Section: 11 CARGO OPERATIONS - Univan

Univan Ship Management Limited Issue 1 REV 0 Page 1 

FLEET OPERATION MANUAL Date 01.01.2005 

CARGO OPERATIONS – RO RO VESSELS 

Section: 11 

CARGO OPERATIONS 

Copyrights: Univan Ship Management Limited, Hong Kong. All rights reserved 

Any unauthorized reproduction of this manual, in any form is prohibited 

SECTION 11.0






SECTION 11.0 

Section Description Date Rev. No of 

No. Pages 

11.1 General description of Ro-Ro Cargo vessels. 01.08.2003 0 4 

11.1.1 Purpose of Section. 01.08.2003 0 

11.1.2 Definitions. 01.08.2003 0 

11.2 Major safety concern 01.08.2003 0 4 

11.2.1 External Ramps. 01.08.2003 0 

11.2.2 Connectivity of all cargo compartments. 01.08.2003 0 

11.2.3 A large cargo volume with respect to assigned deadweight. 01.08.2003 0 

11.2.4 Heavy weather precautions. 01.08.2003 0 

11.2.5 A large windage area. 01.08.2003 0 

11.2.6 Increasing cargo capacity with increasing height of cargo 01.08.2003 0 

decks. 

11.2.7 No centerline bulkhead in cargo spaces. 01.08.2003 0 

11.2.8 Cargo cost. 01.08.2003 0 

11.2.9 Flammable fuel in the cargo. 01.08.2003 0 

11.3 Cargo planning 01.08.2003 0 7 

11.3.1 Involvement of shore planners in cargo planning, stowing 01.08.2003 0 

and documentation. 

11.3.2 Types of stowage. 01.08.2003 0 

11.3.3 Cargo spacing and stowage distances. 01.08.2003 0 

11.3.4 Loading and Discharging flow diagrams. 01.08.2003 0 

11.3.5 Consideration of uniform and axle load. 01.08.2003 0 

11.3.6 Consideration of vessel's stability in Cargo planning. 01.08.2003 0 

11.4 Procedures for cargo stowage and securing 01.08.2003 0 7 

11.4.1 Cargo securing manual 01.08.2003 0 

11.4.2 Types of lashing gear in use 01.08.2003 0 

11.4.3 Procedures and precautions for lashing cars 01.08.2003 0 

11.4.4 Procedure and precautions for lashing heavy vehicles and 01.08.2003 0 

special equipment. 

11.5 Port operations 01.08.2003 0 12 

11.5.1 Arrival procedures 01.08.2003 0 

11.5.2 Ramp operations 01.08.2003 0 

11.5.3 Precaution required for cargo damage prevention during 01.08.2003 0 

cargo operations 

11.5.4 Fire safety precautions during cargo operations 01.08.2003 0 

11.5.5 Procedures of starting cars. 01.08.2003 0 

11.5.6 Procedures for handling Dead cars 01.08.2003 0 

11.5.7 Departure procedures after cargo operations 01.08.2003 0 

11.6 Cargo care and safety routines during the voyage 01.08.2003 0 2 

11.6.1 Safety routines 01.08.2003 0 

11.6.2 Ventilation 01.08.2003 0 

11.7 Container types and associated problems 01.08.2003 0 8







Section Description Date Rev. No of 

No. Pages 

11.7.1 International standards and classification 01.08.2003 0 

11.7.2 Container weight 01.08.2003 0 

11.7.3 General Purpose Containers 01.08.2003 0 

11.7.4 Open Top containers 01.08.2003 0 

11.7.5 Faintainers 01.08.2003 0 

11.7.6 Flat rack containers 01.08.2003 0 

11.7.7 Reefer Containers 01.08.2003 0 

11.7.8 Bulk Containers 01.08.2003 0 

11.7.9 Tank Containers 01.08.2003 0 

11.7.10 Open sided containers 01.08.2003 0 

11.7.11 Other container types 01.08.2003 0 

11.8 General Container problems 01.08.2003 0 2 

11.9 Securing of containers 01.08.2003 0 8 

11.9.1 Stowage and securing 01.08.2003 0 

11.9.2 Defective securing devices 01.08.2003 0 

11.9.3 Incompatible securing devices 01.08.2003 0 

11.9.4 Incorrect securing device application 01.08.2003 0 

11.9.5 Bad Stowage 01.08.2003 0 

11.9.6 Stability 01.08.2003 0 

11.9.7 Operators Errors 01.08.2003 0 

11.9.8 Securing devices / arrangements with insufficient strength / 01.08.2003 0 

restraining power 

11.9.9 Repairs and maintenance 01.08.2003 0 

11.10 Container cargoes – Heavy weather precautions 01.08.2003 0 2 

11.11 Carriage of dangerous good in containers 01.08.2003 0 1

Univan Ship Management Limited Issue 1 REV 0 Page 

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GENERAL DESCRIPTION OF RO-RO VESSELS 

11.1 General Description of Ro Ro Cargo Vessels 

11.1.1 Purpose 




The primary purpose of this section is to provide literature to all the seafarers joining Pure 

Car carrier vessels and all officers attached with PCC operations; for safe and smooth 

operations of these vessels. 

This section may also be used as a reference guide for Pure Car Carrier Operation. 

The section is provided with illustrative diagrams, pictures, sketches and plans, to enable 

the candidates to acquire clear understanding of the subject. It is most important to go 

through the following plans and section upon joining vessel: 

Vessel’s Fire Control Plan 

Vessel’s stability manual 

Vessel’s General Arrangement Plan 

Vessel’s Cargo Securing Manual 

Ramp operation Manual 

And various other manuals for the operation of various utility and emergency 

equipment. 

This Section does not supersede shipboard plans and manuals. The shipboard plans and 

manuals are made ship specific and more accurate. Still with this section we will make an 

effort towards training the seafarers before they board the vessel. 

11.1.2 Definition 

Word/ Term / 

Definition / Understanding 

Abbreviation 

Axle load The load which is taken up by the axle of the car, for details refer section 4.5 

Axle Shaft on which the wheels are connected, This is also the shaft at which the 

vehicle wheels rotate. 

Battery Run Some times when there is no fuel in the car but the car battery is fully charged, 

the discharging drivers keep the vehicle in first gear and keep cranking the 

engine so that they can move the more and discharging. This may be highly 

damaging to the car and it should not be allowed on board. 

Bumper See fender. The front section of the car. 

Cargo securing An approved manual by flag state of the vessel, giving details of cargo stowage 

manual 

and cargo securing methods and securing equipment. 

Choke In the cold temperature choke is applied to start a gasoline engine. This allows 

sufficient fuel supply to the carburetor for ignition. 

Cigarette lighters Push switch cigarette lighters fitted in the car. See Picture No: 36 

Clock-wise stowage A stowage method of cars, where the stowage of vehicle blocks is in clock – 

wise direction, used for the car, which have steering wheel in the right- hand 

side. See Picture No: 4 

Counter clock wise A stowage method of cars, where the stowage of vehicle blocks is in counter 

stowage 

clock – wise direction, used for the car, which have steering wheel in the lefthand 

side. See Picture No: 3 

Cranking Turning of ignition key for starting the car


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Word/ Term / Definition / Understanding 

Abbreviation 

Dead car Dead car is the car, which can not be started either because of lack of fuel or car 

battery run down 

Deck flap Deck flaps are located on the freeboard deck level. When the ramp is lowered 

there is a minor gap between the freeboard deck 

plating and the upper section of the ramp. This small gap may damage the tires 

of the moving vehicle. Hence this gap is covered with the deck flaps. 

Deck lifter Deck lifter is the shipboard vehicular equipment designed to adjust the deck 

panels on a PCTC vessel. 

Deck panel Deck panel are the adjustable deck, designed strong enough to take the 

designed load, the rest on the pillars on their each corner. Lifted up and down by 

using deck lifter. 

Excavator Heavy earth moving equipment loaded on these PCC and PCTC vessels. 

Fender These are front or rearmost parts of the car, either made of fiber or metal. These 

are fixed to prevent any damage to car main body in the event of any contact. 

Picture No: 1. 

Finger flaps These are the lowermost flaps on side or stern ramps, also they are shortest in 

length. They are not controlled by any hydraulics or wire system. These flaps are 

the ones, which touch the wharf first when lowered. 

Fire zone The fire zone is the compartment enclosed by an A-60 bulkhead in such a way 

that it can be totally sealed in the event of a fire. On a PCC vessel the 

knowledge of zones is very important, since one fire zone may be covering a 

number of car decks and holds. 

Fuel cans or Fuel Some times cars are refueled at discharge port, as they can not be started due 

Canisters 

to lack of fuel. This fuel is carried in metal canisters. Glass or plastic bottles for 

carriage of fuel are strictly prohibited. 

Gas tight door Gas tight doors are the doors isolating one fire zone from another. Also these 

gas tight doors will not allow passage of any gases from one fire zone to 

another. The knowledge of location of gas tight doors by the staff and upkeep of 

the doors is the most important element of fire fighting preparedness of vessel. 

Head lights Head lights are the lights fitted in front of car. These should not be used for lights 

by lashing gang. 

Head out stowage Head out stowage is the stowage where the vehicle block is stowed next to gas 

tight or water tight door, so that this block can be discharged on the opening of 

door, creating the space for other blocks for discharging. Picture No: 5 

Ignition key Ignition keys are the car keys used for cranking the engine 

Jump start equipment Some times second hand cars do not start due to dead batteries. They have to 

be jump started by using the jump-start equipment. In this equipment there is a 

battery and the connectors. This jump-start battery is used to crank the car 

engine. 

Jack Jack is the equipment to lift up the car body to change the flat tires in second 

hand cars. 

Key car Key car is the first car to be discharged. This is also the last car loaded. 

Lashings (cargo) Lashing is the material used to secure the cargo to the vessel, such as chains, 

hooks, polyester belts. 

Lead driver Driver discharging the key car is called the lead driver


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Mafi trailer Mafi trailer carry heavy cargo and towed in and out of the vessel using Tow 

master. Mafi trailer some times load up to 60T, they are either 80 feet or 60 feet 

long 

Word/ Term / Definition / Understanding 

Abbreviation 

Plastic Profiles The plastic profiles are used to be inserted below the span sets to avoid any 

damage to packing material of palletized cargo such as milk powder. Remember 

the plastic profile should slightly smaller in size than the packing to avoid any 

damage to adjacent packing. 

PCC Pure car carrier, those vessels specifically designed to carry cars. These vessels 

have low deck height for the best utilization of cargo space for carriage of 

maximum no. of cars. 

PCTC Pure car truck carrier, these vessels are designed to carry cars and trucks with 

adjustable deck panels. The heights of all decks can be adjusted for the height of 

cargoes. These vessels are generally bigger in size than PCC vessels. 

Permissible uniform Maximum uniform load a deck or a deck panel or a ramp is designed to 

load 

withstand expressed in MT/M 2 

Permissible axle load 

Maximum axle load a deck or a deck panel or a ramp is designed to withstand 

expressed in MT/M 2 

Pick –up truck Pick-up truck is the vehicle used on PCTC vessels to transfer lashing material 

etc. 

Polyester slings Polyester sling is a short sling about 2 feet in length of same strength as the 

lashing belts. This is used to connect the hooks indirectly to interior parts of the 

car body, where the hook can not directly be fitted or where the fitting of hook will 

damage the car body. We also call them straps. Picture No: 20 

Push out cylinder This is the cylinder located on the weather deck (control deck) to push the ramp 

flaps out when lowering the main wire. 

Ramp (internal) Internal ramps are the sloping passage from one deck to another. This may be 

adjustable as on PCTC vessels or fixed on PCC vessels. They are also called 

slop ways. 

Ramp (external) External ramps are the slop ways used for discharging the cargo from the vessel 

to the wharf. These ramps are hoisted up and secured before proceeding to sea. 

When hoisted up they are water tight. Upon arrival port they are lowered to the 

wharf, for the purpose of cargo operation. 

Ramp load (SWL) Ramp load is the maximum load in total, the ramp is designed to withstand. This 

is different from maximum spread load and uniform load. 

Refueling Some times the loaded vehicle can not be started at discharge port due to lack 

of fuel. They have to be replenished with fuel this process is called refueling. 

This is a critical operation and utmost care should be taken while conducting this 

operation. 

Separation tape Separation tape is used to mark different consignments of cargoes or different 

blocks of cargo. This is to avoid any short landing or over carriage of cargo. This 

is also used to mark the different blocks for the same consignment. 

Service car Service car is the vessel’s equipment, used for utility purpose such as 

transferring lashing and personnel within the cargo areas. 

It is also called pick up truck. 

Shaft load Same as axle load. 

Slope way Some times internal fixed ramps is also termed as slope way.


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Word/ Term / 

Definition / Understanding 

Abbreviation 

Span set These are long belt lashings, used to secure the delicate palletized cargo such 

as powder milk. 

Spread load Same as uniform load. 

Steel hooks The hooks at the end of lashing gear, which may be connected to the tow point 

on the vehicle. See picture 42. 

Sub wire This is the wire to control the lower flap section on the stern ramp. This wire is 

connected to hydraulic cylinder. 

Surveyor’s tape Same as separation tape. 

Switch backing This is the method employed to turn the car in very short place. The gear is put 

on reverse, Wheel is turned opposite to the direction you what to turn and hand 

brake is applied. Now accelerator in pressed and clutch is released. Then hand 

break is released just for a second and applied again. This may be required 

when the car is needed to be discharged and there is no place for turning. 

However you have to be very careful while conducting such operation. 

TGV Train Generator Vehicle, This is a heavy equipment carried on Mafi Trailers. 

Traffic cones Traffic cones are, red coloured plastic cones, some times highlighted with retro 

reflective tapes. These are used for guiding the drivers for correct passage to 

stowage point, while loading and correct way out while discharging from the ship. 

