Heavy Weather

Read about Prevention Read about Parametric roll

at page 17 at page 12

2014

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Heavy Weather

Contents

Executive summary 3
Introduction 4
Cargo damage in Heavy Weather 5
Cargo casualties 7
Container vessels 7
Bulk vessels 8
Hull damage in Heavy Weather 9
Hull damages 11
Cases in port 11
Cases at sea 11
Parametric roll 12
Cargo hatch cover and doors 14
Weather routing 14
Interactive Root Cause Analysis cases 15
Heavy Weather caused containers to fall overboard 15
Cargo shifted in Heavy Weather 16
Prevention 17

Conclusion 20

Loss Prevention 21

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 Heavy Weather

Executive summary
Factors for consideration Concerns `` Implementing checklists, which
`` Weather and sea conditions `` Not using weather routing ensure that cargoes are secured
`` Condition of cargo securing `` Parametric rolling properly before sailing
equipment `` Insufficiently experienced crews `` Implementing checklists, which
`` Condition of container tiers `` Crew ignoring company procedures ensure that openings and hatches
or cargo holds `` Cargo securing equipment in poor on deck are secured properly
`` Condition of hatch covers condition before sailing
`` Vessel speed `` Non-standard securing equipment `` Keep detailed records of mainte-
`` Considering heavy weather while `` Incorrectly declared cargo nance, inspections and tests, com-
cargo planning pleted both by the crew and third
Preventive measures parties regarding hatch covers and
Recurring issues `` Weather routing should be used to other openings to compartments
`` Leaking hatch covers avoid adverse weather and cargo holds
`` Lost containers `` In heavy weather, adjust course and `` Be aware of the risks of parametric
`` Sailing in heavy weather speed to ease the vessel’s motion rolling
=> 9- Beaufort `` Train and address heavy weather
`` Not avoiding heavy weather issues (stowage and ship handling)
`` Excessive speed in heavy weather during seminars and in ship handling
`` Incorrectly stowed containers simulators
`` Defective container structure `` Distributing circular letters to ves-
`` Excessive transverse metacentric sels, ensuring that crews are aware
height values of the problems with heavy weather

3 www.swedishclub.com
Heavy Weather

Introduction
Heavy weather does not only cause typical P&I claims such as Today there are usually warnings about the development
damage to cargo or loss of cargo overboard. Heavy weather of a hurricane or other serious weather phenomenon.This
also causes H&M claims, which can include structural damage information is usually available many days before the

!
to the vessel or, damage to machinery and equipment etc. weather arrives. The key is how this information is being
A large proportion of cases where containers are lost at sea used and what preventive measures are being taken.
occur in heavy weather. The questions are:
`` Why did the vessel sail through the heavy weather?
`` Could the vessel have navigated around the heavy weather?
`` Did the vessel use weather routing or not?
`` Did the crew slow down or alter course to avoid the impact Statistics 2005-2013
of large waves or high winds? This study is based on Bulker/Dry Cargo
`` Was the cargo correctly secured? vessels, Container vessels, RoRo vessels
Casualties have been recorded when vessels are in port and a and Tankers. This is because these vessel
tsunami or hurricane hits. If the vessel receives information types cover more than 94% of
about a tsunami, hurricane or other severe weather heading for all insured vessels.
the port it is likely that the vessel is safer at sea than in port.

All claims >USD 0

Cargo claims, average cost Hull and Machinery claims, average cost
USD 54,000 (above deductible) USD 118,000 (above deductible)
No of claims: 179 No of claims: 130

Graph No 1 - Beaufort scale

Specifications and equivalent speeds

Mean Wind Limits of wind Probable Probable

Beaufort Wind
Speed speed wave maximum Sea descriptive
wind descriptive Sea state
height in wave height terms
scale terms
metres in metres
Knots ms-1 Knots ms-1
0 0 0 <1 <1 Calm - - 0 Calm (glassy)
1 2 1 1–3 1–2 Light air 0.1 0.1 1 Calm (rippled)
Smooth (wave-
2 5 3 4–6 2–3 Light breeze 0.2 0.3 2
lets)
3 9 5 7–10 4–5 Gentle breeze 0.6 1.0 3 Slight
Moderate
4 13 7 11–16 6–8 1.0 1.5 3–4 Slight–Moderate
breeze
5 19 10 17–21 9–11 Fresh breeze 2.0 2.5 4 Moderate
6 24 12 22–27 11–14 Strong breeze 3.0 4.0 5 Rough
Rough–Very
7 30 15 28–33 14-17 Near gale 4.0 5.5 5–6
rough
Very rough–
8 37 19 34–40 17-21 Gale 5.5 7.5 6–7
High
9 44 23 41–47 21-24 Severe gale 7.0 10.0 7 High
10 52 27 48–55 25-28 Storm 9.0 12.5 8 Very High
11 60 31 56–63 29-32 Violent storm 11.5 16.0 8 Very High
12 - - 64+ 33+ Hurricane 14+ - 9 Phenomenal

