Container Vessel Procedures

1 General
1.1 Departure From These Procedures

The first consideration of the Master and every Officer must be the safety of the lives on board and
that of the ship, her cargo and the environment.

Where a deviation from the Company's Instructions/procedures is found to be necessary the Master
will report this to the Company at the first opportunity.

1.2 Reference Publications

The Company recognises the importance of certain reference publications and these are listed as
appropriate. These publications are to be made available to all on board.

The recommendations of these publications are to be adopted as standard procedures, and are to be
read in conjunction with these procedures.

Reference publications will be updated through the Company’s Chart and Publication New Edition
scheme in accordance with SAF 18. Superseded publications are to be removed and destroyed.

2 Responsibilities
2.1 Responsibilities For Ship Staff

In the operation of any vessel it is essential that good co-operation exists between all ranks on board.

The job descriptions within Onboard Crew Management Procedures 2.1 section contain the key
responsibilities of ship staff during cargo operations and these must be adhered to.

2.2 Responsibility For Stevedores

While the primary responsibility for stevedores rests with the stevedoring company, the ship owner
may be held liable should due care not be exercised and any accident subsequently occur on the
vessel.

Accordingly, the Master and deck officers have a responsibility to ensure that the following points are
always addressed:
 Duty of Condition: The vessel must exercise ordinary care under the circumstances to
have the ship and its equipment in such a condition that an expert and experienced
stevedore will be able, by the exercise of reasonable care, to carry on its cargo operations
with reasonable safety to persons and property.
 Duty to Warn: The vessel must warn the stevedore of any hazards on the ship, or with
respect to her equipment, that are known to the vessel or should have been known in the
exercise of reasonable care, that would likely be encountered by the stevedore in the
 course of his cargo operations and that are not known by the stevedore and would not be
obvious to or anticipated by him if reasonably competent in the performance of his work.
 Active Involvement Duty: The vessel may be liable if it actively involves itself in the
cargo operations and negligently injures a stevedore.
 Active Control Duty: The vessel may be liable if it fails to actively exercise due care to
avoid exposing stevedores to harm from hazards that they may encounter in areas, or
from equipment, under the active control of the vessel during the stevedore operation,
such as the gangway.
 Duty to Intervene: If a stevedore’s judgment is obviously improvident, if the ship knew of
the defect in the equipment, and the stevedore continues to use the defective equipment,
and the ship should have realized that the use of the defective equipment presented an
unreasonable risk of harm, the vessel has a duty to intervene and have the equipment
repaired.

The above points are extracted in part from United States law, however are valid for all countries and
should be adopted as good practice regardless of where the vessel is trading. In addition, the
following points are to be considered as best practice and are also to be followed:
 Inspect and test any equipment that is to be used by stevedores prior to use and make a
log entry.
 The officer of the watch must perform frequent rounds of the vessel during cargo
operations looking out for any new hazards or unsafe operations. Notes should be taken
and recorded in the deck log where applicable. A digital camera should be carried in
order to take any photographic evidence of anything amiss.
 As per the procedures contained in the Ship Security Plan, an alert and well-trained
gangway watch must be maintained and notes made of any unusual activity as well as
reporting same to the officer of the watch. The gangway log must be properly maintained
that records all names and company of persons coming on board and leaving the vessel.
 If any dangerous working practices by the stevedores are noticed, then the stevedoring
company must be notified, directly if possible, or through the agent.
 In any circumstances where a stevedore suffers or allegedly suffers an accident or injury
while onboard, the incident must be reported immediately to the company and to the
local P&I representative so that steps can be taken to protect the interests of the vessel
and her crew and mitigate any potential losses. This should certainly be done prior to the
ship sailing and before any crew change takes place.

2.3 Standing Orders

On taking over, the Chief Officer is to issue his own ship-specific Standing Orders, giving guidance to
officers on areas under his supervision such as: cargo operations, safety and security. These should be
approved by the vessel’s Master prior to issuing.
 Standing orders must also clearly specify and leave no doubt on:
 Calling the Chief Officer.
  Cargo monitoring requirements
 Dangerous Goods cargo requirements
 Reefer cargo requirements
 Special cargo requirements
 Stability and draft requirements including ballasting/deballasting instructions and heeling
control
 Weather monitoring
 Safe working practices to be observed by officers and crew
 General security guidance
 Monitoring of moorings, gangways and safety nets.
 Ensuring all parts of the vessel are illuminated at night, both for safety and security
 Recordkeeping requirements

3 Safety
3.1 Dangers To Personnel

All personnel and particularly new personnel, visitors, superintendents and passengers must be made
aware of the dangers of passing under containers and moving in the cargo working areas. The
dangers from lashing equipment being released or removed are to be stressed. Attention to the
relevant sections of the Code of Safe Working Practices for Merchant Seamen.

3.2 Hazard-Free Walkways

The OOW should ensure that the deck side walkways are kept free from oil, grease and lashing
equipment and maintained clear of these hazards.

3.3 Stress Stability

3.3.1 Stability

The Master is responsible for making sure that at all loading conditions the ship satisfies the
permissible Stress/Stability criteria.

The Chief Officer is responsible for making the Stability/Stress/Trim calculations and for reporting the
results to the Master.

