of the ship.
When the loading is in progress, (that is the crane’s boom is now
outboard), the ship lists in that direction.
This list must be kept as small as possible so as to keep it under
control.
If you look closely, the derrick has to first raise the head and
swing it in order to move the cargo across into the position in
the hold.
This means at first, transverse shift (port to starboard) in the
centre of gravity is less while the vertical rise is prominent.
This becomes critical especially when the lift is quite inboard
almost next to the centreline (because if the lifting is inboard,
then it can be visualised as the ship’s centre of gravity to be
rising), here the vessel tends to become upright very
quickly, so that by virtue of its pendulum like motion, it will
swing to the other side!
Such motion can have implications of its own as the vessel will lose control and
heel to the opposite side.
Also, it is not always the CG which is the main culprit here, when your vessel
sinks partly, the metacentre of the vessel won’t remain the same either.
Finally what would matter would be the metacentric height (GM).
A negative GM causes a situation of unstable equilibrium, which is responsible
for generating a capsizing movement .
Although this doesn’t persist for the entire range of heel, as the submerged
portion on the heeling side generates enough buoyant force to counter the
moment and eventually the GM becomes zero again.
Beyond this, the vessel recovers positive stability. If a vessel has an inherent
negative stability, the ship will find stability at a certain angle of loll.
• It is important be able to differentiate between a list and a loss in
stability, as a vessel cannot be simply ‘levelled’ by ballasting the
higher side.
• Imagine your ship has a list towards the port.
• So your starboard side is higher.
• A normal person would assume, that ballasting on the starboard
side would reduce the list.
• But that is wrong.
• Why? Because, since the starboard side is already higher than the
port, adding weight on the higher side would raise the centre of
gravity, therefore reducing the metacentric height GM.
• As a result, you are losing more stability.
• Ballasting should be done on the lower side (in this case, the port
side).
• Initially the ship heels slightly towards the port, but when the GM
increases, the ship is more stable.
• When sufficient righting moment is achieved, then the weight can
be balanced on both the sides to bring the ship back to upright
position.
Some things which require repeated checks before the
operation are:
• For a lift from a position A to B (say), the GM positions for
both the positions need to be estimated for acceptable values
by keeping in accordance with a stability booklet.
• The list should be kept minimal so that this doesn’t adversely
affect the stability.
• Since the ship’s stability is reduced when it comes to having a
reduced metacentric height, it doesn’t help in anyway to have
slack tanks with free surfaces which also reduce GM.
• Therefore it would be sensible to ‘press up’ these tanks for
lessening the effect
• Also, you should take care that your vessel does not ground at
the jetty at the expected angles of list.
• The cranes should not be raised more than what is needed
PRECAUTIONS WHEN LOADING HEAVY LIFT BY SHIP’S GEAR.
1. SWL: THE SWL OF THE SHIP’S GEAR SHOULD BE MORE THAN THE
WEIGHT OF THE CARGO, TAKING INTO CONSIDERATION THE
WEIGHT OF THE RIGGING GEAR TO BE USED.
2. STOWAGE LOCATION: THE CARGO SHOULD PREFERABLY BE
LOADED ON DECK. IF LOADED UNDER DECK THE SPACE IS LOST AS
CARGO CANNOT BE LOADED ON TOP OF THE HEAVY LIFT, ALSO
THE HEAVY LIFT CANNOT BE LOADED ON TOP OF ANY OTHER
CARGO. ON TWEEN DECK, THERE IS A HEIGHT RESTRICTION SO IT
CANNOT BE LOADED ON TWEEN DECK. SPECIAL ATTENTION
SHOULD BE GIVEN FOR LOAD DENSITY WHEN THE CARGO IS
LOADED ON DECK .
3. STABILITY: CALCULATE THE STABILITY FOR THE WORST CONDITION,
i.e. WHEN THE CARGO IS JUST LIFTED FROM THE WHARF AS AT
THAT TIME IT IS FURTHEST AWAY FROM CENTRE LINE. ALSO THE
STABILITY SHOULD BE CALCULATED FOR THE ENTIRE OPERATION.
4. ENGINE DEPARTMENT: THE ENGINE DEPARTMENT SHOULD BE
INFORMED ABOUT THIS AS THEY WILL CHECK IF THEY WILL BE
ABLE TO GIVE MAXIMUM POWER FOR THE OPERATION.
PRECAUTIONS WHEN LOADING HEAVY LIFT BY SHIP’S GEAR.
5. PROPER DUNNAGE REQUIREMENTS
6. PROPER SECURING MATERIAL AVAILABLE AS PER THE CARGO
SECURING MANUAL.
7. AMPLE FIXED SECURING POINT (EYEPADS) AVAILABLE ON
DECK.
8. OVERHAULING OF ALL MECHANICAL AND MOVABLE PARTS.
9. GREASING AND LUBRICATION OF ALL MOVING PARTS AND
INSPECTION OF THE WIRE ROPE/SHEAVES FOR ANY
DAMAGE/WEAR N TEAR.
10.WIRE ROPES SHOULD BE PROPERLY REEVED ON THE DRUMS.
11.WINCH SHOULD BE ON SLOW GEAR.
12.LIMIT SWITCHES SHOULD BE TESTED.
13.ENTRIES IN THE CHAIN REGISTER (IF ANY SURVEYS ARE DUE
OR IF THERE IS ANY C.O.C.)
PRECAUTIONS WHEN LOADING HEAVY LIFT BY SHIP’S GEAR.
14.THE APPLIANCE SHOULD BE RIGGED AS PER THE APPROVED
RIGGING PLAN.
15.THE CARGO SHOULD BE PHYSICALLY CHECKED PRIOR TO LOADING
(NUMBER OF RESTING POINT, LIFTING POINTS, ACTUAL WEIGHT
OF THE CARGO, IF ONE END IS HEAVIER SO AS TO ADJUST THE
LENGTH OF THE WIRE SLINGS IN ORDER TO LIFT THE CARGO
HORIZONTALLY).
16.A MEETING SHOULD BE HELD WITH THE SHIP’S CREW BRIEFING
THEM ABOUT THE ENTIRE OPERATION.
17.CREW MEMEBERS SHOULD BE STATIONED FWD AND AFT TO
ATTEND TO THE MOORING LINES.
18.GANGWAY TO BE LIFTED OFF THE WHARF TO AVOID ANY DAMAGE
IN CASE OF ANY HEAVY LIST.
19.ALL BUNKERING AND DOUBLE BANKING OPERATIONS TO BE
STOPPED.
20.THERE SHOULD BE NO BARGES/BOATS ALONGSIDE.
https://www.youtube.com/watch?v=YFovv6RcFgE&ab_channel=Vide
otel
SUB: CARGO HANDLING & STOWAGE 3
COURSE CODE: UDNS405
2ND YEAR - SEMESTER IV
TEXT BOOKS
1. Safe Cargo Handling procedures Vol 1 and Vol 2 by P.J.
Samson
RECOMMENDED BOOKS FOR REFERENCE
1. Cargo work for Ship Officer – Capt Errol Fernandes
2. Cargo work – Kemp & Young
3. Cargo Works – Taylor
4. Cargo Works – D. J. House
5. Cargo Notes – Dhananjay Swadi
6. Chemical tankers – Capt KSD Mistree
7. Safe Gas Tanker Operation – Capt KSD Mistree & B K
Sharma.
8. Liquefied Petroleum gas Tanker Practices – TWV
Woolco
 UNIT – 2 - SYLLABUS
• CONTAINERS
Parts of Container
Features of a container
Types of Containers
Container Stowage principles.
Container carried below deck without cell guides/ in cell guides and on deck.
Container and container ship problems.
IMO container safety convention
Segregation and care of containers carrying dangerous goods, reefer containers and out of
gauge (OOG) cargoes
Stowage and securing gear of containers viz, container shoes, stacking cones, interlayer stackers,
twist locks, bottle screws and turnbuckles.
• CONTAINER CARGO
Types, sizes and markings of containers.
Out of gauge containers.
Arrangement of a container ship, and how the position of container is designated.
Factors affecting a container stow.
Stability, trim, list, stresses, stack height, weight, dangerous goods, special requirements.
Bay Plans and stack Weight.
Anti-heeling tanks
Torsional Stresses
Container code (CSC)
Special requirements of Dangerous Cargo, reefer containers and out-of-gauge containers.
Securing and lashing arrangement of containers.
Parts of Container

