Section: 11 CARGO OPERATIONS - Univan

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Univan Ship Management Limited Issue 1 REV 0 Page 1/2 FLEET OPERATION MANUAL Date 01.01.2005 CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS 11.10 CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS Copyrights: Univan Ship Management Limited, Hong Kong. All rights reserved Any unauthorized reproduction of this manual, in any form is prohibited SECTION 11.10 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.
Univan Ship Management Limited Issue 1 REV 0 Page 2/2 FLEET OPERATION MANUAL Date 01.01.2005 CONTAINER CARGOES – HEAVY WEATHER PRECAUTIONS On deck: 20 ft containers should always be locked by loading 40 ft containers on top Copyrights: Univan Ship Management Limited, Hong Kong. All rights reserved Any unauthorized reproduction of this manual, in any form is prohibited SECTION 11.10 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.
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Section: 11 CARGO OPERATIONS - Univan

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