3.3.2 Stability & Stress Calculations

The Chief Officer must review the pre-stowage plan as per Section 5.4

The Chief Officer must also review the final stowage plan presented to him by Stevedores latest
before completion of loading/discharging operations. The actual values of Stability/Stress/Stack-
weights are to be compared with the permissible values during the voyage (on departure/during
voyage/on arrival) and must be reported to the Master in writing (Printout). This report must also
include details for:
  Drafts (including max Air Draft)
 Displacement
 GM
 Stresses
 Trim
 Visibility
 Cargo breakdown – including special and DG cargo summary
 Ballast
 Fuel tanks distribution and consumption
 Consumables

The Master must satisfy himself that the above figures are within the permissible limits. If not, and no
further improvement can be achieved by means of ballasting, the Master must demand from the
Stevedores to arrange cargo changes. The Master must seek clarification in case the read draught is
not in line with the calculated draught due to undeclared weights.

Stability calculations to obtain the GM and bending moments must be made for all sailing and arrival
conditions and also for the worst possible condition to be experienced during the passage. The GM
(fluid) must always be above the IMO minimum GM for that condition and the bending moments,
shearing forces and torsional moments are within the required limits.

Copies of Stability calculations are to be signed by the Master and filed as appropriate. The Chief
Officer shall calculate the ship’s stability condition and print out to get Master’s signature every three
days if sailing period is longer than the three days.

3.3.3 Trimming Tanks Free Surface

The free surface effect of trimming tanks and other ballast tanks in use must be taken into
consideration when planning the loading/discharging operations. Wherever possible, ballast tanks
must either be empty or fully pressed up.

3.3.4 Bridge Copy Of Stability Calculation

A copy of the stability calculations must be posted on the bridge and all deck and engine room
officers made aware of the stability situation.

3.3.5 Departure Stability

A copy of the departure stability condition for each port is to be filed onboard. The Management
Office may request a copy to be forwarded to the Office.

3.3.6 Effect Of Strong Winds

Masters and officers must bear in mind the effects of strong winds and/or ice accretion on high sided
vessels, especially with seven or eight tiers of containers on deck.
 3.3.7 Flume Tanks(Passive Roll Stabilisation Tanks)

Flume stabilisation tanks must be emptied or pressed up (in the case of FW) on arrival in port. If the
flume tanks are to be used on passage, the final GM must be calculated having due allowance for
flume tank contents and free surface effect.

3.3.8 Stack Weight Limitation

The Master must ensure that all Deck Officers are familiar with the contents of the Cargo Securing
Manual, in particular the stack weight limitations for tank top, hatch covers and deck loading. When
the final cargo distribution file is received, the Chief Officer must check and approve the stack weights
on the loading computer to ensure they are in within safe limits.

The OOW must monitor compliance with the approved loading plan for which stack weights must be
taken into account.

3.3.9 Layering Of Containers By Weight

Whenever possible and especially with deck containers, all efforts are to be made to layer the
containers with the heaviest ones on the lower tiers. This assists in stability and reduces the strain on
lashings.

3.3.10 Stability Computers

The Chief Officer is responsible for running, at quarterly intervals, a test condition and the results are
to be compared with the published data approved by Class.

A printout of the results is to be maintained on board for verification purposes.

Whenever the vessel is empty the CO to make a draught survey calculation to identify the vessel light
weights and compare the same with the light ship calculation from the shipyard newbuiliding

3.4 Dangerous Cargoes

The Master is responsible for ensuring that the carriage of dangerous cargoes is in accordance with
the IMDG Code as amended, the vessel’s DOC (for the carriage of DG) and the provisions of the C/P,
and for reporting without delay to the Company and the nearest Coastal States, any incidents
involving dangerous goods.

The Chief Officer is responsible for ensuring that cargo operations with respect to any dangerous
cargoes are performed in accordance with the IMDG Code as amended and the Master’s instructions.

Furthermore, the Chief Officer is responsible for personally inspecting at least once daily all the
container units with dangerous cargo and reporting any abnormality / leakage, etc. to the Master. A
relevant entry shall be made in the ship’s Log Book.

3.4.1 IMDG Code

The carriage of all dangerous goods must be in accordance with the provisions of the IMDG Code and
amendments.
The code also provides the necessary procedures to be followed in case of an accident resulting in a
spillage. The Master must ensure that the required medicines as per MFAG are on board.

The Master must ensure that the latest version (containing all amendments) of the IMDG Code is
available on board, and that the OOWs are familiar with the layout of this publication.

3.4.2 Handling of Dangerous Cargo Containers

Upon Stevedores’ presentation of the pre-stowage plan as per Section 5.4, the Chief Officer in
collaboration with the Cargo Planner must review the Dangerous Cargo List. He must ensure that all
Dangerous Cargo is properly segregated and located in accordance with the Document of
Compliance for the carriage of Dangerous Goods, and that dangerous cargo manifests are approved
and signed by the ship’s Master.

As soon as the dangerous cargo containers are loaded, as per the Chief Officer’s instructions,
the OOW must ensure that:
 All dangerous cargo containers are properly labelled.
 All dangerous cargo containers are stowed as per the pre-stowage plan.
 Any leakages or damages to the containers are reported immediately to the Chief
Officer/Loading supervisor.

Care must be taken that any hazardous containers being loaded do not broach the segregation limits
of hazardous containers already on board.

3.4.3 Hazardous Cargo Manifests

Copies of all hazardous cable manifests and hazardous cargo plans are to be kept up-to-date and
readily available on the bridge during the sea passage, and in the ship’s office during port stay.

Documentation should be strictly presented in accordance with the IMDG Code and presented to the
vessel before any DG container is loaded on board. If the documentation is not provided, the
containers shall not be loaded on board.

3.4.4 Awareness of Hazardous Cargo to be Loaded

All relevant personnel must be kept well aware of all hazardous containers/cargoes to be loaded, the
pre-stowage plan, segregation and any special requirements.

