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Container Carrier

Operations Manual (CNM)

Rev Date Prepared By Approved by


0 01-May-2019 QHSE Department MD / FD
1 01-Mar-2020 QHSE Department MD / FD
LIST OF CONTENTS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 1

Rev. Date Rev


0. Record of Changes 01-Mar-20 1

1. List of Contents 01-Mar-20 1

2. Introduction
2.1. Introduction 01-May-19 0
2.2. Cargo Responsibilities 01-May-19 0

3. Hazards and Precautions


3.1. Health and Safety 01-Mar-20 1
3.2. Cargo Hold Entry Procedures 01-May-19 0

4. Cargo Operations
4.1. Container Cargo Classification 01-Mar-20 1
4.2. Cargo Planning and Stowage 01-Mar-20 1
4.3. Loading and Discharging Operations 01-Mar-20 1
4.4. Ballast Operations 01-May-19 0
4.5. Stevedore Management 01-May-19 0

5. Special Cargoes
5.1. Carriage of Reefer Cargo 01-Mar-20 1
5.2. Carriage of Dangerous Goods 01-Mar-20 1
5.3. Carriage of Special / Exceptional Cargo 01-May-19 0

6. Cargo Systems and Equipment


6.1. Hatch Cover Operation and Maintenance 01-Mar-20 1
6.2. Cargo Hold Bilge Alarm 01-May-19 0
6.3. Vessel Cargo Gears 01-May-19 0
6.4. Lashing Equipment Maintenance 01-May-19 0

7. Cargo Emergencies
7.1. Emergencies during Voyage 01-May-19 0
7.2. Effect of Wind on Container Vessels 01-May-19 0
7.3. Parametric Rolling 01-Mar-20 1

8. Commercial Considerations
8.1. Commercial Inspections 01-May-19 0
8.2. Vessel Seaworthiness 01-May-19 0
8.3. Charter Party 01-May-19 0
8.4. Cargo Documents 01-May-19 0
8.5. Bill of Lading 01-May-19 0
8.6. Claims and Disputes 01-May-19 0
8.7. Vessel Insurance 01-May-19 0

9. Annexes
Annex 1 Guidance for Completing Ship-shore Safety Checklist 01-May-19 0
Annex 2 Witness Statement Template 01-Mar-20 1
2.1 INTRODUCTION
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline the overview of the Container Carrier Operations Manual.

Purpose of the Manual


To direct all personnel and provide procedures on cargo operations and processes specific
to a container vessel.

Application
This manual, with relevant checklist and work instructions, applies to container vessels
within the Company.
In conjunction with the Company procedures, Master is to always check and ensure
compliance with the requirements of Owners and Charterers.

Caution
The procedures and guidelines are not exhaustive. Comply with local laws /regulation, Owners /
Charterer’s instructions and exercise due diligence combined with professional judgment and good
seamanship at all times.

References Publications / Documents


In addition to the procedures in this manual, refer to the following regulatory instruments
governing container trade:
Code of Practice for Cargo Stowage and Securing (CSS code)
Cargo Securing Manual (CSM)
Cargo Safe Access Plan (CSAP)
International Maritime Dangerous Goods Code (IMDG code)

Forms and checklists: References:


CL SOLAS Chapter VI / 5 – Stowage and Securing
RA MARPOL Annex III
WI MSC.1/Circ.1352/Rev.1
Form MSC.1/Circ.1353/Rev.1
2.2 CARGO RESPONSIBILITIES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline the responsibilities of vessel staff regarding cargo operations.

General
Container vessels generally operate on fixed schedules with quick turn-around in ports
associated with fast cargo operations.
Primary responsibility is to ensure the safety of cargo operations commencing from
acceptance of cargo, securing of cargo and safe carriage to the destination port lies with the
vessel.
In addition to general responsibilities outlined in PAM Chapters ‘Job Responsibilities’, carry
out the following responsibilities specific to container vessels.

Master
Compliance with Owners / Charterer’s instructions
Ensure all port regulations are followed
On receiving the cargo plan, review and discuss the cargo stowage and stability
conditions with Chief Officer
Ensure that vessel’s certificate / Document of Compliance permits the nominated
carriage dangerous goods (IMDG cargo)
Daily crosscheck reefer monitoring logs and ensure compliance with the
procedures for the safe carriage of reefer cargo
Inform all concerned parties of any damages to cargo, vessel and its equipment
Ensure records are maintained for weather, cargo monitoring and other factors
effecting carriage of cargo

Chief Officer
Load the vessel safely and efficiently within design limits of stress, stability,
draughts and Bridge visibility as per approved Trim & Stability Booklet
Check that the permissible stack weights, tier weights and lashing forces do not
exceed the limits specified in the Cargo Securing Manual (CSM)
On receipt of the cargo plan from Planners / Charterers, verify receipt of all data
and required documents for the cargo units to be loaded
Verify that carriage of reefers, IMDG cargo or any other special cargo is planned
only as per the vessel’s specific requirements
Provide and discuss the updated cargo operation (loading / discharging) plan with
the duty personnel
Ensure maintenance of vessel lashing equipment and fixed container fittings
Carry out inspection and plan maintenance of lashing areas for safe lashing /
unlashing of containers
Ensure completion of cargo securing prior to vessel proceeding to sea
Maintain and keep the required amount of approved lashing material
Notify Master, Stevedores, Terminal, Charterer, Owners and Managers of any
damage to cargo, vessel equipment, as soon as apparent
Update the loading computer to latest amendments and perform periodic accuracy
test
2.2 CARGO RESPONSIBILITIES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Duty Officer
Duty Officer must be familiar with cargo stowage and operations plan and expected
operations during his watch. When any deviation noted from the approved plans, inform
Chief Officer immediately.
Hand / Take over watch as per vessel-specific checklist. Officer taking the watch
must clarify any doubts whatsoever at this time
Ensure cargo securing done as per vessel’s approved Cargo Securing Manual
Monitor cargo operations and ensure that efforts are made to prevent the
stevedores and lashing gangs from mishandling container lashing equipment
Ensure testing of limit switches for vessel’s cranes if fitted and used, prior to
handing over to stevedores
Checks of vessel’s gear to prevent mishandling during cargo operations
Maintain safe working conditions for shore personnel, including lighting in the hold,
access into hold and clear walkways on deck
Maintain anti-pollution gear in readiness – monitor the hydraulic lines, vessel side
areas and funnel for any signs of leaks or pollution
Ensure compliance with cargo-specific regulations
Maintain record of all port events in Port Log

Chief Engineer
Verify maintenance and the proper operation of the mechanical hold ventilation
equipment
Ensure reefer container spares are in accordance with Charterer’s requirements
Direct and supervise Electrical Officer to monitor and maintain Refrigerated Cargo
Containers as per Charterer’s requirements

Electrical Officer / Trainee Electrical Officer


Maintain spares for reefer containers as per Charterer’s requirements
Monitor parameters of reefer containers upon loading
Inform Chief Officer/ Chief Engineer, if any discrepancy/ damage noted to a reefer
container loaded on board
Daily monitor status of reefer containers on board and timely repair malfunctioning
reefer units, if any
Maintain all reefer electrical sockets and any remote reefer monitoring system, if
fitted, in operational conditions
Maintain all lights fitted in cargo areas to ensure safety of cargo operations

Watch Ratings
Familiarise with the cargo plan
Attend and perform the gangway watch as directed by Chief Officer
Assist Duty Officer in monitoring of cargo operations and lashing / unlashing
operations
Monitor compliance of safe practices and procedures by stevedores

Forms and checklists: References:


CL PAM Ch. Job Responsibilities
RA MARPOL Annex III
WI
Form
3.1 HEALTH AND SAFETY
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 4

Purpose
To outline safety instructions relating to handling of securing devices and to securing operations for
containers by vessel or shore personnel.

Health and Safety


In addition to procedures in H&S Manual, comply with following during cargo operations.

Personal Protective Equipment (PPE)


Wear appropriate PPE. Refer to “PPE Poster” and H&S chapter ‘Personal Protective
Equipment’.
Note 1
Wear high visibility vests when working on deck during cargo operations.

Safe Access and Movement


Chief Officer to ensure that a safe access exists right from the point of entry by gangway or
ladder to the working spaces on board, including cargo holds, lashing platforms, ship side
pedestals.
Ensure no slip, trip and fall hazards exist.
Pay particular attention to lighting, suitability of decks for walking, ladders, railings,
walkways and protection of openings by fencing / barricades.
Note 2
Prior to using underdeck passage, start ventilation fans 2 hours prior to entry and keep running
throughout required period. Mark this requirement at all the entrances to such spaces.

Safe Access for Cargo Securing Operations.


Lashing / unlashing operations of deck containers form the most common activity that
involves the most injuries to dock workers and crew onboard vessels that occur within
container ports.
Master / Chief Officer hold the primary responsibility to ensure safety of all operations.
Cargo Safe Access Plan (CSAP)
The Cargo Safe Access Plan (CSAP) is mandatory document for vessels built after 1st
January 2015.
It forms a part of the vessel Cargo Securing Manual (CSM) and details arrangement
necessary for conducting cargo stowage and securing in safe manner.
This plan made at the design stage of the vessel, contains details of arrangements on
board. Guidelines for the preparation of CSAP are included in Annex 14 of CSS Code.
Master must ensure familiarisation of staff with CSAP and maintenance of all listed
arrangements.

As best practices, ensure following:


 Remove all loose lashing material from hatch covers top before opening / closing
 Tidy loose equipment that are lying on decks, hatch covers, lashing bridges and
coamings
 Never stand or walk under a raised container or Hatch Cover
3.1 HEALTH AND SAFETY
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 4

 When working on the top or side of a container, use safe access equipment and
never climb containers
 If working using a ladder, secure the ladder properly
 Take care climbing onto a lashing bridge – there could be loose items of equipment
that can fall or the safety bar could be across the opening
 Take due care when fixing penguin hooks or lashing rods, as these can slip and
strike someone
 Close all openings that are not necessary for operations
Check and verify the following means of safe access and movement are in good condition:
 Fencing around lashing platforms, especially for outboard container pedestal, that
are susceptible to damage
 Walkways and lashing platforms – they should be clear and free of any
obstructions
 Inspection & maintenance of cross decks gratings and lashing platforms on regular
basis
 Access covers to container pedestals and lashing platforms, including the locking
arrangement for them
 Mark and highlight the areas as per CSAP, including bay and row numbers
 Collapsible stanchions and/or safety lines are in place around open hatchways and
cargo spaces – maintain adequate spares of safety wires and turnbuckles to
replace damaged safety lines
Maintain records of all inspection and maintenance for walkways, lashing platforms, ladders
etc. and lighting in the cargo areas.

Shipside Pedestal – Safety rail and stanchion


Vessel under hooks with safety rail not sheared off rendering it as an unsafe access
rigged over open cargo hold
Unsafe accesses

Note 3
Carry out regular training with the staff on precautions to be taken while lashing / unlashing of containers,
including vessel’s unique characteristics and handling arrangements.
3.1 HEALTH AND SAFETY
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 4

Caution
Maintenance of safe access to cargo areas is very important. In some ports, prior commencing cargo
operations, safety inspector boards the vessel for making an assessment on stevedore safety.
Stevedores reserve the right to refuse carrying out cargo operations if conditions are found unsafe.

Cargo Hold Entry Procedures


Refer to CNM chapter ‘Cargo Hold Entry Procedures’.

Deck and Cargo Lighting


Maintain adequate levels of illumination in the cargo areas. Rig portable lights as a
temporary measure if unable to repair fixed lights.
Check the following:
 All lights are operational for safe working during darkness
 Fitted with shade glasses and if required, protective grills
 Do not hang the lights by their wires – use a separate line
 Cover plug points when not in use
 Protect leads against damage when in use

Caution
Areas below side-hatch covers and cross-decks may have inadequate lighting. Limit the movement of
personnel to marked walkways during hours of darkness. Crew must carry flashlights and if necessary,
provide portable lights in such areas.

Smoking
Smoking is prohibited on deck and outside accommodation spaces.

Hot Work (HW)


Do not carry out any hot work in port without obtaining permission from port authority and
Office.
Refer to H&S Manual chapter ‘Hot Work’ for further guidance.

Caution
If cargo hold is carrying / has carried flammable / dangerous cargo, confirm space is safe for performing
hot work. Refer to H&S chapter ‘Hot Work’.

Fire Patrols
Watchkeepers must maintain a fire patrol, especially in areas accessible to shore labour.

Hatch Cover Operations


Refer CNM Ch. ‘Hatch Cover Operation and Maintenance’.
3.1 HEALTH AND SAFETY
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 4

Training and Familiarisation


In addition to trainings required by shipboard training and drills, carry out regular training
with the staff on the following safe cargo operations topics:
 Precautions while lashing / unlashing of containers
 Identifying, handling and segregating defective securing equipment
 Handling heavy loads
 Cargo hold entry procedures
 Personnel responsible for handling of reefer cargo units familiarised with handling
thermal cables including connection / disconnection and recognising defective units
 Use and handling of emergency and medical equipment provided on board for the
carriage of IMDG cargo – this includes maintenance and handling of chemical
suits, distinct bilge pumping and fire-fighting arrangement

Forms and checklists: References:


C/L Cargo Securing Manual
RA Cargo Safe Access Plan
WI
Form
3.2 CARGO HOLD ENTRY PROCEDURES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline safe procedures for cargo hold entry.

Hazards of a Cargo Hold Atmosphere


Containers loaded in cargo holds of a container ship may contain hazardous atmosphere
when personnel enter the hold, due to the following possible reasons:
Leakage of cargo from hazardous cargo units, due to poor stowage and packaging.
Misdeclared contents in the container, with the cargo less benign than described
on the manifest.
Leakage of gases from Controlled Atmosphere reefers.

Cargo Hold Entry Precautions


Comply with vessel-specific ‘Multiple Cargo Hold Entry Checklist’.

Caution
Use this checklist only for monitoring cargo hold entry on Container Ships. This is a multiple hold permit;
however, do not enter more than 1 hold at a time under this checklist.
At-least 2 persons shall enter the hold together.
Note 1
Avoid entry into cargo holds, unless necessary for the monitoring of cargo.

Note 2
For other enclosed space entries and entry in unsafe conditions, refer to procedures in H&S Manual
chapter ‘Enclosed Space Entry’.

Forms and checklists: References:


C/L CONT/04.
RA
WI
Form
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 6

Purpose
To outline basic introduction on classification and marking of various types of containers on board.

Container Cargo
The modern freight container, also known as the ISO Container, is a standardised unit,
which conforms to ISO Standards.
Typical ISO (International Standards Organisation) shipping containers are manufactured
with identical size and specification in terms of exterior height, exterior width and exterior
length.
Standardisation of containers and the adoption of the ISO specification enable proper
planning, stowage and securing of container cargoes.
ISO 6346 is the international standard covering the coding, identification and marking of
intermodal (shipping) containers.

