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WHEN ONE THING LEADS TO ANOTHER SAFE CONTAINER OPERATIONS
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WHEN ONE THING LEADS TO ANOTHER SAFE CONTAINER OPERATIONS A VIDEOTEL PRODUCTION
AUTHOR
Sean Gallagher
84 NEWMAN STREET, LONDON W1T 3EU TELEPHONE +44(0)20
7299 1800 7299 1818
[email protected] www.videotel.co.uk
FACSIMILE +44(0)20
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WHEN ONE THING LEADS TO ANOTHER SAFE CONTAINER OPERATIONS A VIDEOTEL PRODUCTION in association with THE STEAMSHIP MUTUAL UNDERWRITING ASSOCIATION (BERMUDA) LTD
THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF THE MASTERS, OFFICERS AND CREWS OF MV CMA-CGM LA TOUR, CMA-CGM TOSCA, MV CONELBE BMT De Beer BMT Marine & Offshore Surveys Limited CMA-CGM Dobson Fleet Management Ltd Eurasia Shipping ICHCA International Ltd International Maritime Organization (IMO) Maritime and Coastguard Agency (MCA) Pacific International Lines (Pte) Ltd Pentalver Transport Ltd Sea Consortium Southampton Container Terminals Ltd (SCT) Thomas Miller & Co Ltd X-Press Container Line PRINT AUTHOR: Sean Gallagher PRODUCERS: Kathrein Günther Peter Wilde WRITER/DIRECTOR: Ron Tanner WARNING Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of the accompanying video is strictly prohibited and may result in prosecution. © COPYRIGHT Videotel 2007 This video and accompanying workbook training package is intended to reflect the best available techniques and practices at the time of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video for accuracy of any information given hereon or for any omission herefrom.
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CONTENTS 1 INTRODUCTION 1.1 1.2 1.3 1.4
THE PROBLEM OF STOW COLLAPSES AND DANGEROUS CARGOES HOW A TRAINER CAN USE THIS PROGRAMME WHO THIS PROGRAMME IS AIMED AT OUTCOMES AND OBJECTIVES
2 RUNNING A TRAINING SESSION 2.1 2.2 2.3 2.4 2.5 2.6 2.7
PREPARATIONS AIDS AND MATERIALS SHOWING AND DISCUSSING THE VIDEO USING ‘REAL LIFE’ EXAMPLES ‘HANDS-ON’ PRACTICE EXAMPLES OF DEFECTIVE LASHINGS AND AND SECURING DEVICES ASSESSING UNDERSTANDING
3 TRAINING SESSION FOR OFFICERS 3.1 DISCUSSING THE VIDEO AND EXPLORING THE STOWAGE ISSUES 3.2 CAUSES OF STOWS COLLAPSING 3.3 CONTAINER WEIGHTS 3.4 DANGEROUS GOODS CARGOES 3.5 CARGO SECURING MANUAL 3.6 LOADING COMPUTERS 3.7 STOWAGE PLANS 3.8 STOWAGE OPERATIONS 3.9 LASHINGS AND SECURING DEVICES 3.10 FORCES CAUSING COLLAPSE OF CONTAINERS 3.11 SUPERVISING STEVEDORES
5 6 6 6 7
8 8 8 9 10 11 11 11
12 12 13 15 16 19 22 24 27 28 32 35
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CONTENTS 4 TRAINING SESSION FOR DECK CREW 4.1 4.2 4.3 4.4
EXPLAINING THE TRAINING AND ITS PURPOSE JOURNEY OF A CONTAINER DAMAGED CONTAINERS CHECKING LASHINGS AND SECURING DEVICES
5 FEEDER VESSELS 5.1 STOWAGE OPERATIONS 5.2 PROBLEMS OF SHORT SEA PASSAGES
6 APPENDICES APPENDIX 1: IMDG CODE APPENDIX 2: CREW PRE-DOCKING BRIEFING APPENDIX 3: ALLOWABLE FORCES ON CONTAINERS APPENDIX 4: MIXED STOWAGE OF 40 AND 45 FOOT CONTAINERS
7 FURTHER INFORMATION
4
39 39 40 42 45
48 49 49
51 51 52 54 55
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1 INTRODUCTION The objective of this training programme is to reduce the risk of a stow collapsing or other container accident occurring on your vessel. The aim is to train deck officers and crew members to identify, at an early stage, problem freight containers or unsafe container stowage practices which might contribute to such accidents.
The focus of this programme is on stowing and lashing freight containers on deck. Deck stowage of breakbulk cargo – drums, timber, vehicles, metal products, and so on – is dealt with in other training programmes, as are safe procedures for the stowage of containers and other cargo below deck.
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1 INTRODUCTION 1.1 THE PROBLEM OF STOW COLLAPSES AND DANGEROUS CARGOES As the numbers of containers being transported by sea rapidly rises, accidents involving containers on board vessels are also rising. Each year thousands of containers are damaged in collapsed stows, often due to faulty stowage procedures, with many being lost overboard, becoming hazards to shipping and the environment. Vessels have also been lost through explosions and fires caused by poorly stowed containers, which often unknown to their crews, have contained dangerous cargoes. Even worse, seamen and stevedores have suffered serious injuries and death in such incidents.
1.2 HOW A TRAINER CAN USE THIS PROGRAMME The broad purpose of this programme is to provide a menu of discussion, information and instruction topics about container stowage safety issues for officers and deck crew with stowage duties. The aim is to give them a better understanding of correct and safe procedures for handling and securing containers during stowage operations and when at sea, and so reduce container accidents. The more specific purpose of this programme is to provide officers and deck crew with a practical ‘tool kit’ of actions they can use during loading and stowage, so they can actively reduce the risks of stows collapsing or of damaged or dangerous goods containers causing accidents.
1.3 WHO THIS PROGRAMME IS AIMED AT This training programme is designed for use by trainers on board container ships or other vessels which carry containers on deck. It is aimed at officers and crew members whose duties involve: • Planning container loading and lashing operations • Working with stevedores carrying out stowage on board your vessel • Monitoring the stability and condition of containers during a passage • Monitoring the discharge of containers at their destination port
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1 INTRODUCTION 1.4 OUTCOMES AND OBJECTIVES The outcome of the training should be to enable both officers and crew members to: • Understand how container stowage effects the stability and safety of a vessel • Prevent substandard or damaged containers from being loaded on board • Prevent containers being incorrectly stowed, lashed and secured by stevedores • Identify damaged or hazardous containers in stows • Identify faulty lashings on stows • Challenge unsafe stowage practices by shore staff This programme should also be used to raise awareness to Deck Officers of the need to rigorously follow the safe stowage practices for which they have responsibility: • Checking, amending and when necessary, challenging stowage plans • Briefing deck crews on safe stowage procedures before loading and discharging operations • Liaising with stevedores’ supervisors to ensure the correct lashing systems and securing devices are fitted • Rejecting structurally unsound containers • Monitoring containers’ weights and stowage positions, as much as possible • Ensuring stows and their lashings are suitable for expected weather conditions
WHEN A DECK IS ESPECIALLY DANGEROUS Alongside the stowage training messages in this booklet, a trainer must remember that during stowage operations the vessel’s deck is a highly hazardous working environment. With modern terminals able to load containers on board a vessel every 10 seconds, the risks to deck crew and stevedores can be high during such fast-paced activities. Constant personal safety vigilance must be of paramount consideration. Officers must brief and equip deck crew accordingly.
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2 RUNNING A TRAINING SESSION Split trainees into two groups: officers and non-officer deck crew. While much of this training programme is relevant to both groups, a large part is only relevant to officers. Construct each training session to meet whatever level of knowledge and awareness you are aiming to establish amongst those being trained, regarding their duties during stowage operations and monitoring container lashings during the sea passage.
2.1 PREPARATIONS Before reading this booklet through to the end, you should first watch the video. It follows the journey of a container and shows the mistreatment it can sustain during transportation to the quayside. This might later cause it to contribute to a stow collapsing after it has been loaded on board your vessel. After watching the video, read this booklet. It provides more information about what you have seen in the video and how to use it during training sessions.
2.2 AIDS AND MATERIALS During a training session, you should have available: • Paper and pens for the trainees to take notes • Flip chart and marker pens • Video recorder or DVD player • Copies of your vessel’s Cargo Securing Manual (CSM) • Photocopies of the CSM’s pages showing the vessel’s lashings, securing devices and lashing arrangements (ensure they are completely up to date and match the lashings on board and the type of containers carried) • Copies of a Port/Terminal Planner’s stowage plan • Large scale diagrams of containers, showing their structural framework • Inventory of all lashings and securing devices on board the vessel • A computer on which your vessel’s container loading program can be demonstrated • Examples of every type of lashing and securing device used on board • Examples of ‘rogue’ lashings incompatible with your vessel • Examples of broken, damaged or unacceptable lashings and securing devices • Examples of placards/labels/signage of all classes of Dangerous Goods • Relevant reference publications, such as the IMO’s The Transport of Dangerous Goods: A Short Guide to the International Regulations, any of the many IMO publications on the soundness of containers, and the IILC’s Guide for Container Equipment Inspection
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2 RUNNING A TRAINING SESSION SUPPORTING INFORMATION Read as many as possible of the publications listed in Section 7 at the end of this booklet, especially the IMO’s Code of Safe Practice for Cargo Stowage and Securing and Cargo Safety and Securing Guidelines, and Lloyd’s Register’s A Master’s Guide to Container Securing. Videotel’s Safe Cargo Stowage provides further valuable support material.
2.3 SHOWING AND DISCUSSING THE VIDEO Start a training session by showing the trainees the video. Afterwards, discuss the poor practices shown in it, and how they can contribute to a stow becoming unsafe. Use the relevant sections of this booklet to discuss the practices and procedures on board your vessel, and to compare them to the ‘best practice’ procedures also described. Move the discussion towards exploring what the trainees feel can be done to improve their safety awareness and make their container stowage and securing procedures safer. Get each of the group to comment on what they have seen in the video and what happens on board your vessel. Ask questions like: • Did they previously know about those aspects of container handling which were shown in the journey of a typical container? What do they think about the handling practices shown and those being suggested as the correct procedures? Do they agree? Do they disagree? If so, why? • How might the inappropriate handling of a container effect its condition and safety once it is on board your vessel? • What do they already do to try to prevent unsafe or damaged containers being stowed on your vessel? If they are doing nothing – why is that? Encourage everyone to be totally honest about what is done – or not done - during stowage operations; avoid criticising or condemning any crew members who have the honesty to admit any occasional deficient or incorrect practices. Instead, encourage them to think about how they can do their jobs better and more safely • Do they have any reasons why the suggested good practice procedures shown in the video or described in this booklet cannot be carried out? Ask what they think are the best ways of improving container safety on board your vessel? Discuss with the group how better container handling practices should be carried out, and why, and how such better practices can improve the safety of the crew and the vessel. Discuss how such better container handling practices can be introduced and become ‘standard procedure’ on board your vessel.
