Purpose - General... · WALLEM SHIPMANAGEMENT LTD. Multi-Purpose – General Cargo Ship Manual...

WALLEM SHIPMANAGEMENT LTD

...................

Multi Purpose

& General Cargo Ship

Manual

...................

WALLEM SHIPMANAGEMENT LTD.

Multi-Purpose – General Cargo Ship

Manual

Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 TOC : Page 1/3

TALBE OF CONTENTS

REVISION SHEET ........................................................................................................................................ 1

MANAGEMENT REVIEW ............................................................................................................................. 1

SECTION 1 ........................................................................................................................................ 1

1.0 INTRODUCTION .......................................................................................................... 1 1.1 PURPOSE OF MANUAL .............................................................................................. 1 1.2 PUBLICATIONS ........................................................................................................... 2 1.3 MASTER’S RESPONSIBILITY FOR SECURITY AND SAFETY ................................. 2 1.4 TRAINING..................................................................................................................... 2

SECTION 2 ........................................................................................................................................ 1

2.0 OPERATIONS .............................................................................................................. 1 2.1 PRE ARRIVAL CHECKS AND PROCEDURES........................................................... 1 2.2 DEPARTURE CHECK LIST ......................................................................................... 1 2.3 CARGO DOCUMENTS ................................................................................................ 1 2.4 DEALING WITH AUTHORITIES AND COMMERCIAL PARTIES................................ 2 2.5 HANDOVER NOTES .................................................................................................... 2

SECTION 3 ........................................................................................................................................ 1

3.0 STOWAGE AND SECURING....................................................................................... 1 3.1 STOWAGE, SECURING AND STRENGTH ................................................................. 2 3.2 LONGITUDINAL AND LOCAL STRENGTH, DUNNAGE & GENERAL GUIDELINES

FOR HEAVY LIFT CARGOES. .................................................................................... 6

SECTION 4 ........................................................................................................................................ 1

4.0 MAJOR CARGOES AND STOWAGE .......................................................................... 1 4.1 TIMBER AND LOGS .................................................................................................... 1 4.2 GENERAL INFORMATION ON THE CARRIAGE OF CONTAINERISED CARGO .... 8 4.3 COILED STEEL, HRC & CRC .................................................................................... 19 4.4 HEAVY METAL, PIPES AND WIRE COILS, ETC...................................................... 22 4.5 WHEEL-BASED CARGOES ...................................................................................... 24 4.6 HEAVY CARGO, LOCOMOTIVES AND WAGONS .................................................. 25 4.7 UNDER DECK STOWAGE OF LOGS ...................................................................... 29 4.8 OTHER UNIT LOADS ................................................................................................ 32 4.9 EXTREME LARGE SIZE CARGO, WINDMILL & BLADES, ETC .............................. 35

SECTION 5 ........................................................................................................................................ 1

5.0 PREPARING FOR SEA ................................................................................................ 1 5.1 CHECKING AND RECORDING DRAUGHTS .............................................................. 1 5.2 CHECKING STABILITY CONDITION .......................................................................... 1 5.3 ASSESSMENT OF WEATHER CONDITIONS ............................................................ 1 5.4 SECURING CARGO, CARGO GEAR, HATCHES AND OPENINGS IN THE HULL ... 1

SECTION 6 ........................................................................................................................................ 1

6.0 MOORINGS IN PORT .................................................................................................. 1 6.1 GENERAL MOORING GUIDELINES ........................................................................... 1 6.2 TENDING TO MOORINGS .......................................................................................... 2 6.3 GENERAL SAFETY HAZARD WITH MOORINGS. ..................................................... 3 6.4 MOORING OPERATIONS ........................................................................................... 3 6.5 MAINTENANCE AND RECORD KEEPING ................................................................. 4

SECTION 7 ........................................................................................................................................ 1

7.0 COLD WEATHER PROCEDURES .............................................................................. 1

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SECTION 8 ........................................................................................................................................ 1

8.0 DRY DOCKING & REPAIRS AT FACILITY OTHER THAN A SHIPYARD .................. 1 8.1 PREPARATION FOR DRY-DOCKING / REPAIR FACILITY ....................................... 1 8.2 REPAIRS AT FACILITY OTHER THAN SHIPYARD ................................................... 1 8.3 DRY DOCK WORK ...................................................................................................... 2 8.4 DOCKING PLAN .......................................................................................................... 2

SECTION 9 ........................................................................................................................................ 1

9.0 DANGEROUS GOODS LABELS AND PLACARDS .................................................... 1

APPENDICES ........................................................................................................................................ 1

APPENDIX 1: CARGO PROCEDURE ......................................................................................................... 1

APP 1.1 GENERAL..................................................................................................................... 1 APP 1.2 RESPONSIBILITY OF THE MASTER .......................................................................... 1 APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER.......................................................... 1 APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER .......................................................... 1 APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES .................................................... 1 APP 1.6 CARGO PROCEDURES .............................................................................................. 1 APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ........................................ 2 APP 1.8 STANDARD PROCEDURES ....................................................................................... 3 APP 1.9 BALLAST AND HOLD BILGE SYSTEM ....................................................................... 4 APP 1.10 MONITORING TRIM & STABILITY .............................................................................. 5 APP 1.11 BUNKERING ................................................................................................................ 5 APP 1.12 HANDING OVER / TAKING OVER THE WATCH........................................................ 5 APP. 1.13 HOT WORK PRECAUTIONS ....................................................................................... 6

APPENDIX 2 : SHIP SPECIFIC CHECKLISTS ........................................................................................... 1

CHECKLIST NO. 1 - PRE ARRIVAL ............................................................................................... 1 CHECKLIST NO. 2 - PRIOR DEPARTURE ..................................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ..................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ...................................................................................................... 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................ 1 CHECKLIST NO. 7 - LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT .......... 1 CHECKLIST NO. 8 - CARGO GEAR CHECKLIST ......................................................................... 1 CHECKLIST NO. 8A - CONFIRMATION OF USING CARGO GEAR ............................................. 1 CHECKLIST NO.9 - HOLD PREPARATION FOR BULK LOADING ............................................... 1

APPENDIX 3 (A) - BUNKER TRANSFER PROCEDURES ......................................................................... 1

1.0 BUNKERING TRANSFER PROCEDURES ................................................................ 1 1.1 PERSONNEL AND THEIR DUTIES ............................................................................ 1 1.2. INFORMATION ............................................................................................................ 2 1.3. PRECAUTIONS ............................................................................................................ 4 1.4. POLLUTION CONTROL ............................................................................................... 5 1.5. QUALITY AND QUANTITY CONTROL ........................................................................ 5 1.6 DURING THE VOYAGE ............................................................................................... 7 1.7 BUNKER ANALYSIS REPORT .................................................................................... 7 BUNKERING SAFETY CHECKLIST ............................................................................................... 1 1. BUNKERS TO BE TRANSFERRED ............................................................................ 1 2. BUNKER TANKS TO BE LOADED .............................................................................. 1 3. CHECKS BY BARGE PRIOR TO BERTHING ............................................................. 1 4. CHECKS PRIOR TO TRANSFER ................................................................................ 3 DECLARATION ................................................................................................................................ 4

APPENDIX 3(B) : BUNKER CHECKLISTS ................................................................................................. 1

APPENDIX 4 (A) - ENGINE ROOM PROCEDURES ................................................................................... 1

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1. GENERAL..................................................................................................................... 1 2. CHIEF ENGINEER’S STANDING ORDERS ................................................................ 2 3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD .................................... 4 4. ENGINE ROOM EMERGENCY PROCEDURES ......................................................... 7 4.1 SHIP SPECIFIC PROCEDURES ................................................................................. 7 4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM ................................................... 7 4.3 MEASURES IN CASE OF GROUNDING .................................................................... 8

APPENDIX 4(B) : ENGINE ROOM CHECKLISTS ...................................................................................... 1

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST ...................................................................... 1 E/R CHECKLISTS NO. 2 - ARRIVAL PORT ................................................................................... 1 E/R CHECKLISTS NO. 3 - DEPARTURE PORT ............................................................................ 1 E/R CHECKLISTS NO. 4 - SHIFTING ............................................................................................. 1 E/R CHECKLISTS NO. 5 - UMS OPERATION................................................................................ 1 E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP .................................................... 1

APPENDIX 5 : WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................. 1

APPENDIX 6 : CODE OF SAFE PRACTICE FOR TIMBER CARGO ......................................................... 1

APPENDIX 7 : CARRYING STEEL COILS .................................................................................................. 1

1 STEEL COIL LOADING INTO THE HULL STRUCTURE ............................................ 1 2 SPECIAL FEATURES OF STEEL COIL LOADING ..................................................... 1 3 LOCAL STRUCTURE ................................................................................................... 2 4 DOUBLE BOTTOM GIRDER SYSTEM ....................................................................... 2 5 HULL GIRDER ............................................................................................................. 3 6 SUMMARY : ................................................................................................................. 3

APPENDIX 8 : DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO)............................... 1

1 DOCUMENTS .............................................................................................................. 1 2 PROCEDURES FOR DANGEROUS CARGO ............................................................. 1 3 PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO ................. 2

APPENDIX 9 : HEAVY LIFT & PROJECT STOWAGE & PROCDURE ................................................... 1

APPENDIX 9(A) P&I - PRACTICAL GUIDE ............................................................................................. 1

APPENDIX 10: STEEL CARGO & PRODUCTS, SURVEY, MATE’S RECEIPT, BILL OF LADING REMARKS ...................................................................................................................... 1

CARGO TYPE .................................................................................................................................. 2 GUIDANCE FOR MAKING REMARKS ON MATES RECEIPT AND BL FOR STEEL CARGOS ... 4

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Manual

Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 Revision Sheet : Page 1/1

REVISION SHEET

When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the relevant section will be made. Amendments will be highlighted by (!) ; New Insertion will be highlighted (!!). These revised pages will bear a revision number and date and will be listed on this page which will be new every time there is an amendment. Master/Chief Engineer is to initial below after insertion into the controlled copy held by them.

REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS Complete Multi-Purpose- General Cargo Manual New Edition No.1

Nov 2012

Table of Contents : All Revision Sheet : 1/1 Mangt. Review : 1/1 Section 7 : 1/2 Appendices Index : All Appendix 2 Checklist No. 9: 1/2 Appendix 5 : 1/7 Master Self Audit Checklist.

Jun 2016

Complete Multi-Purpose- General Cargo Manual New Edition No.2

Nov 2013

Table of Contents : All Revision Sheet : 1/1 Mangt. Review : 1/1 Section 3 : All Section 4 : 33/35 - 35/35 Appendices Index : All Appendix 2 : Index & Checklist No. 9 (New) Appendix 5 : All Appendix 9 : All (New) Appendix 10 : All (New)

Jun 2014

Table of Contents : All Revision Sheet : 1/1 Mangt. Review : 1/1 Appendices Index : All Appendix 3(A) : All Appendix 3(B) : All Appendix 4(A) : All Appendix 4(B) : All Appendix 5 : All

Dec 2014

Table of Contents : All Revision Sheet : 1/1 Mangt. Review : 1/1 Section 3 : All Section 4 :19/35, 22/35, 25/35, 32/35 & 35/35 Section 5 : 1/1 Appendices Index : All Appendix 1 : All Appendix 2 : Checklist No. 8 (all) Appendix 2 : Checklist No.8(A) (new insertion) Appendix 9 : All Appendix 9 (A) new insertion

Jun 2015



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Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 Managt. Review : Page 1/2

MANAGEMENT REVIEW

SECTION REVIEWED DATE REMARKS INITIALS

ALL Nov 2012 Complete Multi-Purpose – General Cargo Ship Manual New Edition No.1

LLZ, PNS,JCTY

ALL Nov 2013 Complete Multi-Purpose – General Cargo Ship Manual New Edition No.2

LLZ, PNS,JCTY

ALL Jun & Dec 2014 Complete Manual revised as per Revision Sheet LLZ, PNS,JCTY

ALL Jun 2015 Complete Manual revised as per Revision Sheet LLZ, PNS,JCTY

ALL Jun 2016 Complete Manual revised as per Revision Sheet SR

This is a quality review of the system and/or procedures on a yearly basis to consider the need for system improvement. When these reviews are done, comments from the Masters’ review will also be taken into account.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - Section 1 : Page 1/2

SECTION 1 1.0 INTRODUCTION

The term “general (multi-purpose) cargo ships” covers many different ships and are not specialized for transport of only dry bulks or containers or heavy-lift cargoes. They may have flexibility to carry any of these cargo types such as timber and logs, steel products and coiled sheet, pipe and cable layers, heavy material including anchor chain, packaged cargo and unit loads, motor vehicle and train wagon etc. These ships may construct with tween deck and cargo gears, and be outfitted for different methods of handling, securing and lashing different kind of cargos.

1.1 PURPOSE OF MANUAL The contents of this manual are to be followed in conjunction with the Code

of Safe Practice for Cargo Stowage and Securing, Code of Safe Practice for Ships Carrying Timber Deck Cargoes, Safe Transport of Containers by Sea, as well as IMSBC Code and IMDG Code if the ship takes bulk cargo.

(Note: When vessel loads cargoes in bulk i.e Ores, Concentrates, Grain etc., please refer the Bulk Carrier Manual)

The safety of personnel, the ship, and cargo must be the prime consideration

in all cargo operations. The neglect of safety can never be justified on the grounds of saving time or other commercial reasons.

The purpose of this manual is to provide guidance to the Master, Officers and

appropriate Ratings on the procedures to be followed on board a Multi-Purpose & General Cargo Ship in order to attain safe and efficient Operations.

However, nothing in this manual or in any regulations issued by the Company

or the ship's charterers should be construed as relieving the Master, Officer or any other member of the crew of his responsibility, as defined by law or governmental regulation, or from the exercise of sound judgment and good seamanship.

This Manual details the policies & measures adopted by the Company for

safe and efficient operation of Multi-Purpose & General Cargo Ship under its management and control. Attention of all persons whether employed ashore or on board vessels is drawn to these policies to which they must abide and be guided by. Suitable references have been made to other documents where individual policy or subject matter has been described in more detail.



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1.2 Publications

All Managed Multi-Purpose & General Cargo Ships are to maintain the latest edition of the following publication: 1. Code of Safe Practice for Cargo Stowage and Securing 2. Code of Safe Practice for Solid Bulk Cargo 3. Code of Safe Practice for Ships Carrying Timber Deck Cargoes 4. Safe Transport of Containers by Sea 5. IMSBC Code & IMDG Code 6. Cargo Securing Manual (Ship Specific and approved by Administration)

1.3 Master’s Responsibility for Security and safety

It is the Master’s responsibility to ensure that the security level of the ship is matching the security level in the vessels area of operation as promulgated by the Flag state or the port state if the vessel is in Port.

Master will also ensure that the GMDSS equipment are being checked by the duty officers during the watch and that watches are being done safely

1.4 Training

Training will be of two types generally- Shore based and On board Training.

Officers and crew involved with cargo operations would have received shore based training including STCW training.

On board Training, mainly for junior officers and support level staff on this type of ships will consist of gleaming information and knowledge from Video presentations(VOD) , WFOM Booklets, SMS Documentation CD, Publications on board and Practical on the job training.



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SECTION 2 2.0 OPERATIONS 2.1 Pre Arrival Checks and Procedures

Prior to arrival at load or discharge ports, preferably several days’ prior arrival, the vessel should commence with the Ports arrival checks and procedures. Pre arrival checklist is provided in Appendix II of this manual.

2.2 Departure check list

On completion of cargo operation, a departure checklist is to be followed. Departure checklist is provided in Appendix II of this manual.

2.3 Cargo Documents

Vessels are to compile cargo documents as per the requirements of the commercial operators/owners. In case if cargo stowage preliminary plans are prepared by Charterer or agent or supercargo, Master and ship has to check and confirm all in order as ship is always not exempt from ship’s responsibilities on it. Notice tendered to port authorities and vessel traffic system as and when required. Master is to issue protest to stevedores for any stevedore damage, under copy to Charterer, Owner and Manager. Similarly if any delays in cargo damage is noted. Which Is not due to ships fault, Master must inform Owner/manager and then issue protest to Charterer. Ensure that the protest reflects the actual facts. Masters also to ensure that all Note of Protests received are sighted and properly endorsed for “For receipt only” and Company as well as Owner are well notified. Chief Officer to ensure all required cargo papers have been received including instructions. Examples of such document are Shipper’s cargo declaration, special cargo instruction and stowage plan. Chief Officer to check cargo securing condition during cargo operation and before departure, ensure in satisfactory securing done and inform to Master. In case any change or additional securing required, Master to advise rectification requirement to charterer or agent or stevedores, if any unsafe securing condition are found. Master should check the final cargo manifest, mate’s receipt etc, ensure no mistakes on it and declaration of cargo papers matches cargo loaded onboard.



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Sailing ROBs of fuel and freshwater to be noted. Ensure port clearance and any other certificates if given to port authorities are received back on board. IMDG cargo manifest is to be placed on bridge.

2.4 Dealing with Authorities and commercial parties

Good liaison with shore authorities should be maintained appropriate for the efficient running of vessel and also for any emergencies that may arise. To this end all important phone numbers viz. Agent, fire department, port authorities etc. should be to hand. Close contact with cargo planners should be maintained and any non-conformity with regard to stowage and securing and / or stability of vessel brought to their immediate notice to plan alternative stowage and securing where feasible. In some ports, the port authorities may require notice prior sailing of vessel and same should be tendered when appropriate. Full cooperation and due courtesies should be extended to all authorized representatives of owners, charterers, meteorological office and flag state / port control offices. Ship to confirm that it fully complies with port security level and safety measures of security level, SSO to keep PSCO and CSO well advised of security level.

2.5 Handover Notes

Company’s policy is that all officers prepare hand over notes for their relievers. The hand over notes are to be scrutinized by the Master and later filed. Handing over notes provide continuity in the conduct of shipboard operations. The contents for a Chief Officer handing over notes are to include the following: Defect list of all items concerned with Cargo system, Mooring system, Deck equipment, Cargo gear system, Lashing Gear Inventory.

An Explaination of the next loading and discharge operations. This should

also be covered by a brief procedure. 1. Deck maintenance programs. 2. Suspected areas in cargo system. 3. Training programe. 4. Performance of Officers, and ratings, etc. 5. Pending items on the maintenace programe 6. Status of Requisitions.



Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2015 Section 3 : Page 1/8

SECTION 3 3.0 STOWAGE AND SECURING

For purpose of carrying dry cargo in bulk, please refer Bulk Carrier Manual, when loading such cargo, vessel may operate as SDBC (Single Deck Bulk Carrier). PREPARATION OF HOLDS FOR BULK LOADING IN MULTI PURPOSE or GENERAL CARGO VESSEL (WITH TWEEN DECKS) Cleaning and preparing the cargo holds for loading bulk cargo on a Multi-Purpose & General cargo vessel with tween decks and hydraulic system may have slight differences than that on a standard Bulk carrier, though there are many similarities. In Multi-Purpose and certain General cargo vessels, the Tween decks are usually separated from lower hold by hydraulic hatch covers (or pontoons). Ship staff should comply with Maker’s standard procedure for opening/closing tween deck hatch covers. They should also be familiar with emergency procedure for opening/closing both weather hatch cover and tween hatch cover systems. When loading bulk cargo the tween deck hatch covers are kept in open position and well secured with wire lashings. If the previous cargo was break bulk (general cargo) numerous eye pads may have been welded on the tween deck hatch covers in order to lash and secure the cargo for sea. These eye pads have to be removed to ensure that they do not obstruct the tween deck hatch covers from being secured in open position. It has to be noted that any gaps which are left between the tween deck hatch covers and the cargo hold bulkheads will result in the bulk cargo (e.g. grain) being loaded to enter the spaces/gaps behind the hatch covers on the tween deck and the hydraulic ram spaces, causing difficulty in discharging the cargo. On vessels equipped with hydraulic rams, the ram space usually has a drain pipe leading into the lower hold. The end of the pipe is fitted with a valve and spindle, so that when washing the holds the water from the tween deck and ram space is drained into the lower hold bilges and pumped out. This valve can be used also for draining out the oil from the ram space when there is leakage of oil in the ram space when the holds are empty. As a safety measure prior to loading bulk cargo, all the ram space drain valves must be closed by brass caps, so that any hydraulic oil leakage is not spilled on to the cargo in the event that the valve is leaking and/or is inadvertently left open. When the tween decks are opened, there are gaps at the four corners leading to the ram spaces. These gaps must be covered. There are side steel plates provided to cover these gaps. If not covered, the cargo will enter into the ram space and pose difficulties in discharging. There have been cases where the



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bulk cargo has entered the ram space and choked the drain pipes leading to the lower hold. Due to the construction of the drainage pipes, it becomes very difficult to clear the drain pipes later on. Hence, it is important to ensure that the drain pipes are always kept clear and not choked. The side steel plates in use for covering the openings for the ram spaces are heavy and cannot be handled by a single person. To fit these plates in place, the crane is to be used along with proper staging for safe access. Appropriate measures must be in place to ensure that these steel plates are not discharged along with the cargo. Prior to hosing down, the holds and Tween decks must be first swept thoroughly to remove all the traces of old cargo and loose debris. All the dunnage and lashing wires from the previous cargo must be collected and removed. To prevent a large remnants of dunnage and lashing wires , Chief Officer should instruct the stevedores while discharging the previous cargo to remove all the dunnage and lashing materials ashore along with the cargo discharged as this will save time and labor. After sweeping, the holds can be washed. Always start hosing from the top. The hatch covers must be washed first followed by the tween deck and then the lower hold is washed last. While hosing down the tween decks, crew must always use proper PPE including safety harness and fall preventer devices to avoid injuries. After hosing is completed, the hold must be rinsed with fresh water; the bilges must be cleaned, dried and covered with gunny cloth. On completion of the hold cleaning, if time permits and after consultation with the technical Superintendent, the holds can be painted with the right type of paint. If holds are newly painted ensure that the paint is completely dry before loading cargo. Paint tends to stick to tyres of vehicles and damages them. As a part of hold preparation, all equipment such as electrical ventilation, electrical cables, various type of sensors, illumination etc, should be checked. The illumination strength for cargo area and hold access should be as per ILO legal requirement. For preparing and cleaning the cargo holds, checklist No.9 in Appendix 2 of this manual shall be complied with.

3.1 Stowage, Securing and Strength

Other than cargo in bulk, followings are major cargoes that maybe loaded onboard a Multi-Purpose Cargo Ship, for which the main concern is the requirement for proper securing and lashing. • Timber and logs, include Plywood and semi-product, pulpwood and cants; • Containers, specially, or not specially designed for carrying;



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• Wheel-based: Motor vehicles and locomotives, train wagons, etc; • Steel sheet/products, steel wire and HRC, CRC; • Heavy material (anchor chain etc),: Such items of cargo should when

possible, be stowed close to the ship's center of motion • Heavy lifts and projects cargo. • Other break-bulk: packaged cargo and unit loads;

Approved Cargo Securing Manual is to be referred for the securing of the above cargoes. Basic cargo details and securing precaution and instruction are given in Chapter 3 & 4 of this manual.

3.1.1 General principles for stowage and securing

(1). Cargo shall be shipped according to recognized principles, taking into

account the dynamic forces that may occur during sea transport and the most severe weather condition expected. Ship handling decisions should take into account the type of cargo and stowage position of the cargo and the securing arrangements.

- Care should be taken to distribute the forces as evenly as possible. - If in doubt the lashing arrangement should be verified using an

acceptable calculation method. - The securing gear should be adapted to the cargo to be carried. - Lashings are to be kept as short as possible.

(2). Prior to loading cargo, the following should be checked:

- Relevant deck areas are, as far as practicable, to be clean, dry and free from oil and grease. Ensure the deck crew is well versed with cargo operations.

- Ensure the cargo, cargo transport unit or vehicle is suitable for transport. Cargo information are provided to the ship and preliminary stowage plan, stability and strength calculation have to be checked by the Chief Officer and approved by the Master.

- Necessary securing equipment to be available onboard, or provided by shore having adequate strength and suitably certified

(3). With ship’s staff closely supervising, the securing operations shall be

completed before the ship leaves the berth and the securing should be based on proper planning, execution and supervision. Relevant personnel should be properly qualified and experienced and should have a sound practical knowledge of the application and content of the Cargo Securing Manual.

- The master shall take care in planning and supervising the stowage and securing of cargoes based on information about the cargo.

- Stability: The cargo is to be distributed with due regard to the ship’s stability so that the hazards of excessive accelerations are reduced as far as practicable. Excessive accelerations are expected to occur in the



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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : June 2014 Section 3 : Page 4/8

- far forward and aft part of the ship, but can also occur in general as a

result of a high GM value. - Strength: Due attention to the ship’s structural strength should be

taken, include longitudinal strength and local strength of the deck on which the cargo is loaded.

(4). Where practicable, cargo units shall be provided with a Cargo Stowage

and Securing Plan(Declaration), stating that the cargo has been properly stowed and secured, taking into account the IMO/ILO Guidelines and the Cargo Securing Manual.

(5). If master considers that a cargo within a cargo unit is not safely

secured to the cargo unit, measures shall be taken to avoid shifting of the cargo. If adequate measures are not possible, due to the nature of the cargo or lack of securing points, the cargo unit shall not be taken on board. Relevant expertise should be called for, if found necessary, when considering the shipment of a cargo with unusual characteristics, i.e. cargo which may require special attention to location, stowage/securing and weather conditions.

(6). The stowage and securing arrangements shall be adequate to ensure

that there will be no movement which will endanger the ship. Slackening of the securing gear due to cargoes which have a tendency to deform or to compact during voyage shall be avoided. Cargoes with low friction coefficient should also be tightly stowed across the ship to avoid sliding. Suitable material such as soft boards or dunnage should be used to increase friction.

(7). Cargo units containing hanging loads (e.g. chilled meat, floated glass)

and very high cargo units are, because of the relatively high position of the centre of gravity, particularly prone to tipping. Whenever possible they should be located in positions of least movement i.e. on the center line, towards amidships and on a deck near the waterline.

(8). Safe means of access to securing arrangements, safety equipment,

and operational controls shall be provided and properly maintained. Stairways and escape routes from spaces below the vehicle deck shall be kept clear. The cargo spaces should be, as far as practicable, regularly inspected during voyage.

(9). Lashings shall not be released for unloading before the ship is secured

at the berth, without the Masters express permission.

(10). Cargo shall not obstruct the operating controls of stern doors, entrances to accommodation and/or firefighting equipment.

(11). Dangerous goods shall be segregated, stowed and secured according

to the IMDG code and valid instructions for this ship.



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3.1.2 Safe handling of cargo securing devices

(1). This is related for all the cargo securing devices used on board. The instructions should be based on the manufacturer’s guidance literature.

(2). Chief officer is in charge of all onboard cargo securing devices to be listed in the Inventory, maintenance to be kept in the Checklist of “Log for Maintenance of Cargo Securing Equipment” in Appendix II.

(3). For specific ship which may have different kind of cargo securing devices, the ship should refer every devices instruction book individually.

3.1.3 Evaluation of forces acting on cargo units

(1). Lashing forces are derived from accelerations of the cargo due to ship

motions. The largest accelerations, and therefore the most severe forces, can be expected in the furthest forward, the furthest aft and the highest stowage positions on each side of the ship. Generally the forces which have to be taken by the securing devices are composed of components acting relative to the axes of the ship, i.e. longitudinal, transverse and vertical direction. The two first are the most important to consider with respect to lashing since the main function of lashings are to prevent cargo units from tipping and/or sliding, in the transverse or longitudinal direction.

(2). The transverse accelerations increase directly with the GM value, and

care should be taken when stowing and distributing cargo to avoid excessive accelerations.

(3). If cargo is stowed in positions where loads from wind pressure and/or

sea sloshing may be expected, this shall be taken into consideration when securing the cargo.