Depending on the type of products to be shipped or special services needed from them,
containers may vary in dimension, structure, materials, construction etc.
Containers onboard ships are generally 20 feet / 40 feet in length.
The heights vary from 8 feet to 8 feet 6 inches. High cube container has a height of 9 feet 6
inches. Half height containers may be carried on certain specific trade.
Note 1
It is important to be aware of the structural components of a container unit, especially when identifying
and reporting cargo units for damage.
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 6
Classification of Container Units
Following are some of the most common types of shipping containers in use:
Type Description
General Purpose / Designed for the carriage of non-specific type of goods without special
Standard equipment, controls, restraints or other parts to preserve the condition of the
Containers cargo.
Used on some specific trades, depending on the size, density or class of cargo
and to enhance the cargo carrying capacity on board. Some of
most prominent types used on vessels are:
 Pallet Wide Containers – These have about 4 inches more internal floor
than Standard Containers and accommodates Euro Pallets. Most common
in Europe.
 48 Foot Containers – The 48 foot (14.63 m) long container is a high cube
container with a height of 9ft 6in and width 8ft 6in, which makes it 6 inches
wider than standard ISO Container.
 53 Foot Containers - The 53 foot (16.15 m) long container is a high cube
container with a height of 9ft 6in and width 8ft 6in, which makes it 6 inches
Non-standard
wider than standard ISO Container.
Containers
 Small Containers- These units comply with ISO Standard Container
dimensions, and are generally 8 feet tall. However, instead of being 20 feet
or 40 feet in length, they are either one-half, one-third, or one-quarter of
the size of a standard 20-foot container.
Note:
Carriage of over-width containers – for example, 48-foot or 53-foot containers,
results in the wastage of space / cargo carrying capacity. To facilitate block
loading and minimise the wastage of loading space, use certified Adaptor
Platform Containers (APC) Frames with sockets (at varying widths). The
arrangement for use of APC is available in the vessel’s Cargo Securing
Manual. See the picture on next page.
Hard Top Units equipped with a removable steel roof. Additionally, fitted with lashing
Containers rings on the side rails and corner posts of the container.
Units fitted with a sliding removable roof / a tarpaulin roof for loading /
Open Top Container
unloading from the top.
Used specifically for carriage of cargoes with moisture content requiring
Ventilated Container
ventilation in transit.
Used specifically for the carriage of “Out of Gauge” (OOG) cargo. OOG cargo
Flat Racks & Flat are loads with dimensions exceeding those of the container.
Platform Units Especially suitable for heavy loads and cargo that needs loading from the top
(Bolsters) or sides, for e.g. pipes and machinery. Such units range from collapsible
containers to non-collapsible containers with or without walls.
Units fitted with an integral refrigeration unit and connected to the vessel’s
Insulated and
power supply for controlling the temperature inside the reefer unit. Used
Refrigerated
generally for the carriage of cargo requiring temperature controlled conditions
Containers
such as fruits, vegetables, dairy products and meat.
Used specifically for the carriage of liquid cargoes, both hazardous and non-
Tank Containers hazardous cargoes, for e.g. chemicals, petro-chemicals, food-grade
commodities, gases, and powders.
Used for carrying onion, potatoes and certain type of vegetables e.g. sweet
Fantainers potatoes, yam, etc. These do not require refrigeration but require constant
airflow. Usually used in trade originating from New Zealand and Australia.
These containers are out fitted with rails and hangers for carrying garments
Hangertainer ‘hung’ ready to be dispatched to showroom upon discharge. These mostly
originate from China, France and Italy.
Used especially for the shipment of dry bulk cargoes. The roof of such
container units is fitted with three manholes for top loading and one discharge
Bulk Containers
opening in each door wing. Such units are used mainly in shipping routes in
Central Africa, Brazil and South America.
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 6

CSC Safety Approval / CSC Plate

CSC (Convention for Safe Containers) regulation sets forth important standards relating to
construction, inspection, and routine testing of containers used for international transport.
In accordance with CSC regulations, every shipping container must be fitted with a valid
safety approval plate at the time of manufacture.
The plate is typically bolted to the outside of the container on the left door with the words,
prominently stating ‘CSC SAFETY APPROVAL’, along with the country of approval and the
approval reference.
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 6
Container Markings
Container markings are labels with a series of markings and codes on the side and end
walls, which include:
 Container code and Container number

 Maximum Operating Gross Weight: Maximum allowable combined weight of the


container and its cargo
 Tare Weight: Weight of the empty container without any cargo
 Maximum Permissible Payload: Difference between the gross weight and the tare
weight
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 5 of 6
Cargo Unit Stowage Numbering System
Location of each cargo unit on board is indicated in Bay Plan (cargo stowage plan) by 6
digits BAY-ROW-TIER numerical system. It helps to determine the correct stowage position
of containers as per the prepared cargo plan.
The first 2 digits indicate the bay, the middle 2 indicate the row and the last 2 represent the
tier.
For e.g. a container with stowage position number as 02 01 84, means a
40 footer container stowed at:
 02= 2 nd bay from forward
 01= 1 st row from starboard
 84= 2 nd tier above the deck.

 Bay: A container vessel is split into slots or compartments called bays. They are
numbered bay 01 from bow and so on to stern depending on the size of the vessel.
A 20 footer container will occupy odd numbered bays whereas 40 footer containers
are numbered with even number.
 Row: Position where the container is placed across the width of the ship. In the
below picture, the Row numbers are highlighted in Green. It starts with 00 or 01 in
the centre and progresses outwards with odd numbers (e.g. 01, 03, 05) on the
Starboard side and even numbers (02, 04, 06) on the Port side. The centre row is
numbered 00 on vessels with odd number of rows and 01 for vessels with even
number of rows)
 Tier: Denotes the level of the container i.e. how high the container is stacked on
board. In the below picture, the tier numbers are circled in Red. Generally, for on
deck stowage, numbering starts from 72 or 82 for the lowest tier and progresses
upwards in even numbers. For underdeck stowage, numbering starts from 02 to the
lowest tier.
4.1 CONTAINER CARGO CLASSIFICATION
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 6 of 6

Note 2
Ship staff must be familiar with the vessel’s layout of cargo areas for effective monitoring of cargo
operations.

Forms and checklists: References:


C/L
RA
WI
Form
4.2 CARGO PLANNING AND STOWAGE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 5

Purpose
To outline procedures for the cargo planning and stowage.

Charter Party (C/P)


Charter Party is governing document for vessel’s trading.
For further information, refer to CNM chapter ‘Charter Party’.
Note 1
Study C/P in detail and clear doubts, if any, with Charterers, Owners and Company as appropriate.

Voyage Instructions / Orders


Understand and comply with the voyage instructions in accordance with Charter Party.
If there is any doubt, contact Office immediately.

Preparing the Cargo Plan


When verifying and planning the cargo, consider the following factors:
 Verified Gross Mass (VGM)
 Stack weight and height
 Container size
 Vessel Metacentric Height (GM)
 Stability, Stresses and Load Distribution
 Any draft / Air draft limitations
 Visibility criteria
 Lashing forces
 Any special requirements from charterers such as trim optimisation
 Weather conditions expected during the voyage

Verified Gross Mass (VGM)


It is the weight of the cargo including dunnage and bracing plus the tare weight of the
container carrying this cargo.
Master / Chief Officer must ensure that packed containers are accepted only if information
on VGM has been provided. Stowage plan based on this information shall be safe for
carriage onboard the vessel.
This information can be made available by electronic means such as Electronic Data
Interchange (EDI) or Electronic Data Processing (EDP).
Note 2
Inform the Office/ Planner if not provided with information on VGM and endeavour to obtain this
information.

Stack Weight
Stack weight is the maximum weight that can be loaded on top of deck (tank top) or hatch
cover.
Inform the terminal planner / central planner for modifying the cargo stow plan accordingly,
if any stacks are found to be exceeding the allowable stack weights.
When containers are loaded on board, they must be stowed in accordance with the
permissible stack and tier weight limits set out in the approved Cargo Securing Manual.
4.2 CARGO PLANNING AND STOWAGE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 5
Forces acting on the containers and securing equipment, generated by ship’s rolling and
pitching are greatest in outboard rows and in higher tiers.
Note 3
Avoid loading heavy containers above light containers and at the top of a stack.

Caution
Never ignore restrictions placed on individual tiers as indicated in the approved Cargo Securing Manual.

Caution
Always refer to approved Cargo Securing Manual (CSM) to determine the ‘permissible stack weights’,
which also takes into account the class rules and dynamic forces acting on containers in a seaway.
Weight per container data provided in Trim and Stability document is based on the strength of the tank
top and does not account for dynamic forces, which ship and cargo is subject to.

Stack Height
Vessel’s stow must never exceed the stack height restrictions mentioned in the approved
loading manuals.
Note 4
Ensure that sufficient hatch cover clearance is available for cargo loaded within the holds, especially
when loading High Cube (HC) units under deck.

Container Size
Stowage and lashing systems are generally designed for a standard ISO container.
Note 5
When loading non-standardised units, during planning stage, take into account the size of the cargo.

Metacentric Height (GM)


GM of a ship depends on the weight of the containers on deck and under deck.
Note 6
GM of the vessel plays a critical role in the determination of lashing plans and lashing forces. Forces
acting on containers stowed on deck primarily depends on vessel’s GM.

Caution
Ship’s cargo securing arrangement as mentioned in the Cargo Securing Manual is based on maximum
GM. When operating at GM values, exceeding the values in the Cargo Securing Manual, expected forces
acting on containers and lashings increase.

Vessel Stability
Vessel stability must meet minimum intact stability requirements during all stages of
voyage. Extra allowance should be made for:
 Weather and sea conditions expected during voyage
 Effect of free surface on stability
 Effect of wind on stability
 Possibility of encountering storms
 Effect of possible ice accretion
4.2 CARGO PLANNING AND STOWAGE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 5
Vessel Stresses and Load Distribution
Chief Officer must closely monitor and coordinate with the Planners for optimisation of pre-
stowage to minimise stresses.
Make allowances for change in trim and draft due to the change of density of water. This is
of extreme importance in calculating the arrival drafts for ports.
 Where under keel clearances are critical
 For ports where compliance with stipulated even keel arrival draft are strictly
enforced.
Note 7
In case of any doubt of vessel stability condition, take immediate action and inform Office immediately for
further assistance.

Caution
Under no circumstances shall shearing forces, torsion and bending moments exceed 100%. Monitor
shearing forces, torsional forces and bending moments for every stage of loading, sailing and
discharging operations.

Air Draft
Always check for air draft restrictions during passage planning and account for such
restrictions while planning of cargo and ballast.
In some ports, this is a critical aspect especially when transiting under bridges.

Caution
To prevent contact with the parked gantry cranes during berthing and un-berthing, follow-up by sending
an e-mail well in time to the agents / Planner to endeavour that all Shore Gantries are in the parked
position with their boom up and at least 30 meters clear from the accommodation, bow and stern of the
vessel.

Visibility Criteria
Vessel’s stow shall be such that the vessel meets the visibility requirements specified in
SOLAS Chapter V / Regulation 22 at all times during her passage.
Note 8
Check and comply with local regulations, while planning of cargo / ballast on board. E.g. visibility criteria
for Panama Canal transit.

Lashing Forces
During sea passage, container frames, ship’s fixed fittings and portable lashing fittings are
subject to varied dynamic loads. ‘Lashing Force’ is sum of all such forces acting on a
container unit.
Calculation of lashing forces is generally included as a module in the Class approved
loading computer.
4.2 CARGO PLANNING AND STOWAGE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 5

Racking Corner Compressive Separation


Force Shear Force Force

Lashing Acceleration Tipping


Tension Forces Forces

Lashing forces are the sum of above forces

Angle of roll is normally the most critical. The natural period of roll can be determined using
the rule of thumb formula:

Approved lashing plans are based on certain parameters typically as below:


Period Amplitude
Roll 17 secs 30 degrees (one side)
Pitch 6.5 secs 6.8 degrees
Heave 6.5 secs 2.15m
Wind 40m/sec athwart ships
The exact parameters on which vessel-specific lashing plans are made will be stated in the
Cargo Securing Manual, and must be checked and kept in mind.

Note 9
Ensure stow plan takes into consideration the forces acting on the lashing equipment. When calculating
lashing forces, use maximum speed, maximum GM during the voyage and current draft of the vessel.

Note 10
In cases of lashing forces exceeding, consider amending the stow plans or ballast condition of the vessel
to ensure that forces are within the permissible limits throughout the voyage.

Caution
Apply lashings in accordance with the approved Cargo Securing Manual. Consider additional lashings if
expecting bad weather. In bad weather, manoeuvre the vessel to minimise motion and to avoid
exceeding the parameters.
4.2 CARGO PLANNING AND STOWAGE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 5 of 5
Load Lines
Never exceed the applicable load line restriction at any stage of voyage. Calculate the
cargo quantity basis maximum freeboard required at any stage of voyage.
If voyage orders require load line changes, follow below procedure:
 Check and comply with flag requirements. Inform Office immediately, if a surveyor
is required.
 If flag permits Master, inform Office. After which, change the load line in calm
waters or anchorage. Comply with the Permit-to-Work system.
 Use only one load line at any given time. Paint all other load lines with the shipside
colour.
 After changing, make a logbook entry and file the certificate, corresponding to the
load line in use, in the certificate file. Seal and lock all other load line certificates in
ship’s safe.

Accuracy Test of Loading Computer


Once every 6 months, Chief Officer must carry out accuracy test of Loading Computer
software using the data from the Class Approved Test Conditions.
Ensure that Class Approved Test Condition is readily available on board.
Master must verify and sign print outs of the Loading Computer test.

Forms and checklists: References:


C/L CONT/02, 03
RA
WI
Form
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 6

Purpose
To outline procedures for safe and efficient cargo operations.

Operational Readiness
Confirm the vessel is ready, by using vessel-specific checklists and work instructions for
following:
 Pre-cargo Operation checklist
 Operation of Hatch Covers, if applicable and weather permitting
 Inspecting the vessel cranes, if intend to use for loading / discharging operations
 Inspection and testing of cargo hold bilge non-return valve at the required intervals
Keep cargo gear and equipment well maintained and in operational condition. Resolve and
record any delays caused due to inoperative equipment, at the earliest.

Pre-cargo Operations Meeting


Chief Officer must conduct a pre-arrival cargo meeting with relevant staff.
Discuss the following and keep proper records:
 Cargo Stowage and Operations Plan
 Cargo monitoring and its intervals
 Cargo hold entry procedures as per Company procedures and local regulations, if
any
 Possibilities of stevedore damages
 Manning requirements
 Other planned operations at port, e.g. bunkering /stores/ inspections etc.
 PPE requirements during cargo operations

Verification of Cargo Plan


On receipt of cargo plan from the Planner / Charterer, Chief Officer must carry out the
following:
 Check total number of containers to load and discharge clearly identifying 20’, 40’,
45’, reefers, dangerous cargo and ‘Out of Gauge’ (OOG) cargo
 Input preliminary loading data in the loading computer and check for “Verified
Gross Mass” data, permissible stack weights and calculate optimum ballast
arrangement
 Ensure that the vessel’s stability is maintained within the limits. Discuss the
stability conditions with Master
 Check lashing forces are within the prescribed limits as per lashing module of the
loading computer (if available)
 Review the baplie file / cargo list received from the planners / agent and verify the
load and discharge plan
 Along with the terminal planner:
 Compare the load, discharge and re-stow list
 Verify the stowage position of cargo, handling and lashing method, with special
attention to segregation of IMDG cargo and stowage of reefer containers
 Confirm the working sequence of the gantries
 Brief the planner and lashing gang foreman regards the vessel-specific lashing
arrangements. Display a copy of the arrangements in the Tally room
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 6
 Brief and provide a copy of the stowage plan (Load / Discharge plan, Reefer
container, DG cargo container & Out of Gauge cargo list) to the duty personnel
 Inform the Electrical Officer / designated officer with regards to the loading reefer
container list
 Plan for ballast operations and discuss with the duty personnel – refer to CNM
chapter ‘Ballast Operation’
Note 1
Recheck the final plan received from the planners and update any change from the preliminary loading
data. In case of any discrepancies, notify the planner immediately.

Note 2
Master has the right to open the container for inspection in case of doubt about the weight distribution/
securing of the cargo inside a container, (e.g. listing when lifted) or if cargo is leaking. Inform stevedores/
terminal planner prior to opening. After verification, reseal the container and make a log entry.