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 Heavy Weather

Cargo damage in Heavy Weather

We have chosen to focus on cargo board. This emphasises the importance
damage because it is the most com- of weather routing, having a proper
mon claim for vessels encountering stowage plan and ensuring all cargo
heavy weather. There are other P&I is properly secured before the voyage
claims where heavy weather has been commences. If the vessel sails through
a contributory factor, like personal in- heavy weather without the cargo being
juries, man overboard and total losses, properly secured it doesn’t matter if
but these numbers are few. The most the vessel slows down or alters course,
common factors for claims occurring damage is likely to happen. Heavy
include the crew not managing to avoid movement of the vessel will break
the heavy weather, not slowing down the cargo lashings if the cargo is not
or altering course to avoid large waves secured correctly.
pounding the vessel. Looking at all cargo claims it is not
Wet damage is mainly attributed surprising that most occur on Con-
to leaking cargo hatches. There are a tainer vessels. This is due to the fact
number of cases when the deck has that cargo stowed on deck is obviously
been completely covered with water as more susceptible to damage from heavy
the vessel did not slow down or alter winds and large waves.
course before big waves hit the vessel, Graph 2
covering the entire deck and hatches 2005-2013 Average cost Cargo:
with seawater. If cargo hatches or other USD 54,000 (above deductible)
No of claims: 179
openings are not secured properly or in
poor condition this will cause wet dam- Vessel type Average Claim
age to the cargo. Bulker/Dry Cargo USD 44,000       
The most common damage caused Container USD 57,000    
to cargo when encountering heavy Other USD 0
weather is physical damage followed
RoRo USD 61,000 
by wet damage and cargo lost over-
Tanker USD 1,800       

Graph 3. Number of claims per type Graph 4. Cost of claim type

5% 2%

10% Physical damage

5% Wet damage

10% Physical damage Lost overboard 39%

Wet damage Other

45%
20%
Lost overboard

Other
65%

65%
14%

5 www.swedishclub.com
 Heavy Weather

Graph 5. Number of claims per cargo type

Graph 6. Cost of claims per cargo type
1% 1%
0%
1% 2%
1% 1%
}

4%
2% 2% Container unitised 0%
3% 1% 2%
13% Container unitised

}
4% RoRo
RoRo 13%
Container dry bulk
5%
% Container dry bulk
Steel products
6% 2%
Steel products
General 2%
57% 52% General
Dry bulk
7%
Dry bulk 57%
9% Container reefer
Container reefer
Machinery 19%
7%
Machinery
Vehicles
8% Vehicles
Bagged bulk
Bagged bulk
Other
Other

The reason why RoRo vessels are more the sea this can cause containers to fall containers is very costly for the ship-
exposed to heavy weather claims overboard as the IRCA (Interactive Root ping industry.
appears to be that it is not very forgiv- Cause Analysis) case on page 16 shows. The problem with not securing and
ing to sail through heavy weather if the It is essential that all cargo is secured as loading cargo properly is shown in the
cargo is not secured and stowed cor- per the cargo-securing manual, that the IRCA case on page 17.
rectly. This will not only lead to cargo cargo computer is correctly calibrated, Why there are almost no casualties
damage but also structural damage as that the cargo inside the container is on tanker vessels is attributed to that
can be seen on page 12 under H&M correctly declared. We do acknowl- they do not have big cargo hatches as
casualties. edge however that it is difficult for the on bulker vessels or cargo that will be
Waves and wind can wash containers owner to know exactly what is inside damaged if the vessel is moving a lot,
and trailers overboard or cause physical all containers onboard. The fact is that which is a risk on Container and RoRo
damage. If the vessel is moving a lot in the problem with incorrectly declared vessels.

Graph 7. P&I: Heavy weather cargo damage Graph 8. P&I: Distribution of claims
70% 50%
Club entry
60%
No of claims 40%

50% Claims cost

30%
40%

30%
20%

20%
10%
10%

0% 0%
Club entry
Bulker/Dry Container Roro Tanker Other Bulker/Dry Container Roro Tanker Other
50%
ClubAxis
X entry No of claims Frequency
50%
Club entry No of claims Claims
40% cost Frequency Cost

No of claims Claims
40% cost Cost

Claims cost 30%

30%
www.swedishclub.com 20%
6

20%
 Heavy Weather

Cargo casualties
The cases below happened on Bulker, Container or RoRo vessels.

Container vessels Cases

When a container vessel sails through heavy weather the `` Containers were secured as per the cargo-securing
container stacks will be under a lot of stress and damage to manual. The vessel sailed through heavy weather, with
the hull or cargo are not uncommon. large waves. This caused the vessel to roll more than 30
There have been a number of cases where the weight degrees. Eleven containers were lost overboard and twelve
of the cargo in the containers was incorrectly declared, were damaged. The vessel had received reports about the
causing entire container stacks to collapse, damaging the heavy weather in the area. The vessel’s average speed was
vessel structure, the cargo in the container being damaged about 15 knots.
or containers falling overboard. `` A vessel experienced heavy weather, Beaufort 10, lost
The above emphasizes the importance of using weather a couple of containers overboard when the vessel listed
routing. This, combined with ignoring the cargo securing heavily from large waves.
manual and incorrectly declared cargo can be dangerous `` A vessel lost eight containers overboard when sailing
and costly. through heavy weather Beaufort 9. It was also revealed
It is not uncommon that cargo on flat rack containers that the weight of the cargo in some of the containers
shifts when vessels pitch and roll heavily. It is important to had been incorrectly declared and that some containers
ensure that the cargo is always secured correctly especially were not secured as per the cargo-securing manual. The
if heavy weather is anticipated. investigation revealed that stack weights had been grossly
The wide beam of many container vessels usually results in overweight and that Charterers had not followed the
large GM (metacentric heights) values. In some cases where vessel’s Securing Manual.
the vessel is partly loaded, the GMs appear to have been `` A vessel encountered stormy weather at Beaufort 9 and
excessive. This can become very problematic if the vessel is large waves. The vessel was rolling and pitching heavily
caught in heavy weather causing cargo-securing arrange- and seawater covered the deck. The vessel altered course,
ments to break and containers to fall overboard. To avoid reduced speed, in an attempt to reduce the impact of the
heavy weather it is essential to monitor the weather during waves. Two hydraulic drill crawlers on flat racks shifted
the entire voyage. If the vessel cannot avoid heavy weather it when the vessel rolled 30 degrees and fell onto containers
is essential to take proper actions such as reducing speed and below.
altering course if needed. `` A vessel was at anchor when a typhoon hit the area. Large
components on a flat rack container fell down on top
of another container when the vessel rolled heavily. The
components and the other container were damaged.