3.4.5 Special Requirements

All special requirements such as fire hoses being rigged, fire extinguishers in attendance, no smoking
boards, fire wires being in place at bow and stern, and requirements from flag etc must be fully
observed.

3.4.6 IMO Rules/Regulations

All IMO Rules and Regulations for the carriage of Dangerous Goods must be strictly complied with.

3.4.7 Hazardous Cargo / Deck Repairs

Special attention must be paid to the position of hazardous cargoes when planning or undertaking
deck repairs.

3.4.8 Safety / Protective Equipment

The Master must be satisfied that adequate safety equipment and protective clothing is on board for
use in the event of leakage, spillage or other mishap of any hazardous commodity and that key
personnel are familiar with its use.

3.4.9 Hazardous Container Labels

The OOW must check the labels of all hazardous containers against the hazardous cargo manifest and
ensure the correct labels are displayed. Any deficiencies in the labels must be corrected immediately.

The Master should request from the Charterers, a sufficient number of labels that may be applied by
crew in case containers with DG are delivered with insufficient labels or are lost while at sea.

3.5 Cargo Gear And Equipment

3.5.1 Securing Of Gear

Derricks, cranes or other cargo handling gear must be lashed or otherwise secured whenever they are
placed in their stowage positions.

3.5.2 Maintenance and Operation of Derricks, Cranes and Winches

It is essential that nobody be permitted to use defective equipment, that operating instructions are
clearly visible and not obscured by paint or rust and that the winch controller thoroughly understands
its operation. Safe Working Loads must be clearly marked on all lifting equipment.

3.5.3 Hold Lighting

In ships, which are fitted with fixed hold lighting systems, the lighting must be switched off in cargo
spaces, which are not being worked, or where loading is complete.

The entire system must be isolated, when the ship leaves port.

Portable lights must always be removed from a hold when cargo operations cease, and must be kept
in good condition, including protective guards.

3.5.4 Certification

The regulations governing the quadrennial certification and annual inspections of lifting equipment
must be fully complied with on board the Company's vessels.

3.5.5 Training

Personnel delegated to operate cranes and derricks on board the Company's vessel must receive
adequate training prior to being allowed to carry out their duties. The Certificate of Competence to
operate ship's lifting plant Form ADM 23 is to be completed for each person designated to operate
cranes or derricks. Training must be carried out by the Chief Officer or Second Engineer and be
countersigned by the Master.
 3.6 Emergency Procedures
3.6.1 Fire in Cargo Hold

The initial action for dealing with a fire in a cargo hold will be the same regardless of whether a ship is
at sea or in port.

Upon discovering such a fire, either visually or through the smoke detector, the Emergency Alarm
must be sounded at once and the Emergency Party mustered. The Chief Officer or the Senior Deck
Officer on board is to direct the Emergency Party. His actions are to be governed by circumstances,
but initially he must investigate the situation and assess the gravity of the fire.

If personnel are, or have been, working in the affected hold a search must be made whilst
commencing remedial action. The investigation is to determine if the fire can be dealt with using
hoses, or if the fixed fire extinguishing system will be required. Whatever the outcome the Emergency
Party must rig fire hoses around the affected hold and cool the deck.

The method of extinguishing the fire will depend on the fixed fire-fighting systems fitted. Container
vessels are normally fitted with either water spray system or CO2, or in some cases both.

The following are further guidelines should the fixed fire extinguishing system be required:
 The hold must be sealed and ventilation stopped and sealed.
 When preparing the fixed fire extinguishing system for use, it is vital for all members of
the Emergency Organisation to follow the instructions of the Chief Officer (or his
deputy) to avoid the danger of CO2 being released before personnel are clear and the
hatch is sealed.
 Whenever possible, a check must be made of the temperature in the hold on fire and
the surrounding spaces.
 Hatches must only be reopened when the Local Fire Service is in attendance, and never
at sea.

When such a fire occurs in port the local Fire Service must be called without delay and upon arrival
the Senior Fire Service Officer will normally assume control of the operation.

It must be remembered that the concentration of CO2 in the hold must be maintained to compensate
for leakage.

Re-ignition is likely to occur if the hatch is opened too soon and this may well be uncontrollable.
Should entry be essential, every precaution must be taken to prevent re-ignition and the temperature
of the hold carefully monitored.

3.6.2 Fires In Containers

3.6.3 Emergency Drills

4 Cargo Holds
 4.1 Maintenance And Condition

Cargo hold ventilation shall be kept in good working condition to accommodate the required number
of air exchanges. Air distribution systems to be kept in good condition and the air louvers to be
possible to be adjusted such as to provide adequate air to the reefers with different stowage patterns
for high cubes and standard reefer containers.

Although it is the Chief Officer's duty to ensure that work is carried out in the cargo holds whenever
possible to maintain and improve their condition, it is the Master's overall responsibility to inspect the
cargo holds on a regular basis, to report their condition using Form CON 10 and relay any defects to
the relevant Management Office.

As standard practice whenever a bay/hold is empty, a thorough inspection is to be carried out in

order to verify that:
 All cell guides and tank tops are in good condition
 Holds have been cleaned in case of any previous spillage of cargo
 Bilge wells are clean and dry, and high-level bilge alarm floaters are in position and
operative.
 All loose lashing materials have been collected and stowed properly.

The bays which have been inspected during port stay as above must be entered in the logbook.

In case there is no access to a bay (partially discharged) a visual inspection is recommended.