A shipping container is a relatively simple piece of

equipment. It is limited in terms of parts, as it has four
walls, a floor and ceiling, and doors on one end.
However, the parts that you don't initially notice are
where the container derives all of its strength.
Shipping Container Walls and Ceiling/Roof: The walls
and ceiling of a shipping container are constructed
from COR-TEN steel. COR-TEN steel, also called
weathering steel, is processed in such a way that helps
to prevent it from rusting, which is very helpful as a
container spends a majority of its time on the ocean.
 Parts of Container
Corner Castings: The corner castings are
located on each corner of the container, just
as you'd expect from the name. There are
eight in total, and they connect the rails. If
you think of the corner pieces on an Erector
set, they behave much in the same way. The
corner castings are made of poured steel.
Top and Bottom Rails: The rails of a shipping
container are welded to the corner castings
and provide the framework that the walls,
ceiling and floor are attached to. The run
the length of all sides and are the key source
of strength in the container.
 Parts of Container
Door Construction: Conventional shipping
containers, both 20' and 40' units, have
doors located on one end of the
container. There are two doors, and each
has locking gear that bolts the top and
bottom of each door closed.
• Floor Construction: Material that is
supported by the cross members and
bottom rails to form a load bearing
surface for the cargo. The flooring is
usually constructed of laminated wood
planks, plywood sheets, or other
composition material and is screwed or
bolted to the cross members. Some
containers have welded steel or
aluminum flooring, sandwich panels or a
combination of metal and wood.
4.1.1 Corner Fitting. Internationally standard fitting (casting) located at the
eight corners of the container structure to provide means of handling,
stacking and securing containers. Specifications are defined in ISO 1161.
4.1.2 Corner Post. Vertical structural member located at the four corners of
the container and to which the corner fittings are joined.
4.1.3 Door Header. Lateral structural member situated over the door opening
and joined to the corner fittings in the door end frame.
4.1.4 Door Sill. Lateral structural member at the bottom of the door opening
and joined to the corner fittings in the door end frame.
4.1.5 Rear End Frame. The structural assembly at the rear (door end) of the
container consisting of the door sill and header joined at the rear corner
fittings to the rear corner posts to form the door opening.
4.1.6 Top End Rail. Lateral structural member situated at the top edge of the
front end (opposite the door end) of the container and joined to the corner
fittings.
4.1.7 Bottom End Rail. Lateral structural member situated at the bottom edge
of the front end (opposite the door end) of the container and joined to the
corner fittings.
4.1.8 Front End Frame. The structural assembly at the front end (opposite the
door end) of the container consisting of top and bottom end rails joined at
the front corner fittings to the front corner posts.
4.1.9 Top Side Rail. Longitudinal structural member situated at the top edge of
each side of the container and joined to the corner fittings of the end
frames.
4.1.10 Bottom Side Rail. Longitudinal structural member situated at the
bottom edge of each side of the container and joined to the corner fittings
to form a part of the understructure.
4.1.11 Cross Member. Lateral structural member attached to the bottom side
rails that supports the flooring.
4.1.12 Understructure. An assembly consisting of bottom side and end rails,
door sill (when applicable), cross members and forklift pockets.
4.1.13 Forklift Pocket. Reinforced tunnel (installed in pairs) situated
transversely across the understructure and providing openings in the
bottom side rails at ISO prescribed positions to enable either empty
capacity or empty and loaded capacity container handling by forklift
equipment.
4.1.14 Forklift Pocket Strap. The plate welded to the bottom of each forklift
pocket opening or part of bottom side rail. The forklift pocket strap is a
component of the forklift pocket.
4.1.15 Gooseneck Tunnel. Recessed area in the forward portion of the
understructure to accommodate transport by a gooseneck chassis. This
feature is more common in forty foot and longer containers.
SIZES OF CONTAINERS
• Standard ISO shipping containers are 8ft (2.43m) wide,
8.5ft (2.59m) high and come in two lengths; 20ft
(6.06m) and 40ft (12.2m).
• Extra tall shipping containers called high-cube
containers are available at 9.5ft (2.89m) high, 8ft
(2.43m) wide and come in two lengths; 20ft (6.06m)
and 40ft (12.2m).
• Smaller 10ft (2.99m) and 8ft (2.43m) containers are
also available but cannot be shipped in the same way
as 20ft and 40ft containers.
• A standard ISO 20ft shipping container has a capacity of
33.1m3 – enough room for almost 100 household
washing machines
• 45 FT, 48 FT and 53 Ft high cube containers are usually
used in the USA/European routes only
TYPES OF CONTAINERS: Some of the most common types of shipping
containers in use today are mentioned below.
1. Dry storage container [ General
Purpose container]: The most
commonly used shipping containers;
they come in various dimensions
standardized by ISO. They are used for
shipping of dry materials and come in
size of 20ft, 40 ft and 10ft.
2. Flat rack container: With collapsible
sides, these are like simple storage
shipping containers where the sides
can be folded so as to make a flat rack
for shipping of wide variety of goods.
TYPES OF CONTAINERS: [continued]

3. Open top container: With a

convertible top that can be
completely removed to make an
open top so that materials of any
height can be shipped easily.
4. Tunnel container: Container
storage units provided with doors
on both ends of the container,
they are extremely helpful in quick
loading and unloading of
materials.
TYPES OF CONTAINERS: [Continued]

5. Open side storage container: These

storage units are provided with doors
that can change into completely open
sides providing a much wider room
for loading of materials.
6. Double doors container: They are
kind of storage units that are provided
with double doors, making a wider
room for loading and unloading of
materials. Construction materials
include steel, iron etc in standardized
sizes of 20ft and 40ft.
TYPES OF CONTAINERS:
[Continued]

7. Refrigerated ISO containers: more generally known as the reefer container,

they are totally insulated and fitted with their own refrigeration plant. They
must be connected to the ship’s mains and require close stowage to a
situated power point. They are usually employed for holding foodstuffs,
meat and dairy products being prime examples. These units have become
prolific and have caused a major reduction in the numbers of dedicated
‘reefer ships’, although reefer ships still operate they tend to be limited to
specific trades like ‘bananas’.
8. Insulated or thermal containers: These are the shipping storage containers
that come with a regulated temperature control allowing them to maintain
a higher temperature. The choice of material is so done to allow them long
life without being damaged by constant exposure to high temperature. They
are most suitable for long distance transportation of products.
TYPES OF CONTAINERS: [Continued]