Tug Master It is a vessel’s vehicular equipment used for the towing of Mafi trailers. 

Uniform load It is the load on the deck or the deck panel or the ramp in one square metre 

area. This is expressed in MT/ M 2 . 

Wedge (wooden) 

When the vehicles are stowed on a slope way, in addition to the lashings, the 

wooden or plastic wedges are to placed under the car tires. 

Wheel rim Wheel rims are metal or fiber rims, fixed on the wheels of the cars. Where there 

is a fiber rim fitted it should not be used for lashing the vehicles. 

Wheel cap Same as wheel rim.


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11.2 Major safety Concerns 

MAJOR SAFETY CONCERN 


Ro-Ro Cargo Carriers have their own peculiarities, and these special characteristics are very 

different from the other vessels. This makes these Ro-Ro Cargo Carriers as very special vessels. 

And we need to understand what these peculiarities are and how they affect the vessel operation. 

Hereunder we are giving you a list of these special characteristics, so that you keep bringing 

them into your consideration while operating this kind of vessels: 

11.2.1 External ramps 

The vessels are fitted with external ramps. These are the large openings to give access 

to cargo compartment for the purpose that roll on and off cargo may easily be loaded. 

Imagine now on a dry bulk carrier we have detailed procedures and precautions to avoid 

any ingress of water from cargo hatches. 

Remember now those hatches are horizontal and on weather deck, and in case of Ro-Ro 

Cargo Carriers ramps are vertical and on the ship side. 

We leave it to your imagination how many times more careful you should be while 

operating external ramps for water tightness. 

11.2.2 Connectivity of all the cargo compartments 

For the accessibility of all the cargo spaces they should be approachable to external 

ramps through the adjoining cargo spaces. Well, this means, the complete cargo area is 

exposed to seawater ingress, in the event of flooding of any one part of cargo space. 

Also the fire may spread to all adjoining cargo spaces as all the cargo space are 

interconnected, if fire doors are not closed. 

Vessel is divided into individual fire zones, and these fire zones can be isolated from 

each other by gas tight doors. 

But what if the fire breaks out during the cargo operation when the these gas tight doors 

are open for accessibility of cargo, and now these gas tight doors can not be reached for 

closing. 

This is also unlike of other ships where one cargo compartment does not have access 

from the other compartments. 

11.2.3 Large cargo volume with respect to deadweight assigned 

This is also an inherent characteristic of a car carrier. Before understanding what is so 

important with this characteristic, please go through a vessel’s particulars of a 2528 unit 

Ro-Ro Cargo Carriers, which are given hereunder. 

Lightship = 7383 MT 

Deadweight = 9358 MT 

Gross Registered Tonnage = 27013 

Length between perpendiculars = 148M 

Breadth molded = 27.8 M 

Summer draft = 9.358M 

Engine Power= 9450 SHP 

These figures may surprise some of you, who have not been working on this kind of ship. 

On an average on other cargo vessels light ship is about 25% of summer deadweight and 

GRT is about 45% of summer deadweight. 

And in the case of PCC vessels, we have lightship almost equal to deadweight and GRT 

is 3 times the deadweight. 

So this is clear these vessels that these vessels have low deadweight assigned to their 

lightship. We can also say that they have low volume below the summer draft. 

In other words they have low under water volumes even in loaded conditions, if we 


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compare them with other vessels. 

Again the engines are powerful and to provide to the propeller adequate propeller 

immersion the loaded and ballast draft is also sufficient. 




To make the sufficient propeller immersion with low under water volumes, the vessel’s 

lines are very fine below the water. 

Also their GRT is comparatively very high, if we compare with the deadweight. Now GRT 

is the vessel’s volumetric function. This implies the vessel have huge cargo space 

volumes. 

We also know that these vessel’s have low under water volumes. So where is this huge 

cargo volumes located? 

It is all located above the summer draft marks. 

Again it is different from other cargo vessel, where maximum cargo volume is below the 

summer draft. 

This makes these vessels low in metacentric height and delicate in stability. 

11.2.4 Heavy weather precautions. 

On the Ro-Ro Cargo Carriers the heavy weather precautions are very important 

because of the two main reasons: 

Presence of external ramp on the shipside. 

Low under water volume of the vessel as compared to the vessel’s volume above 

the water level. 

Take the following precautions before proceeding to sea: 

Check the vessels stability with respect to GM (fluid), to avoid vessel becoming too 

tender. And cross check stability condition is complying with vessel’s stability 

manual. 

Top up or completely empty all ballast tanks to reduce the free surface 

movement. 

Keep minimum number of bunker tank slack for the same reason. 

Check all the standard and non-standard cargoes are correctly lash in 

compliance with vessel securing manual. 

All loose lashings have been removed from the cargo spaces. 

Check all the gas tight doors are closed. Run the fans while closing the gas tight 

doors, and now look for any air leaks by placing the separation tapes on the door 

edges. The separation tape will tend to fly in the event of leak. 

Check all external ramps are fully secured using there securing pins and 

hydraulically operated cleats. 

After securing the external ramps lowering wire have to be sufficiently slackened. 

All the openings on the cargo decks such as the one for gangways and Pilot 

ladders have been fully secured. 

Check all the loose items in the engine room, galley, stores, and accommodation 

and on deck are sufficiently lashed. 

Mooring ropes from the forward and aft stations should be removed and kept 

inside the stores. 

Anchors should be fully heaved in the hawse pipe and secured. 

The bow stoppers for the anchors are correctly in position. 

The Cargo hold bilge pumps have been tested for operations.


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The cover plates for anchor hawse pipes have been secured. 

The spirling pipe cover plates are in place and cemented. 

All ventilator openings on the various decks have been secured. 


Check the following after departure and during the heavy weather: 

Check the period of roll and ensure the vessel’s GM (fluid) is as planned for the 

voyage and is safe. 

Take rounds once a watch and ensure all cargo lashing is intact. 

All the lashing on deck, in accommodation, in engine room, stores and in galley 

is intact. 

All external openings from the cargo decks are secured. 

Ensure all the items mentioned in the first paragraph regarding the checks before 

departure are still valid. 

11.2.5 A large windage area 

As we have understood, that these vessel have low sinkage and with large cargo 

capacity above the load line cargo capacity. This in turn results into a large windage area. 

A large windage area makes these vessels, difficult to handle them in light breeze also, 

particularly when the engines are not running. 

These vessels behave like kites. 

Details of calculations and effect of wind on these vessels is explained in section 

8.20. 

11.2.6 Increasing cargo capacity with increasing height of cargo deck 

In general higher the height of the cargo decks from keel higher the cargo capacity. 

Now you, check the vessel’s stowage plan, see picture No 1 and 2. See lower is the deck 

lower is the cargo carrying capacity; and higher the deck, higher the cargo carrying 

capacity. It is just reverse of other type of ships. 

This also decreases the metacentric height of the vessel. 

11.2.7 No centre line bulkhead in the cargo spaces 

These types of vessels are also not fitted with any centerline division in the cargo spaces. 

The cargo holds width is same as the beam of the vessel. Cargo holds extend from ship 

side to shipside. Imagine now in the case of flooding of the vessel, a very large Free 

Surface Effect will be generated. The originally with low metacentric height is bound to 

loose stability and capsize and some time sink. 

A very little time is with the ship staff to handle emergency. 

11.2.8 Cargo Cost 

Cargo is expensive cargo. Some times the cost of 2528 cargo units may be more than, 

US $ 26 million. It is a large sum of money. So expensive cargo and so delicate in nature 

has to be handle with extreme sensitivity. A few minor scratches on 20 new Mercedes 

Benz or BMW cars may cause a cargo claim to US $ 200000. 

Needless to say extreme care should be taken of these cars while they are on board. 

11.2.9 Flammable fuel in the cargo and fire fighting. 

Highly flammable gasoline or diesel is always present in the cargo. Also there is 

flammable upholstery and other items used in the car. This makes the cargo, extremely 

flammable in nature. During the cargo operation, fire hazards such as jump starting of car 


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and refueling is always present. A small fire broken out can spread very fast and may 

lead into catastrophe with time for you to prepare yourself and your equipment for fighting 

the fire. 

Details of fire fighting precautions during and after the cargo operations have been 

explained in section no 11.5.4 and 11.6.1. 

Fire preventing measures must be taken up seriously. In a case of breaking out of fire 

you should be prepared to extinguish the same immediately. With the first feeling the fire 

is going out of control. Close all gas tight doors and take the required steps to flood 

the fixed fire extinguishing media. 

Only solution is professionalism in every stage of operations and all round mental 

alertness. 

Frequent fire safety rounds and fire fighting system in highest state of readiness is a 

must. 

Please refer to vessels Fire Fighting manual for details regarding Fire fighting equipment.


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CARGO PLANNING 

11.3 Cargo planning 

11.3.1 Involvement of Shore Planners in cargo planning, stowing and documentation 




On Pure Car Carrier vessels most of the planning work and documentation is done 

ashore. Cargo planning is done by the shore planner and most of the documentation is 

done by either load port or discharge port agents. 

Ship staff still has to verify these plans are in order, and they are complying with vessel’s 

stability and stress requirements. 

We are hereby explaining you the brief procedures for cargo planning and documentation 

After receipt of booking prospect, charterers (shore planner) will plan the 

stowage and pass on to load port agent prior arrival of the vessel at the load port. 

Copy of this proposed load plan will also be passed to the vessel. 

The vessel Chief Officer will have to confirm that such stowage is possible and 

there is no danger to the safety and stability of vessel. 

Upon receipt of proposed stowage plan the agent at load port will arrange the 

cargo operation. 

After the vessel has completed loading, the agent will prepare the final stowage 

on the vessel and pass the same to the vessel, the charterer and the discharge 

port agent. 

The local agent will also prepare the Cargo manifest, dangerous cargo list and 

exception list. 

The master will receive the following document from the agent: 

Final Stowage plan 

Cargo manifest 

Dangerous cargo list 

Exception list (in case of any damage to cargo) 

Mate’s receipt, the bill of lading is generally issued by the charterer. 

Again it is the duty of the ship staff to check that in the final stowage condition, vessel is 

stable and stresses are not excessive. Here the ship staff has to follow closely with shore 

planner and local load port agent. 

11.3.2 Types of Stowage. 

While planning stowage of cargo the foremost consideration is to avoid any damages to cars also 

to have a smoother loading and discharging operation. 

11.3.2.1 There are in general 3 types of stowage system: 

Counter clock wise 

This system is used for export to North America and Europe. The important features of 

this method of stowage are as follows: 

a. This the method used for cars with left side driving seat. 

b. Cars will be stowed on the right side of the passage where the cars are facing 

the bow. 

c. Cars will be stowed on the left side of the passage where the cars are facing 

the stern. 

d. Cars to be stowed longitudinally


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11.3.2.2 Clock wise 

This system is used for export to Australia and united Kingdom. The important features of 

this method of stowage are as follows: 

a. This the method used for cars with right side driving seat. 

b. Cars will be stowed on the right side of the passage where the cars are facing 

the stern. 

c. Cars will be stowed on the left side of the passage where the cars are facing 

the bow. 

d. Cars to be stowed longitudinally 

11.3.2.3 Head Out Stowage 

The head out system is used in many port now, here the head of the car is towards 

directed to exit. This stowage system is generally used for the cars located on the ramp 

deck. 

11.3.3 Cargo spacing and Stowage distances 

One of the most important elements of cargo stowage is the distances for cargo stowage. It is 

crucial to adhere to these distance to avoid any cargo damages, and given accessibility to all cars 

while discharging. Please go through the figure given below to understand the cargo spacing. 

The distance between Passenger Cars: 

Bumper to Bumper: Minimum 30cm (a) 

Bumper to structure: Minimum 30cm (b) 

Door to Door: About 30cm (c) 

Handle side to car structure: Minimum 30cm (d) 

Main passage: Minimum 30cm (e) 

(in Australia this is Minimum 40 cm) 

Passenger side of the Car to Construction: Minimum 10 cm (f) 

Handle side of key car to any other structure: Minimum 50 cm (g) 

b a f 

f 

g 

d 

Picture No. : 1, The Spacing between Passenger cars 

c 

e


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11.3.4 Loading and Discharging Flow diagrams 

Cargo operation is planned in details including the flow diagrams. These flow diagrams assist us 

in conducting the cargo operations smoothly and with out any delay. In this section we have 

detailed 23 flow diagrams for loading operations and 23 for discharge. These diagrams will 

enable you to visualize how these units are loaded or discharged and there sequence of stowage. 

Given below is the list of symbols used in these diagrams. 

Up or Down Inner ramp way 

1 

2 

Bulkhead Door or External Ramp way 

Direction of loading or discharging flow 

Direction of Stowed vehicle 

Order of loading or discharging 

Picture No: 7, symbols used in flow diagrams


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11.3.4.1 Typical Loading Flow diagrams. 

1 2 3 4 5 6 7 

8 9 10 11 12 

13 14 15 16 17 

34 33 32 31 30 

29 28 27 26 25 

24 23 22 21 22 

Picture No: 8, Standard loading Flow 



19 18 


4.4.2 Typical Discharging Flows Diagrams 

The following pages in this subsection include the pictures for standard loading and discharging 

flows of vehicle. 

16 17 

2 

1 

18 19 20 21 22 

11 12 13 14 15 

6 7 8 9 10 

Key Car 2 3 4 5 

29 28 27 26 25 

34 33 32 31 30 

39 38 37 36 35 

Picture No: 9, Standard Discharging Flow 

23 24


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11.3.5 Consideration of Uniform and axle load in Cargo planning 




One of the important factors while planning loading of a Pure Car Carrier is to check whether 

uniform load and axle loads of the cargo being loaded are within permissible limits. This is very 

important when you are loading loaded trucks or Mafi-trailers. 