Documents Required Prior to Loading


Obtain the following documents from Planners / Agent prior to loading:
 Dangerous cargo manifest in hard copy and ‘EDI’ (Electronic Data Interchange –
showing the stowage location on board) prior loading the first ‘IMD G’ unit
 Dangerous goods transport document, and where applicable, packing certificates
for dangerous cargo units if not incorporated in the DG transport document
 Reefer cargo manifest, indicating the temperature, vent settings and other carriage
requirements for the reefer unit
 ‘Out of Gauge’ (OOG) cargo / special cargo list and manifest
Note 3
Master must sign the manifest indicating acceptance, as in some ports, signature by Chief Officer is not
accepted by Port State authorities.

Ship-shore Information Exchange at Berth


Use vessel-specific ship-shore safety checklist. Refer to CNM Annex 1 ‘Guidance for
Completing Ship-shore Safety Checklist’.

Commencement of Cargo Operation


Duty Officer must be on site at the commencement of cargo operation.
If using vessels crane, Chief Engineer / 2nd Engineer / Electrical Officer must attend at
commencement, until operation runs smoothly.

Monitoring
Duty Officer must:
 Monitor cargo operations to ensure correct stowage, discharge and securing of
cargo as per the approved plans. Immediately inform Chief Officer if any deviations
from plan is noted
 Supervise operation of hatch covers
 Avoid excessive trim and list at all times especially when bunkering more so to
higher capacities. This will ease spreader operations when working under deck
cargo and reduce damages to cell guides and ship structure
 Check the drafts visually upon completion of ballasting and bunkering operations
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 6
Duty personnel must ensure:
 All anti-lifting devices of hatch covers, where fitted, are secured in place. Integrity
of the entire lashing system for the container stacks depends upon proper securing
of hatch covers
 Stevedores follow the correct lashing arrangement, including proper securing of
twist locks and avoiding the use of any mixed twist locks or alien lashing material
 Newer lashing material is used on the outer stacks
 Appropriate lashing material (stackers / cones, pressure adapters etc.) as per the
CSM are used during under deck loading
Note 4
Container stacks exposed to wind may require additional lashings. Duty personnel must ensure that
additional wind lashings as per the CSM are taken by the stevedores.

Note 5
Obtain approval from cargo foreman and the planner prior to using ship’s lifting equipment. Secure ship’s
lifting gear upon completion of operations. Some ports do not allow handling of vessel’s lifting equipment
while cargo operations are in progress.

Note 6
In case of discrepancy or difficulty, contact the terminal planner and agents immediately. Chief Officer
shall not hesitate to contact the Central Planner, with Master's permission. If initial communication is
through telephone, follow up by e-mail to concerned personnel keeping Charterers, Owners and Office in
copy to safeguard against any future claims.

Caution
Handling of cargo units by the stevedores does not relieve Master and the ship staff of their
responsibilities to ensure the safe loading and stowage of cargo.

Ballast Operations
For ballasting operations, refer to CNM chapter ‘Ballast Operations’.

Cargo Security and Container Seals


All shipboard personnel must be vigilant against any possibility of cargo pilferage /
tampering. Inform cargo supervisor, planner and agent immediately, in case of any
suspicion.
Make a log entry mentioning the container number and the circumstances, including name
of the person informed.

Container Damage Reports


Inform Chief Officer, if any damages are noticed to any cargo unit.
Make a ‘Container Damage Report’ using Company provided OPS form.

Handling of Leaking Cargo Units


Regularly check cargo holds and deck during the voyage to ascertain any possible leakages
from a cargo unit.
Chief Officer must check the contents of the cargo prior to proceeding with any clean-up
operations.
Maintain records of materials used and man-hours spent for such cleaning.
Master must inform the Charterers, Planners and Office about any leakage of cargo on
board.
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 6

Caution
In case of a leaking dangerous cargo container, contact the emergency number stated on the transport
document and the operators. Follow preventive measures as per Emergency Schedule (EMS). Ensure
staff wears proper PPE (Chemical protective suits, rubber gloves and SCBA) when handling such leaks.

Defective Shore / Vessel Machineries


Closely monitor all vessel and shore machinery for any defects or abnormalities, which may
affect the cargo or cargo hold – for example, leaking hydraulic oil from gantries and
spreaders.
Note 7
Inform Chief Officer and Terminal / Foreman immediately, on noticing any abnormal condition.

Damage to Vessel
Regularly inspect all cargo spaces, cargo gear and lashing equipment during cargo
operations. Record such inspections in Logbook.
Inform Chief Officer and Terminal Representative immediately, on noticing any damage.
Send a copy of the damage report to the Charterers separately requesting for assistance in
getting the repairs done by the terminal. Do not solely rely on agents to send the copy to
Charterers.
Address the damage reports to the correct party. Agents can assist to identify the correct
party responsible.
Make every efforts to have the damage report countersigned by the foreman / terminal for
acceptance or at least for receipt. If they decline, give the agent a copy with written
instructions to deliver it to the terminal. Agent must sign the copy for receipt.
If notice any damage after vessel departure, send damage notice by e-mail.
Note 8
When possible, terminal should repair all damages prior to departure.

Caution
If a damage affects seaworthiness, carry out repairs prior departure from port. For stevedore damages,
put all time lost and all costs of surveys and surveyors on stevedores account.

Stevedore Management
For details on unsafe work practices, injuries to shore workers / stevedores, stevedores
damages etc., refer to CNM chapter ‘Stevedore Management’.

Completion of Cargo Operation


Upon completion in a particular bay, check all twist locks are properly locked and the correct
lashing equipment is fitted as per approved securing arrangement.
Compare observed drafts with the calculated drafts. If any differences exist, verify that the
difference is due to misdeclaration of cargo weights. Compensate for such differences to
obtain the actual stability parameters.
Note 9
Whilst at sea, weather permitting, daily check the cargo lashing and make entry in the Deck Logbook.
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 5 of 6

Caution
In adverse weather conditions, Master must make a careful evaluation of the situation before sending
people on deck. In cases of adverse weather, affecting the safe working condition on deck, refer and use
“Work on Deck during Adverse Weather Permit”.

Commercial Documents
For all commercial matters such as Letter of Protests etc., refer to CNM chapter
‘Commercial Considerations’.

Preparing for Sea


Ensure all stevedore damage reports are presented and signed prior to departure and
repairs if any completed.
Inspect and secure all holds and vessels gear such as cranes and grabs for sea.
Use vessel-specific checklist for all necessary checks prior proceeding to sea.
Note 10
Ensure all loose lashing equipment and gearboxes are returned to vessel. Record the location of
gearboxes in the Port Log. In some ports, location of gear boxes is required to be sent to the agents/
terminal in advance.

Departure Condition Reports


Chief Officer must store a soft copy and take the printout of the final departure stability
condition from the Loading Computer.
Ensure stability and stress criteria are within limits and meet the damage stability
requirements.
Master must verify and sign these.

Port Log
Duty Officer must maintain chronological record of port events in Port Log. As a minimum,
include:
 Gangway / Ship-shore access readiness
 Embarkation and disembarkation of stevedores
 Opening / closing of hatch covers
 Readiness and securing of ship’s cranes as applicable
 Starting and stopping cargo operations
 Movement of shore gantries / cargo cranes between different bays
 Commencement of underdeck / on-deck cargo operations at different bays
 Commencement and completion of unlashing / lashing operations
 Start and end of any surveys, names of surveyors, results of surveys
 Bunkering fuel and water and quantity taken
 Reasons for interruptions in cargo / ballast operations
 Comparison of draft readings between visual, cargo plan and automatic gauges
 Details of any damage to vessel or cargo
 Details of any stevedore injury or any special event
 Location of gear boxes loaded on board
4.3 LOADING AND DISCHARGING OPERATIONS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 6 of 6

Forms and checklists: References:


C/L CONT/01, 02, 03, 04, 05, 06
RA CONT-001, 002, 003,004
WI CONT/101, 102, 103 & 104
Form OPS/CONT/FORMS (As applicable)
4.4 BALLAST OPERATIONS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline safe procedures for ballast operations.

Minimum Ballast Requirement during Voyage


Conclude each voyage with minimum ballast keeping weather conditions in mind.
Ballast on board must be sufficient for:
Complete propeller immersion.
Note 1
During voyage, as far as possible, keep ballast tanks either full or empty. Slack tanks or holds lead to
sloshing stresses and cause reduction of vessel’s GM.

Ballast Operation
Comply with all the applicable international and national / local regulations.
When planning ballasting operations, consider the following factors:
Trim and stability parameters of the vessel
Weather conditions expected during the voyage
Any special requirements from the charterers such as Trim Optimisation.
Any draft / air draft limitations existing applicable for the port

When conducting ballast operation, follow below points:


Before ballasting, confirm air vents are in open position
Avoid taking ballast in double bottom tanks in rivers or tidal harbors. It leads to
deposition of sediments / mud, which is difficult to remove and can affect vessel’s
constant and cargo lift capacity. If necessary, try to ballast during high water.
Exchange this ballast in open waters as soon as possible
Ballast double bottom tanks by gravity, when possible. Pumps can over-pressurise
these tanks when pressed up, which can lead to structural damage and damage to
cargo
When deballasting, never leave a ballast pump running on empty tanks. It can
damage the pump
Take regular soundings and recorded in port log.
Maintain ballasting and deballasting records in Company provided Ballast Record Book.
Plan all ballasting / deballasting operations aiming to avoid excessive list and trim at all
times.
Upon completion of ballast operations, the duty officer shall ensure that all pumps are shut
down and all valves properly closed.
Note 2
Officer in charge of ballast operations must ensure that under no circumstances, should ballast water be
allowed to overflow and go overboard while in port.

Caution
Incidents of ballast tanks being holed during carriage of cargo have been reported. When tanks are
ballasted, they can cause flooding of hold and damage the cargo. Monitor the ballasting operation
closely and sound bilges periodically to check for any water accumulation, which gives early warning of
any leakages in the ballast tank.
4.4 BALLAST OPERATIONS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Auto-heeling Tanks
Where fitted, operate the system as per vessel-specific work instructions ‘Auto-heeling Tank
Operations’.
Maintain the auto-heeling system in good working order, keeping adequate ballast water in
the heeling tanks.
During cargo watch, Duty Officer must ensure to carry out regular checks to verify the level
of water in heeling tanks.
Upon completion of cargo operations, Chief Officer must ensure that auto-heeling system
and system valves are shut.

Forms and checklists: References:


CL LOG 06 – Ballast Record Book.
RA
WI CONT/104
FORM
4.5 STEVEDORE MANAGEMENT
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline procedures on stevedore management.

Unsafe Operations by Shore Workers / Stevedores


Correct any unsafe operations / conduct by stevedores immediately and bring it to the
notice of cargo foreman or terminal representative.
Examples of unsafe operations / conduct are:
Non-compliance of hold entry procedures or safety instructions – for example,
standing on top of hatch coaming or unprotected hatch cover
Not following ship security measures – for example, not making entries in gangway
log
Causing damage to vessel or her equipment such as using crane dangerously or
banging the hooks or other equipment against the vessel structure
Note 1
Vessel has the right to suspend operations and issue a ‘Letter of Protest’ (LOP), if unsafe operations /
conduct are not corrected.
The Letter of Protest must state the reasons for suspending cargo operations and hold the
stevedores / terminal responsible for all delays and consequences. Record the delays in the
port log. As soon as possible, inform Owners / Charterers / Office of the actions taken.

Cargo Hold Entry Procedures


For cargo hold entry procedures, refer to CNM Chapter ‘Cargo Hold Entry Procedures’.

Injury to Shore Workers / Stevedores during Loading


Immediately bring to the attention of the Chief Officer and shore representative regarding
any injury on board.
Provide first aid. Inform Office immediately.
Take photos of the accident / injury immediately and start collecting evidence for the
reasons of injury, as soon as possible.
Note 2
Use vessel-specific emergency checklist for personal injury.

Caution
A claim arising against the vessel might require the appointment of a P& I surveyor to protect Vessel’s /
Owners interest.

Stevedore Damage Report (SDR)


Prepare SDR for every major / minor damage.
Stevedore Damage Report (SDR) must accurately describe the act of stevedores, which
caused the damage. Stating reasons such as rough handling or negligence is not sufficient.
Number the SDRs chronologically and in sequence as ‘ABC/SDR/18001’
ABC = Vessel’s 3 letter code
SDR = Signifying stevedore damage report
18 = Year in which the damage occurred
001 = serial number of the SDR in order of occurrence; reverting to “001” at the
beginning of each year.
4.5 STEVEDORE MANAGEMENT
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Extent of Stevedore Damage


Type Description
Minor damages are those that:
Do not impair operational efficiency
Minor damage Can be easily repaired by the ship staff, without using excessive time
or material
Mark the Minor Damage Reports with remark ‘for information only’
Major damage Record all other damages as major.
Note:
Masters must use their own judgment to determine if the damage is minor or major. In
case of doubt, contact Office

Send the signed SDR to office with details of damage, repairs conducted, time lost and
before and after photos.
Settle the cost of repairs locally with the stevedores, depositing any cash received into the
ships account.
Note 3
If Owners / Operators / Charterers require vessel to use their own SDR form, use of the Company
provided SDR form is not required, as long as it has same purpose and effect. Assign a parallel SDR
reference number on the form as "Company Ref No.’ ABC/SDR/17001’. Send this to Office.

Note 4
Send all outstanding SDR to Operations Department, on 30th June and 31st December of each year,
with its latest status of repair. If using Owner / Operators / Charterers form, include the Company
Reference Number, as explained above.

Forms and checklists: References:


CL : EMRG/19
RA :
WI:
FORM : OPS/04A, 04B & 04C
5.1 CARRIAGE OF REEFER CARGO
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 5

Purpose
To provide guidance for planning, handling and stowage of reefer cargo units.

General
Reefer cargoes consist of frozen and chilled goods, including fresh fruits and vegetables.
Ensure such cargo is maintained under controlled temperature throughout the transit and
monitored diligently.

Stowage
Upon arrival, Chief Officer must obtain the pre-stowage manifest from the Planner / Agent.
Pre-stow manifest shall include details such as set temperature, vent settings, commodity,
and planned stowage position of the reefer.
Chief Officer must check the manifest and:
 Ensure loading locations have sufficient reefer sockets
 Inform the Planner regarding direction of motors – Reefer motors must generally
face aft, subject to availability of sockets, accessibility to the machinery and
convenience for monitoring of reefer units
 Discuss with Planner if any changes are required for the planned stowage
 Give a copy of reefer manifest to the Duty Officer and Electrical Officer
After loading, duty personnel must plug the reefers into the vessel’s power supply and
confirm satisfactory running.

Caution
On vessels without lashing bridges, avoid loading of reefer units at higher tiers especially in the outboard
rows, to safeguard against falling during monitoring and maintenance of reefer units.

Loading
Upon loading of reefer containers, duty personnel must:
 Compare the set temperature, ventilation settings and other parameters with the
limits included in the reefer manifest
 Record all the parameters at the time of loading
 Coil / secure extra length of reefer cables to prevent a trip hazard and damages to
the cable
 Protect reefer sockets / splitters from getting in contact with water
Electrical Officer must physically verify the satisfactory operation of all reefer units.
Immediately inform Master / Chief Officer if:
 Any abnormal condition with the reefer units
 Any loading temperature / vent setting not in accordance with the reefer manifest
Chief Officer/ duty personnel must inform the Agent / Terminal Planner to arrange a shore
technician for inspection / repair of the faulty reefer unit.
On completion of cargo operations, ensure that the total number of reefers loaded, is as
stated in the final Reefer Container Manifest for that port.
Prior to departure, account for all reefer containers on board, i.e. including all newly loaded
reefer containers, all re-handled / re-stowed reefer containers and all reefer containers in
transit.
5.1 CARRIAGE OF REEFER CARGO
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 5

Note 1
Discuss with the Office prior to accepting any request from the Charterers to use reefer splitters. These are
used to increase the number of reefer containers on board.