4.2 Stevedore Damage To The Vessel

Stevedore damage must be documented and protested on company form MAR 07, or the Charterer’s
Form, in accordance with the relevant clauses in the charter party. This is to be carried out within the
stated time limits, but preferably as soon as damage is caused / discovered. All parties concerned
must be notified immediately, i.e. charterers, stevedores, agents, Managers etc. As much information
as is available is to be included in this type of report to assist in any claims which may have to be
made against a third party.

In this connection, it is the Master's responsibility to impress upon the Officer on cargo watch, the
importance of being diligent with respect to damages caused by stevedores and/or cargo, and to
report such damages immediately to the Chief Officer, who is to initiate the appropriate damage
reports. It is the Master's responsibility to notify the parties concerned, and to obtain an
acknowledgement of receipt of damage report from these parties.

A register of stevedore damages shall be maintained on CON 08 and sent to the management office
every three months.

Stevedore damages that affect vessel class must be immediately notified to the Fleet Superintended
and rectified before departure.

4.3 Safety Aspects

During routine inspections of cargo holds by the Master and Chief Officer, special attention is to be
given to safety aspects such as, condition of cell guides, hold ladders, hand rails and platforms. Many
injuries have been caused through defects in items such as these, and inevitably delays to the vessel
will result from the refusal of dock workers and port officials to enter these spaces due to such
defects. Attention must also be given to observation positions around the hatch coamings and hold
accesses which are always to be kept in good condition, and free from obstructions.

Due regard must be given at all times to personal safety when carrying out cleaning, maintenance and
inspection work within the holds. Reference is to be made to the VMS Safety and in particular Section
7 (Risk Assessments) and Section 8.4 (Permits to Work).

For this reason, any entry into closed cargo holds must be subjected to a risk assessment and
enclosed space entry procedures contained within VMS Safety 7 including the use of Enclosed Space
Entry Permit – SAF11.

Access points to cargo holds must be marked as “Enclosed Spaces” and the Enclosed Space Entry Kit
used to indicate which spaces have been tested and identified as safe for access.

Enclosed spaces to which access may be required by stevedores during cargo operations must be
agreed during the ship / shore safety meeting and documented on Form DRY 08.

4.4 Personnel Protection

All ships carrying dangerous cargoes must have on board medical first-aid equipment, including
oxygen resuscitation equipment and antidotes for cargo carried in compliance with the
recommendations listed in IMO – MFAG (Medical First Aid Guide) and WHO –IMGS (International
Medical Guide for Ships).

4.5 Inspection For Fractures / Cracks Corrision

Particular attention is drawn to the sea staff serving on older vessels, for the need to check carefully
for signs of any fractures, cracks or corrosion in the plating or frames of the cargo holds.

4.6 Cargo Hold Bilges(C/H Bilges)

The Master is responsible for ensuring that all cargo hold bilges are in operating condition and for
monitoring the daily soundings. It must also be ensured that at all times bilge wells, including
strainers, are clean.

The Chief Officer is responsible for the proper maintenance and operation of cargo hold bilges and
for monitoring the daily soundings.

The OOW at Sea and in Port is responsible for monitoring the Cargo Hold Bilge Alarm Systems,
alerting the Master and Ch. Officer when an alarm is activated and keeping the relevant records. He is
also responsible to be fully aware for the operational condition of vessel’s C/H Bilge Alarm System
and for ensuring, in case of malfunction of the main system, that all alternate methods have been
utilized for him to be alerted in case of flooding. Anything abnormal must be immediately reported to
the Master. The OOW is entitled to use any additional equipment & system and/or to request
additional manpower in order to perform his duties efficiently.
C/H bilge soundings and record keeping.

Deck ratings must carry out daily soundings of all cargo hold bilges and report accordingly to the
Chief Officer.

The C/H bilges must also be subject to visual inspection (at sea and in port). The readings should be
recorded in the “C/H Bilge Soundings Log” without delay. The C/H Bilge Soundings Log should be a
permanently binded / hard cover notebook with serialized pages. i.e. No electronic files and no loose
page folders are accepted for record keeping. The daily records (usually in the forms of notes) from
the Bosun will be transferred to this log by the C/O without delay and the same notes (Bosun notes)
will be maintained for three months by the C/O readily available for inspection on request.

The C/H Bilge Soundings Log should be retained in the Cargo Office when at port and in the bridge
when the vessel is underway, enabling the OOW and the Master to have immediate access to the
latest readings if needed.

Furthermore, the daily soundings will be followed by daily visual inspections as well. Under no
circumstances the vessel is to consider the daily checks are completed unless the visual inspection is
done.

Master’s Confirmation. In order to ensure these records are properly completed and kept, the
Master is to countersign the log at the end of each month by stating “Having reviewed the records of
this log, I verify that they are truthful, accurate and correct” Name–Rank–Date and Signature.

Record Keeping Interference. These records in general will not be affected by any other document
kept already as a requirement of the VMS. The Bridge Log Book (SAF20) for example, already contains
a number of fields for recording the same data. The vessel is to maintain both records.

Function Tests of C/H Bilge Alarm System.

The cargo hold bilge alarm system, being a critical sub system, is to be tested exercising utmost care
on a weekly basis by manual activation of the high-level sensors and latest every 2nd week by filling
all cargo hold bilge wells via the sounding pipes (or other equivalent access if more suitable) with sea
water and awaiting the actual activation of the sensor and the subsequent alarm. The activation of the
sensors by hand is only an indicative method of testing, as it has proved in many cases that even
though the system was activated by hand, failed to respond during the simulation of actual conditions
(by filling the bilge wells with water). In this regard, we have to highlight the importance of the bi-
weekly testing of the system by filling with water the bilge wells via the sounding pipes. The test
should be included in the vessel’s PMS. Cargo Hold bilge alarms must be included in the list of
equipment identified as critical.