Well some time you may load the loaded trucks particularly to East African ports and the correct 

weight of the loaded truck is not known. Please insist on the local agent to give the correct 

weights of the cargo in loaded trucks. So that vessels stability and uniform and axle loads for the 

particular cargo can accurately be calculated. 

11.3.5.1 Uniform Load 

The uniform load or spread load may be defined as the load exerted by the cargo on the deck 

plating per square metre. 

The permissible uniform load is the load which the particular deck can be able to withstand per 

square metre without any possibility of danger. Need less to say for any cargo loaded the uniform 

load should be always less than maximum permissible uniform load. 

Generally the decks of a Ro-Ro Cargo Carriers are designed for very low permissible uniform 

load. The range vary from 0.2 MT/ M 2 to 1 MT/ M 2. . 

Example No: 1 Let us assume you are loading a mafi trailer of dimension 60’ x 10’ 

the weight of the cargo with Mafi is 50 MT. If permissible uniform 

load of that deck is 0.7 MT/ M 2 then please check if this cargo can be 

loaded or not 

Solution: 

The area occupied by the Mafi in Square feet = 60 x 10 = 600 Sft 

The area occupied in Square metres = 600 x .3048 x .3048 = 55.74 Sm 

The allowable load can be taken up by the deck plating = 55.74 x 0.7 

=39.01 MT 

But the weight of the cargo is 50 Mt, which is much more than 

allowable. Hence this cargo can not be loaded. 

11.3.5.2 Axle load 

The axle load is the load on the axle of the vehicle. It is also called shaft load. 

The permissible axle load is the maximum allowable load on the axle of the vehicle loaded on that 

deck. As eventually the load on the axle is being transmitted on to the deck underneath the tires. 

Axle load / 2W: Means the load on the axle basis 2 wheels per axle. 

Axle load / 4W: Means the load on the axle basis 4 wheels per axle. 

When ever the axle load is given basis 2W(cars), The total load of the vehicle is assumed to be 

equally shared by both front and rear wheels. 

And when it is given on the basis 4W (Trucks), the axle weight is shared in such a way that 4 rear 

wheels will take up complete load + additionally 60% of the axle load will be taken up by the front 

wheels.


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Case: 1 2MT/2W 1MT Front wheels 

1 MT Rear wheels 

Case: 2 2MT/4W 1MT Front wheels 

1MT Rear wheels 

Case: 3 10MT/4W 6 MT Front wheels 

10 MT 



Rear wheels 

Case: 3 10MT/4W 6 MT Front wheels 

10 MT 

10 MT 

Rear wheels 

Picture No: 10, Axle load distribution 

Let us take a few examples to grasp the concept completely. 


Total = 1 + 1= 2 MT 

Total = 1+ 1 = 2 MT 

Total = 10+ 6 = 16MT 

Total = 10+10+ 6 = 26MT 

Example: 2 Let us assume the maximum allowable axle load for a deck is 7.5/2W 

MT. We are loading a truck of 18 MT weight and is having 6 wheels. 

Please advise if this truck can be loaded or not. 

Solution: Now since the truck is 6 wheels and this means the 2 front wheels and 4 

rear wheels. 

So the total axle load which is possible = 7.5 + 7.5 + 60% of 7.5 

= 15 + 4.5 = 19.5 MT 

Which is more than the total weight of the truck, hence this truck may 

be loaded.


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rear wheels. 

So the total axle load which is possible = 7.5 + 60% of 7.5 

= 7.5 + 4.5 = 12.0 MT 

Which is less than the total weight of the truck, hence this truck can 

not be loaded. 





sets of four wheels at the rear. 

So the total axle load which is possible = 7.5 +7.5+ 60% of 7.5 

= 15 + 4.5 = 19.5 MT 

Which is less than the total weight of the truck i.e. 30MT, hence this 

truck can not be loaded. 

11.3.6 Consideration of vessel’s stability while cargo planning. 




Stability of these vessels in intact conditions do not pose a major problem. These vessels are 

designed for sufficient propeller immersion even in ballast and sufficient positive GM (about 1 M) 

in intact condition. Longitudinal bending moments and sheering forces are also generally well 

within the limits. 

Still the ship staff must check the stability and stresses as soon as the cargo details for the 

proposed voyage are obtained. Vessel trim and stability manual is to be referred before every 

loading. 

Master should be aware of the GM of the vessel in the voyage. 

These vessels have the least stability in damaged conditions. Because of open decks which 

results into a very large free surface effect in the event of any flooding. Needless to say all water 

tight doors, gas tight doors and internal ramps should be in closed condition while proceeding to 

sea.


1/7 


CARGO SECURING PROCEDURES 

11.4 Procedures for cargo stowage and securing 

11.4.1 Cargo securing manual 




On a Pure Car Carrier Vessel, the cargo should be stowed and secured as per the cargo securing 

manual. This manual is class approved and issued under the guidelines of IMO MSC/Circ. 745. 

Cargo Securing Manual should be particularly referred when loading non standard cargoes. The 

basic contents of cargo securing manual is as follows: 

11.4.2 Types of lashing gear 

On these specialized vessels, there are special lashing materials, particularly designed for 

individual cargoes. The most common ones are explained here. The lashing material used should 

be as per Cargo securing Manual. The record of inventory of all the approved lashing material 

along with their test certificates should be maintained in the cargo securing manual. 

Given below is the chart of lashing material commonly used on PCC vessels. These lashing 

materials are for standard cargoes. And for non standard cargo we have to refer to vessels Cargo 

Securing manual. 

11.4.3 Procedures for lashing cars. 

The lashing of the cars should be done as per vessels cargo securing manual. However salient 

features of securing these cars are explained in this section. The basic purpose of lashing is to 

secure the cargo. Secure the cargo in such a way that in worst of sea conditions, the cargo will 

still remain secured at its original place. Practically this objective may be hard to achieve, but we 

should endeavor to achieve this objective. 

Also note that cars are very delicate cargo. Even a minor scratch on the car body will cause the 

cargo to be rejected. So while lashing we have to take utmost care that no damage to any part of 

the loaded cars take place. 

Following are the procedures and precautions required to be followed while lashing the cars: 

The lashings and other securing material should never be carried in between stowed 

vehicles. If unavoidable utmost care should be exercised. 

The lashing material should not be thrown. 

Never lean, step on to or sit on a vehicle. 

Never keep any material, even helmets on the stowed cars. 

The lashing work should commence about 30 sec or 1 minute after the car engine is 

stopped. 

After the driver is out please ensure all the convex mirrors are correctly stowed in. There 

is no light on in the car cabin. The ignition key is not on. The gasoline tank filling caps are 

in place. 

Check the cigarette lighter is not pressed in, this may be a high risk fire hazard. 

In the vehicle is stowed in a slope way, the must be placed in such a way that vehicle 

front is pointing down slope. This is to prevent any drainage of fuel from the engine. Or 

otherwise you may face problems while starting wrongly stowed cars in discharge port. 

By thumb rule two lashings in front and two lashings in the rear are enough when the 

cars are secured in fore and aft direction. 

When the vehicles are stowed in the slope way, we are required to take four lashing are 

required to be taken at the rear and two in front. 

It should be kept in mind the best lashing is the one making an angle of 45 degrees to the 

deck plating.


2/7 






When the cars are stowed in athwart ship direction, we require taking minimum 3 

lashings at each end. 

The athwartship stowed vehicles should also be secured with the wooden wedges, 

pressed underneath the front of the front wheels and behind the rear wheels. 

If the car is stowed in such a position that the angle between the lashings is more than 

120 degrees, a third lashing should be taken in between the two. 

A lashing should never extend underneath another vehicle, since it may be touching any 

part of the vehicle. And when the lashing touches a part of the car body, which is not a 

designed lashing point, it may cause damage to that particular part. 

End of the lashing with shortest distance to the buckle (lock) should be fixed on the deck. 

Two join to short lashing; they should be connected by the hook to the hook. Fixing the 

hook to another part of the lashing is not permitted. 

Hooks should never be affixed to the buckle (lock) of another lashing, as this may cause 

the buckle to break or snap off. 

Vehicle should be individually lashed and under no circumstances they should share a 

lashing. 

If the lashing point on a vehicle , e.g. in the front on most of the Mercedes Benz models 

and Chrysler Jeep Cherokee, is placed inside the bumper, spoiler or any other part of 

the vehicle, polyester slings (straps) or steel hooks (specially designed for Mercedes 

Benz) should be placed between the lashing and the lashing point. 

If Polyester slings or straps are used one strap should be used for each lashing. 

The polyester sling and the straps should be strong and of same Safe working load as 

the lashing itself. The damaged straps and polyester slings should be disposed off. 

Sling should not be tied to the vehicle, but the end to be passed through the lashing point 

and both the ends should be connected to the hook of lashing clasper. 

It is prohibited to affix any lashing hooks to any part of the vehicles, such as bumpers, 

fenders, steering rods and wheel rim etc. 

Certain cars may require the specific lashing procedures, those must be followed. They 

may vary from case to case basis. 

Some of the cars may be without proper lashing points, which is the case with several 

American models, the shipper may be able to advise you the specific slots on the chassis 

of the vehicle, where you may affix the hooks. In the absence of any such slots the 

lashing may be taken through the wheel rims. 

The hooks should not be affixed directly to aluminum rims, they should be connected 

through the strap or polyester sling. 

If the rim has a sharp edge, then padding should be given below the strap. This will 

prevent the strap to be damaged during the voyage. 

The following pages we are presenting you some picture, to refresh what ever you have 

studies so far on car lashings.


3/7 



Correct Lashings 

Picture No: 37, Correct Lashings for cars stowed in fore and aft directions i.e. 2 

lashings, in right direction on each side 




Wrong 

Lashings 


4/7 



Picture No: 38, Wrong Lashings, all these lashings are not in right direction 




. 


5/7 



Picture No: 39, Showing 6 point athwart ship stowage and 

4 points longitudinal stowage 




11.4.4 Procedures and precautions for lashing heavy vehicles and special equipments 

11.4.4.1 General procedures 

When ever the heavy vehicles such as trucks, Buses, mafi trailers, Excavators and road 

rollers to be loaded, the lashing used should have the SWL more than the weight of 

cargo. 

When the chain lashing are being used, precaution should be taken that the paint on the 

body of the vehicle does not get damaged. 

The straps and claspers should not be used on the parts which have sharp edges. This 

may cause the damage to lashings and eventually cargo becoming loose during the 

voyage. 

If the loaded units are provided with securing points, then these securing points should 

only be used for affixing the hooks of lashing chains. Using other points and leaving the 

securing points unused is not desirable. 

Care should be taken while fixing these hooks to securing point to avoid any paint 

scratches. Padding may be added below the hooks. 

Ensure chain is not touching any body part of loaded unit. 

Chain lashing should always be fixed to proper lashing points on deck. And never to the 

D rings and holes intended for lashing of cars.


6/7 






It is important to ensure that the tension bars are in such a position that they will not 

move and damage any part of cargo. If required tension bars (turn buckles) can be 

further lashed using car lashings. 

11.4.4.2 Fore and Stowage 

11.4.4.2.1 Trucks and Buses 

For the trucks and buses up to 10 MT use at each end 2 chain cross lashings. 

For the trucks and buses from 10 to 20 MT use at each end 2 chain cross lashings and 

additionally one straight in front and in rear 

Above 20 MT, Trucks and Buses must be secured with 4 chain lashings at each end. 

11.4.4.2.2 Road rollers 

Road rollers should be secured with minimum 2 cross lashings at each end 

Keep in mind the rolls to be placed on the rubber mat or dunnage to avoid any damage to 

the roll. 

11.4.4.2.3 Excavators 

Excavators are secured in the same manner as the buses or the trucks. Additionally the 

upper carriage should be secured to the deck in such a way that it will prevent any 

rotation. 

Remember to ask the driver that the locking pin is in locked position. 

Further arm, bucket or jib should be secured to the deck, using heavy duty wire slings or 

chain lashings 

The rubber mat or dunnage must be placed below the bucket or jib to avoid any paint 

damage. 

11.4.4.2.4 Mafi Trailer with low centre of gravity 

Up to 10 MT using 2 cross chain lashing at each end. 

Between 10 MT to 25 MT, 2 cross lashings at each end and minimum 1 at each side. 

11.4.4.2.5 Mafi Trailer with cargo of high centre of gravity 

In addition to securing the Mafi, the cargo also to be secured to the deck. 

In these addition chain lashings for the cargo, please ensure that the cargo is not getting 

damaged in any way. Plastic profiles may be used underneath the chains to prevent such 

damages. 

11.4.4.3 Securing of special cargoes. 

11.4.4.3.1 Milk powder and other palletized cargo 

The plastic profiles to be inserted below the lashings to avoid any damage to the pallets. 

The plastic profiles should be shorter than the size of pallets so that they do not damage 

the top of adjacent pallets. 

Each tier of pallets should be lashed minimum one set of chain lashing or span set. 

Span set are recommended since they are easier to adjust during the voyage than the 

chain lashing.


7/7 


11.4.4.3.2 Cases and Crates 


The plastic profiles must be placed between the lashing and packing material when 

securing cases, crates and bundles of lumber, to prevent the lashing material from 

sagging into the wood and thereby becoming slack. 




11.4.4.3.3 TGV (Train) 

The TGV on the Mafi-trailer should be secured as shown in the figure 107 for 60 feet 

Mafi and figure 108 for 80 feet Mafi. 

When ever the Mafi trailer is moved, whether during loading, discharging or shifting, it 

must be safely secured to the tug master. 