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2 RUNNING A TRAINING SESSION 2.4 USING ‘REAL LIFE’ EXAMPLES It might be difficult to carry out training sessions on the correct methods of stowing containers on deck while real stowage operations are taking place, and crew safety should not be put at risk amidst the fast pace of loading activities. However, during a passage it can be helpful for the trainer to conduct part of a training session on deck. On deck, the trainer can discuss with the Deck Officer and deck crew the best and safest vantage points from which to monitor stevedores and observe the condition of containers as they are being loaded on board. They may be able to identify appropriate and safe ‘deck patrol areas’ for each of them, allowing maximum observation of the stowage activities taking place on deck. Stows can be examined to see if any examples can be found of incorrectly fitted lashings. This gives trainees an understanding of how to test and judge whether a lashing has been tightened to the correct, hand-tight tension. It may also be useful for the Trainer to observe Officers and deck crew at work during real stowage operations, to discuss with them anything s/he saw being done or not being done, by either them or the stevedores, which might be a cause for concern. These observations can be discussed in later training sessions as examples of better ways of monitoring stevedores and their stowage activities. ‘Real life’ examples of what crew members actually did correctly, or did wrongly, can have greater impact and benefit than just theoretical lists of ‘Do this…’ or ‘Do not do that…’ But remember, telling crew members about something they did incorrectly should be done without blame or being negatively critical. Instead, it should be conveyed as being an ‘understandable, easy-to-make error’, but one which the crew member should try to avoid making again in the future.
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2 RUNNING A TRAINING SESSION 2.5 ‘HANDS-ON’ PRACTICE It is important that trainees experience ‘hands-on’ practice of inspecting both sound and faulty portable and fixed stowage devices, using examples of the vessel’s own equipment as set out in your CSM. During a training session, examples of every type of lashing and securing device should be available, as specified in the vessel’s CSM. Those being trained could be asked to demonstrate their correct use, or how they might be misused or wrongly fitted. From this, a trainer can see whether there are aspects of fitting and checking lashings in which the trainees may need some instruction. It is important that deck crew should be able to identify if the wrong lashings or securing devices are being used by stevedores, if a lashing has been incorrectly fitted, or if it is a ‘rogue’ or incompatible lashing, which has somehow got on board from another vessel.
2.6 EXAMPLES OF DEFECTIVE LASHINGS AND SECURING DEVICES Find items of lashings and securing devices which are worn, broken or faulty, and keep them so as to build up a collection of defective examples of every type of lashing and securing device used on board your vessel. Include examples of defective, worn out or excessively corroded container deck fittings, such as D-ring lashing points and container deck foundations. All of these defective items can be used to visually demonstrate to crew members what they should be looking out for when they are inspecting fixed and portable stowage equipment.
2.7 ASSESSING UNDERSTANDING At various intervals you can assess how much trainees have learned and how their attitude and practical approach to stowage have improved. Use the questions in the TRAINING SUGGESTION boxes provided, and also the ‘question and discussion topics’ at the end of each section. From the responses you will be able to judge how much they have understood about ways of improving safe stowage practices. At the conclusion of a training session, ask each trainee: • What have they learned in the training session that they did not know before? • What are they now going to start doing before, during or after stowage operations, which they did not do before, or did not do properly? • What are the two most useful actions they can carry out during stowage operations and at sea which will help make the vessel and its stows safer?
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3 TRAINING SESSION FOR OFFICERS Start by explaining the purpose of the training, that the session will take about 45 minutes, and that the agenda will be: • Watching the video for 20 minutes • Explaining the training the deck crew will receive and how it is aimed at encouraging them to identify suspicious containers, monitor stevedores and check that lashings are correctly fitted and secure • Explaining how they will be expected to supervise the deck crew to ensure that the above practices are carried out • Discussing how officers can contribute to better container safety practices • discussing how deck crew can be encouraged to contribute to better safety practices • Agreeing on how to introduce better container stowage procedures • Agreeing on how to ensure they are consistently followed afterwards
3.1 DISCUSSING THE VIDEO AND EXPLORING THE STOWAGE ISSUES Before showing the video, explain that it will show: • The preparation, handling and journey of a container, giving officers and deck crew an insight into how containers and their cargoes are prepared and transported, sometimes carelessly, and sometimes very badly • The problems crews can experience with containers as a result, such as incorrectly placarded dangerous goods, badly stowed cargoes, incorrectly declared weights, or lashings incorrectly fitted by stevedores, and how a series of these mistakes can combine to cause a collapsed stow After watching the video, explain that its purpose is to show deck crew: • How a container might be mishandled and its cargo become damaged before it reaches your vessel • The marks, sounds or signs to watch out for as containers are being loaded, which might indicate a container is damaged or its cargo is hazardous • What to watch out for as containers are being loaded on board your vessel by stevedores, so as to be able to identify any possible mishandling and damage • How they should check lashings have been correctly fitted by stevedores • How they should check lashings are secure during a passage Remind officers that they should be diligent in checking stowage plans, monitoring containers as they come on board, supervising stevedores, and making sure deck crew are properly monitoring stowage operations. Use the information in the following sections to prompt discussion of the issues in the video, and to encourage the officers to agree on what they and their deck crew can do to reduce the risk of stows collapsing.
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3 TRAINING SESSION FOR OFFICERS 3.2 CAUSES OF STOWS COLLAPSING As the video shows, a collapsed stow can be the climax of a series of factors and events. For example, a container with a wrongly declared weight is placed in a stow with an already inappropriate weight distribution. The stow is fitted with an inadequate lashing system, which by chance also includes an incorrectly fitted twistlock. The vessel encounters heavy weather, which had not been taken into consideration when the lashing arrangements were chosen. Result: the lashings and containers fail, and the stow collapses.
The trend towards bigger container ships with smaller crews also contributes to the risk of stows collapsing, as can the reluctance of ship owners and port authorities to approve of vessels delaying their passage to avoid heavy weather and the risk of excessive rolling. However, the causes of collapsed stows or hazardous containers can begin while a vessel is still at the quayside, or even long before its containers arrive at the port.
TOP 10 CAUSES OF COLLAPSED STOWS 1
Inadequately secured cargo inside a container moving around in heavy weather and damaging the container’s structure, causing it and the stack to collapse
2
Incorrect tier weight distribution, resulting in excessive racking or compression forces
3
Inverted weight stows, with top tier containers much heavier than those in bottom tiers
4
Excessive stack weight resulting in overloading of the deck structure/container deck fittings
5
Stowage planners allocating inappropriate stowage positions for containers, either because of incorrect documentation (as with dangerous goods cargoes), insufficient information, misunderstanding the information, human error, or through using an out of date computer program
6
Not fitting the applicable lashing systems for the stack and tier weight distribution, as set out in the vessel’s CSM (many vessels do not have the full inventory of securing devices listed in their Manual, or have too many ‘rogue’ incompatible items)
7
Stevedores fitting damaged securing devices or incorrectly tightening lashings and securing devices
8
Corroded container deck foundations and securing points
9
Stowing structurally unsound containers in a stack
10 Failing to take account of the likely effects of heavy weather
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A vessel’s crew is unlikely to be able to prevent some of these mistakes, either because they happen long before the containers start to come on board, or because there is no time during the fast pace of loading activities to do anything about them. Nevertheless, by being aware of them, deck crew can be more vigilant in trying to identify anything which appears ‘wrong’ taking place during stowage operations. They can also remain alert after putting to sea for any indications that a particular container, or an entire stow, might be likely to become hazardous during the passage.
TRAINING SUGGESTION Ask the question: Whose responsibility is it to ensure your containers are correctly and securely lashed? The stevedores? The stevedores’ supervisor? The port authorities? All of these? None of these?
Answer: It is the Master’s responsibility (by law that is, but it is the Chief Officer’s duty to do so also). Did the group know this? Does it make a difference to how they view their stowage duties? ‘The carrier shall properly and carefully load, handle, stow, carry, keep, care for and discharge the goods carried’. Hague Rules, Articles iii, Rule 2.
CORRECTING CONTAINER PROBLEMS AT THE QUAYSIDE Once containers have been stowed and the vessel is at sea, if a container or an entire stow is discovered to be hazardous then there is not much the crew can immediately do about it, except perhaps tighten or add lashings, or head for the nearest port. Therefore, it is important that every effort is made to reduce such a possibility while containers are being stowed and the vessel is still in port.
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3 TRAINING SESSION FOR OFFICERS 3.3 CONTAINER WEIGHTS Shipping companies estimate that up to one-in-ten containers either weighs more than is recorded on their documents, sometimes even exceeding the maximum permitted gross weight as indicated on the container, or weighs less than has been documented.
Whether over-weight or under-weight, the Central and Port/Terminal Planners allocating container positions on your vessel will be working with wrongly documented weights. As a result, the plan they produce may be defective. If the extent of the errors is large, it could de-stabilise one or more stacks and put the stability of the vessel at risk. Also, if a heavier than declared container is placed at the top of a stack, the resultant forces could exceed the prescribed limit, which could make the stack unstable and at risk of collapse. This is especially so if the vessel encounters heavy weather, which can put extra stress on containers and their lashings, and cause them to fail.
VIGILANCE AND RANDOM, TARGETED CHECKS There is little a vessel’s crew can do about most ‘wrong weight’ containers coming on board. However, some control and safeguards can still be exercised during stowage operations. Preventing even one wrong weight container from being inappropriately positioned, may help avert an accident happening later. A mistake can lead to heavy containers being placed onto the top tiers of stows, whether through misdeclaration of weight, faulty planning, or simple human error. Deck crew should be instructed to be vigilant, and should they suspect that a container is somehow not 'right', they should alert the Deck Officer. For example, if a container seems suspiciously heavy and is being handled with great difficulty by the stevedores and – even more worryingly – is being placed at the top of a stack, then the crew should inform the Deck Officer.
