Chain Register

Chain register (called: form-99)
(REGISTER OF SHIPS LIFTING APPLIANCES AND CARGO HANDLING GEAR)

It should have,
Name of Ship /Official Number /Call Sign Port of Registry Name of
Owner/Register Number/ Date of Issue /Issued by /Signature and Stamp.
The tests, examinations and inspections indicated in this Register are based on
the requirements of the ILO Convention No. 152 and Recommendation No. 160.
They are intended to ensure that ships lifting appliances are initially certified
by a competent person and to establish periodically that they continue to be in
safe working order to the satisfaction of a competent person acceptable to the
competent authority.
A Register of Lifting appliances and items of loose gear shall be kept in a form
prescribed by the competent authority, account being taken of this model
recommended by the International Labour Office. This Register and related
Certificates shall be kept and be available to any person authorised by the
competent authority. The Register and Certificates for gear currently aboard the
ship shall be preserved for at least five years after the date of the last entry.
It is divided into 4 parts,
The certification forms to be used in conjunction with this Register (Form No.
1) are as follows:
Form No. 2 Certificate of test and thorough examination of lifting appliances.
Form No. 2 (U) Certificate of test and thorough examination of derricks used
in union purchase.Form
No. 3 Certificate of test and thorough examination of loose gear.
Form No. 4 Certificate of test and thorough examination of wire rope.
Definitions
(a) The term competent authority means a minister, government department
or other authority empowered to issue regulations, orders or other instructions
having the force of law.
(b) The term competent person means a person possessing the knowledge and
experience required for the performance of thorough examinations and tests of
lifting appliances and loose gear and who is acceptable to the competent
authority.
(c) The term responsible person means a person appointed by the master of
the ship or the owner of the gear to be responsible for the performance of
inspections and has sufficient knowledge and experience to undertake such
inspections.
(d) The term thorough examination means a detailed visual examination by a
competent person, supplemented if necessary by other suitable means or
measures in order to arrive at a reliable conclusion as to the safety of the lifting
appliance or item of loose gear examined.
(e) The term inspection means a visual inspection carried out by a
responsible person to decided whether, so far as can be ascertained in such
manner, the loose gear or sling is safe for continued use.
(f) The term lifting appliance covers all stationary or mobile cargo-handling
appliances used on board ship for suspending, raising or lowering loads or
moving them from one position to another while suspended or supported.
Cargo Securing Manual