Lashing of 80 feet Mafi (Power car or Motor car): Total of 28 chains 

Stuffing : 4 Chains 

Cargo to the deck : 12 chains 

Mafi to the deck : 12 chains 

Dimension of chain: 

Size : 9 mm 

Hook length: 3 metres 

Safe working load: 10 T 

Lashing of 60 feet Mafi (wagon): Total of 24 chains 

Stuffing : 4 Chains 

Cargo to the deck : 12 chains 

Mafi to the deck : 8 chains 

Dimension of chain: 

Size : 9 mm 

Hook length: 3 metres 

Safe working load: 10 T 

11.4.4.3.4 High and heavy rolling equipment: 

Some of the high and heavy rolling equipments are fitted with wheel arrangement which is 

encased in a metal belt chain. If we load or discharge these cargoes in this condition, they will 

cause damage to the deck metal, also they will have tendency to slip while on a slope way. For 

this reasons old and used mooring ropes are placed to their stowage place from the external 

ramp and these equipments are moved over these ropes. In the final stowage position the 

dunnage should be placed under them, they should in no case be stowed above the ropes. 

11.4.4.3.5 Other special equipments: 

Some times very special equipment is carried on these PCC vessels, such as military equipment, 

helicopters, combat aircrafts, missiles boats or pleasure yachts. All these equipment usually are 

carried in Mafi Trailers. 

When carrying this type of equipment, the special instructions given for their stowage and 

securing from the shippers; should be complied with.


1/12 


11.5 Port Operations 

11.5.1 Arrival procedures 

PORT OPERATIONS 

Before arrival port vessel has to follow all the safety procedures as per the company arrival 

checklist. Also vessel should be ready in all respect to load and discharge the cargo. The 

following are the preparations required before arrival either loading or discharging port. 




Check the cargo instructions received are feasible, without any danger to the safety and 

stability of ship. 

Start Additional generator to cope up with port power consumption, such as winches, 

ramp operations, lights and fans for cargo holds. 

Ensure the cargo compartment to be used, have their fans and lights on. 

Check the cargo compartments are gas free. 

Ensure your fire fighting system is in readiness. 

Ensure holds are clean, tidy and free of debris. 

Ensure any oil spills removed and cleaned up. 

All decks, internal ramps and slope ways without any defect which may cause damage to 

tires of vehicles. 

Ensure all the adjustable deck panels have been adjusted to required heights. 

All the cargo compartments which are not required to be worked are completely sealed. 

Sufficient quantity of correct type of lashing material is placed in the cargo working area. 

Please check the SWL and condition of lashing gear. 

Check the condition of D shackles and clover leaves. 

Check that no lashing is hanging on the bulkhead and stanchions in such a way that it 

may hit and damage the cars. 

Ensure the traffic signals and routes are ready using traffic cones. 

Ensure safe speed signs (20 Km/Hr) are placed. 

Bilges free of water. 

Check there is no leaking pipelines in the cargo compartments. 

Check there is no condensation on the bulkhead. If there is condensation you may 

require ventilating your cargo compartment. 

All cargo equipment in good working order. i.e.: 

Deck lifter 

Pick-up Truck 

Non speak battery 

Trailer Horse 

Your cargo plan should be ready, with stability and stress conditions at various stages of 

loading. This should also include any ballasting or deballasting required to be carried out 

to adjust the ramp height. 

All the cargo not to be worked in this port marked with separation tapes. 

All open ends on decks and ramps securely fenced off. 

Safety lines to be rigged up for keeping opened deck panels out of bounds. 

Check cargo not to be worked at that port is marked with separation tapes. 

Upon arrival port the Master, chief officer, Super cargo and in charge of stevedores will discuss 

any additional precaution required to be taken for the safety of vessel and the cargo.


2/12 


11.5.2 Ramp Operations. 



All ramp operations on these vessels will be carried out as per the instruction section for ramp 

operations specifically made for the vessel. However the guidelines given in this section is for a 

standard type ramp. On your ships the operation may differ slightly. But there will not be any 

appreciably large difference. 

Before reading the operations, first refer through the basic drawings of stern and side ramps. The 

drawings are as given below: 

Section I→ 

Section II→ 

Finger flaps ↓ or flaps ↑Intermediate hinge 

Finger flaps ↓ or flaps 

11.5.2.1 Preparation for ramp operations. 

Picture No: 72, the sections of stern ramp 

Main Panel ↓ Main Hinge ↓ 

Picture No: 73, the sections of side ramp 

+ 

Main Hinge 

↓ 

Give required notice to Engine room for ramp operations, so that the additional 

generators can be started and power supply to hydraulic motors is switched on. 

Check all the control levers are in neutral position. 

Check the Control panel switched on. 

Carry out the lamp and alarm test on the control panel 

Start the hydraulic pumps and check the pump condition. 

In winter start the warm up for the motor space arrangement. 

Also whenever the hydraulic oil temperature in below 15 degree centigrade, the pumps 

should be run on warming up. The hydraulic operations should begin when the oil 

temperature has reached 15 



o C. 

And in summers start cooling system for hydraulics. 

Check for any leakage on the hydraulic lines, high pressure flexible hoses and lubricating 

oil tanks. 

Check main wire drum brake. 

Check the spread wire bolt connected with the cylinders. 

Check obstacles and sitting position on the wharf. 

Remember to keep the ventilation fans to the cargo spaces off while operating the ramps.


3/12 



11.5.2.2 Ramp lowering operations. 




The lowering operation for stern ramp and side ramps are different. The height of the 

stern ramp can not be adjusted, where as the height of the side ramps can be adjusted to 

maintain the correct angle to the wharf in different draft and tide conditions. 

11.5.2.2.1 Lowering of Stern Ramp. 

Check the stopper pin of hydraulic securing cleats has been disengaged. 

Check for the height and clearance between the ramp and the wharf. 

Tighten the main wires on the winch. 

Tighten the sub wire. 

Turn the wheel and remove the manual pin. 

Disengage the hydraulic securing cleats of section II and hydraulic lock of Section I. 

Slack the sub wire just to remove wooden wedges. Then shift the sub wire control to 

neutral. 

Remove the padding wedges 

Start lowering the ramp by main winch very care fully up to an angle of 25 degree to the 

vertical. 

The push cylinder will automatically push the ramp out. 

After 25 degree angle, you have to hoist on the sub wire. Till the time the cylinder is 

retracted fully. 

Continue to lower the ramp with main wire. 

Check the rubber mats or plywood is kept below the edge of the ramp. 

Do not stop the ramps in the mid way of operations for long interval 

Allow the ramp to rest slowly on the wharf over the mat. 

Slacken the main wire sufficiently. 

Slacken the sub wire completely 

Angle of the ramp may be slightly increased by tightening on sub wire. 

Lower deck flaps 

Rig up the safety walkway 

Do not switch off the power supply to control panel after use. 

We may require adjusting the angle some times between section I and II, when the ramp 

is sitting on the wharf. This may be achieved by hoisting the main wire and fixing the 

angle by the wedge. Once the angle is fixed by the wedge, lower the ramp again. 

11.5.2.2.2 Lowering of Side Ramp. 

The side ramps are two types i.e. one with fixed height and one with adjustable height. The 

operations of fixed type side ramps and adjustable type side ramps have been explained 

differently. 

11.5.2.2.2.1 Lowering of Fixed height Side Ramp. 

The operation of this type of side ramps can be simply explained as under: 





Disengage the hydraulic securing cleats. 

Start lowering the ramp by main winch very care fully up to an angle of 20 degree to the 

vertical. 


The push cylinder will automatically push the ramp out.


4/12 






After 20 degree angle, you may increase the lowering speed. 



Slacken the main wire slightly. 


11.5.2.2.2.2 Lowering of Adjustable height Side Ramp. 

The height of the can be adjusted, as the base of side ramps can be moved in the vertical plane 

on the ship side to about 2~4 different levels, corresponding to the deck or deck panel at that 

level. 

Now try to understand how we can lower these types of adjustable height side ramps. 

Let us assume that side ramp main hinge is at deck no 5, and now we need to lower the side 

ramp with increased hinge height. That means simultaneously we need to bring the main hinges 

to no 6 or no. 6+ deck. This operation will be done in the following steps: 





Disengage the hydraulic securing cleats, and check the launching bar is in. 

Start lowering the ramp by main winch very care fully up to an angle of 14.5 degree to the 

vertical. 

The push cylinder will automatically push the ramp out. 

At the angle of 14.5 degrees, position stopper is unlocked. 

Check the deck flaps are in at No. 5 deck. 

Jigger winch up, to take the ramp to no 6 deck. Now the ramp angle will be about 26.5 

degrees. 

Position the main hinges with jigger winch to lock the position stopper at No 6 deck. 

Slack the wire on jigger winch a little. 

Now lower the main wire again. 




Slacken the main wire slightly. 

Do not switch off the power supply to control panel after use 

11.5.2.3 Ramp hoisting operation. 

Ramp hoisting operation also is similarly different for stern and side ramps, for the same reason 

they are differently explained. 

11.5.2.3.1 Hoisting and securing of stern ramp. 

Remove the safety passage 

Remove the deck flaps in 

Ensure hydraulic safety pins and cleats in retracted condition. 

Pick up the slack on the sub wire and on the main wire. 

Heave on the main wire slowly. 

Keep a check on the sub wire or else the lower ramp may hit any obstruction in its way, 

at this stage you may have to tight sub wire at times. 

Keep heaving the main wire up till the ramp is lifted up the wharf and clear. 

Continue to heave till such time the ramp makes an angle of 65 degrees to the vertical. 

Now slack on the sub wire till the time sub wire cylinder is completely out.


5/12 



Continue to heave on the main wire. 


When the main wire is tight, engage the manual safety pin by adjusting with wheel. 

Engage the hydraulic securing cleat now. 

Engage the pin for securing cleat. 

Place wooden wedge pieces between ramp and ship side. 

Heave tight on sub wire. 

Slack the main wire a little. 


Now your stern ramp is hoisted and secured for sea going condition. 

11.5.2.3.2 Hoisting and securing of Side Ramp. 

The side ramps are two types i.e. one with fixed height and one with adjustable height. The 

operations of fixed type side ramps and adjustable type side ramps have been explained 

differently. 

11.5.2.3.2.1 Hoisting and securing of fixed height Side Ramp. 

The operation of this type of side ramps can be simply explained as under: 




Pick up the slack on the main wire. 



Keep a check on finger flaps, they may hit some obstacle. 


Continue heaving till the time main wire is fully tight and ramp is in 






Now your side ramp is hoisted and secured for sea going condition. 




11.5.2.3.2.2 Hoisting and securing of Adjustable height Side Ramp. 

Now let us assume that the side ramp is now placed at deck no 6, and the normal securing 

position for the sea going condition is deck no 5. Now try and understand how we pick up this 

side ramp and secure. 




Pick up the slack on the main wire. 

Heave on the main wire, till the time ramp is making 26.5 degrees to the vertical. 

While heaving keep a check on finger flaps, they may hit some obstacle 

Now heave on the jigger winch a little. 

Disengage the position stopper


6/12 



Lower the jigger winch wire, till the time main hinge is aligned to deck no 5. 

Try and engage the position stopper. 

Once position stopper is engaged, slack on the jigger winch wire. 




Continue heaving till the time main wire is fully tight and ramp is in 






Now your side ramp is hoisted and secured for sea going condition. 




Now in this section we are explaining you the ramp operation procedures using pictures of the 

stern ramp in operation. 

11.5.3 Precaution required for cargo damage prevention during cargo operations. 

The vehicles carried on a car carrier are very expensive cargoes. A minor scratch on the car may 

cause a huge damage to the cost of car. The damage to cargo may render the ship owner into 

huge losses. On the Car carrier we have to take due care of the cargo. 

Cargo may be damaged on board or in the yard. We will discuss both types of damages 

differently. 

11.5.3.1 On board Damages. 

We must pay special attention to the following points to avoid such damages on board: 

It is important to prepare a detailed stowage plan and flow diagram for loading and 

discharging operation. A good flow diagram will help in smooth cargo operations and 

definitely it is less likely that we may have any cargo damages in smooth and trouble free 

operations. 

This also implies we have to discuss the cargo plan in details with cargo supervisor, incharge 

of stevedores and lashing gangs. 

Mark the critical points with yellow and black zebra crossing. 

Also all company laid procedures for stowing and securing the units should be followed. 

The cargo stowing and securing procedures have been discussed in details in the earlier 

section. 

It has been observed that may damages are caused while unlashing work is in progress 

in the discharge port. Unlashing work should be carried out carefully and all removed 

lashing material should be carefully stowed away. 

Now instructions should be given to follow the following instructions (Instructions to 

drivers): 

1) Follow the stowage plan with respect to various spacing between the units 

2) Follow the safe speed regulation that maximum speed is 20 Km/ Hr. 

3) Follow the marked traffic routes from the ramp to the cargo stowage position. 

4) Slow down the speed of the vehicle near critical points such as, on the slope ways, 

close to pillars, close to any other cars and also narrow areas in width and height.


7/12 






5) Be additionally careful while conducting difficult maneuverings such as while taking a 

sharp turn or while switch-backing. 

6) Upon stowing the car in the correct stowage location, the car driver has to ensure the 

following: 

a. Ignition switch is off and key is kept inside the gloves box. 

b. Hand brake is on. 

c. Car gear is in engaged condition. 

d. Car window glasses are closed 

e. Cabin lights are off. 

f. Cigarette lighter is not on 

g. Head lights are off 

h. Gasoline filling cap is in place and lid is shut. 

i. The convex mirror and antennas are correctly stowed. 

Cargo units should be correctly lashed as per vessel’s cargo securing manual and as 

explained in the earlier sections. 

Mark the High –damage potential cars during loading. The high potential damage cars 

are such cars which have high probability of damage in case due care is not taken while 

discharging these cars. The responsible officer should attend the discharge of this type of 

cars. 

Where the vehicles which stowed next to the obstructions such as pillars, protruding 

pipes, these obstructions should be covered with polyurethane foam. 

Close to slope way entrances vehicles may have scratch damages from the pillars. To 

avoid this traffic cones may be placed before the entrance to guide the vehicle neatly into 

the entrance. 