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3 TRAINING SESSION FOR OFFICERS The Deck Officer can also see from the final stowage plan provided by the port or terminal, which are the heaviest stacks. S/he can carry out random but targeted checks on the container numbers, while the stacks are still being stowed, to ensure the heaviest are being placed in the bottom tiers. During fastpaced loading, it is unlikely that every heavy stack can be monitored and checked, but random checks targeted on the heaviest stows can contribute to the vessel’s safety.
3.4 DANGEROUS GOODS CARGOES Misdeclaration or deficient packing of dangerous goods containers has resulted in the loss of several container ships and injuries and deaths amongst crew. Shipment by sea of dangerous goods containers is continuing to rise, and so it is likely that the number of undeclared or misdeclared dangerous goods containers will also rise, resulting in increasing risk of accidents due to their inappropriate stowage.
A GROWING PROBLEM Containers of dangerous goods cargoes are increasingly being shipped around the world from countries with growing manufacturing industries, such as China and India. Container packers in these new industrial centres may not be aware of the International Maritime Dangerous Goods (IMDG) Code’s requirements for the classification, declaration, packing, placarding and labeling, and transportation of such dangerous cargoes. Sometimes they do know about the code but ignore it, either to avoid paying surcharges and higher insurance on dangerous goods cargoes, or to get around the ban some shipping companies have on carrying dangerous goods containers. These problems also exist in many other countries around the world. Each year between 13 - 20 million declared dangerous goods containers are transported by sea. However, the IMO estimates that as many as one-in-four of these are inaccurately documented and have placards which incorrectly describe the true nature of their cargoes. This means that potentially each year up to 5 million dangerous goods containers are being stowed by planners using incorrect documentation and misleading information. Added to this is the IMO’s estimate that each year up to half a million other containers are transported carrying undeclared dangerous goods cargoes. Altogether, it means there are thousands of dangerous goods containers unknowingly being stowed incorrectly every year.
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3 TRAINING SESSION FOR OFFICERS TRAINING SUGGESTIONS ENCOURAGING RISK ASSESSMENT AND VIGILANCE
Marine safety experts estimate that a typical fully laden 8,000 TEU ship may be carrying over 1,000 TEU of DG containers. Of these, perhaps 100 TEU may contain dangerous goods cargoes which not have been properly packaged, stowed and secured in their containers, nor placarded or declared as dangerous goods. Ask the question: ‘If we were to have so many unknown dangerous goods containers on board, where would be the most hazardous positions for them to have been unknowingly stowed?’ Next to the crew’s quarters? Near the fuel tanks? Next to the engine room? Near other dangerous goods containers? On deck? Below deck? What can be done about it, if there are such containers on board? What precautions should be taken against something unexpected happening with one of these undeclared dangerous goods containers?
ARE YOU PREPARED FOR A DANGEROUS GOODS EMERGENCY?
Unknown to the crew of the DG Harmony, a container carrying a dangerous Goods cargo – undocumented as such, undeclared and misleadingly placarded – was loaded on board and stowed near the crew quarters. During the voyage the cargo container ignited and the fire quickly spread. Although the crew had to abandon ship and were all safely rescued, the vessel was lost. Ask the questions: ‘If an undeclared container were to erupt into flame on your vessel, have the crew practiced an emergency drill to deal with such an event? Does everyone know what to do if the alarm was given in such circumstances? If you do not know what the flaming container’s cargo really is, would anyone know how to deal with it? If you do not know the answers to these questions, what should you do?
WHAT CAN CREW DO ABOUT UNDECLARED DANGEROUS GOODS CONTAINERS? In reality, there is almost nothing a crew can do to prevent undeclared dangerous goods containers coming on board. Apart from the rare occasion when a container might be observed to be smoking or leaking while it is being loaded, there is no way of crew preventing it from happening. The shipping industry worldwide must address this problem, and steps are already being taken to try to do so. At present, shipping companies and agents are urged to establish a better knowledge of their container customers in a bid to identify consistent dangerous goods offenders. While at sea, crew can only remain alert for detecting any container emitting a bad chemical smell or fumes, or is leaking, and immediately report it to an officer.
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DECLARED DANGEROUS GOODS CONTAINERS With declared dangerous goods containers, crew need to be vigilant they are being handled and stowed correctly. Each member of the deck crew should be able to recognise IMDG placards. Before stowage operations begin they should be given a copy of the stowage bay plan and instructed to check whenever possible that dangerous goods containers are being stowed in their allocated positions, and are not damaged, smoking, leaking or giving off fumes.
SUSPICIOUS CONTAINERS Deck crew should also know that if they suspect a container might be dangerous goods, but it has not been declared as such, then they should inform an Officer, who can check its contents against the IMDG code, which lists dangerous goods substances.
TRAINING SUGGESTION
Find out how much the trainees know about the dangerous goods cargo calcium chloride, and calcium hypochlorite – do they know the explosive difference? It took two days to control the major fire which swept through the container ship Zim Haifa, after an explosion in a container whose cargo had been certificated as being harmless and non-flammable, turned out to be a highly dangerous, unstable, explosive chemical listed in the IMDG code. The cargo’s Chinese shippers and forwarding agent had provided a laboratory certificate declaring the cargo to be calcium chloride, a safe compound often used in food processing. Instead, the cargo was the extremely dangerous calcium hypochlorite, often referred to as ‘cal hypo’, which had previously caused explosions and fires on several other container ships. The Chinese authorities are investigating the fraudulent misdeclaration of the container’s cargo which led to 100 containers being fire-damaged on the Zim Haifa.
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3 TRAINING SESSION FOR OFFICERS TRAINING SUGGESTION (continued) Ask the trainees: • Name as many of the nine dangerous classes of cargo as they can (Appendix 1), and ask which of them they think are on board now and where are they stowed? • Name some supposedly ‘safe’ cargoes which may sometimes be dangerous (such as agricultural fertiliser, or barbecue charcoal, or ‘cleaning agent’) • List the IMDG classes and identify the colours of their placards
3.5 CARGO SECURING MANUAL (CSM) Modern container ships have two very valuable aids for safely stowing containers: their CSM, which most cargo vessels must have, and a loading computer, which are increasingly being employed on board container ships. Used efficiently together, these can be powerful and effective tools in either validating a stowage plan or for producing an alternative safe stowage option. A CSM is the most important guide regarding the safe and correct stowage of containers on board a vessel. Under SOLAS regulations, most cargo ships (with some exceptions, such as tankers and chemical carriers) must have an approved CSM to be able to carry out loading or unloading operations. For transportation of freight containers, your CSM should contain up to date information on your vessel’s: • Optimum and maximum tier weight distribution, and maximum stack weight • Metacentric height (GM), for designing container stowage and securing arrangements • Lashing and securing devices carried on board, including types and quantities • Lashing systems and securing devices to be fitted for various stowage arrangements • Inspection and maintenance schedules for lashings and securing devices
YOUR CSM: UP TO DATE AND USED? As your CSM is the most reliable guide to lashing and securing containers on board your vessel, it should be up to date. All officers with stowage duties should be thoroughly familiar with it and, ideally, your deck crew should have read those sections relevant to their duties. Consulting your CSM is the correct and authoritative way of checking the suitability and safety of any stowage plan. However, some vessels may have allowed their CSM to slip into disuse or to have become out of date and inaccurate: the lashings and securing devices held on board may no longer match those in their CSM. Many mariners also feel that their CSM is too complicated, or they do not clearly understand it because of language difficulties. New crew members may not have had time to become familiar with it. Often, too, some Chief Officers might gradually have developed the attitude that it is acceptable to repeatedly use much the same lashing system on every occasion, whatever the circumstances – that ‘one size can fit all’! This is wrong: every new stow in every port requires a re-appraisal of the proposed stowage plan and of the lashing systems needed to suit the new cargo.
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TRAINING SUGGESTION CAN YOUR CSM BE MADE MORE ‘USER-FRIENDLY’ TO YOUR CREW? Using copies of the vessel’s CSM, which should be available during a training session, ask the trainees whether: • Everyone understands the language in which it is written, and the technical aspects in it which cover their duties? • A shortened, more user-friendly version can be adapted, that would be easier and quicker to consult? • Its instructions and specifications can be simplified, so that new crew can quickly become familiar with them? • The wide range of recommended securing systems in the CSM can be reduced to a smaller ‘tried and tested’ and easily understood selection of options, which practice may have shown are almost always those used, and which have proved to be safe in nearly all the circumstances your vessel is likely to meet?
CSM RELIABILITY AND ITS USE: THE MASTER’S RESPONSIBILITY If a vessel’s CSM is not being fully consulted and used consistently to ensure that stows are safely and correctly secured, then it is the Master’s responsibility to urgently set this matter right. A vessel’s CSM can be a lifesaver. Used correctly to check the safety of a proposed stowage plan and to confirm that the safe, correct systems of lashings have been fitted, a vessel’s CSM might one day be the means of preventing a stow collapsing and saving crew members from injury, or worse.
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Find out how much the trainees know about their CSM, and how often and well they use it. Tell them of the P&O Nedlloyd Genoa incident, and of what can happen if the CSM is disregarded. When the P&O Nedlloyd Genoa encountered a series of large swell waves in the North Atlantic, it experienced excessive rolling which resulted in deck stows collapsing. 28 containers fell onto the deck and another 27 were lost overboard. Accident investigators concluded, amongst other contributing factors, that: • While the vessel’s cargo planning programme met statutory requirements, it was inadequate in identifying weaknesses in the stowage plan • The CSM was disregarded, so that a stow was out of tolerance enough for excessive heavy rolling to cause the bottom container in a row to buckle and collapse, resulting in adjoining rows also collapsing. • The bottom container which collapsed had a stack capability less than the required ISO standard
Ask those in the training session: • Does your vessel’s loading computer contain comprehensive, up to date data on the vessel and its lashings equipment? • How do you know this for certain? • Has your vessel’s CSM specification been similarly disregarded as happened in the P&O Nedlloyd Genoa case? • How often does such disregard of your CSM’s requirements happen? • Should it happen? • How can such occurrences be avoided in the future?