Maintenance.

The general condition and the maintenance of the cargo hold bilges should be of the highest quality,
maintain at the operational level as described in the relevant drawings/manuals.
 The bilge wells need to be clean and well maintained.
 The strainers should be clean and freely allow the flow of water.
  The surrounding lights in the cargo holds to be in working order.
 The sounding pipes need to be operating i.e. not damaged, holed, or obstructed. They
need to be properly marked with the C/H Bilge well No. and additionally with the exact
maximum sounding height as per the Calibration Tables figures.
 The bilge pumps, any permanently installed eductors, the piping system and valves need
to be in proper operational condition and the responsible officers must be fully aware for
the relevant operation procedures.

If any of the above requirements is not met, the Technical Managers must be notified at the soonest
opportunity and the vessel is to arrange immediate repairs and condition upgrade.

Monitoring.

There will be some variation to this item as the construction of our fleet is not uniform but the general
requirements are that cargo hold bilge alarms should sound:

On the bridge when the vessel is at sea/anchorage.

 In the cargo control room when the vessel is at port
 If the above cannot be achieved by any reasonable means, the VCG is to be notified in
writing.

Actions after a C/H bilge alarm is activated.

The first thing that the OOW should do (at port or at sea) after a C/H bilge alarm is activated is to
notify the Master and the C/O at any time of the day or night. Once this done the same is to be
recorded to the Deck Log Book (SAF20) and Cargo Holds Bilge Alarm Monitoring (Form CON 12) with
a permanent pen.

You are reminded that in all locations where a C/H Bilge Alarm Panel is fitted, a laminated poster with
the below wording in red / bold capital letters should be exhibited next to the Panel:

“ON EACH OCCASION OF C/H BILGE ALARM ACTIVATION THE MASTER AND THE CH. OFFICER
SHOULD BE ALERTED WITHOUT DELAY AT ANY TIME, DAY OR NIGHT”

A visual inspection of the relevant Cargo Hold is to be completed immediately to accurately identify
the actual conditions for the activation of the bilge alarm.

Only after the visual inspection is completed and only after the crew is absolutely certain that the
alarm was activated by clean water we can start pumping out water via the OB, this is to rule out that
the alarm was not activated by leaking fuels/lubs/hydraulic oil/dangerous cargo or any other
pollutant. The same is to be recorded in the Deck Log Book and Form CON 12 with a permanent pen.

When possible the above discharge is to be monitored by someone from the main deck, in order to
ensure that no oily traces appear near the OB discharge. In general, it is recommended to not
discharge bilges OB when at port.

If the bilge wells are not accessible and/or the crew cannot decisively determine if the water is clean
or contains any pollutants, the bilges content is to be transferred to the Bilge Holding Tank. The same
is to be recorded in the Deck Log Book, the Form CON 12 and the ORB (using the proper entry code
as per IMO MEPC 736 Rev.2) with a permanent pen.

Pumping / handling of cargo hold bilge water should not be delegated to ratings.

4.7 Hatch / Pontoon Covers

5 Cargo Operations
5.1 Responsibilities

The Master has the overall responsibility for cargo operations and for the effect of these operations
on draft, stability, trim, and hull stress of the vessel.

The Chief Officer is accountable to the Master for the proper stowage and safe loading/ discharging
of cargo.

5.2 Charterers Obligations/Masters Supervision

As container vessels are normally time chartered to a liner Company and employed on a regular
service, Charterers are responsible for providing for all stevedoring operations including, among
others, receipt, loading, handling, stowing, lashing, securing, unlashing, unsecuring, tallying and
delivering all containers, which however, are to be under the supervision and to the satisfaction of the
Master.

Where the vessel is not time-chartered, obligations and responsibilities will be outlined in the charter
party.

5.3 Officer of the Watch(OOW)

The Officer of the Watch is to be in attendance at all times in which the vessel is working cargo and
must take an active role in all the cargo operations. He is to pay close attention to the safe stowage of
all containers as per the Chief Officer's instructions.

At the change of each watch, all relevant information must be handed over to the relieving OOW and
if he is in any doubt whatsoever the Chief Officer should be contacted. See Change of the Watch
Procedures in VMS FOP 3.11 including use of checklist NAV 11.

Use is to be made of the walkie-talkies to maintain contact between the deck rating, the gangway
watchman, the OOW and the Chief Officer.

The OOW is to ensure that the proper lifting equipment is being used by the Stevedores.

5.4 Pre-Stowage Plan

The Terminal Planner shall present the pre-loading plan to the Chief Officer in order to obtain his
approval/comments.

The Chief Officer in turn enters the cargo data in the loading computer and must ensure that the
required criteria, concerning stack weights, trim/stability/stresses/ visibility limitations, DG cargo
segregation, and special container requirements are met, taking into consideration the bunker/fresh
water consumption during the voyage and all possibilities of ballasting / deballasting.

The completed loading plan must be presented to the ship’s Master for approval.

5.5 Supervision Of Loading/Discharging Operations

Loading/Discharging

In preparation for loading / discharging, Form CON 01 “Pre-Arrival Checklist” should be completed.