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Heavy Weather

Bulker vessels
When a Bulk vessel encounters heavy weather the most `` A vessel sailed through heavy weather with large
common immediate cause of cargo damage is leaking cargo waves, which broke the seals on the cargo hatch
hatches as we can see from the cases below. To avoid the un- covers. In the discharge port it was discovered
desirable consequences of heavy weather it is essential that that the cargo had suffered damage from salt
weather routing be used. The issue of leaking cargo hatches water. The damage was attributed to leaking cargo
has been dealt with in our Wet Damage to Cargo publication, hatch covers.
but it is also mentioned again on page 14. `` A vessel encountered heavy weather during the
voyage and the cargo was damaged by salt water,
Cases caused by leaking cargo hatch covers.
`` A vessel had passed a water hose test. When loading was `` A vessel experienced heavy weather, Beaufort 10,
complete the cargo hatch covers had been sealed with causing the vessel to roll and pitch heavily. Tapes
tape. During the voyage the vessel encountered heavy for the cargo hatches were damaged and the
weather, Beaufort 10 and large waves. When the cargo cargo was damaged because of leaking cargo
was discharged it was evident that the cargo had been hatch covers.
damaged by saltwater. An ultrasonic test was completed `` A vessel encountered heavy weather in the pacific,
and it showed that the cargo hatch covers were leaking Beaufort 9 and large waves at 9 metres, causing a
through the cross joints. lot of rolling and pitching. There was some dam-
`` A vessel had loaded raw cane sugar in Africa for discharge age to the cargo, which was attributed to a leaking
in Europe. During the voyage to Europe the vessel expe- cargo hatch cover.
rienced heavy weather, Beaufort 10 and the cargo was
damaged because of leaking cargo hatch covers.

www.swedishclub.com 8
 Heavy Weather

Hull damage in Heavy Weather

The reason why hull damage occurs when vessels sail in heavy If the cargo is not properly secured it doesn’t matter if the
weather is the same as the reason for cargo damage. If crews vessel slows down or alters course, as the cargo lashings can
do not slow down or alter course to avoid large waves, there break because of the vessel’s heavy movement.
is risk of the hull damage. There are cases when the bosun store or other compart-
If the vessel is not able to avoid the heavy weather it is ments have been filled with water, causing damage to elec-
essential that all openings and hatches are secured properly. trical equipment, which can cause further failure to mooring
Poorly secured cargo can cause hull damage if it comes loose. winches, anchor winches or even the bow thrusters.

Graph 9. Graph 11.

2005-2013 Average Cost Hull: Frequency of claims per vessel type
USD 118,000
(above deductible) 3% 3%
7% 7%
No of claims: 130 Bulker
27% 27%
Container
Vessel type Average Claim
15% 15%
RoRo
Bulker/Dry Cargo USD 133,000       
Tanker
Container USD 102,000    
Other
Other USD 211,000
RoRo USD 152,000 
Tanker USD 2% }
97,000       
5%

48%
19%

48%
Atlantic Ocean, North,19%

Pacific Ocean, North, 14%

Atlantic Ocean, South, 9%

3% Bay of Biscay, 8%

14% South China Sea, 7%

5%
Indian Ocean, 6%

6% Mediterranean Sea, 6%

9% North Sea, 5%
Graph 10.
6%
Geographical location of the casualty 8%
Pacific Ocean, South, 3%
7%
English Channel, 2%

2%
}}
2%
5%
5%

19%
19% Atlantic Ocean, North,19%
Atlantic Ocean, North,19%
Pacific Ocean, North, 14%
Pacific Ocean, North, 14%
Atlantic Ocean, South, 9%
Arabian Sea, 2%

East China Sea, 2%

Bay of Bengal, 2%
Atlantic Ocean, South, 9%
Bay of Biscay, 8% Mississippi/Missouri, 2 %
3% Bay of Biscay, 8%
3%
14% South China Sea, 7% Baltic Sea, 2%
5% 14% South China Sea, 7%
5%
Indian Ocean, 6% Inland water − Other, 2%
Indian Ocean, 6%
6% Mediterranean Sea, 6% Yellow Sea, 2%
6% Mediterranean Sea, 6%
9% North Sea, 5% Irish Sea, 2%
9% North Sea, 5%
6%
6% Pacific Ocean, South, 3% Other, 5%
7% 8% Pacific Ocean, South, 3%
7% 8%
English Channel, 2%
English Channel, 2%
Arabian Sea, 2%
Arabian Sea, 2%
East China Sea, 2%
East China Sea, 2%
Bay of Bengal, 2%
Bay of Bengal, 2%
9
Mississippi / Missouri, 2% www.swedishclub.com
Mississippi / Missouri, 2%
Heavy Weather