VALIDATING YOUR CSM A CSM should be accorded the respect and value it deserves. A Master must ensure the lashings and securing devices on board the vessel: • Match the inventory in the CSM • Are all in safe working condition • Are suitable for the types of containers carried, and the conditions for which the container stowage and securing arrangements have been designed
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3 TRAINING SESSION FOR OFFICERS TRAINING SUGGESTION DOES YOUR CSM’S INVENTORY NEED TO BE AUDITED? Lloyd’s Register reported that of the 248 container ships on which a risk assessment was carried out over a given period, 21 (8%) carried incompatible lashing and securing equipment. Show the trainees a mixed selection of securing items from your vessel alongside some rogue incompatible items from another vessel. Ask the trainees to pick out the rogue items. If some crew are uncertain, ask: • How would they be able to spot a stevedore using a rogue lashing if they did not know a correct lashing from a rogue one? • How are they going to put matters right?
3.6 LOADING COMPUTERS Increasingly, modern container vessels are equipped with a cargo management and loading computer programmed with the vessel’s stability and strength conditions, and possibly its safe stowage and securing requirements. The most recent and advanced programs are able to calculate the forces which will be exerted on the containers through a proposed stowage plan (Section 3.7) provided by a Port/Terminal Planner, and can compare these forces with the vessel’s own performance and safety specifications, which should be the same as its CSM.
Such programs can allow the Chief Officer to check the GM and tier weight distribution relating to various stow configurations, and to examine information on the vessel’s performance and stowage parameters. From this, the necessary lashing and securing arrangements can be arrived at, having also taken account of wind loading on fully or partially exposed stows. They can also alert the Officer if a stowage plan means permissible limits are being exceeded. Some programs can go even further and can assess whether extra lashings will bring proposed arrangements back within permissible limits.
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3 TRAINING SESSION FOR OFFICERS If a vessel has such a computer system then it must be used, along with the vessel’s CSM, to confirm the safety of stowage plans. If the computer shows there is a serious discrepancy between a stowage plan and the ship’s own safety and performance limits, as programmed in the computer, then the Chief Officer must reject the stowage plan and instead use the loading computer to produce alternative stowage options in accordance with the ship’s permissible limits.
WHOSE COMPUTER IS CORRECT? No computer result can always be guaranteed to be completely correct every time. But because computers are so easy to use and the data displayed on screen is seemingly so comprehensive, decisive and authoritative, many users tend to unquestioningly accept whatever result is shown. However, while such computer-generated data is indeed usually correct, the data can sometimes be wrong or misleading. If a stowage planner somehow fails to enter a critical item of information, enters it incorrectly, or if it has not been adjusted to take account of other factors which might effect it, then the entire final result can be wrong. Although such errors do happen, they are usually small enough not to cause too much of a problem, but if it is a big enough error then it can lead to a hazardous stow. If a series of too many small mistakes occurs, then these might also combine to cause a serious hazard. The vessel’s Chief Officer must also be cautious as to whether his/her own loading computer contains all the correct necessary data to produce a completely safe and accurate alternative stowage plan. Some older computer programs may not have been brought up to date with new cargo developments, such as changes in the ISO Standard for container construction and permissible load limits, or might not contain information on other new or updated variable factors.
DOUBLE-CHECKING THE DATA A Chief Officer should use his/her vessel’s loading computer as a valuable technological aid, but should always be aware of its limitations. A proposed stowage plan should always be checked against the CSM, and particular account taken of the: • Weather forecast • Stack and tier weight distribution, GM and lashings data in the computer • Lashing arrangements specified in the CSM.
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Describe how a stow collapsed because neither the port planner’s or the vessel’s own shipboard computer had all the necessary data Investigations into a stow collapse that caused a full-scale chemical emergency said that the safety of ships, crews and the environment are being compromised in ‘the rush to offer faster schedules’. When the feeder vessel Annabella encountered heavy weather in the Baltic, a stack of seven 30-foot containers collapsed, including tanktainers containing industrial gases. The vessel had to be isolated in harbour until the damaged boxes were removed.
Investigators discovered that: • Neither the ship’s computer nor the shippers’ terminal staff who planned the voyage, had been able to take into account the presence of non-standard 30-foot containers in the stow, nor their special lashing requirements or dynamic stability • While the ship had an increased GM from carrying extra ballast for the Baltic ice conditions, this had not been taken into account in the planning • The maximum allowable stack weight had been exceeded and some containers had no lashings • Rolling and pitching in heavy weather, weak containers and no lashing bars were thought to have all combined to produce vertical compression and racking forces, resulting in the stow collapsing.
Ask the trainees: • What special stowage measures should be taken for non-standard or out of gauge containers? • Which sort of containers should not be mixed in together in a stow?
3.7 STOWAGE PLANS The outline stowage plan produced by the ship operator’s Central Stowage Planner, later finalised by the Port/Terminal’s Stowage Planner, is critical to the safety of a vessel. As the plan develops, changes are made before it is given to the Chief Officer. During that process there are several opportunities for errors to occur in the plan which could endanger the vessel. CENTRAL PLANNER The global nature of the container industry means that a Central Planner might be based on one continent, although planning stowage arrangements for a ship calling at ports on the other side of the world. The Central Planner works from either paper documentation or from information sent electronically by a ship operator’s agent at the port of loading.
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Using a computer program based on the performance and specifications of the vessel whose stowage s/he is planning, the Central Planner will prepare an outline stowage plan. This involves allocating blocks of bays to containers according to the documentation received from the container operators, stating whether they are special cargo such as dangerous goods, temperature-controlled or out-of-gauge. There are seldom any checks on the declared weights of containers, so there can be no certainty their documented weights are accurate – and we already know many of them are going to be very wrong indeed (see Section 3.3). Similarly, we also know that some shippers may have failed to declare their containers are carrying a dangerous goods cargo (see Section 3.4). So already at this early stage there are opportunities for the outline stowage plan to include errors on wrong weight containers and dangerous cargoes, even before it is passed on to the various Port/Terminal Planners at the vessel’s ports of call.
PORT/TERMINAL PLANNERS The outline stowage plan is usually sent to the Port/Terminal Planner the day before the vessel arrives in port. The Port Planner will develop it into a final stowage plan, with bay and stack stow positions allocated to each container according to type and port of discharge. Again, the Port Planner is usually unable to check whether information about containers is completely correct, whether on their weight or if they might be undeclared dangerous goods. Even a final stowage plan seldom remains certain- containers due to be loaded may not arrive; some arrive damaged; others are different sizes to that documented. So stowage plans often have to be changed at the last moment, even as loading is about to begin. The Chief Officer needs to be aware of such changes.
CHECKING THE STOWAGE PLAN As soon as the vessel berths and before loading operations begin, the Port Planner or a colleague should deliver the final stowage plan to the Chief Officer. If possible, the plan should have been sent to the vessel 24 hours before it arrives at the port. Changes made to the outline stowage plan by the Port Planner must be notified to both the Central Planner and the Chief Officer. A dangerous goods manifest with stowage positions should be provided with the stowage plan, and details of dangerous goods containers and other ‘specials’ such as refrigerated containers should be logged.
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On receiving the final stowage plan, the Chief Officer should immediately examine it on the ship’s computer to verify its suitability and safety, using the data in the computer and the CSM. S/he needs to check stowage positions and weights in order to calculate such factors as bending moments, sheer force, and torsion limits. S/He especially needs to check stack weights, and decide if extra lashings are needed. If extra lashings cannot be fitted, for whatever reason, then changes in the stack weight distribution may be required. Having assessed the stowage plan and considered the lashing systems to be fitted to the new stows, the Chief Officer can instruct the stevedores’ supervisor accordingly.
CHALLENGING THE STOWAGE PLAN: OFFICIAL PROCEDURE If the Chief Officer considers that a proposed stowage plan may put the ship’s stability at risk, or will cause the permissible stack or tier weight limits to be exceeded, s/he should consult with the Terminal Planner. If the matter cannot be resolved, the Chief Officer must bring it to the attention of the Master/the Central Planner. If the issue still cannot be resolved then it must be referred to the Designated Person Ashore and the charterer, along with a written record of the problem. Ultimately, it is the responsibility of the Master to safeguard the stability and safety of his/her ship.
THE STOWAGE PLAN IN REAL TIME In an ideal world, it is the correct course of action for a Master to dispute a stowage plan if s/he believes it may put his/her vessel at risk. If s/he or the Chief Officer is concerned about the weight distribution of containers, then they should at least order extra lashings and securing devices to be fitted, if that will solve the problem. Otherwise, stack weight distribution should be adjusted until it becomes acceptable. In reality, it may be difficult for a Master or Chief Officer to extensively change a stowage plan. There is usually too much commercial pressure to maintain the ship’s sailing schedule and too little dwell time given at the berth to allow extended debate about stack or tier weight limits, or for over-lengthy examination and consideration of other stowage issues. If a Master is required to accept a stowage plan about which s/he has safety concerns, then s/he should get written instructions to that effect and log the circumstances.
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3 TRAINING SESSION FOR OFFICERS 3.8 STOWAGE OPERATIONS Supervising stowage operations is a critical opportunity for preventing the possibility of containers being stowed incorrectly and becoming a potential hazard later on. To perform their duties efficiently, both officers and deck crew need to be fully familiar with their vessel’s lashings, securing devices and lashing systems, and to be able to recognise when something is wrong, or even just ‘suspect’. DECK CREW’S VIGILANCE DURING STOWAGE OPERATIONS Although the stevedores carry out stowage, it is the Chief Officer who will have specified the extent and type of lashings s/he wants fitted. In order to ensure that is being done correctly and safely, the Chief Officer and his deck crew should: • Understand their role during stowage operations regarding stevedores, their supervisor and the ship working programme they are following • Recognise the marks, sounds or signs to watch out for as containers are being stowed, which might indicate a container/its cargo is hazardous • Have copies of the bay plan and check it is followed by the crane operators • Know what lashing systems and securing devices the stevedores should be using so as to be able to identify any possible mishandling and damage being done to a container or its cargo • Check that the appropriate lashing systems have been correctly fitted by stevedores and riggers
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3 TRAINING SESSION FOR OFFICERS 3.9 LASHINGS AND SECURING DEVICES If enough correct, well-maintained lashings are used, in accordance with the specifications set out in your vessel’s CSM, then they should be capable of doing their job of securely restraining stows. However, if lashings are used incorrectly or inappropriately then they are at risk of failing. It is the responsibility of the Master to ensure that the vessel’s lashings and securing devices are: • Those in the CSM, and are suitable for the containers the vessel carries • Compatible • In good condition • Available in sufficient quantity, and with enough spares Deck crew should be fully trained in the correct use of the lashings, lashing systems and securing devices specified in your CSM, and in how to recognise when lashings are worn, damaged or defective.