9. Tank Containers: Container storage units used mostly for

transportation of liquid materials, they are used by a huge
proportion of entire shipping industry. They are mostly made
of strong steel or other anti corrosive materials providing
them with long life and protection to the materials.
10. Cargo storage roll container: A foldable container, this is
one of the specialized container units made for purpose of
transporting sets or stacks of materials. They are made of
thick and strong wire mesh along with rollers that allows their
easy movement. Availability in a range of colored wire
meshes make these shipping container units a little more
cheerful.
TYPES OF CONTAINERS:
[Continued]
11. Half height containers: Another kind of
shipping containers includes half height
containers. Made mostly of steel, these
containers are half the height of full sized
containers. Used especially for good like
coal, stones etc which need easy loading
and unloading.
12. Car carriers: Car carriers are container
storage units made especially for
shipment of cars over long distances.
They come with collapsible sides that
help a car fit snugly inside the containers
without the risk of being damaged or
moving from the spot.
TYPES OF CONTAINERS:
[Continued]
13. Intermediate bulk shift containers:
These are specialized storage
shipping containers made solely for
the purpose of intermediate shipping
of goods. They are designed to
handle large amounts of materials
and made for purpose of shipping
materials to a destination where they
can be further packed and sent off to
final spot.
14. Drums: As the name suggests,
circular shipping containers, made
from a choice of materials like steel,
light weight metals, fiber, hard plastic
etc. they are most suitable for bulk
transport of liquid materials. They are
smaller in size but due to their shape,
may need extra space.
TYPES OF CONTAINERS:
[Continued]
15. Special purpose containers: Not the
ordinary containers, these are the
container units, custom made for
specialized purposes. Mostly, they are
used for high profile services like shipment
of weapons and arson. As such, their
construction and material composition
depends on the special purpose they need
to cater to. But in most cases, security
remains the top priority.
16. Swap bodies: They are a special kind of
containers used mostly in Europe. Not
made according to the ISO standards, they
are not standardized shipping container
units but extremely useful all the same.
They are provided with a strong bottom
and a convertible top making them
suitable for shipping of many types of
products.
TYPES OF CONTAINERS: [Continued]
17. Ventilated containers – generally
designed as a general purpose container
but with added full length ventilation
grills at the top and bottom of the side
walls of the unit. They were primarily
designed for the coffee trade but are
equally suitable for other cargoes, which
require a high degree of ventilation during
shipping.
18. Bulk container – are containers designed
to carry free flowing cargoes like grain,
sugar or cement. Loading and discharging
taking place via three circular access
hatches situated in the roof of the unit.
They also incorporate a small hatch at the
base which allows free flow when tipping
the unit. Such containers are usually fitted
with steel floors to facilitate cleaning.
THE BIGGEST PROBLEMS WITH CONTAINER SHIPMENTS: When it comes to
global logistics and container shipping in general, the industry is so wide
and diverse that it can be difficult to keep it running smoothly and without
fault. In fact, it could very well be impossible. The shipping Industry face
problems every day within their businesses and the global logistics industry
in general, and so we’ve decided to look into some of the biggest problems
that container shipments face.
Communication: Communication between not only businesses, but customers
and their freight forwarders can altogether cause more problems than it
might solve – at least, when there’s a lack of communication. In a world
where constant tracking updates are common and customers like to know
everything that is happening with their shipments at every stage of the
journey, communication is key and an almost vital part of the industry.
Similarly, communication about a shipment from business to business or
port to port is also vital for ensuring a smooth and trustworthy service.
Security: Security is a growing concern in the freight industry due to the
volume in which goods are being passed between providers. A single
delivery could go from a local trucker, to a warehouse, then from the
warehouse through to another truck to take it to a port and so on. It can
pass through upwards of five or six pairs of hands in long-distance
shipments and so while each company might boast the best security, they
will all have their own way of practicing this. All of this movement becomes
a security risk, especially if even only one of the parties involved in the
shipment breaks a security procedure.
THE BIGGEST PROBLEMS WITH CONTAINER SHIPMENTS?
Delivering on time: There is no denying that we are living in a world of high
expectations when it comes to delivery times. Next-day and same-day
delivery services are in high demand, and so when it comes to long-distance
shipments, even a week can seem like a long time compared to what we are
growing accustomed to. This can be difficult in an increasingly busy times of
the year. Holidays and busy ports can all account towards late delivery,
which can ultimately cause problems with customer satisfaction.
Capacity: Space for shipments is a problem that is growing with every passing
day. As the volume of shipments increases, the space and capacity available
decreases, which can ultimately halt and cause problems for companies
that might have a high volume of shipping containers to send. It can mean
late deliveries if there is no room available on a ship.
Infrastructure: With the global logistics industry growing, the world is needing
to change to account for the increased volume of shipments, or simply the
sheer sizes of the ships that are being sent. Some ports still can’t take the
sheer size of some freighters or don’t have the room to store the containers
that come off of them. Infrastructure problems are especially prevalent in
developing countries where delivery volumes are increasing, but the ports
simply can’t take the volume.
 Part 2 – Container Identification
System, Issues with containers and
container lashing materials
Container Identification System
Container Identification System: The container identification system is an ISO
standard (ISO 6346) composed of a sequence of letters and numbers. The
above photo displays this identification on the top right part of the
container:
Owner code. Consisting of three capital letters that identifies the owner of the
container. There is an international agency (Bureau International des
Containers et du Transport Intermodal) that issues owner codes on behalf
of ISO so that no single code is assigned to more than one owner. In the
above case the container belongs to the American company Textainer, the
world’s largest container leasing company with a fleet of 1.7 million units.
The great majority of shipping and container leasing companies advertise
their logo on the container, which are often painted with distinct colors, so
the owner is commonly easy to identify.
Product group code. Appears right after the owner code and consists of one
capital letter, either U, J or Z; U refers to a container, J refers to equipment
that can be attached to a container, such as a power unit and Z refers to a
trailer or chassis used to carry a container. Therefore, each mobile
intermodal equipment has its own identification code.
Registration Number (or Serial Number). A sequence of 6 digits where each
container belonging to an owner has a unique value. Therefore, each owner
code can have up to 1 million containers.
Check digit. This single digit is used to cross-verify if the identification
sequence is accurate. By convention it is boxed to make sure it is separated
and is standing out from the registration number. Since terminal gates
handle a large amount of containers, there is always a risk that the
identification sequence was not correctly inputted. The standard procedure
involves the sequence to be remotely inputted by a video camera with the
operator entering the sequence manually in the information system or
increasingly that sequence being inputted automatically through optical
character recognition software. A numerical operation is performed on the
container identification sequence (owner code, product group code and
registration number) which results in a single digit number, which is then
compared with the check digit. If they match, then the identification
sequence is accurate (there is still a probability for error, but it is very low).
The operational characteristics of the container are also commonly displayed.
They include the maximum gross weight which is the maximal weight the
loaded container can have, which is commonly around 30 metric tons. The
container weight (Tare) is also provided, a number which should be
between 4 to 10 metric tons. The payload is simply the gross minus the tare
weight, which is the maximum weight that can be loaded into the container.
Maximum cargo volume information is also provided since cargo carried by
container tends to “cube out” before it “weights out”.
https://www.bic-code.org/bic-codes/check-digit-
calculator/?biccode%5B%5D=T&biccode%5B%5D=G&biccode%5B%5D=H&b
iccode%5B%5D=U&serialstart=759933&serialend=
Common ISO Container Size and Type
Codes
In 1995 an ISO agreement was reached concerning container marking codes that would depict
the length, height and type of container in a short and easy to read sequence.
This sequence is composed of four letters or digits.
The first element of the sequence is about the length of the container with the most common
being 2 (20 foot container) and 4 (40 foot container).
The second element is about the height of the container with 2 (standard height of 8 feet and 6
inches) and 5 (high cube container of 9 feet and 6 inches) prevalent.
The third and fourth refer to the container type.
G1 relates to a general container that has passive vents at the upper part of cargo space.
R1 would be a mechanically refrigerated and heated container.
U1 would be an open top container with removable top members in end frames.
P1 is a platform container with two complete and fixed ends.
Finally, T1 is a tank container for non-dangerous liquids.
The most common container used for maritime shipping, a standard 40 footer, would have 42G1
as a sequence while the same container as an high cube would have a sequence labeled as
45G1 (see above figure).
22U1 is a standard 20 foot open top container. 45R1 is the most common sequence for a reefer
(40 foot high cube).
The container width code is usually not used since the great majority of containers have a width
of 8 feet, but there are pools of containers having a width of 8 feet and 2 inches that uses
the E label.
High cube 45 foot containers (LEG1) are convenient for intermodal transportation in Europe as
they have a size that fits exactly 33 European pallets of 1.2 by 0.8 meters.
Container lashing equipment, container-securing
equipment: Fixed and loose fittings used for the
reliable securing of containers.
Fixed fittings – Stacking cones, foundations, deck
foundations, lashing plates, lashing eyes, lashing pots,
d-rings. Fixed fittings are integrated into the hull
structure or fitted on double bottom or hatch covers.
Loose fittings – Twist-locks, stackers, bridge fittings,
tension/pressure elements, spanners, lashing rods and
turnbuckles
Static and dynamic components The forces acting on the
container in both longitudinal and transversal sliding
depend on the static and dynamic forces. The static
force is gravity and the dynamic forces are those
caused by the ship’s motion (roll, pitch, heave, yaw,
surge and sway), windage and heavy seas.
The exposed container cargo deck of the ‘Baltic Eider’ seen with
the container deck stool-securing points in uniform rows to
form the basis of an even stow. This is called foundation found
on hatch cover and tank-top.
Stacking cones are container lashing devices that fit perfectly
into the holes at the corners of containers. They are specially
made to align stacked containers on a ship and prevent them
from falling. However, they do not lock containers together.
To make sure the containers don’t fall due to extremely bad
weather or other causes, a double stacking cone can be
placed that aligns the containers horizontally. Stacking cones
are mostly used in the hold of a vessel. They are available
with and without a flange.
Dovetail foundation to insert stacking cones, especially on
hatch covers and deck/ tank top.