It is not surprising that 33% of all H&M heavy weather claims Graph 12. H&M: Heavy weather
happen in the Atlantic and Pacific oceans. Of these claims 48% 50%
are for Container vessels, 27% for Bulker vessels and 15% for Club entry

RoRo vessels. 40% No of claim

This is similar to P&I as Bulker/Dry cargo vessels and Container Claims cos
vessels have most claims. The highest risk is actually for Other 30%
vessels, which mostly consists of heavy lift vessels followed by
Container and RoRo vessels. This is better displayed in Graph 13. 20%
Both Container and RoRo vessels usually travel at higher speeds
then Bulker and Tanker vessels as an overweight container can 10%

cause damage due to container tiers collapsing or the RoRo

causes damage in the cargo hold. It is obvious that 50% bulk cargo, 0%
Bulker/Dry Container Roro Tanker Club entry
Other
dry or wet, will not cause damage
50% to the hull. Still, Bulker and
X Axis
Club entry No of claims
Tanker vessels
50%
need to slow down and alter course 40%when they

encounter heavy weather. If40% a vessel is maintaining 10 knots and Club entry No of claims Claims cost

large waves40% hit the bow the vessel can suffer damage
30% either to No of claims Claims cost

the bow section, or if water 30%enters a compartment this can cause Graph 13. H & M:
Claims cost
Distribution of claims
damage to30% equipment which could cause a blackout. 20%
40%
Frequency
As Graph 13 shows, the highest risk for hull damage is for
20%
10% Cost
Other vessels,
20% which in this case mostly consists of Heavy lift
30%
vessels, followed by Container 10%and RoRo vessels. The costly
0%
claims for RoRo
10% and Heavy lift vessels can be attributed to when
Bulker/Dry Container Roro Tanker Other
securing arrangements for the0%cargo break resulting in damage 20% X Axis
Bulker/Dry Container Roro Tanker Other
to the vessel0%as the cargo usually consists of very large compo-X Axis
Bulker/Dry Container Roro Tanker Other
nents. This also shows that cargo damage can lead to damage
X Axis 10%
to hull and equipment. The reason why there are fewer heavy
weather claims on tankers cannot be statistically confirmed, but
0%
it might be because tankers have higher demands from their
40% Bulker/Dry Container Roro Tanker Other
charterers and stricter requirements. Frequency
40%
Frequency Cost
30%
Cost
30%

20%

20%

10%

10%

0%
Bulker/Dry Container Roro Tanker Other
0%
Bulker/Dry Container Roro Tanker Other

www.swedishclub.com 10
 Heavy Weather

Hull damages
The cases below are examples of different claims happening Cases at sea
on different vessel types. The cases are separated between If the vessel has not avoided the heavy weather this can lead
vessels being in port or at sea. It is usually better to be at sea to damage to the structure and equipment.
than in port if severe heavy weather is approaching, such as
hurricanes or tsunamis. `` An HSC vessel encountered worse weather than anticipated
and suffered damage to the bow and composite structure.
Cases in port `` A Container vessel sailed into very heavy weather, Beaufort
Below we can see that damage can be caused if the vessel 11, waves about 8 metres. There was some damage to the
stays in port when heavy weather is approaching. There can be forecastle, main deck and the wave breaker collapsed. The
damage to own vessels, but also to other vessels and facilities. chain locker and thruster room were flooded as were two of
The risk of running aground also increase. the cargo holds.
`` The moorings broke when the Bulker vessel was alongside `` Waves hit the stern of the Container vessel, causing damage
and a hurricane hit the port. The vessel started to drift and to the stern tube bush, the propeller and the tail shaft had
hit other vessels. to be removed.
`` Damage to the Container vessel and shore cranes after a `` A heavy lift vessel sailed through heavy weather with waves
tsunami hit the port. Shore cranes were left in a horizontal of about 6 metres, causing the vessel to roll 25º. This caused
position and when the tsunami hit the port it moved the the cargo to shift and damage the structure in the cargo
vessel, causing damage to the cranes. The cargo holds of hold.
the vessel were also punctured and flooded. `` A tropical storm developed in the area the vessel was sailing.
`` A hurricane struck the Bulker vessel when it was alongside The vessel was heading into port but it was closed at the
in port, causing damage to the rudder and steering gear. time. The master decided that the vessel should drift and
`` A storm hit the port when the RoRo vessel was alongside, wait out the storm. It was a heavy lift vessel and the cargo
moorings broke and the vessel drifted aground, but before shifted causing damage to the structure.
this the vessel collided with a couple of other vessels. `` A Bulker vessel was in a storm and suddenly the radar mast
`` Departure was cancelled due to really strong winds, collapsed. There was a large swell and winds of Beaufort 10,
Beaufort 10. During the night the wind increased and eight the vessel was pitching and rolling heavily.
mooring lines broke. Even a shore bollard was pulled into `` During the Container vessel’s passage it experienced 5
the water. There was also some swell in combination with metre waves. Suddenly some very large waves hit the
the strong wind, causing the Container vessel to move a lot. vessel, causing damage to the deck plating and structure.
Three tugs were requested to assist the vessel until it was
possible for the vessel to depart in the afternoon.

11 www.swedishclub.com
Heavy Weather

Parametric rolling
We would like to thank Mikael Huss from Wallenius Marine for writing this section about Parametric rolling.