MAINTENANCE Lashings and securing devices eventually wear out, and so need to be checked frequently. They are also subject to corrosive sea spray, constant racking stresses and metal fatigue, all of which accelerate their deterioration. Defective fittings can contribute to a stow collapsing. Continuing to use a broken twistlock, for example, can cause instability of a stack. Therefore, damaged or worn lashing equipment and container fittings must never be used.
REGULAR CHECKS AND INSPECTIONS Given that some vessels might carry 25,000 lashing and securing devices, a well-organised system of checking them needs to in place, and followed rigorously. The Chief Officer should have established a regular routine of checks and monitoring procedures, as set out in the CSM, including: • Keeping a regular inventory of all portable lashing equipment, and having a system of colour coding which can indicate the age of items like twistlocks and turnbuckles, so that older items can be given special inspection • Ensuring there are sufficient lashings on board to properly secure the maximum number of containers to be carried. There should also be an adequate safety margin of spares
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3 TRAINING SESSION FOR OFFICERS • In addition to scheduled inspections, examining whenever the opportunity allows all portable securing equipment such as turnbuckles, lashing rods, shackles, twistlocks, bridge fittings, stacking cones for signs of distortion, buckling, corrosion, cracking or excessive wear. Watch out for signs of corrosion or damage, especially to items like twistlocks, which are more easily susceptible to damage, and immediately replace them. If in doubt about the robustness and integrity of a lashing, set it aside for more thorough inspection later • Lubricating turnbuckles, twistlocks and bridge fittings frequently. All portable securing devices should be greased as necessary, and at least every three months. The spring which holds the twistlock in the closed position should be checked regularly, by testing its handle to make sure there is tension, as it may become less effective over time, causing the device to unlock if the ship or stow begins to flex during a passage • Examining all fixed fittings (such as key holes, elephant’s feet, dovetail connections) routinely for signs of wastage, cracks, distortion/general deterioration, including base plates where applicable. Particular care should be paid to the condition of D rings, noting that damage to the main shaft may be hidden by its retaining sleeve Such regular checks should be fully recorded, as this evidence may assist in dealing with any claim for cargo damage or loss. A file should be carried on board of all certificates of approval relating to portable securing equipment.
INTERMEDIATE CHECKS Before lashing or securing devices are to be used, as many as possible should be inspected to ensure there are no defects and that all moving parts are greased and operating correctly. After use, the different types of lashing devices should be stored in their own dedicated storage bins (all marked with the vessel’s name and inaccessible to non-crew). Lashing equipment should be examined especially carefully after heavy weather. Defective portable lashing equipment should be put into bins marked ‘BAD’, and repaired before being re-used. If beyond repair, the equipment must be scrapped. Instruct crew members that if there is any doubt about an item’s serviceability then it should be removed for closer examination later.
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3 TRAINING SESSION FOR OFFICERS REPLACEMENT Discarded items of equipment should be replaced by equivalent items according to manufacturers’ guidelines, and all cargo securing equipment should only be renewed with certified equipment. When securing devices are replaced, the ship’s inventory lists should be updated and relevant certificates inserted in an appropriate place in the manual. All vessels should have a system of ordering replacement lashing devices well in advance of their need.
CHECKS BEFORE SAILING Before a vessel sails, or certainly before it reaches open seas, the crew should check as many lashings and securing devices as possible. Further checks should then take place at regular periods during the passage. Officers should instruct crew to check: • Are all the lashings in place and secure? • Are all twistlocks closed? • Are all lashings correctly hand-tight, and neither slack nor over-tight? • Are the refrigerated containers all connected and working properly? • Are there any signs of leaks, especially from dangerous goods containers? If stowage operations were carried out at night, another lashings check should be carried out at first light and then at regular intervals throughout the voyage. Make sure that no rogue fittings have been used, that were not part of the ship’s own lashing equipment.
If it is impossible to physically check every lashing either before or soon after sailing, then at least checks should be done on lashings and securing devices on: • The heaviest stacks • Outside stacks • Exposed stacks • Dangerous goods containers
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3 TRAINING SESSION FOR OFFICERS Should a problem with a stow be discovered after the ship has left, apart from moving ballast there is little if anything that can immediately be done about it. Even if there was lifting equipment on board, and few vessels are so fitted, containers cannot be safely moved around at sea.
DURING THE SEA PASSAGE Once a vessel is at sea there are few ways of ensuring every stow is properly secured and will stay that way. Therefore, it is important that they are continuously monitored and that all possible precautions are taken to put right anything found to be amiss with lashings. The basic precaution is for lashings to be carefully examined at regular intervals, and tightened or loosened as necessary.
HEAVY WEATHER If a vessel encounters heavy weather then the vertical and lateral acceleration of the hull can cause lashings to slacken, increasing the risk of a stow collapsing. Further important factors to be considered are: • Severe rolling of the vessel, especially broaching, and synchronous and parametric rolling • Severe loading on lashings Should these two factors combine, especially if some lashings might have been incorrectly fitted, are defective, or have slackened, then the possibility of stows collapsing are considerably increased.
EXTRA LASHINGS If heavy weather ahead is unavoidable, the Master should consider ordering extra lashings fitted, where possible and if there are enough lashing points available. This is when an efficient programme of maintenance can prove its value. In extreme weather, a corroded, damaged, inadequate or inappropriate lashing can suddenly fail, and when one fails it puts greater strain on others, which then might also fail – and so disaster can follow and stows collapse. However, properly maintained and fitted lashings considerably reduce the risks of stows collapsing.
SHIP HANDLING No lashing system can compensate for the stresses on deck cargo, which can be caused by reckless ship handling in heavy weather. There is no substitute for good seamanship. If altering course to sail around heavy weather is not an option, then the Master can choose to reduce speed when passing through it to minimise the forces experienced by the stows on deck. Standard procedure is ‘heaving to’, keeping the weather two points on the bow with the vessel at reduced speed. If the vessel still experiences excessive rolling then it should be brought to a ‘hove to’ heading, being careful not to make the turn too sudden and to perform it between roll periods, followed by a further reduction in speed.
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3 TRAINING SESSION FOR OFFICERS 3.10 FORCES CAUSING COLLAPSE OF CONTAINERS Any container stowage and securing arrangement is based upon a number of variable parameters. If conditions on deck are outside the planned-for parameters, then the resultant forces acting upon the containers and securings may exceed their permissible design limits, and so can result in overloading that may cause a stow to collapse. When planning stowage and securing arrangements, it is necessary to ensure that account is taken of actual conditions, including factors such as: • GM (metacentric height) • Wind loading • Tier weight distribution • Lashing arrangement • Height of containers, whether 8’ 6” or 9’ 6” • Length of containers, whether 20’, 30’, 40’ or 45’ • Whether they will be subjected to green sea loading
RACKING, COMPRESSION AND TOPPLING Further potential causes of stow collapses can be due to the forces of transverse racking, vertical compression and vertical tension. This is caused when a vessel encounters conditions outside its design parameters during heavy weather and is experiencing pitching, heaving or, especially, rolling. These can adversely affect the structural condition of a container, its securing equipment, and of the vessel itself. Wind force and a vessel’s metacentric height (GM), if outside the vessel’s design parameters, can intensify such forces, making them important factors to be taken into consideration.
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3 TRAINING SESSION FOR OFFICERS TRANSVERSE RACKING CAUSING THE END TO FOLD Transverse racking forces, primarily caused by rolling, act to change the shape of a container end frame, forcing it sideways and finally flattening it. The maximum allowable racking force on a container end is 15 tonnes, with no safety margin. The permitted racking force limit is usually the critical figure for the maximum allowable weight distribution for a stack on deck. The risk of racking can be reduced using horizontal holding devices, such as diagonal lashings. A correctly fitted securing system, as specified in the CSM for the applicable tier weight distribution, should be sufficient to prevent transverse forces causing a stow to collapse. However, a CSM’s securing specification is usually for the ship’s own specific maximum angle of roll, but this can vary between 22° and 30° depending on the vessel and classification society guidelines. Also, the securing system specified in the CSM will not cover every possible stow weight permutation, and so further special consideration may be necessary for a non-standard stow.
VERTICAL COMPRESSION CAUSING SIDE COLLAPSE Vertical forces on a container’s corner posts, on its ‘compression’ side, can cause them to buckle if too much weight and stress is placed on them, especially when the ship is rolling and there is a combination of weight and the dynamic forces acting on them. With ISO 1496-1:1984, the maximum allowable compressive force in each corner post of a 20 foot 24 tonne rated container is 54 tonnes, or 67.5 tonnes for a 40 foot 30 tonne container. Under 1496-1:1991, the permitted force in each post is 86.4 tonnes for both 20 and 40 foot containers. Different limits apply for mixed stowage of 40 and 45-foot containers. The design load of a bottom corner casting is 87.8 tonnes.
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3 TRAINING SESSION FOR OFFICERS VERTICAL TENSION CAUSING STRUCTURAL FAILURE Vertical forces acting through a container’s corner posts on its ‘tension’ side may cause a tipping, or pullout, effect on the corner fittings, requiring securing devices like twistlocks to be fitted to give it vertical restraint. Allowable pull-out force is 20 tonnes on a bottom corner casting and 15 tonnes on a top corner casting (ISO 1496-1:1984), or 25 tonnes on both top and bottom corner castings under ISO 1496-1:1991.
WIND FORCE Wind impacting on the side of containers produces additional transverse force. On the side of a 40-foot container this can be approximately 3.6 tonnes. This additional force should be taken into account when calculating permissible stack and tier weight limits for fully or partially exposed stows.
METACENTRIC HEIGHT (GM) The greater a vessel’s metacentric height (GM), then the higher will be the transverse acceleration forces as it rolls, so adding even greater extra loading and stress on deck containers and their lashings. The major classification societies specify safe load limits for securing equipment, and also provide instructions on calculating forces acting on a stow. Additionally, your CSM will have examples of GM values and permissible tier weight distributions for your vessel. These should be compared to the data shown in a Stowage Plan and that calculated by the ship’s own computer. If there are significant differences between them then it is the Chief Officer’s responsibility to request changes be made so that tier weight distribution comes within specified safe limits.
