Container Cargo

CONTAINER CARGO OPERATION MANUAL
Rev No. : 1
Date : 30-Nov-23
APPROVAL Page : 1 of 92

EDITION – I
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the revision sheet.
Issued By:
Approved By:
Synergy Maritime Private Limited
DOC Head
This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system, or transmitted in any form or by any means
without the prior permission of management.
Rev No. : 1
Date : 30-Nov-23
RECORD OF REVISION Page : 2 of 92
RECORD OF REVISION
Chapter Page Rev.No. Date
Ch2 Personnel Safety 8 - 11 1 30-Nov-23
Ch3 Cargo Watchkeeping 20 1 30-Nov-23
Ch5 Dangerous Cargo 33 1 30-Nov-23
Ch6 Reefer Cargo 36 1 30-Nov-23
Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENT Page : 3 of 92
TABLE OF CONTENT
Revision
Chapter Title Revision
Date
1 Purpose, Scope, and Responsibilities 0 15-Dec-22

2 Personnel Safety 1 30-Nov-23
3 Cargo Watchkeeping 1 30-Nov-23
4 Cargo Securing Arrangements 0 15-Dec-22
5 Dangerous Cargo 1 30-Nov-23
6 Reefer Cargo 1 30-Nov-23
7 OOG and Other Special Cargo 0 15-Dec-22
8 Leaking Containers 0 15-Dec-22
9 Third Party Damages 0 15-Dec-22

Management of Adverse Weather Conditions 15-Dec-22
10 0
(port and sea)
11 Stability Related Guidelines 0 15-Dec-22
12 Guidelines Related to Cargo Securing Devices 0 15-Dec-22
Appendix 1 Flow Chart for Reefer Operations 0 15-Dec-22

IMO MSC Circ 1228 – Synchronous and Parametric 15-Dec-22
Appendix 2 0
Rolling
Appendix 3 Additional Guidelines on Parametric Rolling 0 15-Dec-22
Appendix 4 A Master’s Guide for Container Securing 0 15-Dec-22
Appendix 5 A Master’s Guide to Hatch Cover Maintenance 0 15-Dec-22
Appendix 6 Letters of Indemnity, A Guide to Good Practice 0 15-Dec-22

Guidelines for the Carriage of Calcium 15-Dec-22
Appendix 7 0
Hypochlorite in Containers (CINS)
Safety Considerations for Ship Operators Related 15-Dec-22
Appendix 8 to Risk-Based Stowage of Dangerous Goods on 0
Containerships (CINS)
Appendix 9 Portable Gas Monitoring Equipment 1 30-Nov-23
Appendix 10 Chartering Terms and Abbreviations 0 15-Dec-22

Rev No. : 0
CHAPTER -01 Date : 15-Dec-22
PURPOSE, SCOPE & RESPONSIBILITIES Page : 4 of 92
1.1 PURPOSE
1.1.1 The purpose of this manual is to guide the master, officers, and crew to load,
transport, and discharge cargo in a safe and efficient manner.
1.1.2 At every stage of the operation of the vessel due consideration must be given to all
the rules and regulations including but not be limited to classification society, IMO
codes (IMDG, CSS), SOLAS and national/local regulations for safe cargo carriage.
1.2 SCOPE
1.2.1 This manual is applicable to all container vessels managed/owned by the Synergy
Group.
1.2.2 The guidance provided shall be read in conjunction with instructions provided by
owners, charterers, cargo shippers/receivers and other concerned parties.
1.2.3 Any conflict shall be brought to the attention of the Ship Management Team (SMT).
1.3 RESPONSIBILITIES
1.3.1 The master is responsible for safe loading, securing, carriage and unloading of cargo
carried on his vessel.
1.3.2 The chief officer is responsible to the master for safely carrying out cargo operations
on board.
1.3.3 Information related to Master’s responsibility and authority has been included in
Ship Management Manual (SMM).
1.3.4 Information related to responsibility of shipboard personnel has been included in
Ship Management Manual (SMM).
1.4 PERSONAL SAFETY
1.4.1 Procedures concerning personal safety for all operations are contained in the Ship
Management Manual (SMM), Health and Safety Manual (HSM), Mooring Safe
Management Plan (MSMP), Line Management Plan (LMP), Code of safe working
practices (COSWP).
1.4.2 Reference to be made to the appendix of this manual which contains guidelines from
the maritime industry for the safe and efficient operation of container vessels.
1.5 CARRIAGE OF CONTAINERS
1.5.1 Cargo stowage and securing is to be carried out in such a way as to ensure:
a. Preservation of the crew and ship from danger arising from cargo stowage.
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PURPOSE, SCOPE & RESPONSIBILITIES Page : 5 of 92
b. Protection of the cargo and the containers from damage, loss, or deterioration.
c. Best utilization of the cargo space to maximize the vessel’s voyage earnings.
d. Optimum cargo out turns.
e. Maintenance of cargo related equipment.
f. Compliance with SMS procedures and local regulations in ports.
1.5.2 This section should be read in conjunction with the other manuals and sections of
the Ship Management System (SMS) and procedures, as far as practicable and with
due regards to seamanship practices for safe operation of the Vessel.
1.5.3 This section should also be read along with other legislative and regulative
publications such as but not limited to Safety of life at sea (SOLAS), IMDG code,
MARPOL, 49 CFR (U.S.), ISM Code, ISPS Code, STCW, CSS Code, MLC, COSWP, etc.
1.5.4 Additionally, shipboard plans and instructions manuals such as the class approved
loading manual, stability booklet, cargo securing plan and owners/charterers
instructions should be referred.
1.5.5 Ship’s personnel are encouraged to keep themselves updated regarding latest
regulations, developments in the container sector by various P&I club bulletins,
circulars and notices sent on board by the company.
1.5.6 Whenever there is a conflict between this manual and international or local
regulations the international or local regulations will take precedence.
1.5.7 In case of any conflict between this manual and the shipboard plans or the
instruction manuals, the shipboard plans and instruction manuals will take
precedence.
1.6 REFERENCE
Refer to:
Ship Management System (SMS) manuals, vessel loading/stowage manual, vessel
stability booklet, charter party, cargo securing manual, SOLAS chapter VII – carriage of
dangerous goods, IMO circulars, IMO codes of carriage for the concerned cargo
(IMDG, CSS, etc), guidance for carriage of cargo from industry publications, P&I club
guidelines, CSSF guidelines, etc, port/berth information from owners, company,
charterers, agents, and shippers, etc.
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CHAPTER -02 Date : 30-Nov-23
PERSONNEL SAFETY Page : 6 of 92
2.1 GENERAL
2.1.1 Prior to and during loading, transport, and discharge of cargo, all necessary safety
measures, including any appropriate international and national regulations or
requirements, must be observed.
2.1.2 Relevant warning notices indicating hazards associated with cargo shall be posted.
2.1.3 The vessel should comply with Health and Safety Manual (HSM) for detailed
guidelines.
2.2 POISONING AND ASPHYXIATION HAZARDS
2.2.1 The vessel should take appropriate precautions, especially those relating to
ventilation, with caution particularly when carrying dangerous cargoes.
2.2.2 The Master must always be aware that cargo and adjacent spaces may be depleted
in oxygen or may contain toxic or asphyxiating gases. An empty cargo space or tank
that has remained closed for over a period may have an environment not suitable to
support life. Some cargoes may have oxygen depleting characteristics and loaded
spaces should be treated with equal caution.
2.2.3 It is essential that entry of personnel into enclosed spaces are not permitted until
proper enclosed space entry permits are issued and authorised by the master. Refer
to HSM for more information.
2.2.4 There is a need for the highest standard of personal hygiene for those exposed to
dust of certain materials. Refer to HSM for more information on health hazards due
to dust.
2.2.5 Precautions should include not only on the use of protective clothing, respiratory
protection and barrier creams when needed, but also adequate personal washing
and laundering of outer clothing.
2.3 VENTILATION SYSTEMS
2.3.1 Where cargoes give off toxic or flammable gases, the cargo spaces should be
provided with effective ventilation.
2.3.2 Care must be taken to prevent the vented fumes from entering the accommodation.
2.4 FIRE SAFETY
2.4.1 No naked lights shall be used in hatches or in the vicinity.

2.4.2 No smoking regulations shall be strictly implemented.
2.4.3 Fire system for the control of fire in cargo compartments shall be kept ready for use.
2.4.4 Fire is a major hazard, and all precautions must be taken to avoid it.
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2.5 MOORINGS AND ACCESS
2.5.1 The master shall obtain necessary information on mooring arrangements for the
vessel before she arrives at the port. This arrangement shall be checked with an
onboard mooring arrangement plan to verify if the same can be complied with. In
cases of unusual mooring configurations or unfamiliar shore fittings a rearrangement
of the ship’s mooring lines will be required.
2.5.2 Refer to the Mooring Safe Management Plan (MSMP) and Line Management Plan
(LMP). A risk assessment must be carried out for any deviation from ships fitted
mooring plan.
2.5.3 Moorings shall be regularly tended to when the vessel is alongside at any port. Tidal
timings should be posted at the gangway for the duration of the vessel’s stay in port.
Typical mooring arrangements fitted on a vessel assume moderate weather
conditions and no significant current or swell.
2.5.4 When a vessel is moored at a berth where she may experience significant tidal
ranges or wind/swell/current, appropriate and adequate precautionary measures to
be taken to safely manage possible surges which will affect the vessel’s safe
operation.
2.5.5 Care should be taken when onshore wind is experienced, as the onshore winds may
not necessarily be exactly abeam, and strains caused on mooring ropes may not be
evident. Any attempt by the ship’s crew to restrict vessel’s movement or hold the
ship alongside by vessels mooring alone may pose hazard to the crew.
2.5.6 The Master should follow guidance from the port if adverse weather is experienced
and where necessary, it is prudent to seek the tug’s assistance to keep the vessel
alongside.
2.5.7 Access to the vessel may be using the ship’s accommodation ladder or gangways
arranged from the shore side to the vessel. The access to vessel shall be well lit and
maintained in a safe condition free of obstructions. The access to vessel shall be
always manned by a watchkeeper.
2.6 PERSONAL PROTECTIVE EQUIPMENT (PPE)
2.6.1 Personnel engaged in cargo work shall wear the appropriate Personal Protective
Equipment. This shall include safety helmet, overalls, gloves, safety shoes and any
other gear that may be required as per the PPE matrix for the prevailing conditions.
2.6.2 PPE should be in good condition which should be checked by the person carrying out
the task. In case, any part of the equipment observed is not in a reasonably good
condition, then it should be replaced prior to being involved in any task.
2.7 PORTABLE LIGHTING
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2.7.1 Portable lighting arrangements, extension boxes and cables must be waterproof and
shall be checked by the ship staff prior to use.
2.7.2 Care must be exercised to ensure cables are free of twists and protected from
damage. All extensions must have an approved method of connections.
2.7.3 All cables to be inspected periodically should ensure that they do not have any
damages, or temporary repairs. In such cases the cable needs to be replaced
immediately.
2.8 ACCESSING CARGO HOLD SPACE ON CONTAINER VESSELS
2.8.1 Routine Cargo hold space entries are carried out on container vessels for the
following reasons:
a. for any concerns on container units, including OOG Cargo, Reefer Cargo, and
IMDG cargo.
b. during Ballast operations.
c. including inspections done on receipt of cargo hold bilge alarms.
d. inspection/maintenance in cargo hold spaces which may include access to
ballast tanks/void spaces, maintenance on any equipment located in cargo hold
spaces i.e., Heeling tank- pumps, bilge suction & equipment, maintenance to
cargo securing devices or any other similar tasks.
2.8.2 The container vessel cargo hold space in closed conditions can be considered as an
enclosed space under the following circumstances.
a. In the absence or failure of mechanical ventilators.
b. When the entry is to be made in the cargo holds where mechanical
ventilation is not continuously running at least 3 hours prior to entry.
c. The cargo hold has a tunnelled entrance.
d. Any suspicion on the suitability of the cargo hold environment.
Under such circumstances the vessel shall follow the ‘Enclosed space entry procedure’
mentioned in the Health and Safety Manual (HSM).
2.8.3 The below mentioned procedures are applicable to cargo hold space entry when the
cargo hold does not classify as an enclosed space.
2.8.3.1 The vessel shall prepare the level 2 risk assessment for the cargo hold space entry.
2.8.3.2 The team should consider and address the following hazards in the cargo hold space:
a. slippery surfaces which may cause injuries.
b. broken structures that pose a risk of injury.
c. fall hazards resulting from slippery surfaces, damaged railings, or platforms.
d. potential release of flammable or toxic materials from cargo leakages
(including declared or undeclared dangerous goods).
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e. fire risks due to cargo leakage, smouldering within container units, or activities
involving hammering, chipping, or power tools.
f. other hazards may include but not be limited to Open manhole access /
missing ladder rungs / danger of falling loose lashing gears / locations with
insufficient light arrangements, etc.
2.8.3.3 Not more than 2 simultaneous hold entries are allowed.
2.8.3.4 A team of a minimum of 2 persons shall participate in the task.
2.8.3.5 Ensure mechanical ventilation is running in supply or exhaust mode at least 3 hours
prior to making entry.
2.8.3.6 Space is well-illuminated with natural or lighting fixture.
2.8.3.7 The Cargo hold atmosphere shall be checked prior to making entry into the cargo hold
space, primarily for Oxygen(O2), Hydro Carbon(HC), Carbon monoxide(CO) and
Hydrogen sulphide(H2S). Additionally, to be checked for any other gases basis IMDG
cargo loaded in that cargo hold space as considered necessary by the Master. These
checks may not be required if the hatch covers are opened for more than 30 mins, and
access to hatch covers are not tunneled in nature. Only after verifying that the
atmosphere space is safe, an entry can be considered to be permitted into the cargo
hold space for that calendar day.
2.8.3.8 Pre-entry atmosphere checks can only be carried out by ship staff who have received
training on that gas measuring equipment (specific to equipment available onboard)
and possess a Certificate of Eligibility for Atmosphere Checks. The company specific
form to be used for this purpose.
2.8.3.9 A space may be considered suitable for entry when the test of the atmosphere inside
the space confirms:
a. Hydrocarbon(HC) gas concentration < 1 % LEL
b. Oxygen(O) = 20.9% (with modern digital meters, this value may differ from 20.8%
to 20.95%)
c. Toxic gases (i.e.: H2S, Benzene, Mercaptan, NO2, SO2, CO, CO2, Ammonia etc) <
50 % of occupational exposure limit (*).
(*) TLV-TWA of the gas is taken as the occupational exposure limit for the purpose of
determining the safe value.
2.8.3.10 Precautions to be adopted by each personnel making cargo hold entry shall include,
but not be limited to:
a. use of a personal gas meter by everyone accessing the cargo hold space.
b. Follow the PPE matrix for enclosed space entry.
c. use of a suitable portable safety lamp or torch.
d. use of a portable radio for communication with duty personnel.
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2.8.3.11 Effective communication is to be maintained with the control centre, and shall include
the following, but not limited to:
a. Prior to entering the space, communication shall be established between the
person entering the cargo hold space and the control centre.
b. After entering the space cross check, the communication again. If difficulty is
observed in establishing communication, an additional person with a radio shall
be arranged for on top of the cargo hold entrance to relay the messages.
c. Communication checks shall be repeated every 10 to 15 minutes between the
person inside the cargo hold space and the control centre.
2.8.4 The Following are the guidelines for designating a suitable Control centre for cargo
hold space entry on container vessels:
2.8.4.1 Control Centre while Vessel is at Sea:
a. The bridge serves as the designated control centre for monitoring cargo hold
space entry while the vessel is at Sea. However, the Master may choose another
suitable location for monitoring cargo hold space entry in certain circumstances
including navigating in restricted waters or high traffic density areas.
b. The control centre is responsible for maintaining a record of personnel entering
and exiting the cargo hold space.
2.8.4.2 Control Center while Vessel is in port:
a. In port, the Master can select any suitable location outside the cargo hold space as
the control centre.
b. The Officer of The Watch (OOW) supervises the control centre and is responsible
for monitoring personnel entering and exiting the cargo hold space. The OOW
ensures that a record of personnel entering the cargo hold space is maintained.
2.8.5 The following are the guidelines with reference to Record-Keeping and Monitoring
for cargo hold space entry on container vessels:
a. Duty personnel at the Control centre shall maintain the record of entry and exit in
the cargo hold space. They shall use the Cargo hold entry log (form OP-CTR-17
Cargo Hold Entry Log) for such recordings.
b. The duty officer is responsible for ensuring the safety of the personnel entering the
cargo hold space. He shall remain vigilant and stay in contact with the personnel
inside the cargo hold space. He shall ensure a safe exit from the hold space in case
of any changes in conditions that can threaten the safety of the personnel working
inside.
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2.8.6 Personnel inside the cargo hold space shall immediately evacuate the space under
the following conditions:
2.8.6.1 Activation of any personal gas meter alarm.
2.8.6.2 Activation of any other emergency alarms specific to the cargo hold space.
2.8.6.3 Activation of the ship’s emergency alarm.
2.8.6.4 Failure of ventilation.
2.8.6.5 Inability to communicate with the attendant or control centre.
2.8.6.6 Any doubts or identification of hazards that jeopardize the safety of personnel inside
the space.
2.8.7 The flow chart for ‘Cargo Hold entry’, included in this chapter can be used as a
reference guide.
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CHAPTER -02 Date : 25-Oct-23
Uncontrolled document when printed