Vessels optimized to carry large volumes of cargo, such as sensitive to the period of excitation so that only the part of the
car carriers (PCTC) and container vessels, have achieved encountering irregular wave energy spectrum that coincides
dramatic developments in higher efficiency, measured as with the natural period of roll will be effective.
fuel consumption per cargo volume and distance. While The roll amplitudes are therefore directly dependent on the
container vessels have increased significantly in overall size, wave height, length and direction of encounter while the roll
car carriers’ length, breadth and draught have so far been period is almost entirely governed by the initial stability GM
restricted by various constraints from routes and ports, and the radius of inertia r.
with cargo volumes mainly increasing with more decks and The stability variation is caused by the waves but there need
increased height. Still, a 200m PCTC from 2010 can carry not be any direct roll moments from waves, so parametric
about 40% more cars than a 200m PCTC from 1980, with roll can, and will actually most likely, appear in head or
the same main dimensions. following seas when there is very little direct roll excitation
This increase of cargo space and transport efficiency could from waves. This makes the phenomenon almost impossible
not have been achieved without a parallel development of to predict on beforehand by using your senses or experience.
sophisticated hulls with very high form stability, combined with
slender lines and low resistance. Similar hull forms can now What makes parametric roll appear –
be found on large passenger cruise vessels with their special and disappear?
requirements on volumes and heights. The following three conditions are required for parametric
These new hull forms show a significantly larger vari-ation roll to develop:
in stability during a wave passage compared to more tradi- `` Large relative variation of stability, which can be caused
tional forms. This is not a problem per se because the average by a combination of:
stability in waves is generally higher than in calm water. How- - a hull form with large flare around the water line and
ever, in certain conditions this variation might increase the large breadth/draught ratio,
risk of heavy roll or heel amplitudes. - relatively low initial stability in the loading
The effect of stability variations in waves has been an condition,
expanding research area in recent decades. IMO issued its - waves as long as the vessel length, (most critical at
first circular, MSC/Circ.707, with ‘Guidance to the Master for 80% L but at least in the range 50-150% L range),
avoiding dangerous situations in following and quartering - sufficiently large wave amplitudes.
seas’ in 1995, and after some reported incidents in head sea `` Resonance between stability variation and vessel’s
it was replaced in 2007 by MSC.1/Circ.1228 ‘Revised guidance natural period of roll requiring:
to the Master for avoiding dangerous situations in adverse - a wave encounter period half (or less critical, equal to)
weather and sea conditions’. the roll period,
- regularity in waves so that resonant periods are
What is parametric roll? kept for a sufficient number of cycles,
Ordinary (synchronous) roll motions in waves can be described - a critical phase lag between rolling and stability
as a state of dynamic equilibrium between internal moments variation
from inertia, damping and stability and external moments from `` Low hydrodynamic roll damping, which is generally the
the waves. case for most vessels, but typically exaggerated by:
Like all other phenomena induced by irregular seas becomes - a slender hull with large bilge radius, small bilge keels
rolling a random process where the characteristics need to be and low speed.
described by statistical distributions. The roll response is very

www.swedishclub.com 12
 Heavy Weather

The risk of a severe outcome from parametric roll is the 2

combined effect from these three conditions; if resonance

GM Variation Amplitude / GM0

is perfect and damping low there need not be a very large 1.5 Critical
1,5 Critical
area
area
variation in stability and if the variation is large, there
need not be perfect resonance, etc. Figure 1 shows the 1.0
1
relationvessel between the three prerequisites in regular
waves where criticality is described as a combination of roll
0,5 0.5
growth ratio and roll amplitudes. Different level
of damping
A crew that is prepared for parametric roll may also 0.5 1.0 1.5 2.0
enforce rapid changes in speed and course that will change 0
GM Variation Period / Natural Roll period
0 0,5 1 1,5 2
conditions and stop further resonance. Figure 1. Illustration of critical areas where parametric roll may
appear. The diagram is based on numerical simulations in regular
Two examples waves. The most critical area is where the stability variation has a
Figure 2 and Figure 3 show two examples of parametric roll period of half the roll period. Long stability variation periods
as measured onboard vessels in service. The first example in approaches what is generally known as ‘loss of stability’
Figure 2 shows a case in following sea with moderate waves
where there was hardly any pitch or roll motions before
the severe rolling appeared. The second case is from rather 30

rough head sea. Both cases clearly show the perfect 2:1 20

resonance between the rapidly increasing roll motions and

10
pitch motions that are directly governed by the encountering
Roll, Pitch [deg]

0
waves. The roll starts to diminish as soon as the regularity is
disturbed, either by irregularities in the wave sequence or by -10

action onboard. -20 Roll

Pitch

-30

What can be done to reduce the risk? 0 60 120 180 240 300 360 420 480
time [s]
540 600 660 720 780 840 900

Mitigating risk from parametric roll currently includes a

Figure 2. Parametric roll in following sea. Speed 10kn, GM
chain of activities:
1.2m, significant wave height 4.1m, Natural period of roll 28s,
`` Design optimization based on extensive numerical
encounter wave spectrum peak period 14.3s
simulations to ascertain vessels hull forms that are
sufficiently robust for their intended service
`` Education of all officers on wave stability in general, 20

on the specific characteristics and service experience of

different generations of vessels and on decision support 10

systems onboard
Roll, Pitch [deg]

`` Decision support systems including: 0

- route planning and optimization based on forecasted

-10

weather conditions, among other criteria, assessment Roll

Pitch
of risk for parametric roll along the route -20

`` real-time assessment of sea conditions at, with warnings 0 60 120 180 240 300
time [s]
360 420 480 540 600

and advice on possible actions for avoiding high Figure 3. Parametric roll in head sea. Speed 12kn, GM 2.3m,
risk situations, significant wave height 5-6m, Natural period of roll 21s, encounter
`` Regular procedures for following up and analyzing wave spectrum peak period 8-11s
all events that may contribute to increased knowledge
and awareness.