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3 TRAINING SESSION FOR OFFICERS 3.11 SUPERVISING STEVEDORES Like any workforce, stevedores’ levels of efficiency can vary from port to port. While most are competent, nevertheless they are often under the same time pressure as crew to complete stowage and get a vessel on its way. In such haste mistakes can be made, such as stowing a container in the wrong place, or incorrectly fitting lashings. There are instances of stevedores having failed to fit all lashings by the time a ship sails, leaving its crew to do so while under way. Whatever the port, stevedores’ work needs to be monitored and the lashings and securing devices they fit must be checked.
GOOD PORT PRACTICE A good port will have established procedures for their staff prior to stowage operations, such as providing the stowage plan to the Chief Officer as soon as the ship berths, or even earlier, and ensuring their stevedores’ foreman or supervisor: • Carries out a brief pre-loading check of the deck area • Liaises with the Chief Officer on shipside and stowage operations, and agreeing who is to do what between his/her stevedores and your deck crew • Ensures that his/her stevedores are aware of any special stowage requirements A vessel should be extra cautious in a port which does not have such procedures, and crew should be extra vigilant in monitoring the work of its stevedores’.
PRE-STOWAGE PREPARATIONS Before berthing, as well as the Chief Officer briefing the stevedores’ supervisor about the system of lashings s/he wants fitted to the new stows, s/he should also have pre-briefed his/her own deck crew so that they know what they should be looking out for while monitoring the work of the stevedores at that port. There can be overlap between the work of stevedores and the Deck Officer and crew. To avoid any misunderstandings or mistakes, the Chief Officer and stevedores’ supervisor should both know who is meant to be doing what. Stevedores or their supervisor need to be given clear instructions before stowage operations begin.
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3 TRAINING SESSION FOR OFFICERS As stevedores in bigger terminals may be working without a supervisor being nearby, it is the Chief Officer’s responsibility to ensure they carry out their duties correctly. It is important that s/he knows who ashore is responsible for them, so that s/he can quickly contact that person if anything is wrong with the way the stevedores are working.
DURING STOWAGE OPERATIONS The Chief Officer should make sure s/he and the deck crew are positioned so as to be able to see what is happening around them, and to watch that the stevedores are carrying out their stowage work safely and correctly, and are using the lashings and securing devices provided and not ‘rogue’ devices brought on board. All lashings should be checked, preferably before sailing or as soon as possible after. This is especially important at ports where standards of stevedoring are perhaps less rigorous.
STEVEDORES AND TWISTLOCKS Special care should be taken to ensure stevedores fit twistlocks so that their unlocking handles face the correct way, allowing easy access at the discharge port. Particular care should also be taken to ensure all four twistlocks fitted to a container engage first time, rather than only one being fully engaged. Similarly, when discharging, if the crane driver hits the container next to the one he is lifting it is possible that a disengaged twistlock may re-engage, so that a crane operator will then mistakenly lift a whole stack of containers rather than just the one on top, possibly causing a serious accident. Everyone on a deck needs to be especially alert when vertical tandem lifting (hoisting several containers in one lift) is taking place during discharge operations.
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3 TRAINING SESSION FOR OFFICERS KEYS TO GOOD STEVEDORE SUPERVISION • Before berthing, the Chief Officer should pre-brief his/her deck crew about the coming stowage operation, the port, its manpower, equipment and facilities – or lack of them - and what to watch out for regarding containers coming on board, stevedores’ work, and personal safety • On berthing, as well as consulting with the Port Planner on the stowage plan, the Chief Officer should contact the stevedores’ supervisor • After the stowage plan has been accepted, the Chief Officer and the stevedores’ supervisor should meet before stowage operations begin to agree how the work will be carried out • The Chief Officer should issue clear instructions to the supervisor about what is necessary during stowage operations, and what s/he expects the stevedores to do regarding lashing and securing arrangements • The deck crew should be familiar with the vessel’s lashings, securing devices and lashings systems so as to ensure stevedores carry out their duties efficiently
FURTHER TRAINING SUGGESTIONS
As well as the training practice suggested for officers in Section 2, also ask the group questions. Start a discussion using the following topics as examples: For example, do they know that Lloyd’s Register agrees the temptation to stack containers higher than the vessel’s lashings can cope with is a significant issue for many vessels, as cost-conscious owners seek to maximise the earning potential of each voyage? Ask: Is this a problem on your vessel? What can be done about it to increase safety? Modern containerships being built today, such as Maersk’s E class ships, will be able to carry nearly 15,000 TEU of containers on passages of perhaps 6,000 nautical miles. Ask: What new safety problems does this have for crews and for ensuring that the containers are safely stowed? Ship owners and charterers want stacking and discharging operations carried out ever more quickly. Port operators, too, want to reduce vessels’ dwell times. Many modern terminals can now load containers aboard a vessel every 10 or 20 seconds. With such fast loading and discharging, mistakes are easily made. Ask: What are the most likely mistakes that can occur, and how can officers and deck crew try to reduce the risk of them happening? What can officers do, and what can deck crew do?
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3 TRAINING SESSION FOR OFFICERS OTHER QUESTIONS AND DISCUSSION TOPICS 1
Where are the best and safest positions on deck to observe the condition of containers coming on board?
2
How might stows be effected by excessive rolling?
3
How can an officer check if s/he suspects that an unacceptable number of under-declared weight containers have been loaded aboard?
4
What causes a container to ‘rack’?
5
What is the best authority in determining the extent of the lashing systems on stacks?
6
Who is responsible for ensuring the safety of stowage on board your vessel?
7
What should be done if a seriously damaged container is observed being loaded aboard?
8
What should be done about late changes made to a stowage plan by the Terminal Planner?
9
Which aspects of the work being done by stevedores need to be checked?
10 How often should lashings be checked during a passage?
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4 TRAINING SESSION FOR DECK CREW 4.1 EXPLAINING THE TRAINING AND ITS PURPOSE Explain the broad objective of the training: • To make stows safer, so your vessel and crew will be safer • To safeguard other shipping from colliding with partially submerged containers • To safeguard the environment, as collapsing stows can cause pollution Explain the intended outcomes of the training and that they will be expected to become more vigilant in: • Identifying damaged or hazardous containers before they are stowed • Monitoring the work of stevedores during stowage operations • Checking lashings and securing devices after being fitted by stevedores • Checking lashings during the sea passage Explain the training session will take about 45 minutes, and that the agenda is: • Watching the video for 20 minutes • Understanding the importance of identifying damaged containers, monitoring stevedores and checking lashings • Discussing how they can contribute to better stowage safety • Agreeing improved procedures for making stows safer, and how to ensure those procedures become regular ‘standard practice’ procedures Explain that the video ‘When One Thing Leads To Another’ will show: • Stages in the preparation, handling and journey of a container. This will give them a better understanding of how containers and their cargoes are prepared and transported, often inappropriately • Problems they might experience with containers, such as dangerous cargoes, badly stowed cargoes, incorrect placarding, incorrectly declared weights, lashings incorrectly fitted by stevedores, incompatible twistlocks being used, and how a series of these mistakes can combine to cause a stow to collapse
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4 TRAINING SESSION FOR DECK CREW SHOWING AND DISCUSSING THE VIDEO Show the group the video through to the end. Afterwards, explain that the purpose of what they have seen was to show: • How a container can be mishandled and its cargo become hazardous • The marks, sounds or signs to watch out for as containers are being loaded and stowed which might indicate a container/its cargo is damaged or hazardous • What to watch out for as containers are being stowed by stevedores so as to be able to identify any mishandling and damage being done • How a container’s appearance or labelling might be misleading or inaccurate, so making its stow position a hazard to its stack, the vessel and its crew • Why they must check that lashings are secure before and during a passage Remind the group that this training is not just about following regulations regarding the safe stowage and securing of containers. It is equally about the importance of avoiding mechanically following ‘routine’ procedure. Rather, it is about being more alert during stowage operations so as to be able to identify anything which is wrong or dangerous, and to be vigilant that stows stay safe during each passage.
4.2 JOURNEY OF A CONTAINER Discuss the various stages in the video showing the journey of a container before it reaches the quayside. Discuss how it has been handled, and how that might affect the vessel’s safety once it is stowed on board.
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4 TRAINING SESSION FOR DECK CREW STOWING THE CARGO IN THE CONTAINER Cargoes are often packed inside containers by shippers who may not understand the violence of wind and waves in heavy weather and the effects on a ship and its cargo of containers. As a result, many packers do not stow cargoes securely enough in containers to withstand such forces. Mistakes include: • Not using the correct type of container, or using a damaged container • Not stowing the cargo correctly inside, so allowing it to move around; or not stacking the goods properly, risking damage and leakage • Failing to arrange the cargo so that it is balanced inside the container, both end-to-end and side-to-side • Incorrectly recording the weight of a container • Incorrectly documenting, mislabelling or mis-placarding the type of cargo inside
THE SHIPPER OR FREIGHT FORWARDER The shipper or freight forwarder might also take a few ‘shortcuts’ by: • Incorrectly recording the weight of a container • Incorrectly documenting, mis-labelling or mis-placarding the type of cargo inside, so allowing a dangerous cargo to be shipped without any of the special precautions. This special requirement may be needed with a potentially hazardous container, such as isolating it from other dangerous goods containers or crew quarters
DURING ROAD OR RAIL TRANSPORTATION Containers are often transported long distances to get to a seaport. They might be handled roughly, especially as they are lifted on and off trucks or trains. Before they get to the quayside, they can suffer damage by: • Getting knocked about or shaken • Having the cargoes come loose through shunting, acceleration and braking So even before a container arrives at the quayside there will have been many opportunities for it to be damaged. Crews need to be vigilant in looking out for signs of such damage.
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4 TRAINING SESSION FOR DECK CREW DANGEROUS GOODS CARGOES Misdeclaration or deficient packing of dangerous goods in containers has resulted in the loss of several large container vessels and injuries and death to seamen. Containers carrying dangerous goods are marked with special placards which indicate which class of dangerous goods are inside. Crew need to be vigilant that all dangerous goods containers coming on board are carefully handled and allocated the correct stowage position. Should crew suspect a dangerous goods container is being stowed in an inappropriate position the Deck Officer must be told.