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CARGO WATCHKEEPING Page : 13 of 92
3.1 PERSONNEL AND RESPONSIBILITIES
3.1.1 The master remains the overall person responsible for the safe operation of the
vessel. He should ensure that at least one certified duty officer is always available on
watch and adequate supporting crew is provided to carry out all necessary task for
the safe operation of the vessel including compliance with port specific
requirements.
3.1.2 The chief officer must ensure that stowage, securing and lashing arrangements are
as per the class approved Cargo Securing Manual (CSM) and onboard class approved
stability software. The vessel must be loaded within the limits allowed by the load
line certificate, and the loading capability maximized. Vessel equipment’s are
appropriately used as per the maker’s advice. The vessel to follow
local/national/international requirements as applicable. To ensure that standing
instructions are in place, and clearly understood by the officer of watch (OOW). Port
specific instructions are prepared, and clearly understood by the OOW. The
departure checklist is to be filled up by the chief officer and the required data
reflected in the departure message.
3.1.3 The OOW must ensure that cargo operations are being executed as per the loading
and discharge plans approved by the vessel. To ensure safe vessel operation under
the chief officers’ supervision, as per company Safety Management System (SMS),
chief officers/masters standing instructions, night orders and port specific
instructions. He should be in full control of all the operations on board during the
duration of watch unless relieved effectively.
3.1.4 Master’s and ship’s officers to be familiar with the contents of the ‘Master’s Guide to
Container Securing’ published by standard P&I club, copy of which is attached in the
appendix. With specific reference to ‘Basic advice’, ‘Do’s and Don’ts’, ‘Lashing system
– common disbeliefs’, ‘Safe working’ and ‘Principles of stowage’, which is related to
this chapter of this manual.
3.2 CHANGE OF CARGO WATCH
3.2.1 Proper handing/taking over of watch are essential for smooth operations on board.
The officer of the watch should not hand over the watch to the relieving officer if he
has any reason to believe that the latter is obviously not capable of carrying out his
duties effectively, in which case he should notify the Master accordingly.
3.2.2 Cargo watch schedules should be displayed at prominent locations on board and
crew should be briefed regarding their cargo watch responsibilities.
3.2.3 Ensure port log and any relevant checklist as per Safety Management System (SMS),
should be used and kept up to date immediately after completion of every cargo
watch.
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3.2.4 Duty officers shall be aware of:

3.2.4.1 The master's and/or chief officer’s standing and special (night) orders.
3.2.4.2 The lines of communication that is available between the ship and the dock staff or
port facility in the event of an emergency arising or assistance being required.
3.2.4.3 Ship’s drafts, trim, tide range and UKC. Any concerns in maintaining the company’s
UKC policy shall be reported to the Ship Management Team (SMT).
3.2.4.4 The depth of water at the berth, ship's draught, the level, and time of high and low
waters. Tidal information to be available at the Gangway for reference.
3.2.4.5 Status of gangway and moorings, if frequency of tending has been increased, in view of
weather conditions or due to design of the berth.
3.2.4.6 If weather conditions are to deteriorate or vessel is not alongside due to windy
conditions, consider:
a) Immediately reporting to the master and call additional crew as necessary for the
vessel’s safe operation.
b) Have main engines and bow/stern thruster(s) ready to use as applicable.
c) Refer to Health and Safety Manual (HSM) for additional guidance.
3.2.4.7 The status of reefer, IMDG, OOG containers and other special cargo. Bay plan marked
with the bays where cargo is completed and where the cargo operation is in progress
3.2.4.8 With reefers ensure to handover status of:
a) Units to load/discharge/restow with numbers, locations and manifest
b) Any malfunctions observed or reported
c) Attending shore reefer technicians
d) Electrical officer availability
e) Discrepancies which need to be addressed
f) Responsibility of connection/disconnection of reefers
g) If there is considerable delay in connecting the reefers, especially when
connection responsibility is on the terminal, the same should be notified to the
terminal/agents/charterers and the necessary corrective action to be taken at
the earliest.
h) Special care and attention should be given to special reefers (CA, CT and DG
reefers) while in port with respect to connection and disconnection timings.
i) ROB reefers should be monitored to ensure no inadvertent disconnection.
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3.2.4.9 Status of lashings carried out and inspected. Check of cargo lashings. To follow Cargo
Securing Manual (CSM).
3.2.4.10 Planned ballast operations, including monitoring of the same. To comply with Local,
international requirements and Ballast Water Management Plan (BWMP).
3.2.4.11 Check for bilge alarms, and whether they have been physically verified.
3.2.4.12 Status of any bunkering/debunkering operations, information regarding the number
of barges to be expected, means of access to the barge, agreed communication
method and compliance with the bunker safety checklist.
3.2.4.13 The status of any oil transfer planned or in progress.
3.2.4.14 Signals or lights (including Mast warning lights) are being exhibited.
3.2.4.15 Any special port regulations.
3.2.4.16 Any planned activity related to stores, spares, sludge, fresh Water, and garbage. Has the
terminal been informed, and acceptance received to use vessels lifting gear
(crane/monorail) for any purpose.
3.2.4.17 Visitors expected to board Vessel, and/or visitors already onboard.
3.2.4.18 Jobs in progress. Any permit to work which has been issued.
3.2.4.19 Crew watch schedule and rest hour status. Backup crew arrangements.
3.2.4.20 Timings for shore leave expiry, crew on deck, cargo completion and departure. Contact
details of those gone ashore to be recorded for emergency purposes.
3.2.4.21 The number of crew members on board and the presence of any other persons on
board.
3.2.4.22 Security measures in place in accordance with the Ship Security Plan.
3.2.4.23 The deck logbook should be completed immediately after handing over the watch.
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3.3 SAFETY OF THE VESSEL AND PERSONNEL DURING CARGO WATCH
3.3.1 All personnel involved in cargo operations must use appropriate PPE. (Refer PPE
Matrix in HSM)
3.3.2 Sufficient portable radios with chargers and spare batteries should be available to
allow communications between the chief officer, deck officer in charge of cargo
operations, the deck watch, and the master.
3.3.3 Personnel not involved in cargo operations must not walk in the areas in vicinity of
cargo operations.
3.3.4 For operational reasons, if any ship’s personnel are required to be present at a bay
where cargo operations are in progress, the terminal foreman/supervisor must be
notified/informed. The personnel working in the vicinity of a cargo operation area
should be very vigilant, and if possible, avoid working alone, with adequate
supervision along with close communication with the OOW.
3.3.5 Different ports and terminals may have more stringent local requirements for
minimum distance from working bays. These should be confirmed with the local agent
or planner if needed.
3.3.6 Any maintenance jobs undertaken by ship staff or shore contractors should be
supervised by a responsible member of the crew for compliance of safety and
pollution prevention procedures. Approval should be available from the concerned
local authorities for vessel immobilization in port, prior to initiating the
planned/unplanned task.
3.3.7 The ship’s firefighting appliances, safety equipment, oil pollution prevention
equipment and security equipment should be in a state of continuous readiness
during the port stay.
3.3.8 Standing on top of the hatch coaming by any person is prohibited.
3.3.9 Safety railings must be rigged, and safety harnesses worn when working around
open hatch covers.
3.3.10 Personnel safety, communication, and adequate manpower must be a top priority
when handling hatch covers. All personnel to be well clear of hatch covers when the
same is handled by gantry operator.
3.3.11 Walkway gratings should be in good condition, the gratings secured firmly, well-lit,
and free of slipping or tripping hazards.
3.3.12 Adequate hazard markings to be painted/highlighted, to mark obstructions which
cannot be seen in hours of darkness. This may include steps, pad eyes, stanchion
sockets, access covers etc. Anti-slip paint coatings can be considered basis prevailing
circumstances by ship staff on steps, access covers on lashing bridges. (Refer to CSS
Code)
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3.3.13 The lashing material should be stowed neatly and not allowed to be haphazardly
placed on the walkways.
3.3.14 No loose lashing gear to be on the hatch covers when the pontoons are being shifted
from ship to shore and vice versa.
3.3.15 The observance of safe working practices by stevedores and ship staff should be
monitored by the chief officer and duty officer.
3.3.16 Any unsafe practices by stevedores should be notified to the terminal
representative. Unsafe practices may include but not be limited to wearing
inadequate PPE, smoking, walking on hatch coamings, sleeping in various corners of
the deck, sitting in the vicinity of the ropes used for mooring, attempting to bypass
safety limits on cargo loading equipment without the knowledge of the duty officers,
riding on the cargo gear as a means of access to the vessel, walking under loads,
operating ship’s equipment without authorization, operating electrical equipment or
machinery and other similar unsafe acts, etc.
3.3.17 Dock labour safety procedures should be followed and any additional reasonable
safety requests from the stevedores should be carried out.
3.3.18 The gangway should be clean, free from grease or mechanical defects, well
illuminated, free from tripping or slipping hazards. The gangway should be placed on
the pier away from the gantry track and clear of other obstructions such as bollards.
3.3.19 Safe access from the berth/jetty should be provided in compliance with port
requirements.
3.3.20 Where gangway and the provision crane use the same motor, a warning sign in
vicinity needs to be posted, indicating, that the accommodation ladder and provision
crane cannot be used at the same time.
3.3.21 Notices for No-smoking, hard hat area, and keep clear area, should be displayed in
appropriate locations onboard.
3.3.22 Uninterrupted communication with walkie talkies should be always maintained
during cargo operations.
3.3.23 Excess emissions from the funnel should be avoided as this causes operational
difficulties and protests from gantry operators.
3.3.24 Damages to foremast, main mast, and turret heads of the ship’s cranes (if any), by
gantries can be avoided by use of proper illumination on the masts.
3.3.25 Before lifting or replacing the lift-off type hatch pontoon, the duty officer should
ensure that a check is carried out around the hatch coaming and on the hatch cover
to clear all turnbuckles, and any portable lashing gears obstructing the smooth
operation. Before lift-off, all hatch cover cleats must be disengaged and cleared.
After placing hatch covers in position, all hatch cleats or close down devices should
be engaged as applicable.
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3.3.26 Personal electronic devices, including but not be limited to mobile phones, gaming
devices, audio devices, and/or similar devices are not allowed on deck, beyond the
accommodation space.
3.4 CARGO STOWAGE PLANNING AND EXECUTION
3.4.1 The stowage plan on container vessels is normally prepared ashore by the charterers
team and the vessel only receives the same prior to arrival at port or prior to the
commencement of cargo operation at port.
3.4.2 The stowage plan, whether prepared by the operators/charterers or onboard, must
be carefully checked for compliance with class approved loading manual (ship
stability, BM, SF, TM, stack weights, lashing forces, visibility criteria, etc.). The
ultimate responsibility of ensuring correct stowage, loading, care of and discharging
the cargo rests upon the vessel. The company instructions on stowage, securing and
care of cargo must be always complied with.
3.4.3 Following a deviation from the loading plan, the officer in charge should immediately
inform the chief officer/master, further any substantial deviation in agreed stowage
plan to be communicated with charterers/central planner and corrective actions to
be taken to:
3.4.3.1 Restore the ship to the original loading/unloading plan, if possible, (or)
3.4.3.2 Replan the rest of the loading/unloading operation, ensuring that the stress and
operational limits of the ship are not exceeded at any intermediate stages.
3.4.3.3 The modified loading/unloading plan should be agreed on by both the ship staff and
the cargo terminal representative before proceeding further.
3.4.4 In case of shore planning of cargo not meeting the requirements of the company
instructions, the ship’s master should advise the same to the planners/charterers.
3.4.5 Cargo is not to be cancelled unilaterally by the ship’s master. Decision on the same is
to be taken after consultation with the cargo planners, line/trade managers and the
Ship Management Team (SMT).
3.4.6 The loading plan is to be approved by the Master. The Chief officer to brief the junior
officers and assisting crew. The chief engineer and electrical officer are to be advised
regarding reefer container loading and a copy of a manifest to be provided. A copy of
the stowage plan, reefer list, restow list, OOG list and special cargo list should be
provided to all the personnel involved in the cargo operation.
3.4.7 A copy of the lashing arrangement plans and the reefer arrangement plan (indicating
preferred orientation of the reefer engine), DG stowage plan and OOG stowage plan
should be readily available on the gangway deck for crew and stevedore reference.
In addition to this the stability condition (especially the tank conditions), the DG
stowage plan, DG List and crew list must be included in the fire wallet.
Rev No. : 1
3.4.8 Any additional information regarding safety measures for stevedores, lashing
equipment operation may also be posted. A copy of this poster is to be kept ready as
a handout for the stevedore supervisor.
3.4.9 Irrespective of the charterer’s requirement, the vessel to verify the cargo tally with
charterers as given below on the departure of every port, and remarks should be
raised for concerns in the cargo operations during port stay:
3.4.9.1 Total cargo on arrival (Units), Dry/Reefer/DG
3.4.9.2 Total cargo discharge (Units), Dry/Reefer/DG
3.4.9.3 Total Cargo loaded (Units), Dry/Reefer/DG
3.4.9.4 Total Cargo restowed (Units), Dry/Reefer/DG
3.4.9.5 Total cargo on departure (Units), Dry/Reefer/DG
3.4.10 In case of any stevedore damage, malfunction of ballast/heeling pumps/cargo lifting