13 www.swedishclub.com
Heavy Weather

Cargo hatch covers and doors

When vessels sail in heavy weather and have not reduced speed It is important that records are kept about what maintenance
or altered course to minimize the impact of the heavy weather and service has been completed in the PMS (Planned Main-
it is not uncommon for the deck and cargo hatch covers to tenance System). It is also important that the SMS (Safety
be fully immersed in seawater. This can lead to cargo claims if Management System) addresses how maintenance is carried
the cargo hatch cover joints, seals and coamings, are in poor out and what areas need to be inspected and tested.
condition and seawater enter the cargo hold.
Poor condition of cargo hatch covers is often due to poor Weather routing
maintenance. Leaks can also be caused because the cargo In today’s market customers demand that their cargo arrives on
hatches are battened time. Just-in-time logis-
down incorrectly. tics has forced shipown-
Before sailing it is ers to ensure their vessels
essential that the keep to schedules.
crew ensure that all Running into heavy
cargo hatches and weather does not just
other openings are mean that the ETA
secured properly, this (Estimated Time of
is imperative if heavy Arrival) is not met but
weather is anticipated. also that the bunker
There are numerous consumption will be
cases where compart- higher to reach the
ments were filled with destined port of call. To
seawater because be able to prevent this
hatches or doors were it is important to plan
not secured correctly. the most efficient route,
This can cause damage which weather routing
to electrical equipment can provide.
within these compart- The purpose of
ments. In some cases weather routing is to
the seawater disabled avoid heavy weather
anchors and mooring and ensure that the
winches. This results vessel arrives safely at
in the vessel requiring the discharge port. It is
extra tugs to enter the essential that the crew
port and subsequent repairs before being able to resume trade. are aware of the weather for the upcoming voyage. This is
Another issue is if a cargo hatch is secured too tightly, best achieved by professional weather routing, which provides
which could damage the seal. If the gasket is too compressed weather forecasts for the intended route and recommenda-
it will be counterproductive. It is essential that the correct tions on the ocean crossing.
pressure is applied. The cargo hatch should be secured as per To be able to receive weather routing recommendations,
the manufacturer’s instructions. vessels are equipped with satellite communication, and some
It is essential that cargo hatch covers are inspected and also have constant internet connection through satellites.
tested at regular intervals to ensure that the watertight integ- Weather routing not only provides vessels with the option
rity is maintained and that the vessel is in a cargo-worthy and of how to avoid heavy weather, but also ensures that vessels
seaworthy condition. get new and updated ETA to the discharge port.
The most reliable test for ensuring that the cargo hatches This helps crews onboard the vessels, personnel in the
are in good condition is the ultrasonic test. office and cargo owners to plan accordingly.
The ultrasonic device is designed for this purpose and can There are multiple weather routing providers, providing
pinpoint the leak and if compression of the gasket is sufficient. a range of services. It is essential that managers chose a
provider that can deliver the required service.

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 Heavy Weather

Interactive Root Cause Analysis cases

Heavy weather caused containers Containerslost overboard in heavy
WHAT?
to fall overboard weather
A container vessel left a Spanish port heading for a port
in Portugal. After entering the Atlantic the vessel altered Vessel lost some containers when it rolled
to a NE course and faced strong NW winds and a NW 3 WHY? heavily due to heading into severe weather.
metre swell, which hit the vessel’s port side causing the
vessel to roll heavily. The vessel altered back to a NW
Containers were not lashed according
course to reduce the roll.
WHY? to the cargo securing manual, causing
However, the wind force and swell increased, causing
lateral and vertical movement of the top
the vessel to continue to roll heavily and it encountered
containers.
a NNW swell of about 5 metres with a force 6 NNW wind.
This led to the loss of some containers.
The containers had been secured by the crew and were Because of the different height of
not secured as per the cargo securing manual. containers, which created an uneven
WHY? stowage block, it was difficult to fit bridge
The lost containers were much heavier than the weight
allowed in those stacks. The master had actually informed fittings and twistlocks.
the charterer to only load empty containers in the top
stacks. This was ignored by the charterer. The reason for
The master had informed the char-
this is unclear. The heavy containers were discovered by
terer that the cargo plan had too heavy
the vessel’s crew the day after departure. Because of the
containers in the top stacks and asked
vessel’s heavy rolling and lack of sufficient bridge fittings
for the containers to be stowed further
and twistlocks, the existing lashing and turnbuckles broke
down. The next day it was discovered
and some containers fell overboard. WHY? that heavy containers had been loaded
When the containers fell overboard they damaged the
on the top stacks. The existing lashings
vessel’s railings and hatches.
could not stop the containers moving, and
The loss of the containers was likely caused by a combi-
some were more than twice the permitted
nation of circumstances such as excess weight in the top
weight for the specific stacks.
container, heavy rolling experienced by the vessel, insuf-
ficient lashings and that the charterer had ignored the
master’s request.
Incorrectly declared cargo is a major concern in the The charterer ignored the weight limits and
container trade and unfortunately it is very difficult to WHY? the master’s request not to load any heavy
prevent. There are container vessel operators who actually containers on the top stacks.
blacklist shippers who incorrectly declare cargo.