During loading/discharging operations it is the responsibility of the Chief Officer and the OOW to
ensure that:
 The Stevedores load/discharge the cargo as per the agreed pre-stowage plan. If not, the
Stevedore Foreman or Loading Supercargo must be requested to follow the pre-stowage
plan accordingly.
 Any Stevedores’ damage to ship/cargo is handled as per Section 5.14
 Keep the vessel in an upright position in co-ordination with the Stevedore Foreman
regarding the loading/discharging sequence and/or adjust ballasting accordingly as per
Section 6 - Ballast
 At all stages of loading/discharging operations the maximum ship’s draft does not exceed
the maximum permissible depth.
 At all stages of loading/discharging operations, the mooring remains tight, preventing the
vessel from moving along and/or off the quay.
 Protective means, rails, etc. are placed wherever necessary as per safety regulations.
 Personnel are not placed in any hazardous situation that may cause injury and that all
crew while on deck wear PPE.

At least once per watch, Form CON 02 shall be completed by the OOW.

On completion of loading / discharging, the vessel shall be prepared for sea and Checklist CON 03
completed.

5.6 Cargo at Sea

5.6.1 Routine observations and checks by the Chief Officer

The Chief Officer must personally perform daily inspections on the deck and in holds in order to
inspect the lashing condition of the containers.

He must immediately report anything abnormal to the Master. He must also ensure that no work or
action is undertaken on deck without his approval.

5.6.2 Lashing Control

The Chief Officer must ensure that, prior to sailing, all lashings are as per cargo securing manual.
During navigation, the Chief Officer must ensure that the lashing systems are inspected thoroughly at
least daily (weather Permitting) and they are retightened, as necessary.

He must also ensure that nobody performs any adjustment to the lashing without his instruction.

This inspection is to be recorded in the logbook together with any comments or corrective actions
taken.

5.6.3 Reefer containers (temperature control)

The temperature of reefer containers and their proper functioning must be checked daily by the Chief
Officer, unless more frequent inspections have been requested by the Charterers.

Any defects are to be reported to the Chief Engineer.

See Section 8.4 for more detailed monitoring procedures for Reefers.

5.7 Specialised Containers

The Chief Officer must ensure that all Deck Officers are aware of any specialised containers due to be
worked, such as reefers, vents, over-heights, over-widths, flat racks etc and their special requirements.

In the case of reefer containers, the Master is to ensure that he receives written carrying instructions
for the cargo. He is also responsible for ensuring that all officers are fully aware of these instructions
and the capacity of the vessel’s equipment to meet the carrying requirements. A copy of Reefer
Manifest to be maintained on bridge at all times along with the stowage plan.

The carrying instructions will include all requirements such as temperatures to be maintained and any
ventilation required. The temperature recording chart on the reefer container is to be sighted to
ensure it is in working condition and regularly monitored during passage. Other reefer container
equipment including plugs and plug sockets must also be maintained in good working order.
Detailed procedures for “Reefer” Containers can be found in Section 8 of these procedures

5.8 Hazardous Containers

The OOW must be made aware of any hazardous containers to be loaded, the stowage and
segregation required as stated in Section 3.4 of these procedures.

5.9 Hatch Cover Removal/Replacing

5.10 Projections On The Vessel

5.11 Container Stowage (DOORS AFT)

Containers are whenever possible to be stowed with the doors facing aft. However, reefer containers
can be stowed doors facing forward as per plug socket arrangements on a case by case basis.

5.12 Container Stowage (OPEN TOPS)

Whenever possible, open top containers on deck are to be stowed in such a position that for all sea
passages a standard container is able to be stowed on top of them. If this is not possible, due to
overheights, etc, consideration is to be given to stowing them with the maximum shelter and all
tarpaulin lashings checked and tightened by the stevedores.

5.13 Empty Containers

5.14 Container Securing

On cellular container vessels, containers are put down cell guides and landed one on top of the other.
No further securing is generally required. Similar cells may also exist on deck but containers stacked
on top of each other without the benefit of cell guides must be secured one to the other with twist
locks and/or a combination of twist locks, lashing rod, and turnbuckles.

An approved Cargo Securing Manual (CSM) will be available on board which must be followed to
ensure correct lashing and securing of the container cargo. The Cargo Securing Manual must be
referred to keep a good check on the height check of the stack in order to avoid any damages to the
containers while pontoon securing. This is quite often missed out when the stowage plan is issued by
the planner. Responsibility lies with the duty officer for supervising the pontoon securing.

An inventory is to be maintained onboard of all lashing equipment and stocks replaced without delay
in cases of loss or damage. At the end of each month, the Master shall send to the office CON 05
“Lashing Material Maintenance Report” and CON 06 “Monthly Lashings Payment Analysis” (where
applicable by the Charterparty).

5.14.1 Minimum quantity of lashings.

The Cargo Securing Manual issued on ship's delivery does not detail the minimum quantity of
portable securing/lashing devices that should exist on board at any time. There is no industry
minimum quantity of lashing stipulated nor guidance on required percentage of spares. The minimum
quantity of portable securing/lashing devices is defined by the commercial needs of the ship and
therefore, the minimum quantity of portable securing/lashing devices is that required to secure the
actually intended stow of containers in accordance with the lashing pattern given in the approved
CSM.

The list/plan of cargo securing devices in the CSM is to be updated properly to correspond to the
actual arrangement/number of cargo securing devices including some reserve supplied on board*.
These amounts should be corresponding at all times. Approval of the Cargo securing manual update
of list/plan by class is not necessary. A sufficient quantity of reserve cargo securing gear should also
be available on board the ship

Where there are insufficient lashing devices available on board, the respective containers affected will
not be loaded.