(4). Due to uncertainties as to the actual weights and locations of the

centre of gravity of cargo units, the lashing forces may vary considerably. It is not possible to specify exactly the maximum forces which may be exerted in the most severe conditions. A general rule is that an adequate number of lashings of sufficient strength to meet the worst weather that could be encountered during the voyage should always be fitted.

(5). Master has the right to take action to safeguard the ship and cargo as

is responsible for safety en route. If very heavy weather is expected, appropriate operational measures, such as delaying sailing or altering course or speed, should be taken to minimise the forces.

(6). The lashings are in general most effective on a cargo unit when they

make an angle with the deck of between 30° and 60°. When these



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optimum angles cannot be achieved, additional lashings may be required. The forces can be estimated based on the calculation methods outlined in the Cargo Securing Manual.

3.2 Longitudinal and local strength, dunnage & general guidelines for Heavy

lift cargoes.

3.2.1. Longitudinal strength

(1). Longitudinal strength should be always confirmed by using cargo loading computer and ensure B/M and S/F are within safe limits in every typical case but especially under heavy laden condition. Please keep in mind the cargo unit’s centre of gravity while loading in each cargo hold with respect to the distance from forward/ aft perpendicular of the vessel, the athwart ship distance from the fore and aft centerline and the distance from the Keel (For VCG) so as to determine accurate vessel’s COG. Feed entries accordingly in the loadicator so as to establish accurate GM (Stability) and strength conditions.

(2). The Master shall also be familiar with the manual calculations of hull

strength and stability, draft and trim using the Trim & Stability Booklet (Loading Manual). If computer loading program is not functional or reliable, manual calculations are to be done and records kept as similar to computer printouts.

(3). The loading computer (approved or otherwise) must be tested in a

reasonable interval by simulated loading condition excerpted from the Loading Manual and results compared.

3.2.2. Local strength

Always consider the local strength of the deck on which the heavy cargoes/units are stowed. Always bear in mind that any point loads resulting due to the nature of the supports and their size shall not exceed the local point load strength. Ship staff to ensure suitable padding/dunnage is provided for uniformly spreading the weight of the cargo unit on the tank top or deck so that the point loads exerted are less than the permissible limits. Closely liaise with the Cargo Super on this critical aspect of loading. The maximum allowable tank top weight (Tones per square meter) must not be exceeded under any circumstances. Class should be consulted for advice or clarification if necessary or when in doubt in good time.



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3.2.3. Dunnage

Ample dunnage needs to be utilised throughout as necessary. Not only does dunnage need to be placed on the tank top or tween deck to prevent physical damage and to expand the local load, but dunnage also needs to be used for ‘chocking off’ or ‘squaring off’ cargo by means of wedges and braces. Use suitable dunnage that is strong enough and of suitable height.

3.2.4 General Precautions for Heavy Lift Cargoes

1. The lifting points on the heavy lift items should be fitted symmetrically on either side of the center of gravity and should also be fitted with sufficient spread, to be not less than half the length of the unit, to enable safe and level lifting of the unit without the use of additional sling/lengthening equipment. All the lifting points are to be clearly marked.

2. The securing points should be of adequate strength and their minimum

strength must be advised. The lashing points should be so constructed as to have a wide arc of strength because lashing will not necessarily be led directly in line with the plane of the lashing point. All lashing points to be suitably marked (Please also be in compliance with the details provided in the Cargo Securing Manual and liaise closely with the super cargo to ensure the lashing points and the material in use is of adequate strength and will ensure safe securing during seaway).

3. The strength and base area of any cradles, foundations or bedding

provided must be known to establish what else is needed for the support of the load atop the ship's hatch cover, deck or tank top on which the heavy lift is stowed bearing in mind the maximum permissible load for the deck/tank top in concern. This information is available in the loading manual.

4. When the details of the base structure or cradles is known, a suitable

stowage location can be chosen and suitable bedding material can be ordered.

5. With regard to the stowage location the following points to be borne in

mind: a) Cargo stowed in weather deck or hatch covers will be exposed to rain

and seawater wetting and to wind. Only items that the shippers have confirmed are suitable to withstand the elements may be stowed on deck.

b) The accelerations generated by the ship are less lower down at the mid

part of the ship than they are further from that center of motion. Heavy



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items of cargo should when possible, be stowed close to the ship's center of motion.

c) The distribution of the weight of the item should be considered together

with the Maximum Permissible loading of the deck or tank-top on to which the piece is stowed. The extent to which the weight of the item must be spread must then be calculated and for that, the bedding requirements can be assessed. Care has to be taken that any point loads resulting due to the nature of supports under the Heavy lift item shall not exceed the permissible load limits. This to be carefully analyzed and calculated and suitable bedding to be provided to evenly distribute the load on the deck and ensuring the load is always within the limit of maximum permissible load. Please always discuss the details on this important issue with the super cargo and seek office advice if any doubt exists with respect to point loads exceeding the permissible load limits.

d) Please note, the purpose of the bedding is to provide a solid base onto

which the item can be placed and secured down onto and to distribute the weight of the unit evenly over the stowage area so as to keep loading below the specified maximum permissible loading. Additionally the bedding provides a high friction coefficient between the cargo unit and the deck or tank top.

Appendix 9 of this manual provides more details on precautions for heavy lift cargo



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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - Section 4: : Page 1/35

SECTION 4 4.0 MAJOR CARGOES AND STOWAGE 4.1 TIMBER AND LOGS

These cargoes also include plywood and semi-product, pulpwood and cants, etc. For the safe carriage of this cargo, the ship has to comply with IMO “Code of Safe Practice for Ships carrying Timber Deck Cargoes”, 1991. Various P&I Clubs also have issued related circulars and guidance for Log and Timber Shipment, which can be found in the SMS DVD which is updated on a quarterly basis.

4.1.1 STABILITY

The ship is provided with comprehensive stability information booklet which takes into account timber deck cargoes. This enables the master to obtain accurate guidance as to the stability of the ship under varying conditions of service. The master should ensure that the ship condition complies with its stability booklet at all times. While calculating the intact stability of the vessel for the laden passage, due regard to be given to the following: (1) Ships carrying timber deck cargoes should operate, as far as possible,

with a safe margin of stability and with a metacentric height which is consistent with safety requirements but such metacentric height should not be allowed to fall below the recommended minimum. However, excessive initial stability should be avoided as it will result in rapid and violent motion in heavy seas which will impose large sliding and racking forces on the cargo causing high stresses on the lashings. Master should take into consideration the stability information obtained from the ship's stability manual.

(2) A ship carrying timber deck cargo should continue to comply with

applicable damage stability requirements (e.g. SOLAS regulation II-1/4.1 or Load Lines Convention, regulation 27, as appropriate) and, additionally, the 2008 IS Code(11), particularly the timber deck cargo requirements. Since excessive GM values induce large accelerations, GM should preferably not exceed 3% of the breadth of the vessel, as indicated in paragraph 3.7.5 of the 2008 IS Code.



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(3) Ballast water exchange operations should be carried out in accordance

with instructions in the Ballast Water Management Plan. The ballast water exchange operation, if required, should be considered when planning the amount of cargo to be loaded on deck with due regard to vessel’s stability.

(4) According to the 2008 IS Code(11), account may be taken of the

buoyancy of timber deck cargo when calculating stability curves, assuming that such cargo has a permeability up to 25%. Permeability is defined as the percentage of empty space of the volume occupied by the deck cargo. Additional curves of stability may be required if the Administration considers it necessary to investigate the influence of different permeabilities and/or assumed effective height of the deck cargo. 25% permeability corresponds to sawn wood cargo and 40%-60% permeability corresponds to round wood cargo with increasing permeability with increasing log diameters.

(5) The increased weight of the timber deck cargo due to absorption of

water in dried or seasoned timber, and the ice accretion, if applicable (This can adversely affect vessel’s stability). Appropriate safety margin for absorption of water to be considering while loading and ensuring vessel meets the IMO stability criteria.

(6) The consumables during the laden passage, specifically consumption

of fuel oil/bunkers from the double bottom tanks. (7) The free surface effect of liquid in slack tanks; and (8) The weight of water trapped in broken spaces within the timber deck

cargo and especially logs. (9) The master should:

(a) Cease all loading operations if a list develop for which there is no satisfactory explanation and it would be imprudent to continue loading.

(b) Before proceeding to sea, ensure that the ship is upright, the ship has

an adequate metacentric height in both departure and arrival conditions; and the ship meets the required stability criteria.



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4.1.2 STOWAGE

The basic principle for the safe carriage of timber deck cargo is to make the stow as solid, compact and stable as practicable. The purpose of this is to: a) prevent movement in the stow which could cause the lashings to slacken; b) produce a binding effect within the stow; and c) reduce to a minimum the permeability of the stow. Openings in the deck exposed to weather over which cargo is stowed should be securely closed and battened down. The ventilators and air pipes should be effectively protected. Deck cargo should be stowed so that access is provided to and from designated escape routes and spaces essential to operation of the vessel, such as machinery spaces and crew's quarters, as well as to safety equipment, fire-fighting equipment and sounding pipes. It should not interfere in any way with the navigation and necessary work of the ship When cargo is loaded voids may occur in the stow between packages as well as between bulwarks or gantry crane rails, etc., and other fixed constructions such as the hatch coaming. Care should be taken to avoid the creation of voids or open spaces when loading cargo. Voids, where created, should be filled with loose timber or blocked by vertical H-frames with required strength to avoid cargo shifting. The MSL for double H-frames of different widths and dimensions are given in Table 2.1 of the Revised code of Safe Practice for carrying timber deck cargo. (Appendix of this manual). The values apply to H-frames made of sound softwood timber without knots. Timber deck cargo which substantially overhangs (one-third of the package length) hatch coamings or other structures in the longitudinal direction, should be supported at the outer end by other cargo stowed on deck or railing or equivalent structure of sufficient strength to support it.

4.1.3 SECURING

One or more of the following principal methods may be used to secure timber deck cargoes, by themselves or in combination with each other: .1 different types of lashing arrangements; .2 bottom blocking of the base tier in combination with lashing arrangements; .3 blocking over the full height of the cargo by, e.g. uprights alternatively

complemented by lashing arrangements; .4 frictional securing, taking into account scientific research and appropriate

weather and voyage criteria; and



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Other practical securing enhancement, (taking into account appropriate weather and voyage criteria), such as: .1 non slip paints on hatch covers; .2 liberal use of dunnage in the stow to shore and bridge gaps; .3 double lashing in exposed areas; and .4 consideration given to the use of locking tiers. Securing arrangements used should be designed in accordance with Timber deck cargo which substantially overhangs (one-third of the package length) hatch coamings or other structures in the longitudinal direction, should be supported at the outer end by other cargo stowed on deck or railing or equivalent structure of sufficient strength to support it. (1) if uprights fitted when required by the nature, height or character of the

timber deck cargo. (2) When uprights are fitted, they should:

• be made of steel or other suitable material of adequate strength, taking into account the breadth of the deck cargo;

• be spaced at intervals not exceeding 3 m; • be fixed to the deck by angles, metal sockets or equally efficient means; • If deemed necessary be further secured by a metal bracket to a

strengthened point, i.e. bulwark, hatch coaming. Loose or packaged sawn timber: (1) The timber deck cargo should be secured throughout its length by

independent lashings. (2) The maximum spacing of the lashings referred to above should be

determined by the maximum height of the timber deck cargo in the vicinity of the lashings:

- for a height of 4 m and below, the spacing should be 3m; - for heights of above 4 m, the spacing should be 1.5m.

(3) The packages stowed at the upper outboard edge of the stow should

be secured by at least two lashings each. (4) When the outboard stow of the timber deck cargo is in lengths of less

than 3.6 m, the spacing of the lashings should be reduced as necessary or other suitable provisions made to suit the length of timber.

(5) Rounded angle pieces of suitable material and design should be used along the upper outboard edge of the stow to bear the stress and permit free reeving of the lashings.



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4.1.4 LASHING The following three types of lashing equipment with different strength and elongation characteristics are most frequently used for securing timber deck cargoes. Individual suitability should be determined by such factors as ship type, size and area of operation, and as described in this Code and as prescribed in the cargo securing manual: .1 chain lashings; .2 wire lashings; and .3 fabricated web lashings. Testing, examination and certification All lashing equipment should be visually examined according to the instruction in the cargo securing manual before use and only equipment fit for purpose should be used for securing of timber deck cargoes. The necessary pre-tension in the lashings used should be maintained throughout the voyage. It is of paramount importance that all lashings be carefully examined and tightened at the beginning of the voyage as the vibration and working of the ship will cause the cargo to settle and compact. They should be further examined at regular intervals during the voyage and tightened as necessary. Entries of all examinations and adjustments to lashings should be made in the ship's logbook. All lashing and components used for the securing of the timber deck cargo should be tested, marked and certified according to national regulations and Copies of the appropriate certificate should be kept on board. No treatments which could hide defects or reduce mechanical properties or strength should be applied after testing. A visual examination of lashings and components should be made at intervals not exceeding 12 months. A visual examination of all securing points on the ship, including those on the uprights, if fitted, should be performed before loading the timber deck cargo. Any damage should be satisfactorily repaired. Lashing plans Please refer Cargo Securing Manual for carrying timber deck cargo. Master and Chief Officer should request Charterer or agent or Supercargo to submit deck securing plan for approval before starting loading.



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4.1.5 ACTION TO BE TAKEN DURING THE VOYAGE

Tightening of lashings (1) It is of paramount importance that all lashings be carefully examined

and tightened at the beginning of the voyage as the vibration and working of the ship will cause the cargo to settle and compact. They should be further examined at regular intervals during the voyage and tightened as necessary.

(2) Entries of all examinations and adjustments to lashings should be made in the ship's log-book.

Voyage planning and ship handling (1) The master should plan the voyage so as to avoid potential severe

weather and sea conditions. To this effect, weather reports, weather facsimiles or weather routing agencies should be consulted.

(2) In cases where severe weather and sea conditions are unavoidable, masters should be conscious of the need to reduce speed and/or alter course at an early stage in order to minimize the forces imposed on the cargo, structure and lashings. The lashings are not designed to provide a means of securing against imprudent ship handling in heavy weather. There can be no substitute for good seamanship.

Listing during voyage If a list occurs that is not caused by normal use of consumables (water and fuel), such a list can probably be attributed to one of three causes, or possibly a combination of same. Cargo shift (1) A major shift of deck cargo will obviously be immediately apparent.

Deck cargo may however have shifted imperceptibly or there may have been a shift of cargo below decks. An immediate examination should determine whether or not cargo has shifted and if this is the case the master will have several remedies available to him depending upon the exact circumstances.

(2) The ballasting and transferring of ballast or fuel to reduce or correct a

list caused by a shifted cargo should, however, be carefully considered since this action would, in all probability, result in a far greater list if the cargo should subsequently shift to the other side.

(3) As any cargo shift will in most cases occur in adverse weather

conditions, sending crew to release or tighten the lashings on a moving or shifted cargo may well represent a greater hazard than retaining an



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overhanging load. A moving or shifted timber deck cargo should only be jettisoned after careful consideration; jettisoning is unlikely to improve the situation as the whole cargo stack would probably not fall at once. Severe damage may also be sustained by the propeller if it is still turning when timber is jettisoned.

Water ingress The possibility of water ingress should immediately be determined by sounding throughout the ship. In the event that unexplained water is detected, all available pumps should be used to bring the situation under control. Subsequent actions will obviously depend upon whether or not such ingress of water can be controlled by use of pumps. Angle of roll and angle of loll If the rolling of the ship prior to the detection of the list has been exceptionally slow and the ship has returned to the upright position in a sluggish manner, this will indicate that the ship has little or no metacentric height remaining. The list is therefore due to the ship lolling to one side and having no righting arm to return it to the upright position. This situation may be rectified by either adding weight to the low part of the ship (ballasting double bottom tanks) or removing weight from the high part (deck cargo). Of the two options, ballasting is usually preferable and if empty divided double bottom space is available, the tank on the lower side should be ballasted first in order to immediately provide additional metacentric height-after which the tank on the high side should also be ballasted. However, special care should be taken in ballasting and deballasting to rectify the situation since this may cause a far greater list to the other side.



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4.2 GENERAL INFORMATION ON THE CARRIAGE OF CONTAINERISED

CARGO

4.2.1 STUFFING CONTAINERS

'Stuffing' is the term used for loading and stowing goods inside a container. This operation is frequently done away from the port, often by the manufacturer or shipper of the cargo. The same principles which are applicable for handling and stowing break-bulk cargo in the hold of a ship apply to goods being loaded into a container. A container which is stuffed by the shipowner, or an agent who groups together small amounts of cargo into one container, is known as a LCL-less than container load. This system is akin to carrying conventional general cargo, and the goods are carried at the carriers' responsibility. A container which is stuffed by one shipper is known as a FCL-full container load. The shipper bears the responsibility for correct packing and securing of the goods within the container, and indemnifies the carrier against all loss, damage, expense and liability which may result from inadequate packing or securing. Also the carrier is not responsible for:

a) Shortage provided the container is delivered with the original seal intact.

b) The suitability of the goods for carriage in the container.

c) Incorrect setting of refrigeration controls, although this does not remove the

requirement for the OOW to check the setting upon loading.

There are built-in securing points provided within the container to which the cargo can be lashed. Other methods for securing the cargo in the container include utilizing a locking stow, and using shores and wedges. The interior floor is usually timber, so that timber securing can be nailed to it.

4.2.2 CONTAINER CONSTRUCTION

The IMO Container Safety Convention" provides for containers to be built to an approved design, constructed within fixed parameters and properly maintained. This is usually achieved by classification society approval of the design and construction, which is indicated by an approval plate fitted on the door end of the container. They are inspected every two and a half years, the date of the last inspection should be stamped on the approval plate. There is also a system for inspection on a continuous basis, known as an accepted continuous examination program. The approval plate is stamped ACEP and is not marked with the inspection dates.



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The dimensions of containers have been standardized by the International Standards Organization. ISO containers are 8ft wide, and usually 8ft or 8ft 6in high, though Hi-Cubes of 9ft 6in high are popular in the American trades. 20ft long containers usually have a maximum gross weight of 22.32 m/t, 40ft long containers usually have a maximum gross weight of 30.48 m/t. Some USA operators use containers of non-standard lengths, though usually their lifting fittings are compatible with the ISO standard lengths. Often maximum weight carried in containers is decided by the maximum carriage capacity of the road transports in countries of shipment.

Containers are weatherproof, but not watertight, so they will not withstand the entry of water if they are submerged, or left standing in deep pools of water. They should be capable of withstanding a hose-test. They are designed to be handled by a vertical lift at the top four corner castings. Hence it is preferable that container handling equipment utilizes a spreader which fits directly on to the container. Alternately a rectangular spreader with four sling hooks at the corners for vertical lift may be used. In certain trades spreaders are impractical to be used due to the lifting gear employed. In such cases 4 wire rope slings with hooks can be used, however the angle the sling makes to the vertical should not be more than 30 deg. When hooks are engaged in the corners they must be pointing outwards for a safe lift. Often on land fork lift are used to lift the containers using the special slots in the base. Containers are designed to rest on the four base corner castings. They must not be stowed with any weight resting on the bottom rails structure as this may cause damage by deformation or warping.

4.2.3 TYPES OF CONTAINER

a) GENERAL PURPOSE. Usually a steel structure with doors in one end.

b) OPEN TOP. The roof is covered with canvas supported by portable cross beams. These containers cater for heavy or awkward loads, which can be lifted in through the top rather than loaded through the doors. They also cater for tall cargoes which can project above the roof, as long as they are given top stow on the ship!

c) OPEN SIDED. The sides are open to permit easy stowage and handling of

longer cargoes, and may be covered with netting, PVC curtains, grills or gates. They also cater for over-width cargoes which can project beyond the sides, but these need special stowage slots on board ship.

d) FLAT RACK. This has no roof or sides, and often the end can be folded down

to save storage space when they are empty. They cater for heavy, awkward and over-sized loads.



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e) BOLSTER or PLATFORM. This consists of the deck structure only. They are used to form a floor for un-container-able cargo, carried on the ship on a port to port basis. They are also used for large, awkward loads, and for loads which are over- length, over-width, or over-height, or any combination of these, such as unpacked boats, as long as suitable stowage slots are available on the ship.

f) VENTILATED. This has ventilation grills fitted in the top and bottom of the

side plating to permit natural ventilation.

g) FANTAINER. This can be fitted with an electric motor to aid air-circulation with the aim of reducing condensation.

h) INSULATED (or CONAIR). This permits the use of cooling air to be blown in

from the ship's refrigeration systems, via ducts.

i) REEFER. This has its own built-in electric refrigeration machinery which is capable of maintaining the set temperature to within fixed limits, and control the rate of air changes. Some of these containers are fitted with diesel generators, so that the refrigeration machinery can be operated ashore, and on ships which are not specially fitted for the carriage of reefer containers or in non-reefer slots.

j) BULKER. This has ports cut into the roof to facilitate loading, and a hatch cut

into the lower non-door end to facilitate emptying.

k) TANKER. This consists of a tank with a maximum capacity of between 19,000 and 24,000 litres, fitted within a 20ft container frame. It may be specifically constructed to carry a single product, and is often owned by the manufacturer of the product carried. Some of these containers have heating units which have to be plugged into the same power socket as the reefer containers above.

l) SPECIALISED. Containers have been adapted for the transport of live

animals, and to provide self-contained accommodation for personnel or offices.

4.2.4 CONTAINER SEALS

Strict monitoring of the seals on the container door must be undertaken. At all stages of the transport chain they should be checked whenever the container is handled. This is to ensure that the cargo is safe from pilferage, and that the container is secure from stowaways and smugglers. It is usually the responsibility of the tally clerk to check that the serial number on the seal is the same as that given in the shipping document. However, it is good practice for the OOW to undertake spot checks to ensure that this number is being verified correctly. It is recommended that there are strict controls on the issue



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of seals, to avoid criminal activities. They should be tamper proof, difficult to forge and have a unique code number. They should be fitted by the shipper and removed only by the receiver, who should retain them until he is satisfied with the delivery of the goods. Sometimes, the seals are removed by Customs authorities when they open a container to examine its contents. This may be done on board or ashore, but should always be done in the presence of the OOW or someone else who represents the shipowner. After such inspections, a new seal should be fitted, and a record made of its number on the shipping documents.

4.2.5 CONTAINER MARKINGS

Containers are identified by a unique ten-digit code, consisting of four letters which identify its owner and a six-figure serial number-e.g., OCLU- 123456. Other numbers identify the size and type of container. Containers loaded with dangerous cargo must have the correct markings to indicate the IMDG classification of the goods.

4.2.6 MONITORING CONTAINERS

Duty offices should ensure that all containers are stowed in the same positions as shown on the pre-stowage plan. This is to check that containers are properly separated for each discharge port, and that the weight distribution is compatible with stress and stability requirements. Container stack limits must never be exceeded. It is important to check that containers of IMDG cargoes are segregated and separated correctly, any discrepancy to be reported to the Chief Officer or Master. All Seals are to be examined to check they have not been tampered with. Duty officers should also monitor that the tally clerks are checking the seal number against the number declared on the shipping documents. All open or unsealed containers, including empties and open top containers, should be checked for stowaways and contraband.

Damaged containers are to be reported to the Chief officer or Master. Special attention should be given to all containers being stowed on deck, to ensure that rain or seas cannot pass through any damage to the container shell and cause damage to the goods inside It must be ensured that reefer and fantainers are connected to the ship's electrical supply as soon as they are loaded, and that the machinery is operating correctly. Settings to checked and it must be verified that they are in agreement of the requirements of the shipping documents. It is also a good practice to log the temperature at the time of loading- and discharging.



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Partlow charts on the containers, must be checked for the container temperature maintained ashore prior loading. Checks must be made that the cargo is securely lashed on all open containers, and that any portable covers are in place and properly secured. It is good practice not to stow any open containers on deck if it can be avoided. Securing arrangements agree with the ship's plans. Lashing/securing operation should be carried out in a safe manner. Special attention should be paid to access to containers high above the deck, particularly with open-top or other roofless container. All containers carrying dangerous cargo should display the appropriate labels and placards as required by IMO regulations.

4.2.7 Opening / closing hatch covers

Hatch cover operations are frequently carried out on board but due care is necessary to prevent damage by incorrect operation. Before opening hatch covers, it must be ensured that all securing including Hatch cleats, Jumping stoppers, King bolts etc are cleared and that no obstructions are present. Before placing hatch covers back, it must be ensured that no obstructions in the form of loose gear, damaged plating etc are present and coamings are clear. Cargo watch personnel must be present on site when opening/closing hatch covers to ensure above. Vessels operation manual or manufacturers instructions must be consulted for information on correct stowage of hatch covers. There may be procedures, restrictions or limitations for stowing hatch covers one on top of the other and these must be correctly followed. After closing hatch covers, they must be secured with Hatch cleats, Jumping stoppers, King bolts or applicable devices to prevent movement at sea. A check must be kept of the container twist locks and turnbuckles which may be left on top of the hatch covers taken ashore after opening the hatch covers. Please always ensure prior opening the hatch covers all the twist locks and other loose gears, lashing materials are removed and safely secured. Serious accidents/injuries have resulted due inadvertent falling of the twist locks/lasing material loosely connected to the hatch covers which has fallen on unsuspecting workers/stevedores in the cargo hold in past.



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4.2.8 Safety of personnel

In port stevedores board the vessel for lashing, unlashing and cargo operations and their safety whilst on board is the vessels responsibility. It is important to understand that any injury caused to stevedores or shore personnel due to a condition on board being unsafe, can result in very large claims to the vessel. On board Multi-purpose vessels there are several potential safety hazards in the cargo working area and these will have to be identified, made safe and monitored to ensure continued safety. All obstructions/protrusions on deck must be marked / highlighted, safety rails / guard rails, walkways, ladders, handholds etc must be maintained in good condition and safety ropes/nets must be rigged where necessary. Any unsafe condition and or defect with respect to safety rails, walkways, ladders, hand holds etc to be attended immediately and rectified. Defects relating to above safety structures are to be immediately advised to Technical and safety department. In the event vessel’s crew observes unsafe practices followed by port stevedores, it should be brought to their immediate attention. If the Port stevedores fail to adhere to safe practices, Master should notify the foreman or authorities in charge for the loading and unloading operations. A letter of protest to be issued to the port stevedores and charterers and company informed. Personnel should not be near / under objects like Containers, Hatch covers etc then these are moving overhead. When hatch covers are closed, forced ventilation must be operated for a suitable period of time before man entry into cargo holds. Safe access to and from the vessel, its cargo working areas and cargo holds must be provided and maintained at all times Safety walkways between holds to have side railing or stanchions and ropes rigged to avoid persons falling off the walkway. All cargo working areas and accesses must be adequately illuminated All necessary measures will be taken to eliminate any potential danger in the working areas. On noticing any oil, grease or other slippery material anywhere, they must be wiped off immediately and reported to the Duty Officer. The crew member on duty shall monitor the cargo handling operation, and warn the stevedore foreman of potential dangers and take further actions as required to prevent any injuries to personnel. It is recommended that any unsafe practice noted by ship staff, if not corrected immediately be brought to the notice of stevedores by a written statement and signed by the responsible stevedoring person.



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4.2.9 Cargo Lashing

Cargo securing devices basically consist of portable securing devices and fixed securing devices. Regular inspection and maintenance of ships cargo securing devices must be carried out. These would include routine visual examination of components being utilized, lubrication of securing devices, repair of damaged securing devices and separating out and rejecting damaged/unusable securing devices. An appropriate number of portable securing devices shall always be kept on board. Usually the number of securing devices required on board is governed by figures provided in the vessels cargo securing manual (for max capacity loading). Alternatively if the vessel operator requires a smaller quantity of cargo securing devices to be maintained on board, then that quantity shall be maintained. The consideration in such case is usually the amount of cargo being carried in the given trade. However in any case, cargo that cannot be secured in accordance with the requirements of the Cargo Securing Manual due to shortage of securing devices shall not be carried. A proper inventory and inspection report for securing devices as required by the vessels cargo securing manual shall be periodically prepared and forwarded to the vessel operator. Securing devices not belonging to the vessel must not be used as they may not conform to the vessels Cargo Securing Manual. There is a perennial problem of right hand and left hand twist locks finding their way on board the vessel and this can undermine the integrity of the securing arrangement. The vessel must only have One Type of Twist lock to the maximum extent and all of the vessels Twist locks (right hand opening and left hand opening )must be painted for easy identification. Only one type of twist lock must be used. Twistocks which open the other way must be separated and kept in the store and not used with the other twist locks. Defective securing devices shall as far as possible be repaired on board and if not possible then these shall be condemned. Shortfall of cargo securing devices shall be reported through the inventory and inspection report and requisition raised to make good such shortfall.



