Planning Container Stowage
Safe Container Lashing Checks After Cargo
Completion
Care of Containers at Sea
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Planning Container Stowage
As a deck officer on ship, the main responsibilities are safe navigation of the ship and safe cargo handling and stowage. As the rank or responsibility of the deck officer rises, the cargo handling and storage knowledge are must for a competent deck officer for the safety of the ship’s property and personnel.
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In a container ship, a stowage plan is prepared as per the container to be discharged and loaded on a
particular port along with the condition of the tank, i.e. mass
carried by a ship other than cargo.
This is done to maintain the stability of the ship at all
times. Chief Officer of the vessel is responsible for safe and secure
stowage of the cargo on ships.
Securing Containers
Container ship ready to sail
Objectives when cargo is stowed in the ship –
• To protect the ship
• To protect the cargo
• To obtain the maximum use of the available capacity of the ship
• To provide for rapid and systematic discharging and loading
• To provide for the safety of crew and shore men at all times Points to remember when loading cargo container on ships:
• Loading conditions must be calculated for intact stability, shearing force, bending moment, torsion moment, trim and draft etc.
• Torsion moment, bending moment and shear force values must not exceed 100% at any time
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• Over stowage should be avoided and cargo planning to be done as per the latest cargo, i.e. cargo for a later port should not be placed over that of an earlier port
• The IMO visibility line should be taken care of when planning the stowage of containers on deck
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Container Stack Height Not to Hinder Bridge Visibility
• The stowage of IMDG containers to be done as per ships
• Document of compliance with the special requirements for ships carrying dangerous goods
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IMDG Cargo
• The GM value is affected (increases/decreases) through stowing light containers on top of heavy containers respectively and vice-versa
• GM is also known as Metacentric height, which is the distance between the centre of gravity of the ship and its metacentre. The GM is responsible for deciding the stability factor of the vessel
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• In a low GM situation, light containers should be stowed on top
• However, usually, the GM values for the ship are high and stowing light containers on top of heavy ones will only increase GM leading to a “stiff”
ship with short rolling periods, which increases the stresses on the lashing
• In this situation, it is preferable for the heavy containers to be loaded on top but with due regard to lashing stresses and staking weight
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Loading Containers on Port
Out of Gauge or OOG Containers:
• OOG containers are the ones for which standard lashing equipment and procedures cannot be applied
• OOG should not be stored in outboard rows in order to prevent the OOG cargo from falling overboard if lashings break
• Stowage of OOG on deck in the foremost bay is never permitted. If possible, stowage of OOG on deck of the second most forward bay also to be avoided;
the main thing is to check the lashing of the OOG cargo as the stevedores lash them after loading
• The OOG cargo should be secured properly, and it should be ensured that the OOG cargo won’t shift or break loose
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Container Lashing
The estimated value of the world’s sea-borne trade for the container shipping
industry is about 52 %, which is highest among all other types of trading means.
Container or liner trade is one of the fastest and most accessible modes of transporting cargo.
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With an increase in size and technology in the shipping
industry, the container ship is now able to carry more than 15000
containers, with around 8 or more containers stacks lashed together to form of long series.
Stevedores are dock workers who assist the ship’s crew in loading and unloading of cargo when the
container ship is at the port. Lashing Container - Wikimedia / Danny Cornelissen
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Cargo operation on container ships requires specialised knowledge and skills to operate loading equipment and proper techniques for lifting and stowing cargo.
Stevedores are sent on board ships to ensure proper lashing and to secure cargo containers.
However, the cargo operation on container ships involves several complexities, and thus proper planning should be done to prepare a container ship for loading such cargo. It is the responsibility of the vessel to prevent any injuries to
stevedores and to eliminate the potential danger from the working environment.
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Checking Lashing
What is Container Lashing?
When a container is loaded over ships, it is secured to the ship’s structure, and the container placed below it utilizing lashing rods, turnbuckles, twist-locks etc.
This prevents the containers to move from their places or fall off in to the sea during rough weather or heavy winds.
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Stevedore doing Container Lashing
Who Does the Container Lashing?
Usually, Stevedores are responsible for lashing and de-lashing jobs in port.
However, due to less port stay and constraint of time, deck crew is also responsible for this operation.
Before the arrival of the port, ship’s crew normally de-lashes the container so that time can be saved in the port and the containers can be discharged
immediately after berthing.
The container lashing is regularly checked by the ship’s crew to avoid any accidents due to improper lashing.
Important points to be noted for safe lashing and de-lashing operation:
• The ship’s crew involved in cargo operation must be aware of all critical points for safe container lashing
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• Wear all the required personal protective equipment (PPE) such as a reflective vest, steel toe shoes, hard helmet, gloves etc.
• Stretch and warm up your muscles before working as it is a strenuous physical job
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PPE with Reflective Vest
• Try using back support belt and always use your knee to lift
• Be cautious while walking around the ship as the ship structure can be a tripping hazard
• Be careful from slip, trip and fall while boarding or leaving ship from gangway with carrying loads like a rod, clits etc.