*according to the guideline of 1.3.5 and 2.1.1/2.2.1 of MSC.1/Circ.1353/Rev.1

Note: - Securing/lashing must always be as per the approved lashing plan.
Lashing devices must be of certified type and in acceptable condition.
 5.15 Container Damage
5.15.1 Stevedore Damage

It is essential that, during all cargo operations, a careful watch is kept for any damage caused to the
vessel, her equipment or to containers. Notice of any damage must be immediately brought to the
attention of the Stevedore's representative, the Port Captain/Supercargo and Charterers Agent.
Damage reports must be completed in all cases giving the full and comprehensive details of damage
caused.

The Stevedores representative is to sign all damage reports and be given a copy. Refusal by the
Stevedores to sign must be stated on the report and they are to be given a copy.

These damage reports must be copied to Stevedoring Company, Charterers Agent, Charterers and
Managers.

The Charterers must be informed by email of any such Stevedore damage, or in accordance with their
specific instructions. Where damages are rectified by the vessel’s crew and resources, full details such
as time and materials must be given to the management office so that Charterers can be invoiced in
accordance with the charterparty.

A register of stevedore damages shall be maintained on CON 08 and sent to the management office
every three months.

5.15.2 Cargo Damage on Passage

In the case of suspected or actual damage to cargo whilst on passage, remedial action must be taken
immediately and noted in the deck log book. The Charterers and the Managers must be advised of
the damage and the Master is to note protest on arrival at the next port. A completed damage report
(CON13) should be filled as soon as possible.

5.15.3 Cargo Damage Observed in Port

Whenever containers/cargo are found to be damaged in the port, the Master must immediately
inform the Port Captain, Charterers Agent, the Charterers and the Managers and note protest.

5.15.4 Damaged Containers Presented for Shipment

An efficient deck watch must be maintained, and any damaged containers presented for shipment
brought to the Port Captain and Charterers Agent's attention. Damaged containers must only be
accepted for loading only when authorised by the charterers and a letter of indemnity (LoI) has been
given to the Master.

5.15.5 Broken Custom Seals

In the event of broken seals being discovered on containers

 On being presented for shipment the Port Captain and Charterers Agent must be
informed immediately;
 At sea, the container must be checked for tampering and then resealed with the details
noted in the official log book;
  In the stow port, the Port Captain and the Charterers agent must be informed.

In all cases of broken seals being discovered, the Master must inform the Charterers and the
Company giving full details including new seal numbers, if fitted.

5.16 Container Spreaders

5.17 Shipping Documents

6 Ballast

7 Cargo Cranes

8 Instructions For Temperature Controlled Containers (Refer Containers)

These guidelines shall be used unless overruled by client / charterer or container operator procedures.
8.1 Electrical Power And Plug Requirements

a) All refrigeration machinery must be capable of operating from a 380/440 volt, 50/60-
cycle electrical power supply.

b) The main power plugs shall be 380/440 volt, 32 amp type complying with ISO1496-2:
1988E and CEE-17, 3h IEC309-2 standards.

c) It is the responsibility of the container operator to ensure that the temperature

controlled units they use, are designed to meet the standard ISO 1496-2.

d) When necessary, the container operator shall supply the adapters or pigtails required
when the unit’s plugs are not compatible with the ship’s power outlets. These can be kept
onboard and managed with the spare parts pool.

e) When necessary, the container operator shall supply the step-up or step-down
transformers required when their container’s power requirement is not compatible with the
vessel’s power supply. These transformers can be kept on board and managed with the
spare parts pool. All costs associated with the loading, discharging and shifting of the
transformers shall be for the booking Line’s account and arrangement.

8.2 Maintenance / Operator And Parts Manual Library

a) It shall be the vessel’s responsibility to ensure that all necessary tools are on board and
available to perform emergency repairs to the refrigeration units. These tools shall be
agreed with the management office and may typically include:-

i. Multi-meter

ii. Amp meter

iii. Simpson meter / electronic thermometer

iv. Vacuum pump

 v. Refrigerant reclaims station

vi. Refrigerant leakage detecting device

vii. Refrigerant scale

viii. Brazing tooling including brazing material

ix. Hand tools such as screwdrivers, wrenches, flange tools etc

b) All vessels shall carry a library of manuals supplied with the spare parts kits if provided
by charterers.

c) If a container operator wants to ship a new or different model of refrigeration unit, he is

responsible for providing one (1) set of manuals to the vessel to update the vessel’s library.

d) Whenever any of the container operator phases out a refrigeration unit mode, that
operator shall be responsible to collect or request disposal of the relevant manuals from
the affected vessel’s library.

e) Replacement of any of the manuals onboard a vessel shall be as per the charter party.

8.3 Spare Parts

a) Each ship shall carry a designated pool of spare parts if provided by the charterers.

b) The container operator shall be responsible for supplying an initial set of any additional
specific parts they require to be added to the vessel spare parts pool.

c) If a container operator introduces a new or different model of temperature control unit,

he is responsible to provide the initial set of any additional spare parts specific to the unit
that are required for the vessel spare parts pool.

d) If a container operator phases out of a temperature-controlled unit he shall be

responsible to collect or request disposal of the relevant parts from the vessel’s spare parts
pool.

e) Refrigerant gas and oil shall be supplied by the Container Operator.

f) The vessel shall be responsible for the inventory recording of the onboard spare parts
and is responsible for notifying the container operator to replace the spare parts
consumed.

g) The Container Operator (or B/L carrier) shall be responsible for the replacement of all
parts used from the vessel’s pool for repair to their specific unit in the form of new parts or
monetary reimbursement. The vessel shall replace any spare part that are missing and
cannot be associated with a repair by specific unit number repaired.