gear, the company must be informed well in advance and risk assessment carried
out.
3.4.11 Any concern affecting the cargo stowage to be reported to vessel owners and the
charterers team, to minimize the impact on cargo planning, and cargo stowage.
3.4.12 Masters and ship’s senior officers are responsible to ensure that maximum cargo is
lifted within safety limits and in compliance with ship specific cargo stowage manual
(class approved), cargo securing manual (class approved).
3.4.13 The vessel should be always stowed in such a way that she remains in a seaworthy
condition and:
3.4.13.1 During any voyage stability criteria should comply with the class approved loading
manual and IMO & local requirements. The stability criteria include but is not limited
to GM, GZ, intact stability criteria, trim, list, wind heeling moment, shearing force,
bending moment and torsional stress.
3.4.13.2 The GoM (metacentric height) should always be above the recommended value in the
loading manual, at the same time the GM should not be very high which may cause
stiff behavior of the ship. Very high GM can cause violent rolling which may lead to
failure of lashings of the deck stow and failure of cargo lashings within the container.
3.4.13.3 IMO load line regulations are to be complied with.
3.4.13.4 The duration of voyage and geographical zone of the intended passage should be
considered for load line compliance, weather conditions such as tropical storms, wind
force and sea turbulence.
3.4.13.5 Port rotation of loading or discharge is to be considered, re-stow of cargo in
intermediate ports should be avoided/minimized.
Rev No. : 1
3.4.13.6 Allowance for water and air draft restrictions in port, harbor transit or canal transit
considered.
3.4.14 While loading 20ft containers on deck, along with 40ft containers on the extremities
of either sides, care to be taken to ensure that lashing to be complied with as per
requirements mentioned in Cargo securing manual at all times.
3.4.15 The cargo plan should always comply with IMO visibility criteria (SOLAS Ch. V section
22), calculated using the methods below:
The visibility requirements can be ascertained by extending the waterline and the
line of visibility (clear of obstructions from the conning position) on the vessel's side
profile.
The visibility can also be calculated by using the formula.
(Ref IMO resolution A1048 (27) Chapter 3)
X = d x ho/Y – e
Were,
X = The visible distance from the stem.
d = Distance from the conning position to the limiting obstruction.
hb = The height of the conning position above the waterline.
ho = The height of the limiting obstruction above the waterline.
Y = hb-ho
e = Horizontal distance from the end of obstruction to the stem of the
vessel.
For Panama Canal transits, the canal visibility criteria (minimum 1 ship length)
should be complied with, as far as safe and practical.
When calculating visibility from the bridge, the difference of heights between
8’6” container and 9’6” container should be considered.
Visibility information for the specific Vessel, and for the specific loading condition
will be available from the class approved loadicator.
Loadicator shall be tested at a frequency not exceeding one month using a class
approved test condition. Additionally, all test conditions shall be tested in a cycle of
one year. Any differences must be brought to the notice of the Ship Management
Team (SMT) for review, and verification with a loadicator maker as required.
Rev No. : 1
3.5 CARGO LASHING
3.5.1 Lashings must be done as per the vessel’s Cargo Securing Manual (CSM).
3.5.2 Lashing checks must be done by vessel crew during the vessel’s port stay and prior to
departure.
3.5.3 All bays, including partially discharged or loaded bays and bays not intended for cargo
work, must be checked, to ensure that there is no inadvertent unlashing or open
twist locks including status of hatch cleats.
3.5.4 For OOG lashings on flat racks containers should be inspected prior to loading and to
the master’s satisfaction. Inadequate lashings should be brought to the notice of the
terminal/local planners and additional lashings must be applied as needed. Basis the
type of OOG cargo, vessel may require inspection and certification by authorized
surveyors.
3.5.5 Safely accessible OOG’s to be checked daily, especially after encountering heavy
weather, and entry made in the logbook.
3.5.6 Lashings are to be checked at least once daily during the voyage and tightened as
required and recorded in the deck logbook.
3.5.7 It must be borne in mind that lashings can get slackened in seaway with rolling,
pitching and vibration. The frequency of lashing checks may be increased when in
the vicinity of adverse weather basis risk assessment, however lashing checks should
be suspended if considered unsafe for ship staff. Alteration of ship’s heading and
speed must be considered to allow for crew safety during lashing inspection in the
vicinity of adverse weather.
3.5.8 The proper seating of the container and locking of the base twist locks must be
checked immediately on loading of the bottom tier of containers on the deck. The
locking is to be confirmed by visual sighting of orientation of top cones of the twist
locks where possible.
3.5.9 The locking of the higher tier twist locks may be confirmed by the duty officer by
observing the position of the twist lock lever/actuating wire. Effective lighting
arrangements should be available during dark hours.
3.5.10 Turnbuckles should be adequately tightened as per the manufacturer’s advice. Usage
of equipment should be as per instructions in the cargo securing manual.
3.5.11 There have been many cases of collapse of deck stows in the aft bays, bays just
forward and aft of accommodation in heavy weather and collapse of deck stows in
extreme forward bays due to shipping of seas on deck and the compressive forces of
pitching. Particular attention is to be paid to cargo securing in these areas. It is
important to note that the failure of even one container to stay in place can cause a
‘domino effect’ and collapse of entire deck stows.
Rev No. : 1
3.5.12 Excess GM results in violent rolling and undue stresses on the lashings. Such
possibilities are to be accounted for in the cargo planning stage. To consider
maintaining GM within reasonable limits using available cargo or by rearranging
ballast as far as reasonably possible.
3.5.13 Usually, the container lashing is carried out by stevedores. However, the ship staff is
to supervise same to ensure compliance with the company’s instructions.
3.5.14 In some ports, the cargo lashing operation may be carried out by the ship staff. The
ship staff should be well familiar and all necessary precautions to be taken basis the
risk assessment to ensure lashing is done safely by the ship staff.
3.5.15 In ports where vertical double/triple lifting (Tandem Lifting) is permitted and
requested, vessels to ensure that twist locks in use are approved/certified for such
moves. All precautions laid out in the Cargo Securing Manual (CSM) to be followed
and personnel should be made aware of such moves.
3.6 CARGO CRANE PRE-OPERATIONS CHECK (APPLICABLE TO VESSELS EQUIPPED WITH
CARGO LIFTING GEAR)
3.6.1 Prior to the commencement of crane operations, the OOW and other personnel
designated for crane operations must verify the following:
3.6.1.1 No obstructions in the vicinity.
3.6.1.2 Control panel indicator lights operating correctly.
3.6.1.3 All working lights functioning correctly.
3.6.1.4 Park key and override keys are in the correct position. Maintained under the Chief
Officers custody.
3.6.1.5 Limit switches are in correct positions, and operation verified.
3.6.1.6 Responsible person should carry out a visual inspection of the crane and associated
equipment to confirm a good order.
3.6.1.7 Cargo wires associated equipment should be inspected and maintained as per PMS.
3.6.1.8 A safe working environment is to be maintained during the operation of these gears.
3.6.1.9 Crane cabin conditions are suitable for the operator to safely carry out the task.
3.6.1.10 All periodic inspections as per flag State requirements are in good order.
3.6.2 All Checks carried out as per the equipment manufacturer’s requirements.
3.6.3 Cargo gear chain register and load test certificates and lashing material certificates
are to be checked and kept ready for any inspection by shore authorities.
Rev No. : 1
3.7 WEIGHT DISCREPANCIES
3.7.1 On arrival at port and before departure from port, compare the calculated draft and
actual draft. This observation to be recorded in the draft monitoring Log.
3.7.2 In case of large draft corrections:
3.7.2.1 Verify all tank contents to ensure the weights are correct. Manual sounding should be
done.
3.7.2.2 Void spaces and cofferdams should be sounded to confirm that they are empty.
3.7.2.3 Address large weight discrepancies to vessel charterers and the Ship Management
Team (SMT).
3.8 MAXIMUM PERMISSIBLE DRAFT
3.8.1 A close dialogue must be maintained between the ship, charterers, and Ship
Management Team (SMT) to ensure:
3.8.1.1 Limits of draft, stability & UKC are adhered to.
3.8.1.2 A thorough evaluation is done prior to carrying or cutting off planned cargo.
3.8.2 A vessel is non-compliant as per load line convention if the relevant load line is
submerged on either side of the vessel at saltwater density, when the vessel is
upright and even keel.
Note: A vessel is compliant even if the vessel’s forward & aft draft exceeds its summer draft and if the
plimsoll mark is above the water line (not submerged) in salt water.
While complying with the above, amongst other items the following must be
considered:
 Minimum bow height in prevailing weather conditions

 Draft/trim restrictions if any, for the departure port, during transit and arrival at
next port
 Hull stresses
Rev No. : 1
3.9 DURING BUNKERING
3.9.1 It is essential that the deck and engine department cooperate well when planning
and executing bunkering.
3.9.2 The OOW is responsible for:
3.9.2.1 Safe mooring & unmooring of bunker barge.
3.9.2.2 Display and cancel the mandatory day and night signals.
3.9.2.3 Increase frequency of tending moorings.
3.9.2.4 Ensure monitoring for oil spills on deck. (Roving patrol).
3.9.2.5 Check that deck scuppers are securely plugged-in position.
3.9.2.6 Check the containment areas around air vent heads, manifold area in use and other
manifold areas not in use but sharing the same bunker line. Caution to be practiced if
rainy weather conditions are experienced.
3.9.2.7 All Save all trays to be in good order and securely plugged-in position.
3.9.2.8 Maintain trim and heel within acceptable limits in close co-ordination with team
members directly involved in bunkering operations.
3.9.3 The chief officer must ensure that cargo and lashing operations, are performed
safely and without endangering the bunker operation or safety of any personnel
involved herein.
3.9.4 When container stacks are in the vicinity of the bunker barge, caution should be
taken when loading or discharging cargo. It is recommended to keep base twist locks
of outer stacks locked until the bottom tier is being discharged to avoid stacks
tumbling onto the barge.
3.9.5 Constant supervision of cargo holds, duct keels, under deck passage should also be
carried out during bunkering and bunker transfers if bunker lines are passing through
these locations.
3.10 BALLAST AND DE-BALLAST OPERATION PLANNING AND EXECUTION
3.10.1 Planning of ballast operations plays a vital role in the cargo planning.
3.10.2 Stowage plan is received and analysed prior to arrival at port so that all
ballasting/de-ballasting operations can be carried out in a careful and planned
manner.
3.10.3 Ballast water quantity on board should be ascertained with due regard to stability
criteria, stresses (BM, SF, Torsion), visibility criteria, draft and trim requirements and
cargo intake quantities.
Rev No. : 1
3.10.4 The relevant ballast water regulations are to be complied with and ballast water
exchange carried out as per the approved Ballast Water Management Plan.
3.10.5 The Chief Officer should supervise the ballast/de-ballast operations.
3.10.6 The duty officer may assist the chief officer and not carry out operations on his own.
3.10.7 The chief engineer should ensure that all ballast pumps, pipelines, and valves are
maintained and always available for the operations.
3.10.8 Prior to commencing any ballast operation, the current water level of the tanks must
be gauged. This will prevent overflow or running the pump dry. Adequate personnel
should be deployed to take care of the operations.
3.10.9 De-ballasting shall be avoided in port as far as possible.
3.10.10 In case de-ballasting of tanks is required, permission is to be obtained from the
port/terminal for the same.
3.10.11 The overboard discharge shall be always monitored during de-ballasting. In case of
any accidental appearance of oil sheen or rust coloured water from the overboard
discharge, de-ballasting operations should be immediately suspended, and an
investigation carried out.
3.10.12 Ballast operations should be carried out with extreme caution and holds monitored
constantly during these operations. Overflow of ballast tanks should be avoided.
3.10.13 Ballasting of double bottom tanks should, as far as practicable, be avoided when
transiting through muddy rivers or dock water. Large quantities of mud which will
settle out of river water can be extremely difficult to remove from double bottom
tanks and can result in de-ballasting problems and increase the constant factor of
the vessel. If it is essential to ballast double bottoms with river water, they should be
de-ballasted and thoroughly flushed through as soon as the ship reaches open
waters.
3.10.14 Visual inspection of tank top and manhole cover area to be carried out after
ballasting, especially when the ballast tanks were opened for any reasons like
routine inspections.
3.11 BALLAST/SOLID BALLAST
3.11.1 In some multipurpose vessels that also carry containers overall, the loading manual
may specify the need to carry additional dedicated ballast, or solid ballast may be on
board.
3.11.2 The vessel must ensure that sufficient ballast or the solid ballast is carried on board.
Sometimes ballast carried may have been discharged during an earlier voyage to
maximize cargo earnings.
Rev No. : 1
3.11.3 Solid ballast whenever carried is to be well chocked off and secured to prevent
shifting. On many vessels this is achieved by placing the dead weights in the slotted
areas.
3.12 CARGO HOLD BILGES
3.12.1 To avoid pumping out bilges in ports or in coastal waters.