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4.2.10 DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO)

DOCUMENTS

Documentation related to the carriage of Dangerous Cargo on board container ships will mainly consist of the following: 1) The vessel must be in possession of a valid Document of compliance

with special requirements for ships carrying dangerous goods. The appendix to this document will contain information indicating class wise allowable locations for stowage of dangerous goods on board.

2) Each dangerous cargo shipment shall be accompanied by a

Dangerous Goods List or Manifest. This manifest shall be set out in accordance to the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Manifests shall be filed on board and maintained load port wise.

3) Each dangerous cargo shipment shall also be accompanied by a

Dangerous Goods Declaration. This is a signed certificate or declaration that the consignment, as offered for carriage, is properly packaged, marked, labeled or placarded as appropriate and in proper condition for carriage. This declaration may be combined with the container packing certificate as required by the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Declarations shall be filed on board and maintained discharge port wise. PROCEDURES FOR DANGEROUS CARGO The Chief Officer will ensure compliance with all operational procedure for the safe carriage of IMDG Cargo including display of bay plans showing locations (in color code) of containers carrying hazardous cargo along with relevant Material Safety Data Sheets in crew & officer’s accommodation. The Chief Officer shall prepare a copy of the dangerous cargo stowage plan (indicating DG class & location) along with a dangerous cargo list (indicating Location, Container number, DG class and UN number, IMO number and call sign of the vessel, Master’s name and his signature must be included), these along with any special guidelines from shippers, shall be kept on Bridge (for ready reference of the watch keeping officer) and in Fire wallets at gangways. Additionally, MSDS sheets and all other related information on each voyage to be maintained in a special folder as per procedure for IMDG Cargo.



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All DG containers must be checked for proper label/placard as required by the IMDG code. A stock of spare labels/placards must be kept on board. DG containers must be checked for condition prior loading and leaking or damaged containers posing a hazard, shall be rejected. It must be ensured that all DG containers are loaded in the planned stow position. Any discrepancies shall be brought to the notice of the Cargo Super, Charterers, Owners, Managers and / or local agent as required. The final condition may be accepted only if meeting all stowage and segregation requirements; else it must be corrected by discharging / shifting concerned container(s). The requisite day/night signals for vessels carrying / loading / discharging dangerous cargo shall be displayed. When handling/carrying dangerous cargo on board smoking shall strictly not be allowed other than in designated smoking areas. Signs/placards shall be appropriately displayed at gangway and on deck. Location and properties of dangerous cargo shall be considered when carrying out any Special work on board such as hot work etc. Other precautions shall be taken when handling dangerous cargo shipments as warranted by good seamanship, SOLAS, MARPOL, IMDG code, local and national regulations. Further guidance for handling D.G cargo is contained in IMDG Code vol 1, 2 & supplement. Emergency Contact Details for each port will be displayed prominently by the Chief Officer in the Cargo Control Room, Radio Room, and should be available with the Master PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO Detailed procedure and action to deal with such emergency will be different for each incident depending on type & quantity of hazardous material involved as also its location. Any incident involving IMDG Cargo must be reported to the Local Authorities, Charterers, Owners, and Managers in relevant format. (REFER TO SOPEP MANUAL FOR CONTACT DETAILS). Reference must also be made to the supplement of the IMDG CODE, which incorporates the Emergency procedures for ships carrying dangerous goods ”EMS”, and the Medical First Aid Guide for use in accidents involving



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dangerous goods (MFAG). Emphasis and effort should be directed towards minimizing escape of hazardous material, its containment within the ship without spreading and discharge overboard as practicable in accordance with detailed information available. All crew on board must be familiar with labels and placards and report occurrences to the responsible ship’s officer. Depending upon nature/severity of the incident, emergency stations to be sounded and the incident attended as required under the prevailing circumstances.

4.2.11 For standardized containers to be loaded on designated locations

of a multi-purpose cargo ship with standard twistlocks (1). All loose securing elements have to be applied according to Cargo

Securing Manual. (2). Personnel working in the cargo area are to don suitable PPE. (3). Any securing or un-securing of containers must be carried out only

during the ship’s stay at berth or at safe anchorage. (4). Dropping of container fittings from above is forbidden. (5). Working on top of container stacks is generally to be avoided. If work

on top of containers is not avoidable, an approved fall protection system must be used. Access to the top of a container stack for inserting, locking, unlocking or collecting securing devices is only allowable by means of an approved lashing cage.

(6). Major consequences due to misuse or handle when securing or un-

securing, therefore should be avoided while operation:

- overstressing hatch cover construction - overstressing stowage and securing devices - overstressing of twistlocks or unable locked - damaging containers or loss of containers overboard



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4.2.12. For containers not standardized, and/or, not specially designed for

carrying on a specific Multi-purpose cargo ship. Stowage (1). Containers carried on deck or on hatches of such ships should

preferably be stowed in the fore-and-aft direction. (2). Containers should not extend over the ship's sides. Adequate supports

should be provided when containers overhang hatches or deck structures.

(3). Containers should be stowed and secured so as to permit safe access

for personnel in the necessary operation of the ship. (4). Containers should at no time overstress the deck or hatches on which

they are stowed. (5). Bottom-tier containers, when not resting on stacking devices, should be

stowed on timber of sufficient thickness, arranged in such a way as to transfer the stack load evenly on to the structure of the stowage area.

(6). When stacking containers, use should be made of locking devices,

cones, or similar stacking aids, as appropriate, between them. (7). When stowing containers on deck or hatches, the position and strength

of the securing points should be taken into consideration. Care should be taken to ensure that the safe weight load of each individual container is not exceeded and that the gross and tare weights are accurately recorded and declared. Stowing containers in cargo holds requires securing in solid blocks. The containers should be keyed to the tank top and adequate inter-locking of units should be provided. The resulting block must be secured to the ship structure using common sense.

Securing (1). All containers should be effectively secured in such a way as to protect

them from sliding and tipping. Hatch covers carrying containers should be adequately secured to the ship.

(2). Containers should be secured as per instructed methods

recommended in ship’s securing manual. (3). Lashings should preferably consist of wire ropes or chains or material

with equivalent strength and elongation characteristics.



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(4). Timber shoring should not exceed 2 m in length. (5). Wire clips should be adequately greased and tightened so that the

dead end of the wire is visibly compressed. (6). Lashings should be kept, when possible, under equal tension.

Care should be taken when: - It is required to mix general break-bulk cargo with containers. - Loading general cargo on top of containers.

4.3 COILED STEEL, HRC & CRC

Master and Chief Officer should study cargo securing manual for specific requirement but normally below stowage and lashing methods are common scenes, in case if in special, Class may under requested for assistance or clarification.

For steel coils, Line-Load weight (per metre) should be calculated as per information given in the Loading Manual for load descriptions of steel coils. Local strength of Steel Coils loading is not suitable by using allowable load in homo/uniform load (per square metre) and to determine allowable number of tiers. Office should be informed with cargo details and pre- stowage plan.

As per P&I Club suggestion, for valued steel cargoes, Owner’s P&I cargo condition survey mostly to be arranged either pro-loading or discharge.

4.3.1 General This is to deal only with coiled sheet steel stowed on the round. Normally, coils of sheet steel have a gross mass in excess of 10 tonnes each or around. Before the sheet steel coils are loaded on the vessel;, the coils should be visual checked for visible damage. Depending on the unit weight and number of layer planned, the lower layer may be need additional wood choke in the center to prevent damage to the inner diameter. Steel cargo is easily damaged by rust (corrosion increases rapidly when relative humidity increases above 60%). During voyage, the dew point in the cargo holds to be controlled by ventilation or by dehumidifying the air. Daily dew point temperature of hold and outside air are to be checked with a wet and dry bulb thermometer. Detailed record of hold and outside air temperature to be kept

4.3.2 Coils Coils should be given bottom stow and, whenever possible, be stowed in regular tiers from side to side of the ship.

Coils should be stowed on dunnage laid athwartships. Coils should be stowed with their axes in the fore – and – aft direction. Each coil should be stowed against its neighbour. Wedges should be used as stoppers when necessary during loading and discharging to prevent shifting (figures 1 and 2).



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The final coil in each row should normally rest on the two adjacent coils. The mass of this coil will lock the other coils in the row. If it is necessary to load a second tier over the first, then the coils should be stowed in between the coils of the first tier (figure 2). Any void space between coils in the topmost tier should be adequately secured (figure 3).

Figure 1 – Principle of dunnaging and wedging coils Figure 2 – Inserting of locking coils

Lashings The objective is to form one large, immovable block of coils in the hold by lashing them together. In general, strip coils in three end rows in the top tier

Figure 3 – Shoring and chocking in voids between coils

Figure 4 – Securing of top tier against fore-and-aft shifting (view from top)



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should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils group-lashing should not be applied due to their fragile nature; the end row of a top tier should be secured by dunnage and wires, which are to be tightened from side to side, and by additional wires to the bulkhead. When coils are fully loaded over the entire bottom space and are well shored, no lashings are required except for locking coils (figures 4, 5, and 6).

Figure 5 – Securing of end row in top tier against fore-and-aft shifting

Figure 6 – Securing of end row in top tier against fore-and-aft shifting (view from top)

The lashings can be of a conventional type using wire steel band or any equivalent means.



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Conventional lashings should consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to re-tighten the lashings during the voyage (figures 5 and 6). Wire lashings should be protected against damage from sharp edges. If there are few coils, or a single coil only, they should be adequately secured to the ship, by placing them in cradles, by wedging, or by shoring and then lashing to prevent transverse and longitudinal movement. Coils carried in containers, railway wagons and road vehicles should be stowed in cradles or specially made beds and should be prevented from moving by adequate securing. Please also refer to the Appendix 7 on Loading steel coils

4.4 HEAVY METAL, PIPES AND WIRE COILS, ETC

4.4.1 General

Heavy metal products in the context include any heavy item made of metal, such as bars, pipes, rods, plates, wire coils, etc. The transport of heavy metal products by sea exposes the ship to the following principal hazards: .1 overstressing of the ship's structure if the permissible hull stress or

permissible deck loading is exceeded; .2 overstressing of the ship's structure as a result of a short roll period

caused by excessive metacentric height; and .3 cargo shifting because of inadequate securing resulting in a loss of

stability or damage to the hull or both.

4.4.2 Recommendations

The cargo spaces in which heavy metal products are to be stowed should be clean, dry and free from grease and oil. The cargo should be so distributed as to avoid undue hull stress. The permissible deck and tank top loading should not be exceeded. The following measures should be taken when stowing and securing heavy metal products: .1 cargo items should be stowed compactly from one side of the ship to the

other leaving no voids between them and using timber blocks between items if necessary;

.2 cargo should be stowed level whenever possible and practicable;



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.3 the surface of the cargo should be secured; and .4 the shoring should be made of strong, non-splintering wood and

adequately sized to withstand the acceleration forces. One shoring should be applied to every frame of the ship but at intervals of not less than 1 m.

In the case of thin plates and small parcels, alternate fore-and-aft and athwart ships stowage has proved satisfactory. The friction should be increased by using sufficient dry dunnage or other material between the different layers. Pipes, rails, rolled sections, billets, etc., should be stowed in the fore and-aft direction to avoid damage to the sides of the ship if the cargo shifts. The cargo, and especially the topmost layer, can be secured by: .1 having other cargo stowed on top of it; or .2 lashing by wire, chocking off or similar means. Whenever heavy metal products are not stowed from side to side of the ship, special care should be taken to secure such stowage’s adequately. Whenever the surface of the cargo is to be secured, the lashings should be independent of each other, exert vertical pressure on the surface of the cargo, and be so positioned that no part of the cargo is unsecured.

4.4.3 Wire Coils

Wire coils should be stowed flat so that each coil rests against an adjacent coil. The coils in successive tiers should be stowed so that each coil overlaps the coils below. Wire coils should be tightly stowed together and substantial securing arrangements should be used. Where voids between coils are unavoidable or where there are voids at the sides or ends of the cargo space, the stow should be adequately secured. When securing wire coils stowed on their sides in several layers like barrels, it is essential to remember that, unless the top layer is secured, the coils lying in the stow can be forced out of the stow by the coils below on account of the ship's motions.



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4.5 WHEEL-BASED CARGOES

4.5.1 Introduction Wheel-based cargoes, in the context of these guidelines, are all cargoes which are provided with wheels on tracks, including those which are used for the stowage and transport of other cargoes, except trailers and roadtrains, but including buses, military vehicles with or without tracks, tractors, earth-moving equipment, rolltrailers, etc.

4.5.2 General Recommendations The cargo spaces in which wheel-based cargo is to be stowed should be dry, clean and free from grease and oil. Wheel-based cargoes should be provided with adequate and clearly marked securing points or other equivalent means of sufficient strength to which lashings may be applied. Wheel-based cargoes which are not provided with securing points should have those places where lashings may be applied, clearly marked. Wheel-based cargoes, which are not provided with rubber wheels or tracks with friction increasing lower surfaces, should always be stowed on wooden dunnage or other friction increasing material such as soft boards, rubber mats, etc. When in stowage position, the brakes of a wheel-based unit, if so equipped, should be set. Wheel-based cargoes should be secured to the ship by lashings made of material having strength and elongation characteristics at least equivalent to steel chain or wire. Where possible, wheel-based cargoes, carried as part cargo, should be stowed close to the ship's side or in stowage positions which are provided with sufficient securing points of sufficient strength, or be block stowed from side to side of the cargo space. To prevent any lateral shifting of wheel-based cargoes not provided with adequate securing points, such cargoes should, where practicable, be stowed close to the ship's side and close to each other, or be blocked off by other suitable cargo units such as loaded containers, etc. To prevent the shifting of wheel-based cargoes, it is, where practicable, preferable to stow those cargoes in a fore-and-aft direction rather than athwart ships. If wheel-based cargoes are inevitably stowed athwart ships, additional securing of sufficient strength may be necessary.



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The wheels of wheel-based cargoes should be blocked to prevent shifting. Cargoes stowed on wheel-based units should be adequately secured to stowage platforms or, where provided with suitable means, to its sides. Any movable external components attached to a wheel-based unit, such as derricks, arms or turrets should be adequately locked or secured in position. Most of the vehicles states that the vehicle powered with Flammable liquid and DG declaration made. Same to be declared in Discharging port and necessary caution practiced to avoid any dispute with port officials.

4.6 HEAVY CARGO, LOCOMOTIVES and WAGONS

4.6.1. Cargo Information The master should be provided with sufficient information on any heavy cargo offered for shipment so that he can properly plan its stowage and securing; the information should at least include the following: .1 gross mass; .2 principal dimensions with drawings or pictorial descriptions, if possible; .3 location of the centre of gravity; .4 bedding areas and particular bedding precautions if applicable; .5 lifting points or slinging positions; and .6 securing points, where provided, including details of their strength.

4.6.2 Location of Stowage When considering the location for stowing a heavy cargo item, the typical distribution of accelerations on the ship should be kept in mind: .1 lower accelerations occur in the midship sections and below the weather

deck; and .2 higher accelerations occur in the end sections and above the weather

deck. When heavy items are to be stowed on deck, the expected “weather side” of the particular voyage should be taken into account if possible. Heavy items should preferably be stowed in the fore-and-aft direction.

4.6.3 Distribution of Weight The weight of the item should be distributed in such a way as to avoid undue stress on the ship's structure. Particularly with the carriage of heavy items on decks or hatch covers, suitable beams of timber or steel of adequate strength should be used to transfer the weight of the item onto the ship's structure.



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4.6.4 Cargo Stowed in Open Containers, on Platforms or Platform-based Containers

While the stowage and securing of open containers, ISO platforms or platform-based containers (flat racks) on a containership or a ship fitted or adapted for the carriage of containers should follow the information for that system. The stowage and securing of the cargo in such containers should be carried out in accordance with the IMO/ILO Guidelines for Packing Cargo in Freight Containers or Vehicles. When heavy cargo items are carried on ISO platforms or platforms-based containers (flat racks) the provisions of this annex should be followed. .1 The ISO standard platform, etc., used should be of a suitable type with

regards to strength and MSL of the securing points. .2 The weight of the heavy cargo item should be properly distributed. .3 Where deemed necessary, the heavy cargo item(s) carried on ISO

standard platform(s) or platform-based containers, etc., should not only be secured to the platform(s) or platform based containers, etc., but also to neighbouring platform(s), etc., or to securing points located at fixed structure of the ship. The elasticity of the last-mentioned lashing should be sufficient in line with the overall elasticity of the stowage block underneath the heavy cargo item(s) in order to avoid overloading those lashings.

4.6.5 Securing Against Sliding and Tipping

Whenever possible, timber should be used between the stowage surface and the bottom of the unit in order to increase friction. This does not apply to items on wooden cradles or on rubber tyres or with similar bottom material having a high coefficient of friction. The securing devices should be arranged in a way to withstand transverse and longitudinal forces which may give rise to sliding or tipping. The optimum lashing angle against sliding is about 25°, while the optimum lashing angle against tipping is generally found between 45° and 60° (figure 1).



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Figure 1 – Principles of securing heavy items against sliding and tipping

If a heavy cargo item has been dragged into position on greased skid boards or other means to reduce friction, the number of lashings used to prevent sliding should be increased accordingly. If, owing to circumstances, lashings can be set at large angles only, sliding must be prevented by timber shoring, welded fittings or other appropriate means. Any welding should be carried out in accordance with accepted hot work procedures.

4.6.6 Securing Against Heavy Seas on Deck Whilst it is recognised that securing cargo items against heavy seas on deck is difficult, all efforts should be made to secure such items and their supports to withstand such impact and special means of securing may have to be considered.

4.6.7 Heavy Cargo Items Projecting over the Ship's Side Items projecting over the ship's side should be additionally secured by lashings acting in longitudinal and vertical directions.

4.6.8 Attachment of Lashings to Heavy Cargo Items

If lashings are to be attached to securing points on the item, these securing points should be of adequate strength and clearly marked. It should be borne in mind that securing points designed for road or rail transport may not be suitable for securing the items on board ship. Lashings attached to items without securing points should pass around the item, or a rigid part thereof, and both ends of the lashing should be secured to the same side of the unit (figure 2).



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Figure 2 – Principle of securing heavy items having no suitable securing points

4.6.9. Composition and Application of Securing Devices

Securing devices should be assembled so that each component is of equal strength. Connecting elements and tightening devices should be used in the correct way. Consideration should be given to any reduction of the strength of the lashings during the voyage through corrosion, fatigue or mechanical deterioration and should be compensated by using stronger securing material. Particular attention should be paid to the correct use of wire, grips and clips. The saddle portion of the clip should be applied to the live load segment and the U-bolt to the dead or shortened end segment. Securing devices should be arranged in such a way that each device takes its share of load according to its strength. Mixed securing arrangements of devices with different strength and elongation characteristics should be avoided.

4.6.10 Maintenance of securing arrangements

The integrity of the securing arrangements should be maintained throughout the voyage. Particular attention should be paid to the need for tight lashings, grips and clips and to prevent weakening through chafing. Timber cradles, beddings and shorings should be checked.



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Greasing the tread of clips and turnbuckles increases their holding capacity and prevents corrosion.

4.6.11 Securing Calculation Where necessary, the securing arrangements for heavy cargo items should be verified by an appropriate calculation in accordance with annex 13 to the Code of Safe Practice for Cargo Stowage and Securing (CSS code).

4.7 UNDER DECK STOWAGE OF LOGS

4.7.1 Introduction The purpose of this chapter is to recommend safe practices for the under-deck stowage of logs and other operational safety measures designed to ensure the safe transport of such cargoes.

4.7.2 Prior to loading Each cargo space configuration (length, breadth and depth), the cubic bale capacity of the respective cargo spaces, the various lengths of logs to be loaded, the cubic volume (log average), and the capacity of the gear to be used to load the logs should be determined. Using the above information, a pre-stow plan should be developed to allow the maximum utilisation of the available space; the better the under-deck stowage, the more cargo can safely be carried on deck. The cargo spaces and related equipment should be examined to determine whether the condition of structural members, framework and equipment could affect the safe carriage of the log cargo. Any damage discovered during such an examination should be repaired in an appropriate manner. The bilge suction screens should be examined to ensure they are clean, effective and properly maintained to prevent the admission of debris into the bilge piping system. The bilge wells should be free of extraneous material such as wood bark and wood splinters. The capacity of the bilge pumping system should be ascertained. A properly maintained and operating system is crucial for the safety of the ship. A portable dewatering pump of sufficient capacity and lift will provide additional insurance against a clogged bilge line; side sparring, pipe guards, etc., designed to protect internal hull members should be in place; and



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the master should ensure that the opening and closing of any high ballast dump valves are properly recorded in the ship's log. Given that such high ballast tanks are necessary to facilitate loading and bearing in mind regulation 22(1) of the International Convention on Load Lines, 1966, which requires a screw-down valve fitted in gravity overboard drain lines, the master should (ensure that the dump valves are properly monitored to preclude the accidental readmission of water into these tanks. Leaving these tanks open to the sea could lead to an apparent inexplicable list, a shift of deck cargo and potential capsize.

4.7.3 During loading operations Each lift of logs should be hoisted aboard the ship in close proximity to the ship to minimize any potential swinging of the lift. The possibility of damage to the ship and the safety of those who work in the cargo spaces should be considered. The logs should not be swinging when lowered into the space. The hatch coaming should be used, as necessary, to eliminate any swinging of the logs by gently resting the load against the inside of the coaming, or on it, prior to lowering; the logs should be stowed compactly, thereby eliminating as many voids as is practicable. The amount and the vertical centre of gravity of the logs stowed under deck will govern the amount of cargo that can be safely stowed on deck. In considering this principle, the heaviest logs should be loaded first into the cargo spaces; logs should generally be stowed compactly in a fore-and-aft direction, with the longer lengths towards the forward and aft areas of the space. If there is a void in the space between the fore and aft lengths it should be filled with logs stowed athwartships so as to fill in the void across the breadth of the spaces as completely as the length of the logs permits. Where the logs in the spaces can only be stowed fore-and-aft in one length, any remaining void forward or aft should be filled with logs stowed athwartships so as to fill in the void across the breadth of the space as completely as the length of the logs permits; athwartship voids should be filled tier by tier as loading progresses; Butt ends of the logs should be alternately reversed to achieve a more level stowage, except where excess sheer on the inner bottom is encountered; Extreme pyramiding of logs should be avoided to the greatest extent possible. If the breadth of the space is greater than the breadth of the hatch opening, pyramiding may be avoided by sliding fore-and-aft loaded logs into the ends of the port and starboard sides of the space.



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This sliding of logs into the ends of the port and starboard sides of the space should commence early in the loading process (after reaching a height of approximately 2 m above the inner bottom) and should continue throughout the loading process; It may be necessary to use loose tackle to manoeuvre heavy logs into the under-deck areas clear of the hatchways. Blocks, purchases and other loose tackle should be attached to suitably reinforced fixtures such as eyebolts or padeyes provided for this purpose. However, if this procedure is followed, care should be taken to avoid overloading the gear; A careful watch by ship's personnel should be maintained throughout the loading to ensure no structural damage occurs. Any damage which affects the seaworthiness of the ship should be repaired; When the logs are stowed to a height of about 1 m below the forward or aft athwartship hatch coaming, the size of the lift of logs should be reduced to facilitate stowing of the remaining area; and logs in the hatch coaming area should be stowed as compactly as possible to maximum capacity.

4.7.4 Examination After loading, the ship should be thoroughly examined to ascertain its structural condition, bilges should be sounded to verify the ship's watertight integrity

4.7.5 During the voyage: The ship's heeling angle and rolling period should be checked, in a seaway, on a regular basis; Wedges, wastes, hammers and portable pump, if provided should be stored in an easily accessible place; and The master or a responsible officer should ensure that it is safe to enter an enclosed cargo space by: Ensuring that the space has been thoroughly ventilated by natural or mechanical means; Testing the atmosphere of the space at different levels for oxygen deficiency and harmful vapour where suitable instruments are available; and requiring self-contained breathing apparatus to be worn by all persons entering the space where there is any doubt as to the adequacy of ventilation or testing before entry.



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4.8 OTHER UNIT LOADS

4.8.1 Introduction

Unit load for the purposes of this chapter means that a number of packages are either:

- placed or stacked, and secured by strapping, shrink-wrapping or other suitable means, on a load board such as a pallet; or

- placed in a protective outer packaging such as a pallet box; or - permanently secured together in a sling.

Note: A single large package such as a portable tank or receptacle, intermediate bulk container or freight container is excluded from the recommendations of this chapter, which must be referred the securing manual.

4.8.2 Cargo Information The master should be provided with at least the following information:

- the total number of unit loads and commodity to be loaded; - the type of strapping or wrapping used; - the dimensions of a unit load in metres; and - the gross mass of a unit load in kilogrammes.

4.8.3 Recommendations

The cargo spaces of the ship in which unit loads will be stowed should be clean, dry and free from oil and grease. The decks, including the tank top, should be flush all over. The cargo spaces should preferably be of a rectangular shape, horizontally and vertically. Cargo spaces of another shape in forward holds or in 'tween decks should be transformed into a rectangular shape both athwartships and longitudinally by the use of suitable timber (figure 1).

4.8.4 Stowage The unit loads should be stowed in such a way that securing, if needed, can be performed on all sides of the stow.



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Figure 1 – Stowage and chocking of unit loads in a tapered stowage area (view from top)

The unit loads should be stowed without any void space between the loads and the ship's sides to prevent the unit loads from racking. When unit loads have to be stowed on top of each other, attention should be paid to the strength of pallets and the shape and the condition of the unit loads. Precautions should be taken when unit loads are mechanically handled to avoid damaging the unit loads.

4.8.5 Securing

Block stowage should be ensured and no void space be left between the unit loads.

4.8.6 Securing when stowed athwart ships When unit loads are stowed in a lower hold or in a 'tween-deck against a bulkhead from side to side, gratings or plywood sheets should be positioned vertically against the stack of the unit loads. Wire lashings should be fitted from side to side keeping the gratings or plywood sheets tight against the stow.



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Additionally, lashing wires can be fitted at different spacing from the bulkhead over the stow to the horizontally placed wire lashings in order to further tighten the stow.

4.8.7 Stowage in a Wing of a Cargo Space and Free at Two Sides When unit loads are stowed in the forward or after end of a cargo space and the possibility of shifting in two directions exists, gratings or plywood sheets should be positioned vertically to the stack faces of the unit loads of the non-secured sides of the stow. Wire lashings should be taken around the stow from the wings to the bulkhead. Where the wires can damage the unit loads (particularly on the corners of the stow), gratings or plywood sheets should be positioned in such a way that no damage can occur on corners.

4.8.8 Stowage Free at Three Sides

When unit loads are stowed against the ship's sides in such a way that shifting is possible from three sides, gratings or plywood sheets should be positioned vertically against the stack faces of the unit loads. Special attention should be paid to the corners of the stow to prevent damage to the unit loads by the wire lashings. Wire lashing at different heights should tighten the stow together with the gratings or plywood sheets at the sides (figure 2).

Figure 2 – Securing of units stowed at the ship’s side Note: Lashings must not place a sideways load on the frame/stiffener



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4.8.9 General

Instead of gratings or plywood sheets, other possibilities are the use of aluminum stanchions or battens of sufficient strength. During the voyage the wire lashings should be regularly inspected and slack wires should be retightened if necessary. In particular, after rough weather, wire lashings should be checked and re-tightened if necessary.