Caution
Duty Officer must ensure that all staff wear proper PPE, including electrical insulation gloves while
handling electrical cables for reefer containers. When port / union regulations require stevedores to do the
plugging / unplugging, ensure all safety procedures are followed.

‘Hot Load’ Reefer Containers


Warm / hot cargo stuffing in the reefer prior loading can cause large discrepancies between
the loading temperature and the set temperature.
Immediately inform terminal planners / agents of the hot load condition and issue a ‘Letter of
Protest (LOP)’ in consultation with the Owners.
Note 2
The Charterers may issue a ‘Letter of Indemnity’ for the ‘Hot Load’ condition of cargo. Inform Owners /
Office before accepting such LOI.

Generic Guidelines for Acceptance of Reefer Cargo


Cargo Temperature Setting
Acceptance Criteria
Range
+4° C to +15° C Above + 4°C / Lower than +25°C.
– 4.4° C to + 4° C Above –4.4° C / Maximum temperature 3° C above set point
–18°C to – 4.4°C Maximum temperature 6°C above set point
–23°C to –18° C Above –25°C / Maximum temperature 6°C above set point.
Below –23°C. Temperature lower than –21°C.
Temperature sensitive cargo Maximum temperature 1° C above set point

Caution
Refer to and comply with the Charterer’s / Operator’s specific temperature acceptance guidelines.

Carriage Procedures
Within 24 hours after departure from port, Chief Officer and Electrical Officer shall physically
confirm that all live reefers are plugged in and operating satisfactorily.
Master must review the Reefer Monitoring Log and send the following to Office / other parties
as required:
 Reefer Monitoring Log
 Number of reefers on arrival
 Number of reefers discharged
 Number of reefers loaded
 Number of re-stow for reefer containers
 Total number of live reefers on board at departure

Carriage of Special Reefers (Sensitive Cargo)


Sensitive cargoes are stowed in reefers requiring specific procedures for handling and
reporting – for example, ice cream, USDA produce, heating tank.
Written instructions and/or Reefer Exceptional List are normally provided for these cargoes.
5.1 CARRIAGE OF REEFER CARGO
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 5
Reefer units with in-built portable generator set (power pack): Observe all safety
precautions as per maker’s instruction, including compliance with enclosed space
entry procedures, especially when stored in underdeck spaces.
Controlled Atmosphere (CA) Reefers: This enhances storage life of some food
products along with refrigeration. When carrying CA reefers:
 Obtain the documented procedures from the Charterers / Shippers
 Obtain a Reefer Exceptional List from the Planners / Agents providing details of set
values of temperature, carbon dioxide and oxygen
 Monitor and record the carbon dioxide and oxygen readings
Cryogenic Reefers – They use frozen carbon dioxide ice, liquid nitrogen or helium for
cooling the cargo. The cryogenically frozen gas slowly evaporates, cools the
container and is vented out. In addition to monitoring of temperature, daily check
coolant liquid levels. Comply with additional guidelines given by the Charterers and
Shippers.
Temperature Controlled Tank Reefers: They are used at times to transport
hazardous and non-hazardous chemicals, pharmaceuticals, food products and
beverages. Depending on cargo, tank containers can be refrigerated / Heated Type.
Comply with additional carriage guidelines given by the Charterers and Shippers

Note 3
Follow enclosed space entry procedures before entering a cargo hold used for the carriage of Controlled
Atmosphere cargoes.

Reefer Monitoring
Master and Chief Officer must ensure that, weather permitting, all reefers are monitored
diligently and temperatures recorded throughout the voyage, until discharged, as below:
 Daily at least 2 times (AM & PM)
 Every 6 hours, for reefers with hazardous cargo

Assign different staff for carrying out reefer checks in morning and evening to avoid
inadvertent errors in reporting.
Inform Office and make an entry in the Deck Log Book, if unable to monitor reefer
temperature due to adverse weather conditions.
Record temperatures, alarms and defects in specific forms proposed by Charterers and
Owners. If not, Use Company provided form.

Caution
In cases of adverse weather, affecting the safe working condition on deck, refer to and use “Work on Deck
during Adverse Weather Permit”.

Malfunctioning of Reefer Container


Immediately report all alarms or defects to the Chief Engineer and Electrical Officer, who
must make all effort to carry out emergency repairs.
Inform the Charterers, Owners and Office.
Maintain a complete record of man-hours and equipment used for the repair of the reefers.
Attach a copy of the communication/refer malfunction reports with the reefer log filed on
board.

Discharging
5.1 CARRIAGE OF REEFER CARGO
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 5
Unplug the reefers as close as possible to the expected Time of Discharge.

Duty personnel must cross-check to ensure that the reefers in wrong bays are not unplugged.

Management & Process of Reefer Management on Board


Check Reefer Manifest for details of vent settings, set temperature, commodity &
stowage position.
Check for supplementary instructions for carriage – e.g. CA Reefer, DG cargo reefer etc.

Check and approve planned stowage position based on:


 Availability of adequate reefer sockets;
Pre- loading Checks

 Direction of motor
 Accessibility of reefer unit for monitoring & maintenance
Discuss reefer loading plan with duty personnel & E/O using:
 Reefer Manifest
 Any special instructions for loading / carriage
 Availability of reefer spares for specific type of reefer
Prepare a reefer walk-through plan and account for total quantity
of reefers on board considering loading, discharge or possible
restow of any reefer in port.

Discrepancy observed in stowage Inform Master / Chief Officer to raise


position, set temperature, vent setting or Yes concerns with Terminal Planners and
functioning of reefer unit. Agents
Reefer Loading

Large difference between set & loading


Yes Inform Master / Chief Officer.
temperatures.

Inform Owners / Office and other


Prior departure, cross check and parties. Issue “Letter of Protest”
account for all reefers. Compare temp /
vent settings with reefer manifest.

Post departure, Chief Officer and E/O to Standalone reefer message to be


take round & double check operation of all sent along with the reefer
reefers, basis final stow list. monitoring log and required details.
Reefer Monitoring &
RecordKeeping

Reefer Monitoring - Reefer containing Reefer monitoring at 6 hourly


Morning & Evening hazardous cargo or any Yes intervals/ comply with special
rounds special provisions provisions

Alarms / Malfunction of Send Reefer Malfunction


Reefer units Yes Reports to charterers, carry
repairs on board

Retain records of reefer manifests, monitoring logs, malfunction reports and communications.

Prepare a list of containers to be Double check to ensure correct bays


Discharge

discharged at a port. Unplug the are handled and all live reefers as per
Reefer

reefers close to the time of discharge the Manifest accounted for on board.
5.1 CARRIAGE OF REEFER CARGO
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 5 of 5
Recordkeeping
Maintain proper records in the following format to enable defending any potential cargo
claims.
File Contents
 Reefer Manifests
 Daily Temperature Logs
Reefer File No.1  Communications with the Charterers / Agents for any
discrepancy observed during loading
 “Letter of Protest” / “Letter of Indemnity”
 Reefer malfunction reports & maintenance records
Reefer File No.2  Communication regarding maintenance of reefer units
 Inventory of reefer spares

Note 4
Maintain records of communications between various parties concerning a respective reefer and file with
the reefer log for the voyage.

Note 5
Retain reefer records on board for a period of 6 years.

Maintenance of Reefer Equipment and Spares


Electrical Officer must maintain:
 Reefer receptacles and boxes in working condition.
 Manufacturer’s reefer kits and spares for the make and model of reefer unit carried.
 Raise timely order for replenishment of spares as per Charterer’s instructions.
Note 6
Duty personnel must place the protective caps for receptacles when sockets are not in use.

Caution
Inform Owners/ Charterers and Office immediately, if loading any reefers for which, no spares are
available on board.

Forms and checklists: References:


C/L:
RA: CONT-003
WI:
Form: OPS/CONT/07
5.2 CARRIAGE OF DANGEROUS GOODS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 4

Purpose
To provide guidance on planning, handling and stowage of hazardous cargo units.

General
Master and Chief Officer must be conversant with the Charter Party clauses for carriage of
dangerous goods.

Stowage
Stowage of IMDG Cargo should be in compliance with vessel’s Dangerous Goods ‘Document
of Compliance’.
Note 1
Comply with any exclusions for dangerous goods (DG) cargo carriage / weight limit instructions as
proposed by Owners or Charterers, before accepting DG cargo.

Caution
Immediately inform Owner / Office, if any excluded DG cargo (as per charter party / in contravention to
Document of Compliance) is planned by the Charterers / Operators.

Pre-loading Checks
Master / Chief Officer must receive following documents prior to loading:
 DG Manifest or preliminary DG list
 Packing certificate indicating cargo is packed as per the IMDG code
Ensure the manifest includes the following:
 UN Number
 Class
 Substance or Article
 Subsidiary Risk Label(s) including Marine Pollutant
 Packaging Group
 Special Provision
 Limited Quantities
 EMS Table
 Stowage & Segregation
For vessels calling US Ports, the manifest must state whether the cargo is included in
CDC List (Certain Dangerous Cargoes) and the Emergency telephone number.

Chief Officer must check the final DG Manifest / List to ensure no changes are made to the
initial load plan and provide a copy of approved DG Manifest and cargo stow plan to the duty
personnel.
Note 2
Most loading computers are provided with a function for the check of IMDG stowage and segregation.
Keep the loading computer updated with the latest amendment of IMDG code. In addition to checks on the
loading computer, ensure to carry out manual checks by referring to the IMDG code.

Note 3
Post a copy of dangerous cargo ‘Document of Compliance’ and Exception List, if provided, near the
loading computer.
5.2 CARRIAGE OF DANGEROUS GOODS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 4
Loading & Carriage Procedures
Duty personnel must:
 Inform Chief Officer, in case of any deviation from the approved stowage plans
 Check the containers for signs of any cargo leakage
 Check that the container is properly labelled and marked on all 4 sides for the class
of the IMDG cargo (primary and subsidiary placards)
Prior to vessel’s departure from port place the following on bridge and in fire wallets:
 Updated copy of final DG cargo manifest
 DG cargo stowage plan
 Weight by class summary
During the voyage, monitor the condition of D.G. container(s) for any leakage or abnormality.
Note 4
Consider IMDG container which requires cooling, as an IMDG and reefer container. Take precautions
considering both the cases.

Note 5
When carrying Fishmeal cargo in containers, monitor and record hold temperatures once a day in the
morning to check for any signs of self-combustion.

Emergency Response Equipment


In case of any emergency involving DG cargo, refer to CNM Chapter ‘Emergencies during
voyage’.
Vessels carrying DG cargo must comply with SOLAS Reg. II-2/19 for fire-fighting equipment,
ventilation and bilge pumping arrangements. They must carry:
 4 sets of protective clothing (Chemical Suits)
 Dedicated fire-fighting equipment comprising of container fire-fighting nozzle and
hammer

Ensure that all arrangements and equipment provided are well maintained and ready for use.

Carriage of Medical Equipment for IMDG Cargo


 Carry all medicines and medical equipment as per Appendix 14 of MFAG (IMDG
Code Supplement)
 A 40 litre / 200 bar medical oxygen cylinder mounted in the ship's hospital and
assembled for direct use. It must have 1 flow-meter unit, supplying oxygen for two
persons simultaneously. In lieu of a single 40 litre cylinder, it is permitted to maintain
4 X 10 litre cylinders
 A complete portable set, ready for use with a 2 litre / 200 bar medical oxygen
cylinder and a spare cylinder (2 litre / 200 bar)
5.2 CARRIAGE OF DANGEROUS GOODS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 3 of 4
Emergencies involving Dangerous Goods
For precautions when handling emergencies, refer to CCM chapter ‘Emergencies during
Voyage’.

Management & Process of Handling Dangerous Cargo on Board


Check DG Cargo manifest or preliminary D.G. List for acceptability as per
Document of Compliance, charter party clauses, liner clauses & owner’s guidelines
for DG cargo exclusion if in place.

Check packing certificates for DG cargo to be loaded and other


documentation as / if applicable.
Pre- loading Checks

Check and approve planned stowage position based on the


following:
 Segregation as per IMDG code;
 Approved loading position (U/deck or above deck) as per
Document of Compliance.
Discuss DG loading plan with the duty personnel.
 DG Cargo Manifest, loading list.
 Any special instructions for loading / carriage, including special
consideration if DG cargo additionally classed as Reefer cargo.

Discrepancy observed in Inform Master / Chief Officer to raise


stowage position, labelling & Yes concerns with Terminal Planners &
placarding. Agents.

Inform Master / Chief Officer to raise


DG Cargo Loading

Check condition of container. concerns with Terminal Planners &


Damages observed to the Yes
Agents.
container. Prepare Container Damage Report.

Inform Terminal Planners & Agents.


DG cargo leaks observed from
any of the containers loaded. Yes Refer IMDG code before proceeding
to contain the spill.
Ensure required PPE is donned prior
handling spilt cargo.
Keep record of man hours &
Prior departure:
materials used.
 Cross check and account for
all DG cargo container units
 Update the fire plan wallets
on Bridge & near gangways
with the latest DG list

DG Cargo Monitoring – DG cargo additionally Refer to BGCM


Yes
Rounds on deck rounds classified as a reefer unit. chapter ‘Carriage
DG Cargo Monitoring

of Reefer Cargo’

Fire / Leaks / Spillage from Follow Emergency procedures.


Yes
DG cargo unit Inform Charterers / Owners & Office.

Refer to IMDG code / Emergency Schedule


before proceeding to contain the spill or fight
the fire;
Ensure required PPE is donned prior to
handling spilt cargo;
Keep record of man-hours & materials used.
5.2 CARRIAGE OF DANGEROUS GOODS
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 4 of 4

Forms and checklists: References:


C/L:
RA: CONT-002
WI:
Form:
5.3 CARRIAGE OF SPECIAL / EXCEPTIONAL CARGO
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To provide guidance for planning, handling and stowage of special / exceptional cargo units.

Special Cargo / Exceptional Cargo


Special cargo refers to any cargo and / or container (except Dangerous and Reefer Cargo)
under the following condition:
Military goods and military equipment
‘Out of Gauge Cargo’
Cargo / containers, requiring special care in loading / discharging due to the
structure of the vessel and/or special stowage requirements
Cargo / containers that cannot be handled with the normal terminal equipment
Containers with ‘dry / wet salted hides’, which can leak, damage and taint the vessel
and other cargo
Note 1
Chief Officer must obtain the manifests for such cargo from the Planner / Agent prior to loading and check
its contents.

Note 2
Stow the containers with dry or wet salted hides, on deck and as far as practicable from the living areas.

Out of Gauge (OOG) Cargo


‘Out of Gauge Cargo’, owing to the cargo dimension (over height, over width etc.), cannot be
packed into a container.
OOG cargo, if secured improperly, can break free and cause damage to itself, adjacent
containers / cargo and the vessel structure. Refer to ship-specific Cargo Securing Manual for
guidance on stowage and securing of non-standardised cargo.
Chief Officer must inspect cargo securing on flat racks / platform containers.
As far as possible and practicable, stow the ‘OOG’ cargo in under deck spaces without
exceeding the maximum permissible limits of stack weight and stack height.
If loading on deck, make effort to place the cargo as a ‘Protected Stow’ and as low on deck
as possible ensuring that no part of the OOG cargo overhangs the ship side.
In case of inadequate lashing arrangement, request for additional lashings.
Note 3
Master can reject the cargo, if adequate lashing is not provided and he/she considers the cargo to be
unsafe for shipment. Inform Charterers, Owners and Office immediately.

Note 4
Obtain lashing / securing inspection or survey certificate for all OOG cargo secured on flat racks/
platforms. Issue a “Letter of Protest”, if not provided to the vessel.

Note 5
Subject to weather and location of stowage, check the lashings of OOG cargo at least once a day.