• Do not walk under a suspended load, i.e. gantry, hanging container etc.
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Suspended Load
• Work platform, railings, steps, and catwalks must be inspected before the starting of operations
• All manhole cover or booby hatches to be closed while lashing
• Be careful while walking over the rods and twist locks while working.
Always keep the lashing equipment in their assigned place or side of the walking path
• Understand the plan and order of lashing and unlashing
• Beware of trip hazard due to reefer container power cord
• Do not touch any electrical equipment or power cord until it is instructed that it is safe to work on
• All the lashing and other materials must be removed and secured from the top of the hatch cover prior to the removal of the same
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• The reefer containers require extra attention and coordination for plugging and unplugging when loading or unloading is carried out
• Be careful of fall hazard when lashing outside container on the hatch cover or pedestal
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Reefer Container Planning
• Ship’s crew members must also help in eliminating potential dangers in the working environment by informing the duty officer on noticing any
obstruction or oil, grease, or other slippery material on the working floor
• Fall arrester or safety harness must be used by workers when operating aloft
• Always be at a safe distance from co-workers during lashing or unlashing containers as the long rods can be hazardous if not handled properly
• It is a standard practice not to lash or unlash any closer than at least 3 containers widths away from other co-workers
• Always work in pair when handling rods and turnbuckles
• Always walk the bars up, slide them down and control the rods at all times
• Do not leave or throw the rod or other equipment until you are sure that it is safe to do so, and no one is around the vicinity
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• Do not lose a turnbuckle and leave the rods hanging. When securing a rod, turnbuckle must be tightened right away
• Before the cargo operation begins, the chief officer must inspect working areas and cargo handling equipment to ensure the safety of the ship’s
personnel and stevedores. The results of the inspection are noted in the deck logbook
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Chief Officer Inspecting Cargo Operation
• Always report defective lashing gear, broken ship’s railing, or any other inadequate structure or system involved in the operation to the concerned person or ship’s staff
• Working areas must be checked for any slippery matter and obstructions.
They must also be structurally sound and well lit before the cargo operation begins and stevedores come on board ship
• Before the cargo operation starts, the chief officer would request the stevedoring operation incharge to sign the “Stevedore Accident Notice Request Form”
• The duty officer must take continuous rounds to monitor the cargo handling operation and to warn stevedores against potential dangers
• He/she should also check if the lashing is done correctly to ensure the safety of the cargo containers when the ship is at sea
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If the duty officers find out about any unsafe working method undertaken by the stevedores, he/she should ask the responsible stevedoring person to sign a
statement for carrying out such unsafe practices. The duty officer must also take all steps possible to prevent injury to personnel and also stay prepared for any unfortunate incident.
Once the cargo handling procedure is complete, the chief officer of the ship would prepare a “Stevedore no injury” report and have the responsible
stevedoring person sign the same.
Several container lashing incidents have taken lives of seafarers in the past.
Handing cargo containers is not an easy job and needs adequate safe practices to carry it out safely and adequately.
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Checks After Cargo operation
Cargo operation on a container vessel is an extensive activity that demands deck officers to simultaneously handle different tasks and keep a check on numerous other things. This puts a lot of pressure on the officers, especially during the
cargo completion time, as more than often it’s not easy to keep up with the pace of the numerous happenings.
In some cases, this makes way to forgetting important things that need to be
checked, which can lead to severe consequences. Cargo completion time is quite challenging for deck officers and requires exacting attention to handle the
situation efficiently to avoid such unfortunate omissions.
Ship’s Draft:
The draft is the most important thing to be checked and reassured after cargo completion. The duty officer should make a proper visual check of the draft.
The draft obtained should be compared with the expected departure draft and of
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course, should closely match the same. If the actual draft deviates too much
from the scheduled departure draft, it should be brought into the attention of the chief mate.
Unless required otherwise, the vessel should preferably be on even keel.
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Forward Draft of the Ship
Cargo Lashings
Lashings need to be thoroughly checked, which includes:
• Checking the lashing bar – turnbuckle unit
• Checking of twist locks
• Checking of hatch cover pins/cleats, which has to be in a closed position
• Checking of lashing of Out of Gauge cargo, if any
Any missing lashing units or twist locks should be notified to the lashing foreman and should be fixed before the termination of cargo operations.
It is always a good practice to check the lashings as soon as the cargo operations are completed on any particular bay. This helps to avoid the unnecessary rush to complete the lashing checks by the time of cargo completion.
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Housekeeping
• As shore stevedores handle lashing gears, there is a fair chance of finding
misplaced twist locks and lashing rods on deck, lashing bridges and catwalks
• This calls for the need of proper housekeeping once the cargo operations are terminated
• Deck officers can ask the help of deck crew to make sure that there is no loose objects and lashing gears randomly thrown on deck, and they should secure
the same
• The securing of cargo gear, lifting gear equipment such as cranes should also be done
Stowage Plan
It is the responsibility of the duty officer to ensure that the loading and
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discharging of containers are done strictly according to the pre-advised loading/
discharge plans.