4.9 EXTREME LARGE SIZE CARGO, WINDMILL & BLADES, ETC

The extreme large size cargo usually comes in lengths of about 50 mtrs each unit, width 3-4 mtrs and weight more than 10 meter tons, with proper stowing unit/stanchions/cradles. This type of cargo can be loaded only on open decks and or on top of hatch covers due to the size of cargo. These are placed on the steel stanchions and supports in order to hold them in position. The steel stanchions are welded on deck before loading the large cargo size. Prior to loading, Master has to get all the related cargo information from Charterer/Shipper and work in close liaison with the Supercargo for safe stowage and securing of cargo on deck and/or on hatch covers. Due regard to be given to the weight of the cargo, permissible load density of the deck/hatch cover and any point loads caused due to the cargo being loaded which must within the permissible limits for safe carriage. During loading or discharging of large size cargoes, the vessel’s cranes may be required for Gemini operation( 2 cranes working in tandem). Due regard to be given to the SWL of the cranes and the weight of cargo being handled. Only trained and experienced personnel to operate the cranes under the supervision of responsible officer when loading large size cargoes. Prior loading and during loading the cargo condition to be monitored, noting any further rust and or physical damages. Any damage or rustto be endorsed in the Mates receipt. If the damages are noted to be caused during loading, they should be documented on separately on the stevedores cargo damage report. During the passage, Master to keep monitoring the lashings daily and also the weather report. Generally, loading of large size cargo must be avoided during rough weather seasons.

Appendix 9 of this manual provides more details on precautions for loading and carriage of heavy lift cargo, and practical guidance on carriage of heavy-lift and project cargoes.



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SECTION 5

5.0 PREPARING FOR SEA 5.1 CHECKING AND RECORDING DRAUGHTS

The vessel’s draught on sailing to be visually sighted and entered in the deck log book.

5.2 CHECKING STABILITY CONDITION

The final stability condition of the vessel should be checked on completion of intended cargo work, ballasting and deballasting and bunkering operations. Any variations from initial plans should now be updated and vessel’s stability checked for worst condition until arrival next port. This is to be presented by C/O to the Master for verification prior sailing.

5.3 ASSESSMENT OF WEATHER CONDITIONS

Prevailing weather should be carefully assessed. Weather forecast to be obtained on weather fax and Navtex. All due precautions to be taken if heavy weather is expected or is likely. See information on parametric rolling and IMO guidelines at the end of the manual.

5.4 SECURING CARGO, CARGO GEAR, HATCHES AND OPENINGS IN THE

HULL All cargo in holds and on deck are to be properly lashed as per ship’s lashing plan. All hatch covers and booby hatch openings for holds to be closed and secured with hatch cleats and/or butterfly nuts. The hold lights to be switched off if the loading has been completed in the cargo hold or if the hold is partly loaded and there is no further cargo work. The ‘Switching off’ of the hold lights are to be recorded in the Cargo Log. Heat from the unattended lights is a fire hazard due to accumulated dunnage, saw dust and spontaneous ignitable material which would be ignited by continuous heating. Chief Officer is in charge of confirming cargo securing and closing of all openings, Positive report to be made to the Master by the Chief officer.



Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - Section 6: Page 1/4

SECTION 6 6.0 Moorings in Port

Vessels are to refer to the “Effective Mooring” booklet, which provides guidelines for mooring equipment and mooring operations. The mooring systems on board are designed to maintain the vessels position alongside a jetty, a wharf or a berth. The moorings of a ship must resist the forces due to some of the following or possibly all, of the following factors:

• Wind • Current • Tides • Surges from Passing ship • Waves / swell • Ice

Normally, the mooring arrangements are designed to accommodate maximum wind and current forces. Wind forces on the ship vary with the exposed areas of the ship. The head wind strikes only a small portion of the ship while a beam wind exerts a larger force on the exposed area of the ship. Current forces acting on a vessel are affected by the clearance beneath the keel.

6.1 General Mooring Guidelines

Following are important point to be borne in mind for mooring:

1. Mooring lines should be arranged as symmetrically as possible about the midship point of the ship.

2. Breast lines should be oriented as perpendicular as possible to the longitudinal centre line of the ship and as far aft and forward as possible.

3. Spring lines should be oriented as parallel as possible to the longitudinal centerline of the ship.

4. The vertical angle of the mooring line should be kept to a minimum 5. Generally, mooring lines of the same size and type to be use. 6. Very short length of lines should be avoided; as such line will take a greater

proportion of the total load when the movement of the ship occurs.



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7. All lines in the same service should be of the same material and size, never

mix wire and soft moorings. 8. Two or more lines leading in the same direction should be of the same length. 9. On completion of moorings, the winch should be left with the brake on and out

of gear. 10. Correct reeling: The line must be reeled on the winch drum in the right

direction, the band brakes are designed for the line to pull directly against the fixed end of the brake band.

11. Correct layering: - for vessels with split drums, the number of layer should be only a Single layer on the split drum. This is because the number of layers on the drum affects the brake holding power.

12. Always use a chain stopper when stopping a wire rope prior transfer from the storage drum to the tension drum.

13. The wire should always be taken through a fairlead that is in line with the winch drum. Deployed wires should not pass through sharp edges or have excessive angle.

14. For synthetic fibre ropes, the rope should be made fast to bitts and should not be left on the warping drum.

15. When making fast synthetic ropes on the bitts, do not use a “figure of 8” alone to turn them up. One round turn should be taken with the rope around any of the post before the figure of eight turns.

16. The stopper used for stopping off a synthetic rope should also be made of synthetic fiber, a chain stopper should never be used on a synthetic rope. The synthetic fiber rope should be always used “ On the double”

17. Where moorings are to be heaved on a drum end, one person should be stationed at the drum end, backed up by a second person backing and coiling down the slack. In most circumstances three turns on the drum end are sufficient to undertake a successful operation. A wire on a drum end should never be used as a check wire.

18. A wire should never be led across a fiber rope on a bollard. Wires and ropes should be kept in separate fairleads or bollards.

6.2 Tending to Moorings

The Objective of good line tending is to ensure that all lines share the load to the maximum extent possible and the ships movement is limited in the berth(off or alongside the pier face). The following general rules apply to line-tending:



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• Generally, slack lines should be hauled in first. Slack lines may permit

excessive movement of the ship when there is a sudden in the wind or current or due to the effect of the wake of a passing craft or ship.

• Only one line should be tended at a time.

• Whenever a spring line is tended, the opposite spring must also be tended but not simultaneously.

• Fender compression should be observed during discharge or during a rising tide. Fender compression may be caused by over-tight breast lines. If there is a fender compression that is not caused by onshore winds or currents, the breast line must be slackened.

• While tending the mooring, it should be noted that the heaving power is always less than the render force and it is impossible to heave in after a winch has rendered unless there is a change in the forces acting on the moorings.

• The brake is a static device for holding a line tight and is not means for controlling a line. If the line has to be slacked down, the winch should be put into gear, the brake opened and line walked back under power. Opening a brake when the lines are taught and under tension will cause the wire to run uncontrollably which might cause a sudden increase in load on the other wires.

6.3 General Safety Hazard with Moorings.

Handlings of mooring lines have a higher potential accident risk than most other shipboard activities. A significant danger is snap back, the sudden release of the energy stored on the tensioned line when it breaks. Even long wire lines under tension can stretch enough to snap back with considerable energy. As synthetic lines are more elastic, the danger of snap back is more severe. When moorings are under strain all personnel in the vicinity should remain in positions of safety, i.e. avoiding all ‘Snap-Back’ Zones. It is strongly recommended that a bird’s eye view of the mooring deck arrangement is produced (an aerial view from a high point of the ship can be utilised) to more readily identify danger areas. Immediate action should be taken to reduce the load should any part of the system appear to be under excessive strain. Care is needed so that ropes or wires will not jam when they come under strain, so that if necessary they can quickly be slackened off. More details on snap back zones are available in the “Code of safe Practice for Merchant Publication”.

6.4 Mooring Operations

Vessels should carry out a “Risk Assessment” for different type of mooring operations. Vessel should have a component called mooring operations in the



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SMMS and the risk attachment is to be attached to this component / Job. The risk assessment should be reviewed every quarter. Prior mooring and un-mooring operations, the responsible officer should have a “Tool Box” meeting with his staff and safety aspects of the operations should be discussed in the tool box meeting. During mooring and un-mooring operations a sufficient number of personnel should always be available at each end of the vessel to ensure a safe operation. A responsible officer should be in charge of each of the mooring parties, and a suitable means of communication between the responsible officers and the vessel’s bridge team should be established. Vessels’ heaving lines should be constructed with a ‘monkey’s fist’ at one end. To prevent personal injury, the ‘fist’ should be made only with rope and should not contain added weighting material. Areas where mooring operations are to be undertaken should be clutter free as far as possible. Decks should have anti-slip surfaces provided by fixed treads or anti-slip paint coating, and the whole working area should be adequately lit for operations undertaken during periods of darkness.

6.5 Maintenance and Record Keeping

All equipment used in mooring operations should be regularly inspected for defects. Any defects found should be corrected as soon as possible. Particular attention should be paid to the risk of oil leaks from winches, and surfaces of fairleads, bollards, bitts and drum ends should be clean and in good condition. Rollers and fairleads should turn smoothly and a visual check be made that corrosion has not weakened them. Particular attention is drawn to the need to ensure that pedestal roller fairleads, lead bollards, mooring bitts etc are properly designed to meet all foreseeable operational loads and conditions, correctly sited, and effectively secured to a part of the ship’s structure which is suitably strengthened. Mooring ropes, wires and stoppers that are to be used in the operation should be in good condition, Ropes should be frequently inspected for both external wear and wear between strands. Wires should be regularly treated with suitable lubricants and inspected for deterioration internally and broken strands externally. Splices in both ropes and wires should be inspected regularly to check they are intact. Guidance on Inspection of wires and ropes are available in SMS CD. The Inspection of Wires and Ropes should be part of the SMMS or the PMS on board the vessel.



Manual

Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 SECTION 7 : Page 1/2

SECTION 7 7.0 Cold Weather Procedures

(Comply with cold weather precautions check list in Appendix of this manual) ** Marine Safety Department has a movie for trading in Baltic in winter. Please send a request for this informative movie in good time prior to trading in the area or calling port in the area as we need to send the movie by courier to previous port. General Trading in very cold climates in winter requires special precautions because of the risk of iceing and freezing weather conditions that effect man and machine. During such periods when the ship is operating in conditions when the temperature is below freezing, precautions must be taken to prevent damage to the ship and systems. There is a risk of equipment freezing up. Particular attention must be paid to relief valves and cooling water systems. Heating systems are to be used, if fitted. All vessels are to use the checklist for cold weather in the Annex of this section. Pneumatic Valves and Control Systems During periods of cold weather pneumatic valves and control systems may be slow to respond or freeze up and fail to operate. It is particularly important that the drier on any control air compressor is operating correctly. Sea Water Intakes The pressure of water from a sea water intake must be closely monitored, particularly when the ship may be in fresh or nearly fresh dock water, to ensure that the intakes are not being progressively blocked by the formation of ice. Steam to sea chest should be used if icing occurs in the dock water. Fire Line and Other Pipelines When freezing weather conditions are imminent (sea temperature +2oC or air temperature +1oC) or the temperature will drop below zero degrees Celsius, the following precautions must be taken: The fire line is to be drained completely and afterwards drains and valves are to be closed so the fire line is ready for immediate use. This includes the deck water spray system and the bridge front water wall, if fitted.

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Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - SECTION 7 : Page 1/2

All other pipelines containing water and liable to freezing are to be drained when not in use. This includes freshwater lines, wash down lines, compressed air lines, ballast and water lines. The drain valves on these lines should be clearly marked and left in the open position. Care must be taken to ensure that the drain valves do not become blocked with scale or other debris. Gangway and lifeboat air motors to be shifted to warm locations when not in use. When any water system has been drained this fact should be recorded.

Ballast tank Vents Check and ensure the cowls and floats are free of ice prior de ballasting/Ballasting operations. Ballast If Vessel has river water ballast, then it is to be interchanged with SW prior entering cold weather area. Lifeboats Drain any water condensation from LB engines and keep break area free of ice.

Deck Scuppers Check deck scuppers after deicing and confirm tightness Oil Spill gear Ensure that the compressed air line is drained of all water and deck wilden pump operated at intervals. Clothing for Crew Ensure Heavy winter clothing for Crew for example Ski suits etc.



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SECTION 8 8.0 Dry Docking & Repairs at facility other than a Shipyard 8.1 Preparation for Dry-docking / Repair facility

Between the dry dockings vessels should write defect/repair requisitions. The vessel should report the defect to the Superintendent. Superintendent would then instruct vessel to raise a repair requisition for the defect.

The important elements to a successful docking is the Defect list well made with at least an ambiguity as possible, listing details, photographs, staging requirement etc.

Other elements include the following:

Defect list- Made well by Ship staff. Good Planning and execution Team work. All safety parameters are to be complied with Safety Manual.

8.2 Repairs at facility other than Shipyard

On occasion where the ship is operational and is required to carry out repairs using shore labour outside a shipyard or dry-dock facility, all activities should be carried out in accordance with the companies and Vessels SMS system. The master shall maintain full control of the repair work and ensure that the vessel is maintained in a safe condition at all times and that the work is carried out in a safe and proper manner. Work Planning meeting should be held prior to the commencement of any work and on each subsequent workday. Work planning meeting should include representative from the vessel and all the contractors involved. The areas of concern and interaction between contractors with special precautions to be taken are to be discussed. Work permits from the safety manual are to be issued as applicable for the relevant repair job. For work in Bunker tanks, a certified chemist should normally test the space and void space. If work is being carried out over a number of days, the gas free certificate should be issued on a daily basis. Fire Patrols can be provided either by ship staff or by shore side contractors. In case shore contractors are used for fire patrol, there should be an agreed



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procedure. Each member of the fire patrol should be aware of the procedure for raising the alarm and the action to be taken in the event of an emergency. All Hot work is to be carried out in compliance with the Procedures and the checklists in the Safety Manual. Hot work in cargo hold with cargo in the hold requires office approval. Office approval should be obtained in good time and risk assessment sent with the request for hot work.

8.3 Dry Dock work

When a ship is a shipyard, the work is primarily managed and carried out by the shipyard. The safety of all operations rests primarily with the shipyard safety systems even though the operation maybe checked and monitored by the ships staff. Company approval is not required for hot work as the ship would be under the shipyard safety system. However, ships have to ensure that the shipyard safety requirements are strictly followed.

8.4 Docking Plan

The docking plan with the ballast distribution and trim requirements is to be discussed and agreed upon with the dock master/yard representative prior docking. The complete docking plan is to be filed and again referred for ballast quantities and weight distribution prior undocking. Once reviewed, an undocking plan is to prepare stating the weights and agreed upon with Yard representative. It is best that weight and distribution remain the same in docking and undocking. When in dock, the ballast is to be removed as much as possible with the main line/pump. Draining ballast via plugs in SBT tanks is extremely slow and will go on for days, which will interfere in the paint procedure of the hull. This is a critical operation and thought and effort should be adequately given to this. Fire Protection whilst in ShipYard - Please follow procedures as layed down in Safety Manual section 2.21



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SECTION 9 9.0 DANGEROUS GOODS LABELS AND PLACARDS Please refer to IMO - IMDG Code, International Maritime Dangerous Goods

Code Chapter 5 - 5.2.2.2.2 Specimen labels.

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Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016

Appendix 1 : Page 1/2

APPENDICES APPENDIX 1: CARGO PROCEDURE ......................................................................................................... 1

APP 1.1 GENERAL ..................................................................................................................... 1 APP 1.2 RESPONSIBILITY OF THE MASTER .......................................................................... 1 APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER .......................................................... 1 APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER .......................................................... 1 APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES ..................................................... 1 APP 1.6 CARGO PROCEDURES .............................................................................................. 1 APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ........................................ 2 APP 1.8 STANDARD PROCEDURES........................................................................................ 3 APP 1.9 BALLAST AND HOLD BILGE SYSTEM ....................................................................... 4 APP 1.10 MONITORING TRIM & STABILITY .............................................................................. 5 APP 1.11 BUNKERING................................................................................................................. 5 APP 1.12 HANDING OVER / TAKING OVER THE WATCH ........................................................ 5 APP. 1.13 HOT WORK PRECAUTIONS ....................................................................................... 6

APPENDIX 2 : SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

CHECKLIST NO. 1 - PRE ARRIVAL ................................................................................................ 1 CHECKLIST NO. 2 - PRIOR DEPARTURE ..................................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ..................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ....................................................................................................... 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................. 1 CHECKLIST NO. 7 - LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT........... 1 CHECKLIST NO. 8 - CARGO GEAR CHECKLIST .......................................................................... 1 CHECKLIST NO. 8A - CONFIRMATION OF USING CARGO GEAR ............................................. 1 CHECKLIST NO.9 - HOLD PREPARATION FOR BULK LOADING ............................................... 1

APPENDIX 3 (A) - BUNKER TRANSFER PROCEDURES ......................................................................... 1

1.0 BUNKERING TRANSFER PROCEDURES ................................................................ 1 1.1 PERSONNEL AND THEIR DUTIES ............................................................................ 1 1.2. INFORMATION ............................................................................................................. 2 1.3. PRECAUTIONS ............................................................................................................ 4 1.4. POLLUTION CONTROL ............................................................................................... 5 1.5. QUALITY AND QUANTITY CONTROL ........................................................................ 5 1.6 DURING THE VOYAGE ............................................................................................... 7 1.7 BUNKER ANALYSIS REPORT .................................................................................... 7 BUNKERING SAFETY CHECKLIST ................................................................................................ 1 1. BUNKERS TO BE TRANSFERRED ............................................................................ 1 2. BUNKER TANKS TO BE LOADED .............................................................................. 1 3. CHECKS BY BARGE PRIOR TO BERTHING ............................................................. 1 4. CHECKS PRIOR TO TRANSFER ................................................................................ 3 DECLARATION ................................................................................................................................ 4

APPENDIX 3(B) : BUNKER CHECKLISTS ................................................................................................. 1

APPENDIX 4 (A) - ENGINE ROOM PROCEDURES ................................................................................... 1

1. GENERAL ..................................................................................................................... 1 2. CHIEF ENGINEER’S STANDING ORDERS ................................................................ 2 3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD .................................... 4 4. ENGINE ROOM EMERGENCY PROCEDURES ......................................................... 7 4.1 SHIP SPECIFIC PROCEDURES ................................................................................. 7 4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM ................................................... 7 4.3 MEASURES IN CASE OF GROUNDING ..................................................................... 8

APPENDIX 4(B) : ENGINE ROOM CHECKLISTS....................................................................................... 1

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST ...................................................................... 1

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E/R CHECKLISTS NO. 2 - ARRIVAL PORT .................................................................................... 1 E/R CHECKLISTS NO. 3 - DEPARTURE PORT ............................................................................. 1 E/R CHECKLISTS NO. 4 - SHIFTING ............................................................................................. 1 E/R CHECKLISTS NO. 5 - UMS OPERATION ................................................................................ 1 E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP ..................................................... 1

APPENDIX 5 : WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................. 1

APPENDIX 6 : CODE OF SAFE PRACTICE FOR TIMBER CARGO ......................................................... 1

APPENDIX 7 : CARRYING STEEL COILS .................................................................................................. 1

1 STEEL COIL LOADING INTO THE HULL STRUCTURE ............................................ 1 2 SPECIAL FEATURES OF STEEL COIL LOADING ..................................................... 1 3 LOCAL STRUCTURE ................................................................................................... 2 4 DOUBLE BOTTOM GIRDER SYSTEM ........................................................................ 2 5 HULL GIRDER .............................................................................................................. 3 6 SUMMARY :.................................................................................................................. 3

APPENDIX 8 : DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO) ............................... 1

1 DOCUMENTS ............................................................................................................... 1 2 PROCEDURES FOR DANGEROUS CARGO ............................................................. 1 3 PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO ................. 2

APPENDIX 9 : HEAVY LIFT & PROJECT STOWAGE & PROCDURE ................................................... 1

APPENDIX 9(A) P&I - PRACTICAL GUIDE.............................................................................................. 1

APPENDIX 10: STEEL CARGO & PRODUCTS, SURVEY, MATE’S RECEIPT, BILL OF LADING REMARKS ...................................................................................................................... 1

CARGO TYPE .................................................................................................................................. 2 GUIDANCE FOR MAKING REMARKS ON MATES RECEIPT AND BL FOR STEEL CARGOS ... 4

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2015


APPENDIX 1: CARGO PROCEDURE App 1.1 GENERAL

These standing orders apply to all personnel engaged in cargo operation. A copy of these standing orders shall be permanently maintained in the Ship’s office.

App 1.2 RESPONSIBILITY OF THE MASTER

The Master shall hold overall responsibility for the vessel & her safety at all times. App 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER

The Chief Officer is directly responsible to the Master for the safety of the Cargo operations. Personnel delegated for the duty watchkeeping during cargo operations are directly responsible to the Chief Officer and shall discharge such orders as instructed by the Chief Officer.

Chief Officer to prepare his port orders each port and is to have same available at ship's office and ensure understanding by Duty Officers and same to be complied with by Duty Officers.

App 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER

The Chief Engineer is responsible for the safe & smooth execution of all fuel oil, diesel, gas oil & lubricating oil bunker transfer operations. For details on bunker procedures, see SBM II.

App 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES

Salient Watch Keeping Instructions: The Duty Officer holds responsibility for his watch & shall carry out all instructions as directed by the Chief Officer. Any irregularities, shortcomings, defects & similar occurrences shall be brought to the immediate attention of the Chief Officer.

Duty Officer and duty AB are to be available on deck during cargo operations and their respective watches. Second and Third Officers to share port watches amongst them as per Chief Officer's requirement.

Efficient and effective communications over walkie-talkie to be maintained at all times between Chief Officer, Duty Officer and duty AB .

App 1.6 CARGO PROCEDURES Applicable checklists from the Appendix section of this manual are to be filled. Arrival/departure drafts/trim are to be sighted, logged together with FO/DO/FW and

the Master is to be advised without delay.

Care to be taken while handling ship’s gangway. During cargo operations, the gangway must be frequently adjusted to maintain at a safe level at all times

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providing easy and safe access and prevent damage. The safety net must always be used and gangway to be correctly rigged. Dock water is to be periodically sighted for possible oil slicks, drifting towards the vessel from elsewhere. Particular attention is to be paid during and after bunkering. Port contact telephone numbers for fire brigades, ambulance, police and agent are to be available with the duty officer on deck and posted in the cargo office All storerooms and/or doorways, not in use are to be kept locked at all times, to prevent theft/stowaways and concealment of drugs. Any incident/accident involving ship/shore personnel is to be brought to the attention of the master immediately. The range of tide data, and high/low water timings are to be available on deck at all times, and vessel’s draft is to be closely monitored, to ensure adequate under-keel clearance maintained at all times.

Strict anti-stowaway and anti-drug and other smuggling measures are to be taken and vigilant watches are to be maintained as per company guidelines.

App 1.7 Safety precautions when loading /unloading

Decks, access to holds, and all other possible places that any personnel ship/shore may need to visit, are to be well lighted, well ventilated where necessary and free of obstruction. Access to vessel, by pilot ladder or gangway, is to be safely secured, well lighted, and free of obstruction. Gangway net to be rigged for the full length of the gangway. No hot work is to be carried out on deck unless permission from port authority has been taken. No smoking is to be permitted on deck. The gangway and moorings are to be tended, frequently checked, and periodically adjusted if need be, for range of tide, change of draft and trim etc.

Port Quarantine regulations are to be strictly observed. Rat guards are to be in position at all the times.

Any other port regulation, and also company’s regulations, is to be complied with at all times.

In case any hazardous goods are being loaded, it must be ensured that this is done according to pre-arranged plans. The safety of all personnel is to be ensured at all times:- (a) All persons are to wear proper protective gear when on deck i.e. helmets,

gloves & shoes, and if on heights then safety belts as well. Goggles also are to be used where necessary.

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(b) When on deck all personnel are to use the offshore (seaward) walkways while commuting Fore and Aft.

(c) No personnel are to be permitted to proceed to remote/enclosed spaces in holds/tanks etc., unless accompanied by at least one other person, and without the knowledge of the officer on deck. Enclosed space entry procedures are to be followed correctly. Enclosed Space Permit to be complied with.

(d) No unauthorized personnel are to be permitted on board. (e) No visitors are to be permitted on deck, unless accompanied by ships staff.

No shore personnel (other than stevedores) are to be permitted on deck, without the permission of the Master/Ch. Officer.

(f) No photography is to be permitted on deck. App 1.8 Standard Procedures

1. Duty officer and duty deckhand are to be available on deck at all times. 2. Efficient communications are to be established by Walkie-Talkie, and also

maintained between the deck (Duty Officer), the cargo office (Ch. Officer) and the Master.

3. In most container ports loading and discharging proceed simultaneously.

Ensure that both load plan and discharge plan are available on deck at all times, and monitor operations accordingly.

4. Cargo stowage plan/ ballast plan should be such that following criteria are

met:-

(a) Stability ample: GM to be greater than 0.80 m at all times. (b) Draft: To be in accordance with applicable load line zone /depth

alongside berth. (c) Trim by stern: to be about 0.20 m – 0.40 m whenever possible. (d) Bending moments: to be about 75% or less whenever possible, but

definitely not greater than 99% of limits at any time. (e) Torsional stress: to be up to 50% of limits or less. (f) Shearing forces: to be up to 50% of limits or less. (g) Stack weight limitations to be observed both under-deck / on deck.

5. During loading / discharging operations, endeavor to the keep vessel upright

at all times. 6. All timings of cargo operating including the number of working hooks /

gantries, stoppages etc., reasons for same are to be meticulously recorded in deck log book.

7. All operations are to be closely monitored for damages by

stevedores/terminal operators to the ship, her fittings and/or cargo, and liability notices are to be served as soon as possible, whenever necessary. All such incidents are to be brought to the Masters attention without delay.

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8. Special cargoes are to receive special attention as follows:-

a) IMO cargoes are to be segregated, separated and labeled, in

accordance with the IMDG code, and their loading/discharging is to be personally monitored by the Chief Officer.

b) Reefer cargoes are to be checked for temperature control, and also the

working of reefer machinery. Defects if any are to be brought to the attention of shippers, and if any rectification is not carried out, then said cargo is to be rejected. Any variation of temperature at the time of loading to be suitably endorsed on reefer manifest. No TCC (temperature controlled container) to be loaded on out board stack or on 3rd high tier. Suitable protective gloves to be worn by persons handling reefer connections.

c) Special cubic containers are to be monitored in location, for obstruction

/ contact damage with other containers adjacent or in the vicinity or inside hold with hatch cover.

9. All hatch covers are to be battened down, up to completion of cargo

operations under deck. 10. All deck cargoes are to be lashed prior departure any port. Lashings are to

be taken as per the vessels cargo securing manual. Assistance is to be rendered to lashing gangs regarding the location of lashing materials etc.

11. The unlashing of cargoes is to be closely monitored for the possible loss of

lashing material, by being carelessly left atop cargoes, and then being carried ashore during discharging.

12. Any equipment (ladders, spanners etc), loaned to lashing gangs, is to be

recovered from the gang foreman, upon completion / change of shift. 13. On completion of cargo operations a search is to be made on jetty and also

when gantry crane ceases operation for any ships lashing material which may have fallen on jetty or placed there for use but eventually not used. Gantry crane spreader to be similarly checked for any left out material.

14. Fact must be borne in mind that in many ports some organized gangs of

thieves are operating who steal ships lashing material. Good watch to be kept to prevent such activities, one access control to be always implemented as per ISPS Reg and SSP of this.