CONSEQUENCES
`` Containers lost overboard and damage to
vessel.

Preventing it reoccurring
`` The containers should have been secured according to the cargo securing manual
`` The company should review their cargo handling procedures to ensure that all cargo is secured correctly
`` The company should inform the charterer that it is not acceptable to ignore the master’s requests. This is
apparently not the first time that the charterer has done this and this is a major safety concern
`` The company should consider weather routing as the severe weather did have an impact

15 www.swedishclub.com
Heavy Weather

Cargo shifted in heavy weather

A vessel was carrying paper rolls on a voyage from Canada
to Europe during winter in the North Atlantic. During the WHAT? Damage to cargo in severe weather
loading operation the stevedores left a lot of void space
between the stacks. Cargo of different heights and width
had also been stowed in the same stacks. Vessel sailed in heavy weather and the
The chief officer voiced his concern to the stevedores about master was unfamiliar with the anti-
the poor loading. The stevedores threatened to stop working heeling system and had not received
and involve the union. This could potentially delay the vessel training about the system. He did not
so the chief officer decided not to request the stevedores to
WHY? reduce speed or take any other mitigating
reload the vessel. It has not been established why the chief factors into account before the cargo
officer did not realize that there was a substantial risk that the shifted and the stevedores had not secured
cargo would shift if it was not properly loaded and secured. the cargo correctly
The vessel departed on a SW course at a speed of about 13
knots, visibility was limited. At the beginning of the journey the
vessel was protected by islands, but when entering the North The crew did not request the stevedores to
WHY?
Atlantic the vessel encountered even more adverse weather load the cargo correctly
with force 9-10 ENE winds, later dropping to force 6-8 ESE
with rough seas of around 6m. During this time the vessel
Stevedores had threatened to stop loading
heeled heavily 12-15 times in excess of 30°, causing the paper WHY? if the crew interfered
rolls to shift due to not being properly stowed. The crew tried
to secure the cargo by inflating and placing extra air cushions
and rubber bags between the cargo rolls that had shifted, The crew was not firm enough with the
but without much success. One AB was ordered to stay in the stevedores and were unfamiliar with how
cargo hold and monitor the situation. WHY? to deal with the situation and allowed the
By taking at least some minimum proactive measures the stevedores continue loading
crew could have tried to secure the cargo with air cushions and
rubber bags. The anti-heeling system could have been started
earlier and the GM lowered. No clear guidelines from the office on how
It is likely that there would have been less damage if the to deal with stevedores. The vessel did not
WHY?
vessel had applied varying courses and reduced its speed to carry out enough preventive measures
avoid the major heeling as soon as they encountered the before proceeding into adverse weather
severe weather.
Anti-heeling tanks were finally started by the chief officer,
side tanks filled and double bottom tanks emptied to lower the
CONSEQUENCES
`` The cargo shift caused extensive damage to over
GM but it was too late. The vessel eventually altered course to
2000 rolls, which resulted in a claim. More than
avoid most of the adverse weather.
60% of the cargo was damaged

Preventing it reoccurring
`` All officers working on this type of vessel have now received training about the anti-heeling system
`` The company sent a memo to affected vessels where they stressed the crew’s obligation to monitor the
cargo operation and to be firm with stevedores and stop loading if the stevedores do not comply
`` The company needs to review its cargo handling procedures, because it is unacceptable to leave port with
cargo not properly loaded and secured
`` The company should review its procedures when dealing with severe weather
`` The vessel should consider implementing weather routing because the vessel knew it was entering adverse
weather as per the weather forecast

www.swedishclub.com 16
 Heavy Weather

Prevention
When preparing a vessel for sea it is essential that it is During loading it is not unusual for the stowage plan to
loaded as per the cargo securing manual, which provides change. This gives little time to evaluate the changes.
guidance on securing devices and arrangements, stowage Another concern during loading is that stevedores secure
and securing of non-standardised cargo, plus stowage and containers with deteriorated lashing equipment. It is impor-
securing of containers. tant that lashing equipment is in good condition and that
To avoid excessive acceleration and forces, course and equipment in poor condition is being removed to prevent it
speed may need to be adjusted for the vessel’s motion in from being used.
heavy seas. Early avoidance of heavy weather and adverse If the tier structure collapses on a container vessel when
sea conditions is always recommended. sailing in heavy weather it can actually worsen the situation
As we can see from the cases mentioned in this publication if the crew tries to re-lash the container stacks because the
if the vessel had reduced its speed it is probable that there collapsed posts are becoming even more overloaded.
would not have been any damage. As always the crew has to Also being aware and training officers about the
secure the cargo properly before sailing, but if heavy weather mentioned risks with parametric rolling is imperative.
is anticipated it is important that the crew double-check the The best preventive measure any vessel can take against
securing arrangements before sailing. This can prevent costly heavy weather damage is to slow down and to alter to a
claims. more favourable course.
Taking into account the actual stability conditions, it may
be necessary to ballast or de-ballast the vessel, improving
the behaviour and avoiding excessive acceleration.