Caution
Take pictures when handling special cargoes and lashing of cargo on OOG units.
5.3 CARRIAGE OF SPECIAL / EXCEPTIONAL CARGO
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2
Management & Process of Handling Special Cargo on Board

Check Special Cargo manifest and approve planned stowage position with respect to following:
• Dimensions of cargo (Over height / Over width)
• Requiring any special conditions for carriage
• Discuss OOG cargo loading plan with duty personnel
Pre- Loading Checks

Obtain lashing certificates for OOG cargo stowed and secured on flat racks.
Check lashings of OOG cargo, prior loading on board.

Inform Terminal Planner / Agents to raise concern.


Inadequate lashing arrangement
Yes Inform Owners / Office immediately.
of the cargo unit.
Serve LOP for inadequate lashings.

Inform Charterers, Owners / Office immediately.


If additional appropriate lashings Serve LOP - “Letter of Protest”.
Yes
not taken to satisfaction. Reject loading of cargo unit.

On Deck Loading
Supervise loading of OOG cargo. Check that no part of the cargo overhangs the ship's side.
Take pictures of cargo unit and
Special Cargo Loading

lashings for records.


Under Deck Loading
Ensure stack height is not exceeded and check proper

Structural damage observed in


the cargo unit on OOG cargo or Inform Chief Officer / Master to raise concern with
any damage to the containers for Yes the Terminal Planners and Agents.
special cargo. Prepare CDR – “Container Damage Report”.
Special Cargo
Monitoring

Weather permitting and if


Yes Make entry in Deck Log Book for records.
accessible, inspect the lashings
of OOG cargo, daily at sea

Damage / Breakdown of lashings Immediately inform Charterers, Owners /


Yes
for OOG cargo. Office.
Special Cargo
Discharge

Supervise discharging of OOG cargo.


Take pictures of cargo unit and lashings for records.

Forms and checklists: References:


C/L:
RA: CONT-001
WI:
Form:
6.1 HATCH COVER OPERATION AND MAINTENANCE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 2

Purpose
To outline procedures for operation and maintenance of hatch covers.

Hatch Cover Operation


Responsible officer / Bosun must supervise hatch cover operations.
Container vessels are generally fitted with lift away type of hatch covers. Opening and closing
is normally handled using shore cranes or ship’s gear.
Refer vessel / maker specific instructions on operation of hatch covers.
Remove the loose lashing equipment placed on top of hatch covers, as it may cause damage
to hatch covers and associated fittings.

Note 1
Ensure all anti-lifting devices, if fitted, are removed prior to opening hatch covers. Engaged back prior to
loading of containers on hatch cover top.

Caution
Never stand under the hatch cover when opening or closing. Several injuries have occurred due to the
crew not keeping clear of the moving hatch cover.

Hatch Cover Maintenance


Refer to TMM Annex 1 ‘Guidelines on Planned Maintenance Schedules’.
Hatch covers are generally susceptible to damage due to rough handling by the stevedores.
Perform routine inspections and maintenance as per the maker’s manual and PMS, including
regular check of following:
 Hatch Covers
 Accessories and Fittings
 Load Bearing Pads (Rest Pads)
 Rubber Packings
 Compression Bars
 Anti-lifting Devices
 Packing Retaining Channels
 Non-return Valves
6.1 HATCH COVER OPERATION AND MAINTENANCE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 2

Forms and checklists: References:


C/L:
RA
WI: CONT /101, 102
Form:
6.2 CARGO HOLD BILGE ALARM
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline procedures for operation and maintenance of cargo hold bilge alarm.

Hold Bilge Alarm System


Accumulated rainwater / water leakage in cargo holds often causes wet damage of cargo.

Caution
Containers are not designed for immersion in water and accidental flooding can result in high value claims.

Care and Maintenance


Perform routine maintenance as per the maker’s manual and schedules listed in PMS:

Frequency Task

Daily Sound the bilges.

1M Test the High-level bilge alarms, if fitted.

6M Inspection* of Cargo Hold Bilge Non-Return Valve.

12 M Integrity Test* of Cargo Hold Bilge Non-Return Valve


* Before carrying out any inspection / test inform office. Refer to vessel-specific Work
Instructions ‘Cargo Hold Bilge Non-Return Valve –Testing’.

Record all test and maintenance carried out.

Forms and checklists: References:


C/L:
RA
WI: CONT/103
Form:
6.3 VESSEL CARGO GEARS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline procedures for care and maintenance of vessel cargo gears.

Cargo Gears
Terminal gantry cranes are normally used for cargo operations. In some ports, ship’s cranes
are used.
Generally stevedores carry out cargo operations under supervision of ship staff.

Use of Vessel Gear for Cargo Operation


Test all cargo equipment:
At least 24 hours prior to arrival, weather permitting
Prior to operations
Before handing over to the stevedores

Maintain records of daily checks & subsequent checks in the Deck Log book.
Ensure markings on all gear tally with the cargo gear register and certificates. Maintain a
proper record of certificates for wires and loose gear e.g. shackles. In Australia individual
components are checked against the certificates.
Duty personnel and Electrical Officer must provide necessary familiarization training to
stevedores in use of ship’s gear. This is especially important if there are any special
precautions required for its use.
Refer to vessel-specific ‘Gantry and Crane Operator Familiarisation’ Checklist.
Note 1
In-operational cargo gear leads to losses due to off-hire, fines imposed etc. In certain ports, vessel may be
asked to leave the berth.

Caution
Pay particular attention during parking / un-parking of ship’s cranes, while the shore gantries are operating
within the vicinity.

Care and Maintenance


Maintain all cargo gear in good condition.
Identify and maintain the certificate for each wire in use. Chief Officer must maintain a record
indicating the last date of change of any wires on board.
Identify and mark test certificate of every shackle, block, and any other gear used for cargo
lifting.

Forms and checklists: References:


C/L:.CONT/05, 06.
RA
WI:
Form:
6.4 LASHING EQUIPMENT MAINTENANCE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 3

Purpose
To outline procedures for inspection and maintenance of fixed and portable lashing equipment

Lashing Equipment / Cargo Securing Equipment


Master / Chief Officer must routinely inspect and maintain the Cargo Securing Equipment.
Cargo Securing Equipment includes:
Fixed Fittings
Portable Lashing Material
Maintain records of inspection and maintenance of such equipment with the Cargo Securing
Manual. Inspection records are subject to verification by Inspectors.
Maintain the certificates of all such equipment in the Cargo Securing Manual.
Note 1
Carry out the inspection and maintenance as required by the Cargo Securing Manual.

Fixed Fittings
Fixed fittings are lashing components permanently attached to the structure of the ship and
bear the load of the entire stack of cargo. E.g. Deck ISO sockets, lashing plates or pad eyes,
D-rings, dove tail foundations, fixed stacking cones, cell guides etc.
Since they are subject to wear and tear, carry out regular examination to check for any signs
of wear out and distortions.
Carry out routine inspection of dovetail foundations to ensure the following:
• Clearance is not excessive -- should be between 1.5mm and 4mm
• The bottom plate of the dovetail shoe is not thinning down
Inspect the pad eyes for corrosion, thinning down or weakening welding
Check ISO sockets routinely for any cracks, excessive wear and tear. Compare the
thickness of the top plates and clearances of ISO sockets with the dimensions
included in the Cargo Securing Manual. Immediately inform Office, if excessive
wear-down observed or if in doubt about the condition of the ISO socket
Check fixed fittings such as cell guides and fixed stackers for excessive wear down
and any deformities due to damages
Cell guides and entry guides (Elephant ears) are subjected to damages during cargo
operations. Maintain a running status of damaged cell guides and plan repairs in
discussion with Office
Note 2
Fixed fittings are designed for the approved loads. In case of any measurable wear down, they will not
have the same strength for which designed.

Portable Lashing Material


Portable lashing material are securing equipment that are not permanently attached to the
ship. E.g. Turnbuckles, extension pieces, twist locks, stacking cones etc.
Ensure that locking mechanism of twist locks is functioning
Inspect turnbuckles for corrosion, bent hooks, thinned down hooks etc.
6.4 LASHING EQUIPMENT MAINTENANCE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 3

Carry out color-coding of new loose lashing material, based on the following schedule:
Color Coding Scheme for Portable Lashing Material
Year Color
2016 Green
2017 Orange
2018 Yellow
2019 Blue
2020 Red
2021 White
2022 Green
Note: Repeat the 6 yearly color scheme for subsequent years.

Note 3
Mark the lashing material basis the year in which respective component is put in service.

Note 4
Owner’s instructions if any for the color coding of the lashing material will take precedence.

Lashing Bins and Lashing Gear Flatracks


Rough handling by stevedores might cause damages to Lashing bins and flatracks.
Inspect them for any structural damage periodically at intervals not exceeding 3 months.
Immediately inform office, if any damages found.
Note 5
Stencil ship’s name on the flatracks / individual bins for identification and to avoid mixing own ship’s gear
with other vessels.

Management of Damaged Lashing Material


Immediately remove from service any lashing material found worn out, damaged or distorted.
Segregate and store the damaged and incompatible lashing equipment in a
dedicated bin painted in ‘Red’ colour and marked ‘Damaged – Not For Use’.
Seal the top of the bin with a wooden hole, leaving only a small hole for the
segregation of damaged lashing material.
6.4 LASHING EQUIPMENT MAINTENANCE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 3 of 3

Lashing Gear Inventory


Owners and vessel are responsible for maintaining the quantity of lashing material as per the
Cargo Securing Manual.
Take a complete inventory:
Monthly / every round voyage, whichever is greater
As per Charterer’s / Owner’s instructions.
Off-Hire / On-Hire during a new charter
If suspect possible shortfall due to damage / pilferage of lashing material
Report to Owners, Charterers and Office any damages or losses to lashing gear.
Note 6
Obtain a written confirmation, if Owners / Charterers agree to maintain lesser quantity of lashing material.

Forms and checklists: References:


C/L: CONT/02
RA
WI:
Form:
7.1 EMERGENCIES DURING VOYAGE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline procedures and precautions to deal with abnormal conditions with cargo during the voyage

Handling Emergencies during Voyage


Vessel might encounter several types of emergencies related to cargoes carried, such as:
Leakage of cargo
Shifting of cargo units due to failure of lashings, especially OOG units
Spillage / Fire of Dangerous goods
Water ingress in cargo hold through bilges, manholes of ballast tanks or other
pipelines
Note 1
Maintain records of man-hours and materials used when handling any spillage from the cargo units.

Caution
Immediately contact Office, upon noticing above conditions / any unexpected behaviour of vessel.

Emergencies Involving Dangerous Goods


Prior to taking any action, refer to ‘Emergency Schedule’ (EmS) for the cargo in the IMDG
code.
Note 2
EmS codes assigned to each UN number, is a 2-part code starting with letter “F” for fire and letter “S” for
spillage. EmS tables are published in the supplement of the IMDG code.

Caution
For handling leakages from DG cargo units, ensure staff wears proper PPE (Chemical protective suits,
rubber gloves and SCBA set).

Caution
Water is not always the best solution for restricting fire on DG cargo units. Do not apply water to cargoes
that are reactive to water.

Forms and checklists: References:


CL:
RA:
WI:
FORM:
7.2 EFFECT OF WIND ON CONTAINER VESSELS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline procedures for handling the effects of wind on container vessels.

Effect of Wind
Owing to the stack of cargo loaded on deck, container vessels have high sides and a large
windage area, thus making it more susceptible to the effects of the wind.
Magnitude of wind force depends upon the container stacks and the area presented to the
wind forward or aft of the vessel’s pivot point.
Note 1
Take into account the effect of wind velocity, especially during berthing / un-berthing and when
determining number of tugs required.

Caution
Not compensating for wind forces, has caused accidents especially during berthing / un-berthing or when
at anchor.

Precautions
Monitor the expected wind force and direction, using all available sources, prior to
planning any manoeuvring and anchoring operations
Prior to arrival / departure from berth, calculate the windage area of the vessel,
using the Trim and Stability Booklet. Most loading computers also provide this
value
Prior to anchoring, take note of ‘Critical Wind Speed’. For further details, refer to
NMM Chapter ‘Anchoring Operations’.
Determine the Wind Force as per below thumb rule

Thumb rule for the estimation of Wind Force (F)


(F) = V2 / 18000 x Windage Area,
Where, V is the wind speed in m/s.

Forms and checklists: References:


CL:
RA:
WI:
FORM:
7.3 PARAMETRIC ROLLING
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 2

Purpose
To highlight the effect of Parametric Rolling on container vessels.

Parametric Rolling
Parametric Rolling describes the phenomenon of large unstable roll motion coupled with
significant pitch motions suddenly occurring in head or following seas. Such a phenomenon
depends on vessels parameters.
It is more pronounced when the pitching period is either ‘equal to’ or ‘half’ of the vessel’s
rolling period.

Conditions Causing Parametric Rolling:


Dangerous Parametric rolling on container vessels can take place with the combination of
below:
 Vessel is heading into head seas or fine on the bow
 Wavelength is equal to length of vessel
 Wave encounter period is half of natural rolling period (vessel pitching twice in one roll
period)
 Wave height exceeds a critical level
 Roll damping is low
Parametric rolling is worse when a ship is operating at reduced speed in adverse sea
conditions. Such condition can cause containers to be lost overboard due to broken deck
lashings.
IMO guidelines suggests that parametric rolling is particularly dangerous when the
wavelength is 1.0 to 1.5 times the vessel’s length.

Note 1
Parametric rolling is more pronounced on the container vessels due to their bow flare and the transom
stern extending to almost full breadth.

Caution
The violent nature and large accelerations cause due to parametric rolling can lead to loss of containers,
machinery failure, structural damage, damage to environment and even capsizing.

Precautions
 Use weather routing to identify the adverse weather conditions in advance and
take avoidance actions accordingly
 Avoid sailing in conditions when the vessel is pitching twice during each roll period
 Consider course alteration
 Avoid wave encounter period to rolling period ratio of 1:2
 If in any doubt that the vessel is taking unexplained rolls with increasing amplitude,
alter course broadly, even up to 90 degrees to break the roll cycle
Note 2
Most weather routing softwares highlight the areas prone to parametric rolling for existing loading
conditions.
7.3 PARAMETRIC ROLLING
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 2

Caution
If not possible to alter course, reduce speed to avoid heavy slamming and pitching, keeping in mind that
the encounter period is not close to half of rolling period.

Forms and checklists: References:


CL: MSC.1/Circ.1228
RA:
WI:
Form:
8.1 COMMERCIAL INSPECTIONS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline procedures on type and importance of commercial inspections.

Vessel Inspections
Vessels undergo commercial and non-commercial inspections – for example, PSC,
Charterer’s Vetting Inspections and Terminal Inspections etc.
Results of these inspections affect the employment of vessels.
For further information on non-commercial inspections such as Flag State, PSC, Vessel
Manager, etc. refer to PAM Chapter ‘Inspections’.
Note 1
Irrespective of the type of inspection, always present the vessel, professionally and in good condition.

Rightship Inspections
Rightship is a dry cargo vessel vetting organisation.
It uses its RightShip Qi platform to provide a dynamic risk rating for each inspected vessel
and maintains a database.
The vessels with high star ratings are preferred for employment. The highest rating is 5 and
the lowest is 1.
The primary factors affecting the vessel risk ratings are:
Regulator Risk: Vessel’s Classification Society and Flag State
Casualties Risk: Casualties occurred on board, in recent years
Vessel PSC Risk: Performance of recent PSC Inspections
DOC PSC Risk: Average PSC performance for vessels with same DOC Manager
Builder Risk: Average casualties in the early life of vessels from each yard
Size Risk: Context regarding the vessel size
Type Risk: Context regarding the vessel type (Bulk Carrier, Containerships,
General Cargo etc.)
Age Risk: Age of vessel in years (see below note)
Continuity Risk: Continuity of standards & systems across DOC Holders, Flag
States & Classification Societies
Additional factors – for example, open PSC detention / inspections, open incident
reports, sanctions against vessels, are also considered.
Factors such as audit management review, green award certification, RightShip
inspections etc., have positive impact on the rating.