Slope ways should be the most critical point of the cargo traffic during the cargo 

operations. One of the ship’s officers should be present at all the times to attend to these 

slope ways. Also wooden wedges affixed under the vehicles stowed on the slope ways 

should only be removed while the vehicle is being driven out by the driver. It should not 

be removed earlier. 

When the driver takes a sharp turn close to another vehicle, there are chances that rear 

of this car may touch the standing car. To avoid this kind of damage a traffic cone may be 

placed in front of standing car. 

Measure should be taken to avoid any nose hitting damage. Recent passenger car trend 

is towards low heights. And they have air dam in the front bottom. If a slope way is 

inclined excessively or car is driven with higher speed the air dam in front may touch the 

ground. This is called nose hitting damage. To avoid this following precautions should be 

taken: 

1) Place a rubber matting at the end of slope way or ramp. 

2) Do not let the angle of inclination for the ramps be more than 13 degrees. 

3) Reduce the car speed on the slope way, by fixing traffic cones in front. 

To reduce the speed of drivers, traffic cones may be placed on both side of traffic route to 

narrow down the lane and thus the drivers have to reduce the speed. 

During the cargo operations tend to the moorings regularly. A strong wind with slack 

mooring lines, may part the mooring rope, thus may cause the damage to the vessel and 

the cargo. 

Do not touch, lean against a car or keep any tools on top of a car. This may cause a foot 

print or a scratch damage to the car. 

An over carried car will result into expenses for tracing the same. Be extremely careful


8/12 






to keep a check on tally while discharging. Make sure only the correct cars are 

discharged. 

Maintain a very strict anti pilferage watch; there have been many pilferage incidences on 

board Pure Car Carrier Vessels. Small items as car stereo should be specially looked 

after. 

11.5.3.2 Damages to cars in the yard during cargo operation 

It is strictly prohibited to touch or drive any car kept on the wharf or terminal yard by the 

ship’s crew. 

Any over flow during bunkering operation will not only cause a pollution hazard but 

it may also cause stain damages to the cars in the terminal yard 

While in the port and doing cargo operation, no spray painting should be carried out. 

Since sprayed paint may be blown on to the cars on the wharf by wind or exhaust from 

any cargo compartments. 

Due car should be taken when choosing the overboard discharge for deballasting 

operation. Choose off shore over board discharge since the discharge from ballast may 

cause sea sprays on car and damage them. Check for any leaky pipe or hoses on deck. 

Rat guards can be fitted next to the bollard and not on the fore castle. Make a small hole 

in the rat guard on top to fix the small piece of rope to effectively secure the rat guard to 

the mooring line it is attached to. 

No soot blowing should be carried out in port. Soot will damage the paint of cars which 

are on the wharf. Regular soot blowing should be carried out before entering every port. 

When ever throwing the heaving line to the jetty, be carefully not to throw the same on to 

the cars on the wharf. 

11.5.4 Fire Safety Precautions during cargo operations 

On Ro-Ro Cargo Carriers the fire spreads very fast. It does not give any time to us to get our fire 

fighting systems in readiness. For this reason our fire fighting equipment should be highest state 

of readiness at all times. 

A small fire is possible in cargo area or inside the accommodation. This small fire can spread very 

fast at if not extinguished in time; reason is the connectivity of all cargo compartments and long 

single deck accommodation. 

Only way to reduce the probability of incidence of fire is by taking all the necessary fire prevention 

precautions and keeping our fire fighting systems in highest state of alert. 

Some of the fire precautions during the cargo operations are as follows: 

The most important is for the crew to be aware of the location of every gas tight door. 

Also the Master, chief engineer, chief officer, the duty officer and the duty A. B. should 

be fully aware at any time which all gas tight doors are open and which is closed. Record 

of opening and closing of all watertight and gas tight doors should be maintained. 

The Fire fighting system should be in highest state of alert.


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When ever any vehicle has a dead battery and jump starting is carried out to start such a 

vehicle. We should use safe equipment to carry out such jump start. Remember all the 

terminal connectors should have the insulation. 

When ever the fuel is added to the vehicle which is not starting because of lack of fuel, it 

should not be directly added to the carburetor of the vehicle. It should be added to the 

fuel tank and then the car should be started. 

The refueling of the vehicle and jump starting should not be carried out together in the 

same compartment. 

Any leakage of fuel or engine oil from any vehicle should be quickly cleaned and the 

leakage should be rectified, otherwise the leaky car should not be loaded. 

When ever refueling is carried out a portable fire extinguisher should be ready at hand. 

When ever jump start is carried out a portable fire extinguisher should be ready at hand. 

The fuel can used for refueling should be metal can type. 

If a small fire takes place, it should be immediately extinguished, At the first feeling of fire getting 

out of control, the cargo compartments should be sealed and fixed fire fighting system should be 

used. 

11.5.5 Procedures for starting cars. 

Procedures for starting gasoline and diesel engines may be different and they are differently 

explained in this section. 

11.5.5.1 Procedures to start gasoline engines. 

The following are the starting procedures when the vehicle is not lacking the fuel and 

the battery is in good condition. 

Before starting engine. 

o Apply the parking brakes 

o Adjust the seat position 

o Close the door completely 

o Fasten the seat belts 

o Switch off unnecessary lights and accessories. 

Transmission lever. 

o In case of manual transmission, shift to neutral and hold on to the clutch until the 

engine is started. 

o In case of Automatic transmission, put the selector lever in “P” or “N” position. “P” 

is preferable. 

Choke system. 

o In case of automatic choke (without choke button), press the accelerator pedal 

two to three times fully and release. This action will provide a richer air mixture to 

cold engine. 

o In case of manual choke (with choke button), pull out the choke fully. 

o In case of E. F. I. electronic fuel injection system, do not press the accelerator 

pedal before starting the engine. 

Cranking of Engine.


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o With your foot off the pedal, crank the engine by turning the ignition key to start. 

Release it when the engine starts immediately. 

o Do not crank the engine for more than 15 min if the engine does not start 

immediately. 

o After allowing the engine to warm up for 10 seconds you may drive the car. 

In case the engine does not start and is flooded. 

o Depress the accelerator pedal to the floor and keep in that position for 15 to 20 

seconds. 

o While holding the accelerator pedal to the floor, crank the engine. It may take 20 

to 30 minutes of continuous cranking to clear excess fuel and start the engine. 

o If engine still does not start wait a few minutes and try again. Do not pump pedal 

just keep it down to the floor. 

11.5.5.2 Procedures to start diesel engines. 

The following are the starting procedures when the vehicle is not lacking the fuel and 

the battery is in good condition. 

Before starting engine. 

o Apply the parking brakes 

o Adjust the seat position 

o Close the door completely 

o Fasten the seat belts 

o Switch off unnecessary lights and accessories. 

Engine stop button. 

o Make sure the stop button is fully pressed in. 

Transmission lever. 

o In case of manual transmission, shift to neutral and hold on to the clutch until the 

engine is started. 

o In case of Automatic transmission, put the selector lever in “P” or “N” position. “N” 

is preferable. 

Ignition Key. 

o Turn the ignition key to “G” or in case of Australia and Europe turn to “ON” and 

verify the glow plug light has come on. Depress the accelerator pedal fully to the 

floor. 

Ignition. 

o When the glow plug light goes off, crank the engine by turning the key to “Start”. 

Release the key and accelerator pedal once the engine is started. 

o Do not crank for more than 30 seconds at a time. 

o After the engine warms up for 10 seconds, you can drive. If engine runs rough, 

use the throttle button to increase engine RPM to a range where the engine runs 

smoothly. 

o Do not race a cold engine. 

o After the engine warms up, be sure to return the throttle button to its original 

position.


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In case the engine does not start. 

o Try the normal starting procedure again. 

11.5.6 Procedures for handling dead Cars. 




Dead cars are those cars which can not be started after repeated trying either because of flat 

battery or lack of fuel. 

A few dead cars may be found one in thousands when you have loaded new cars. But in case of 

second hand vehicles about 15% cars are dead cars. Care should be taken while handling these 

dead cars, or else either we will damage the car or we create a fire hazard. The few points to be 

taken care while handling these dead cars are noted below. Please go through the same and 

follow: 

1) One of the main reasons why the battery runs down is the wrong start methods. 

Particularly in the cold climate after a long voyage, it may be hard to start a car unless 

correct methods are used. Drivers may not be aware of correct methods of starting 

particularly for the new models. You must read the instructions given with the car and 

make the driver understand and follow them. 

2) When ever you are removing the dead car to the side, away from main traffic; do it 

carefully and avoid any scratches to the car paint. 

3) Vehicle should not be started by push start method. 

4) Direct refueling to the carburetor is strictly prohibited. If the vehicle fuel tank is empty, you 

may add the fuel to the vehicle fuel tank. 

5) Required fire precaution for starting dead cars should be taken as explained in 5.4 

6) Jump starting should not be carried out along with refueling in the same compartment. 

7) Many second hand cars need to be started with jump start method, so refueling is 

prohibited in second hand cars. 

8) Dead cars should not be discharge with battery power. Some time the car has a fuel 

problem, but battery is good. The drivers keep the transmission engaged crank the 

engine, to move the car from stowage location. This is prohibited. 

9) Vehicles should not be moved with flat tires. The tire should be replaced first and then the 

vehicle should be moved. 

10) Towing is the best method of removing the dead cars. However while towing the dead car 

hook the tow line on the lashing point only and in such a way that it is not in contact any 

body part. Use the specially designed towing hooks (particularly for Mercedes Benz) for 

the tow lines. See picture no. : 102. 

11) Also while towing be attentive that the towed vehicle do not scratch with any 

obstructions. The towing vehicle should drive smoothly and not over speeding and 

braking. Otherwise the towing vehicle and the tow may collide together. 

11.5.7 Departure procedures after cargo operations. 

The following departure checks are carried out on a Pure Car Carrier Vessel: 

1) Hoist the ramps and secure as per the procedures detailed in section 11.5.2.3. 

2) A thorough check for stowaways should be carried out on the car decks, 

accommodation, engine room and other void spaces. The check should be carried out 

after the ramps are up and secured. And gangway is still down. Keep one person stand 

by at the gangway. 

3) Check all cargo units are correctly lashed as explained in section 5. 

4) Check there is no leaky oil from all the cargoes.


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5) Check all car side window glasses, antennas and convex mirrors are correctly stowed. 

6) Check no vehicle lights are on. 

7) Check the cigarette lighters in the cars is not plugged in. 

8) Check there is no loose lashing material lying around. 

9) All the lashing material should be securely placed on the hangers designed for lashing. 

10) Check there is no other loose material lying around. 

11) Check the wheels of the vehicles stowed on the slope way are secured with wooden 

wedges in addition to lashing 

12) Check no condensation taking place on the vehicles or on the hold bulkheads ( 

Cargo or Hold Sweat) 

13) Arrange the ventilation in case of hold or cargo sweat. 

14) Car decks are cleaned and squared up. 

15) All the gas tight doors should be closed. 

16) If there is no hold or cargo sweat close all ventilators. 

17) Stop all ventilator fans. 

18) Check there is no loose material on any of the deck. 

Now you are ready to proceed to sea.


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CARGO CARE AND SAFETY ROUTINES DURING THE VOYAGE 

11.6 Cargo care and safety Routines during the voyage 

11.6.1 Safety Routines. 




Well the cargo is precious it requires taking care of, not only while loading discharging but during 

the voyage as well. One of the simple reasons is cargo stays on board ships for a longer period of 

time, than on the yards. 

Following are the safety routines in general to be followed on Ro-Ro Cargo Carriers: 

1) Check the lashing of the loaded vehicles, immediately after sailing from load port. You 

may require to amend the lashings in the following cases: 

In case any vehicle left unlashed. 

In case any of the lashing you may find is loose. 

In case any of the lashing is twisted. 

If the lashings have been placed at a wrong angle. 

In case of, the lashing is touching the ship’s structure in the cargo hold, such as 

frames and brackets etc. 

If there is no wooden wedges placed under the tire of the vehicles stowed in the 

slope way. 

2) Immediately after sailing from check the condition of vehicles. Check the following and 

amend if required: 

The hand brake should be on. 

The transmission gear in the correct place. 

Vehicles are kept un-locked. 

All the antennas retracted. 

Keys out of ignition and kept inside the gloves box. 

All doors closed. 

No cabin light or outside light is on. 

3) Must notify Univan and the charterers or the owners, as the case may be regarding 

improper lashing with locations, and load port. 

4) Lashing condition should again be checked whenever necessary in the following cases: 

When the rough weather is anticipated. 

During the rough weather. Vessel should be hove to and lashing should be 

checked. 

After experiencing the rough weather, again all the lashings must be tended. 

In the loaded voyage, after completing the part discharge in every discharge port. 

5) Leakages and oil spills should be cleaned immediately. Take all the measures to contain 

such leaks and protect the other vehicles for getting stain damages. 

6) Every day in loaded voyage the round of the cargo spaces should be taken to check the 

following regarding condition of cargo holds: 

Flammable gases must be ventilated out of the cargo hold at regular interval. 

Best is to start a morning routine of stating the exhausts and then taking the 

round to the cargo spaces. This will avoid any accumulation of gases in the cargo 

spaces.


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CARGO CARE AND SAFETY ROUTINES DURING THE VOYAGE 




No condensation or water in the bilges. If there is some water in the bilge pump it 

out. 

Check for any leakage of oil or grease from the ship’s pipes or structure or wire 

ropes. 

Any leakage of ballast water from the pipes and valves. 

Any foul smell in the cargo compartments. 

Daily record soundings of cargo hold bilges should be maintained. Remember 

any leakage in the cargo area will cause a large free surface moment to form, 

which may be extremely dangerous to the stability of the vessel. 

In any foreign material such as piece of rust is found lying on the car body, No 

attempt should be made to remove, or else this may scratch the car paint. 

7) Check for any cargo damage during the voyage. If any such damage is noted inform 

Univan and the charterers or the owners, as the case may be. And also preserve all 

evidence of damages. 