WRONGLY DECLARED CONTAINER WEIGHTS Container stack weights are critical, because their overall weight guides the extent and system of lashing fitted to stacks. Shipping companies estimate that up to one-in-ten containers either weighs more than recorded on their documents, or less than recorded. Containers with wrongly declared weights can put a vessel in danger, especially if it encounters heavy weather which can cause extra loading to be placed on its lashings and securing systems, which they may not be capable of holding. Deck crew need to be vigilant that containers coming on board are safely stowed by stevedores. Should they suspect that a container is somehow not ‘right’ – for example, if it seems suspiciously heavy and is being handled with great difficulty by the stevedores and – even more worryingly – it is being placed at the top of a stack, they should inform the Deck Officer. It is always better to report something which appears ‘wrong’, even if it later turns out to be satisfactory, rather than to ignore something suspicious which later causes an accident.
4.3 DAMAGED CONTAINERS Structurally unsound containers can cause a stow to collapse. A severely damaged container should never be allowed to be loaded on board. It is important to try to identify severely damaged containers before they are stowed. As well as the possibilities of damage occurring to containers as they are transported to the quayside from wherever their cargoes were packed inside, the powerful container handling equipment used at ports, or possible mishandling by stevedores, who might not have been properly trained, can also damage containers. The most common form of damage is holes punched in the container’s roof panels, near its corners, by crane spreaders missing their target. If such holes go unnoticed then rain or seawater can seep in and ruin a cargo. A hole in a container can be even more serious if it is carrying a dangerous chemical cargo, which might react with water to form explosive gases. However, the biggest risk is from containers which have a damaged structural member, such as a buckled or weakened corner post, top rail, bottom rail, floor bearer or corner casting. A structurally damaged container can cause a stow to collapse. It has also been known for a badly stowed cargo to force a container’s doors or for sidewall panels to bulge out. This can be made worse by rolling and pitching during the passage. As a result, the container’s locking devices can break, allowing cargo to spill out.
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4 TRAINING SESSION FOR DECK CREW WHERE CONTAINERS CAN SUFFER DAMAGE
Corner posts- vulnerable to buckling damage caused by over-stowing of other containers Holes can allow water in, causing damage Corner castings are vulnerable to racking damage and excessive strain from twistlocks loading on top
Loose, heavy cargo can cause doors and panels to bulge out and break locks
Side & end panels can be damaged by over-heavy loading on top
Bottom side rail – vulnerable to damage by forklift trucks
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4 TRAINING SESSION FOR DECK CREW OBSERVING CONTAINERS AS THEY COME ON BOARD
At some of the world’s biggest and busiest terminals, containers can be loaded on board every 10 or 20 seconds. At this speed, especially on a dark and stormy night, it is impossible to visually check each container as they are being stowed. Nevertheless, deck crew should try to keep as close a watch as possible during stowage operations. Their vigilance can sometimes be rewarded by spotting an obviously damaged or hazardous container which might later contribute to a stow collapsing.
DANGERS ON DECK During fast-moving loading and stacking operations in a busy terminal, a container ship’s deck can be an extremely hazardous place, with constant potential for personal injury all around. Deck crew should always wear hard hats and fluorescent jackets and carry torches and radios during stowage operations. As containers are coming on board, deck crew should aim to: • Observe any obvious signs of serious damage to a container, such as extremely crushed or dented panels or corners, or where there is serious damage to part of its structural frame (corner posts, top and bottom rails and corner castings) • Observe any signs of leakage of fluid or any other material, or if there is a strong or bad smell coming from a container, or any indications of something else being wrong with its cargo, such as signs of smoke or fumes • Identify any container whose cargo was making a unusual noise as it was lifted on board and stowed, possibly indicating its contents are insecure and may be shifting (it will be difficult to hear such sounds above the noise of a working port, but crew need to keep all their senses alert) • Identify any container mishandled and possibly damaged by either the crane operator or stevedores
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4 TRAINING SESSION FOR DECK CREW Any such instances of a potential problem with a container must be immediately reported to the Deck Officer. Again, it is always better to report something which seems ‘wrong’, even if it later turns out to be satisfactory, rather than to ignore something suspicious which later causes an accident.
4.4 CHECKING LASHINGS AND SECURING DEVICES Badly fitted lashings can be a danger to the vessel and the safety of the crew. Deck crew must be vigilant that stevedores are carrying out their stowage duties efficiently. On occasions, it has been discovered after a vessel has sailed that lashings have been incorrectly fitted or wrongly tensioned, and it has even been known for a stack to be discovered without any lashings fitted! Checks need to be made while stevedores are working that everything is in good order. Should deck crew observe any incorrect or suspicious practices being carried out by stevedores, the matter should be reported immediately to the Deck Officer.
BEFORE SAILING Before sailing, and certainly before the ship reaches open sea, as many lashings and securing devices as possible should be checked: • Are all lashings in place and secure? • Are all twistlocks closed? • Are all lashings hand tight, and neither slack nor over-tight? • Are the refrigerated containers all connected and working properly? • Are there any signs of leaks, especially from dangerous goods containers? Checks should include making sure no ‘rogue’ or incompatible lashings have been used or brought on board from another vessel. Most of the vessel’s own lashings should have a colour-coding system showing how long each has been in use. A lashing without these colour markings might be a possible ‘rogue’. If one is discovered it should be reported and, if possible, replaced with one of the ship’s own devices. If it cannot be removed it should be noted and replaced when the container is discharged.
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4 TRAINING SESSION FOR DECK CREW If it is impossible to physically check every lashing either before or soon after sailing, then at least checks should be done on lashings and securing devices on: • The heaviest stacks • Outboard stacks • Exposed stacks, either fully or partially • Dangerous goods containers
BEWARE OF IMPROVISED LASHINGS Improvised or makeshift lashing devices should never be used, other than in an emergency and if there is no alternative. Improvised devices are potentially unsafe and can seriously jeopardise the stability of a stow. Stevedores and crew should always use certificated lashing devices of the type specified in the vessel’s CSM. The only possible exception might be in a sudden and extreme emergency, when temporary improvised lashings might have to be rigged.
FURTHER TRAINING SUGGESTIONS
As well as the training practices suggested for crew members in Sections 2.3 – 2.7, you should start a discussion by asking the group questions; use the following topics as examples: Explain to the trainees that collapsed stows and containers lost overboard are serious dangers to mariners. Crew members have been killed because of dangerous containers and collapsing stows. Ask: Might the prospect of a stow collapsing be a problem on your vessel? What can be done to help reduce the risk? Is there a risk at present? A container on the Hanjin Pennsylvania exploded, causing fire to spread to many parts of the vessel, killing two crew members and causing enormous damage to the ship and many of its 2,338 containers. On the Hyundai Fortune, an explosion amongst its cargo of containers blew 90 of them into the sea and caused a massive blaze throughout the ship, spreading into the crew accommodation. Ask: How would it affect them and the vessel if a container exploded, or if a stow collapsed and containers were lost overboard? Why is it important to check lashings and securing devices? How often should they be checked? How should they be checked? Explain that the costs of collapsed stows are enormous, and such accidents effect people at every level of the shipping industry. Depending on type, new containers can cost US$3,500, plus the cost of its cargo. The average value of a container and its cargo is about $50,000. A container of chilled meat or frozen shellfish might be worth up to $75,000. Other food and temperature-controlled container cargoes such as electronic items, computer chips or medical supplies can be valued at several million dollars. Ask: How might the cost of so many lost container cargoes affect them? Does it affect them?
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4 TRAINING SESSION FOR DECK CREW FURTHER QUESTIONS AND DISCUSSION TOPICS 1
During the journey of a container, from the packer who stows its cargo inside to it being stacked aboard a vessel, when is it most likely to be damaged?
2
If there is uncertainty about the condition or safety of a container, when is the best time to investigate it and decide what to do?
3
How can you identify a container carrying a dangerous cargo?
4
What is the most common form of serious damage a container might receive?
5
What sort of damage should a crew member be looking for on a container coming on board?
6
How tight should lashings be?
7
What should a crew member do if s/he sees a container being loaded on board which has fluid leaking out of it?
8
On a very large container vessel, which stacks and containers should be the first priority to have their lashings checked?
9
If a crew member is inspecting unused lashings and finds one which is corroded but still usable, what should s/he do?
10 How can you tell if a twistlock is right-handed or left-handed?
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5 FEEDER VESSELS Feeder vessels, whose average sizes usually range from 690 TEU for multi-cargo vessels, up to 1,200 TEU for dedicated container feeders, account for 20% of the world’s container fleet. While deep sea containerships might carry half their containers on deck, feeder vessels often have most of their containers on deck. As well as being subject to similar stowage problems as larger container vessels, feeder re-stowage operations for short sea passages can have their own problems and challenges. As deep sea containerships get bigger, feeders are also getting bigger and taking on bigger cargoes of containers, with up to six tiers on deck.
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5 FEEDER VESSELS 5.1 STOWAGE OPERATIONS LOADING AND DISCHARGING Stowing arrangements for containers on board a smaller, short sea feeder container vessel are often determined by its own officers and carried out by its own crew, sometimes with the assistance of port workers in smaller ports. Officers on a feeder vessel need to be especially familiar with the weights, cargoes and destinations of containers being transferred to their ship, and need to be even more vigilant about stowing and lashing arrangements. To complicate matters, feeder vessels usually do not have a general cargo manifest to work from. Although few feeder vessels have loading computers or manifests, this lack of technology and documentation can sometimes be of benefit. Manually organising container transfers requires more careful planning of the positioning of containers coming on board, and closer attention to stowage activities as they take place.
SLACK STANDARDS – AND LASHINGS? Small feeder vessels are often considered to employ less stringent stowage standards, and to be less concerned about using non-standard and less well-maintained loading and securing equipment. Feeder vessels are also thought to be less concerned about having the correct lashing and securing devices specified in their Cargo Securing Manual. Doubts are sometimes also expressed about how up to date and accurate feeder vessels’ manuals might be. Also, their crews might not have been fully trained in the correct use of whatever securing devices are available on board, or on fitting the lashing arrangements specified in their CSM, if it is used.