3.12.2 Crew to be well familiar with ship specific cargo hold bilge handling arrangements
including internal transfer from cargo hold bilges to suitable/convenient ballast
tanks.
3.12.3 Cargo holds bilges not to be pumped out unless authorized by the master.
3.12.4 If bilges need to be pumped out, the content should be physically checked for any
marine pollutants.
3.12.5 If required to be pumped out due to situations like heavy rains with open hatch
covers, ship staff will have to monitor, and check the discharge until completion, and
always ensure compliance with local regulations.
Note: Ship specific precautions as per the vessel’s IMDG document of compliance should be followed
3.12.6 Often there are cases of wetting damage to containers due to water ingress in cargo
holds. The wetting damage reflects lack of care on the part of the carrier and results
in loss of customer confidence. It should be borne in mind that container ship
structures are subject to various physical impacts and stresses. Cargo holds should
be inspected and hold bilge soundings checked and recorded daily.
3.12.7 Ship staff should monitor cargo hold bilges closely. The risk of water ingress is
increased during ballast operations and during this period, cargo holds must be
monitored constantly.
3.12.8 Whenever any cargo holds bilge alarm is activated, it should be immediately
reported to the Chief Officer/Master. The concerned cargo hold bilge should be
visually inspected by a responsible crew/officer without any delays to assess the
status and necessary action to be taken basis prevailing circumstances.
3.12.9 Cargo holds bilges to be sounded/inspected daily. Basis inspection, as required bilge
wells, bilge covers, strum boxes should be maintained in good condition.
3.12.10 Cargo holds bilges non return valve is to be overhauled as per PMS requirements.
Rev No. : 1
3.13 CARGO OPERATIONS WHILE THE VESSEL IS AT ANCHORAGE
3.13.1 If the vessel is engaged in cargo operations whilst at anchor, a proper bridge watch is
to be kept ensuring that a safe anchor position is maintained.
3.13.2 The vessel should prepare a risk assessment considering expected current, UKC, tidal
range, expected weather, proximity to other vessels, nature of bottom, status of
main engines, etc.
3.13.3 Crew working hours should be reviewed and the possibility of getting extra
watchkeeping crew should be considered to maintain an effective anchor and cargo
watch, and to manage crew fatigue.
3.13.4 Ship staff should be aware that loaded barges alongside the vessel will increase the
chance of dragging the anchor.
3.13.5 Cargo gears are to be monitored and should ensure crane hooks/spreaders are
properly secured when not in use.
3.13.6 The lead of the anchor chain is to be continuously monitored, and beam bearings
monitored where possible.
3.13.7 Cargo operations may be suspended when experiencing adverse weather conditions,
if considered unsafe for personnel involved and the vessel. Statement of facts should
be maintained.
3.13.8 Refer to the section on anchor watches in the Navigation Manual.
3.14 CONTAINER CARGO SECURITY
3.14.1 Ship staff should ensure strict compliance with the Ship Security Plan (SSP).
3.14.2 Restricted area posters should be in place as per the ship security plan and effective
patrols must be taken.
3.14.3 The ship security plan is to be consulted and appropriate security level
checklists/complied with.
3.14.4 Container cargoes are subject to breakage of seals, pilferage of cargo, hijacking of
the ship, theft of cargo, transmission of stowaways in containers or carriage of
undeclared harmful substances in containers. To closely coordinate with port facility
and ensure that all necessary precautions are taken to prevent security related
attempts.
3.14.5 Additionally, in areas where the threats are prevalent, to avoid stowaways, drugs,
etc. being smuggled from empty containers, the master should ensure that all empty
containers are sealed prior to loading. A Letter of protest may be issued if the
terminal has not complied with the vessel’s request.
3.14.6 Regular checks should be made of the container seals where accessible and safe to
do so. The seals may be obtained from the local agents.
Rev No. : 0
CARGO SECURING ARRANGEMENTS Page : 28 of 92
4.1 ROLES AND RESPONSIBILITIES
4.1.1 The master will always remain the overall person responsible for the safe operation
of the vessel.
4.1.2 The chief officer is responsible for:
4.1.2.1 Compliance with the vessel’s Cargo Securing Manual (CSM) requirements.
4.1.2.2 The maintenance, inventory and stock control of the container securing equipment
(fixed and portable).
4.1.2.3 The inventory of lashing equipment shall be updated monthly and recorded in the
CSM.
4.1.2.4 Segregating damaged lashing gears, off landing unusable lashing materials, and
reordering of lashing equipment.
4.1.2.5 To ensure a record of maintenance of the lashing equipment is available. To also
ensure that the cargo lashing is carried out as per the CSM, prior to departure of the
vessel.
4.1.2.6 Ensure that cargo securing is as per the CSM, and all the ship’s lashing gear is retrieved
from shore before departure.
4.1.2.7 Shall verify the status of all lashing arrangements, prior to departure and on every day
of the voyage, report to the master and maintain appropriate records.
4.1.3 Master’s and ship’s officers should be familiar with the contents of the ‘Master’s
Guide to Container Securing’ published by standard P&I club, copy of which is
attached in the appendix. With specific reference to ‘Lashing components’, which is
related to this chapter of this manual.
4.2 CARGO SECURING MANUAL (CSM)
4.2.1 At least one set of class/flag approved cargo securing manual along with its approval
letter should be always kept on board.
4.2.2 When planning stowage and securing of containers, the estimated weights/vertical
weight distribution of the containers should be accounted for. Substantial weight
inversion in variance with the CSM can place excess loads on container lashings.
4.2.3 Effective additional lashings may be undertaken in view of expected bad weather
during the voyage.
4.2.4 Similarly, high cube containers will result in the V.C.G. of the containers shifting
upwards and increase of windage area, resulting in excess load on the lashings.
Software for calculating lashing stresses if provided, should be used accordingly.
Rev No. : 0
4.2.5 The lashing material must be maintained and recorded in accordance with the Cargo
Securing Manual (CSM). Inventory of the lashing material should be kept updated
and requisitions for shortfalls if any, raised well in advance. Maintenance procedures
should be as per the CSM.
4.2.6 Damaged/old/rogue lashing material (from other ships - through lashing bins when
kept ashore), should be removed from cargo loading areas to avoid inadvertent use.
4.2.7 Where there is a conflict of instructions between this manual and the CSM, the
instructions as per the CSM shall take precedence.
4.2.8 When replenishing stock of lashing equipment, care must be taken to comply with
latest port regulations regarding lashing equipment and to maintain the same SWL of
the lashing equipment as specified in the CSM. Any change required in the CSM due
to different design of lashing equipment or changed cargo loading arrangement
should be approved by class. Master’s are advised to coordinate with the vessel
managers and forward a copy of the CSM for class approval. Certificates of lashing
equipment are to be filed in the CSM.
4.2.9 Lashing plans provided in CSM are based on certain parameters such as the vessel’s
heave and pitch, its roll period, amplitude, condition of stability and the loaded
condition considering the stowage of cargo and the average weight. It may so
happen that the vessel experiences a more severe condition than what has been
calculated for. Masters shall be extremely careful about heavy weather are
conditions and be clear about conditions given in the securing manual. Action to
bring the vessel’s reaction to the weather within acceptable limits is of foremost
importance.
4.2.10 While preparing a passage plan from the departure port to arrival port, due
considerations should be given to cargo onboard, and the necessary measures are to
be taken to minimise the impact of any forecasted adverse weather conditions.
4.2.11 Lashings on cargo should be checked daily. Additional precautions should be
considered prior to entering and after exiting from adverse weather conditions.
4.2.12 When routine inspection of lashings on cargo is not possible due to adverse weather
conditions, an entry to that effect should be made in the deck logbook.
4.3 CARGO SAFE ACCESS PLAN
4.3.1 Vessels with a keel laying date on or after 1st January 2015 shall have a class/flag
approved cargo safe access plan.
4.3.2 Keep the approved Cargo safe access plan along with its approval letter with the
Cargo Securing Manual (CSM) at all times.
4.3.3 Routine inspection along with maintenance to be carried out on cross decks, lashing
platforms, and Lashing bridges to ensure safe access is available to all personnel.
Rev No. : 0
4.3.4 All gratings, railings, access ladders are to be maintained in good condition safely
accessible by all personnel.
4.3.5 Vessels must always have, sufficient spare materials including gratings, angular
supports, and other associated strengthening members to repair/replace as
required.
4.4 STOCK ON BOARD
4.4.1 The quantity of lashing materials as stated in the CSM is the maximum stock to be
carried on board considering the complete loading of TEU’s. However, in practice
any container vessel will transport a combination of FEU’s and TEU’s.
4.4.2 Vessel stock shall not reduce below the vessel specific trade requirement. Lashing
materials available as spares, can be considered as an indicator to manage lashing
materials as per the trade requirement.
4.4.3 Securing of Cargo onboard for any specific voyage should comply with CSM.
4.5 FLAT RACK MAINTENANCE AND INSPECTION
4.5.1 Five yearly thorough examination/inspection of each flat rack shall be carried out by
an authorised service provider, trained, and experienced in the detection of
container structural damage. Appropriate certificates should be maintained
onboard.
4.5.2 Annual thorough inspection of each flat rack shall be carried out by Ship Staff.
Records should be maintained in Planned maintenance System (PMS).
4.6 STORAGE BOXES FOR DAMAGED LASHING GEARS
4.6.1 Each vessel shall have 1 gear bin (storage box) per gear box (flat racks), dedicated for
storing damaged lashing gears (twist locks/stackers/mid locks).
4.6.2 Dedicated gear bins should be painted red and clearly marked as “damaged securing
devices only”.
4.6.3 These dedicated red coloured bins must be provided with a cover with a locking
arrangement, to avoid inadvertent use by stevedores.
4.7 MAINTENANCE OF CARGO SECURING EQUIPMENT
4.7.1 Maintenance of fixed and portable cargo securing equipment should comply with
the Cargo Securing Manual (CSM) and prudent seamanship.
4.7.2 Inspection, and maintenance of securing device (fixed/portable) is carried out only
after reviewing the suitability of the environment to safely carry out the task, and
availability of effective supervision.
Rev No. : 0
4.7.3 Maintenance schedules are to be in strict compliance with the ship’s planned
maintenance schedule.
4.7.4 Additionally following guidance to be practised for safe and efficient Vessel
operations:
4.7.4.1 The dropping of lashing equipment, especially twist locks from great heights or
throwing overboard by the stevedores is prohibited. In case of non-observance of this
requirement, a note of protest should be issued immediately to the stevedore
foreman/terminal/charterers.
4.7.4.2 The vessel is to make use of every opportunity of inspecting the fixed cargo securing
equipment. This includes times when hatch covers are empty, before the cargo is
placed on hatch covers, and when hatch pontoons are kept ashore. Special attention
is to be paid to hatch cover lashing eyes, D-ring connections, increased size of the
opening on ISO sockets, damage to dovetail sockets, thinning of D-ring eyes and other
kinds of lashing eyes, hatch cover lifting sockets and plating surrounding the hatch
cover lifting sockets. Good use may be made of this opportunity to check and repair
the hatch cover rubber packing. Personal safety and port regulations are to be
observed when carrying out these checks.
4.7.4.3 The proper operation of the base twist locks is to be checked before cargo is loaded
on the hatch cover pontoon.
4.7.4.4 twist lock should be used as per CSM requirements only. Any other unapproved type
of twist lock is to be immediately isolated and discarded along with damaged twist
locks.
4.7.4.5 Monthly inspection of the lashing material, especially turnbuckles is to be carried out.
Lubrication of turnbuckles is to be carried out every month as per CSM. (Stock taking is
most convenient when the vessel is fully loaded)
4.7.4.6 There should be a ship specific system in place to identify and segregate the old and
new lashing equipment.
4.7.4.7 Crew involved in cargo operation should be familiar with container cargo handling and
securing process.
Rev No. : 1
DANGEROUS CARGO Page : 32 of 92
of the vessel.
5.1.2 The Chief Officer is to ensure that all documents required as per International
Maritime Dangerous Goods (IMDG) code such as Dangerous Goods (DG) manifest,
IMDG declaration and packing list (if applicable) are available on board prior to
loading the container.
5.1.3 The Chief Officer is to ensure dangerous goods be stowed as per the document of
compliance for the carriage of dangerous goods and as per the vessel specific
stowage plan. He should post copies of the stowage plan and list of dangerous cargo
in prominent locations in the accommodation alleyway and in the wheelhouse. Basis
prevailing weather conditions, and nature of the cargo, routine daily inspection
should be carried out after all necessary precautions are taken. To record the status
in the deck logbook.
5.1.4 Duty officers should ensure that the standard IMDG warning labels/stickers/placards
are fixed prominently on the DG containers in accordance with the IMDG code. They
are responsible to ensure that DG cargo is loaded as per the stowage plan approved
by the chief officer.
5.2 MAIN STOWAGE PRINCIPLES
5.2.1 Dangerous goods shall be stowed as per the document of compliance for the
carriage of dangerous goods and vessel specific stowage plan.
5.2.2 Dangerous goods shall be stowed and segregated as per the IMDG Code.
5.2.3 Proper loading, stowage, and care of IMDG containers is essential for the safety of
life, vessel, environment, and the cargo itself.
5.2.4 Stowage and carriage of IMDG cargo should comply with the IMDG code, vessel’s
document of compliance certificate for carriage of dangerous goods, charter party
clause, charterers instructions, and local regulations.
5.2.5 In case of any damage, leakage, fire, or loss of IMDG container, the charterers are to
be contacted immediately, along with Ship Management Team (SMT). It is of utmost
importance that personnel safety, ship safety, environment safety and other cargo
safety is maintained in the same order of priority.
5.2.6 A copy of the IMDG cargo stowage plan and DG list should be placed in the
designated fire plan wallets.
5.2.7 For DG carried in specialized reefers, shore advice must be sought prior to the vessel
sailing out, on the backup power supply, alarms, and characteristics of the container
and the effects of the cargo. The same may be provided in the manifest.
Rev No. : 1
5.2.8 The proximity of dangerous cargo to the accommodation, engine room bulkhead,
bunker tanks and exposure to weather is to be considered when planning stowage of
the IMDG cargo in accordance with the document of compliance for dangerous
cargo. (Refer Appendix - Safety Considerations for Ship Operators Related to Risk-Based Stowage of
Dangerous Goods on Container Ships).
5.2.9 As far as practically possible to avoid loading IMDG cargo which are considered as
marine pollutant on extremities (Seaside) on deck.
5.2.10 Hold ventilation should be carried out with due regard to ventilation requirements
for IMDG containers loaded in the holds.
5.2.11 The seals of the IMDG containers should be inspected to ensure seals are in place as
required.
5.2.12 All persons responsible for the stowage and carriage of cargo should be in
possession of a valid HAZMAT training (Hazardous Materials transportation)
certificate.
5.2.13 HAZMAT training is to be imparted to all crew members every 6 months and record
of same to be maintained.
5.2.14 IMDG container fire/leakage drill is to be carried out as per the emergency drill
schedule and minutes recorded. Copies of minutes are to be filed in the emergency
training record file.
5.2.15 When carrying military cargo, class 1 and class 7 cargo, the ships staff must be fully
aware of the risks associated with the subject cargo, special stowage requirements,
charter-party requirements for the carriage of this cargo, local government
regulations for the countries the vessel will transit during the voyage and the IMDG
DOC requirements.
5.2.16 Reference to be made to ‘Guidelines for the Carriage of Calcium Hypochlorite in
Containers’, a publication by Cargo Incident Notification System (CINS) which is
included as appendix to this manual.
5.3 INSPECTION
5.3.1 An inspection of all accessible dangerous goods shall be made:

5.3.1.1 After the stowage is complete.
5.3.1.2 At least once in every 24 hours, weather conditions and nature of the cargo
permitting, Containers should only be inspected visually, and at no time opened for
inspection without acceptance from Charterers.
5.3.2 Cargo holds equipped with smoke or fire detecting systems having an automatic
monitoring capability need not be inspected except after stowage is complete and
after periods of heavy weather.
Rev No. : 1
5.3.3 Make an entry in the deck logbook for each inspection of the dangerous goods
performed.
5.4 MULTI GAS DETECTOR AND GAS DETECTOR TUBES
5.4.1 Vessels shall carry portable and personal multi-gas detectors, as per guidelines
mentioned in the appendix.
Rev No. : 1
REEFER CARGO Page : 35 of 92
of the vessel.
6.1.2 The chief engineer, chief officer and electrical officer are directly responsible for the
safe carriage of reefer containers.
6.1.3 The electrical engineer is responsible for:
6.1.3.1 Monitoring reefer containers
6.1.3.2 Connection of the reefer container as soon as they are loaded on board and logging
down the temperatures.
6.1.3.3 Along with the chief officer should maintain reefer temperature log daily at sea.
6.1.3.4 Report to the chief officer and chief engineer before departure of the vessel from port,
that all reefers are operating satisfactorily, and all parameters are as per the cargo
manifest. All reefer containers on board should be checked for uninterrupted power
supply, re-supply of power after disruption due to restow and/or after disruption due
to power failure, preferential trips, etc.
6.1.3.5 To physically tally the count of the reefers loaded and total reefer count as per final
load plan before departure of the vessel.
6.1.3.6 To alter/change settings of any reefers in liaison with the charterers team.
6.1.3.7 Maintaining inventory of the reefer spare parts and to check adequacy of reefer spares
on board for the intended voyage. The reefer container spares shall not be used for
any other shipboard maintenance purpose.
6.1.3.8 Reefer spare inventory to be reported to the Charterers team on monthly (at least)
basis. To request charterers for spares consumed well in time.
6.1.3.9 To ensure that all reefer plugs/sockets are maintained in good working order.
6.1.3.10 Monthly checks of the safety features for the reefer plugs/sockets.
6.1.3.11 Checking availability of reefer container manuals for all makes of reefers carried on
board.
6.1.3.12 Availability and condition of reefer extension cables to account for increased reefer
capacity or breakdown of certain plugs. If required, extension cables (20 meters each)
must be carried. Splitters should not be used unless excessive breakdown of reefer
sockets necessitates the same and without prior acceptance from the Ship
Management Team (SMT).
6.1.3.13 Raising malfunctioning reports to the charterers including maintaining appropriate
reefer malfunction log.
Rev No. : 1
6.1.4 The chief engineer is responsible for:

6.1.4.1 Repair work of malfunctioning reefer units.
6.1.4.2 Monitor the functions of the electrical officer.
6.1.4.3 Shall provide adequate resources for reefer monitoring and repair.
6.1.5 The chief officer is responsible for:

6.1.5.1 Correct stowage of reefer containers. Ensure that all reefer manifests are available for
containers indicated in the stowage plan.
6.1.5.2 Shall provide the chief engineer, electrical officer and duty officer with the reefer
manifests and stowage positions of the reefer containers.
6.1.5.3 Monitor the functions of the duty officer.
6.1.5.4 Along with electrical officer to maintain reefer temperature log daily at sea.
6.1.5.5 Closely coordinate with the electrical officer, and provide adequate resources for
reefer connection once loaded, monitoring, repair, and disconnection of reefer prior
to discharge.
6.1.5.6 Verify reefers as per the manifests reflected in the Edi file (loading software file).
Special reference to be made to reefer count, temperature settings, Vent settings, and
additional instruction for care during voyage. If any mismatch of information is
observed, such discrepancies are to be brought to the immediate notice of central
planners/ concerned parties via email.
6.1.6 The duty officer is responsible for:

6.1.6.1 Execution of cargo operations and safety of the vessel in the port as OOW (Officer of
the Watch).
6.1.6.2 The OOW should be aware of the various company policies regarding cargo stowage,
securing and cargo care.
6.1.6.3 To monitor reefer loading, re-stow and discharge operations, and closely liaise with
electrical officer, in monitoring the good operation of the reefer containers, which are
loaded, re-stowed and already remaining onboard.
6.1.6.4 To physically tally the count of the reefers loaded before departure of the vessel.
6.1.6.5 Record all cargo and port related activities including timings, stoppages, etc.
6.1.6.6 To supervise ship staff and shore personnel for safe working practices.
Rev No. : 1
6.2 REEFER MONITORING
6.2.1 It is important that reefers are monitored closely from the moment they are loaded
on board, during the voyage and till they are discharged. Records are to be
maintained properly. A refrigerated container monitoring log is to be maintained and
filed by the chief officer and electrical officer, further daily verification should be
done by the chief engineer and master. The operational status shall be physically
checked twice daily by responsible personnel assigned at the discretion of the vessel
management. (Refer to Appendix for flow chart on Reefer container operation Guidelines )
6.2.2 Any defects in the reefers shall be reported by the master to the local agent and the
malfunction/defect rectified before departure.
6.2.3 In case of major malfunctions or substantial delay in repairing the reefer, the
charterer’s reefer department shall be informed immediately keeping, the Ship
Management Team (SMT) and owners in copy.
6.2.4 In case instructions are provided for regulation of fresh air supply by adjusting
ventilation settings (especially fruits and vegetables) and/or temperature setting
changes for the containers, the same should be carried out and logged down.
6.2.5 Particular attention is to be paid to the ‘units’ while reading out temperature viz.,
Celsius or Fahrenheit units as well as positive/negative values of temperatures.
6.2.6 Reefer container operation guideline to be used for safe and efficient management
of reefer containers.
6.2.7 In case of special reefers (CA, CT, DG etc) follow charterers monitoring instructions.
6.2.8 In case of heavy weather and if unable to physically monitor the reefer temperature
for safety reasons, entry should be made in the deck logbook and the charterers
informed.
6.3 REEFER OPERATING PROCEDURES
6.3.1 Reefer containers are to be loaded in such a position to prevent spray or rain or
seawater entering the refrigerating machinery or ventilation flaps.
6.3.2 Stowage position of the reefer container should also facilitate, maintenance on the
reefer unit if required, even in adverse weather conditions.
6.3.3 Proper connection must be made with the vessel’s electric power supply and
checked that the reefer container’s electro motor is running after connection.
6.3.4 Reefer containers must be stowed as per the approved reefer stowage plan, and as
far as possible, avoid stowing on the outside rows or on bays extreme forward of the
ship for safer monitoring and maintenance practice.
Rev No. : 1
6.3.5 The reefers are to be stowed with reefer machinery positioned in such a way as to
enable daily inspection of the reefer container and breakdown maintenance. The
reefer machinery should face as per the vessel specific reefer plan.
6.3.6 Hold ventilation should be carried out with due regard to ventilation requirements
for IMDG and reefer containers loaded in the holds.
Rev No. : 1
6.4 CHECKS TO BE DONE AFTER LOADING
6.4.1 Once the container has been loaded onboard, the following checks are to be carried
out at the earliest and in any case prior to the departure port.
6.4.2 Confirm that pre-trip checks have been carried out by shipper/agent and label
pasted showing date of inspection which should be within immediate few days
preceding the date of loading.
6.4.3 Check the condition of reefer plugs carefully prior to connecting them. Ensure the
washer is in place and the gland is watertight.
6.4.4 Reefer plug receptacle boxes should be checked to ensure they are watertight.
6.4.5 Plugging and un-plugging of reefers should be done using high voltage insulation
gloves.
6.4.6 Steel covers or canvas covers if provided should be properly fastened/secured to
protect the boxes from the direct impact of green seas.
6.4.7 Check that the electric cable is free of cuts or kinks. Ensure they are clear off the
hatch covers, hatch coaming, lashing bridges, etc.
6.4.8 Plug in the container to the ship’s power supply and check the proper functioning of
reefer machinery.
6.4.9 Note and record the set temperature, delivery and return air temperature, and fresh
air flap setting.
6.4.10 Low insulation alarms for the reefer panels to be tested prior to loading of the
reefers.
6.4.11 The remote reefer monitoring system (if fitted) should be in working condition,
tested, and set up as per the maker’s instructions. The system is a back up to the
physical monitoring when the physical checks cannot be taken due to inclement
weather. Any fault in the system must be reported to the office.
6.4.12 If the container is malfunctioning and or temperatures are not within acceptable
limits, the charterers team should be informed at once. If the fault cannot be
rectified by the charterer’s technician and/or ship’s staff the container should be
offloaded.
6.4.13 Charterers, owners, operators, and managers should be informed of this by
message.
Rev No. : 1
6.5 REEFER CONTAINER SPARES
6.5.1 Sufficient spares for the reefer units such as oil, freon, compressor parts, etc., are
normally provided by charterers for all types of containers carried on board.
6.5.2 If requisite spares are not provided, protest must be issued in writing or by message
to the charterers.
6.5.3 Adequate number of reefer extension leads should be carried as a precaution against
the failure of individual plugs.
6.5.4 Whenever reefer spares are received and/or landed, the same is to be recorded in
the reefer spares inventory, and charterers informed regarding the same.
6.5.5 An accurate inventory of all reefer spares must be maintained on board by the
electrical officer under the chief engineer’s and chief officer’s guidance.
6.5.6 Reefer spares inventory should be prepared with reference to each container
operator, specific to each vessel as per the trade requirement.
6.5.7 Reefer spares consumption should be recorded and should be reported to
charterers/operators as applicable when required.
6.5.8 Due diligence should be exercised with spares. Reefer spares inventory to be sent to
charterers/office monthly and diligently handed over to the incoming ETO.
6.5.9 Subject to approval from Vessel owners, Charterers team may consider use a Power
Pack Unit (PPU) if the loading quantity of reefer cargo exceeds the ship’s power
capacity as indicated in the drawing and charter party. The PPU has an independent
power supply and will not require the electric power supply permanently installed
from the vessel’s engine room. If considered to use, the generator set shall be
maintained in good working condition and free of oil leaks.
6.6 MALFUNCTIONING OF REEFER CONTAINER
6.6.1 In case ship staff observe malfunction in a reefer container, the same should be
immediately reported to charterers team through a reefer malfunction report,
keeping the Ship Management Team (SMT) in copy, indicating the container number,
nature of the cargo, the prescribed and present temperatures, the time when a
malfunction first occurred, details of the malfunction and the action taken by the
ship’s staff.
6.6.2 As required, ship staff can reach out to the charterers reefer support team which is
generally available 24/7 for remote assistance based on the urgency of the support
required.
6.6.3 In the event of a complete reefer failure, no attempt must be made to destuff the
container and transfer contents to another container, as a measure to ‘save’ the
contents, unless explicitly instructed by the charterers team.
Rev No. : 1
6.6.4 No attempt must be made to cannibalize machinery from other empty reefer
containers, to repair the malfunctioning reefer container, unless explicitly instructed
by the charterers team.
6.6.5 The record of reefer malfunctions shall be additionally maintained in the reefer
malfunction log.
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OUT OF GAUGE (OOG) AND OTHER SPECIAL CARGO Page : 42 of 92
of vessel.
7.1.2 The Chief officer is to ensure that all documents required including OOG or special
cargo manifest, are placed on board prior to loading the container.
7.1.3 Duty officers should ensure that OOG/special cargo is loaded as per the stowage
plan approved by the chief officer.
7.2 GENERAL OUT OF GAUGE (OOG) AND SPECIAL CARGO HANDLING PROCEDURE
7.2.1 Stowage of OOG cargo is to be done in compliance with the cargo securing manual
and preferably closer to centre line, avoiding extreme/outer rows.
7.2.2 These containers should be well protected, and it is preferred to stow the heavy
containers under decks. The Master should ensure adequacy and integrity of lashing
of the cargo on the flat racks and Out of Gauge (OOG) containers.
7.2.3 Inspections to be done as per charterers, owner’s requirements and to the complete
satisfaction of the master.
7.2.4 Suitability of slot should be assessed, and due care should be exercised while loading
containers of extraordinary dimensions.
7.2.5 The Duty officer should be physically present during the loading and discharging of
OOG and special type of cargo.
7.2.6 OOG containers as well as special containers should be checked for the external shell
integrity. Corner castings should be checked thoroughly.
7.2.7 While loading, if the cargo securing of such containers is observed to be un-
seaworthy, the local agents and the line manager should be informed. If required,
the cargo may be rejected for loading, in consultation with terminal, charterers, and
the Ship Management Team (SMT).
7.2.8 The cargo securing manual may be consulted to check seaworthiness of the securing
of cargo.
7.2.9 Due diligence should be taken to prevent cargo pilferages or misuse.
7.2.10 The proper covering of tarpaulin on open top containers should be checked by ship
staff and the tarpaulin re-tightened if required and safe to carry out by ship staff. In
case any damage to the tarpaulin is sighted during loading, the local agent must be
informed accordingly. Damaged tarpaulin may be considered as a basis for claims
citing damage to the container. A Letter of protest may be issued basis the prevailing
circumstances.
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OUT OF GAUGE (OOG) AND OTHER SPECIAL CARGO Page : 43 of 92
7.2.11 Securing of the cargo must be checked by ship staff daily and logged down.
7.2.12 When Helium tanks are carried on board, pressure readings of the tanks should be
taken daily. Voluntary venting of helium tanks is to be carried out only under
charterer instructions. Venting of helium tanks may results in very cold thick white
smoke. The vessel must take appropriate safety measures while venting the tanks
after taking approval from the office.
Rev No. : 0
LEAKING CONTAINERS Page : 44 of 92
of vessel.
8.1.2 The chief officer is to ensure that all ship staff clearly understand the handling
procedure when Leaking containers are observed at port or at Sea. Can consider
standing instructions, toolbox meetings or similar tools to familiarize ship staff.
8.1.3 Duty officers should ensure that leaking containers are handled as per guidelines
provided, and under supervision of the master/chief officer.
8.2 8.2 LEAKING CONTAINERS
8.2.1 It is of utmost importance that personnel, ship, environment, and other cargo safety
is maintained in the same order of priority.
8.2.2 Any leaking containers are not allowed to be loaded. Any leaks must be stopped
prior to loading on board the vessel.
8.2.3 In case of leaking IMDG or tank containers, additionally, local agents, charterers,
managers, and the owners are to be informed immediately.
8.2.4 If containers are found leaking, they may only be (re)loaded on board, when the
cargo has been re-handled/re-stuffed. All leaking packages must be removed or
repacked and any spill must be cleared. Port authority of the port of arrival is to be
informed well in advance through the local agent.
8.2.5 In case of a leaking container (General Cargo, IMDG, Reefer) observed at sea, the
same should be immediately reported to managers, and coordinated smoothly basis
content (Cargo) involved inside the container and in vicinity.
8.2.6 For emergency procedures, refer to the contingency manual, IMDG code and
MARPOL.
8.2.7 To always comply with MARPOL regulations. To contact the Environmental
Management System (EMS) team for guidance and support in handling the matter
and maintaining proper records.
8.2.8 Cleaning and disposal of remnants to be completed on the charterers account to the
complete satisfaction of the master, in line with the vessel’s Garbage Management
Plan (GMP).
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LEAKING CONTAINERS Page : 45 of 92
8.3 REPORTING LEAKING CONTAINERS ONBOARD
8.3.1 Report the following when leaking containers are observed on board:
8.3.2 When a leak develops during the voyage, the master must send an email to the Ship
Management Team (SMT) including the following:
1) Name of the vessel, phone number.
2) Last departed port, Actual Time of Departure (ATD).
3) Next arrival port, ETA.
4) Vessel position and time when the leakage was observed.
5) Leakage contained onboard or any suspected discharge/spillage overboard
6) Container(s) with leakage or suspected with leakage
Cell position
Port of loading
Port of discharge
Type of container (general cargo, IMDG, reefer, etc.)
7) Cargo manifest available onboard or requested from charterers
8) Other affected container(s), position(s)
9) Precaution taken
10) Colour/appearance of leakage
11) Smell (at a distance) of leakage
12) Quantity spilled, rate of leakage
13) Area affected
14) Shore assistance required
15) Are pictures taken and attached?
16) Is further cargo description required?
17) Vessel trim and list.
18) Other general observations, e.g., location of leak, any special event leading to
leakage.
19) Stevedore Damage Report (SDR) form filled.
20) Consider Letter of Protest (LOP) or Letter of Indemnity (LOI) to the charterers
team.
21) Basis Weather condition experienced, Vessel can consider issuing Letter of Sea
Protest as applicable.
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THIRD PARTY DAMAGES Page : 46 of 92
of the vessel. Ship staff should be well familiar with the procedures and ensure
compliance.
9.1.2 The Chief officer is to ensure that all ship staff clearly understand the procedures
when dealing with any third-party damages, including stevedore damages.
9.1.3 Duty officers should ensure that they are familiar with procedures when handling
third party damages, including stevedore damages under the supervision of the
master/chief officer.
9.2 HANDLING DAMAGES AND RESULTING CLAIMS PROCEDURES.
9.2.1 The key to proper damage identification and reporting is the vigilance by the ship
staff during port stays.
9.2.2 Any damage must be reported immediately to the master, which is then relayed to
the ship management team, the local agent, and the charterers. Apparent damages,
hidden damages and consequences must be investigated. The reports must be
forwarded to the agents for immediate action by the stevedores/terminal.
9.2.3 In case of not-so serious damages, in consultation with the local agents, the
charterer and the company, the repair to the damage may be deferred to the next
port call or decided to be carried out by the ship staff.
9.2.4 For serious damages affecting the vessel or container integrity, immediate corrective
action must be taken by the parties concerned.
9.2.5 In case of damage to cargo, if possible, the vessel should attend the survey of
damaged cargo with the cargo surveyor, if appointed.
9.2.6 In all cases of damages, proper reports must be filled out; acknowledgement
signatures received on the damage report, supporting photographs, witness reports
maintained, and the concerned parties notified. All supporting documents and
correspondence are to be filed along with the damage report. (Refer to Appendix for
‘Letters of Indemnity, a guide to good practise’ )
9.3 DAMAGE TO VESSEL’S STRUCTURE OR EQUIPMENT DUE TO CONTAINER CARRIAGE
9.3.1 Damage sustained to the vessel’s structure because of heavy contact with cargo
handling equipment, can have a detrimental effect on the vessel’s seaworthiness,
stability, and cargo intake.
9.3.2 Every opportunity should be taken to inspect cargo holds and cell guides for
structural damage. Minor damage should be rectified as early as possible.
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THIRD PARTY DAMAGES Page : 47 of 92
9.3.3 The company and classification society surveyors should be notified of any damage,
which may affect the seaworthiness of the vessel.
9.3.4 The relevant company form is to be prepared for stevedore damages and
acknowledgement received on the form by the terminal supervisor or the stevedore
foreman. It is suggested that an objective description of the damage is mentioned;
phrases such as ‘negligent operation’, ‘lack of skill by stevedores’, etc., are to be
avoided. The factual interpretation of the causative factors for the damage may be
recorded by the surveyor, if appointed.
9.3.5 The charterers, managers and the owners are to be informed in case of stevedore
damage to the vessel. A copy of the Stevedore Damage Report should also be
forwarded.
9.3.6 P&I or independent surveyor may be arranged through the local agent on advice
from the company.
9.4 LOADING OF DAMAGED CONTAINER/DAMAGE TO CONTAINER DURING CARGO
OPERATIONS
9.4.1 All damages to the external structure of the containers should be recorded in the
logbooks at the time of loading and reported to the charterers.
9.4.2 An acknowledgement signature is to be taken from the terminal supervisor or
stevedore foreman for damage reports.
9.4.3 In case of minor damages sighted and recorded, the copies of the container damage
reports are to be handed over to the local agent.
9.4.4 In case of damage sustained during cargo operations and witnessed by ship staff or
serious damage to the container which may affect the cargo in the container,
photographs are to be taken immediately and local agent informed regarding the
same.
9.4.5 The container damage report is to be forwarded to charterers, managers, and
owners. On advice from the above parties, the container may be shifted to a more
weather protected area, e.g., under-decks or centre, bottom tier or not loaded at all.
9.4.6 Containers which cannot be seated effectively, and which cannot be closed properly
with the risk of exposing the cargo, must be rejected.
9.4.7 In case of apparent damages of cargo on flat racks or platform containers or in case
the securing of the cargo on these containers is deemed unseaworthy, the local
agents, are to be informed accordingly.
9.4.8 In the case of terminal issuing container damage report to the vessel at the discharge
port, the same may be acknowledged with the remark - ‘The container discharged in
the same condition as loaded’. The accuracy of the damage report is to be personally
verified by the vessel before acknowledging the terminal’s report.
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MANAGEMENT OF ADVERSE WEATHER CONDITIONS Page : 48 of 92
(PORT AND SEA)
10.1 PERSONNEL AND RESPONSIBILITIES:
compliance.
10.1.2 The Chief officer is to ensure that all ship staff clearly understand the procedures
when the vessel is in vicinity of adverse weather conditions while at port and at sea.
To ensure risk assessment carried out specific to the vessel and port limits, exercise
due diligence and good seamanship to ensure ship staff, vessel, cargo, and
environment do not get affected basis prevailing circumstances.
10.1.3 Duty officers should ensure that they are familiar with procedures when in vicinity of
adverse weather condition. To coordinate smoothly with the team members to
ensure that all necessary precautions are implemented effectively for the vessel’s
safe and efficient operation.
10.2 ACTIONS TO BE TAKEN TO PREVENT LOSS OF CONTAINERS IN HEAVY WEATHER
10.2.1 Risk Assessment to be carried out when the vessel is expected to transit through
adverse weather conditions. Personal safety will be of utmost priority. Consider
involving weather routing services. Effective passage planning is vital to manage
adverse weather conditions.
10.2.2 Additional lashings can be considered if the vessel’s design permits, which can be
part of the risk assessment.
10.2.3 Lashing checks can be done only if the weather permits, and alteration of
course/speed can be considered to minimise the effect of adverse weather
conditions. Necessary PPE’s should be used, and adequately supervised by senior
management team members, till the task is safely completed.
10.2.4 A very stiff vessel will result in violent rolling and excessive strain on the lashings.
The GM should be lowered to a comfortable value. Likewise, a very tender vessel
should also be avoided. Tanks should be ballasted or de-ballasted as required to
achieve the desirable GM.
10.2.5 So far as practicable, heavy rolling should be avoided. Excessive rolling will render
the vessel vulnerable to collapsing of tiers due to excess weight coming on the
corner posts, particularly if the lashings are slack. Stabilizers where fitted should be
used. Masters should be aware of the phenomenon of synchronous rolling and
parametric rolling. Additional guidance is provided in appendix with reference to
synchronous and parametric rolling.
10.2.6 Excessive wave impacts should be avoided. The speed should be reduced as a
preventive measure. The speed should be maintained at a value required to
maintain heading and desired track and to best place the vessel out of the bad
weather area as soon as possible.
Rev No. : 0
(PORT AND SEA)
10.2.7 Measures to be considered to avoid excessive acceleration shall include but not be
limited to early avoidance of areas of adverse weather through proper passage
planning, timely ballasting, or de-ballasting to improve the ship’s behaviour
considering the actual stability conditions, alteration of course or reduction in speed
or both.
10.2.8 Additional precautions should include monitoring hold bilge alarms and soundings,
using the deck lights at regular intervals to assess wind and sea impact on the ship as
the same may not be readily apparent during darkness.
10.3 PRECAUTIONS WHEN IN VICINITY OF ADVERSE WEATHER CONDITIONS (AT PORT)
10.3.1 Risk assessment should be carried out when the vessel is at port and in the vicinity of
adverse weather conditions. Personal safety will be of utmost priority. Weather
forecast continuously monitored and reviewed prior arrival at port.
10.3.2 To closely monitor weather forecasts, from available resources, including local
agents.
10.3.3 To brief ship staff on information received and precautions being taken.
10.3.4 If any concerns are observed, the same should be communicated to the charterers
team, and Ship Management Team (SMT), and necessary precautions should be
taken with reference to expected port stay, and weather forecast. Vessel to
smoothly coordinate with the charterers team, till the vessel is clear of adverse
weather conditions.
10.3.5 Precautions in port may include but not be limited to using additional mooring lines,
continuous monitoring of mooring lines, use of shore mooring system, use of
additional tugs, maintaining main engines and bow thrusters in a state of readiness
for immediate use, ensuring no other maintenance work planned during the port
stay, ensuring all personal available for emergency sailing out and as additional
resource (shore leave suspended if necessary basis weather forecast), ensuring
vessel remains well secured for sea. Advise can be obtained from the weather
routing service as deemed necessary, and additional precautions taken as per risk
assessment.
Rev No. : 0
(PORT AND SEA)
10.4 REPORTING
10.4.1 In case of loss of containers overboard, the Ship Management Team (SMT) must be
informed immediately. Additionally, vessel owners, charterers, flag state, closest
coastal state should be informed of the subject matter.
10.4.2 Photographs must be taken of the loss of containers and of the sea state. Details of
the containers involved including the manifest will be required to be shared with the
authorities involved.
10.4.3 A ‘SECURITE’ message must be broadcasted to warn other vessels in the vicinity.
10.4.4 An entry must be made in the deck and official logbook.
10.4.5 Relevant weather fax printouts, weather bulletins and documented preventive
measures taken by the vessel must be collected as evidence.
10.4.6 On advice from the company, a ‘Sea Protest’ must be endorsed by the notary public
at the next port of call with advice from the local P&I club correspondent.
Rev No. : 0
STABILITY RELATED GUIDELINES Page : 51 of 92
11.1 PERSONNEL AND RESPONSIBILITIES:
compliance.
11.1.2 The chief officer is to ensure that the vessel is always in compliance with Stability
requirements and class approved loading/stability manual.
11.1.3 Duty officers should be familiar with the vessel’s present stability conditions.
11.1.4 Masters and ship’s officers should be familiar with the contents of the ‘Master’s
Guide to Container Securing’ published by Standard P&I Club, copy of which is
attached in the appendix. With specific reference to ‘Ship Behaviour’, which is
11.2 GENERAL PRECAUTIONS WITH CONTAINER WEIGHTS, STABILITY AND GM:
11.2.1 The problem of incorrect container weights is commonly experienced on container