8) On inspection, if you find that some of the cars are loaded in such conditions that they 

may face difficulty in discharging. Such cars must be marked with High Damage Potential 

cars by sticking a label on to the wind screen. 

9) Check for port separation is correctly marked. If not mark it correctly. 

You may check the integrity of the gas tight doors by running the fans, closing the gas tight 

doors and placing the separation tape next to the rubber joint. If the separation tape moves 

there is a leak in the gas tight door. Otherwise there is no leak. 

11.6.2 Ventilation 

On a Pure Car Carrier the ventilation system for the cargo spaces should be maintained in 

good order. Ventilation should not only be carried out in port, but also at sea to remove any 

accumulation of flammable gases. 

Keep in mind the following points regarding ventilation 

1) Ventilation system should be in top condition. 

2) The damper flaps should be rust free. As rust as well as moisture can cause stain 

damages to cars. 

3) Do not do the ventilation during rough seas. Keep all dampers in closed position. 

Otherwise you may have stain damages from sea sprays. 

4) Check the gas in cargo compartment as daily routine and operate ventilation fans. 

5) Before starting ventilation do the following checks: 

The dampers should be in open position. 

Confirm 3 generators are running to take the load of fans 

Carry out the lamp and alarm test on the fan switch panel. 

Start the fan, confirm indicator light is on and fans actually running 

6) Before arrival ports please ensure all the cargo spaces are gas free and there is no 

smell and bad odour in the cargo space. This is important because there have been 

delays to vessel because of complaints from the stevedores and long shore men.


1/8 


CONTAINER TYPES AND ASSOCIATED PROBLEMS 

11.7 CONTAINER TYPES AND ASSOCIATED PROBLEMS 




This section attempts to describe some of the types of containers in use today, and highlight 

some of the problems associated with each and all, in terms of cargo carriage. 

11.7.1 International Standards and Classification 

There are many types of containers in use today, but the purpose of each of them is essentially 

the same - quick and efficient handling and stowage, and compatible carriage between transport 

modes. With this in mind, it is somewhat of an irony that there is no complete world-wide 

standardisation with regard to design, construction, materials, dimensions, etc. The most 

common standards are set by the International Standards Organization (ISO) and the most 

common containers have lengths of twenty feet (6.1 m) and forty feet (12.2m). These containers 

are often referred to as TEU’s (twenty foot equivalent units) and FEU’s (forty foot equivalent units) 

and have an ISO width of 8 feet (2.4 m) and height of 8 feet 6 inches (2.6 m). ISO standards with 

regard to construction and strength are to a large extent duplicated by the well known 

Classification Societies, which certify containers just as they do the vessels that carry them. In 

this role the Classification Societies may also act on behalf of a State party to the International 

Convention for Safe Containers (CSC) 1972, which requires implementation and enforcement of 

a regime for approval of the safety of containers. 

11.7.1.1 ISO container 

The letters ISO stand for the International Standards Organization, which in 

general terms defines a container as an article of transport equipment: 

¦ Of a permanent character and accordingly strong enough to be suitable 

for repeated use. 

¦ Specially designed to facilitate the carriage of goods by one or more 

modes of transport without intermediate reloading. 

¦ Fitted with devices permitting its ready handling, particularly its transfer 

from one mode of transport to another. 

¦ So designed as to be easy to fill and empty. 

¦ Constructed to dimensions and to quality criteria set out by the ISO. 

The classic and standard ISO container is the 20ft unit, traditionally a 

fully-enclosed and rigid rectangular box 20ft in length and of 8ft x 8ft end 

cross-section, fitted with a pair of hinged doors at the rear end provided with 

hardware to close, lock and secure its contents. Within the shipping industry, 

this is known as a TEU (a twenty-foot equivalent unit). 

In recent years there has been a demand for containers of 8ft 6ins in height. 

A demand which has made this higher unit standard in some trades. Unit 

heights of 9ft 6ins are also not uncommon. Both have created problems for 

stowing and securing containers in adjacent stacks of mixed heights. 

The longitudinal extension of the basic container is the 30ft and 40ft 

rectangular box. Some shipping lines use containers of 35ft and 45ft length. 

Another variation is the CUC Cellular Unit specially designed to carry two rows of 2.1m x 1m 

Europallets without wasted space. All these dimensions are 

external.


2/8 







3/8 



ISO conforming containers, usually with a timber floor, may be constructed of 

various materials: 

Entirely of steel sides, ends, roof and floor constructed of flat panels or 

corrugated sheets. 

Various aluminum alloys in similar flats or profiles. 

Marine plywood of various thickness. 

Glass-reinforced plastic (GRP). 

Two or more materials. 




The corner posts, corner castings, bottom rails, under-bearers and sills are of 

steel and should meet the dimensional tolerance and strength specifications as established by 

the ISO, and additionally as surveyed and Approved by several of the ship classification 

societies. 

From the basic TEU a multiplicity of variations has evolved, i.e., the open-top 

container, the tilt-sided container, the flat rack, the various types of reefer units, and bulk-liquid 

tanks of various shapes fitted with ISO structural frames. There are also variations in length and 

height 

11.7.2 Containers weight 

Given that there are numerous types and sizes of containers in use, the weight relevant to their 

carriage varies enormously. With this in mind, and rather than taking each container type in turn, 

it is perhaps more fitting to outline the factors involved and the most common weight ranges. 

The tare weight of a container is the weight of the container without cargo, and this will vary 

depending on the fittings, weight of construction materials and size of the container. It will 

typically range between 2-2.5 MT for a TEU and 3.5-4 MT for a FEU. The payload weight is the 

weight of the cargo itself, and apart from the type of cargo this will be constrained by the 

container’s cubic capacity and the maximum gross weight (the tare weight plus the payload 

weight) not just for the container itself in terms of structural constraints, but also any weight 

restrictions imposed by State transport systems. Payload weight varies between 17.5-18.5 MT for


4/8 






a TEU and 26-27 MT for a FEU, and this gives maximum gross weight of 22 MT and 30-31 MT 

respectively. 

The variation in standards can be a problem in itself, particularly for the liner operator offering a 

door to door service, since the various modes of transport must be capable of carrying the 

container. For the ship itself, container handling gear may need changing and stowage problems 

can arise. 

11.7.3 General Purpose Containers 

As the name suggests, these closed containers are suitable for most types of general cargo, and 

temporary modification can allow carriage of solid and liquid bulk cargoes. Design and 

construction are basic - a metal box, with full width doors at one end and a wooden flooring. 

Lashing points are provided, usually with a Safe Working Load of 2 MT each. Cubic capacity for a 

TEU is 33.3 cbm and for a FEU is 66.9 cbm. 

The main problem peculiar to this type of container is ventilation when vents/fans are not fitted. 

Such containers are not entirely suitable for moisture sensitive cargoes, particularly on voyages 

from warm to colder climates. On such voyages, sweat can develop on the inner container 

surfaces and to prevent contact with the cargo, sheathing on such surfaces and waterproof 

coverings on the cargo are essential. Other problems are similar to those for general cargo 

carried in a vessel’s holds, and if the carrier is responsible for stuffing due regard must be given 

to dangers such as tainting, crushing and shifting. 

11.7.4 Open Top Containers 

This general purpose container without a roof is commonly used for over-height goods and 

machinery and timber requiring top loading. The door end may also be removable to allow end 

loading. Removable roof bows can be used to support tarpaulins to the extent this is possible with 

over-height cargo. Other details are similar to those for general purpose containers. 

These containers can be more prone to structural failure than other containers, because they are 

commonly used for heavier cargoes and are often subject to point loading stresses when weights 

have not been properly distributed. These units also create stowage problems, as stowage on top 

must be avoided for over-height cargoes. Shippers may request protective stows and this usually 

means protection from sea sprays and waves over the deck, but in any case, specific instructions 

should be requested and conformed with. 

Carriers should be particularly cautious if they are responsible for stuffing. The carrier is always 

expected to have a reasonable knowledge of the cargo, and accordingly, particular attention 

needs to be given to securing and proper weight distribution of abnormal loads. If the cargo is 

suspected to be moisture sensitive, and the unit has to be carried on deck, the cargo itself will 

need to be made suitably waterproof. Tarpaulins will inevitably allow some moisture ingress and 

the common problem of chafing also needs to be adequately guarded against. Again, instructions 

should be obtained from the shippers, and their pre-shipment approval of the stow is 

recommended, particularly for valuable cargoes. If tarpaulins are found to be damaged prior to 

shipment the shippers should be asked to make appropriate repairs, and if these are not effected 

the bills of lading should be suitably claused. Regular voyage inspections should pay particular 

attention to these units, especially the tarpaulins which may require repair and/or tightening.

11.7.5 Fantainers. 


5/8 






These are essentially general purpose containers fitted with a hatch in the door, allowing for the 

fixing of an electric extraction fan (needing an external power source). Air at ambient temperature 

is drawn into the floor by the fan via a especially designed perforated lower front sill and replaced 

air is removed through the fan itself. The aim is to balance the temperature of the air within the 

container with that on the outside, to prevent condensation. 

Problems peculiar to this type of container are the inadvertent closing of the fan, units not being 

connected to a power source and electrical failure either through fault or loss of supply. These 

units are unsuitable for moisture sensitive cargoes on voyages from cold to warmer climates. If 

moist warm air is drawn into the container it may be cooled by the cargo at its surface leading to 

the development of cargo sweat. 

11.7.6 Flat-Rack Containers. 

Commonly these containers consist only of a base and two ends, there are no sides or a roof. 

Despite this, tare weights are generally greater than those for general purpose containers, 

materials being of greater scantling for improved strength and wear. They are commonly used for 

over-width and over-length cargoes and problems similar to those for open top containers are 

experienced. Additionally, tarpaulins are not normally used so fitting these can be difficult. 

Stability when handling can also be a problem if the cargo weight has not been evenly distributed. 

As a rule of thumb, no more than 60 per cent of the weight should be in any one half of a 

container. The ends of some flat-racks are foldable to allow carriage of over-length cargoes, and 

to reduce stowage capacity of units not in use. It can be appreciated that the hinges on these end 

pieces come in for some fairly rough treatment and accordingly structural failure on such parts is 

common. 

11.7.7 Reefer containers. 

There are two main reefer container types, the integral reefer and the porthole reefer. As their 

names imply, the former has a refrigeration unit forming an integral part of the container body and 

the latter has a porthole to which a refrigeration supply is connected. The integral container’s 

cooling unit needs an external power source and the porthole container is connected up to a 

system of air ducts in the vessel’s hold through which cold air is supplied from a central battery of 

air coolers. Both types of containers are constructed in a similar way to a dry freight container, 

except that the cargo compartment is isolated from the outer walls by a thick layer of insulating 

material such as fibre glass matting or synthetic foam. The units also have an aluminium t-section 

floor, which forms ducts for the passage of cold air into the container stow. Payload capacity for 

these units is slightly less than for general purpose containers. Normally reefer containers are 

designed to carry cargoes in either a frozen or chilled state within the temperature range of -25°C 

to +20°C. 

There are numerous problems associated with reefer containers, but a less obvious one can arise 

when they are not being used for refrigerated cargo and are inadvertently connected up as 

refrigerated units. Depending on the cargo, extensive damage can result, and to guard against 

this there need to be clear instructions on transport documents and labelling on the container to 

the effect that it is "not to be refrigerated". Other common problems arise because the principles 

and limitations of container refrigeration are ignored or not fully understood. For example, reefer 

containers are only capable of ensuring that the cargo is maintained at the temperature prevailing


6/8 






at the time of stuffing, and accordingly, they are incapable of freezing a cargo which is not already 

in a frozen state. Pre-cooling of the container, and indeed the cargo, to the required temperature 

is usually critical, but it is often thought that setting the container temperature at a lower 

temperature than that required for carriage will give speedier cooling. This is not the case, the 

rate of cooling will not be significantly different and there is the risk that the lower temperature will 

result in frosting damage to cargo. The ventilation openings on reefer containers can also be a 

source of problems, and it is often the case that these are not in the correct position for the cargo 

being carried. Most refrigerated loads (especially fruit), with the exception of frozen goods, fresh 

meat, and non-organic goods such as photographic film, require air exchange to reduce carbon 

dioxide (CO2) build up and remove enzymes which speed up ripening. For frozen cargoes the 

ventilation openings should always be closed. 

The actual functioning of the reefer equipment is also a source of many problems. There are 

numerous accounts of units not being plugged into their power/cooling source correctly, or at all, 

or being inadvertently unplugged. This is as much a problem off the ship as it is on, and carriers 

should be aware of their period of responsibility for the goods and in any case ensure that a 

supervised regime of manual inspections is rigidly enforced. Reefer system failure is also a 

problem and pre-trip inspections (PTI) should be thorough. Appropriate spares and knowledge 

should be available on board to effect repairs. The interior fitness of reefer containers is essential, 

and there are numerous instances where cargo has been contaminated or otherwise damaged 

due to improper or insufficient cleaning and/or removal of previous cargo remnants including 

odours. 

Other common sources of problem lie with temperature setting, recording devices and stowage 

arrangements. Incorrect temperature setting is a common occurrence and even when this has 

been done by the shipper, the carrier’s responsibility may become involved if the set temperature 

is not checked against bill of lading and shipping/booking instructions. Temperature records are 

invariably of great importance and enormous difficulties can arise when recording devices are not 

working. Partlow charts are in common use, and each individual chart can record for up to 31 

days. It is often the case that the charts are not replaced or filled in correctly, i.e., with start time, 

container number, set temperature, etc., or that the clockwork mechanism is not activated. 

Temperature monitoring is not so much a problem but a burden and a necessary one. The 

problem arises when monitoring has not been done and/or records are not kept. As to stowage, it 

is often found that arrangements within the container are not suitable for the type of refrigerated 

cargo concerned. 