DANGERS OF ROLLING Lashing systems are generally designed to safely secure containers in rolls up to 30°. Feeders with heavy containers in their holds and high stacks of lighter containers on deck may have a rolling period of less than 8 seconds, and at angles of more than 30°. This can cause high accelerations and stress on the containers on deck and the cargoes inside, especially for the containers on the top tiers. Lashings will slacken under such circumstances. These conditions create high risks of a stow collapsing.
5.2 PROBLEMS OF SHORT SEA PASSAGES Mistakes and ‘shortcuts’ with stowage arrangements can be made just as easily on short sea feeder ships – perhaps even more so - as on larger, deep sea vessels. Even on short sea routes, feeders can face the hazards caused by heavy weather and extreme sea conditions. On short coastal passages, there is sometimes the temptation not to bother fitting all the necessary lashings; instead, there is sometimes the attitude that fitting a few twistlocks, which the crew can do easily and quickly, will be sufficiently safe for such a short voyage. Many feeder vessels have experienced the disastrous results of such dangerous ‘shortcuts’ in using inadequate lashings, which have resulted in stows collapsing when the vessel unexpectedly encounters heavy weather, even when not in deep seas.
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5 FEEDER VESSELS CREW FATIGUE Feeder vessels usually have very small crews, and so crew fatigue can be a special problem. Due to growing demand for shorter turnarounds, becoming prevalent at even the many smaller ports at which they call, feeders can be subject to the same time and schedule pressures as bigger container ships, encouraged by owners and port authorities to complete stowage quickly and sail on. This inevitably places greater workloads and strain on their much smaller crews.
TRAINING SUGGESTION
Describe how a stow collapsed on a feeder because of inadequate lashings, crew fatigue and unexpectedly heavy seas When the feeder vessel Annabella encountered heavy weather in the Baltic, a stack of seven 30-foot containers collapsed, including tanktainers containing industrial gases. The vessel had to be isolated in harbour until the damaged boxes were removed. Although the Annabella had a loading computer, accident investigators discovered: • Maximum allowable stack weight had been exceeded and the stow which collapsed had no lashings fitted • The ship’s managers failed to appreciate the pressure on the crew from the vessel’s tight schedule, and its Chief Officer had not been properly rested • Rolling and pitching in heavy weather, weak containers, and no lashing bars – all combined to cause vertical compression and racking forces, resulting in the stow collapsing Ask the question: do any such circumstances relate to how our vessel operates?
FEEDER FLEET NEEDS BETTER STOWAGE STANDARDS Feeder vessels carry 65 million TEU each year, 9% of the world’s container ship capacity. They are a significant part of the maritime container industry. Officers and crews of feeder vessels need to be just as vigilant, sometimes even more so, as their counterparts aboard bigger deep sea containerships. As demonstrated from the case of the Annabella, owners, operators and officers of feeders should ensure their vessels have: • Up to date stowage technology • The skills and operators on board able to use it • Up to date CSM • Lashing and securing equipment specified in the Manual • Systems which ensure the loading technology and CSM are consistently and correctly used
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APPENDICES APPENDIX 1: DANGEROUS GOODS CARGOES The safe carriage of dangerous goods by sea must be carried out in accordance with the International Maritime Organization’s (IMO) International Maritime Dangerous Goods (IMDG) Code. This is based on UN recommendations and, under the SOLAS convention, is observed by over 150 countries and virtually every vessel. The published code sets out details of cargoes considered to be dangerous, along with requirements on their segregation, stowage and temperature control. Each type of cargo has a unique UN identifying number, an alphabetical index, and its own code page number, allowing a quick and easy reference for anyone to find out more about the nature and carriage requirements of a particular cargo.
MAIN CATEGORIES/CLASSES OF HAZARDOUS/DANGEROUS GOODS 1 Explosives 2 Gases 3 Flammable liquids 4 Solids 5 Oxidising substances and organic peroxides 6 Toxic and infectious substances 7 Radioactive material 8 Corrosive substances 9 Miscellaneous
SHIPPER’S RESPONSIBILITY The shipper of any IMDG cargo must: • Properly package and label the cargo • Stow and secure it correctly inside the container (with some restrictions on the quantities of certain goods that can be shipped) • Ensure proper segregation of goods inside the container • Provide the carrier with a signed declaration containing details of the cargo, including its UN and IMDG Code numbers, and container packing certificate • Accurately placard, mark and sign the container
SHIP’S RESPONSIBILITY A ship carrying an IMDG cargo must: • Stow it in accordance with a stowage plan that meets the code’s requirements throughout the voyage • Ensure the cargo is transported according to the conditions laid out in the code.
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APPENDICES APPENDIX 2: CREW PRE-DOCKING BRIEFING Some vessels have a routine of briefing crew members involved in loading and stowage operations just before berthing. Carried out properly by the Duty or Deck Officer, and adjusted to include specific information about the approaching port, its working practices, the efficiency of its stevedores and shore staff, and its security measures, such as a briefing, can be a valuable practice for increasing the vigilance and safety-consciousness of the crew during the coming stowage operations.
Briefing to be given by a Chief or Senior Officer to Junior Officers, Bosun and deck crew at sea prior to arrival in a major container terminal KEY POINTS 1 Personal safety on deck while in port 2 Security and safety arrangements at the gangway and around ship (with the gangway placed out of reach of the quayside crane) 3 Moorings 4 The Port/Terminal • Berth • Duration • Port loading facilities • Stevedoring standards • Other factors 5 Planning for cargo operations: • CSM: familiarisation, key points to watch • IMDG Code and related safety procedures • Discharge and loading plan, if known at this stage • Making sure lashings and securing devices are ready, and any defective equipment marked as such and stowed away • Special instructions 6 Who will be doing what: • Master (dealing with agent, port state officers, etc.) • Engineers (engine repairs, stores, etc.) • Chief Officer (liaising with stevedores/supervisor and checking stowage plan) • Second Officer (observing cargo operations and planning next passage) • Third Officer (observing cargo operations, and ensuring ‘watch below’ is preparing for sea watch after sailing) • Bosun (supervising deck crew, loading, stacking and discharge operations) • Deck crew members (assisting bosun, gangway watch, tending moorings, monitoring containers coming on board, monitoring stevedores, etc.)
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APPENDICES 7 Who will be stationed where: • Master: bridge • Chief Officer: forward deck • Deck Officer: after deck • Deck crew: positions as allocated 8 What everyone should watch out for, and bring to the notice of the Chief Officer: • Leaking or damaged containers • Very heavy or unevenly loaded containers • Unsafe or unsatisfactory work by stevedores • Possible security breaches • Fire or other hazards • Slip or fall hazards or breaches of safety regulations
REMEMBER
The Master is responsible for the safety of the ship, its operation and its crew. We are their eyes and ears!
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APPENDICES APPENDIX 3: ALLOWABLE FORCES ON CONTAINERS
ISO 1496-1:1984 (in tonnes) 20 foot 40 foot
ISO 1496-1:1990 (in tonnes) 20 foot 40 foot
Horizontal force from lashing on container acting parallel to its side panel
15
15
15
15
Horizontal force from lashing on container acting parallel to its end face
22.5
22.5
22.5
22.5
Vertical force from lashing acting either parallel to its side panel or end face
30
30
30
30
Racking force on container’s end
15
15
15
15
Racking force on container’s side
10
10
10
10
Vertical tension force at each top corner
15
15
25
25
Vertical tension force at each bottom corner
20
20
25
25
2.25R
2.25R
86.4
86.4
Transverse forces, tension or compression, acting at, and parallel to, the top face
22.5
34
34
34
Transverse forces, tension or compression, acting at, and parallel to, the bottom face
35
50
50
50
Vertical compression force at each corner post
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APPENDICES APPENDIX 4: MIXED STOWAGE OF 40 AND 45 FOOT CONTAINERS
Supported at 45 foot position with 45 foot containers above Test load 96,000 kg for each corner post, equivalent to 8 containers stacked above with approximately 80% loaded to 34,000 kg each
Supported at 45 foot position with 40 foot containers above
Supported at 40 foot position with 40 foot containers above Test load 41,150 kg for each corner post, equivalent to 3 containers stacked above with maximum gross mass of 34,000 kg each
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APPENDICES
Supported at 40 foot position with 45 foot containers above Test load 27,430 kg for each corner post, equivalent to 2 containers stacked above with maximum gross mass of 34,000 kg each The strength of 45 foot containers reduces as you move in from the extreme ends, and whether 40 or 45 foot containers are being stowed above.
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FURTHER INFORMATION FURTHER READING IICL Guide for Container Equipment Inspection IMO Cargo Safety and Securing Guidelines IMO Code of Safe Practice for Cargo Stowage and Securing (the CSS Code) IMO The Transport of Dangerous Goods : A Short Guide to the International Regulations International Maritime Dangerous Goods (IMDG) Code
INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLETS No. 3 The International Maritime Dangerous Goods (IMDG) Code No. 8 Safe Working on Container Ships No. 11 The International Convention for Safe Containers (CSC) No. 19 Safe Handling of Interlocked Flats No. 21 Stow it Right!
RESEARCH PAPERS No. 1 Semi-Automatic Twistlocks No. 4 Container Top Safety, Lashing and Other Related Matters BS 5073: 1982. Stowage of Goods in Freight Containers IMO/ILO/UNECE: Guidelines for Packing Cargo in Freight Containers ISO 3874: Series 1 Freight containers - Handling and Securing Lloyd’s Register A Master’s Guide to Container Securing
VIDEOTEL PRODUCTIONS Safe Cargo Stowage and Securing, Code 747 Personal Safety on Container Ships, Code 560 Portable Tanks and Tank Containers, Code 314 Reefer Container Operations, Code 481 Safe Packing and Securing of Cargo in Freight Containers and Vehicles, Code 315 Successful Reefer Container Operations, Code 788 Working Aloft on Container Ships, Code 687
USEFUL WEBSITES www.imo.org – the IMO has a large range of publications on almost every aspect of containers and the transportation of Dangerous Goods cargoes www.containerhandbuch.de – a handbook on handling containers www.delmasuk.com – provides a description of different type
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p r o d u c t i o n s 84 NEWMAN STREET, LONDON W1T 3EU TELEPHONE +44(0)20 7299 1800 FACSIMILE +44(0)20 7299 1818 E-MAIL
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