D rings, pad eyes, lashing eyes

Container Lashing Bars Lashing Bar Short (2400mm) Long (4500mm) -
Knob Type - Jaw to Knob Type Turnbuckle Open Body

Container Lashing Bars Lashing Bar Short (2400mm) Long (4500mm) - Eye
to Swivel Head Eye to Hook Extension - Ocean Container Turnbuckle -
Hook to Jaw - Open Body.
Twist-locks: Twist-locks are conical
automated devices, used to secure
containers when transported on a ship.
They have a rotating mechanism that goes
into each corner casting of the containers.
In contrast to stacking cones, they do not
only align containers, but they also can be
used to lock them together. Twist-locks
are mostly used on a deck of a vessel.
There are 2 types: the standard
intermediate twist-lock with a handle and
the semi-automatic twist-lock (SATL).
Bridge Fitting: To safely connect shipping
containers to each other at the top tier,
use these bridge fittings. They are
designed to safely and securely connect
empty or loaded shipping containers
horizontally and are made to fit into
container corner castings. Each container
requires 4 bridge fittings for safe
horizontal connections
 LASHING BRIDGES ON CONTAINER VESSEL
https://www.youtube.com/watch?v=kj7ixi2lqF4
 PART 3 – CSC plate, Principles of container
stowage- good container handling practices
CSC, or the International Convention for Safe Containers, incorporates design
requirements, minimum functionality requirements, and measurements of
capacity, weight, and resistance to the forces containers are subjected to
when they ship by sea or on land within ships, trains, or trucks.
The goal of CSC is to formalize international safety requirements for structural
design and consistent inspection and maintenance of cargo containers.
Overall, CSC ensures containers are built safely and inspected on a consistent basis
to keep workers as safe as possible.
Once a container design meets all CSC and International Standardization
Organization (ISO) standards, it is assigned a CSC number.
The number appears on a safety approval plate, or CSC plate, that must be
attached to the container.
The CSC plate indicates that the container passed specific tests, met minimum
standards for capacity, weight, and resistance to shipping forces, and has been
issued a four-digit alpha code that identifies the container owners and its
intended use.
CSC Plate Best Practices for Manufacturers
Manufacturers should fasten CSC plates to each container they produce at the time
it is manufactured.
Typically, CSC plates are bolted to the exterior of the container’s left door.
Each CSC plate must contain the following information either in French or English:
• The words “CSC SAFETY APPROVAL”
• The country of approval and approval reference
• The month and year of manufacture
• The manufacturer’s ID number of the container or the number allotted by the
administration if the existing container number is unknown
• The maximum gross weight in kilograms and pounds
• The allowable stacking weight for 1.8 g in kilograms and pounds
• The racking test load value
Load Density is the amount of weight that can be safely loaded per unit volume of the hold or
load per area (sqm) if referring to deck, tanktop, hatch cover etc., plate load density
Whereas stack weight is the maximum amount of weight of the containers that can be loaded on
top of the containers.
Stack weight as the name suggests it is a weight that can be stacked upon a container.
Load Density is often associated with bulk carriers and stack weight with containers.
A standard ISO container is designed to withstand 192 MT of weight stacked on its corner posts,
when subject to dynamics that impart a G force 1.8 g.
This suggests that a bottom container can support a stack of 6 fully loaded 40’ containers and 8
fully loaded 20’ containers.
That said, 30 tons is the maximum load for current 20′ containers but that does not necessarily
mean that all containers are loaded to the maximum, so the mixture of full and empty
containers is usually sufficient to stack more than 6 or 8 boxes on top of each other.
Indeed, when calculating stack weights in a stow, the industry standard of 14 tons per container
is judged to be an acceptable average so the ISO stack weight limit of 192 tons can mean 12 or
more containers stacked on a vessel (knowing that a few of these will be empties anyway).
What Is G Force? G-force stands for either the force of gravity on a particular extraterrestrial
body or the force of acceleration anywhere.
It is measured in g's, where 1 g is equal to the force of gravity at the Earth's surface, which is 9.8
meters per second square.
The first safety examination must occur no more than five years after the date of production, and
re-examinations must occur at least once every 30 months after that.
Inspectors work to determine whether the container has sustained any damage that places a
person in danger.
CSC plates contain different inspection information depending on the way in which the safety
examinations are set up:
Periodic examination schemes require the plate displays the next examination date (NED) on the
plate,
While approved continuous examination program (ACEP) systems include off-hire and on-hire
inspections for leased containers and in-service inspections for shipping line operating
containers and do not have expiration dates.
Containers in the ACEP program should display plates indicating the ACEP designation, the
country that granted the ACEP, the year the approval was granted, and the ACEP registration
number.
CSC plates are consolidated in nature and contain other information such as
TIR approval (confirmation that the container meets international transport under customs seal
requirements);
The owner’s serial number, name, and address;
Floor treatment TCT (confirmation the wood floor has been treated chemically to prevent
infestation); And
The manufacturer’s name and address.
https://www.youtube.com/watch?v=kj7ixi2lqF4
Principles of container stowage- container handling good practices
Containers are rectangular box-shaped units of cargo.
It is easy to stow them in classical block stowage both on and below deck.
When containers are carried on deck, the ship is required to be approved for that
purpose and the containers themselves are secured with twist-locks and lashings.
These usually consist of steel rods and turnbuckles.
When containers are carried below deck, the containers are slotted into cell guides
on a cellular container ship, or sit on the tanktop, joined together with stacking
cones, in the holds of a dry cargo ship.
Containers can easily be stowed in box-shaped holds; it is more difficult to carry
them in the holds of a dry cargo ship fitted with side hopper tanks, in which case,
buttresses may be fitted.
When carried within a cell guide framework, no further external support is
generally required. When 20-foot containers are stowed below deck in 40-foot
cell guides, it may be beneficial to over stow the 20-foot containers with a 40-
foot container. The Cargo Securing Manual should be consulted before loading.
Principles of container stowage- container handling good practices
Containers carried on deck may be secured by twist-locks alone, provided the stack
is not more than two containers high.
When containers are carried three high, twist-locks alone may not be sufficient
depending on the weight of the containers.
Horizontal movement of a deck stow is resisted by the twist-locks or cones.
Lifting of containers in extreme seas is prevented by the pull-out strength of the
twist-locks.
The limitation of a twist-lock only stow is often the racking strength of the
containers.
For stows of more than three containers high, lashing rods are fitted because they
provide additional racking strength.
In the early days of containerization, lashings were fitted vertically to resist tipping.
However, it soon became clear that it is more effective to arrange the lashings
diagonally, so that the container and the lashings work together to resist racking.
Principles of container stowage- container handling good practices
The usual arrangement is to fit one tier of lashings, placed diagonally within the width of
the container, with the tops of the lashing rods placed in the bottom corner castings of
the second tier containers.
This is called ‘cross-lashing’.
An alternative arrangement, with the lashing rods located outside of the width of the
container, is called ‘external lashing’.
This is often used for high stacks which are lashed from a two-tier lashing bridge.
Visibility issue- Higher tiers stowage on deck –
Container ship Fore-ward visibility criteria: Higher tiers stowage on deck, especially in
ships forward shall cause the blind zone against ships ahead visibility.
Visibility from Navigation Bridge must conform with the IMO requirements and
additionally to special requirements like those for Panama Canal etc as applicable.
If the Master observes deviation from the above criteria, even though applying the best
Trim adjustment, the Terminal planner / Central planner must be informed and cargo
stow plan appropriately modified.
GOOD CONTAINER HANDLING PRACTICES
GOOD CONTAINER HANDLING PRACTICES
PART 4 – Cellular container, bay row
tier, stowage plan on hull strength
Principles of stowage : When stowing and securing containers, the following
points should be borne in mind:
1. A deck stack of containers is only as strong as the weakest component in
that stack.
Premature failure of a component can cause loss of an entire stack. During
loading, containers should be inspected for damage and, if damaged, they
should be rejected.
2. Twist-locks limit vertical and Horizontal movement [longitudinal &