It is a mandatory requirement under SOLAS that a Cargo Securing Manual,
which has been approved by the administration, is provided on board. The
purpose of a Cargo Securing Manual is to set out the standards for cargo
securing devices used on board bearing in mind the type of cargo, the
characteristics of the ship and sea conditions that a ship might encounter. The
manual should be easy to use and must contain information and guidance
applicable to the ship for which the manual was drawn up; the idea being that
all of the information in the ships manual should be of use to those on board
and information that relates to cargoes that are not carried should not be
included in the manual. For example, details of cell guides and the carriage of
containers need not be included within the manual for a logger and details of
the carriage of logs need not be included in the manual designed for a cellular
container ship. The information given in the manual should follow the layout
described in the Guidelines, using the headings and sub-headings in the order,
and should contain the necessary information specific to the ship. All Cargo
Securing Manuals will therefore be in the same format, so that seafarers will
become used to that format and will be able to use the manual on any ship
efficiently. After the manual has been prepared by, or on behalf of, the ship
operator, it must be approved by the administration of the flag state. The
Guidelines set out the format that must be followed in the preparation of all
manuals. The manual will be divided into four chapters and appendices.
The booklet (Guidelines for the Preparation of the Cargo Securing Manual) was
published by IMO in 1997 to show how a manual should be arranged and what
it should contain.
1. The information contained in this Cargo Securing Manual, required in
accordance with the 1994 amendments to the International Convention for the
Safety of Life at Sea, 1974 (SOLAS) VI/5.6 and VII/6.6, is in an approved form
in accordance with the Guidelines for the Preparation of the Cargo Securing
Manual, MSC/Circ.745.
2. The purpose of this manual is to provide guidance to the Master and crew on
board the vessel with respect to the proper stowage and securing of cargo
units.
3. It is the Masters responsibility to ensure that cargo units are at all times
stowed and secured in an efficient manner, taking into account the prevailing
conditions and the general principals of safe stowage set out in this Manual,
and that the securing equipment and timber used are adequate for the
loadings calculated in accordance with this Manual.
4. The Manual should be kept on board the vessel for inspection by Port/Flag
State inspectors, Classification Society Surveyors and other interested parties.
5. The information contained in or appended to this manual should be
regularly reviewed and updated. With the exception of the lists of portable
cargo securing devices where equipment is replaced with new equipment of an
identical type, amendments should not be made to this Manual without the
prior consent issuing Authority.
As from 1 January 1998, it is a mandatory regulation for all vessels, other than
exempted vessels such as dedicated bulk solid, bulk liquid, and gas carrying
vessels, to have onboard an approved and up-to-date cargo securing manual.
Some administrations may exempt certain cargo-carrying ships of less than
500 gross tons and certain very specialised ships, but such exemption should
not be assumed in the absence of a formal exemption certificate.
MODEL MANUAL FOR GENERAL CARGO/CONTAINER VESSEL
1 Contents
1. Contents
2. General
2.1 Ship Data
2.2 Definitions
2.3 General Information
2.4 Principal sources of danger
3. Securing Devices and Arrangements
3.1 Specification of Fixed Cargo Securing Devices.
3.2 Specification of Portable Cargo Securing Devices
3.3 Inspection and Maintenance Schemes
4 Stowage and Securing of cargo
4.1 Handling and safety instructions
4.1.1 General principles of cargo securing
4.1.2 Safe handling of cargo securing devices
4.1.3 Evaluation of forces acting on cargo units
4.1.4 Forces acting on typical cargo units
4.1.5 Calculation of forces in semi- and non-standardised lashing
arrangements
4.1.5.1 MSLs for different securing devices
4.1.5.2 Safety factor
4.1.5.3 Simplified method Rule of thumb
4.1.5.4 Ship Specific Example based on Alternative Method using IMO

LASCHONTM
4.1.5.5 Ship Specific Accelerations from IMO LASCHONTM
4.2 Application of portable securing devices
5 Supplementary Requirements for General Cargo/Container vessel
5.1 Bulk Carriers
5.1.1 Extracts from various Timber Deck Codes
5.2 Container Carriers
5.2.1 Handling and Safety Instructions
5.2.2 Stowage and Securing Instructions
5.2.2.1 Stowage and Securing Plan (not included in this model manual) 37
Appendix I Log for maintenance of cargo securing equipment
Appendix II Manual procedure for calculation of lashings
Appendix III Applicable Annexes from the CSS Code
ANNEX 6 Safe stowage and securing of coiled sheet steel
ANNEX 7 Safe stowage and securing of heavy metal products
ANNEX 8 Safe stowage and securing of anchor chains
ANNEX 9 Safe stowage and securing of metal scrap in bulk
ANNEX 11 General guidelines for the under-deck stowage of logs
ANNEX 12 Safe stowing and securing of unit loads
Appendix IV LASHCONTM IMO USER GUIDE
1 General
1.1 Introduction
1.2 System requirements 1.3 User requirements
2. User guide
2.1 Input sequence

2.2 Input data
2.3 Calculation methods
2.4 Special features of Lashcon IMO
2.5 Program assumptions Appendix V Certification for fixed cargo securing
devices
Appendix VI Certification for portable cargo securing devices.
Capacity plan
The capacity plan shows a longitudinal and transverse profile of the vessel, and
diagrams of load lines as well as the principal particulars, such as:
Gross tonnage/ net register tonnage/ deadweight capacity on winter,