App 1.9 BALLAST AND HOLD BILGE SYSTEM

Chief Officer to ensure ballasting / deballasting operations are carried out as per plan and logged in ballast log. Duty officer to assist Chief Officer as required. Automatic heeling pump to be kept on during port stay and put off prior sailing, if fitted and applicable. Chief Engine to ensure all ballast overboard valves are well maintained as per standard procedure.

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The following two notices to be prominently displayed on the bridge and near the bilge/ballast controls: "THE BLANK MUST BE INSTALLED IN THE HOLD BILGE SUCTION MAIN IMMEDIATELY AFTER BILGE PUMPING OPERATIONS ARE COMPLETED. THIS MUST BE CONFIRMED TO OFFICE AND ENTERED IN THE DECK LOG BOOK"

"HOLD BILGE ALARMS MUST BE TESTED AND SOUNDING PIPES PROVEN CLEAR AFTER EACH CARGO DISCHARGE AND BEFORE LOADING THE LOWER HOLDS. THIS MUST BE ENTERED IN THE DECK LOG BOOK"

App 1.10 MONITORING TRIM & STABILITY

Under keel clearance alongside berth should be ascertained. During various stages of cargo operations, large trim should be avoided. Due regard should be given to the fact that due to trim, the vessel should not be sitting on the bottom at any time. Chief Officer to calculate the stability conditions for worst condition until arrival next port and ensure GM does not fall below 0.80 mtrs and that the vessel meets with other criteria of stability as required. Consideration to be given to different load line zones that the vessel may be transiting. Officers to be aware there is virtual loss of GM while operating the crane with heavy objects. Loss of GM would result in vessel listing and possibility of contact damage of the ship side shell plating with fenders, bollard and various objects. The vessel’s loading plan is to be entered into the computer to check stack weights are not exceeded, sufficient stability is obtained and sea going stresses are not exceeded. The Master is to be advised of the loading condition at each port.

App 1.11 BUNKERING

All hands to know location and contents of ' anti-pollution station ' established in deck store at upper deck port side so that precious time is not lost at time of mishap. Scupper plugs etc removed from anti-pollution station must be put back at same location after use. During coasting and during vessel’s stay in port all scupper plugs to be in use. Duty Officer in liaison with Chief Officer and Chief Engineer to be extremely vigilant during bunkering period and follow guidelines as per vessel's approved SOPEP. Radars to be off during entire bunkering operation and all relevant signals to be displayed

App 1.12 HANDING OVER / TAKING OVER THE WATCH

The officer of the watch should not hand over the watch to the relieving officer if he has any reason to believe the latter is apparently under any disability which would preclude him from carrying out his duties effectively. If in doubt, the officer of the watch should inform the Master accordingly.

The officer being relieved should inform his relief about at least the following:

(a) The depth of water at the berth, ship’s draught and trim, the level and the time

of high and low waters, status of the moorings and of the anchor(s), state of

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main engines and availability for emergency use, and other features important for the safety of the ship.

(b) All details of cargo work and stowage plans to be explained with special

emphasis on any IMDG cargoes or any other cargo of special nature. Status on amount of cargo loaded and remaining along with its disposition.

(c) The level of water in bilges and ballast tanks including Heeling Tanks, and the

plan for ballasting or deballasting of tanks with respect to planned stowage and stability.

(d) The signals and/or lights being exhibited. (e) The authorised persons on board and number of crew members required to be

on board. (f) Any special port regulations. (g) The master’s standing and special orders. (h) The lines of communication that are available between ship, and dock staff

and/or port authorities in the event of an emergency arising being required. (i) Other circumstances of importance to the safety of the ship and protection of

the environment from pollution.

The relieving officer shall satisfy himself that:

(a) Fastening of mooring and / or anchor chain are adequate. (b) The appropriate signals and/or lights are properly hoisted and exhibited. (c) Safety measures and fire protection regulations are being maintained. (d) He is aware of the nature of any hazardous/dangerous cargo being loaded or

discharged and the appropriate action in the event of any spillage and/or fire. (e) No external conditions and circumstances imperil the ship and that his own

ship does not imperil others.

If at the moment of handing over the watch, an important operation is being performed, it should be concluded by the officer being relieved, except when ordered otherwise by the Master.

APP. 1.13 HOT WORK PRECAUTIONS

All Non-bulk oil carriers should now request hot work approval from office for hot work in cargo hold which has cargo. This would be applicable even if work is being done in tween deck and vessel has cargo in lower hold. Office approval for hot work is not required if that particular hold in which hot work is undertaken is empty in all respects and free of last cargo.

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Vessels to carry out a risk assessment when requesting hot work for cargo work with cargo in holds and send the risk assessment along with the request for hot work permit to Fleet Cell. Please refer safety manual chapter 11 for detailed information on company’s hot work procedures and also refer chapter 19 containing Hot work permit checklists. If there are no specific requirement in the Charter Party, it is the obligation of the charterers to weld and cut the additional eye-pads and shackles on the tween decks and holds to facilitate loading and securing of project cargoes. To ensure safety and avoid damage to the ships plating , it is recommended to use plasma cutter when cutting eye-pads and shackles.

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Cargo Ship Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2014 Appendix 2

Index : Page 1/1

APPENDIX 2 : SHIP SPECIFIC CHECKLISTS

CHECKLIST NO. 1 - PRE ARRIVAL ................................................................................................ 1 CHECKLIST NO. 2 - PRIOR DEPARTURE ..................................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ..................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ....................................................................................................... 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................. 1 CHECKLIST NO. 7 - LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT........... 1 CHECKLIST NO. 8 - CARGO GEAR CHECKLIST .......................................................................... 1 CHECKLIST NO. 8A - CONFIRMATION OF USING CARGO GEAR ............................................. 1 CHECKLIST NO.9 - HOLD PREPARATION FOR BULK LOADING ............................................... 1

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - Appendix 2

Checklist No. 1: Page 1/1

CHECKLIST NO. 1 - PRE ARRIVAL

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Port security measures discussed and initiated, ship/shore security level

confirmed.

2. Has vessel’s draft and air draft been rechecked in order, and displayed on bridge and office notice board

3. All working hatch covers unbattened and ready for use? All hatch covers tested in order.

4. Sufficient notice to be given to crew for stations. Are they wearing full safety /wet/warm clothing.

5. Cargo hold bilges cleaned, dry, and suction tested ? (For laden voyage, depend on the cargo specific condition)

6. Vessel to ensure all guard rails, walkways, ladders, hand holds are in good condition. Safety ropes and rails to be rigged before starting any cargo operation

7. Cargo stowage plan load / discharge ready and copy available on deck , including ballast/deballast plan, ship/shore/safety checklist is in readiness. Instructions to duty officers regarding load / discharge including special precautions if any control drafts, list trim etc., ready and available?

8. Ship safety plan cargo plan and crew list in container, available near gangway ? 9. If embarking pilot by helicopter, is all LSA and FFA for helicopter operations

ready for use. Is the helicopter checklist completed. or Pilot ladder in readiness along with life buoy / S.I light / life line / heaving line man rope and over side light.

10. Anchor lashing removed at one hours notice and power to all mooring winches on and hydraulic oil level checked.(In cold weather winch and hatch opening hydraulics to be switched on at least one hour before use. All mooring equipment and ropes in readiness.

11. Deck lighting checked and in order; Power isolated for all Tween decks walkways/hold lights. Sufficient cargo clusters ready for use

12. Deck cargo gears power are ready, operator cabin/glass cleaned, operation of wiper tested.

13. Gangway motor tested, FPD tested, safety net, etc checked in order.

14. Ballast console hydraulic v/v’s checked open / shut for proper operation? 15. Deck scuppers closed? Hatch coaming drain holds plugged prior

commencement of cargo operation.

16. Sounding rod water finding paste, rags, bucket and torch ready for draft survey use? For applicable ships, is the automatic tank sounding system blown through?

17. Drip trays / save all trays on deck free of oil residues ? Drain plugs shipped? Oil spill control equipment ready for use ,

18. Garbage drums on deck – properly covered with metal lids. Leading gratings,deck, engine,saloon, properly instructed regarding garbage disposal.

19. Vessel always to be kept ready / prepared for any PSC inspection etc. Chief Officer Second Officer

Third Officer Verified by Master

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Checklist No. 2 : Page 1/1

CHECKLIST NO. 2 - PRIOR DEPARTURE VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Departure sailing condition displayed. Departure stability condition calculated

and found satisfactory and Masters approval taken. Passage Plan and voyage charts are all available and readiness.

2. All crew onboard and accounted for onboard. Vessel checked for drugs & stowaways and entry made in log book.

3. Cargo documents onboard including shippers declaration of transportable moisture limit (for bulk cargo as applicable). All cargo related documents checked and signed. Have damage reports been made and signed by stevedores/ third party

4. All cargo stowed and secured / lashed satisfactory as per vessels plan and requirement. Master confirm acceptable of cargo lashing condition.

5. Port clearance and port papers onboard, crew license and passports, etc onboard, ship’s certificates, etc onboard.

6. Were all cargo holds inspected for damage,have results been entered into deck Log book. All cargo hatches checked and secured / battened down with manual and hydraulic cleats, after hatch drains being blown clean, including booby hatches and vents in hatch cover. Cargo holds and Bosun Store, confirm water ingress alarms in well working order.

7. Windlass / mooring winches tried out and in readiness for unmooring operation.

8. Cranes and deck fittings, proper secured in position in order. All loose gears on deck secured, life boat and life rafts lashings checked and tightened. Deck powers switched off if not to be used.

9. Engine Room (E/R) advised of sailing time. (Notice given to E/R for power on mooring station). Engines tried out well in advance of pilot boarding time.

10. Pilot ladder access areas clear of any obstruction, motor etc tested in well condition. POB time confirmed with agent and pilot station. (If Helicopter used the landing checklist completed as given in Helicopter/Ship Operations guide)

11. Fo’cstle store vents closed, forward life raft and the boarding ladder secured for heavy weather.

12. Ballast console panel power to be switched off. all the ballast v/v’s shut . 13. If heavy ballast on departure, hold ballast must not be taken in sailing open

water.

14. Excess dunnage and lashing gear stowed away or secured. Stores, spares and all ship's equipment stowed away. Hatches, tank lids, sounding caps and accesses secured.

Chief Officer Second Officer


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CHECKLIST NO. 3 – UPON DEPARTURE VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. FFA / LSA equipment / special equipment stowed for sea.

Lifeboat and Liferafts and its boarding ladders. Checked and confirm well lashed.

2. Oil spill equipment stowed for sea. 3. Anchor lashings taken, chain locker covered, mooring equipment lashed taken

and power switched off. Mooring ropes to be stored well in side.

4. Heavy weather lashings taken, if weather warrents. All rooms / stores on deck properly closed .

5. Pilot access ladder, Accommodation ladders/gangway secured for sea 6. If heavy weather ballast is taken then are the hold vents open. If heavy weather

ballast is taken then is the hold topped up against free surface

7. Crane and All loose gear stowed / secured for sea. 8. Switch off all deck machinery electrical power (Mooring winches,

Accommodation ladder, Pilot ladder, etc)

9. Deck scuppers opened. Sounding pipe caps checked / closed. Drip trays / save all trays - plugs unshipped. Ventilation heads to be checked if need to close as per specific condition.

10. If deck cargo loaded, again check lashing condition and ensure in order. 11. Safety fire rounds taken on deck and accommodation place and report to Bridge. 12. Check lashing / securing arrangement of lube oil drums and garbage drums 13. When leaving a port with known stowaway problems, carry out a 2nd through

stowaway check again after Drop of Pilot

14. 15.

Chief Officer Second Officer


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CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST VESSEL NAME :

PORT : DATE: This Check list is intended for use by ship's staff every month. All questions must be answered satisfactorily. For unsatisfactory entries, a brief explanation is required, with remedial action initiated, and follow-up inspections programmed. This list is to be sent to the Office & copy retained on board. NO. DESCRIPTION COMMENTS

1. Inspection of external power cables, for visible defects, including in non-gas safe areas.

2. No visible defects in life boats, life rafts, life buoys etc.?

3. Life rafts dated last service? 4. Spot check - fire hoses, nozzles, hydrants &

extinguishers

5. Deck light checked? 6. Portable instruments like O2 analyser, ,

Explosimeter, etc. working and calibrated?

7. Fixed fire fighting system operational, i.e. CO 2 System

8. International fire connections accessible? 9. Emergency lockers sealed? 10. Engine Room fire equipment checked? 11. Engine Room Housekeeping ? 12. Oxygen/Acetylene bottle stowage? 13. Charts & Publications meet voyage requirements? 14. All Charts/Nav. pubs corrected to latest NTM before

arrival port?

15. All navigational equipment reported reliable? 16. Oil Record Book correctly completed? Date of last

entry?

17. Garbage Record Book correctly completed Date of last entry?

18. Communication equipment checked Latest Log Book Entries (Deck) Test/Drill Fire/Boat Man O’bd Enclosed Space Steering Drill Oil Spill L/Boat In

Water Date Latest Log Book Entries (Engine) Test/Drill Emgcy

Gene Emgcy Fire Pump

Emgcy Compressor

Liefeboat Engine

Fixed Fire System

Date Date and week no. Last notice to mariners received : Charts, list of lights, radio pubs last corrected to: Chief Engineer Master

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CHECKLIST NO. 5 - WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF HEAVY WEATHER

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Duty Officer to take rounds of Wheelhouse every 2 hrs, logging weather. 2. If barometer drops by over 3 mb, or wind speed increases by over 5 kts, inform Master. 3. Master monitoring weather forecast broadcasts from various sources including but not

limited to: VHF, NAVTEX, Inmarsat "C" etc.

4. Additional moorings made fast to berth ford and aft. If shore mooring crew unavailable, ship’s crew may be sent on to jetty to make fast lines on bollards subject to local regulations.

5. Engines put on standby. 6. Ship’s crew tending to moorings and gangway regularly. 7. In case of excessive wind speed, and if it becomes increasingly difficult to keep the vessel

alongside, with signs of mooring winch brakes slipping, cargo work operations stopped by Chief Officer, after hold covers are re-stowed.

8. Port Authorities contacted by Master to arrange tugs to keep vessel alongside. 9. Full crew standing by at unmooring stations, after securing the deck cranes/hold covers

and vessel for sea.

10. Chief Officer started distributing ballast on board to reach a seagoing condition. 11. In the event that the weather shows no signs of improving, risk assessment done by

Master and if staying alongside is not a safe option for the vessel, a plan has been made to depart port (in consultation with Port Authorities) and proceed to a safe anchorage area, or steam well clear of any coastal hazards. Master ensure all parties has been informed.

Chief Officer Duty Officer

Master

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CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A FORWARD DECK AREA 1. Forepeak Store bilge wells cleaned and dried 2. Forepeak Store ventilators shut 3. Forward whistle covered completely with waterproof canvas, to avoid use in cold

weather. Airline drained regularly, if practicable

4. Foremast floodlights fully covered, to be uncovered only prior arrival port 5. Forward Rope Hatch hinges to be freshly greased, packing to have coat of

grease, to prevent ice formation and subsequent seizure. All rollers/chocks greased.

6. All mooring ropes to be kept inside store until just before arrival. 7. Mooring winch/windlass hydraulic motors to be started and kept running, from 24

hrs prior to arrival in sub-zero zone until 24 hrs after departure from same zone. Keep winches on slow turning from approx. 6 hrs prior arrival port.

8. Weather permitting, anchors to be walked out by approx. half metre, and kept secured with guillotine and chain lashing, to prevent freezing up in hawse pipe.

MAIN DECK AREA 1. All Ballast Tank vents to be checked visually every day, to ensure ice build up

has not frozen float spheres in position.

2. All Ballast Tank entry manhole nuts to be completely free & well greased. 3. Ballast valve hydraulic Power Pack unit to be kept in operation throughout

passage during sub-zero temperature period.

4. Deck Fire line drained at the lowest point. Drain plugs and all hydrants on deck and around accommodation kept open. Store room hydrants and Forepeak Store hydrant opened to drain water out of their respective branch lines. Deck Fire Main valve shut.

5. Ballast water in tanks to be lowered so that the water is below the air pipes to prevent freezing if ballast water in air pipes. Top side ballast tanks to be filled to no more than 85% capacity.

6. Ballast tank air vents to be kept covered when not in use to prevent cold air entering the line and cause freezing of ballast.

7. In case possible try to keep ballast moving by circulation. 8. Hatch operation hydraulic pump to be kept running after opening the

recirculation valve/s provided at the extreme ends of the line.

9. Sounding pipes of all ballast tanks that are full to be filled with Glycol-water mixture

10. At least 150 kg of common rock salt, in 10 kg sacks, to be kept distributed in deck stores, to be used freely on deck where ice has formed.

11. One accommodation ladder portable air motor to be kept standby inside accommodation, to be used in case the other malfunctions in cold weather.

12. Deck compressed air line to be drained frequently and used every day, to prevent inner moisture from icing up. Extension flexible air hoses to be ready, to use Engine Room connection in an emergency, if deck air line blocked by ice.

NAV. BRIDGE DECK 1. Bridge front window washing line to be kept fully drained, and not to be used in

sub-zero climate.

2. A/C damper for bridge front glass heating activated, heating switched on and running

3. Radar scanners to be left turning at all times, even in port. Permission for same obtained from Terminal.

4. Radar scanner motors to be covered at all times with waterproof canvas covers.

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NO. DESCRIPTION YES NO N/A 5. Aft whistle to be tried out once every 4 hours. 6. All batteries (in Bridge Deck & Emergency Gen. Rm. Battery Spaces) to be kept

on slow charging.

ENGINE ROOM Under no circumstances operate M/E on 'astern' if there is ice on water.

Pilot should be told about this and additional tug may be taken on charterer's a/c. Keep all parties informed.

1. One steering motor to be kept running continuously, even when alongside. MSW. LO, JCW, steering gear, windlass and mooring winch motors not in use to be provided with heating using cargo clusters. Insulation of motors to be checked prior starting any equipment.

2. Reduce E/Room ventilation to minimum requirement, to cut down on cold air ingress.

3. Start steam injection to sea chests, and temperature control of cooling water, at least 48 hrs before entering cold weather area. In case provided, vessel should use the re-circulation system provided from aft peak or any other ballast tank for M/E and A/E cooling. In case above arrangement not provided, sea suction filters to be frequently rotated and cleaned to prevent choking due to ice entering the filters.

4. All fresh water tanks to be filled to no more than 90%, to avoid structural damage in case of freezing.

5. Heating on for Emergency Generator Room, Diesel tank to be no more than 90% full.

6. Check if emergency generator is provided with an arrangement to disconnect and hang off the canvas bellow provided to radiator so that cold air does not cause starting problems.

SAFETY EQPT. 1. All lifeboat freshwater rations to be removed and placed in a warm area, prior to

entering sub-zero temperatures area. (Note: All on board to be informed location)

2. Extra greasing to be done of lifeboat davits and winches. 3. Lifeboat engine cooling water to be replaced by glycol AFT DECK AREA 1. Mooring winch hydraulic motors to be started and kept running, from 24 hrs prior

to arrival in sub-zero zone until 24 hrs after departure from same zone. Keep winches on slow turning from approx. 6 hrs prior arrival port.

2. All rollers / rope hatch lid to be free, and well greased. 3. All mooring ropes to remain covered, until actually required during stations. MISCELLANEOUS 1. Any ice formed on deck area to be broken and cleared immediately, especially

along the gutter bar and containment area aft. Crowbars/shovels/long handled scrapers available for this purpose.

2. Glycol to be poured into all drains within accommodation. 3. Manifold drip tray drains to be blown through, valves shut, and drains filled with

Glycol.


Master

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CHECKLIST NO. 7 - LOG FOR MAINTENANCE OF CARGO SECURING EQUIPMENT

VESSEL NAME :

PORT : DATE: Date Securing Device Inspection &

Maint.Carried out Test Result Comment Signature


Master

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CHECKLIST NO. 8 - CARGO GEAR CHECKLIST

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. All equipment must be clearly marked with its Safe Working Load (SWL) and an

identifying mark have been marked.

2. Test certificate available on board and valid for all equipment

3. All parts should be properly secured - for example : shackles screwed home tight, and moused (the pin fastened with seizing wire); and the ends of all wires fitted with a proper anchorage, which should be checked regularly

4. Foremast floodlights fully covered, to be uncovered only prior arrival port.

5. No signs of excessive wear on any of the equipment.

6. All blocks, hooks, shackle and other moving parts must be free, and should be kept well lubricated. Both blocks of jib head and crane mast head are free and sheaves turning.

7. All operating controls should be clearly marked & tested

8. All wires should be free from barbs, broken strands, flattened areas and kinks, and be well lubricated.

9. All trips, cut-outs, limit switches, over-load devices, slack wire detectors and all other safety and fail-safe features to be checked, operational, warm and dry.

10. Manual vents must be open - for example, those which provide cooling air to the motors.

11. Brakes examined and tested regularly.

12. Lubricating and hydraulic oil levels must be topped up as required, Filters should be cleaned or renewed as necessary

13. Equalizer Beams are well maintained, inspected, engaging and disengaging to crane hooks are well performed by crew only.

14. The access to the control position must be safe, clear and clean.

15. The operators cabins for cranes to be checked – windows clean / heating working / fan operational / no leaks during rain / lights functional

Chief Officer Verified by Master

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Checklist No. 8a : Page 1/1

CHECKLIST NO. 8a – CONFIRMATION OF USING CARGO GEAR When an operator is assigned to use ship’s cargo gear whatever by persona from Stevedore Company or by ship’s crew, below safety checklist should be completed and ensure well aware the requirement on safely using ship’s gear.

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. The operator is qualified and hold approved competency operating licence.

2 For stevedore operator, cargo gear joint inspection has been carried out and confirm all in order. All related accessories, loose gears, hooks, wires, to be certified, include these materials provided by shore gang.

3 Confirm SWL has been advised by ship officer, as well as cargo gear boom limitation, and all instruction discussed in toolbox meeting.

4 Confirm By-Pass of limit is not allowed in any circumstance, except to get senior officer’s approval and ship’s officers supervise.

5 Two cranes are not allowed in using in same holds, except to get office approval and ship officer supervise.

6 Gemini operation should be approved by officer. Equalizer Beams engaging or disengaging must be operated by ship’s crew under supervision.

7 During operation, no swinging of loads, i.e. pulling cargo in sideways movement is not allowed.

8 During operation, cargo wires / hoisting wires is not allowed to rubbed with hatch coaming and hatch cover edges.

9 During operation, if wire twisted observed cargo gear should be stopped immediately and inform ship’s officer for adjusting.

10 During operation, jerky handling (sudden stop/start/speed change) are not allowed.

11 Signal man must assigned, who acknowledged NOT standing on top of hatch coaming without personal protections..

12 Inform duty office immediately if you observe abnormal noise, or crane block out, or wire/block/shave abnormal.

Chief Officer Foreman/Crane

operator/Crew

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CHECKLIST NO.9 –HOLD PREPARATION FOR BULK LOADING

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Ensure stevedores to discharge cargo sweepings as far as

possible

2. Ensure stevedores to discharge dunnage, lashing wires if previous cargo has been break bulk cargo

3. Stevedores to cut all the eye pads on the tween deck hatch covers if the previous cargo was break bulk (if previous cargo was general cargo)

4. Hot work permission to be obtained from port authorities and Marine Superintendents in the Fleet Cell for cutting eye pads

5. All Tween deck hatch covers to be lashed with wire in open position

6. All drain pipes from the ram spaces into the lower hold cleared

7. Check the ram spaces and the hold bilges for presence of cargo, any cargo remnants found to be collected and discharged ashore

DURING WASHING :- 1. Ensure all staff is donning Proper PPE for the job

2. Sweep holds prior washing to minimize cargo residues inside the cargo holds

3. Wash holds: Start from the hatch covers followed by the tween deck and finally the lower hold

4. Wash hold sides, paying particular attention to pipe guards, brackets and other non-vertical surfaces.

5. Scrub locally and /or rewash to remove stubborn dirt like forklift spillage

6. Rinse holds with fresh water whenever possible to reduce corrosion and when preparing for cargoes which are sensitive to salt.

7. Dry holds, mop up puddles as necessary

8. Strip dry hold bilges, clean and disinfect bilge well

AFTER COMPLETION OF WASHING :- 1. Inspect holds for cleanliness, insect infestation, leakages and any

damages. Rectify defects where necessary

2. Wrap bilge cover plates with burlap and seal with tape or cement

3. Re-seal any manhole covers which have been opened or disturbed

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2014 (New) Appendix 2


NO. DESCRIPTION YES NO N/A 4. All the gaps leading to the ram spaces to be sealed with steel

plates

5. All side doors in the tween deck to be closed

6. All drain pipes valves from the ram space into lower hold closed and fitted with brass caps or wooden plugs

AFTER COMPLETION OF LOADING BULK CARGO :- 1. All hatch coaming track ways cleaned up with no traces of cargo

residues

2. Hatch covers closed and battened down properly with securing cleats

3. All cranes secured on the crutches for seaway

Chief Officer Verified by Master

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 3(A) : Page 1/7 Bunker Transfer Procedures

APPENDIX 3 (A) - BUNKER TRANSFER PROCEDURES 1.0 BUNKERING TRANSFER PROCEDURES

The guidelines noted hereunder refer to any procedure which involves the transfer of fuel oil, diesel oil or lubricating oil to and from ship or from one tank to another and not considered as cargo.

1.1 PERSONNEL AND THEIR DUTIES 1.1.1. OVERALL IN CHARGE - CHIEF ENGINEE Undertakes overall charge of procedure and is responsible for carrying out the task in

proper manner, allocate related duties to other persons on board and oversee their work. Entire operation can be broken down in to following steps.

1.1.1.1. Determination of the amount of oil that the ship can take and order it through the

Owners or Charterers. Accurate description and specification of the bunkers must be provided to the company arranging bunkers.

1.1.1.2. Preparation of the bunkering plan. 1.1.1.3. Establishment of the bunkering organisation and allocation of related duties to

other staff. 1.1.1.4. Verification of preparations and safety precautions. 1.1.1.5. Liaison with bunker suppliers. 1.1.1.6. Supervision of testing of samples at the start of and during the bunkering

operation and overall guidance and control. 1.1.1.7 MSDS to be obtained for each bunker

1.1.2. ASSISTANT TO CHIEF ENGINEER - BUNKER OFFICER (3RD OR 4TH ENG. AS

NOMINATED BY C/E). Undertake the following duties: -

1.1.2.1. Supervision of overall bunker operation including the preparation, bunkering work & post bunkering restoration work giving detailed instruction to workers.

1.1.2.2. Liaison with bunker barges. 1.1.2.3. Taking sounding. Also, bunker barge initial and final soundings/ullage of all tanks

and acknowledgement taken of this from barge Master. 1.1.2.4. Checking on oil Specific Gravity & calculation of amount of oil received. 1.1.2.5. Checks on ships heel and trim. 1.1.2.6. Watch keeping on oil spillage. 1.1.2.7. Verification and reporting of the completion of bunkering operation. 1.1.2.8. Make entry in the checklist.

1.1.3. ASSISTANT TO BUNKERING OFFICER (TWO ER RATINGS)

Undertake the following duties under supervision of bunkering officer: -

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1.1.3.1. Check Air Vent for flow of Air 1.1.3.2. Arrangement of empty trays for receiving leaked oil. 1.1.3.3. Preparation of equipment & materials. 1.1.3.4. Open/Close operation of valves under instruction only. 1.1.3.5. Maintain watch on oil spill/leaks. 1.1.3.6. Pre and Post bunkering restoration work.

1.1.4. SPARE MEN - AS DESIGNATED BY CHIEF ENGINEER

1.1.4.1. As situation demands. Assisting in preparation for bunkering operation,post

bunkering restoration work. 1.1.4.2. To provide back up assistance in emergency situation.

1.1.5. DECK DEPARTMENT - PERSONNEL SHOULD ENGAGE IN THE FOLLOWING ITEMS

OF WORK TO ASSIST IN THE BUNKERING OPERATION.