Unless instructed otherwise by charterers, the Container Operator has to receive the Spare
Parts Replacement Order no less than 5 working days prior to arrival. If less, the Container
Operator can decide if supply of any parts, along with the container, is possible. It is the
 Container Operator’s responsibility to advise the vessel when replenishment of spare parts
will take place and the date of delivery.

h) The vessel shall make a written request for any replacement parts. The request for
replacement parts shall include the following information.

i. Vessel’s Name

ii. Port Arrival Date

iii. Refrigeration Unit Manufacturer’s Name

iv. Part Number

v. Part Description

vi. Quantity Required

vii. Number of the container which the inventory was used on

viii. Container Operator

i) Replenishment of spare parts should detailed within the charterparty and be made on an
exchange basis (failed parts for new parts), therefore, failed parts, especially those which
are repairable or can be re-built, shall be delivered to the container operator, replenishing
the part at the time of receiving new parts.

j) The Container Operator shall supply the partlow chart to the vessel and the vessel shall
assist to replace the partlow chart when it is over-run. The used partlow chart is to be
returned to the Container Operator at the port of discharge. Sufficient blank partlow charts
are to be placed onboard by the container operator.

8.4 Monitoring

a) Immediately following loading aboard and connection to the ship’s power supply, the
following item shall be checked on all temperature-controlled units.

i. Compliance with the Reefer Manifest

Any discrepancies between the reefer manifest and actual reefer settings shall be brought to the
immediate attention of the Terminal Operator and Container Operator for resolution.

ii. Proper Function of the Refrigeration Unit

The ship’s personnel shall request the Terminal Operator to provide shore-side assistance to repair or
make other arrangements for any malfunctioning equipment prior to departure.

b) When at sea, the ship’s personnel are responsible for visually checking all active reefers
twice a day for proper function and temperature control. The results of each inspection
shall be logged onboard the vessel. Any omission of inspection due to foul weather or
other ad-hoc circumstances shall be documented in the inspection log.
 c) The vessel shall comply with the charterers monitoring instructions as per the
charterparty and voyage orders. Whenever the Monitoring Report is requested by a
Container Operator, they shall contact the Management Office via the vessel’s owner.

8.5 Repair

a) If a temperature controlled unit malfunctions while the vessel is in port, the terminal
Operator and the ship Operator’s Agent shall be notified and they will, in turn, be
responsible for notifying the Container Operator which is operating the unit in question.

b) While at sea, it shall be the ship’s personnel’s responsibility to make all necessary repairs
possible to any malfunctioning unit to the best of their ability and contact the charterers
for advice.

c) All repairs performed by the ship shall be documented on a separate “Reefer Container
Trouble Report (CON 04)” for each container. The minimum information that must be
recorded on CON 04 is as follows:

i. Vessel’s Name / Voyage Number

ii. Container Number

iii. Container Operator

iv. Port of Loading / Port of Discharge

v. Refrigeration Unit Manufacturer’s Name / Model

vi. Temperature Set Point

vii. Return and Supply Air Temperature before and after repair

viii. Ambient temperature

ix. Indicated Controller Alarms

x. Ventilation Opening Scale

xi. Dehumidification Setting

xii. Date of Malfunction discovery

xiii. Date of repair

xiv. Description of work performed (including temporary repairs)

xv. Description, part number and quantity of parts used

xvi. Signature

d) The “Reefer Container Trouble Report” should be sent to the charterer and the Vessel
Control Group.
 e) If the ship requires spare parts replenishment, the ship should submit the Reefer
Container Trouble Report to charterer and the Vessel Control Group as soon as possible
after the reefer is repaired.

Damage and Failure Report for Refrigeration Unit

f) If a malfunctioning unit cannot be repaired onboard, and possible cargo damage is

anticipated, it shall be the vessel’s responsibility to report the situation to the Container
Operator as soon as possible. This report shall include the following information:

i. Vessel’s Name / Voyage Number

ii. Container Number

iii. Load Port / Discharge Port

iv. Commodity

v. Temperature Set Point (in degrees Celsius)

vi. Work performed

vii. Current return and supply air temperature (in degrees Celsius)

viii. Current return and supply air temperature (in degrees Celsius)

ix. Ambient temperature

x. Defrost interval

xi. Stowage location

xii. ETA & Location of Next Port of Call

xiii. Status of Reefer unit

1. Electric power line

2. Condition of compressor with amperage reading

3. Alarm item

4. Discharge and suction pressure (PSIG)

g) If, at any time, the ship needs technical assistance addressing refrigeration unit
problems, enquiries should be sent to the container operator or charterer.

8.6 Over-Temperature Reefer Acceptance Guidelines

a) Temperature-controlled loads are considered “Over-Temperature” (“Hot Loads”) if they

have varied from the maximum acceptance temperature set by the Charterers.
However, use the available historical data, especially return and supply air temperature,
relative to specific load to determine that the temperature is in fact falling towards set
point temperatures.

b) Loaded containers varying more than the above outlined temperatures should not be
received at a terminal for loading to a vessel without prior approval from the Container
Operator.

c) If on board a vessel, a unit is found to be “over-temperature”, the container operator

should be notified via charterer by providing Form CON 04 – Reefer Container Trouble
Report. Where instructed by the Charterers, the vessel’s crew shall take action to correct
the temperature of the unit by returning it to the proper set temperature.