11.7.8 Bulk Containers. 

These general purpose type containers can carry dry powders and granular cargoes in bulk. Top 

loading is via hatches fitted in the roof and discharge (which requires a tipping trailer) is via a 

hatch fitted in the door. Mild steel floors are commonly fitted to enable easy cleaning. Tank 

containers for dry bulk cargoes are also in use, but give lower payload capacities than the box 

design (for a TEU, around 33.1 cbm for the former and 19.3 cbm for the latter). 

The main problems these units encounter are water ingress and condensation. Care must be 

taken particularly with fine powders, where the inadvertent opening of hatches has been known to 

cause product loss, especially in windy conditions.


7/8 



11.7.9 Tank Containers. 




The tank container is a pressure vessel mounted in a frame, the latter of which determines 

compatibility with standard dimensions. Tanks are cylindrical, but materials, linings and fittings 

vary. The specifications of the shell and fittings determine the class of the tank and thus the type 

of product it can carry. The frame is designed to support the tank when fully loaded, and there are 

two different designs. The Frame Tank is a full frame with side rails connecting between end 

frames, and the Beam Tank has only end frames. The latter has a lower tare weight and thus 

higher payload capacity. Capacities generally range from 15,000 to 27,000 litres. A filling 

port/manhole is positioned on the top of the tank, and a dip rod with calibration scale is provided. 

Other fittings include a pressure/relief valve to protect the tank against over pressure or a 

pressure valve to protect against excess external pressure, airline connections for pressuring the 

tank during discharge/testing or vapour recovery, and a discharge pipe, valve and cap at the 

bottom rear end. Loading and discharge may be via a top outlet valve connected to a vertical 

siphon pipe. 

Heating systems, either steam or electric, can be fitted, and are commonly capable of maintaining 

temperatures up to 110°C. Insulation is usually in the form of expanded polyurethane. Tanks 

capable of carrying dangerous cargoes conform to IMO requirements and are classed according 

to how hazardous the cargo is and whether it is a liquid or gas. Food grade tanks are commonly 

referred to as "Type O" tanks, which are suitable for the carriage of food stuffs intended for 

human consumption (some alcohol/spirits may fall within IMO dangerous goods requirements). 

These tanks and their fittings are usually constructed with stainless steel, and have highly 

polished smooth interiors to avoid crevasse collection of contaminants. 

Problems peculiar to this type of container include cargo contamination. Most tanks, particularly 

food grade ones, are used for a single product, and some shippers even have their own 

dedicated tanks for certain grades. Where this is not the case, there are particular risks of 

contamination from previous cargoes and this usually arises where tanks are not cleaned 

properly or their interior surfaces have deteriorated. Contamination can also result where 

incorrect cleaning agents are used. Particularly with regard to food, it is important that the tank is 

certified by a qualified surveyor as fit with regard to bacteria levels, odour, cleanliness and 

sterilisation, etc. Fittings are another source of contamination, like for instance hoses and 

connections, as is the air used in loading, discharging or blanketing operations. Whilst spillage is 

not very common, it can and does occur, mostly via leaky valves and fittings. In order to guard 

against this, valid pressure test certificates should be sighted. Leakage may also come about by 

inadvertent valve operation and in order to guard against this seals should be fitted and the tank 

clearly marked "loaded". Improper carriage on forklift trucks can result in accidents, the surge of 

the cargo within the tank leading to toppling, most commonly when the tank is being transported 

too fast and/or too far above the ground. Stability problems can also be encountered on other 

vehicles, particularly when excessive cargo surge results from large ullages. 

11.7.10 Open-sided containers. 

Another variation on the standard general purpose container design is the open-sided container, 

which as the name implies has no sides, only a base, roof and ends. The sides can be closed by 

full height gates and/or curtains (usually nylon-reinforced PVC). 

A common problem with this type of containers is the loss of cargo through shifting. The gates are 

not usually designed to IMO transverse strength requirements, and accordingly, care


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must be taken with regard to stowage and securing. Otherwise similar problems to the open top 

container may be experienced. 

11.7.11 Other container types. 

There are many other types of containers such as ventilated containers, controlled atmosphere 

containers, half height containers, high cube containers, hanger containers (for the carriage of 

garments), and many more types, but it is felt that, for the time being, the units discussed so far 

are those most widely used.


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GENERAL CONTAINER PROBLEMS 

11.8 GENERAL CONTAINER PROBLEMS 




It can no doubt be appreciated that most containers come in for some fairly rough treatment and 

this can lead to metal fatigue. This is exacerbated if maximum gross weights are exceeded or 

loads inadequately distributed. Further structural weakening results from damage, such as dents, 

scrapes and even punctures. With extensive exposure to the elements in a salty environment 

such weakening can be accelerated by corrosion. 

Most damage is caused during handling. Using cranes in excessive wind conditions or with too 

great a speed of operation often leads to contact with other objects. Many containers are fitted 

with forklift truck pockets, and such forks have a nasty habit of causing damage. Improper 

stowage and securing (of the container and its contents) can also cause damage, as can wave 

impact and the leakage of corrosive contents. 

The integrity of the space within the container may be compromised by structural weakening, and 

this may be particularly critical for tank and reefer containers. As with a ship’s holds, weathertightness 

is a common problem, and doors, hatches and other openings have been known to 

permit ingress because seals/gaskets are in poor condition, or are not giving a good seal 

because of the presence of dirt or distortion of the door/hatch. Securing levers, which act to keep 

the door/hatch pressed against the seals, are also frequently found to be defective. 

It is clear from the above that a sound system of container inspection and maintenance is 

essential. Hand in hand with such a system is proper documentation. An all too familiar problem 

is not being able to evidence when containers were damaged. 

Integrity may also be compromised by pilferage and stowaways and this is where the importance 

of proper sealing comes to the fore. Seals should be checked when a container is received into 

and delivered from the carrier’s care and at intervals in between (for those units that are 

accessible). If seals are found to be broken, an interior inspection should be conducted, and if all 

appears in order, re-sealing will be necessary (making an appropriate record of the seal 

numbers). If the contents appear to be damaged, or have parts missing, this should be reported, 

as it may be necessary to appoint a surveyor. Sealing is also important in terms of fraud, which is 

becoming an increasing problem for containers. It goes without saying that carriers should be 

particularly careful when dealing with shipping requests. Spot inspections should be carried out 

and potential customers should be aware of this in order for it to be an effective deterrent. 

Containers are often associated with specific carriage instructions, for instance as to stow, 

temperatures, etc., and great care must be taken in order to make sure that such instructions are 

correct, properly documented and conformed with. 

A final problem worth mentioning is the shippers’ declaration of contents and weight. With regard 

to contents, there are some jurisdictions, such as the United Arab Emirates, which still do not 

allow a carrier to rely on bill of lading clauses such as "contents unknown" or "shippers’ load, stow 

and count", even when it is clear that the container was stuffed and sealed by the shippers. The 

description of contents can also cause problems, particularly if the cargo is dangerous or a threat 

to the environment. In cases of fire, loss overboard or salvage, the timely availability of correct 

and sufficiently detailed information is essential and this should be impressed on shippers. As to 

weight, it has been noted that shippers may occasionally declare lower figures, presumably as a 

means of minimizing or avoiding taxes and/or dues. This may create problems in terms of vessel 

stability and container stowage and securing, and may result in contravention of transport weight 

restrictions.


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GENERAL CONTAINER PROBLEMS 




To sum up, it can be seen that, whilst containers have revolutionized shipping and brought 

several benefits, they have also created a fair share of problems. Appreciating these problems 

and how to avoid or otherwise address them is an important part of the successful carriage of 

containers.


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SECURING OF CONTAINERS 

11.9 SECURING OF CONTAINERS. 




11.9.1 Stowage and Securing 

1. Shippers’ instructions should be checked 

2. Containers should be stowed so that the weight of the units is borne by the corner posts only, 

and maximum deck/hatch weights (for purpose-built containerships read tier and stack 

weights) are not to be exceeded. Container sides are not to be used as restraining walls. If 

containers are stuffed by the carrier, proper care should be exercised with regard to securing 

contents, particularly heavy items. For containers not stuffed by the carrier, spot checks are 

recommended. 

3. Spot checks of container weights should be conducted. Where a container weight can not be 

checked, and is suspected to be incorrect (for instance given its reported contents), the 

maximum gross weight should be applied for the purposes of securing. Centres of gravity 

should also be assumed to lie at the geometrical centres of the container, and the number, 

disposition and breaking strain of the lashings should be calculated accordingly. 

The general rules of seamanship are always worth bearing in mind: 

(a) The total holding power (in tonnes) of all lashings holding the cargo item 

vertically down to the deck should be no less than three times the gross 

weight of the cargo item; 

(b) The holding power (in tonnes) of all lashings preventing sideways movement (port to 

starboard) and of lashings preventing forward to aft movement should be no less than seventenths 

and three-tenths respectively of the figure in (a) above. 

4. The Cargo Securing Manual / Classification Society approved securing manual/lashing plans 

should always be consulted and adhered to, unless there are good grounds for questioning 

them. In such cases, the relevant authority/Society should be consulted before any decision 

is made. 

5. Periodic checks of stevedore/crew securing work is recommended, and all securing must be 

in place and checked (for tightness, proper application and arrangement) before sailing. 

Further inspections should be conducted at regular intervals during the voyage, weather 

permitting, and securing is not to be removed before berthing. Appropriate adjustments 

should be made if required and all of this should be properly recorded in the deck log book. 

6. Stacking on non-purpose-built containerships should be avoided, but if this is not possible, 

the stack should be no more than two units high. Each base corner on the lower container 

should be restrained by a welded securing device such as I beam, deck socket with shoe 

twistlock or locator cone, and interlayer stacking cones or turnfoot twistlocks should be fitted 

at each corner between the containers. Additional securing will be necessary depending on 

the exact arrangement. 

7. For containers stowed adjacently on non-purpose-built containerships, loop lashing is not to 

be practised. Double inter-layer stacking cones or screw bridge fittings should be used to give 

a more rigid stow. 

8. For the proper application of bulldog grips, manufacturers’ or rigging suppliers’ instructions 

and seamanship books should be consulted. Grips should be the correct size for the wire 

used and the u-bolt should be fitted against the loose, tail or dead end of the wire (dead ends 

to be whipped/taped before cutting to prevent unravelling). The other part of the grip – the 

saddle or bridge – should be fitted against the working part of the wire. The first grip should 

be positioned close to the neck of the eye (or thimble) with the others facing the same 

direction, spaced apart at six times the diameter of the wire rope. The number of grips will 

depend on the type and diameter of the wire. PVC-coated wires should have the coats 

removed and the grips applied to the wire, not the coat, as slipping is found to occur.


2/8 






9. Welded devices should be used in preference to timber chocking. All welding to be inspected 

prior to the device being used. Where timber chocking is the only alternative, it should be 

properly secured within itself using nails, wedges, bolts, etc. 

10. Securing points must provide effective leads in terms of the axes of the forces being resisted, 

and be so arranged to avoid chafing. The securing points must not be overloaded by holding 

more lashings than they can safely take, and if necessary additional points are to be welded. 

11. A proper assessment of the forecasted and possible weather conditions should be made 

before the vessel sails and the securing arrangement should reflect the worst expected 

weather. Similar assessments should be conducted at appropriate intervals during the 

voyage. The vessel should be routed, if possible, to avoid rough weather, and courses and 

speeds should be adjusted to avoid excessive rolling and water on deck. Stabilisers should 

be used if fitted. Extra securing may be necessary during the voyage, weather permitting, in 

cases where the worst expected forces are likely to be/have been exceeded. 

12. Stability must be adequate for the whole voyage and must conform to Classification Society 

lashing plan conditions. Excessive stability should be avoided as this often subjects deck 

cargoes and their securing to greater forces than is necessary. 

Most problems arise with containers loaded on deck, and this is not surprising as under-deck 

stowage is often in cell guides. Deck cargoes are exposed to the elements and greater transverse 

forces, and there are numerous things required of the carrier if deck carriage is to be successful 

(which also means there are numerous things that can go wrong). 

Apart from deck stowage being the most common factor involved with shifting containers, the 

consequences of shifting on deck can be particularly wide ranging and costly. Damage may be 

caused to the shifted container or other units contacted, and where this involves toppling from a 

stack, damage may be extreme. This may be particularly critical if a reefer or tank container is 

involved. Where adjacent units are affected, a domino effect can result in a number of containers 

shifting and even being lost overboard. If numerous containers are lost the vessel may be caused 

to list and this could lead to further shifting as well as stability problems. Invariably the contents of 

lost containers will be a total loss, and added to the cost of this is the likelihood that the 

shipowner may be required by the State, whose waters may be affected, to carry out search and 

recovery (or at least pay for it). The contents of containers may also cause harm to the 

environment and this may lead to claims for damage to property and/or resources. State penalties 

and fines may be imposed. 

There are numerous factors involved with the shifting of containers carried on deck and this 

section attempts to identify and discuss these. 

11.9.2 Defective securing devices 

Very often the proximate cause of containers shifting is a defect in the securing devices 

themselves. Securing devices invariably receive some fairly rough treatment, and this can result 

in metal fatigue, fractures, breakage, excessive wearing, distortion or other damage. Rust will 

readily form under the conditions experienced at sea and this process of corrosion will accelerate 

the weakening process. Simple wearing can affect devices such as shoe twistlocks and base 

sockets to which the former fit. With such devices the edges/lips can become so worn that the 

twistlock can easily slip out or leave such a small degree of metal to metal contact that the excess 

clearance allows the containers to move. Once this momentum is started and excessive loading 

results, all other securing devices can quickly fail. Mechanical failure sometimes results from a 

manufacturing defect and more often than not this is associated with cheaply made devices.


3/8 






No structural defects which would compromise the proper use of the equipment, for example: 

Twistlocks with missing handles. 