Preventive measures
`` Weather routing should be used to avoid adverse weather
`` In heavy weather, adjust course and speed to ease the vessel's motion
`` Train and address heavy weather issues (stowage and ship handling) during seminars and in ship
handling simulators
`` Distributing circular letters to vessels to ensure that the crew are aware of the problems with heavy weather
`` Implementing checklists that ensure that cargo is secured properly before sailing
`` Implementing checklists that ensure that openings and hatches on deck are secured properly before sailing
`` Keep detailed records of maintenance, inspections and tests, completed both by the crew and third parties
regarding hatch covers and other openings to compartments and cargo holds
`` Be aware of the risks of parametric rolling

17 www.swedishclub.com
Heavy Weather

Specific prevention for container vessels

`` Weather routing should be used to avoid adverse weather
`` In heavy weather, adjust course and speed to ease the vessel's motion
`` Complete risk assessment for encountering heavy weather
`` Check and verify that the lashing methods follow the requirements as outlined in the vessel's cargo
securing manual
`` The cargo securing manual should be applicable for the stowage arrangements and lashing equipment used,
written in a language readily understood by the crew and other people employed for securing the cargo
`` Lashing equipment and securing points must be maintained regularly and inspected for wear
`` Have procedures in place for calibrating the loading computer
`` Try to reduce the vessel's GM when not fully laden
`` If possible, check that container seals are intact and that containers are secured correctly if the vessel is
heading into heavy weather
`` Do not mix high cube containers with standard height containers in stacks. This does not allow bridging
pieces to be fitted between stacks
`` Ensure that weights are declared and that maximum stack mass and height limits are not exceeded
`` Keep detailed records of maintenance, inspections and tests completed both by the crew and third parties
regarding hatch covers and other openings to compartments and cargo holds
`` Be aware of the risks with parametric rolling

www.swedishclub.com 18
 Heavy Weather

Specific prevention for bulkers

`` Weather routing should be used to avoid adverse weather
`` In heavy weather, adjust course and speed to ease the vessel's motion
`` Train and address heavy weather issues (stowage and ship handling) during seminars and in ship
handling simulators
`` Distributing circular letters to vessels to ensure that the crew are aware of the problems with heavy weather
`` Implementing checklists that ensure all cargo hatches and openings are secured properly
`` Hatch covers and seals must be in a good and watertight condition
`` Verify that gaskets and coamings are in good condition
`` Ventilators and other openings into cargo holds should be in good operating order and capable of being closed
`` Seal cargo hatches with ram-nek
`` Do ultrasonic tests on cargo hatches
`` Ensure there are SMS procedures that address what jobs are required to maintain the cargo hatches in a proper
condition. It is also essential that these jobs are included in the PMS
`` Keep detailed records of maintenance, inspections and tests completed both by the crew and third parties
regarding cargo hatch covers and other openings to compartments and cargo holds
`` Complete risk assessment for cargo hatch covers and for encountering heavy weather

19 www.swedishclub.com
Heavy Weather

Conclusion
With the correct preparation and procedures the vessel can minimize the effects of sailing through heavy weather. The
included cases in this publication highlight that the best prevention against heavy weather casualties is to plan the route
properly and to reduce speed and alter course as required. The vessels that are at the highest risk of suffering cargo
damage when sailing through Heavy Weather are Container, Heavy Lift and RoRo vessels.
The excellent text about parametric rolling written by Mikael Huss explains a risk that can cause damage to the vessel
and its cargo. It is important to understand these risks. It is very difficult to determine how many casualties are caused by
Parametric rolling. We encourage our members to address the issue and follow the suggested preventive measures.
We hope that this publication has been useful in addressing Heavy Weather issues and that you found it interesting.
If you have any further questions or feedback please contact our Loss Prevention department.

The best preventive measure any vessel can

take against heavy weather damage is to slow
down and to alter to a more favourable course.

www.swedishclub.com 20
 Heavy Weather

Loss Prevention
The Loss Prevention unit is placed within Strategic Business Development & Client Relationship and provides
active loss prevention support, analysis, reports as well as advice to members.

Lars A. Malm
Director, Strategic Business Development &
Client Relationship

Telephone: +46 31 638 427

E-mail: [email protected]

Joakim Enström
Loss Prevention Officer

Telephone: +46 31 638 445

E-mail: [email protected]

Anders Hultman
Loss Prevention, Project Coordinator

Telephone: +46 31 638 426

E-mail: [email protected]

www.swedishclub.com
 Contact
Head Office Gothenburg
Visiting address: Gullbergs Strandgata 6
411 04 Gothenburg
Postal address: P.O. Box 171
401 22 Gothenburg, Sweden
Tel: +46 31 638 400, Fax: +46 31 156 711
E-mail: [email protected]
Emergency: +46 31 151 328

Piraeus
5th Floor, 87 Akti Miaouli, 185 38 Piraeus, Greece
Tel: +30 211 120 8400, Fax: +30 210 452 5957
E-mail: [email protected]
Emergency: +30 694 453 0856

Hong Kong
Suite 6306, Central Plaza, 18 Harbour Road,
Wanchai, Hong Kong
Tel: +852 2598 6238, Fax: +852 2845 9203
E-mail: [email protected]
Emergency: +852 2598 6464

Tokyo
2-14, 3 Chome, Oshima, Kawasaki-Ku,
Kawasaki, Kanagawa 210-0834, Japan
Tel: +81 44 222 0082, Fax: +81 44 222 0145
E-mail: [email protected]
Emergency: +81 44 222 0082

Oslo
Tjuvholmen Allé 17, 0252 Oslo, Norway
Tel: +47 9828 1822
E-mail: [email protected]
Emergency: +46 31 151 328
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