1.1.5.1. Mooring/Unmooring operation of oil supply barges. 1.1.5.2. Checking the mooring condition of the ship during bunker operations. 1.1.5.3. Preparation of fenders and pilot ladders etc. 1.1.5.4. Verification of ships draft, trim and heel. 1.1.5.5. Closing and opening of deck scuppers. 1.1.5.6. Arrangements for flying/posting signal flags or lights. 1.1.5.7. Watch keeping for possible spillage accidents on board the ship as well as on the

surface in the vicinity of the ship. 1.2. INFORMATION

Following items to be displayed prominently near the transfer facility and must be in large bold letters. 1.2.1. Ships bunkering pipeline diagram to be displayed. 1.2.2. Oil tank layout with associated vent piping. 1.2.3. Tank capacities full/98%/95%/90% 1.2.4. Product description: GENERIC NAME

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FUEL OIL - PHYSICAL PROPERTIES: Viscosity : Sp. Gravity : Flash Point : Colour : Black Odour : Strong Aromatic DIESEL OIL - : Details as above. LUBRICATING OIL - : Details as above. 1.2.5. PRODUCT HANDLING PRECAUTION The products are non-toxic. In very rare cases can cause allergic reaction to skin. Avoid

body contact. Wear impervious gloves. If oil gets into eyes, wash with fresh water for 15 minutes and seek medical help. REFER TO MATERIAL SAFETY DATA SHEET (MSDS)

1.2.6. PRESSURE TESTING OF BUNKER PIPE LINES Bunker line to be pressure tested to its working pressure annually onboard. Twice in 5

years, in Dry Dock, it should be tested to 1.5 times of the design pressure.

The working pressure should not be mixed up with the design pressure mentioned in the piping diagram booklet. Initially, the working pressure maybe established by checking last 10 or 15 bunker plan where in rate and pressure at which bunker is taken is mentioned. The average higher pressure from this plan should be taken. This will be the established working pressure which should be stenciled on the bunker line on deck near the manifold valve. Annual testing onboard should be done to this pressure. The pressure testing of the line should be done by the F.O. transfer pump. In some cases, the pump relief valve may have to be adjusted to a higher value to be able to achieve the testing pressure on deck. In such event, the setting should adjusted back to its normal value after the test. Before setting to higher pressure, the pump specification should be checked so that relief valve is not adjusted above that value. In case, the transfer pump is not capable of delivering upto the test pressure. Bunker line should be filled up by the F.O transfer pump first and then a hand pump or similar such pump should be used to build up the pressure. Testing pressure and date should be stenciled on the bunker line.

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1.3. PRECAUTIONS

Utmost care and vigilance must be exercised while carrying out the bunkering or transfer operations. Following guidelines most be strictly adhered to during operations to avoid any spillage. 1.3.1. Prepare the oil receiving plan in advance taking into account the trim/list are

accurately accounted for in calculation of quantities in various tanks. Refer to sample in Section 5.7 of this manual

1.3.2. Bunkering Checklist and the Bunkering Safety Checklist in ship type specific

manual is to be complied with and completed. Any additional ship specific item can be included by hand in the bunkering checklist in the ship type specific manual.

1.3.3.1 Bunkering Safety checklist to be signed both by C/Eng and bunker

barge/terminal in-charge. The Safety checklist to be used for loading bunkers from barge, when taking bunkers from Jetty or when loading bulk lubricating oil or gas oil from road tanker and is to use in all such cases.

1.3.3.2 All tanks on barge to be sounded and / or flowmeter noted. 1.3.3.3 Proper signal/lights for bunkering posted. 1.3.3.4 Line for bunkering to be set and double-checked. Final soundings agree and

bunker team advised. (DB Tanks to not exceed 90% capacity). Unauthorised personnel not to touch valves.

1.3.3.5 Valves in system not in use to be kept shut. Other filling connections to be kept blanked.

1.3.3.6 Ensure O/flow tanks are empty prior beginning operation. Special attention must be paid in this regard in vessels fitted with the ring main/pressure relief systems. O/flow tanks to be sounded at regular intervals and action taken accordingly.

1.3.3.7 Start transfer slowly and once pipe lines attain the temperature of supplied oil, increase rate to the agreed value. Watch the pressure gauge at the bunker manifold closely.

1.3.3.8 Maintain record of the filling rate at all times. 1.3.3.9 Ensure sounding in tanks not being filled are remaining same. 1.3.3.10 Check sample for correct viscosity, density and flash point. Any abnormal values

to be reported/protested to safeguard interest. 1.3.3.11 Exercise caution when changing over tanks. Open fully the valve of the tank to

be filled then close the valve of the filled tank slowly. 1.3.3.12 Check the line pressure at all times against system over pressure. 1.3.3.13 Reduce rate to safe amount while topping up. Top up one tank at a time. 1.3.3.14 Adjust mooring lines during operations. 1.3.3.15 Check ships trim and list condition and maintain in a steady condition. 1.3.3.16 Maintain watch on board for oil spill /leaks. 1.3.3.17 End of transfer:-

i) Exercise caution when blowing through lines especially if the tank are full

especially if the tanks are full to prevent oil spilling from vents. ii) Secure all valves prior to disconnecting hoses iii) Fit necessary blank flanges

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iv) Check final sounding v) Clean up containment trays and put back all materials in store.

1.3.3.18 In case of doubt/difficulty, cease transfer till problem resolved and it is safe to continue.

1.4. POLLUTION CONTROL In case of accidental spillage and pollution.

1.4.1. Inform authorities concerned without delay. 1.4.2. Endeavour utmost to minimise spill overboard. 1.4.3. Assist in the clean up operation. 1.4.4. No chemicals to be sprayed on water unless authorised by the local authorities.

1.5. QUALITY AND QUANTITY CONTROL

1.5.1. It has happened that the specific gravity of bunkers being supplied are marginally less than the figures given in the delivery note. The difference may not appear to be large but when the weight of bunker is calculated by using two different Sp. gravities the difference can be significant. Since cost of bunker is based on the weight the price differential can be quite large. Therefore care must be given to checking correct sp. gravity and if difference is noted then it must be brought to the attention of the supplier.

1.5.2. In case of such disputes the bunker sample is to be analysed by an independent

laboratory. For this purpose proper samples must be taken from the bunker line in presence of the supplier and sealed with his signature.

1.5.3. Importance of viscosity is well known. Sample taken from the line should be

immediately analysed to check if viscosity is same as ordered. Small difference, say about 20 CST, can be acceptable. But if the difference is large then it cannot be ignored and must be brought to the attention of the supplier.

1.5.4. There have been incidents when the difference was found to be quite large and the

ship had stopped bunkering. The supplier then admitted their mistake and changed the supply. However in such situation pleased ensure that your testing equipment and procedure are absolutely trustworthy.

1.5.5 With the impact of environmental legislation and awareness, the nature of MDO or

HFO contamination is changing. Recently a vessel bunkering from a barge received HFO with a Flash Point dangerously below the 60C minimum required by Class and SOLAS Chapter II-2, Reg. 15. If there is any doubt on this account it would be prudent to ensure proper custody transfer sampling is done, sent for analysis and bunker not used until analysis received.

1.5.6 Where available tank space makes it possible, bunkers are not to be mixed (old &

new). When bunkers are mixed, a sample with the ratio as in the tank to be sent for analysis. The mixed bunkers are not to be used until analysis is received.

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1.5.7 Bunker samples during bunkering is to be taken with Drip sampler only. This is a

requirement as per IAPP and vessels are to comply with procedures and requirements of Marpol Annex VI.

1.5.8 Vessels are to be aware of ECA areas where only Low Sulphur fuel and diesel is to

be used. Ship specific Procedures as per IAPP for changing over to Low sulphur fuel and diesel to be complied with as per ship specific Procedure which have been prepared after discussions between vessels superintendent and the Vessel.

1.5.9 Vessels to be guided by the following for Maximum % capacity that is to be filled for

Bunkers: a) For DB Tanks, the DB tank percentage is not to exceed 85%. When “Full

Bunkers” are to be taken, then, 90% is acceptable, however with slower pumping rate and due caution.

b) For shoulder or Deep tank, the recommended fill percentage is 95%. This fill

percentage can be increase to 98% on a case-by-case basis in consultation with WALLEM when “Full” bunkers are to be taken.

1.5.10 Tankers are to check the vapour space of the bunker tank prior to, during and after

bunkering. If H2s is detected, the bunker tank should be periodically tested during voyage and precautions taken as required for avoiding personal exposure to H2S.

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1.6 DURING THE VOYAGE Bunker tanks sounding must be physically checked by a responsible ship’s engineer and

records of quantities maintained. This physical check of bunker tank soundings must be made at least twice every week,

before arrival port and before and after bunkering. Do not rely on flow meters for calculating quantities of bunkers on board.

Soundings of all fuel oil and diesel oil bunker tanks must be taken by a responsible ship's

engineer and recorded in the Engine Log book twice per week whilst at sea, at end of voyage, prior to departure and when in sheltered waters at anchor. Please note that this does NOT refer to Sludge tanks as mention in Appendix to IOPP certificate.

If the voyage is less than three days then soundings are to be taken at the end of voyage

and prior to departure only. The Fuel ROB figures are to be calculated by the Chief Engineer using these soundings

and the vessels' calibration tables. Temperature corrections, correct S.G. from bunker receipt and trim and heel corrections must be used in these calculations.

These figures are to be presented to the Master for his reference. 1.7 BUNKER ANALYSIS REPORT

Upon receipt of bunker analysis report C/E must discuss same with entire Engine Team and issue instructions for separator setting, temperature setting and service/settling tank draining requirement and logged down.

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Revised by : Manager SID Checked by : Director SID Edition No. 1 : December 2010 Rev. Date : Feb 2012 Approved by : Director SID Rev. date : Dec 2014 Appendix 3(A) : Page 1/4 Bunkering Safety Checklist

BUNKERING SAFETY CHECKLIST

Port Date

Ship Barge

Master Master 1. Bunkers to be Transferred

Grade Tonnes Volume at Loading

Temp

Loading Temperature

Maximum Transfer

Rate

Maximum Line

Pressure

Fuel Oil

Gas Oil / Diesel

Lub. Oil in Bulk

2. Bunker Tanks to be Loaded

3. Checks by Barge Prior to Berthing

Bunkering Ship Barge Code Remarks 1. The barge has obtained the

necessary permissions to go alongside receiving ship.

2. The fenders have been checked, are in good order and there is no possibility of metal to metal contact.

R

Tank No.

Grade Volume of Tank @___%

Vol. of Oil in Tank before

Loading

Available Volume

Volume to be loaded

Total Volumes

Grade

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3. Adequate electrical insulating

means are in place in the barge-to-ship connection.(34)

4. All bunker hoses are in good condition and are appropriate for the service intended.(7)

Bunkering Ship Barge Code Remarks

5. The barge is securely moored.(2)

R

6. There is a safe means of access between the ship and barge.(1)

R

7. Effective communications have been established between Responsible Officers.(3)

A R (VHF/UHF Ch ..........).Primary System:Backup System:Emergency Stop Signal:

8. There is an effective watch on board the barge and on the ship receiving bunkers.(22)

9. Fire hoses and fire-fighting equipment on board the barge and ship are ready for immediate use.(5)

10. All scuppers are effectively plugged. Temporarily removed scupper plugs will be monitored at all times. Drip trays are in position on decks around connections and bunker tank vents. (10) (11)

R

11. Initial line up has been checked and unused bunker connections are blanked and fully bolted.(13)

12. The transfer hose is properly rigged and fully bolted and secured to manifolds on ship and barge.(7)

13. Overboard valves connected to the cargo system, engine room bilges and bunker lines are closed and sealed.(16)

14. All cargo and bunker tank hatch lids are closed.(15)

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Bunkering Ship Barge Code Remarks

15. Bunker tank contents will be monitored at regular intervals.

A R at intervals not exceeding…….minutes

16. There is a supply of oil spill clean-up material readily available for immediate use.

17. The main radio transmitter aerials are earthed and radars are switched off. (42)

18. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.(40)

19. Smoking rooms have been identified and smoking restrictions are being observed.(36)

A R Nominated Smoking Rooms Ship/Tanker: Barge:

20. Naked light regulations are being observed.(37)

R

4. Checks Prior to Transfer Bunkering Ship Barge Code Remarks

1. All external doors and ports in the accommodation are closed.(17)

R

2. Material Safety Data Sheets (MSDS)for the bunker transfer have been exchanged (26)

R

3. The hazards associated with toxic substances in the bunkers being handled have been identified and understood.(27)

R H2S Content .............. Benzene Content .......

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DECLARATION We have checked, where appropriate jointly, the items of the Check-List in accordance with the instructions and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items coded ‘R’ in the Check-List should be re-checked at intervals not exceeding _____ hours. If, to our knowledge, the status of any item changes, we will immediately inform the other party.

For Ship For Barge

Name Name Rank Rank Signature Signature Date Date Time Time Record of repetitive checks:

Date:

Time:

Initials for Ship:

Initials for Barge:

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Revised by : Manager SID Checked by : Director SID Edition No. 1 : December 2010 Rev. Date : Feb 2012 Approved by : Director SID Rev. date : Dec 2014 Appendix 3(B) : Page 1/3 Bunker Checklist

APPENDIX 3(B) : BUNKER CHECKLISTS VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A A) PRE-BUNKERING CHECKLIST 1. Pre bunkering training completed.

Bunker Oil receiving plan made and kept ready.

2. Declaration of inspection signed by P.I.C. (applicable in U.S. waters) 3. Access to/from bunker barge is safe & adequately lighted. Bunker manifolds are well

lit.

4. Bunker transfer line diagram to be placed on the manifold 5.. Pre transfer conference held with person in charge of bunkering barge/ facility

covering the following:

A. Bunker to be supplied meets vessels specifications. B. Sequence of Grades to be supplied given to barge in writing. C. Pumping rate agreed ( in writing ) D. At commencement Mt/hr. E. Maximum during bunkering Mt/hr F. At topping off/ completion stage Mt/hr. G. Emergency stop procedures agreed in writing. H. Communication methods by hand signals agreed. I. Check approval cert. for bunker hose with barge. If unavailable give letter of

protest. Suppliers own emergency procedure discussed.

J. Ship’s officer responsible for communications with bunker barge is introduced to bunker barge representative.

K. Check barge has approved sounding tables. If not, give letter of protest. L. Collect MSDS sheet from the supplier. If supplier does not provide MSDS

sheet then give letter of protest.

6. Consult with barge Master and agree on sampling location. Place ship’s representative on the sampling point to ensure continuous and drip sampling till the bunkering is completed and lines are flushed.

7. As per MARPOL, ship’s manifold is the designated bunker sampling point, hence 4 samples (3 + MARPOL sample) are still to be collected at ship’s manifold.

8. Ask supplier to provide a copy of BDN to checks specs and also copies of MSDS for display on vessel and for placing with sample for lab analysis.

9. All product handling precautions to be taken as per MSDS.

10. Ensure valves shut prior removing manifold blanks. Fit sampling equipment.

11.. Supplier’s Pre delivery bunker oil tanks ullages / sounding checked, noted and bunker oil quantity calculated.

12. Check that line-up is correct. The line-up is to be checked by 2 persons independently

13. Establish emergency means of communication between wheel house and control station, which may be ECR or an individual platform.

14.. ‘B’ flag raised or switched on red light on mast.

15. Oil spill kit contents to be checked and kept standby- near bunker manifold. 16. Confirmed from duty officer all scuppers are blocked. 17. Save-alls- empty and plugged.

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NO. DESCRIPTION YES NO N/A 18.. Inform Master that bunkering is about to commence 19. Unused manifold connections are blanked off. 20. Ensured spill equipment and F.F.A. kept ready. 21 Check all bunker tank air pipes are open and unblocked. 22. Time bunkering started hrs. Informed duty officer. Note : Bunkering Safety Checklist between the Bunker barge/shore and ship from the Safety Manual is to be

completed. This section of checklist is completed on_________________at________________Hrs By_____________.

B) DURING BUNKERING / TOPPING OFF PROCEDURE 1. Commence at minimum pumping rate. 2. Monitor bunker line pressure. 3.

Examine hose connections bunker flanges not in use for leakage. Check that oil is only going to the required tanks. Check soundings of all tanks to confirm.

4. Attain steady pumping rate after ensuring oil flowing only to designated tanks. 5. Commence continuous drip sampling at manifold. 6. The ullages / Soundings in the tanks to be checked at regular intervals to ensure that

bunkers are being received at the agreed pumping rate.

7.

If possible, a standby tank having enough space to be always kept for opening in emergencies. (This may be the overflow tank).

8. The level in the tanks to be staggered so that only one tank is topped up. 9. One person must be standby at manifold at all times. 10.

Communications with the barge must be checked at regular intervals especially, prior critical operations like topping of tanks.

11.

The bunker barge and deck watch must be informed before topping off and/ or changing over tanks.

12. Reduce pumping rate and / or open next tank prior topping off. 13. Close valves as each tank is completed. 14. Deck Watch-Keeper to ensure no spill on deck & constantly, monitor moorings 15. Ensure sufficient Ullage space available in final tank for line blowing. 16. Record time of completion and close all filling valves after blow through.

TIME:_________

This section of checklist is completed on_________________at________________Hrs By_____________.

C) POST BUNKERING CHECKLIST 1. Ensure all hoses are fully drained. 2. Close and blank all manifold connections. 3. Blank the bunker barge hose connection. 4. Sound all tanks and calculate oil-received taking into consideration list, trim &

temperature.

5. Note soundings / meter readings and temperatures of tanks of supply barge. Work out the quantity supplied and keep record to reconfirm quantity received.

6. Verified all bunker receipt details are correct and in compliance with MARPOL Annex VI. In case of any disputes, regarding quantity/quality/give appropriate letters of protest and inform all parties immediately.

7. On completion of sampling the seal to be broken in the presence of all concerned and the cubitainer to be capped

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NO. DESCRIPTION YES NO N/A 8. Contents of each cubitainer to be thoroughly shaken to homogenize the mixture and

the 3 nos. sample bottle to fill till the specified mark.

9. The 3 nos. sample bottles to seal, each seal number to have necessary documentation. There will be an additional bottle for MARPOL sample, which should not be less than 1 L capacity. All bottles should have identification stickers and seals and stickers to be jointly signed by barge rep and C/E. One bottle to send to fuel testing laboratory, one to be given to the supplier’s representative and one bottle to be kept on board. The samples to be sealed and signed by the supplier’s representative and the vessel’s representative (i.e. Chief Engineer).

10. The retained sample should have following minimum information on the tag: - Location and method of sampling. 1. Date of commencement of delivery. 2. Name of bunker tanker/installation. 3. Name and IMO number of receiving ship. 4. Signatures and names of supplier’s representative and ship’s representatives. 5. Details of seal identification and Grade of bunker received

11. The bunker delivery note to be retained on board for a minimum period of 3 years from the date of bunker-delivery.

12. MARPOL sample bottle to be retained on vessel for at least 1 year or till oil is used, which ever is later.

13 STORING OF RETAINED SAMPLE BOTTLE 1. The retained sample should be kept in a safe storage location. 2. The retained sample must be stored for 12 months minimum from date of

delivery.

14. When in, or heading for, cold area: In order to avoid “freezing’, ensure the bunker line is thoroughly drained after bunkering, Also ensure that the bunker line on deck is not filled up with bunker when making transfers, and the valve/s to deck is/are left open by mistake

15. Update Oil Record Book. 16. Land sample for analysis to fuel testing laboratory Procedures for Reporting Discharges of Oil or Hazardous Material in the Water: A. Any person observing any oil or hazardous material discharge in the sea shall immediately report to the Master and Chief Engineer immediately. B. the Master to follow reporting procedures as per SOPEP / VRP

Engineer handling Bunkering Operations

Chief Engineer

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Revised by : Manager SID Checked by : Director SID Edition No. 1 : December 2010 Rev. Date : Feb 2012 Approved by : Director SID Rev. date : Dec 2014 Appendix 4(A) : Page 1/8 Engine Room Procedures

APPENDIX 4 (A) - ENGINE ROOM PROCEDURES 1. GENERAL

Please refer to Sec 11 of SBM I All vessels have detailed manufacturer’s manual for various machinery in the Engine room. The manuals cover both operation of the machinery and their maintenance. All Permits to work including Enclosed space entry and hot work permit are in the Safety manual and to be used as applicable. When maintenance is being carried out on any equipment, the equipment must be isolated (Lock out & Tag out). Isolation permit in Safety Manual to be completed. Appendix 3 of this Manual contains the Bunker transfer procedure and the Bunker transfer checklist. Appendix 4 of this manual contains the Engine room checklists. Sample of Chief Engineers standing orders and Insturction for calling Chief Engineer is provided in this section. Chief Engineer to draw up his own Standing order and have them signed by other Engineers and the posted, Test routines of Emergency equipment are in the SMMS and are to be carried out as per the planned schedule. All Joining engine room staff to be familarised with the layout and equipment in the engine room by the outgoing staff or by a officer or crew designated by the Chief Engineer. Blackout recovery procedure would be drawn up specific to the vessel and posted in the ECR.

(!!)

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2. CHIEF ENGINEER’S STANDING ORDERS

( Sample- Each Chief Engineer to prepare his own standing orders)

• All Personnel entering the engine room shall be properly attired in full sleeve boiler suit, safety shoes, helmet and earmuffs/plugs. Smoking is only allowed in designated smoking areas.

• The machinery space is to be kept clean and tidy at all times. Cotton rags are to be disposed only into the covered drums kept for this purpose. All plastics are to be thrown into drum marked “Plastics only”.

• All tools are to be returned to their respective places after work. Good housekeeping practices are to be strictly followed.

• All special tools must be under the custody of 2/E and are to returned to him after use.

• All personnel are to be familiar with their emergency stations and duties. They must also be familiar with the location and operation of LSA/FFA equipments.

• Safety Equipment under a particular engineer’s care must be checked every Saturday and any defects rectified immediately and brought to the notice of Chief Engineer.

• Engine room bilges are to be transferred to bilge holding tank, settled for at least 24hrs before being pumped overboard through 15 ppm oily water separator. The OWS is to be operated only under my supervision.

• No Hot work is to be carried out without obtaining a permit except in the Engine room workshop.

• Various Operational checklists from Appendix 3 of this manual are available in ECR for identified critical operations. These checklists are to be filled by duty engineer whenever the particular operation is carried out.

• Jobs completed and spare parts consumed are to be entered in SMMS by individual engineers with their own “User-ID”. Appropriate history of the repairs is to also be entered in the SMMS.

• Any abnormality, defect or leakage is to be attended immediately and Chief Engineer informed.

• Duty engineer is to attend all alarms promptly and shall take regular rounds of machinery spaces.

• 2/E is delegated to be in charge of engine room personnel and strict discipline to be maintained at all times. All engineers are to carry out their duties diligently and sincerely.

• Any breakdown of equipment or systems is to be entered in the Defect list section of SMMS with date when the repairs are expected to be completed.

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• Risk assessment to be carried out as per guidelines in the Risk assessment section

of SBM II.

• MOC (Management of Change for vessel) is to be carried out when any equipment is replaced except for replacement in kind(RIK).

• All personnel are to ensure that high standards of “Safety, Operation & Maintenance” are in practice at all times.

2.1 INSTRUCTIONS FOR CALLING CHIEF ENGINEER ( Sample)

Please inform Chief Engineer by phone in the event of the following: o When in doubt about any variation in plant parameters. o When two hours’ notice is received prior arrival/departure port/anchorage

etc.. o At any time when Bridge requests for change of main engine revolutions. o Any high or low pressure oil pipe leakage is detected. o Any sea water pipe rupture or leakage is detected. o Any abnormal noise or vibration is detected in any machinery. o Breakdown/changeover of important machinery such as Boilers, Generators,

Steering Gear pumps etc.. o Vessel’s PA system can be used to call Chief Engineer in case he is not

available in the cabin.

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3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD

1) It is company policy that all chemicals, paints, cleaning materials, etc. are handled and stored according to The International Maritime Dangerous Goods Code. The following are general guidelines but are no substitute for consulting the IMDG and makers product information.

2) All vessels will maintain a file containing hazard data sheets for various materials in

use. MSDS must be maintained for the following:

A. Engine Room chemicals B. Engine Room lubes and greases C. Paints and Thinners D. Domestic cleaning materials E. Tank cleaning materials F. Miscellaneous

Please refer to SHEQ Manual for asbestos free requirements.

3) Labelling:

A. WSM being an ISO 14001 certified company only purchases products from

standard manufacturers, as such all their products are properly marked. No chemical or hazardous material will be accepted on board without it being properly marked / labeled.

B. The labels must be in good condition, clearly readable, with all proper hazardous warnings and markings in place. Any packaging not meeting these requirements should not be accepted on board.

C. Drums brought on board by shipyards, contractors, or sub-contractors must

comply with (B).

D. On occasions vendors or contractors may supply equivalent tank cleaning chemicals or solvents in used drums. In such situations the drums must not be accepted until they are correctly marked. When ordering chemicals at a port not holding a standard stock, it would be prudent to advise supplier in advance regarding marking of drums.

E. Empty drums used by ship for storage of liquids must have old labels

erased and be remarked. Such drums must be thoroughly cleaned out from previous product to avoid any reaction between incompatible chemicals.

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4) Storage:

These must be stored as per the IMDG regulations but following principles are

general company policy.

A. Inflammable and Toxic materials must under no circumstances be stowed inside the accommodation. This includes large quantities of laboratory methanol, fuel samples, cargo samples, domestic cleaning materials.

B. Paint and thinners are to be stowed only in the approved paint locker equipped with fixed fire extinguishing system. Paints or thinners must never be stowed in steering compartment or machinery spaces. At the end of the working day they must be returned to the paint store.

C. Boiler Chemicals, E.R. Cleaning chemicals, Electrical cleaners.

These are in general a mixture of toxic, corrosive or inflammable material. In some cases the chemicals may react with water or heat to give off toxic fumes and in others they could be are inter-reactive.

D. Drummed Lubes.

Only very small quantities of ready to use oil should be stowed near machinery.

E. Miscellaneous:

a) Read and follow the relevant MSDS sheets for any specific instructions.

b) Existing procedures for issue of chemicals are to be further intensified,

maintained under strict control, and R.O.B. records maintained.

c) Chemicals will only be issued by the Officer responsible for its control. At no time is any crew member allowed to enter the chemical locker un-accompanied.

d) If drums are to be cut, then this must be done under direct supervision

of a responsible officer, and procedures for ‘Hot work” strictly followed.

e) Prior to any such work being carried out ensure that empty drums are thoroughly rinsed, and drained, and atmosphere checked.

f) The plugs / caps are to be removed prior to starting any cutting.

g) Empty drums must be cleaned and rinsed prior to being stored, and the

drum marked as being cleaned, with the caps open.

h) Record of inventory to be kept as per sample below

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Vessel : _________________________________________________ Chemical Locker Inventory and Record for the month of ___________ DESCRIPTION FROM LAST

INVENTORY DELIVERED

THIS MONTH

USED THIS

MONTH

R.O.B. STOCK

Remarks:

If any drums were emptied during the month, record of same to be mentioned below.

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4. ENGINE ROOM EMERGENCY PROCEDURES

4.1 SHIP SPECIFIC PROCEDURES Ship specific procedures are to be drawn up and kept in a file in the Engine room. At a minimum, the following emergency procedures are to be included: 1. Measures in case of Black – Out ( Black out recovery procedure shall be

made and posted in the ECR). All Engineers have to be familiar with the Black-out recovery procedure.

2. Manual start of the Emergency Generator 3. Flooding of Engine Room – Vessel to also refer to Checklist 15 of Section

V of MCCM. 4. Failure of cooling system for Main Engine and Auxillary Engines

Any other emergencies can be included as applicable to the Engine room 5. Failure of Purifiers

4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM

In case Engine Room is manned, following procedure is to be followed by the person who notices the fire: - Sound the fire alarm. - Inform Bridge/ECR.