Note 2
Vessels more than 14 years of age will undergo a physical inspection, valid for 12 months.

Note 3
Investigate each incident / observation in detail, providing information to Office for feedback. A well-
documented feedback containing factual information, objective evidence and corrective action plan can
improve the risk rating of a vessel. Refer to examples of closure reports in the Company provided
software.
8.1 COMMERCIAL INSPECTIONS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Terminal inspections
Terminal operators regularly carry out terminals inspections.
Scope of inspection is similar to a PSC inspection, also extending to the conduct of the
vessel during its port stay.
In addition, focus is to verify the suitability of the vessel for cargo operations and safe
working conditions for stevedores / longshoremen.
Below unsafe practices might lead to terminal action:
Unsafe Working Practices – for example, sitting on hatch coaming, walking under the
load, etc.
Inadequate Mooring Management – for example, slack ropes, ship moving from berth
etc.
Improper watchkeeping – for example, gangway and net not properly rigged / secured,
access not safe

Caution
Most terminals have CCTV coverage and continuously monitor all activities. Negative feedback from the
terminal might result in banning of the vessel from the terminal until satisfactory corrective measures are
taken.

Forms and checklists: References:


CL: Below available in Company provided software:
RA; • Rightship inspection
WI: • Example of a good closure report
FORM:
8.2 VESSEL SEAWORTHINESS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 1

Purpose
To outline information and procedures of seaworthiness of vessel.

Seaworthiness
A vessel-owner have an obligation to provide a seaworthy vessel at the beginning of any
voyage, as required by the “rules governing the carriage of good by sea” and for insurance.
A ‘seaworthy ship’ is one that is in every way fit to cope with the perils likely to be
encountered during the voyage.
A seaworthy ship must comply with the following:
Hull and machinery in good working order and condition
Availability of necessary manning, charts, documentation bunkers, stores, water
and provisions required for the voyage
Well-equipped and fitted to ensure the safe carriage of the cargo under normal
circumstances
Exercise ‘due diligence’ to ensure that vessel is seaworthy by complying with the below:
Required and valid certificates and documents are available on board e.g. an
invalid Ship Sanitation Control Exemption Certificate (SSCEC) would render the
vessel unseaworthy
Check watertight integrity of holds by checking and sealing the means of ingress of
water – for example, manhole covers, ballast filling pipes etc.
Check bilge and ballast-piping systems are in good condition and working
satisfactorily. Ensure bilges are clean and dry
Check operation of ventilators. Ensure their shut off mechanism is in good order to
keep out weather
Ensure holds are fit for receiving the intended cargo
Supervise the cargo loading. Ensure that the cargo is stowed / secured correctly
and does not endanger the vessel
Make Log entries of the above operational checks.
Note 1
The onus of proving seaworthiness of vessel always rests with the Owner. The Owner will lose the right
to exceptions for liability, if proved that ‘due diligence’ was not exercised to provide a seaworthy vessel.

Caution
Major breakdown or failures, immobilising the vessel, caused due to non-compliance with manufacturer's
instructions, have been proven a reason for the vessel being unseaworthy. Chief Engineer must ensure
that all machinery is properly maintained and operated as required.

Forms and checklists: References:


CL :
RA
WI:
FORM :
8.3 CHARTER PARTY
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 5

Purpose
To introduce Charter Party terms, conditions, clauses and the precautions that need to be exercised.

Charter Party (CP)


It is a document under which the vessel is employed. It also identifies various parties, which
are a part of the employment.
Master must read the CP carefully and discuss relevant parts with the Chief Engineer and
Chief Officer. In case of any doubt or concern, contact the operations department for
clarification.
Refer to the table of common chartering terms and abbreviations in this chapter.
Note 1
Different types of CP are used for vessel employment. General guidance in this chapter is applicable to
all types of CP.

Delivery and Redelivery of Vessel


Vessel may be sub-chartered by Owners or Head Charterers for a Time Charter. In such
cases, ensure that the terms and conditions of the time charter are not contrary to Owners’ /
Head Charterer’s instructions. Office must be contacted when required.
Vessel must be delivered and redelivered at time and condition as per terms and conditions
as stated in CP. Delivery and redelivery notices must be copied to Office stating date, time
(LT/UTC), bunker ROB and status of holds. A list of outstanding stevedore or other
damages must be included at the time of redelivery.
Delivery and redelivery notices are not required in Voyage Charters.

On and Off Hire Surveys


Such surveys are done at the commencement or conclusion of a CP, to check the bunker
quantity and vessel condition.
Master / Chief Officer must always accompany the surveyor and keep photographic
evidence of vessel condition.
For bunker quantity surveys, Chief Engineer / 2nd Engineer must accompany the surveyor
and ensure tank measurements are accurate.
Note 2
Record all observations made by the surveyor. Ensure all Stevedore Damage Reports or other damages
during the CP period are shown and recorded in the report.

Note 3
In case of disagreement with the content of the report e.g. vessel condition, bunker quantity etc., inform
Office immediately and put necessary remarks on the report.
Safe Port
A safe port is a port:
Where a vessel can reach, enter, remain at and depart from, without any abnormal
occurrence or exposure to danger that cannot be avoided by good navigation and
seamanship
Where the vessel can lie safely afloat at all states of the tide (unless it is
customary to load or discharge while safely aground and there is an agreement in
the CP)
Which is politically and physically safe for the vessel
Do not hesitate to ask for information from Owners / Charterer / Agents / Office
8.3 CHARTER PARTY
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 5

Note 4
Owners are responsible for checking if the port is safe or not. Therefore, vessel must check this when the
port is nominated. If unsure about a port being safe, inform Charterers and Office giving reasons and
seek advice.

NAABSA (Not Always Afloat But Safely Aground) Clause


When a NAABSA clause is incorporated in the CP, the vessel may be ordered to a berth,
where she may not be afloat at all times.
Charterers are responsible for all damages and consequences, should the vessel touch
bottom at the berth.
NAABSA clause applies only when a vessel is moored to a berth, at buoys or at anchor.
If expecting grounding, take the following precautions, but not limited to:
Keep the vessel at minimum possible draft
Ascertain the nature of bottom
Check the depths regularly
Record the times the vessel is aground
Note 5
If vessel touches bottom, treat the situation as a vessel aground at berth. Comply with the ship-specific
Emergency checklist for grounding. Give a Letter of Protest to Charterers, Shippers / Receivers and their
Agents. Charterers / Agents are not obliged to shift the vessel elsewhere for loading in case of grounding.

Common Chartering Terms and Abbreviations


AA Always Afloat
AAAA Always Afloat Always Accessible
AG/PG/WAG Arabian Gulf / Persian Gulf / West Asian Gulf
AGW All Going Well
A/P Additional Premium
APS/AFPS/AFS Arrival Pilot Station / Arrival First Pilot Station / Arrival First Sea Pilot
PS/AHPS Station / Arrival Harbour Pilot Station
ATDNSHINC Any Time Day or Night Sundays and Holidays Included
ATUTC Actual Time Used To Count
AWIWL Always Within Institute Warranty Limits
BB Below Bridge or Ballast Bonus
BBB Before Breaking Bulk
BDI Both Dates Inclusive
BENDS Both Ends
BI Both Inclusive
B/N Booking Note
BOD Bunkers On Delivery
BORD Bunkers On Redelivery
BT Berth Terms
BWAD Brackish Water Arrival Draft
CD Customary Despatch: See CQD or Chart Datum
CHABENDS Charterers’ Agents Both Ends
8.3 CHARTER PARTY
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 3 of 5

CHOPT Charterers’ Option


COA Contract Of Affreightment
COGH Cape Of Good Hope
COGSA Carriage Of Goods by Sea Act
COP Custom Of the Port
CQD Customary Quick Despatch
CVS Consecutive Voyages
DAP Days All Purposes
DEL/DELY Delivery
DFD Demurrage / Free Despatch
DHD Demurrage / Half Despatch
DIOT Daily Including Overtime
DOP/DLOP/DL Dropping Outward Pilot / Dropping Last Outward Pilot / Dropping Last
OSP Outward Sea Pilot
DWAT Deadweight All Told
DWCC Deadweight Cargo Capacity
EIU Even If Used
FAC Fast As Can
FAS Free Alongside, or Free Alongside Ship
FHEX Fridays and Holidays Excepted
FHINC Fridays and Holidays Included
FILO Free In, Liner Out
FIO Free In and Out
FIOSPT Free In, Out and Spout Trimmed
FIOST Free In, Out, Stowed And Trimmed
FOB Free On Board
FOQ Free On Quay
Free On Wharf / Free Open Water: Refers to the Earliest Possible
FOW
Resumption of Trade to an Ice-Bound Port or Area
FP Free of Pratique
FWAD Fresh Water Arrival Draft
GA General Average
GL OR
Gross Load / Free Discharge
GROSS/FD
HDLS Half Despatch Laytime Saved
HTUTC Half Time Used To Count
ILOHC In Lieu Of Hold Cleaning
IWL Institute Warranty Limits
LAYCAN Laydays / Cancelling
L/C Letter Of Credit Or Laydays / Cancelling
LL Laden Leg(s)
LO/LO Lift On / Lift Off
LOT Load On Top
8.3 CHARTER PARTY
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 4 of 5

LS Lump Sum
LT Long Ton
MIN/MAX Minimum / Maximum: Refers to a Fixed Cargo Size
MOL More Or Less: Refers to a Cargo Size Option
MOLCO More Or Less Charterers’ Option
MOLOO More Or Less Owners’ Option
MT Metric Tonne
NAABSA Not Always Afloat But Safely Aground
No Deadfreight Charterers’ Account Provided Minimum Quantity
NDFCAPMQS
Supplied
NEOBIG Not East Of But Including Greece
NNOGWB (If New York) Not North Of George Washington Bridge
NOPAC North Pacific
NOR Notice Of Readiness
NSW New South Wales (Australia)
OBQ On Board Quantity
PANCAN Panama Canal
PASSING MOB Passing Muscat Outward Bound
PNW Pacific Northwest
PPT Prompt
REDEL/REDEL
Redelivery
Y
RO/RO Roll On / Roll Off
R/V Round Voyage
SA Safe Anchorage
SB Safe Berth
Standard Carrier Alpha Code: A Unique Bill of Lading Identifier
SCAC
Number for U.S. Customs
SGL Scale Gross Load
SHEX Sundays and Holidays Excepted
SHINC Sundays and Holidays Included
SOF Statement Of Facts
SOUS PALAN Under Hook
SP Safe Port
SWAD Salt Water Arrival Draft
SWSD Salt Water Sailing Draft
T/A Transatlantic
TBA To Be Advised
TBN To Be Nominated
T/C Time Charter
TCT Time Charter Trip
TIP Taking Inward Pilot
8.3 CHARTER PARTY
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 5 of 5

Forms and checklists: References:


CL:
RA
WI:
FORM: OPS/CONT/06
8.4 CARGO DOCUMENTS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 4

Purpose
Introduction to cargo documents and explanations to various cargo documents.

Cargo Documents
Master must ensure that cargo documents for each voyage are carefully prepared, clearly
identified and safely retained on board.
All cargo documents must be signed only after verification of its contents and correctness.
In case there is paucity of time or when being pressurised by Charterers or Agents to sign
papers without verification, Office must be contacted for assistance immediately. In any
such case the signing of papers can be delayed and procedure completed at anchorage or
even at the next port where permitted by Owners / Office.
Minimum set of cargo documents required for each voyage:
Notices of readiness
Statement of facts
Notes / Letters of Protest
Stowage plans
Letters to stevedores or Charterers / Agent for any damage to vessel or cargo
All survey reports and cargo related certificates.
Any notices of liability from vessel or shore for any alleged loss of or damage to
cargo or any related matter
All pre-loading inspection reports and certificates relating to condition of cargo
holds, pipes, non-return valves etc.
Cargo manifests- Reefer, DG cargo and for any special cargo carried on board
Draft survey reports, if any
Tally Sheets, if any
Any correspondence with Charterers / Agents for the fulfilment of CP conditions

Retain the complete set of cargo documents for a period of 6 years, since generally cargo
claims might extend up to 6 years.
In case of sale of the vessel, return the documents to the Office. Destroy documents that
are older than 6 years (since the final port of discharge) and have no claims. For more
details, refer to PAM Chapter ‘Vessel Sale / Delivery’.

Notice of Readiness (NOR)


The vessel must satisfy the following conditions, for tendering a valid Notice of Readiness:
The vessel must be an ‘arrived’ vessel
The vessel is ready in all respects to load or discharge, at the time of tendering the
notice. It is not sufficient to say that the vessel will be ready to load later.
NOR must be served to the Charterer, Shipper (Receiver) or his Agent.
The definition of “arrived” vessel depends on geographical and fiscal port limitations.

An accepted definition by the courts is “Before a ship can be said to have arrived at a port,
she must, if she cannot proceed immediately to a berth, have reached a position within the
port where she is at the immediate and effective disposition of the Charterer and is at a
place where waiting ships usually lie”.
In general, tender the NOR immediately in writing, which includes email, telex or cable,
once the vessel arrives:
Within port limits
8.4 CARGO DOCUMENTS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 4

At an anchorage
At waiting place where vessels usually wait for berthing
Notes:
1. If vessel is asked by the port authorities to anchor or wait at a place away from
the usual waiting place, due to congestion or other reasons, tender NOR and
make a statement regarding this in logbook.
2. Read and strictly comply with any instructions for tendering NOR in the charter party
or its extracts, such as:
• Exact place of tendering NOR.
• Requirement of tending NOR within specific office hours on working days.
Ascertain well in advance regards any holidays / working hours. When
required, in consultation with Charterer, adjust the ETA, keeping in mind the
best interests for Charterers / Owners.
• Requirement of the vessel to have free pratique, passed hold inspections, in
gas-free condition etc. In such cases, co-ordinate with the agent for the
required arrangements.
3. If there is any doubt, consult Office. It is better to tender NOR earlier, than later.
4. Re-tender NOR:
• If it is not accepted.
• If tendered earlier than the stipulated place/time. It will not get automatically
validated at a later time when vessel reaches the correct position.
• If unsure about the validity of the NOR. Seek advice from Owners / Operators
/ Charterers. This is especially relevant if vessel’s position or circumstances
change – for example, NOR tendered upon anchoring at outer roads and then
shifted to inner anchorage or berth, and so on.
• When there is a delay in response by Owners / Operators, to any questions,
regarding NOR, as asked by the vessel.

Normally, an NOR is tendered on arrival port limits, with agents simultaneous organising the
clearances. However, ensure the vessel’s holds are physically ready in all respects for the
loading of cargo, and the vessel is ready to meet all pre-conditions required for clearances.
The NOR must include a declaration of the maximum dead weight of cargo that the vessel
is able to lift or the maximum cubic capacity available to the charterer.
Ensure to retain a copy, with the signature of acceptance by the charterer or agents. Mail a
copy to office.
Note 1
If re-tendering NOR at any time for any reason, include the following wordings in the retendered NOR
“This notice of readiness is tendered without prejudice to the validity of any other notice(s) of readiness
previously tendered”.

Statement of Facts
Statement of Facts is a chronological record of vessel activities in port, maintained by the
vessel's agents. Relevant events with time, details of delays, protests from vessel and
shore, cargo quantities worked are entered.
Before signing, check the events and time in statement of facts. If there is a dispute, resolve
it before signing the statement. In case there are erroneous entries such as delays,
stoppages or other occurrences, they must be corrected and substantiated using vessels
records and documents such a Letter of Protest.
8.4 CARGO DOCUMENTS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 3 of 4

If the statement of fact remains in dispute and is not corrected to vessels satisfaction, office
and Owners must be informed immediately for assistance.