Twistlocks with fractured housings. 

Double cones with fractured base plates. 

Seized/buckled turnbuckles, bridge fittings. 

Picture No: 3, Damaged Turn Buckles 

Picture No: 4 Worn out Shoe Fitting 

11.9.3 Incompatible securing devices 

With the multiplicity of device manufacturers and the lack of standardisation, many devices are 

designed to be used only in conjunction with other devices of the same make. An example of this 

is shoe twistlocks which are incompatible with deck sockets. Another example is the joint use of 

twistlocks having either right or left handed closing levers. In such circumstances it is very difficult 

to tell if the twistlock is closed or open, since in the same lever position one device would appear 

to be closed and the other would appear to be open. One can imagine how dangerous such a 

practice is. 

11.9.4 Incorrect securing device application 

Non-purpose-built containerships are frequently involved with many securing device application 

problems. On such vessels steel wires are the common lashing medium, and where bulldog grips 

are used to either join two ends or form a loop, numerous failures have been found to occur. 

Incorrect grip sizes, numbers of grips and improper grip to wire application have all contributed to 

these failures. Timber chocking is popular practice on non-purpose-built containerships, 

principally because it is cheaper and quicker than welding restraints, e.g., I beams or base


4/8 






sockets (for twistlocks). Sometimes, however, the chocking is not secure within itself, and 

shipped seas in particular have a habit of breaking up the chocking arrangement. 

Poor lashing angles and leads are yet another example of incorrect securing device application. 

This is not usually a problem on vessels designed or properly adapted for the carriage of 

containers on deck, since the deck/hatch lashing points are positioned to avoid chafing and to be 

most effective in terms of resisting forces. A common example of the chafing problem arising on 

non-purpose-built containerships is loop lashing. This is the bad practice of lashing two adjacent 

containers with one wire, which passes through the adjacent corner castings of each container. 

Such a practice may lead to the wire becoming overloaded. Overloading can also occur where 

fixed securing devices, like deck eye pads, are made to hold more lashings than they can safely 

take. Such an arrangement is often associated with poor lashing leads, and accordingly the 

problem becomes compounded. 

The looseness of lashings could be said to be another area of incorrect securing device 

application. This can lead to a container or containers gaining momentum as mentioned above. 

Slack securing usually arises from stevedore/crew laziness, poor workmanship and/or 

perceived/actual time constraints, and such shortfalls are exacerbated when, through poor 

maintenance, devices are too stiff to operate. Common examples of this are twistlocks left in the 

not fully closed position and slack turnbuckles. Of course, securing devices may also work 

themselves loose during a voyage, particularly in heavy weather. 

Picture: 1-Mixed Twist Locks 

Picture: 2 Uniform Twist locks


5/8 



Checks to ensure that the spring holding the twistlock in the closedposition is in a resilient 

condition. If a spring loses its resiliency the cone(s) will not be held in position in a positive 

manner. The moving and flexing of a vessel in a seaway has been found sufficient to allow 

twistlocks to unlock themselves if their spring action is failing or has failed. 




11.9.5 Bad stowage 

Another cause of shifting is the stow arrangement, an example of which is when two twenty foot 

containers are stowed on one forty foot container. Most containers are constructed and designed 

to stand on the four bottom corner castings alone, and it can be appreciated that there are no 

such supports located at mid length on a forty-foot container. The roof and top rails are not 

designed to bear such weights, and buckling will likely occur. This may lead to a collapse of the 

stow, and thus shifting. A similar problem arises where the bottom side and end rails rest on 

dunnage boards (which are required to give better resistance against slipping than metal (the 

container) to metal (the deck/hatch) contact). A collapse may also occur because tier and stack 

weights (for non-purpose vessels read maximum deck weights or hatch weights) are not adhered 

to. Where containers are stowed adjacent to break-bulk cargoes a number of failures were also 

found to result because containers have been thought able to act as restraining walls. The stow 

within the container is just as important, and if contents do shift this will likely affect securing 

devices, possibly to the extent of overloading. 

11.9.6 Stability 

As previously mentioned, deck cargo, as opposed to under-deck cargo, is usually exposed to 

greater transverse forces. Stability can therefore be of great significance and associated with this 

is the problem of containers weight. It is often the case that the weight of containers is actually in 

excess of that declared or estimated, and the total difference may mean that a vessel’s initial 

metacentric height (GM) is much lower than calculated. With a likely further reduction in the GM 

during the voyage a capsizing moment can be formed, and this may be severe enough to 

overload securing arrangements. On the opposite end of the scale, a large GM can result in 

heavy rolling subjecting lashings to excessive and often sudden forces. 

Masters are guided accordingly and take measures to prevent such a condition from developing. 

11.9.7 Operator’s error 

Whilst operator’s errors could be said to play a part in all of the causes of container shifting 

discussed so far, it is most obvious, and perhaps the sole cause, in cases where containers have 

shifted as a result of having been secured shortly after, or unsecured shortly before, berthing. 

This essentially time and cost-saving measure is more than outweighed by the huge risks 

involved, not just in terms of losing the odd container, but to the safety of life and the ship itself. If 

containers are not properly secured, it may only take a relatively small force to cause movement, 

and once this starts, the domino effect can take over. Such a force may come from the vessel 

heeling over on a large turn or suddenly heeling on an emergency turn, or by a sudden squall 

bringing strong gusts of wind and choppy seas. 

11.9.8 Securing devices/arrangements with insufficient strength / 

restraining power 

Whilst all other aspects involved in securing of containers on deck may be satisfactory, the 

arrangement may be of insufficient strength to withstand the forces being exerted. This is a 

common source of securing failure and thus container shifting, and it is more than often 

associated with forces having been underestimated, wrong devices (or combinations of the same) 

having been used, or simply insufficient devices having been used. Non-purpose-built 

containerships are notably involved with such problems, particularly where timber chocking is


6/8 






used. Such restraints are far less effective than welded devices, and if additional securing is not 

provided, shifting can occur. 

For many purpose-built containerships the securing arrangement is calculated and Approved by 

CV a Classification Society, and failures commonly result because the Society’s approved lashing 

plans, or their attached conditions, are not adhered to. 

It can be seen that there are numerous causes contributing to the shifting of containers on deck, 

and in many cases a combination of these actually occurs. In terms of liability for damage/loss to 

the cargo, the difficult defences of "latent defect" (of the securing devices) and "perils of the sea" 

are often thought to be more protective than they actually are. Whilst in many cases the weather 

has been very poor, it is often found that the proximate cause of the loss is lack of maintenance 

and/or other human error.


7/8 



11.9.9 REPAIR AND MAINTENANCE 




(1) Securing devices must be handled with reasonable care, and not thrown, dropped or left lying 

about the ship. When not in use devices should be placed in protective stows. 

(2) Check all devices before use for signs of wear and damage. This goes for both fixed devices, 

such as securing points on decks/hatches and the containers themselves (particularly the 

corner castings), as well as portable devices such as wires, stacking cones, lashing rods and 

turnbuckles. Suspect devices should never be used, and always stored separately (for 

repair/replacement) from usable devices.


8/8 






(3) Follow the inspection, maintenance and repair instructions of the manufacturer and replace 

gear in accordance with the manufacturers’ recommendations or whenever it is considered 

suspect. Sufficient spare devices should be carried on board the vessel. The upkeep of 

appropriate records of all inspections, repairs, and maintenance work is essential. 

(4) A log of all securing devices should be maintained, with photographs, using correct trade 

names and part numbers as per the manufacturers’ handbook. Duplicate replacements can 

then be ordered easily. All replacement devices should be checked for compatibility with 

other devices. 

(5) All fixed and portable devices should be clearly marked with safe working loads (or similar 

load rating) and be of sufficient strength for the task.


1/2 


CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS 

11.10 CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS 




Losing containers in heavy weather is a serious problem on container ships. After one such 

incident, investigations revealed the following: 

a) Insufficient lashings had been taken 

b) GM of the vessel too high 3.18 meters resulting in stiff vessel and violent rolling. 

c) Speed of the vessel was too high under the prevailing weather conditions resulting in 

synchronized rolling. 

d) Possibility of base foundations having given way during loading / dropping heavily which went 

unnoticed. This lead to slackening of lashings as the same not monitored. 

e) Base twist locks were of insufficient strength. 

Following actions are recommended to prevent loss of containers in heavy weather. 

1. Masters are requested to ensure that lashings are taken as per the cargo securing manual. 

On arrival port the lashing plan as recommended in cargo securing manual must be 

presented to the stevedores. 

2. On vessels with manual type twist locks it must be ensured that there is no mix up of left and 

right hand twist locks. Twist locks must be colour coded for identification. Even if there are 

only one type of twist locks the levers must be painted for easy confirmation that it is locked. 

3. Similarly base twist locks must not be mixed with frontal (upper) twist locks. 

4. It is obvious that a stiff vessel will result in violent rolling. The aim should be to obtain GM not 

too high and not too low. Although masters can best know the behavior and past history of 

the vessel, a GM of about 1 meter is recommended. Cargo securing manual should be 

referred to for ship specific information. 

5. So far as practical, avoid heavy rolling. Following measures should be considered to avoid 

excessive acceleration. 

a) Alteration of course, or reduction in speed, or both. 

b) Heaving to 

c) Early avoidance of areas of adverse weather. 

d) Timely ballasting or deballating to improve ship’s behavior taking into account the actual 

stability conditions. Excessive rolling will leave vessel vulnerable to collapsing of tiers due to 

excess weight coming on the corner posts, particularly if the lashings are slack. Reduction of 

speed will reduce uncontrolled rolling during heavy weather and needs no explanation. 

Vessels fitted with stabilizers must make use of these to reduce rolling. 

6. Maximum allowable stack weights should not be exceeded. This can result in indentation or 

damages to foundations and thereby leaving lashing system ineffective. 

7. Avoid loading heavy containers on lighter containers, especially on top of empties, 

particularly on end stacks. Actual weights and moments should never exceed the 

recommended maximum. 

8. High cube containers, as far as practical, should be loaded on 3 rd Tier (86) and above so that 

third tier can be lashed. 

9. When loading 20 foot containers in 40 ft slots ensure 

Underdeck: 

a) Stacking cones are used between 20 foot containers. 

b) Topmost container should preferably be 40 ft.


2/2 


CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS 

On deck: 

20 ft containers should always be locked by loading 40 ft containers on top 




10. The securing foundations must be checked. If unsatisfactory they must be repaired as soon 

as possible, starting with outer slots. 

A record of inspection of foundations should be maintained. Foundations should be visually 

checked when ever accessible. Necessary repairs must be carried out. Outer rows must be 

attended immediately. Visual examination should be particularly stringent after heavy 

weather. Ensure that foundation drain holes are not blocked. Accumulation of water will 

corrode and weaken the foundation. 

11.Hatch covers’ securing arrangements should be in good order. Proper 

securing of hatch covers should be ensured prior loading containers on 

top. 

12.On multi purpose carriers or vessels without cell guides in holds, heavy 

racking stresses can be experienced which can cause collapse of a full 

stack. Clear instructions, as mentioned in lashing plans and securing 

manuals must be followed. These may include, but not be limited to the 

following: 

a) Number of tiers of containers to be loaded with tween decks closed or open. 

b) Securing of under-deck containers with chocking units and / or bridge 

fittings. 

Please remember lashing chains have do not provide necessary strength as provided by lashing 

bars. 

13. Non standard cargo should be stowed inboard rather than on outer rows. 

14. A correct record of lashing material must be maintained. Damages, if any, must be 

notified to charterers as soon as possible. We frequently land up with serious short falls with no 

record. Owners have had to supply lashing material at their cost on many occasions when 

actually they should have been supplied by charterers. This is mainly due to improper 

records/notification. 

15. Most important of all: 

Lashings must be tended daily and same logged down. The turnbuckles lock nuts must be 

screwed tight right up to the turnbuckle tube or the body. Lashing gangs invariably have habit of 

loosening these lock nuts all the way down and never tighten these when taking lashings. 

Crew must be made trained and specifically instructed about lashing systems on board. Chief 

officers and masters are requested to make checks to confirm that lashings are satisfactorily 

taken. 

Please start lashing check register where all duty officers and the crew who check lashing must 

confirm by signing. Random rounds by Master and Chief Officer, particularly after departure port, 

to confirm that lashings are correctly taken will help prevent such losses. 

Crew must be made responsible of their lashing duties. This is the Masters’ and Chief Officers 

responsibility - Safe transportation of cargoes.



CARRIAGE OF DANGEROUS GOODS IN CONTAINERS 

11.11 Carriage of Dangerous goods in Containers 



SECTION 11.11 

When towards the end of voyage four seamen on a ship were sent to check lashings little did any 

of them realize what the future held in store. 

Unbeknown to anybody on the ship, a shipment of cylinders of deadly gas had 

been placed inside a freight container which had been loaded aboard. 

Although the gas was properly packaged and the cylinders were properly labeled, they had not 

been declared to the shipping company, the container was not placarded and the cylinders were 

either badly secured or not at all. 

Furthermore, the ocean had caused the cylinders to roll, damaging the valves 

and letting the gas escape. A declared shipment would have gone on deck, but nobody knew so 

there it was underdeck – and this particular gas was much heavier than air. 

If only this story were the product of a fevered imagination. However, 

regrettably, it was a tragic real-life case and two lives were eventually lost but it serves to 

dramatically underline how vulnerable the ship and its crew can be, even with packaged 

dangerous goods. 

While loading dangerous cargo the following shall be checked on the cargo manifest : 

1) IMDG class of Cargo and UN no. 

2) MFAG no 

3) Ems No. 

The placard on the containers must be checked tallying as detailed on the cargo manifest. 

Stowage of Container unit shall be carried out according to the IMDG. Any difficulties noted 

regarding the same shall be immediately informed to the DPA.

Section: 11 CARGO OPERATIONS - Univan

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