Fight the fire locally with available firefighting equipment. The below mentioned measures are taken when the fire is spread out and beyond control with available firefighting equipment in Engine Room platforms. • Stop bunkering operations if in progress. • Operate emergency stop switch for F.O. & L.O. pumps . • Operate emergency stop switch for E/R fans . • Operate quick closing valves as applicable. • Emergency generator to be started if it has not already automatically

started. • Emergency fire pump to be started. • Close all flaps; dampers and openings to the Engine Room. • Proceed to the EHQ.

In case Engine room was unmanned, following action is to be taken: • Duty engineer will first muster at the EHQ.

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• Proceed as directed. • Depending on the zone of the fire, entry should be made with full

protective gear and charged hose from the most suitable entrance to the Engine Room.

Refer to Checklist 8 of Section V of MCCM. Checklist 8 also details the procedure for evacuation and total flooding in case the fire is out of control.

4.3 MEASURES IN CASE OF GROUNDING ( Specific to Engine room) Grounding checklist is available as Checklist 3 and 4 in Section V of MCCM and is to be followe.

In case of grounding, following procedure is to be followed with reference to Engine room: Main Engine is to be stopped if it has not already tripped. Change over to high sea suction. Sound all double bottom tanks and cofferdam to assess any rupture of hull. Ensure that there is no changes of E/R bilge levels. Main Engine to be inspected thoroughly. The following to be checked/tested:

o Holding down bolts and chocks. o Crankshaft deflection. o Mechanical control gear. o Main bearing clearances.

- Intermediate shaft and its bearing to be checked. - Stern tube system for possible leakage. - Following to be done only after approval discussion with office - Turn engine on turning gear. Observe T/Gear load (Amps) on panels

after discussion with office. Check for any abnormal noise or vibration. - Inspect Steering Gear. Check rudder movement to ascertain that no

leakage of hyd. oil or distortion of rudder stock have taken place. - Any attempt to refloat the vessel with the help of Main Engine must be

out after ascertaining that no damage to engine, gearings and shafting caused due to grounding.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 4(B) : Page 1/1 E/R Checklist No. 1

APPENDIX 4(B) : ENGINE ROOM CHECKLISTS E/R CHECKLISTS NO. 1 - STEERING GEAR TEST VESSEL NAME : PORT : DATE: N.B.USCG required tests conducted no more than 12 hours prior to entering/getting underway as per title 33 CFR Section 164.25. NO. DESCRIPTION ARR DEP

1. Primary/Secondary Steering

2. Internal Vessel Control Communications and Alarms

3. Standby/Emergency Generator

4. Storage Battery/Emergency Lighting

5. Power system in vessel control & propulsion machinery spaces

6. Main propeller machinery, ahead & astern

7. An emergency steering drill must be conducted within 48 hours unless the drill is conducted regularly once every 3 months

REMARK:

NOTE: All above tests should be entered in Deck & Engine Log Books. Failure

to record tests in vessel's log can cause delays and the potential for a US$25,000.- Civil Penalty as per USCG Rules Title 33 CFR Paragraph 164.11.

Duty Engineer Chief Engineer

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E/R CHECKLISTS NO. 2 - ARRIVAL PORT VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A

AT 1 HOUR NOTICE

1 Chief Engineer informed

2 Confirm required E/R staff at hand for maneuvering condition

3 Stop Fresh water generator and shut dosing system

4 Change over sea suction to high if required

5 Second generator started and taken on load. Sump tank checked and all parameters normal

6 Check Emergency and Standby generators are on Auto and ready for immediate use

7 Ensure all M/E parameters are normal for the set rpm and check sump tank

8 One Auxiliary Boiler brought up to working pressure and ready for use

9 Second Auxiliary Boiler pressed up and fully Isolated.

10 Change over valves of Sewage Treatment Plant as required

11 Check that all bilge wells are clean. Bilge water separator overboard valve closed and lashed

12 Main air compressors operational and in Auto mode

13 Start air reservoirs pressed up and drained of water

14 Reserve air bottle pressed up and isolated

15 Control air system, filters, water traps and accumulators drained of water

16 Check all non running pumps are selected on "Stand-by" as applicable

17 Power for both ICCP, FWD and AFT switched off

18 Daily / Header / Sump tanks (FO, MDO, LUB oil and FW tanks) levels checked and drained of water as applicable

19 Incinerator to be stopped and secured. All garbage segregated in designated drums and properly stored.

20 Workshop machineries, Welding and Gas cutting equipments properly secured, disconnected and isolated.

21 All engine room access doors from deck secured from inside as per Marsec level.

22 Emergency air bottle pressed up to 30 bars and isolated.

23 Check Stern tube air guard system flow rate and oil tank pressure is normal

AT END OF PASSAGE (EOP)

24 All Counters and Flow meters taken and recorded on Maneuvering Book

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NO. DESCRIPTION YES NO N/A

25 Main Engine tried out on fuel in both directions from Bridge

26 Steering gear checks carried out & check list complied with.

27 M/E Jacket cooling water pre-heating steam opened if required

AT FINISHED WITH ENGINE (FWE)


29 Auxiliary blowers off

30 Indicator cocks open. Turbocharger drains open

31 Fuel Oil Supply pump switched off

32 Turning gear engaged. M/E turned at least one revolution on turning gear after propeller clearance is given from Bridge.

33 M/E Jacket cooling water pre-heating steam opened.

34 Change over Engine room blowers to supply/exhaust as required

35 Stop second generator if applicable

REMARKS:

NOTE: 1. Inform Bridge and chief engineer of any shortcomings that might delay acceptance of Stand by Engines.

2. Only accept Stand by Engines when engines are ready for maneuvering. Duty Engineer Chief Engineer

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E/R CHECKLISTS NO. 3 - DEPARTURE PORT VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A



3 Second generator started and taken on load, Check Emergency and Standby generators are on Auto and ready for immediate use

4 Engine order telegraph tried out, Communications with Bridge checked, Bridge and Engine Room clocks synchronized.

5 Steering gear tested, Both steering motors switched on. Steering checklist complied with.

6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought to operational levels and drained of water as applicable.




10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.


12 All loose equipments/received stores adequately secured as applicable


14 Check all Engine Room Blowers on supply mode

15 Check all HFO and LO purifiers operation is normal

16 All bilges transferred to bilge holding tank and no water under flywheel

17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil Tanks sounded.

18 Check all overhauled machinery during port stay, for proper line set-up and operation

19 Check Exhaust gas boiler circulating pump running

20 Check power available for Deck Hydraulic machinery

21 HFO Supply pump started. Auxiliary Blowers started on Auto

22 All Main Engine systems restored to operational status

23 Propeller clearance obtained from duty officer

AT 1 HR NOTICE

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24 Main Engine turned a few revolutions on Turning gear after pressing pre-lubrication on "HMI" unit for cylinder lubrication in Control Room Console

25 Turning gear disengaged.

26 Main Starting air valve and Distributor air valve open after draining of water

27 Main Engine blown through on air after confirmation from bridge

28 All Indicator cocks closed. Turbocharger drain clear and shut

29 Make sure Main Engine is ready for maneuvering. Give controls to Bridge.


31 At standby take all Counters and Flow meters and record them on Maneuvering Book

AT COMMENCEMENT OF PASSAGE (COP)


33 Shut Jacket water pre-heating steam

34 Check all machineries parameters are normal during load up program

35 Equalized both Auxiliary boilers pressure and couple them. Keep Boilers in Auto mode with selected Master / Slave.

36 Start fresh water generator

37 Change over sea suction as per Chief Engineer's instruction

38 Power for both ICCP, FWD and AFT Switched ON

39 Stop second generator once complete plant is stabilized


2. Only accept Stand by Engines when engines are ready for maneuvering. REMARKS :


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E/R CHECKLISTS NO. 4 - SHIFTING VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A



3 Second generator started and taken on load, Check Emergency and Standby generators are on Auto and ready for immediate use

4 Engine order telegraph tried out, Communications with Bridge checked, Bridge and Engine Room clocks synchronized.

5 Steering gear tested, Both steering motors switched on. Steering checklist complied with.

6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought to operational levels and drained of water as applicable.




10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.


12 All loose equipments/received stores adequately secured as applicable


14 Check all Engine Room Blowers on supply mode

15 Check all HFO and LO purifiers operation is normal

16 All bilges transferred to bilge holding tank and no water under flywheel

17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil Tanks sounded.

18 Check all overhauled machinery during port stay, for proper line set-up and operation

19 Check Exhaust gas boiler circulating pump running

20 Check power available for Deck Hydraulic machinery

21 HFO Supply pump started. Auxiliary Blowers started on Auto

22 All Main Engine systems restored to operational status

23 Propeller clearance obtained from duty officer

24 Main Engine turned a few revolutions on Turning gear after pressing pre-lubrication on "HMI" unit for cylinder lubrication in

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Control Room Console 25 Turning gear disengaged.

26 Main Starting air valve and Distributor air valve open after draining of water

27 Main Engine blown through on air after confirmation from bridge

28 All Indicator cocks closed. Turbocharger drain clear and shut

29 Make sure Main Engine is ready for maneuvering. Give controls to Bridge.


31 At standby take all Counters and Flow meters and record them on Maneuvering Book

AT FINISHED WITH ENGINE (FWE) 32 All Counters and Flow meters taken and recorded on

Maneuvering Book

33 Auxiliary blowers off

34 Indicator cocks open. Turbocharger drains open

35 Fuel Oil Supply pump switched off

36 Turning gear engaged. M/E turned at least one revolution on turning gear after propeller clearance is given from Bridge. Turning gear disengaged

37 M/E Jacket cooling water pre-heating steam opened

38 Change over Engine room blowers to supply/exhaust as required

39 Stop second generator if applicable


2. Only accept Stand by Engines when engines are ready for maneuvering.

REMARKS :


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E/R CHECKLISTS NO. 5 - UMS OPERATION VESSEL NAME : DUTY ENGINEER : DATE: NO. DESCRIPTION YES NO N/A

1 L/T fresh water tank level normal

2 Steering gear oil (P&S) oil level normal/no leaks

3 Aux. Boilers (P&S) press/water level/normal

4 Boiler dosing tanks level normal

5 Workshop m/c, Gas-Weld m/c power off/valves shut

6 Cylinder oil service tank normal

7 HFO service/settling tanks drained for water/level normal

8 Refrigeration compressors oil level/parameters normal

9 H/T fresh water tank level normal

10 Air compressors/Dryer pressure & oil level normal/no leaks

11 Air reservoirs drained for water

12 Incinerator waste oil tank level/temperature normal

13 EGE soot blowers started sequence/observed/put on auto

14 Hydrophore tank/sterilizer pressure/normal/no leaks

15 A/E fuel oil pressure/temperature/diff press normal

16 A/B fuel oil unit pressure/temperature normal

17 Main fuel oil unit/back flush filter pressure/temperature/diff press normal

18 Purifiers/feed pump pressure/temperature/amp/oil level normal

19 Fresh water generator vacuum/shell temp/salinity normal

20 Central coolers in-out pressure/temperature normal

21 Cascade tank temperature/level normal

22 Running Aux engine parameters, oil level normal/no leaks

23 Stand-by Aux engine in remote start position

24 Air-conditioning compressors pressure/amperes/oil level normal

25 ICCP panel readings normal

26 M/E cylinder head/Exhaust valve temperature, fuel rack normal/no leaks

27 M/E turbocharger oil flow & temperature normal/no vibration

28 Cylinder lubricators pumps pressure normal

29 Air cooler / oil mist detector temperature/mist level normal

30 COPT platform no leaks

31 M/E lube oil filter / cooler in-out press/temp/diff press normal _

32 All tank sounding pipes closed

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33 Tank top / bilge wells no leaks/level below alarm float

34 Sump tanks / WO tanks / Sludge tank level/temperature normal

35 cavenge air drain box inlet valve open

36 Stern tube air guard system / oil tank level/flow rate normal

37 Shaft earthing potential millivolt reading normal (<50mV)

38 All pumps have stand-by selected on MSBD

39 Aux engines on stand-by remote start mode/ACB auto

40 All fire loops confirmed on

41 Engine room entrance doors Shut

42 Duty / watch mode cabin/unattended

43 NK- Mist Fire Fighting System on Auto

44 Fire Pump on auto remote operation mode.

45 Informed bridge of going unmanned: informed


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E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP VESSEL NAME : DUTY ENGINEER : DATE: NO. DESCRIPTION YES NO N/A

STARTING FROM LOCAL STATION 1. Engine control panel start position changed from Auto to Local 2. Turning bar secured in position, Check no leaks and Ready to Start light is ON 3. Check the sump tank and governor oil level, Check pre-lubricating oil pressure 4. Check cooling water supply and fuel oil temperature and pressures 5. Check Alternator bearing oil level 6. Change fuel link lever from Max position to Zero by turning the governor load

indicator knob

7. Open indicator cocks and blow through engines, Shut indicator cocks 8. Change fuel link lever from Zero to Max position by turning the governor load

indicator knob

9. Press Start button, Ensure engine running, Check running parameters are normal 10. Run engine idle for 5 minutes and change control position from Local to Remote 11. Synchronise the incoming generator to the bus bar and close the ACB

STARTING FROM ENGINE CONTROL ROOM ( Remote Start)

Make sure control is on Auto. Turn Start/ Stop knob on Main Switch Board to Start. Generator will start, Automatically synchronize with Main Bus Bar and come on Load The generator should preferably be started from Local station

STOPPING 1 Offload the outgoing Generator and open its ACB on Main

Switch Board to Open Position

2 Run the Engine Idle for about 10-15 mins, and then turn engine Start/Stop knob to Stop Position


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Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 Appendix 5 : Page 1/7 WMCP

APPENDIX 5 : WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) General The guidelines and instruction in this annex are additional to the requirements of Marpol. Vessels are to comply with Marpol requirements and the instructions herein are voluntary additional company requirements based on industry best practice and our own experience. Environmental Ethics Environmental Compliance is extremely important to Wallem. There is an expectation that each and every employee, both ashore and afloat, demonstrates the Company’s commitment to protecting and sustaining the environment. The Company has made available to all employees an Open Reporting Line, served by a 24-Hour phone ( 852 2876 8363 ) and a dedicated email mailbox ([email protected]), intended to facilitate the reporting of environmental non-compliance activity, environmental hazards, or a breach of any regulatory or Company policy related to environmental protection. It is a requirement and expectation that every individual with knowledge of any deviation from Wallem Environmental Compliance Program or any otherwise unethical conduct shall report this to their department head or to the DPA as soon as practical. Marpol Compliance statement All crew members joining a Wallem managed vessels are to sign a Marpol compliance statement. Coverage Wallem Marpol Compliance Program ( WMCP ) coverage is limited to Marpol I and Marpol V.

The additional requirements are mainly with respect to Engine room wastes. There are no additional requirements under WMCP for sewage which is covered under Marpol IV. The main focus of WMCP is for Engine room waste under Marpol I, garbage under Marpol V and as below for tankers under Marpol I.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 5 : Page 2/7 WMCP

Marpol I ( WMCP ) – Engine room waste The additional requirements are mainly with respect to Engine room bilges. The Engine room wastes controls are mainly under three subsections:

1. Bilge water and OWS 2. Sludge and Incinerator 3. Recoding in ORB

Marpol I ( WMCP ) – Bilge water and OWS Following are the requirements for Bilge water and OWS which is also captured in the Mind map on the next page. OWS Discharge Pipes : They should be painted in Distinctive colour. The flanges should have numbered seals on the bolt to prevent unauthorized removal. The seal numbers should be recorded In the PMS. Visiting superintendents should check the actual seal numbers against the numbers in the PMS during attendance. Joining Chief Engineers should check the numbers on the seal against the numbers recorded in the PMS at the time of joining. Joining Chief Engineers should also remove one section of pipe* within one week of joining to ensure that the pipe is clear of oil. This should be done with office approval for breaking seal. After inspection, new seals to be put and records in PMS updated. * in the presence of the outgoing C/E if time & operational constraints permit. Control of Portable pipes : All portable pipes and pneumatic/portable pumps on board are to be kept in locker / box. The key for the box/locker is to be kept with Master & Chief Officer. A Register is to be maintained to record purpose for which pipes/ pumps are removed/used. All pipes should be tagged for their purpose. Oily water separator : The operation of OWS is to be done only under direct supervision of Chief Engineer and during daytime. Notice should be displayed at OWS sampling valve stating 'Fresh water not to be opened during operation of OWS'. Notice to be also displayed stating the OWS operation is to be done only during daylight and under supervision of Chief Engineer'. OCM compliant with MEPC 107(49) should have a stencil mentioning that ‘date/time in UTC’. Vessel should carry sufficient spares for Bilge pump and OWS. Vessels should have spare Coalescer/cartridges for OWS. Others: Bilge and Sludge lines should be completely isolated. If there is a common line, one section to be removed and blanks inserted at open ends. Seals should be inserted at the blanks. Discharge line isolated with the only common point being the shore connection. Office should be informed before making any modification to any of the lines. Office will then inform Class and Flag. Ships will be instructed to proceed only after the approvals are in hand. Emergency Bilge valve and bilge suction valve of pumps ( GS, Fire pump ) to be sealed. Seal to be removed every three months with office approval to move the valves. New seals should then be put on the valve and the SMMS updated. To minimize the possibility of suction of containments, floating oil and/or oily water exceeding 15 ppm which may compromise the efficiency of the OWS equipment, care should be exerted when disposing bilge water through the OWS, to avoid operating the OWS unit when the level in the BHT is reduced to less than 20% of the tank capacity

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Marpol I ( WMCP ) – Sludge and Incinerator Following are the additional requirements for Incinerator:

• Necessary spares on board for sludge pump and incinerator • Old spares of incinerator such as nozzles kept for showing to PSC inspectors

Marpol I ( WMCP ) – Oil Record book entries Below is a mind map of additional requirements on ORB entries. Vessel to comply with MEPC 1./Circ 736 for entries in ORB.

Change of Chief Engineer New Chief engineer should carry out the following on his joining;

• Check pipeline drawing with layout • Check no connection between sludge lines and bilge lines • Check seal number against records in SMMS • Within one week of joining, open OWS discharge pipe to check condition on the inside of the

pipe. If time and operational constraints permit, this check to be done whilst off-signing C/E present.

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• Any defects to be advised immediately to vessel’s superintendent and Manager • Complete the Chief Engineers WMCP Self audit checklist and send to office with selected

photographs within 7 to 15 days of joining

Superintendent attendance Any office superintendent attending a managed vessel to check all items as below:

Change of Master

• Complete the Master’s WMCP Self audit checklist and send to office within 7 to 15 days of joining

Dry Dock work Following additional work to be done during dry-dock :

• Bilge tank to be cleaned • Bilge separated oil tank cleaned and heating coils checked • All sludge tanks to be cleaned and heating coils cleaned, tested and repaired as required. • Set up EGB wash water system, if required • Fit an extractor to waste oil tank, if required • Incinerator refectory inspected and repaired, as necessary

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• OWS opened, inspected and cleaned; heating coils checked • 15 PPM monitor calibrated/checked by vessel or manufacturer authorized workshop

Marpol V - Garbage Following additional measures on Wallem ships:

• Plastic garbage bags are restricted to 150 pcs only. Vessel to maintain inventory of the garbage bags and these to be in custody and control of the Chief Officer

• Vessel to use only biodegradable bin liners • Vessel to have wheelie bins for easy storage and disposal • EGB wash water to have independent system for storing and disposal • Correct Entries in Garbage logs as per actual disposal of garbage both quantity and time wise.

Chief Officers should not make entries on rough estimate. • Master’s should verify the entries in the Garbage log. • When vessel is in special area, placard should be put up stating that vessel is in Special area

with the discharge restrictions. • Vessel to have compactor based on trading pattern and garbage storage

Marpol Pollution Prevention Equipment (MPPE) The below guidelines are designed to meet the requirements of environmentally critical equipment as mentioned in Element 10 (Environment Management) of TMSA. The following equipment’s are considered as Marpol Pollution Prevention Equipment (MPPE) :

1. Oily Water Separator 2. ODMCS 3. Incinerator 4. Sewage Treatment Plant 5. Comminuter

In event of any failure or operation significantly below specifications of above mentioned MPPE which cannot be rectified by the ship’s complement, the Master must immediately report the matter to the office, to seek guidance for restoring normal operation. When any MPPE is deemed to be in-operational, vessel is required to discuss with the office and implement alternate methods of retention, transfer and disposal of the affected waste as appropriate and in compliance with Marpol requirements. Prior to the vessel’s arrival in port, the following must be complied with for non-functional MPPE: 1. The office to obtain “Dispensation Letter” from Flag State Administration authorizing to sail the

vessel without the operating equipment until such time it can be repaired. The dispensation letter must be sent to the vessel prior to arrival at the next port so that the Master can present it to the Port State Control authorities

2. The Master must notify the local port state control authorities of the malfunctioning condition of the

equipment in accordance with the specified local and international regulations. Master would also advise them of measures taken to retain and/or dispose the waste in compliance with Marpol requirements and send a copy of the relevant Flag Dispensation Letter to the port authorities through the vessel’s agent

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Air Pollution compliance All vessels in the fleet have Ship Energy Efficiency Management Plan (SEEMP). Masters and Chief Engineers are required to monitor and educate the ship’s compliment on the effect of vessel’s emission of harmful gases such as NOx, SOx, CO2 and GHG etc. on the environment. .

Optimisation of fuel consumption, which in turn will reduce emission, by better Voyage planning, Cargo planning, Ballast management, Hull cleaning, Propeller polishing and any other such measures to be emphasized and discussed in the passage planning meetings on board.

Energy Efficiency Operating Index (EEOI) is calculated based on the Formula provided by IMO and Intertanko, on a Voyage to Voyage basis. Vessels is required to send the report to office through VRM, Voyage abstracts at end of each voyage. These are monitored and analysed in the office. The top management is provided with a consolidated report every quarter. The report compares the EEOI performance of vessels based on class and type of vessel.

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Prepared by : MSQR Checked : Director (Marine) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Directors Rev. Date : Jun 2016 Appendix 5 : Page 1/1 Master Self Audit Checklist

WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) – Masters Self Audit Checklist Name of the Vessel: Date: ____________ Notes for Master: The checklist is to be checked and filled within 7 to 15 days of joining. The completed copy of this checklist is to be sent to the Superintendent with copy to the fleet. Any deficiencies noted should be sent in the text of the mail.

1.0 General 1.1 Marpol Special Area and ECA poster is available on board 1.2 Officers and Engineers on board aware of Marpol Special area and ECA areas 1.3 The Ballast water exchange record, Ballast handling log, Training with respect to ballast

water management plan and Ballast water reporting forms for various port states maintained onboard

2.0 Marpol Annex I 2.1 Master to Verify with Chief Engineer on the following

a) Proper functioning of all Marpol Pollution Prevention equipment ( MPPE) i.e OWS, Incinerator, Sewage treatment plant, communiter and ODMCS for tankers

2.2 Master to check that ORB is being signed by C/E and duty Engineer for entries and Master is signing at bottom of page

2.3 Master to verify with all Engineers individually: a) All Marpol equipment in good working condition i.e OWS, Incinerator, Sewage

treatment plant, communiter and ODMCS for tankers b) Familiar with operation of Marpol equipment

2.4 For Tankers, ODMCS is operational and records in ORB ( Cargo ) are in order 3.0 Marpol Annex V 3.1 Is the Garbage segregation satisfactory on the vessel?

Note for Master : Garbage segregation to be checked at the Garbage station, Galley, Pantry and cabins. There should be no paper, plastic or bottle fin bin marked “ food waste “ in the galley.

3.2 Entries in Garbage log are up to date, consistent and recorded regularly? Note for Master: Check entries under different Categories made correctly. There should be no entry in cat B if vessel does not have comminuter and is in special areas. Cat B should normally be between .01 to .04 M3 with a larger amount on the first day after departure.

3.3. Entries in Garbage log for shore disposal is recorded correctly. Note for Master: Entries should be made in Garbage log for garbage disposal ashore. Quantity in disposal ashore receipts should match the entries in the garbage log. Garbage landing certificates to be attached to the Garbage Log Book.

3.4 Does the vessel have a Waste Management Plan Note for Master : the ship specific flow chart on page 27/120 should be highlighted as applicable to the vessel

3.5 Where applicable, do the entries for the disposal of cargo residue to sea include the start and stop times and their positions?

3.6 Are Special Garbage Wastes handled correctly? Note for the Master: condemned batteries , expired medicines, condemned pressurized cans, printer cartridges and expired pyrotechnics to be only disposed to shore reception as per instructions in Page 11/120 of Garbage Management Manual & Record book

3.7 Has the processing equipment on board as per Page 28/120 of the Garbage Management Manual and record book been completed?

3.8 Has the garbage storage table on page 29/120 of the Garbage Management Manual and record book been completed?

3.9 Officers aware of Wallem requirement for PSSA? For Bulk carriers, officers aware that cargo residue can be disposed in PSSA with office

approval?

3.12 Officers aware of no garbage disposal(including food waste) in Bohai Sea and Torres strait Name of the Master: _______________ Signature : __ __

(!)

(!) (!)

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) New Insertion : Dec 2014 Appendix 5 : Page 1/1 C/E Self Audit Checklist

WALLEM MARPOL COMPLAINCE PROGRAM – CHIEF ENGINEER SELF AUDIT CHECKLIST

Name of the Vessel: Date: ____________ Notes for Master: The checklist is to be checked and filled within 7 to 15 days of joining. The completed copy of this checklist is to be sent to the Superintendent with copy to the fleet. Any deficiencies noted should be sent in the text of the mail along with photographs.

1.0 General 1.1 Marpol Special Area and ECA poster is available in the ECR 1.2 Engineers on board aware of Marpol Special area and ECA areas

2.0 Marpol Annex I 2.1 Are seals fitted on OWS discharge pipes ?

Note for the C/E : Seal numbers should have been logged and informed to the office. Check the seal numbers on the flanges against the number logged in SMMS to ensure that they match and that no new seals have been put. Vessel should also have sufficient number of blue numbered spare seals.

2.2 Is the bilge line as per drawing ? Note for C/E : Any modification should have been advised to office and should have class approval.

2.3 Bilge and Sludge Pump suction lines are completely isolated from each other? Note For C/E: If there is a common line, are the two lines isolated with one pipe length removed and with blanks at each remaining end which are tack welded and with numbered seals.

2.4 Bilge & Sludge pump discharges are connected only for shore connection & nothing else ? 2.5 Is the discharge line from OWS painted in a different colour ?

2.6 Are seals fitted on OWS sampling line ? Note for C/E : In most cases, clamps to be fabricated which would fit on the sampling line and the seals would be inserted on the clamps

2.7 Are Seals fitted on the Emergency bilge valve and bilge suction valve of Pumps(Fire Pump, GS Pump or others as per class requirements)

2.8 Are Portable pipes on board kept locked? Note for the C/E : All portable pipes should be kept locked in a locker or box. All portable pipes are to have their use/function purpose painted on them The key for the lock should be with the Master and C/O. Vessel to also have a log to note down the date, time and purpose for which hose has been removed. Inventory of pipe should be available.

2.9 Are their recommended spares of OWS, bilge and sludge pumps on board ? Note for Chief Engineer : Coalescer / cartridges must be on board

2.10 No Rough logs or sounding books to be used to maintain record of sludge tank soundings. Note for C/E: Vessel to use sounding board. Once the figures are entered in the ORB, the sounding of the previous day to be erased.

2.11 Open OWS discharge pipe to check condition of the inside of the pipe. If time and operational constraints permit, this check to be done whilst off-signing C/E is present. Take a photo of the pipe removed before re-fitting.

2.12 Have new numbered seals been fitted and recorded in the SMMS

Name of the Chief Engineer: _______________ Signature : _________________

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : - - - Appendix 6 : Page 1/3

APPENDIX 6 : CODE OF SAFE PRACTICE FOR TIMBER CARGO

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APPENDIX 7 : CARRYING STEEL COILS

1 Steel coil loading into the hull structure

Steel coils are rolls of thin steel plates with variable lengths and diameters. A typical dimension for design purposes is 1.5m in diameter, 1.5m in length and 15 tons in weight. Steel coils are stowed in the cargo holds with their axis in the ship's longitudinal direction. In between the coils and inner bottom plating, wooden dunnages are arranged in the ship's transverse direction. The steel coil load will then be transferred through dunnages into the inner bottom plating, longitudinals, double bottom girders and hull girder structure in sequence.