summer and tropical load line.
Deadweight and displacement scale on varying draught, this scale
also shows the moment to change trim 1 cm and the TPC for each
draught.
A diagram with measurements of winter, summer, tropical and fresh
water load lines with a diagram of the position of the deck line; this is
usually placed alongside the deadweight and displacement scale so
that the deadweight or displacement can be found for any load line at
a glance
Grain and bale capacity of all cargo spaces in cubic feet or cubic
metres and the position of the center of gravity of the space.
Capacity in cubic metres and tonnes of double bottom tanks,
peaktanks, deeptanks and fuel tanks and the positions of the centre
of gravity of these spaces
Capacity of all stores and refrigerating chambers.
Ventilation System
What is Shipboard Ventilation?
It is defined as the circulation of air around a space to clean and refresh it, but
not changing the temperature. It also forms an integral part in the air
conditioning system. Shipboard ventilation not only serves to ventilate the
cargo spaces, but also for the human living spaces also. Thus, it removes
carbon dioxide and enriches the space with oxygen. By doing so, we are also
decreasing the heat that present all around and moisture that may be present.
Shipboard ventilation may be divided in several groups such as accommodation
spaces, sanitary spaces, stores and provisions, engine room and cargo holds.
You May also like to read: What is Single and Twin Duct System in Air
Conditioning.
Methods of ventilation
There are two methods which are used in the ventilation process:
Natural Ventilation
This type of ventilation as name suggests, involves natural methods for
circulation of air. The difference of temperature and wind pressure causes the
natural ventilation to take place. Actually what happen is that, the hot air has
a less specific density and it tends to move upward. Opposite to it, cold air is
heavy and moves on the down side. And hence it leads to flow of air. In natural
ventilation, cowls and scoops are used to trap the atmospheric air. Natural
ventilation is mainly adopted on small ships and also the inland vessels. In this
system, the ducts are designed to operate on the velocity of 3.5 m/sec and flow
co-efficient of 0.5. It has several advantages such as simple design, low cost,
little or no maintenance. But in the case of low wind speed, the natural
ventilation is not good. So, this was all from this system.
Mechanical ventilation
As name suggests, it uses the power driven devices for carrying out the
ventilation. Fans, blowers etc. are some of the devices that are used to carry
out the ventilation in the mechanical ventilation. This helps the manufacturer
to use the small ducts system, supply of air is not affected by the weather
conditions that are present outside. In this type of system, the quantity of air
handled is less and hence this makes it more economical as compared to the
natural ventilation. It is generally preferred to have the vacuum system in living
and common spaces. Vacuum system is used to remove the contaminated air
from toilets and galleys. The capacity of blowers and fans are decided on the
basis of the quantity of air need to be handled.
What is Low velocity system in ventilation?
A low velocity System is one in which the velocity of air at the beginning of
main duct is 5 to 10 m/s and successively lower there after which results in
low frictional resistance. Thus in this system we require a fan which is having
low power rating, but the only problem with this type of arrangement is that it
will require large sized and expensive ducts and installation will be difficult.
What is High velocity system in ventilation?

In high velocity system, velocity of air at the beginning of the main duct is 15 to
30 m/s. Since it includes a high power fan that will produce a high air
pressure, it requires small sized ducts and would result in economy of material,
low manufacturing and installation cost easy installation on board ship. This
system will have high recurring cost and will also result in high noise levels.
Also since the machinery will be running at high speed, the frictional loses in
this system will be more.
Fire closures/dampers
Fire closures at main inlets and outlets
The main inlets and outlets of all ventilation systems shall be capable of being
closed from outside the spaces being ventilated. The means of closing shall be
easily accessible as well as prominently and permanently marked and shall
indicate whether the shut-off is open or closed.

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Chain Register

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Chain register (called: form-99)

(REGISTER OF SHIPS LIFTING APPLIANCES AND CARGO HANDLING GEAR)

Cargo Securing Manual

4.1.5.4 Ship Specific Example based on Alternative Method using IMO

2.1 Input sequence

Gross tonnage/ net register tonnage/ deadweight capacity on winter,

What is Low velocity system in ventilation?

What is High velocity system in ventilation?

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