Bill of Lading and Letter of Indemnity (LOI)


Refer to BGCM Chapter ‘Bill of Lading’.

Note of Protest
“Note of Protest” is a declaration formally recorded or lodged by the Master, of
circumstances beyond his control, which may give, or may have given rise to loss or
damage.
Notes of Protest are lodged to record occurrences that may have caused loss or damage
which are at that moment unknown or not fully determinable or quantifiable but could give
rise to claims later.
Some circumstances when a Note of Protest must be lodged:
Whenever vessel has encountered heavy weather, which might have resulted in
damage to the cargo or the vessel – for example, possible pounding or panting
damage to the vessel’s hull that may remain unknown until sighted at next dry-
docking
When from any cause the vessel is damaged or there is a reason to fear that
damage may be sustained – for example, possible damage due to the vessel
suspected to have “bottomed” during a river / shallow water transit
When through stress of weather it has not been practicable to adopt normal
precautions in the matter of ventilation of perishable cargo – for example, the
possibility of sweat damage to cargo because of not being able to follow
prescribed ventilation procedures due to adverse weather conditions
When any serious breach of Charter Party (CP) terms is committed by the
charterer or his agent, such as refused to load, unduly delaying loading, loading
improper cargo, refusal to pay demurrage, refusal to accept B/L’s in the form
signed by the master, any condition when there is a major problem with cargo,
CP or B/L etc.
When cargo is shipped in such condition that it is likely to suffer deterioration
during the voyage. In such case, the protest is not effective unless the BL is
endorsed to show the condition of the cargo at the time of shipment
In all cases of general average
In case where stevedores refuse to accept a damage report

Note 2
Lodge a Note of Protest before a notary public, magistrate or other authority. In many ports, the agents
can lodge it on behalf of Master.
Generally, lodge a Note of Protest within 24 hours to arrival port. When this is not possible,
Master may add a statement that the Note of Protest could not be tendered earlier due to
circumstances beyond Master's control.
Support the Note of Protest with appropriate log entries, and if required, with statements
from Master and others.
A Note of Protest may need to be extended as at the time when a protest is originally noted,
it may not have been definitely established whether in fact loss or damage has occurred or
not or the full extent of damage may not be known.
8.4 CARGO DOCUMENTS
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 4 of 4

Note 3
Certain countries require the Note of Protest on a special form. Always seek assistance of the local
agents to find out the correct procedures. A general format following British system is acceptable in most
countries and available in OPS forms.

Forms and checklists: References:


CL:
RA;
WI:
FORM: OPS forms (as applicable)
8.5 BILL OF LADING
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline the procedures and checks regarding the Bill of Lading.

Functions of a Bill of Lading (B/L)


The Bill of Lading (B/L) is:
A receipt for goods loaded onboard the vessel
A document of title, through which property in the goods may be passed from one
party to another
An evidence of contract, governing the receipt, carriage and delivery of those
goods
An Owner’s document, Master signs it on behalf of the Owners and not any other
party
Note 1
Once B/L is signed, it binds the shipowner to the contents of the B/L. It contains the rights and duties of
the shipowner and cargo owner and is required in case of settlement of claims.

Checks Prior to Signing B/L

Check the following, prior to signing B/L:


Goods are actually on board
Date is correctly stated (Date on which the goods were actually loaded)
Quantity and quality of cargo is correct and the clauses on the Mate's Receipts, if
issued, are entered on the B/L
No inaccurate or misleading statements about the goods
Voyage and the port of discharge are correct
It is in a format or type as specified in the CP
Notes:
Consult the Owner and Charterers, when it is not clear from the voyage orders or
CP, which B/L form or conditions of carriage are applicable
Charter party reference is included in the B/L to protect Master, Owners and
Charterers against any claims filed by shippers, receivers, and/or other third
parties. If there is no Charter party reference, insert the following statement:
“All terms, conditions, liabilities and exceptions of the governing [insert form if
known (e.g. Asbatankvoy)] Charter Party dated DD. MM.YYYY are hereby
incorporated in this Bill of Lading”
Give a Letter of Protest, if not allowed to insert the above statement.
Clauses incorporating the conditions of carriage are included in B/L. E.g. Clause
incorporating all terms and conditions of CP, General Paramount clause, New
Jason clause, Both to Blame Collision clause, General Average clause
If deck cargo is loaded:
• The B/L (conditions of carriage section), includes a provision that the Owners are
not responsible for any loss of or damage to the deck cargo.
• The face of the B/L includes a “Liberty Clause” for the quantity of cargo stowed on
deck – for example, ‘of which _[state cargo quantity]_ on deck at Shipper's risk; the
carrier not being responsible for loss or damage how so ever arising’
• If the above is missing, clause the Mate’s Receipt or B/L, stating the cargo quantity
and remark ‘carried on deck at Charterer’s and Shipper’s risk’

Note 2
Immediately seek advice from the Owners or Charterers in case there is any doubt regarding correctness
or properness of the B/L presented.
8.5 BILL OF LADING
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Caution
Never sign a B/L, which is:
Marked "Freight Paid", “Freight Collect” or "Freight Prepaid" unless specifically instructed by Owners
or the when CP explicitly requires this
Marked "Clean” for damaged cargo against a Letter of Indemnity – this is illegal
Blank with no details of cargo

Description of Condition of Cargo on B/L


Banks and Consignees rely upon the B/L for the description and condition of cargo in B/L.
A B/L stating, “Good order and condition’ is considered as conclusive evidence of the cargo
condition and no evidence contrary to this statement is acceptable.
Though a detailed examination is not required, ensure that all apparent defects and
breakages which are readily apparent in the cargo, are mentioned in the B/L. E.g.
insufficiency of packing or markings, broken or damaged cargo, broken straps, tainted
packings or obvious defects indicating unfitness of the cargo or its packing to withstand
carriage by sea.
Check perishable cargoes for defects like thawing in frozen carcass, over ripeness of fruits
etc.
Never make comments referring to other cargo documents and records. Other cargo
documents are not important to the Mate’s receipt and B/L – for example, “cargo condition
as per surveyors report”.

Caution
Cargo survey reports and other cargo documents are not part of the Mate’s Receipt and B/L. Owners
have suffered losses in cases where the B/L referring to a surveyors report was signed.

Bill of Lading in Container Trade


In container trade, the freight forwarder usually represents the Consignor / Shipper, while
the liner agent represents the Carrier (shipping company) within a certain geographical
area.
Carrier or their agent is responsible for issuing B/L to the Shipper or their Agent in exchange
for the receipt of cargo.
Issuance of B/L is an evidence that the carrier has received the goods from the Shipper or
their Agent in apparent good order and condition.
Due to the quick turnaround in the container trade and considering the number of packages
carried, liner agents and freight forwarders handle the cargo related documentation,
including preparing and releasing of B/L.
Note 3
Master must inform Owner and Office in cases required to sign the B/L, which he/she believes to be
incorrect due to possible damage of cargo unit or improper quantity.

Forms and checklists: References:


CL: BGCM Annex 5 Standard Forms of LOI for Delivery of Cargo
RA: Electronic Bills of lading – In Company provided software
WI:
FORM: OPS forms (As applicable)
8.6 CLAIMS AND DISPUTES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 6

Purpose
To outline procedures for resolving cargo claims and commercial disputes.

Addressing Claims
Address all claims, damages or protests to the correct parties. If in doubt, call Office.
Ensure all Notices of Claims, Letters of Protest, disclaimers and any such document are
clearly identifiable – for example, ‘Master, Vessel and Owner’ or ‘Disponent Owners: XXXX
(give name)’ or ‘Time Charterers: XXXX (give name)’, etc.
Address the mails as:
The party on whom the notice, protest or disclaimer is being served and directed.
E.g. ‘TO: XXYY’
To: In case more than 1 party is being held jointly responsible then address it to all
such parties.
E.g. ‘TO: XXYY and YYZZ’
Cc: Any other parties copied for information only

Collection of Evidence
Proper evidence collected by the vessel leads to successful resolution of claims.
Keep simple, clear, precise and methodical records. Use of legal wordings is not necessary.
Judges and Arbitrators place a lot of importance on documentation and other evidence from
a vessel. Proper records prove that the vessel is operated in a “seamanlike” manner,
making it more likely for a decision in favour of the Owners.
Documents and evidence required for different types of claims and disputes are:
Maintain the logbooks in a neat and tidy condition
Do not make incorrect entries
Logbooks
Avoid any deletions / alterations. If required, delete using a
single line such that the deleted entry is still readable. Sign all
such deletions
As soon as possible, Master must record the personal
statements of all staff involved in or witness to any serious
accident or occurrence, before their recollection of events
begins to fade or gets influenced by others
Ensure statements / reports are:
• Truthful, concise, factual and objective.
• Without omission of any relevant information.
Master’s and
• In a chronological order, as the event occurred.
Crew Statements
• Only stating what was personally witnessed (seen, heard
and done) by themselves. It must not state personal
opinions, assumptions, conclusions or be influenced by
what was overheard or told to by others.
A template for witness statements is provided in Annexes of
this manual. The template is only a guidance and the actual
statements should be logical to the rank and responsibilities
of the respective persons
Photos attached to statements are most useful and act as objective
evidence.
Photographs / It makes it easier for courts or arbitrators to understand the nature of
Sketches / an incident when documents are supported with diagrams, sketches
Diagrams and photographs such as:
Condition of holds at the time of acceptance
Condition of stow immediately before departure and at the
8.6 CLAIMS AND DISPUTES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 6

time of arrival (on closing/opening hatch covers)


Grabs spilling cargo onto the quay
Cargo being blown off a conveyor belt in a strong wind
Cargo pilfered by stevedore labour
Stevedores causing damage to bagged cargo, by using hooks
Heavy weather encountered during passage
Oil pollution
Before attaching photographs to the statement, label them with:
Vessel name
Date
Detail of the photo
Office will advise details of the authorised surveyors /
inspectors and the extent of access allowed to them
Surveyors /
If any surveyor / inspector attends vessel without prior
Consultants and
information from Office, politely but firmly restrict them until
Lawyers reports
Office is contacted for advice
For details of handling 3rd party surveyors, refer to
subsequent section in this chapter
Diary and
Diary / rough notebooks and other logs such as port logs are used as
notebooks of the
evidence. Ensure that they have factual information in them.
crew
Do not release any SMS related documents to 3rd party unless
ISM allowed by Office – for example, audit reports, Vessel Manager’s
documentation inspection reports, records of internal reviews, shipboard safety and
management committee meetings, accident/incident investigation
reports etc.
Cargo
See the CNM chapter ‘Cargo Documents’.
Documents

Preservation of Evidence
Master must ensure:
To preserve and seal all above-mentioned documents, if required.
Documents are not removed, lost, stolen, damaged, distributed or released to
anyone, without authorisation.
To preserve any materials involved in the incident. This is particularly important in
the case of personal injury claims and in failure of vessels equipment – for
example, samples of broken wires, broken / damaged pieces of equipment etc.
Note 1
For any navigational occurrence, ensure the data from the VDR, ECDIS or any other recording devices is
backed-up or scanned promptly.

Documents Required for Cargo Claims


To successfully defend a cargo claim, a carrier must give evidence to prove:
Due diligence was exercised to make the vessel seaworthy
Cargo was properly loaded, stowed, secured and cared for during the voyage

Such evidences include:


Cargo Documents as per the list detailed in CNM chapter ‘Cargo Documents’
Ventilation and Temperature Records
Photographs showing condition of the vessel, weather encountered, methods of
loading and discharging of cargo, stowage and securing of cargo
8.6 CLAIMS AND DISPUTES
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Copies of deck and engine logbooks, from the time hold cleaning / preparation was
done to the discharge of cargo
Copies of all correspondence with Charterers, Shippers, Agents, Stevedores,
Super-cargo or any person or organisation involved in cargo handling operations
Trim and stability calculations for the voyage
Copies of weather reports during the voyage
Surveyor’s report
Statements of Master, Chief Officer and other personnel giving details of the
incident
Reports of regular inspection and maintenance of the vessel and her equipment –
for example, hose test of hatch covers with details, testing of bilges, inspection of
hatch cover packing etc.

Master’s Report for Cargo Claim


Make a Master’s report for every cargo claim.
In addition to details as per above paragraph concerning documents required for cargo
claim, include the following:
Details of Master:
Name/ address and telephone number
Age and date of birth
Details of competency certificate, with first and subsequent seagoing experience
Date of joining and assuming the command of the vessel
Details of the vessel:
Copies of general arrangement, capacity plans or parts of them
Copies of other relevant plans to show details of bilge, sounding, air pipes,
positions of tanks etc.
A list of the vessels navigation equipment may be needed
Record this information separately as it is useful for many other purposes
Details of voyage to the load port:
Previous cargo carried
Ballast distribution
Condition of holds prior to loading
Hold preparations and inspections carried out prior to loading – for example, bilge
line test etc.
Details of loading operation:
Date of arrival and berthing
Name and details of surveyors
Method of loading - vessels equipment, shore equipment, etc.
Specific instructions given to the vessel for the carriage of cargo
Stoppages or delays, if any
If tally of the cargo taken and by whom
Details of local agents and if any problems was encountered with loading agents
Weather conditions, during loading
Details of lashing, stowage and trimming:
Details of any specific instructions, including the details of party providing the
instruction
Details of dunnaging, if any used
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Details of lashing operations, including numbers and dimension of lashing


equipment / points; use sketches when possible
Details of closing of hatches including the time, details of cross-checking and if
any problems encountered
Details of loaded voyage:
Details of cargo ventilation, bilge monitoring of hold and atmosphere as
applicable
Weather experienced enroute
Other relevant information – heating of any bunker tanks adjoining cargo holds,
any ballast taken
Details of discharging operations:
Similar details as required for loading operations
Details of loss, shortage or damage to cargo:
What was noticed and by whom
Any joint inspections conducted including names and parties involved
Where the cargo was discharged and stored
Any attempts to segregate damaged from good cargo. If so, details of method
used and if same was agreed by the vessel, including any Letters of Protest that
have been made and delays to vessels.

Documents Required for Claims due to Failure of Vessel Machinery


Inform Office of any damage which affects seaworthiness or efficiency immediately.
Exercise due diligence in detecting such damages. Following documents are required to
defend such claims:
Damage Report – preserve the damaged part for future inspection and analysis
carefully tagged with all details (name of the part, date, place etc.)
Photos of the damages or damaged part
Details of the equipment condition prior to damage such as survey, maintenance,
overhaul, running hours and condition reports
Copy of deck and engine log books and statement of personnel present at the
time of failure
Note of Protest
Reports from underwriters, class, owners surveyors including the names of
persons making the report
Details of temporary repairs including list of spares and stores used in
preparation, replacement and repair of damaged equipment
Details of personnel involved in repair including man hours spent and any costs
incurred such as overtime or special payments
If the damage causes any delay, deviation or stoppage, following additional documents
must be collected:
Full details of deviation including extra distance, fuel consumed and time lost. In
case of slow steaming this will be estimated time lost
All correspondence with any party on / off-hire and deviation
When there is a delay in port, written permission from port authority to stay at
berth
8.6 CLAIMS AND DISPUTES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 5 of 6

Documents Required for Damage to Fixed or Floating Objects


Damage to any port property leads to very high value claims. Office must immediately be
informed of any such occurrence or suspected occurrence while arriving or departing port.
Following details / documents must be collected:
Time and location with prevailing weather conditions including visibility, tides and
current
Documents concerning vessels movement such as movement books, course
recorder, helm movements, engine logs, deck logs
Statements from personnel involved
Details of the damaged objects, photos, description and details of the object such
as if the object was new / old, illuminated / not illuminated etc.