transverse movement].
Diagonal crossed lashing rods, placed at the ends of a container, can
withstand large tensile loads.
3. Outside lashings are sometimes used.
These are lashings that lead away from a container.
However, although this arrangement provides a more rigid stow than a
combination of crossed lashings and twist-locks, it is less common.
4. Containers are exposed to wind loading & hence need additional or
stronger lashings.
When carried in block stowage, it is the outer stacks that are exposed to
wind loading.
However, when carried on a partially loaded deck, isolated stacks and
inboard containers can also be exposed to wind, in which case, additional
lashings need to be applied.
Principles of stowage :
5. If containers of non-standard length, that is, 45, 48 or 53 feet are carried,
the ship arrangement will need to be specially adapted
6. 45-foot containers fitted with additional corner posts at 40-foot spacing can
be stowed on top of 40-foot containers.
Lashings can be applied in the normal way.
It should be noted, however, that the additional corner posts may not be
suitable for carrying the required loads, either from the container itself or
from those stowed above.
Lashings should not be applied to the overhang.
The container specification and the Cargo Securing Manual should be
consulted
7. 40-foot containers may be stowed on top of 45-foot containers.
However, this arrangement of stowage will present difficulties in fastening/
unfastening twist-locks, and it will not be possible to apply lashings to the
40-foot containers
8. When carrying over-width containers, for example 45-foot or 53-foot
containers with width 8'-2", adaptor platforms may be used.
These must be certified by a class society or an appropriate recognised
body.
The arrangement must be defined and approved in the ship’s Cargo
Securing Manual
Principles of stowage :
9. Twist-locks should always be locked, even when the ship is at
anchor, except during container loading and unloading.
Lashing rods should be kept taut and, where possible, have even
tension.
Lashing rods should never be loose nor should they be over
tightened. Turnbuckle locking nuts should be fully tightened
10.As a ship rolls, pitches and heaves in a seaway, tension,
compression and racking forces are transmitted through the
container frames, lashings and twist-locks to the ship’s structure.
However, clearances between securing components and the
elasticity of the container frame and lashing equipment produce a
securing system that forms a flexible structure.
Thus, a deck stow of containers will move
11.Containers can be held by only twist-locks when two or three tiers
are carried on deck, depending upon container weights
12.Arrangements with automatic and semi-automatic twist-locks are
used to reduce time spent securing the stow and to eliminate the
need for lashers to climb the stacks
Checks and tests during discharge and loading
1. Regularly examine lashing components, looking for wear and tear, damage
or distortion.
Check that left-hand and right-hand locking twist-locks are not being mixed
in the same storage bin.
Remove from the ship any lashing component found to be worn, damaged
or distorted.
2. Make arrangements for some damaged or distorted lashing components to
be sent for non-destructive testing. This will determine their strength and
help to establish replacement criteria.
3. Carefully check twist-locks that stevedores return to the ship as the locks
might not originate from your ship, that is, their strength and locking
direction could differ.
4. Discourage stevedores from treating lashing equipment roughly as this can
induce weakness
5. Examine dovetail foundations, D rings and pad-eyes for damage. Repair if
damage is found
6. Observe the loading of containers to determine if stowage is in accordance
with the stowage plan and that best practice is always followed
7. Observe the application of lashings to make sure that they are correctly
applied in accordance with the requirements set out in the Cargo Securing
Manual
Checks and tests at sea
1. 24 hours after sailing, examine, check and tighten turnbuckles.
Check that lashings are applied in accordance with the Cargo
Securing Manual and that twist-locks have been locked.
2. Examine lashings daily. Check that they have not become loose
and tighten turnbuckles as necessary.
3. Before the onset of bad weather, examine lashings thoroughly and
tighten turnbuckles, being careful to keep an equal tension in
individual lashing rods. If necessary, apply additional lashing rods
to the outboard stacks and to stacks with 20-foot containers in 40-
foot bays.
4. Re-check lashings after passing through bad weather.
5. Make sure that lashing equipment that is not in use is correctly
stored in baskets or racks.
6. Make an inventory of lashing equipment and order spares before
they are needed
7. Check that refrigerated boxes remain connected to the ship’s
power supply
Out of gauge cargo – For most international shipping, cargo that cannot be packed
within a 40' high cube container is out of gauge.
It may be possible to pack such cargo in special containers.
Open top containers are suitable for over height cargo. flat rack containers can
accommodate over height, over width or over weight cargo.
Container platforms can handle over height, width or length cargo, but require slings
to load and unload.
Also out of gauge for most ships are containers between 45' and 53' long used in some
countries for domestic rail and truck transport.
These loads are usually added after planning all other containers and are usually
stowed on top of other containers (on deck or in hold) as the planners strive to
minimize the number of "lost slots" (unused positions) as much as possible.
On container ships the position of containers are identified by a bay-row-tier
coordinate system.
The bays illustrate the cross sections of the ship and are numbered
from bow to stern.
The rows run the length of the ship and are numbered from the middle of the
ship outwards, even numbers on the port side and odd numbers on
the starboard side.
The tiers are the layers of containers, numbered from the bottom and up.
Bay – a space in the ship that can hold containers, container ships has several
bays, these bays are divided into two parts: on-deck and under-deck (hold).
If the bay number is odd it is suitable for 20 feet containers, if the bay number
is even it is suitable for 40 feet containers.
Container slot, position or cell – names of the spaces that containers can be
loaded in.
On a stowage plan their positions are identified by a six-digit coordinate
number: Bay-Bay-Row-Row-Tier-Tier.
In the example image the position coordinates of the containers are:
Blue container; 530788
Red Container: 531212
Green container: 551184
In the example image the position coordinates of the
containers are:
Blue container - 530788 // Red Container - 541212
Green container- 551184 // Purple container - ??????
Container Stowage Plan affecting hull strength & stability of ship :
Particular attention must be paid to the hydrodynamic design of
container ships which operate at high cruising speeds.
The tall, heavy deck loads cause problems with righting capacity.
In order to ensure adequate stability, most all-container ships thus
have to carry special solid or liquid ballast and/or be broader
amidships.
The capsize risk of the vessels can be kept within acceptable limits by
high values of the roll moment of inertia.
Large ballast capacities and high power pumps are absolutely
essential, both for trimming the ships and for offsetting
longitudinal bending moments.
Shipbuilders can tailor characteristics by selecting appropriate ratios
between length, beam, molded depth, draft and other
dimensions.
The deadweight and hold capacity of container ships may also be
stated in metric tons and cubic meters.
The number of available slots for 20' or 40' containers, however, is
more meaningful. TEU means "Twenty foot Equivalent Unit", while
FEU means "Forty foot Equivalent Unit".
Standard loading conditions: Loading conditions to be examined for
the purpose of assessing whether the stability criteria are met.
For a cargo ship the standard loading conditions are as follows
Ship in the fully loaded departure condition with cargo
homogeneously distributed throughout all the cargo spaces and
with full stores and fuel.
Ship in the fully loaded arrival condition with cargo homogeneously
distributed throughout all the cargo spaces and with 10% stores
and fuel.
Ship in ballast in the departure condition without cargo but with full
stores and fuel.
Ship in ballast in the arrival condition without cargo and with 10%
stores and fuel remaining.
Stress Stability : The Master is responsible for making sure that at all
loading conditions the ship satisfies the permissible Stress/
Stability criteria.
The Chief Officer is responsible for making the Stability/ Stress/ Trim
calculations and for reporting the results to the Master.
Stability & Stress Calculations : The Chief Officer must review the pre-stowage
plan.
He must also review the final stowage plan presented to him by Stevedores
latest before completion of loading/discharging operations.
The actual values of Stability/Stress/Stack-weights are to be compared with
the permissible values during the voyage (on departure/during voyage/on
arrival) and must be reported to the Master in writing.
This report must also include details for:
1)Drafts (including max Air Draft)
2) Displacement
3) GM
4) Stresses
5) Trim
6) Visibility
7) Cargo breakdown – including special and DG cargo summary
8) Ballast