2 Special features of steel coil loading

Typically, three dunnages are arranged for each row of steel coil. Dunnages are pine planks with a normal cross section of 100-150mm in width and 30mm in thickness. They are arranged in order to prevent steel-to-steel contact between the inner bottom plating and steel coils and to prevent abrasion in between. Generally, the quality of the dunnages is not controlled. Dunnages are also much less stiff than tank top structures, so that the load transferred through their bending into longitudinals is negligible. Therefore none of the Classification Rules contains a requirement about the properties of dunnages and the dunnages' bending capacity is ignored.

Dunnages are soft compared to steel coils and will deform in the area where they come into contact with coils. The load through the dunnages to the inner bottom plating will thus be a kind of rectangular shape with a small area equal to the width of the dunnages multiplied by the contact distance (which depends on the steel coil diameter, but may be assumed to be 30% of the longitudinal spacing). When many dunnages are arranged for one steel coil, in extreme conditions as a wood sheet, rectangular loads from the coil will assemble a rectangular line load in a longitudinal direction. However, in a transverse direction, due to the coil's diameter, there will still be a large spacing between these line loads. Therefore, the steel coil load is not a uniform pressure load on the entire inner bottom. The rectangular load is a fundamental parameter for checking the local structure strength, ignoring the friction between steel coils, it is assumed that gravity loads and inertia loads due to vertical acceleration from the upper tier of coils are transferred equally to the lower tier. The same principle applies to calculating rectangular loads. Standard steel coil loading conditions included in the loading manual are normally based on steel coils with the same weight and dimensions. When coils are different, rectangular loads can be calculated in the same reasoning and compared with loads from the standard condition.

Due to the special features of steel coil loads, the local structure strength of the inner bottom plating and longitudinals must be specially checked. However, the responses of the double bottom girder system and hull girder are not different.

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3 Local structure

Typically, the steel coil's diameter does not match the longitudinal spacing, meaning that rectangular loads may act on the inner bottom plating in the middle of two longitudinals. This is the extreme condition against which the strength of the inner bottom plating must be checked.

The Rule formula for plating thickness is based on the plastic collapse of a plate panel with fixed boundaries. The simple example below illustrates how load distribution affects the required plating thickness. The example is based on steel coils of 1.5m in diameter (Ds). The longitudinal spacing (s) is 0.8m (typical for Handy size bulk carriers). Many dunnages are arranged for each row of coils so that there is a rectangular line load (ql) on the inner bottom Similar to the discussion for plating, rectangular loads may be acting on one longitudinal. This is the extreme condition for longitudinals. The Rule formula for the section modulus and shear area of longitudinals is based on an elastic beam with both ends fixed. In reality, the bending of the inner bottom plating will transfer some loads (about 10% depending on spacing and plating thickness) to adjacent longitudinals. Since the portion is very limited, all loads are assumed to remain on one longitudinal and are simplified as point forces, while adjacent longitudinals take almost no loads. This assumption gives an accurate enough result compared to those from fine mesh finite element analysis. It is clear that rectangular loads from steel coils are very different from uniform pressure loads. In relation to the local strength of the inner bottom plating and longitudinals, the special features of steel coil loads should be taken into consideration.

4 Double bottom girder system

It is not only steel coils that transfer loads onto the double bottom girder system. The overall strength of double bottom girders for each cargo hold and each two adjacent cargo holds is controlled by hold mass diagrams. These diagrams show the relationship between the cargo mass and the draught in order to control the net load. On ships with a loading computer system, these diagrams are integrated into the system and the master can easily check whether or not the planned steel coil loading condition is suitable for the strength of the cargo holds.

However, as discussed previously, some longitudinals may take more steel coil loads while adjacent longitudinals are not fully utilised. Consequently, the requirements regarding the connection area and the area where longitudinals are welded to floors may increase. The buckling of floor panels must be also checked.

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5 Hull girder

In order to control the hull girder strength, the allowable bending moment and shear force must be evaluated for the planned steel coil loading condition. It should be noted that, for ships required to comply with IACS UR S17 (hull girder requirement in flooded cases), the allowable bending moment and shear force in flooded conditions must also be checked. Steel coils are high density cargo. This means there is more space for sea water if a cargo hold is flooded. When the flooded hold is in the middle part of the ship, the sagging moment will be much larger than in a "normal" homogeneous loading condition.

6 Summary :

The allowable evenly distributed weight must not be used when carrying steel coils. Extensive damages have resulted on a vessel when it loaded according to evenly distributed allowable load. Please check your loading manual for steel coils loading. In some case, we also need to seek an advisory from vessel’s class in respect of allowable tiers for the different dimension/weight of steel coils to be loaded, the pre-stowage plan should not be confirmed if charterers don’t provide the vessel with the required dimensions of steel coils to be loaded. Vessel is required to use the class NKK “Primeship Steel Coil Loading” program that is available on each WSM bulk carriers to calculate allowable tiers for the different dimensions & weight of coils to be loaded. “Cargo Securing Manual” & various publications related to Carriage of Steel cargoes that is available in the WSM “MARITIME SAFETY “ CD should be referred.

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APPENDIX 8 : DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO)

1 DOCUMENTS

Documentation related to the carriage of Dangerous Cargo on board container ships will mainly consist of the following: 1) The vessel must be in possession of a valid Document of compliance with

special requirements for ships carrying dangerous goods. The appendix to this document will contain information indicating class wise allowable locations for stowage of dangerous goods on board.

2) Each dangerous cargo shipment shall be accompanied by a Dangerous Goods

List or Manifest. This manifest shall be set out in accordance to the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Manifests shall be filed on board and maintained load port wise.

3) Each dangerous cargo shipment shall also be accompanied by a Dangerous

Goods Declaration. This is a signed certificate or declaration that the consignment, as offered for carriage, is properly packaged, marked, labeled or placarded as appropriate and in proper condition for carriage. This declaration may be combined with the container packing certificate as required by the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Declarations shall be filed on board and maintained discharge port wise.

2 PROCEDURES FOR DANGEROUS CARGO

The Chief Officer will ensure compliance with all operational procedure for the safe carriage of IMDG Cargo including display of bay plans showing locations (in color code) of containers carrying hazardous cargo along with relevant Material Safety Data Sheets in crew & officer’s accommodation. The Chief Officer shall prepare a copy of the dangerous cargo stowage plan (indicating DG class & location) along with a dangerous cargo list (indicating Location, Container number, DG class and UN number, IMO number and call sign of the vessel, Master’s name and his signature must be included), these along with any special guidelines from shippers, shall be kept on Bridge (for ready reference of the watch keeping officer) and in Fire wallets at gangways. Additionally, MSDS sheets and all other related information on each voyage to be maintained in a special folder as per procedure for IMDG Cargo.

All DG containers must be checked for proper label/placard as required by the IMDG code. A stock of spare labels/placards must be kept on board. DG containers must be checked for condition prior loading and leaking or damaged containers posing a hazard, shall be rejected.

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It must be ensured that all DG containers are loaded in the planned stow position. Any discrepancies shall be brought to the notice of the Terminal planner / Central planner and / or local agent as required. The final condition may be accepted only if meeting all stowage and segregation requirements; else it must be corrected by discharging / shifting concerned container(s). The requisite day/night signals for vessels carrying / loading / discharging dangerous cargo shall be displayed. When handling/carrying dangerous cargo on board smoking shall strictly not be allowed other than in designated smoking areas. Signs/placards shall be appropriately displayed at gangway and on deck. Location and properties of dangerous cargo shall be considered when carrying out any Special work on board such as hot work etc. Other precautions shall be taken when handling dangerous cargo shipments as warranted by good seamanship, SOLAS, MARPOL, IMDG code, local and national regulations. Further guidance for handling D.G cargo is contained in IMDG Code vol 1, 2 & supplement. Emergency Contact Details for each port will be displayed prominently by the Chief Officer in the Cargo Control Room, Radio Room, and should be available with the Master

3 PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO

Detailed procedure and action to deal with such emergency will be different for each incident depending on type & quantity of hazardous material involved as also its location.

Any incident involving IMDG Cargo must be reported to the Local Authorities, Charterers, Owners, and Managers in relevant format. (REFER TO SOPEP MANUAL FOR CONTACT DETAILS).

Reference must also be made to the supplement of the IMDG CODE, which incorporates the Emergency procedures for ships carrying dangerous goods ”EMS”, and the Medical First Aid Guide for use in accidents involving dangerous goods (MFAG). Emphasis and effort should be directed towards minimizing escape of hazardous material, its containment within the ship without spreading and discharge overboard as practicable in accordance with detailed information available.

All crew on board must be familiar with labels and placards and report occurrences to the responsible ship’s officer. Depending upon nature/severity of the incident, emergency stations to be sounded and the incident attended as required under the prevailing circumstances.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2014 (New) Appendix 9 : Page 1/4

APPENDIX 9 : HEAVY LIFT & PROJECT STOWAGE & PROCDURE 1. Cargo stowage and securing:

Heavy-lift items and project cargoes are often of high value and great weight. They may have delicate parts vulnerable to contact damage. These cargoes may or may not be suitable for carriage on exposed decks. They must be fitted with lifting points and lashing points that are of adequate strength and positioned in appropriate places for safe lifting, unloading, stowing and securing for sea. The carriage of these items should be planned in great detail, starting from the load port till the discharge port. This should be considered as critical operation and Risk Assessment should be raised, office should be informed once deems necessary.

2. Voyage Planning:

The voyage must be planned to ensure that the cargo can be safely carried from the load port till the discharge port. Due regard to be given to the anticipated weather conditions during the voyage. The precautionary measures necessary for safe carriage of the cargo to be included in the voyage plan. Worst case scenarios for stability/strength conditions to be considered during the planning stages to ensure vessel is always with in the stability /strength parameters. The ship must be able to berth safely alongside at the load port and at the destination port, and safely load and discharge the cargo, bearing in mind mooring arrangements, stability requirements, safe working loads, crane capacities, crane outreach and other factors which has a bearing on safe operations. Sufficient lashing materials and dunnaging materials must be provided on board after appropriate calculations have been carried out to determine the requirements (see pre-planning below). Professional securing contractors should be employed, if appropriate, to carry out the necessary calculations and to secure the cargo safely and adequately for sea.

3. Pre-Planning:

The shippers of the cargo should provide the Master with information about the cargo so that the stowage and securing can be properly planned in advance. The information should include the following.

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Pre-planning information for heavy-lift items • A general description of the cargo. • The gross mass of the item or of each item if there is more than one. • The principal dimensions of the item(s) and, if possible, scale drawings. • The location of the center of gravity of each item. • Particulars of the bedding area of the cargo units and details of any precautions

with regard to the bedding of the item(s). • Details of lifting points or slinging positions and if possible information on how

best to lift each item. • Details of securing points, including their strength and radius of strength, if

spreader is necessary.

Some heavy-lift items are not fitted with any form of bedding arrangements apart from foundations or legs upon which they would ordinarily stand. Others will be completely cased in timberwork and will be provided with a timber floor that is capable of taking and spreading the weight of the item, while others will be fitted with cradles of limited strength. Information about the construction of base-units is required so that appropriate arrangements can be made on board to bed and support the item adequately and appropriately.

4. General Requirement:

• The lifting points should be fitted symmetrically on either side of the center of gravity and should also be fitted with sufficient spread, to be not less than half the length of the unit, to enable safe and level lifting of the unit without the use of additional sling/lengthening equipment. Lifting points should be clearly marked.

• Securing points should be of adequate strength and their minimum strength must

be advised. Lashing points should be so constructed as to have a wide arc of strength because lashings will not necessarily be led directly in line with the plane of the lashing point. All lashing points should be suitably marked.

• The strength and base area of any cradles, foundations or bedding provided

must be known to establish what else is needed for the support of the load atop the ship’s hatch cover, deck or tank-top, bearing in mind the maximum permissible load.

• When details of the base-structure or cradles are known, a suitable stowage

location can be chosen and suitable bedding material can be ordered.

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5. Cradles, Cribbage Support and Securing :

Some items of cargo comprise a main body and an extension piece or overhanging section that is separate from and is not wholly supported by the main body.

Examples include cranes with a jib, yachts with a horizontally laid mast and pieces of machinery with appendages. Those extending parts must be properly and adequately held and supported to avoid damage being sustained by the parts as a result of movement during the voyage. Such support structures are often referred to as cradles or cribbage supports. Such structures should be thoughtfully planned and properly constructed, usually of either timber or steel with adequate and appropriate packing materials, and should be as follows. When the detail of a piece of heavy-lift or project cargo is known, calculations can be carried out to determine how many lashings are required to secure the cargo adequately against movement. Also, the required distribution of those lashings can be assessed.

6. Loading and Discharge Operation:

When all of the pre-planning has been completed, information with regard to the items of cargo obtained, stowage location decided upon and method of securing planned and checked by calculations, consideration needs to be given to the loading operation. On board a ship that often carries heavy-lift items or project cargoes, there might be a checklist in the Cargo Securing Manual. This checklist to be completed when a heavy or awkward piece of cargo is to be loaded. The main points for an operation where ship’s crane(s) will be used are as follows:

o Operation shall only start once all the preparatory work has been completed o The Master or Master’s deputy shall remain in overall charge of the operation

with the signalman in an appropriate position. o The lifting of the cargo unit should be steady and controlled and the hoist wire(s)

of the crane(s) must be vertical throughout the operation. o When two ship’s cranes are used in tandem, or twin cranes are in Gemini

operation, the operation should be carried out only in daylight, with wind speed not more than 15 knots. Risk Assessment is requested and inform office for approval. Any exemption may request subject to obtain office approval in advance.

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o Tag lines should be fitted to the cargo unit to allow control of any rotational

movement, if appropriate. o The ballasting operation should be carried out in conjunction with the cargo

transfer operation to maintain the ship as near to upright as possible, and any list should not exceed 3º.

o When the cargo unit is first lifted from the quay, if it is found that either the

weight is in excess of that declared or the center of gravity is not where it is shown to be such that the lifting points are incorrectly positioned, the operation should be abandoned and the cargo unit should be carefully placed back on the quay.

o The situation should then be carefully considered; expert advice should be

sought and further information should be obtained to devise a system for the safe loading of the cargo unit.

o If a program for the safe load of the unit cannot be devised the cargo unit should

not be loaded at all.

7. General reminders:

• Always plan the carriage of such specialized cargo in great detail from origin to destination to avoid large claims.

• Study voyage details, including the weather forecasts and worst case scenarios

for stability conditions during the planning stages. • Always ensure that lifting operations for heavy cargo are properly planned jointly

with the shipper’s representative, a cargo superintendent and the carrier’s surveyor.

• For high value cargo, always use a specialized project cargo surveyor to assist

with pre-loading and loading. • Ensure lashing and dunnaging materials are checked to confirm they are

appropriate in strength and design for the cargo being secured to avoid damage during the voyage. Where required, professional securing contractors should be employed to carry out the necessary calculations and to secure the items in place.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Nov 2013 Approved by : Director (SID) Rev. Date : Jun 2014 (New) Appendix 9 (A): Page 1/21

APPENDIX 9(A) P&I - PRACTICAL GUIDE Below are practical guidance on how to carry heavy-lift and project cargoes safely at sea, issued by UK Club and AGCS.

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APPENDIX 10: STEEL CARGO & PRODUCTS, SURVEY, MATE’S

RECEIPT, BILL OF LADING REMARKS Under the Hague Rules and the Hague-Visby Rules the carrier, after receiving the goods into his custody, and on the demand of the shipper, is bound to issue a bill of lading showing among other things the apparent order and condition of the goods. However, most (if not all) bills of lading contain words acknowledging that the goods are received in “apparent good order and condition”. When the carrier acknowledges goods are received in apparent good order and condition, the carrier does not guarantee the goods were in a good condition on shipment, only that they appeared so. The apparent good order and condition relates to the carrier’s knowledge (including that of the master) on a reasonable inspection of the goods. This statement in the bill of lading is not a matter of contract but of representation of the Masters opinion as to the condition of the cargo on loading. It is against this representation that the purchasers of the goods, and banks who advance funds against its security under letters of credit, rely.

At the place of discharge the bill of lading holder is entitled to receive goods in the order and condition described in the bill of lading. That is, unless the bill of lading is claused to the contrary, the receiver is entitled to receive cargo in apparent good order and condition and the carrier is potentially liable for any discrepancies, whether such have occurred during the voyage or are of pre-shipment origin.

As the obligation on the Master is to exercise the judgment that can be expected by a reasonably competent and observant Master in order to express an honest and reasonable view, the apparent order and condition so described by the Master does not amount to a guarantee as to the cargo’s actual order or condition.

The nature of the master’s obligation is not that of an expert on the particular type of cargo in question. This can and often does create a dilemma for the Master; whether to clause a bill of lading or not - in the twilight zone between what can and cannot be expected of the Master in this respect the importance of having the assistance of an expert surveyor is of particular importance and if in doubt Masters should seek assistance from the Club and / or local Club’s correspondents.

As seen above the importance of accurately describing the apparent order and condition of the cargo is paramount. Certain types of cargoes are particularly sensitive, valuable, or otherwise susceptible to attracting claims and with some of these cargoes identifying the signs of defects can be a particularly perilous task. Steel cargoes, in particular certain types of processed steel, are among such cargoes – for some types of steel even a minor presence of rust will almost inevitably lead to claims and this is particular so in a falling market when cargo receivers may seek to take advantage of any opportunity to reject cargo or ‘recoup’ their trading losses by pursuing damage claims under the bill of lading. While cargo claims are undesirable at

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the best of times, a further effect of the current steel market is that it is extremely difficult to recondition a damaged cargo at a cost that is proportionate to its subsequent value. And with supply now exceeding demand – for steel as well as tonnage to carry the steel – salvage sales of damaged steel, which was previously often considered to be the last resort, are not likely to yield significant proceeds

For the reasons discussed above the importance of a proper description of the cargo’s apparent order and condition cannot be stated too strongly. While commercial pressure and letters of indemnity may sometimes lure shipowners into agreeing to issue clean bills of lading when a reasonable master would otherwise normally clause the Bill of Lading. The risks involved in doing so are significant.

Cargo Type

The types of steel sheeting coils that may be presented for shipment are either:

• hot rolled steel, which is uncovered and may be rusty and/or wet upon loading, and may be loaded in the rain, or

• cold rolled steel or galvanized steel coils which will have metal or possibly paper/card protection and is highly susceptible to damage claims and which should not be loaded in the rain and kept dry.

For obvious reasons, shippers want clean bills of lading. Indeed, more often than not they are needed so that the shipper of a cargo will be paid under their sale contract with their buyer. In the case of steel cargoes, unless specially treated, there is always the possibility that there will be some visible rust on the surface. Surface oxidation can range from superficial to serious; if the former, it may not be necessary to clause the bills of lading but, in the case of the latter, clausing will be necessary. However, the problem faced by the reasonably competent and observant master is to decide when rusting is no longer superficial and, then, how accurately to describe the extent of the rusting.

“In appropriate cases, it is permissible for any of the following clauses to be used when describing steel shipments which show signs of rust or a similar condition on shipment: Partly rust stained / Rust and oil spotted/ Rust stained Wet before shipment/ Rust spots apparent/ Wet steel tubes Some rust spots apparent/ Wet bars /Some rust spots apparent on top sheets Rust on metal envelopes /Top sheets rusty Covered with snow Some top sheets rusty / Pitted Rusty edges Rusty, Some rusty edges /Rust with pitting Rusty ends/ Goods in rusty condition /Some rusty ends Edges bent and rusty /Rust spotted Partly rusty When packed sheet iron is shipped the following two clauses may be used: Covers rusty/wet, Packing rusty/wet”

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Types of rust include: Spot – Localized slight penetration of the mill scale. Stained – A light tan colored and fine powdery coating. Rusty – A thicker coating of brown scale, when removed, the remaining surface is uneven. Pitted – Penetration of the surface with minor indentations which cannot be removed by wire brushing. Scale – Thick flaking rust. Streaks – Stains which indicate that water has previously run across the surface.

Is the cargo mechanically damaged? The type and extent of deformations should be described as accurately as possible, with appropriate dimensions. Terms which are commonly used include: Bent (locally or entire length/width) Dented Edges buckled Scored Nicked Coating scratched, cracked, peeling Windings telescoped Bindings broken Packaging torn/dented punctured

Clausing Mate’s receipts and bills of lading At the time of loading a Mate’s receipt is issued and signed by the vessel. Later, the carrier will issue a bill of lading to the shipper based on the Mate’s receipt. Amongst other facts, these documents state the condition of the cargo at the time of loading. This is usually phrased as “in apparent good order and condition”. If this does not describe the condition of the cargo as would be apparent from a careful inspection, then the documents must be claused to reflect the true condition observed. If the cargo is found to be wet, then the documents should be claused for example “wet before shipment”. If rust is found, the type and extent of the rust should be described using the phrases discussed earlier. Similarly, if the cargo has mechanical damage, the type and extent should be included in the clause. Appropriate clauses should indicate the likely cause, for example “marked by handling gear”. It is important that these remarks are as accurate as possible. The affected cargo should be identified. General terms such as “some”, “a few” and “a number of” should be avoided.

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GUIDANCE FOR MAKING REMARKS ON MATES RECEIPT AND BL FOR STEEL CARGOS "Rust stained"

Rust stained

When 75% or more of the surface area of the item of cargo/cargo is covered with a fine, light coloured film of rust which when removed by wire brushing, scraping or wiping reveals a smooth, bright metallic surface.

"Partly rust stained”

Partly rust stained

When under 75% of the surface of the item of cargo/ cargo is covered with a fine light coloured film of rust as described for "Rust Stained" above.

"Rusty"

Rusty

When 75% or more of the surface area of the item of cargo/cargo is covered with a dark brown coloured rust formation, which when removed by scraping or wire brushing reveals an uneven, dull surface still rusty in appearance to some degree.

"Partly rusty" When less than 75% of the surface of the item of cargo/cargo is covered with a dark brown coloured rust formation as described for "Rusty" above.

Rust Spots Apparent

Rust Spots Apparent

Localised very slight penetration of rust in the form of rusty spots and especially in areas where the mill scale coverage is broken or fragmented. The spots are not prominently bulbous in appearance and, when cleaned away, leave a smooth steel surface.

"Rust spotted"

"Rust spotted"

Localised penetration of rust through the mill scale. Bulbous, revealing an uneven surface when removed by wire brushing. Parts of the surface without mill scale may be rust stained with rust spotting.

Partly or totally wet surfaces apparent before shipment but may only become apparent when moved for shipment (for example, water can run out of the inside of structural steel, when lifted). When lifting hot rolled coils, flexing of the windings often squeezes out water from between the turns of plating; in which case, although initially apparently dry, the goods are wet before shipment.

"Covered with snow" Visible surfaces partly or totally covered with snow and/or ice.

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"Rust with pitting"

Deep brown coloured rust which, often with rust scale formation, when removed by wire brushing or scraping reveals pitting of the surface of the steel.

"Areas of steel surfaces reacting to silver nitrate solution tests"

Silver nitrate. Note milky white area: positive reaction

Suspect areas should be tested. If they react, the test is proof that chlorides are involved: see the comments above on silver nitrate testing and sampling.

"Stained by an unidentifiable powder" These powders are often hygroscopic and contain chemicals which can be aggressive to steel surfaces. The colour of the powder may be mentioned. Surveyors should endeavour to take and retain samples of the powder.

"Rust streaked"; "evidence of contact with free moisture - drip down rust streaks" These clauses will apply mainly to the packing of wrapped material; they are very important as drifting free moisture can penetrate the overlaps of packing and contact the contents so causing damage direct by contact, also creating internal sweating of the material.

NB. Where wrapped goods are concerned many of the above mentioned clauses can be used; for example, "Wrappers Rust Stained." Where galvanised material is concerned the rust is referred to either as "White Oxidation Marks" or, when more advanced, as "White Rust". It is important to mention drip down moisture runs when these are observed.

Mechanical (handling) damages Although at the time of loading these damages may be nothing more than irregularities, they can eventually lead to damage developing and the goods must be considered as not being altogether suitable perhaps for stowage purposes, or capable of withstanding normal handling; the following clauses on Bills of Lading should make this clear. Unwrapped material Hot rolled steel sheeting in coils

Hot rolled coils. Note bending damage to inner circumference turns of plating

Hot rolling coils - excessive telescoping - "Inner and/or outer (or both) edges of plating locally dented and/or buckled where handling gear marked (number of coils

affected)." - "Side edge windings locally affected by deep score marks." - "Inner and/or outer (or both) turns of plating telescoped up to

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(give maximum extent of telescoping in centimetres, also number of coils affected.)" - "Telescoped edges of plating torn and bent (number of coils)." - "(Number of coils) loosely wound, windings slack, strapping bands slack; average number of strapping bands per coil broken

and/or missing." - "Coil ovalised: note two way inner diameter measurements and mention numbers of individual coils affected."

NB. The tightness of the windings of coils and efficiency of strapping is of considerable importance. Loosely wound coils can lead to instability of the stow, damage to the material and eventual costs for re-strapping in order to facilitate further handling (for example, on carriage to final destination). The number of strapping bands applied are the minimum; broken or missing strapping bands should not be ignored.

Hot rolled steel plates in bundles "Edges of bottom plates in bundles locally bent and/or buckled where handling gear marked." "Edges of plating locally scored/gouged (number of bundles affected)." Single steel plates - "(Give number of plates). Plate edges locally bent where handling gear marked." - "(Give number of plates). Plates waved/bent along length. Bent on end." "Large steel beams"

- "(Number of pieces) flanges incorrectly overlapping for stowage purposes." - "(Number of pieces) flanges locally bent. Beams bent. Webs bent and/or distorted."

Merchant iron Small scantling material in the form of angles, flats, beams, rounds, squares, channels, etc., shipped in lengths of 20 and 40 feet often form part of a cargo. They are made up into unprotected bundles which are secured with flat metal strapping bands or wire. If not well packed and tightly secured, in handling, individual pieces project at the ends and become vulnerable to bending damages. - "Bundles loosely secured." - "Securing of bundles insufficient." - "Individual pieces projecting on ends. Projected and pieces bent."

Pipes and tubes The remarks above for Merchant Iron would apply to small scantling pipes made up into bundles. If these pipes are fitted with plastic protection caps their condition should be noted. Single Mild Steel Pipes are shipped loose and in various lengths. Damages consist of localised denting on the body of the pipe or on the ends. Ends can be completely distorted so that the pipe in the affected area is out of round. If the ends of the pipes are bevelled, ready for welding, the bevelled edges often become scored or damaged (requiring rebevelling). It is customary to handle these goods with copper or plastic lined lifting clamps/hooks. In the following the number of pipes affected should be mentioned: - "(Number) pipes locally dented in (number of places)." - "(Number) pipes dented on one end. Out of round on one end." - "(Number) pipes bevelled end scored, nicked, cut." Specially coated pipes and cement lined pipes often form part of ship's cargoes. Although such pipes are unprotected, damage to the coatings or even defects caused in handling can provoke claims. - "Cement lining affected by hair line cracks." - "(Number) pipes cement coating chipped and/or locally broken on ends." - "(Number) pipes protective coating locally scored, chafed where handling gear marked." These can be shipped in single pieces or wired into bundles. Overloading of slings may cause bending of the flanges. When the goods are in bundle form, secured or unsecured, it is important to observe how the flanges can lead to pressure in stow resulting in serious distortion of the beam webs and such damage is not uncommon. The flanges must not overlap consecutively but alternately. Steel beams are regularly shipped in large quantities.

Purpose - General... · WALLEM SHIPMANAGEMENT LTD. Multi-Purpose – General Cargo Ship Manual...

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