Handling 3rd Party Surveyors


Senior Officers must always accompany surveyors and inspectors.
Record the attendances with date, time, name, Company and whom they are representing.
On completion, make a report of the attendance, including the scope of their activities on
board, remarks, findings, and comments on the findings. Also, state the documents and
data provided, etc.
As soon as possible, send this report to Office.
Note 2
Restrict 3rd Party surveyors to examination of the damage, physical material or equipment related to
accident or occurrence. They can take photographs and measurements related to incident when
required. They are neither allowed access to any of the vessel’s records nor interview any of the vessels
crew. If any information or records are required they must furnish a list to Master who must seek Office
permission for further action.

Note 3
Deal with 3rd party surveyors with professional courtesy but also be firm. Do not get coaxed or threatened
into granting more access or information than authorised by Owners or Office. Ensure that the
accompanying officer is aware of the extent of access to be allowed to the surveyor / inspector and
ensure that they do not exceed this restriction.

Caution
If any claim or notice is served, sign the same with remarks “Signed for receipt only without prejudice to
the Owner’s / Vessel’s rights and without admission or acceptance of any liability”.

Handling Port Authorities


In case of an incident, the port state officials can examine, take measurements and
photograph of the damages, material or equipment, directly relevant to the incident.
If requested, give the basic vessel’s particulars.
For any other evidence /documents / statements required, port officials must provide a list to
Master. Discuss this list and take Office permission, prior providing so.
When permitted, follow the procedures as per H&S Chapter- Investigation process.
Additionally ensure the following:
Establish the identity of the person before making a statement
The person making a statement must already have made a statement to Master
8.6 CLAIMS AND DISPUTES
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 6 of 6

Caution
Ensure that crew is instructed not to pass any casual remarks or state their opinions to anyone.

Forms and checklists: References:


CL: CNM Annex 3: Witness statement template
RA: Below available in Company provided software:
WI: • Commercial Disputes: P&I Guidelines-Practical Notes for
FORM: Master
8.7 VESSEL INSURANCE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 2

Purpose
To outline an overview of the types of insurance covers and items covered under them.

Insurance for Vessels


Insurance cover is available from Protection and Indemnity (P&I) Clubs and Hull and
Machinery (H&M) insurance.
The amount of premium to be paid depends on the level of claims made by the fleet within
the previous 4 years and the current year. Any claims would lead to higher premium, for the
Owner, in the following year.
In case of an incident or a likely incident, immediately inform Operations Department. They
will advise a reference number. Use this reference number for all further communication.
For evidence collection, refer to vessel-specific emergency checklists and CNM chapter
‘Claims and Disputes’.
Note 1
Insurance covers are always subject to a deductible. Insurance will not pay for any claims, which are
lesser than the deductible value. In such cases, the Owner will bear all costs. Insurance only covers the
claims more than the deductible value.

Note 2
Insurance does not relieve the vessel of her duty to take all possible action to reduce losses.

Protection and Indemnity Clubs (P&I)


P&I Club provides the vessel with a Certificate of Entry, List of Correspondents and
Rulebook, generally within a few weeks of entry / renewal. Inform Office if not received /
available on board.
The P&I policy generally starts from 20th February and is valid for a year.
P&I Clubs covers the following liabilities arising from:
Seamen (death, personal injury and illness)
Third parties (stevedores / agents)
Passengers and supernumeraries
Life salvage and persons in distress
Stowaways, deserters and refugees
Collisions, which are not covered under the H&M policy
Towage contracts
Pollution
Damage to piers, wharves or other stationery objects
Diversion of the vessel
Liabilities consequent to general average
Fines imposed on the vessel due to innocent breaches of laws
Quarantine expenses
Cargo
Pre-loading surveys for cargo – for example, steel cargoes
Damage / loss of items on board owned by third parties
8.7 VESSEL INSURANCE
Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 2

Hull and Machinery (H&M) Underwriters


Generally, Office contacts the H&M insurers.
In order to make a claim, the damage should have been caused by an insured peril such as:
Damage to vessel’s hull or machinery due to collision / contact, stranding,
grounding, heavy weather or fire
In case any extraordinary sacrifice or expenditure is voluntarily and reasonably
made by the vessel for the safety of vessel in an emergency situation
For salvage assistance and advice
Perils of the seas, rivers, lakes or other navigable waters
Fire and explosion
Violent theft by persons outside the vessel
Jettison
Piracy
Contact with aircraft or similar objects, or objects falling from aircraft
Contact with land conveyances, docks or harbour equipment or installations
Earthquake, volcanic eruption or lighting
Bursting of boilers, breakage of shafts or any latent defect in the machinery or hull
Negligence of the Master, Officers, Crew or Pilots
Negligence of Repairers or Charterers
Pollution hazards, including damage to vessel caused by preventive measures

Forms and checklists: References:


CL: Gen Cir 18: Masters Role in collecting evidence.
RA:
WI:
FORM:
Annex 1 GUIDANCE FOR COMPLETING SHIP- SHORE SAFETY
CHECKLIST

Container Carrier Operations Manual 01-May-2019 Rev 0 Page 1 of 4

Post this in ship’s office / cargo office


The purpose of the ship-shore checklist is to improve transfer of relevant information between the ship
and terminal and thereby to improve safety of operations.

Sr. No. Description

Is the depth of water at the berth, the air draught, adequate for the cargo operations to be
1. completed?
The depth of water should be determined over the entire area the ship will occupy, and the terminal
Guidance should be aware of the ship’s maximum air draught and water draught requirements during operations.

Are mooring arrangements adequate for all local effects of tide, current, weather, traffic and
2. craft alongside?
Due regard should be given to the need for adequate fendering arrangements. Ships should remain
well secured in their moorings. Alongside piers or quays, ranging of the ship to be prevented by
Guidance keeping mooring lines taut; attention should be given to the movement of the ship caused by tides,
currents or passing ships and by the operation in progress..

3. In emergency, is the ship able to leave the berth at any time?

The ship should normally be able to move under its own power at short notice, unless agreement to
immobilise the ship is agreed upon with the representative and the port authority where applicable.
In an emergency, a ship may be prevented from leaving the berth at short notice by a number of
Guidance
factors. These include low tide, excessive trim or draught, lack of tugs, no navigation possible at night,
main engine immobilised, etc. Both the ship and the terminal should be aware if any of these factors
apply, so that extra precautions can be taken if needed.

4. Is there safe access between the ship and the wharf?

The means of access between the ship and the wharf must be safe and acceptable by all concerned
parties. It may be provided by either ship or terminal. It should consist of an appropriate gangway or
accommodation ladder with a properly fastened safety net covering its entire length and the area
between the ship’s side and the gangway.
Guidance
Access equipment must be tended, since it can get damaged due to changing heights and draughts;
persons responsible for tending it must be agreed between the ship and terminal, and recorded in the
checklist. The gangway and boarding area to be kept well illuminated at all times.

5. Is the agreed ship / terminal communications system operative?

Communication to be maintained in the most efficient way between the responsible officer on duty on
the ship and the responsible person ashore. The selected system of communication and the language
Guidance to be used together with the necessary telephone numbers and/or radio channels should be agreed
and exchanged.

6. Are the liaison contact persons during operations positively identified?

The controlling personnel on ship and terminal must maintain an effective communication with each
Guidance other and their respective supervisors. Their names, and if appropriate where they can be contacted,
should be recorded in the checklist.
Annex 1 GUIDANCE FOR COMPLETING SHIP- SHORE SAFETY
CHECKLIST

Container Carrier Operations Manual 01-May-2019 Rev 0 Page 2 of 4

7. Are adequate crew on board and adequate staff at the terminal, for an emergency?

It is not possible or desirable to specify all conditions, but it is important that a sufficient number of
personnel should be onboard the ship and in the terminal throughout the ship’s stay, to deal with an
emergency.
Guidance
The signals to be used in the event of an emergency arising ashore or on board should be clearly
understood by all personnel involved in cargo operations.

8. Have any bunkering / sludge discharge operations been advised and agreed?

The person on board in charge of bunkering / sludge discharge operation must be identified, together
with the time, method of delivery (hose from shore, bunker barge, etc.) and the location of bunker point
Guidance on board. Loading of bunkers should be coordinated with the cargo operation. The terminal should
confirm agreement to the procedure.

9. Have any intended repairs to wharf or ship whilst alongside been advised and agreed?

Hot work, involving welding, burning or use of naked flame, whether on the ship or the wharf may
Guidance require a hot work permit. Work on deck, causing interference with cargo work will need to be co-
ordinated.

10. Has a procedure for reporting and recording damage from cargo operations been agreed?

Operational damage can be expected in container trade during cargo operations. To avoid conflict,
agree on the procedure, before cargo operations commence, to record such damage. Accumulation of
Guidance small items of damage to steel work can cause significant loss of strength for the ship, so it is essential
that damage is noted, to allow prompt repair.

Has the ship been provided with copies of port and terminal regulations, including safety and
11. pollution requirements and details of emergency services?
Although much information will normally be provided by the ship's agent, a fact sheet containing this
Guidance information should be passed on to the ship and should include any local regulations controlling the
discharge of ballast water and hold washings.

12. Has vessel been informed of the working schedule of the gantries?

Obtain information on the number of gantries and tentative schedule of the gantries, planned to be
Guidance working on the vessel during the port stay. This information will enable the staff to plan shipboard
operations such as receipt of stores and provisions using ship’s gear.

Has the ship specific lashing arrangements for under deck & on deck stowage discussed with
13. the planner / foreman?
Information on the lashing arrangements specific to the vessel to be conveyed to the planners /
Guidance foreman. Lashing arrangement for on deck and under-deck stowage to be as per the Approved Cargo
Securing Manual.

Has a procedure been agreed for the use of the ship’s crane or monorail for receipt of
14. provisions, stores etc.?
Obtain information on any applicable restrictions in the port for the use of ship’s gear. Additionally
discuss the procedure to be followed by the ship’s staff prior to using the ship’s gear.
Guidance
The person ashore, to be notified prior to using ship’s equipment must be identified, together with the
method of communication to establish proper communication.
Annex 1 GUIDANCE FOR COMPLETING SHIP- SHORE SAFETY
CHECKLIST

Container Carrier Operations Manual 01-May-2019 Rev 0 Page 3 of 4

Has a procedure been agreed for the inspection of lashing arrangement of Out of Gauge
15. cargo units, prior loading on board?
Obtain maximum information about the cargo to be loaded on board. Pay special attention, while
Guidance loading Out of Gauge cargo. Agree on the procedure to be followed for the inspection of lashings of the
cargo unit, prior to accepting cargo unit on board.

Has the procedure been discussed for the loading / un-loading of refrigerated cargo
16. containers?
Delayed connection of the reefer units and early disconnection lead to damage of cargo. Failure to
disconnect reefer plugs during discharging will result damage to electrical sockets, cables and plugs. It
Guidance must be agreed whether the connection / disconnection is to be carried out by ship staff or shore staff
to avoid unnecessary delays.

17. Have the planned position of gear bins been agreed to?

Basis review of the stowage plans, discuss and agree on the stowage positions of the lashing gear
Guidance bins. Endeavour to plan the stowage so as to load the bins at an accessible location to plan
maintenance and inventory of lashing material. Avoid stowage of lashing bins on the outboard rows.

Has the terminal been advised of the time required for the ship to prepare for sea, on
18. completion of cargo work?
The procedure of securing for sea and stowaway checks remains as important as it ever was, and
should be followed thoroughly. Securing of lashing material and cargo to be progressively verified on
completion so that only one or two bays remain to be checked after cargo work is finished.

Guidance Modern deep-water terminals for large ships may have very short passages before the open sea is
encountered. The time needed to secure, therefore, may vary between day or night, summer or winter,
fine weather or foul weather.
Early advice must be given to the terminal if any extension of time is necessary.

19. Has smoking restrictions on board the vessel been discussed?

Smoking is prohibited on deck and outside accommodation spaces. Smoking is only permitted on
board at the discretion of Master. Local terminal and port regulations concerning smoking must also be
strictly enforced. Due regard to be taken about handling of hazardous cargoes on board and possibility
Guidance
of bunkering / sludge discharge operations.
Smoking, if permitted on board, to be restricted to designated areas only.

20. Has the procedures for making entry in the cargo holds agreed?

Discussion with regards to the safety procedures to be followed by the stevedores before making entry
Guidance in the cargo holds, considering possibility of hazardous atmosphere and security procedures
established by the Ship Security Plan.

When using ship’s equipment for the cargo operations, has a procedure been agreed for
21. carrying out pre-inspection and familiarization of shore personnel?
In some ports, ship’s equipment will be required for purpose of carrying out cargo operations.
Guidance Procedures for carrying out inspection of ship’s cranes and familiarisation of shore personnel to be
discussed. Comply with ship-specific Gantry and Crane Operator Familiarisation Checklist.
Annex 1 GUIDANCE FOR COMPLETING SHIP- SHORE SAFETY
CHECKLIST

Container Carrier Operations Manual 01-May-2019 Rev 0 Page 4 of 4

Has the vessel been provided with a list of stevedores / lashing personnel scheduled to board
22. the vessel?
Obtain a list of stevedores appointed for boarding the vessel for lashing / un-lashing operations.
Guidance Maintain a count of stevedores on board the vessel. Restrict boarding of stevedores through any other
access other than the gangway.
ANNEX 2 WITNESS STATEMENT TEMPLATE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 2

(Use example of this template for preparing statements on board)

M.V. “……………………………………..”

WITNESS STATEMENT OF CHIEF OFFICER


………………………………………
Taken at Sea between …………...and …………..on …… June 2011

I, ………………[full name]….……, residing at…[insert full residential address]…. , [Country], state:

1. I am the Chief Officer of "M/V…………………." and I was on board at the time of the occurrence
of .............[state incident]…………………………. …………………..on …..th June 2011.

2. I am an …..national and my date of birth is …th ………. 19….

3. I began my sea career in …. as a [Deck Cadet] and for the next ….. years
completed ………………………….. after which I joined as a…………….. I sailed for ………..as
a [Third Officer] consisting of several months on board a [bulk carrier] and the remaining time
on board a [container ship]. I have been serving on container ships since……………….
In ………. I was promoted to Chief Officer on board "M/V………….", which I served on
for………….. This was followed by ………[years/months]…. service on the "M/V………."
followed by a further …[years/months]… on board "M/V…….". My last vessel, before joining this
vessel, was the "M/V……..", which I served on for ….[years/months]….

4. [I hold an Indian Class 1 (Deck Officer) Certificate of Competency No ……………, which is


endorsed in accordance with the STCW Convention for service as Master without limitation in
terms of size of vessel and trade. My Certificate is dated ..st …….20.. and is valid
until …..th …… 20…….]

5. I joined "M/V….………" at ……….on ………..20…. Having been employed through Anglo-


Eastern for the last ………years I am very familiar with their safety management system and on
board procedures.

6. In addition to keeping the ……4 – 8…… watch at sea I am responsible for all cargo operations
and therefore am on 24 hour call when the ship is in port, when the Second and Third Officers
work a .6…hours on, ..6 hours off watch system together with two deck ratings.

7. The incident to which this statement relates concerns………..[describe incident]…..

8. We commenced loading at ……..on …st June 2011 and ……………..[describe events


witnessed]…………………………………………………………………………………

9. Further [………………………..] were found to have been caused, which were all reported to the
Master.
ANNEX 2 WITNESS STATEMENT TEMPLATE
Container Carrier Operations Manual 01-Mar-2020 Rev 1 Page 2 of 2

STATEMENT OF TRUTH

I confirm that the contents of this statement are true to the best of my knowledge and belief.

……………………………
Signature

………………………
Dated

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