Container Carrier PDF
Container Carrier PDF
Container Carrier PDF
2. Introduction
2.1. Introduction 01-May-19 0
2.2. Cargo Responsibilities 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
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.
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.
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
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
Purpose
To outline safety instructions relating to handling of securing devices and to securing operations for
containers by vessel or shore personnel.
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.
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.
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.
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.
Purpose
To outline safe procedures for cargo hold entry.
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’.
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 (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
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.
Purpose
To outline procedures for the cargo planning and stowage.
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.
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
Angle of roll is normally the most critical. The natural period of roll can be determined using
the rule of thumb formula:
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.
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.
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.
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’.
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.
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’.
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’.
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
Purpose
To outline safe procedures for ballast operations.
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
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.
Purpose
To outline procedures on stevedore management.
Caution
A claim arising against the vessel might require the appointment of a P& I surveyor to protect Vessel’s /
Owners interest.
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.
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.
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
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”.
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.
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.
Retain records of reefer manifests, monitoring logs, malfunction reports and communications.
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.
Caution
Inform Owners/ Charterers and Office immediately, if loading any reefers for which, no spares are
available on board.
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.
Ensure that all arrangements and equipment provided are well maintained and ready for use.
of Reefer Cargo’
Purpose
To provide guidance for planning, handling and stowage of special / exceptional cargo units.
Note 2
Stow the containers with dry or wet salted hides, on deck and as far as practicable from the living areas.
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.
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
Purpose
To outline procedures for operation and maintenance of hatch covers.
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.
Purpose
To outline procedures for operation and maintenance of cargo hold bilge alarm.
Caution
Containers are not designed for immersion in water and accidental flooding can result in high value claims.
Frequency Task
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.
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.
Purpose
To outline procedures for inspection and maintenance of fixed and portable lashing equipment
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.
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.
Purpose
To outline procedures and precautions to deal with abnormal conditions with cargo during the voyage
Caution
Immediately contact Office, upon noticing above conditions / any unexpected behaviour of vessel.
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.
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
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.
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.
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.
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.
Purpose
To introduce Charter Party terms, conditions, clauses and the precautions that need to be exercised.
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.
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
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’.
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.
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.
Purpose
To outline the procedures and checks regarding the Bill of Lading.
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
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.
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
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.
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.
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”.
Caution
Ensure that crew is instructed not to pass any casual remarks or state their opinions to anyone.
Purpose
To outline an overview of the types of insurance covers and items covered under them.
Note 2
Insurance does not relieve the vessel of her duty to take all possible action to reduce losses.
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..
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.
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.
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.
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
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
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.
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
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
M.V. “……………………………………..”
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.
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]….
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.
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