9) Fuel tanks distribution and consumption
10) Consumables
Stability & Stress Calculations :
The Master must satisfy himself that the above figures are within the
permissible limits.
If not, and no further improvement can be achieved by means of
ballasting, the Master must demand from the Central Planners to
arrange cargo changes.
The Master must seek clarification in case the read draught is not in
line with the calculated draught due to undeclared weights.
Stability calculations to obtain the GM and bending moments must
be made for all sailing and arrival conditions and also for the worst
possible condition to be experienced during the passage.
The GM (fluid) must always be above the IMO minimum GM for that
condition and the bending moments, shearing forces and torsional
moments are within the required limits.
Copies of Stability calculations are to be signed by the Master and
filed as appropriate.
The Chief Officer shall calculate the ship’s stability condition and print
out to get Master’s signature every three days if sailing period is
longer than the three days.
Trimming Tanks Free Surface : The free surface effect of trimming tanks and
other ballast tanks in use must be taken into consideration when planning
the loading/discharging operations. Wherever possible, ballast tanks must
either be empty or fully pressed up.
Bridge Copy Of Stability Calculation : A copy of the stability calculations must
be posted on the bridge and all deck and engine room officers made aware
of the stability situation.
Departure Stability : A copy of the departure stability condition for each port is
to be filed onboard.
The Management Office may request a copy to be forwarded to the Office.
Effect Of Strong Winds :
Masters and officers must bear in mind the effects of strong winds and/or
ice accretion on high sided vessels, especially with seven or eight tiers of
containers on deck.
Flume Tanks (Passive Roll Stabilisation Tanks) ):
Flume stabilisation tanks must be emptied or pressed up (in the case of FW)
on arrival in port.
If the flume tanks are to be used on passage, the final GM must be calculated
having due allowance for flume tank contents and free surface effect.
Stack Weight Limitation : The Master must ensure that all Deck Officers are
familiar with the contents of the Cargo Securing Manual, in particular the
stack weight limitations of the container and load density for tank top,
hatch covers and deck loading.
When the final cargo distribution file is received, the Chief Officer must check
and approve the stack weights on the loading computer to ensure they are
in within safe limits.
The Officer of the Watch must monitor compliance with the approved loading
plan for which stack weights must be taken into account.
Layering Of Containers By Weight : Whenever possible and especially with
deck containers, all efforts are to be made to layer the containers with the
heaviest ones on the lower tiers.
This assists in stability and reduces the strain on lashings.
Stability Computers : The Chief Officer is responsible for running, at quarterly
intervals, a test condition and the results are to be compared with the
published data approved by Class.
A printout of the results is to be maintained on board for verification purposes.
Whenever the vessel is empty the CO to make a draught survey calculation to
identify the vessel light weights and compare the same with the light ship
calculation from the shipyard new-building
 PART 5 – Anti heeling tanks, Pre-
loading planning, general guidance
for reefer container, dangerous
cargoes and OOG cargoes
ANTI HEELING TANK/SYSTEM: When the ship tilts on any of its sides i.e. port or
starboard and doesn’t return back to its upright position, it is known as heeling of
the vessel.
Heeling is unsafe for ship, its machineries and people onboard. The main reasons of
ship’s heeling are strong winds, hard and speedy turns and uneven cargo loading.
Out of the three reasons, the most common cause is uneven cargo loading and
unloading.
The anti heeling system of a ship automatically detects the heeling angle of the ship
and compensates the same.
This allows the vessels to have continues loading and unloading cargo operation
without stopping in between for list correction.
This saves considerable amount time on the port.
In this system, ballast tanks are internally connected to each other by means of pipe
lines, automatic valves and control systems.
When the ship heels to any of the sides, the heeling sensor sends the signal for change
of ships angle with respect to the ship’s upright position to the master control
panel.
This change in heeling angle is compensated by methods of auto transferring the
water from the heeled side to the other side of the ship, making the vessel upright.
Level control switches are also installed in the ballast tank involved with the anti-
heeling system to avoid low level or over filling and hence over pressurizing of the
tanks.
Types of Anti Heeling System : There are two widely used anti
heeling system on board ships:
1) Pneumatic system: This system comprises of air purging
arrangement and regulating valve system to force the air on
the top of ballast tank.
The air is forced on one tank and purged from the other, making
the water rapidly flow from pressurized to purged tank. This
transfer of water is used to upright the vessel in quick time.
2) Water pump system: The pump system consists of
electrical motor driven water pump, which can be a reversible
or non reversible pump, connected with remote controlled
valves that can direct ballast water flow in between the tanks.
Advantages of Anti Heeling System:
• Allows safer and rapid cargo loading and unloading.
• Shortens harbour time and saves port dues.
• Reduces damage to ramp, rolling cargo and containers.
• Ensures safety of the ship and personals.
https://www.youtube.com/watch?v=XZp4uxY0PbU
When considering acceptability of a container cargo
stowage plan, the following factors/ guidelines
concerning hull strength & stability shall be taken into
account:
1. Draft, Trim and Heel
2. IMO Intact Stability Criterion
3. Corrected GM
4. Severe Wind and Rolling criterion
5. Visibility from Bridge
6. Propeller immersion
7. Shearing forces, Bending moments and Torsional
moment
PRELOADING PLANNING: In order to stow the cargo on a vessel,
planners have specific computer programs to aid them.
To plan the stowing the following parameters are essential.
1)Vessel route
2)Ports of call
3)Expected cargo to load
4)Vessel schedule
5) Current cargo in the vessel, in an EDI format called BAPLIE
After that, planners get discharge lists/plans in the form of an
EDI file and send information to the container terminals for all
the re-stows which may be required for completing the
discharge process.
Planners will also classify the loading data according to the kind
of cargo in the containers as well as the size and shape of the
containers and their destinations..
Each container is marked with a series of numbers and codes
to identify the container's operator, specifications and
what kind of cargo it may hold. Parameters are:
1) Refrigerated cargo
2) Dangerous cargo
3) Out of gauge cargo
4) Dry hide container
5) Port of discharge
6) Cargo weight
7) Container size
8) Hatch cover clearance
9) Visibility.
The stowage plan shows cross-sections of the ship bay by
bay, to indicate where all the containers should be loaded.
The plans change with each port of call as container are
discharged or re-stowed and new containers are taken on
board.
PRELOADING PLANNING: with reference to Cargo units
Refrigerated cargo units – Container vessels are equipped with
power source for specific places to plug in the refrigerated
containers known as "reefers", hence, the reefer containers
places are known and are usually the first type of containers
to consider in the stowage plan.
Dangerous cargo – Containers where certain segregation rules
must be followed, for example dangerous cargo that should
be kept away from direct sunlight, from reefer container's
motors, of some kind of another dangerous cargo or
segregated away from all of the above.
Accordingly, planners start with reefer units then continue with
dangerous cargo units when planning the vessel.
Out of gauge cargo –These loads are usually added after
planning all other containers and are usually stowed on top of
other containers (on deck or in hold) as the planners strive to
minimize the number of "lost slots" (unused positions) as
much as possible.
Dry hide containers – Normal containers packed with cargo that may result in
some leakage (such as liquid from fresh leather), they are usually stowed in
outer road/first tier in order to make the necessary arrangements in case of
leakage.
Dry cargo containers – Usually stowed according to next port of calls
depending on container size and weight of cargos, the heavy weights below
and the lighter weights on top.
PRELOADING PLANNING: Additional factors included are:
Vessel stability. The weight of the cargo should be evenly distributed in the
ship.
For example, extra heavy weight units should not be stowed in the port side
and light weight units in starboard side, but should stow it tier by tier
starting with similar weights to avoid any problem may accrue in stability.
Stack weights violation. Each bay/row has a stack weight that should not be
exceed as it may cause damage to other containers or vessel structure.
Weight inversion. Weight inversion should be avoided.
Un-used slots under deck should be avoided and the planning should be done
from bottom to top.
More weight below will make ship more stable and hence decrease lashing
force