Special attention should be given to IMDG containers and Reefers. Any loading or discharge of containers not complying with the stowage plan should be noted down and brought to the attention of the Chief mate and the Planner. Re-
stowing of containers should also be cross-checked with the pre-advised re-stow plans.
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Loading Plan- Wikimedia / W.carter
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IMDG and Reefer Containers
IMDG containers should be checked and documented with great care:
• Ensure that IMO Class and HAZMAT stickers are present on all visible sides of the container
• Ensure that the containers are positioned as per the loading plan
• IMDG spotting plans, manifests and other documentation should be done before departure
• Fire plans should be updated with the final IMDG spotting plans during the port stay
Reefers contain very sensitive cargoes, which demands great attention and care:
• The reefers loaded onboard should be plugged in and connected as soon as possible
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• All reefers loaded onboard should be checked. A proper cross-check concerning the reefer manifest should be done
• The set points of the reefers, electrical connections, terminals, water hose connections should be carefully checked
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Reefer Container Operating Panel
• The reefers loaded onboard should be plugged in and connected as soon as possible
• The electrician onboard is the person responsible for the maintenance of the reefers; hence, duty officers should make use of his guidance when handling reefers
• Any troubleshooting of reefers should be immediately notified to the cargo planner, and a shore technician should fix the same. Faulty reefers should be rejected from being loaded onboard
Checklists and Log Books
The ship’s logbook has to be updated with the latest status of cargo operations from time to time. During cargo completion, a) the time of cargo completion b) time when lashings are completed c) the time when stevedores are off should be noted down. Additionally, the vessels final draft reading should also be entered in the logbook along with other essential data.
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There are also various checklists to be examined and completed after the
termination of cargo operations. Such lists include vital factors that need to be ensured and then documented. This again is the responsibility of the duty
officer.
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Ship Officer Completing the Checklist
Navigation Bridge Visibility
Visibility from the conning position of the wheelhouse shall conform to the IMO regulations. Chapter V – Regulation 22 of SOLAS clearly defines the visibility requirements of the vessel from the bridge. Although the visibility
criteria are taken into account while planning the stowage, it is the responsibility of the deck officer to reassure the same after cargo completion. Modern storage and loading software have the inbuilt feature of the IMO visibility criteria, and the users will be notified if it is exceeded.
ISPS Security Rounds
The vessel is required to conduct an ISPS security check for stowaways, any suspicious packages, or contraband items as soon as the cargo operations are
completed and the shore stevedores are off the vessel. Although the ship will be complying with the security measures as per the ISPS Code during its port stay, it is imperative to carry out a vessel search prior departure.
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The intensity of the search will depend upon the vessel’s and the port’s security level. Duty officer must have good knowledge about the ISPS Security levels and the measures expected in each level..
Informing Pilots, Agents and Port Control
As the cargo operations are completed and the vessel is anticipating departure, the pilots and company agents are expected to board the ship. It is a good
practice to foresee the cargo completion time and contact the pilots, agents accordingly before cargo completion. This will avoid unnecessary delays.
While contacting the pilot, the expected time of pilot boarding should be enquired, and the vessel and crew should be ready for the same. Company agents are required to come onboard after cargo completion to exchange any
necessary documents with the Master or Chief mate and to finish with the vessel for the port.
If the vessel is required to establish communication with the port control prior departure, it should be done relatively soon after the cargo operations.
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Gearbox
Gearboxes are open bins that are kept on top of flat racks. They contain the lashing gear units such as twist locks, mid locks and stackers. Gearboxes are loaded back onboard from the pier generally after the completion of all
container units, making it the last move of the port stay. The position of the gearboxes to be loaded should be informed to the cargo foreman well in
advance from the time of cargo completion.
When choosing such positions, keep in mind that the best preferable position will be the centre pontoon of the hatches as loading on the extreme ship side pontoons are not suitable. If practical, all the gearboxes should be loaded
together in one bay. Once loaded, the duty officer must visually examine and confirm the position of the gearboxes and the same should be logged down.
As we have already stated in the beginning that cargo completion is a very
critical time, we assume that keeping in mind these points can make the whole process fairly smoother and easier for the deck officers.
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Care of Containers at Sea
On container ships, cargo is carried in standardised containers, which are placed one over the other and secured using lashing. While at sea, the ship is subjected to heavy rolling and pitching, which can disturb not only the cargo but also
upset the stability of the ship. Parametric rolling – a unique phenomenon on container ships, must be carefully dealt with to ensure the safety of cargo
containers at sea.
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Keeping a watch on the loaded cargo containers, when the
container ship is sailing, is as equally important as preparing a container ship for loading
cargo. Also, officers must know all the essential
equipment tools which are used to handle cargo on container ships.
Broken Lashing at Sea Due to Rough weather