BAPLIE stands for Bay Plan Including Empties. The BAPLIE message is
a widely used in the shipping industry. It is used by and between
various parties to advise the exact stowage positions of the cargo
on board of an ocean vessel. It is currently chiefly used for
container cargo.
COPRAR: This specification provides the definition of the Container
discharge/loading order message to be used in Electronic Data
Interchange (EDI) between trading partners involved in
administration, commerce and transport.
COARRI: A message by which the container terminal reports that the
containers specified have been discharged from a seagoing vessel
or have been loaded into a seagoing vessel. These messages serve
to facilitate the intermodal handling of containers by streamlining
the information exchange.
CODECO: A message by which a terminal, depot, etc. confirms that
the containers specified have been delivered or picked up by the
inland carrier (road, rail or barge). This message can also be used
to report internal terminal container movements (excluding
loading and discharging the vessel) and to report the change in
status of container(s) without those containers having physically
been moved.
General guidance for Reefer Container handling , care during transit
Reefer containers usually have their own refrigeration unit, with an
air or water cooled heat exchanger.
They have their own data logger to record temperature.
The logger may be in the form of a part low chart or a digital logger.
They usually contain high value cargo and any damage to cargo
would likely result in very large claims.
The common goal is the prevention of claims, and to ensure that the
cargo transit is carried out in a safe and efficient manner with
minimum loss of product quality.
To achieve this it is vital that all concerned appreciate the importance
of maintaining the specified cargo temperature throughout the
voyage.
A reefer container is designed to maintain cargo at the pulp
temperature prevailing at the time of stuffing.
Although the container machinery over a period of time can bring
cargo delivered at too high a temperature down to (or closer to)
the designated temperature, this is not the primary function of a
reefer container.
Reefer monitoring
a) Immediately following loading aboard and connection to the
ship’s power supply, the following item shall be checked on all
temperature-controlled units.
1. Compliance with the Reefer Manifest any discrepancies
between the reefer manifest and actual reefer settings shall
be brought to the immediate attention of the Terminal
Operator and Container Operator for resolution.
2. Proper Function of the Refrigeration Unit The ship’s personnel
shall request the Terminal Operator to provide shore-side
assistance to repair or make other arrangements for any
malfunctioning equipment prior to departure.
b) When at sea, the ship’s personnel are responsible for visually
checking all active reefers twice a day for proper function and
temperature control.
The results of each inspection shall be logged onboard the
vessel.
Any omission of inspection due to foul weather or other ad-hoc
circumstances shall be documented in the inspection log.
Reefer monitoring
c) The vessel shall comply with the charterers monitoring
instructions as per the charter-party and voyage orders.
Whenever the Monitoring Report is requested by a Container
Operator, they shall contact the Management Office via the
vessel’s owner.
Reefer Spare Parts
a) Each ship shall carry a designated pool of spare parts if
provided by the charterers.
b) The container operator shall be responsible for supplying an
initial set of any additional specific parts they require to be
added to the vessel spare parts pool.
c) If a container operator introduces a new or different model
of temperature control unit, he is responsible to provide the
initial set of any additional spare parts specific to the unit
that are required for the vessel spare parts pool.
Reefer Spare Parts
d) If a container operator phases out of a temperature-
controlled unit he shall be responsible to collect or request
disposal of the relevant parts from the vessel’s spare parts
pool.
e) Refrigerant gas and oil shall be supplied by the Container
Operator.
f) The vessel shall be responsible for the inventory recording of
the onboard spare parts and is responsible for notifying the
container operator to replace the spare parts consumed.
g) The Container Operator (or B/L carrier) shall be responsible
for the replacement of all parts used from the vessel’s pool
for repair to their specific unit in the form of new parts or
monetary reimbursement. The vessel shall replace any spare
part that are missing and cannot be associated with a repair
by specific unit number repaired.
Dangerous cargo handling safe procedure for container ships:
The Master must consider the effect of any given parcel of DG cargo upon
other cargo carried on board, as well as possible effects of the cargo on the
structure of his vessel.
Clear guidelines apply to the stowage and segregation of Dangerous Goods and
in some cases may require particular commodities to be carried in
completely separate holds.
Clearly, the interaction of two cargoes will not occur if the packaging of that
cargo remains intact.
However, the Master must always consider the possible effect should the cargo
escape for any reason and should not restrict his consideration to those
cargoes which are listed in the IMDG Code.
Procedures and guidelines for stowage and segregation of dangerous cargo as
per IMDG shall be adhered to, Additionally:
1) Every dangerous cargo shipment shall be made in line with IMO policy and
be accompanied by required documentation.
DG cargo with restricted/prohibited UN numbers shall not be accepted
for shipment unless under special circumstance express permission is
obtained from the company.
2) All DG containers must be checked for proper label/placard as required by
the IMDG code.
A stock of spare labels/placards must be kept on board.
Procedures and guidelines for stowage and segregation of dangerous
cargo as per IMDG shall be adhered to, Additionally:
3. DG containers must be checked for condition prior loading and
leaking or damaged containers posing a hazard, shall be rejected.
4. It must be ensured that all DG containers are loaded in the
planned stow position.
Any discrepancies shall be brought to the notice of the Terminal
planner / Central planner and / or local agent as required.
The final condition may be accepted only if meeting all stowage
and segregation requirements; else it must be corrected by
discharging / shifting concerned container(s).
5. The requisite day/night signals for vessels carrying / loading /
discharging dangerous cargo shall be displayed.
6. When handling/carrying dangerous cargo on board smoking shall
strictly not be allowed other than in designated smoking areas.
Signs/placards shall be appropriately displayed at gangway and
on deck.
Procedures and guidelines for stowage and segregation of
dangerous cargo as per IMDG shall be adhered to,
Additionally:
7. Location and properties of dangerous cargo shall be
considered when carrying out any special work on board
such as hot work etc.
Obtain container packing certificate
Certificate indicating correct loading of a dangerous goods
container and the observance of the regulations set out in
the IMDG Code (International Maritime Dangerous Goods
Code). The container packing certificate is issued by the
person responsible for packing the container.
8. Other precautions shall be taken when handling dangerous
cargo shipments as warranted by good seamanship, SOLAS,
MARPOL, IMDG code, local and national regulations.
9. Further guidance for handling D.G cargo is contained in
IMDG Code vol 1, 2 & supplement.
OOG stowage :
Out of gauge containers are usually stowed under deck, usually
closer to the hatch covers.
In case of an On Deck Stow, careful consideration will be
required due to the effects of dynamic stresses.
Local planner or agent may be requested for such approval prior
loading.
Hatch cover clearance and Cell guide clearance must be verified
to confirm that there will be no damage to the vessel or cargo
when loaded.
Appropriate number of slots must be kept vacant to
accommodate the OOG cargo as necessary.
Additional care must be taken for securing the OOG cargoes as
recommended by the ship’s cargo securing manual.
The securing arrangement must be checked during sea passage.
Part 6 – Static, Dynamic and
Torsional forces on container
Stress on Ships
THE modern ship is made up steel plating, section and builds up
girders so connected as to provide adequate strength in all
parts to withstand the forces acting on the ship under all
condition of service.
The forces acting on a ship may be static or dynamic.
The static forces are due to the difference in the weight and
buoyancy, which occur through out the ship.
The dynamic forces are cause by the motion of the ship at sea
and the action of the wind and wave.
These forces create:
• Longitudinal stress
• Transverse stress
• Local stress
The greatest stress set in the ship as wholes are due to the
distribution of load along the ship, causing longitudinal
bending.
Longitudinal Stress
• The forces are two in number, the weight of the ship and all that it carries acting
downwards and the vertical component of the hydrostatic pressure.
• Depending upon the direction in which the bending moment acts the ship will Hog
or Sag.
Hogging
• If the buoyancy amidships exceed the weight due to loading or when the wave
crest is amidships, the ship will Hog, as a beam supported at mid length and loaded
at the end.

Sagging
• If the weight amidships exceed the buoyancy or when the wave trough amidships
the ship will sag, as a beam supported at a ends and loaded at mid length.
Transverse Stress
A transverse section of amidships is subjected to static pressure
due to the surrounding water as well as internal loading due to
the weight of the structure, cargo, etc.
The parts of the structure, which resist transverse stresses, are
• Transverse bulkhead.
• Floor in the double bottom.
• Bracket between deck beam and side frame, together with
bracket between side frame and tank top plating, or margin
plate .
• The pillars in hold and t’ween deck.
Local Stress
These are created by such item:
• Heavy concentrated load like boiler, engine etc.
• Dead cargo such as timber
• Hull vibration
• Ship resting on block on a dry dock (Static Stress)
Dynamic Forces
The dynamic effects arise from the motion of the ship itself. A ship
among waves as three linear motions.
1. Surging: The forward and aft linear motion (along x) of a ship is
called surging.
2. Heaving: The vertical up and down linear motion (along y) of a ship
is called heaving.
3. Swaying: The side to side linear motion (along z) of a ship is called
swaying.
4. Rolling: The rotational motion of a ship about longitudinal axis is
called rolling.
5. Yawing: The rotational motion of a ship about vertical axis is called
yawing.
6. Pitching: The rotational motion of a ship about transverse axis is
called pitching.
When the ship motions are large particularly in pitching and heaving,
considerable dynamic forces can be created in the structure.
The maritime industry has seen a rapid growth in the
container transport division followed by increase in the
size of container vessels, a result of increasing demand
for container vessels above 5000 TEU.
However, the increase in the size of the ship and its
containers has also given rise to large deck openings,
which calls for global maritime investigation into the
structure of the hull girder and its effect under torsional
and wave bending loads.
Torsion in ships is caused due to forces which do not pass
through the sheer centre line axis of a ship’s hull cross
section.
Torsion basically tends to twist the vessel just like how we
rinse a cloth by twisting it.
Torsional moment has two main components namely:
a) static torsion or still water torsion,
b) dynamic torsion or wave induced torsion.
Other forms of torsional moments arise from the
vibration of propeller shaft, vibrations due to twin
screw propellers etc.
As the name suggests, wave induced torsion is caused
due to the unsymmetrical hydrodynamic wave
loading on the port and the starboard sides of the
vessel.
Similarly, still water loading is caused due to the
unsymmetrical cargo loading over port and
starboard with the ship remaining upright.
A ship heading obliquely to a wave will be subjected to righting
moments of opposite direction at its ends, twisting the hull and
putting it in ‘torsion’.
In most ships these torsional moments and stresses are negligible
but in ships such as large container ships with extremely wide
and long deck openings they are significant.
Ships are designed to withstand the maximum
torsional loads due to either static or dynamic or
both the torsional moments together.
However, in some cases where there are large deck
openings; it becomes difficult to strengthen the
vessel only with the help of hull girder and
stiffeners. This leads to the concept of torsion box.
EFFECT ON CONTAINER DUE TO TORSIONAL MOMENTS
Torsion box in ships can be defined as a continuous structure formed
in between the top part of a longitudinal bulkhead, freeboard deck
and sheer strake.
It runs from the collision bulkhead and extends up to the aft peak
bulkhead.
It is heavily stiffened usually by bulb angles which provide sufficient
strength against torsional moments and other bending loads.
Uses of Torsion box
• It helps in preventing torsional bending on ships due to
the torsional moment on ship caused by dynamic
movement of the waves.
• Helps in avoiding racking effect caused by the sheer
stress on the vessel structure.
Therefore, while designing ships with large openings
(like container ships) it is often ensured that proper
FEM analysis and model testing procedures are carried
out.
Proper strength analysis of the hull and deck plating
should be done.

At points of stress concentration i.e., at the corners of the

hatch openings, sufficient stiffening should be provided
and at times the thickness of the deck plating can also
be altered without causing any structural discontinuity.