vessels and to remove the ambiguity, the International Maritime Organization (IMO)
has made amendments to the Safety of Life at Sea (SOLAS) convention indicating
that all shippers must comply with mandatory container weight verification
requirements, or Verified Gross Mass (VGM), effective on July 1, 2016. (Refer
MSC.1475)
11.2.2 If there is a large difference between declared and actual weights, the vessel may
face severe stability problems and in some extreme cases may even capsize. The
consequences of the above occurring at sea are disastrous and to avoid such an
incident masters of all vessels loading containers ensure the following:
11.2.2.1 Stability calculations should be carefully checked for accuracy and should allow for
fuel, fresh water, and lubricating oil consumption during the voyage, and consider the
effects of windage and icing.
11.2.2.2 The vessel must ensure that the load line regulations are complied with, as she transits
through the load line zones during her voyage.
11.2.2.3 Excess weights will have an adverse effect on the existing stability criteria and stresses
of the vessel. This may be estimated if the loadicator has the provision to add this
excess weight. Whenever there is a concern in stability criteria and stress due to
excess weight, the vessel will have to contact the office for further assistance.
11.2.2.4 The vessel should insist on being provided with a stowage plan indicating individual
container weight. Apart from the stability calculations using the declared weights, it is
prudent to also calculate considering container weights along with a safety margin to
assess stability conditions.
Rev No. : 0
11.2.2.5 Stowage should be checked so that stack height and stack weights are not exceeded.
11.2.2.6 The VGM deals with the weight discrepancies, and a container without a VGM should
not be allowed to be loaded onto the vessel. It is shipper’s/terminal’s responsibility to
declare correct weights and vessels, carriers and their agents and terminal operators
should obtain verified gross mass of packed containers before they are loaded onto
the ship. The EDI files used to be VGM compliant prior to loading, else suitable
documentation is required as per IMO requirements.
11.2.2.7 Containers are loaded according to the loading plan. In many cases the sequence of
containers from the yard is changed. This could result in loading heavy containers over
light containers.
11.2.2.8 Minimize the number of slack tanks including bunker tanks, as the free surface effect
of a tank which is 98% full can reduce solid GM by 2-5cms. This reduction is critical
when the vessel is fully loaded, with minimum ballast and bunkers.
11.2.2.9 The vessels actual GM may be checked against calculated GM by taking a fixed
quantity of ballast in one of the heeling tanks/side tanks (say 100MT). The observed
list should match the calculated list. Alternatively, the GM may be verified by a heeling
test. A heeling test can be carried out by heeling the vessel through transferring a
weight to the extreme side (can be ballast or cargo). The list noted can be used in the
formulae tan (List) = GG1/GM, where GG1= (weight of the transferred mass x distance
the mass is transferred/displacement of the vessel with the mass. Using this, the GM
can be calculated.
11.2.2.10 The actual draft and trim of the vessel must be checked against the calculated
draft and trim. This will verify the excess weights and their distribution.
11.2.2.11 The stack weights and individual container weights may not be excessive, but
when subjected to heavy rolling and wind, the container frames and lashings become
overloaded, particularly the transverse racking forces and the tension/compression
forces which are primarily caused by heavy rolling and wind action on the outside
stacks. Forces within a stack are affected by all ship motions, but the angle of the roll
is normally the most critical. The natural period of roll can be determined using the
rule-of-thumb formula:
Period (TR) = 0.7 Beam/√GM.
11.2.2.12 If a serious difference in GM or drafts is observed due to incorrect container
weights, charterers should be put on notice and the managers/owners are to be
informed immediately.
Rev No. : 0
11.2.3 The master has the ultimate authority and responsibility of ensuring the safety of his
vessel, taking into consideration cargo condition (including container lashing), her
draft, expected sea/weather conditions on the voyage, etc. However, it is useful to
have GoM (fluid) required stability figures to help ensure vessel safety.
11.2.4 The below suggested stability guidelines for container vessels for sea conditions:
wind velocity 26.5 m/sec (Beaufort 10), significant wave height 9m, period 11.6 sec
and wavelength 210m.
Vessel size Breadth GoM
Panamax and smaller About 32.2m (on deck container: 13 rows) 80 cm
About 37.7m (on deck container: 15 rows) 100 cm
Over Panamax About 40.0m (on deck container: 16 rows) 120 cm
11.2.5 The below suggested stability guidelines for container vessels for sea conditions:
wind velocity 19.0 m/sec (Beaufort 8), significant wave height 7m, period 10.2 sec
and wavelength 129m.
Vessel size Breadth GoM
Panamax and smaller About 32.2m (on deck container: 13 rows) 60 cm
Over Panamax About 40.0m (on deck container: 16 rows) 90 cm

Rev No. : 0
11.2.6 If there are any laws/regulations issued by the flag state or calling port for minimum
stability figure requirements, these must be complied with. (Most stringent
requirement must be complied with)
11.2.7 If a master judges that his vessel requires greater stability than that suggested in the
above-mentioned stability figure (due to expected heavy sea conditions, icing, etc.),
the master is requested to immediately inform all parties concerned, to help
maintain the safe and smooth passage of the vessel.
11.2.8 The vessel should NOT sail from a port with insufficient stability. Manual methods of
checking the stability are encouraged.
11.3 BENDING MOMENT/SHEARING FORCE/TORSION (BM/SF/TM)
11.3.1 Bending moment (BM), shearing force (SF), Torsion (TM) should always remain
below 99% (within 100%) for all sailings with "at sea" mode calculations.
11.3.2 Ship staff should try and minimize BM, SF, TM as far as reasonably practicable
considering ballast rearrangement, and bunkers available onboard.
11.3.3 Primarily, it is important to closely coordinate with the charterers team at the
loading/discharging stage to plan cargo which will assist in minimizing BM, SF and
TM without adversely affecting the charterers schedule and cargo planning.
11.3.4 While using loadicator software and when the vessel in port/berth “at port/harbour”
mode calculations can be used and to ensure that bending moment, shearing force,
torsion should always remain below 99% (within 100%). However, prior to preparing
for sailing, bending moment, shearing force, torsion should be below 100% using “at
Sea” mode calculation.
11.3.5 Any concern should be communicated with the Ship Management Team (SMT) for
review and support as deemed necessary.
11.4 TRIM
11.4.1 Excessive trim and list during cargo operations must be avoided as it leads to
difficulty in cargo operations and can cause containers to get stuck in the cell guides.
This can also influence the vessel’s stresses.
11.4.2 Excessive trim and list information may be available in the stability booklet under
“instructions to masters”.
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GUIDELINES RELATED TO CARGO SECURING DEVICES Page : 55 of 92
compliance.
12.1.2 The chief officer is to ensure that all ship staff clearly understand the procedures and
cargo securing devices are correctly used as per the maker’s advice and with
reference to Cargo securing manual. Directly responsible for the maintenance,
inventory and stock control of the container securing equipment.
12.1.3 Duty officers should ensure that they are familiar with the procedures.
12.1.4 Masters and the ship’s officers should be familiar with the contents of the ‘Master’s
Guide to Container Securing’ published by Standard P&I Club, a copy of which is
attached in the appendix. With specific reference to ‘Lashing Components’,
‘Principles of Stowage’, ‘Ship Behaviour’ and ‘Consequences of Failure’, which is
12.2 MAINTENANCE OF CARGO SECURING EQUIPMENT
12.2.1 Maintenance of fixed and portable cargo securing equipment should comply with
the following, the cargo securing manual and prudent seamanship.
12.2.2 Where there is a conflict of instructions between this manual and the CSM, the
instructions as per the CSM shall take precedence.
12.2.3 Maintenance schedules are to be in strict compliance with the ship’s planned
maintenance schedule.
12.2.4 The inventory of lashing equipment shall be updated monthly and recorded in the
cargo securing manual.
12.2.5 A record of maintenance of the lashing equipment is to be maintained.
12.2.6 The dropping of lashing equipment, especially twist locks from great heights or
throwing overboard by the stevedores is to be avoided. In case of non-observance of
this requirement, a note of protest should be issued immediately to the stevedore
foreman.
12.2.7 The Chief officer is to make use of every opportunity of inspecting the fixed cargo
securing equipment. This includes times when hatch covers are empty, before cargo
is placed on hatch covers, and when hatch pontoons are kept ashore. Good use may
be made of this opportunity to check and repair the hatch cover rubber packing.
Personal safety and port regulations are to be observed when carrying out these
checks.
Rev No. : 0
12.2.8 Crew should be trained on container cargo handling and securing through safety
videos, bulletins and briefing in training sessions.
12.2.9 There should be a ship specific system in place to identify and segregate the old and
new lashing equipment.
12.2.10 Obsolete/damaged twist locks and lashing material are to be removed from the
cargo loading area to avoid inadvertent use.
12.2.11 Improper lubrication of the lashing material will lead to stevedores not carrying out
cargo securing as required.
12.2.12 Monthly inspection and lubrication of the lashing material, especially turnbuckles are
to be carried out. The frequency of inspection and lubrication may be increased to
cover as much lashing gear as practically possible.
12.2.13 When replenishing stock of lashing equipment, care must be taken to comply with
latest port regulations regarding lashing equipment and to maintain the same SWL of
the lashing equipment as specified in the CSM.
12.2.14 Any change required in the CSM due to the different design of lashing equipment or
changed cargo loading arrangement should be approved by class. Masters are
advised to coordinate with the company’s technical department and forward a copy
of the CSM for class approval. Certificates of lashing equipment are to be filed in the
CSM.
12.2.15 ISO Sockets:
Dimensions of socket opening are to be checked for increase in size due to wear and
tear.
Rev No. : 0
12.2.15.1 The socket side plating is to be checked for thickness reduction due to
corrosion.
12.2.15.2 The butt weld of the socket to the hatch cover plate is to be checked for cracks
due to stress.
12.2.15.3 The base twist lock should sit in the ISO socket and should not be removable
without operating the required mechanism.
12.2.15.4 The repair requires renewal of the ISO socket. Attention is to be paid to the
butt welding on the inner side of the socket.
12.2.16 Dovetail Base Sockets and Base Twist locks:

12.2.16.1 The sides of the dovetail sockets are to be checked for reduced thickness due
to corrosion or damage due to physical stresses and impacts. The base twist lock fitting
should sit securely in place without any play.
12.2.16.2 Repairs to the above require renewal of the complete fitting. No temporary
pieces should be welded.
12.2.16.3 The proper operation of the base twist locks should be checked before cargo
is loaded on the hatch cover pontoon.
12.2.17 Lashing eyes and D-rings:

Rev No. : 0
12.2.17.1 Check for wear down of the rings and eyes.

12.2.17.2 Check for crack or wear down of the D-ring connection plate.
12.2.17.3 Check weld of lashing eyes to the base plate.
12.2.17.4 Fixed lashing eyes must be inspected for wear and tear. Repair will require
renewal of the complete set. Only certified parts must be used.
12.2.18 Turnbuckles:
12.2.18.1 Check lubrication of turnbuckles.
12.2.18.2 Check for corrosion, stretching and thinning of turnbuckle pipe or rods. If
thinned down or elongated, discard turnbuckle.
Rev No. : 0
12.2.18.3 Check that the lock nut can be tightened till the top of the thread.
12.2.18.4 Check if the locking pin is present and of approved type. Missing pins should
be replaced. The securing pin for the locking pin should be present as per the original
design. Any replacement parts should have the same SWL as the original part.
12.2.19 Twist Locks:

12.2.19.1 Twist locks with missing handles must be discarded.
12.2.19.2 Twist locks with fractured housing must be discarded.
12.2.19.3 Mixture of left hand and right-hand twist locks is not accepted. Where
immediate use of mixed twist locks is inevitable, a risk assessment should be carried
out and the handles of the twist locks can be color coded as deemed suitable, to easily
identify the type of twist lock, e.g., red for left closing and green for right closing.
12.2.19.4 Semi-automatic twist locks must be lubricated.

12.2.19.5 Semi-automatic twist locks must be checked for resilience of the springs and
broken wire levers. In case of the loss of the spring’s resilience or damage to the wires,
the same can be replaced by using the twist lock spare set and twist lock repair kit if
available.
12.2.19.6 Malfunctioning/frozen semi-automatic twist locks must be discarded.
Rev No. : 0
12.2.20 Fully Automatic Twist locks:

Rev No. : 0
12.2.20.1 Visual inspection and function test (as applicable) must be carried out
whenever possible and suitable opportunity available, at an interval not exceeding
one year.
12.2.21 Mid locks:

Rev No. : 0
12.2.21.1 Inject greasing to the shaft by inserting the shaft nozzle between the cone and
housing (both positions).
12.2.21.2 Inspect for pitting and cracks which may weaken the lashing bar.
12.2.21.3 If the visual inspection or the function test indicates that the lashing bar may
be weakened; it should be rejected for on board use.
12.2.21.4 Deformed items must not be adjusted.
12.2.21.5 Damaged mid locks must be replaced immediately.
12.2.22 Stacking Cones:

12.2.22.1 Ensure stacking cones are not cracked. If cracked, discard the same.
12.2.22.2 Stacking cones and twist locks are not interchangeable.
12.2.23 Bridge fittings:

12.2.23.1 Check for proper lubrication.
12.2.23.2 Check for the proper operation of thread and discard if threads are damaged.
Rev No. : 0
12.3 MAINTENANCE OF CARGO RELATED EQUIPMENT
12.3.1 Maintenance schedules are to be in strict compliance with the ship’s Planned
Maintenance Schedule (PMS).
12.4 MAINTENANCE OF HATCH COVERS
12.4.1 Care of hatch covers is required to ensure weather-tightness (as applicable) of cargo
holds and proper sealing in case the release of CO2 is required. Additional guidelines
can be found in appendix, ‘A Master’s Guide to Hatch Cover Maintenance’.
Personnel safety and port regulations must be complied with during the inspections.
12.4.2 The hatch covers and cleats form a vital part in maintaining the structural integrity of
the ship and should be duly maintained. Hatch cover cleats increase weather-
tightness, gas-tightness of hatch covers, maintain continuity of structural strength,
and prevent the hatch covers from shifting.
12.4.3 All hatch cover cleats need to be used for each operation. The centre cleats if
available must be fixed in place before the bottom tier of containers are loaded.
12.4.4 Free movement of the cleat nuts on the thread and other moving parts should be
checked and lubricated.
12.4.5 The hatch cover cleats should be highlighted to prevent damage during cargo
operations.
12.4.6 Hatch cover lifting sockets are to be checked at every possible opportunity e.g.,
when the hatch covers are empty, or hatch covers placed ashore during cargo
operations.
12.4.7 Inspection and maintenance of hatch cover rubber packing may also be carried out
during these times. While replacing, the edges of the rubber packing should be cut in
a slope to allow for a tight fit. Similar treatment should be carried out for the hatch
cover corners. The joint between the rubber packing should be diagonal to the axis
of the rubber packing channel. The rubber glue should be allowed to dry to a semi-
dry consistency before fixing the rubber packing.
12.4.8 Resting pads of the hatch covers are to be checked. Resting pads ensure that the
hatch cover pontoon weight is transmitted to the coaming in the designed manner
and the rubber packing is evenly and properly compressed. The inspection should
ensure that there are no visible damages, cracks, excess wear down of the resting
pads. The maker’s drawings should be consulted in this regard. A quick way to check
for any improper resting pads is to check that the gap between the pontoon mating
plate and the resting pad is even throughout the length (any side) of the hatch cover.
Lubrication of resting pads should be carried out as per the manufacturer’s
guidelines.
Rev No. : 0
12.4.9 Compression bar height should be as per the maker’s drawings. The top edge of the
compression bar should not have sharp edges or excess diminution of thickness.
12.4.10 Drain channel should be checked for dirt/rust accumulation. Drain channel inner and
outer plate thickness should be as per the maker’s drawings. Drain channel non-
return valves should be maintained in good order and as per the maker’s drawings.
The use of canvas hoses is not acceptable on a permanent basis. If the drain outlets
are fitted with the cap closing arrangement, then the same must be made known to
the crew as it is used to effectively seal the hold in case of CO2 release.
12.4.11 The integrity of the hatch covers, and hatch cover packing can be checked by
checking the empty hold from inside for light ingress.
12.4.12 The hatch coaming face plate and stiffeners below the resting pads are areas of load
concentrations and should be checked annually for structural deformities.
12.4.13 The pontoon locators should be maintained in good order highlighted for easy
visibility.
12.4.14 For foldable type hatch covers (chain pulled or hydraulic operated), all moving parts
are to be lubricated on two-monthly basis. Sensitive parts (such as hydraulic cylinder
rams) must be protected from physical damage and dirt accumulation. Personnel
safety is very important when working on the hatch covers and proper locking
mechanism should be used to maintain hatch covers in place.
12.4.15 All hatch cover fittings should be inspected monthly, lubrication of moving parts on
two-monthly basis, and structural inspection every six months. Results of inspection
should be logged down appropriately in the cargo hold inspection form.
12.5 MAINTENANCE OF CELL GUIDES
12.5.1 Cell guides must be maintained in top order to avoid damage to the containers and
to avoid containers getting stuck in the cell guide.
12.5.2 Damaged, excessively bent, cracked cell guides and cell guide locators should be
renewed as and when sighted. When renewing the cell guides, always renew at least
3-meter sections or sections between cell guide supporting brackets.
12.5.3 Ship’s planners should be advised in case of damaged cell guides and if repairs are
required. Repairs may be carried out at sea after keeping the slots empty. Personnel
safety is paramount, permission from the company is to be taken prior hot work and
fire-retardant blanket is to be used to prevent any damage to containers in the
vicinity.
12.5.4 Elephant ears on top of the cell guides if available as per the design, is an important
part of a cell guide, as it acts as a guide when containers are loaded. Any repairs to
cell guide elephant ears will need proper planning and ensure that it is safely carried
out.
Rev No. : 0
Rev No. : 0
12.6 MAINTENANCE OF CARGO HOLDS
12.6.1 The ship’s cargo holds should be maintained in a clean, rust-free condition.
12.6.2 Whenever the cargo holds are empty/accessible for inspection, the opportunity
must be utilized to do so.
12.6.3 Access ladders for cargo holds, hold access entrances, hold lighting, fixed CO2 system
discharge nozzles, sprinkler systems, integrity of electric cabling should be in good
order.
12.6.4 Doubler plate weld seams at the bottom of the cell guides should be inspected for
cracks after pressing up the double bottom tanks underneath.
12.6.5 Ballast and fuel tank boundaries, manholes, sounding pipes, air pipes are to be
checked for integrity.
12.6.6 Cargo hold bilges and bilge alarms should be tested monthly and maintained in good
working condition.
12.6.7 The vessel should maintain a record of comparison between remote and manual
sounding monthly. Record to be uploaded in PMS.
12.6.8 A report of the cargo holds should be made every 6 months as per the company
specific format.
12.7 MAINTENANCE OF CARGO GEAR
12.7.1 For ships not fitted with cargo gear such as cranes or derricks, this section may be
referred to as guidelines for maintenance of ship’s provision derricks, cranes,
monorails, bunker davits, gangway winches, mooring winches, pilot ladder winches,
lifeboat davits and engine room cranes due to similarity in functions. Since cargo
gear are usually rated much higher and are subject to high stresses, they should be
operated and maintained with due care appropriately.
12.7.2 The chief officer is responsible for the maintenance of the cargo gear structure,
wires, sheaves, and lubrication of all moving parts.
12.7.3 The maintenance of the lifting gear machinery, winches, gears, limit switches, oil
lubricated parts, hydraulic piping, solenoids, valves, motors, electrical panels, and
control switches is the responsibility of the chief engineer. The chief engineer may
delegate some of the functions to the electrical officer or the second engineer but
remains overall responsible. The chief engineers are advised to carry out proper
training of the ship’s crew regarding proper operation and maintenance of these
machineries.
12.7.4 Lubrication of moving parts, testing of limit switches and alarms, inspection of
moving parts and the structure, inspection, and measurement of wires to be carried
out by ship staff as per PMS.
Rev No. : 0
12.7.5 During inspection of wires, special attention is to be paid to the condition of the
splices. Wires should be checked for broken wires of the strand, kinks, deformation,
and reduction of diameter. In case of kinks, deformation, damage to splices and
reduction of wire diameter by more than 10% or as a rule of the thumb, if broken
wires in a strand exceed 10% of the total number of wires in a length of 8 times the
diameter of the steel rope, the steel wire rope should be replaced.
12.7.6 Steel wire ropes may be lubricated with maker approved wire grease.
12.7.7 Maintenance reports for the cargo gears are to be as per PMS.
12.7.8 Vessels should maintain at least one spare wire rope for every kind of wire used in
the lifting gear. The spare wires should be stored in a dry and protected area.
12.7.9 The vessel should maintain at least one spare part for every moving part on the
cargo gear (e.g., sheave, motor, pump, sheave pin, hinge pin, and other electrical
parts). The spare part stock should be as per the maker’s spare part booklet. If the
master or chief engineer is of the opinion that certain parts of the cargo gear or
other lifting gear are prone to frequent breakdown/replacements, further spares
may be stocked in consultation with the technical superintendent. An inventory of
the lifting gear spares must be updated every month and reported to the company.
12.7.10 Crane operator cabins must be maintained safe and clean with comfortable seating,
visibility, and ventilation arrangements. Means of access to lifting gear controls
should be maintained clean and free of slip/trip hazards. Shore operators must be
familiarized with the operation of the cargo cranes, and improper and rough
operation should be discouraged. Securing of cranes must be carried out only by the
bosun and senior AB’s, under the supervision of the duty officer or chief officer.
Cadets and trainees are not allowed to operate the lifting gear. A safety harness with
a rope should be placed in the crane operator’s cabin to allow an emergency escape
in case of fire.
12.7.11 The crane must be kept in the designed stowage position from berth to berth.
Operation of the cargo crane at anchorages or when sailing is prohibited unless
approved by the company.
12.7.12 By passing of the limit switches and safety features of the lifting appliances is
prohibited except when required for carrying out repairs/maintenance on the crane.
The limit switch key must be maintained with the chief officer.
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APPENDIX-01 Date : 15-Dec-22
FLOW CHART FOR REEFER OPERATION Page : 68 of 92
APPENDIX 01: FLOW CHART FOR REEFER OPERATIONS
(Insert pdf copy of Flow chart)

Rev No. : 0
IMO MSC CIRC 1228 – SYNCHRONOUS AND PARAMETRIC Page : 69 of 92
ROLLING
APPENDIX 02: IMO MSC CIRC 1228 – SYNCHRONOUS AND PARAMETRIC ROLLING
(Insert pdf copy of ‘IMO Circ 1228’)

Rev No. : 0
ADDITIONAL GUIDELINES ON PARAMETRIC ROLLING Page : 70 of 92
APPENDIX 03: Additional guidelines on parametric rolling
(Insert pdf copy of ‘Notice to Mariners ‘Beware of parametric rolling in following seas’’)
Rev No. : 0
A MASTER’S GUIDE TO CONTAINER SECURING Page : 71 of 92
APPENDIX 04: A Master’s Guide to Container Securing
(Insert pdf copy of ‘Master guide for container securing’)

Rev No. : 0
A MASTER’S GUIDE TO HATCH COVER MAINTENANCE Page : 72 of 92
APPENDIX 05: A Master’s Guide to Hatch Cover Maintenance
(Insert pdf copy of ‘Master’s Guide to Hatch Cover Maintenance’)

Rev No. : 0
LETTERS OF INDEMNITY – A GUIDE TO GOOD PRACTICE Page : 73 of 92
APPENDIX 06: ‘Letters of indemnity – A guide to good practice’

(Insert pdf copy of ‘Letters of indemnity – A guide to good practice’)
Rev No. : 0
GUIDELINES FOR THE CARRIAGE OF CALCIUM Page : 74 of 92
HYPOCHLORITE IN CONTAINERS (CINS)
APPENDIX 07: ‘Guidelines for the Carriage of Calcium Hypochlorite in Containers (CINS)’
(Insert pdf copy of ‘Guidelines for the Carriage of Calcium Hypochlorite in Containers (CINS)’)
APPENDIX-08 Rev No. : 0
SAFETY CONSIDERATIONS FOR SHIP OPERATORS Date : 15-Dec-22
RELATED TO RISK-BASED STOWAGE OF DANGEROUS Page : 75 of 92
GOODS ON CONTAINERSHIPS (CINS)
Appendix 08: ‘Safety considerations for ship operators Related to Risk-Based stowage of
Dangerous Goods on Containerships (CINS)’
(Insert pdf copy of ‘Safety considerations for ship operators Related to Risk-Based stowage of
Dangerous Goods on Containerships’)
Rev No. : 1
APPENDIX-09 Date : 30-Nov-23
PORTABLE GAS MONITORING EQUIPMENT Page : 76 of 92
APPENDIX 09: PORTABLE GAS MONITORING EQUIPMENT
LIST OF PORTABLE EQUIPMENTS

As a minimum the following must be carried:
ATMOSPHERE TESTING EQUIPMENT REQUIRED FOR CONTAINER CARGO VESSELS

GAS INSTRUMENTS
Recommended span gas type Minimum
Minimum or as per the manufacturer’s
S.NO Equipment no. of Span
Quantity* instruction. gas bottles
Combined gas,
Personal multi-gas H2S-25 PPM,
1a 04
monitor (O2, HC, H2S, CO) CO – 50 PPM,
C4H10 50% LEL, N2 Bal
02
Combined gas,
Personal multi-gas H2S-25 PPM,
1b 02**
monitor (O2, HC, H2S, CO) CO – 50 PPM,
C4H10 50% LEL, N2 Bal
Portable multi-gas
monitor with 4 gases. Combined gas,
Oxygen; HC% of LFL; H2S-25 PPM,
2 02 01
Carbon monoxide and CO – 50 PPM,
Hydrogen Sulphide with C4H10 50% LEL, N2 Bal
sufficient length of hose*
Instrument for measuring
3 toxic gases with sufficient 01 NA NA
length of hose*
*Vessels must ensure that the hose connection of the portable multi gas detector is compatible
with the gas sampling point of the cargo hold.
** Additional 02 personal multi gas monitor required on all container vessels where reefer cargo
can be loaded inside cargo hold space.
Note: The personal gas meter does not eliminate the need for portable gas meters. The vessel
must have the correct quantity of gas measuring equipment as specified in the table.
Calibration
Gas instruments must be maintained and calibrated as per the planned maintenance schedule in
line with the makers recommendations.
Rev No. : 1
APPENDIX-09 Date : 30-Nov-23
PORTABLE GAS MONITORING EQUIPMENT Page : 77 of 92
TOXIC GAS TUBES
Min no. of
S.NO Type of tube Preferred measuring range
tubes
1 Benzene 0.5/a 0.5 to 10 PPM 10
2 Hydrogen Sulphide 0.5/a 0.5 to 15 PPM 30
3 Phosphine 100-1000 PPM 20
4 Tubes applicable to cargo*** Refer MSDS Liaise with

the Supt.
5 Tubes for gas checks required by a Refer to BWTS maker’s manual Liaise with
Ballast Water Treatment System**** the Supt.
***Vessels must carry enough toxic gas detection tubes applicable to specific cargoes carried or
to be loaded. Refer to the MSDS and liaise with the Marine Superintendents for guidance.
****Vessels fitted with ballast water treatment system must refer to the manufacturer’s manual
to identify additional gas checks required for ballast tank entry. They must carry sufficient
measuring equipment/tubes on board to support the gas check.
Note: The hand pump should be compatible with the toxic gas tubes and an appropriate
measurement kit (as applicable) shall be available and used during measurement.
Rev No. : 0
CHARTERING TERMS: ABBREVIATIONS AND MEANINGS 78 of 92
Page :
APPENDIX 10 – CHARTERING TERMS: ABBREVIATIONS AND MEANINGS
Abbreviation Meaning
AA Always Afloat
AAAA Always Accessible Always Afloat
AAOSA Always Afloat or Safe Aground. Condition for a vessel whilst in port.
AARA Amsterdam-Antwerp-Rotterdam Area
ABAFT Toward the rear (stern) of the ship. Behind.
ABOARD On or within the ship
ABOVE DECK On the deck (not over it - see ALOFT)
ABT About
ADCOM Address Commission
ADDENDUM Additional chartering terms at the end of a charter party
AFSPS Arrival First Sea Pilot Station (Norway)
AFFREIGHTMENT The Hiring of a Ship in whole or part
AFT At or towards the stern or rear of a ship
AGROUND Touching or fast to the bottom
AGW All Going Well
AHL Australian Hold Ladders
AIDS TO Artificial objects to supplement natural landmarks indicating safe and
NAVIGATION unsafe waters
ALOFT Above the deck of the ship
AMIDSHIPS In or toward the centre of the ship
Arrival Notice - an import document sent to the notify party and/or
A/N importer's broker containing all necessary arrival info for Customs
clearance; normally with freight charges.
A place suitable for anchorage in relation to the wind, seas, and
ANCHORAGE
bottom
ANTHAM Antwerp-Hamburg Range
APS Arrival Pilot Station
ARAG Amsterdam-Rotterdam--Antwerp-Gent Range
Method of settling disputes which is usually binding on parties. A
ARBITRATION
clause usually in a charter party
A/S Alongside
ASBA American Shipbrokers Association
ASN Advance Shipment Notice
ASPW Any Safe Port in the World
Rev No. : 0
Page :
ASTERN In the back of the ship, opposite of ahead
ATA Actual Time of Arrival
ATD Actual Time of Departure
ATDNSHINC Any Time Day/Night Sundays and Holidays Included
ATFI ATFI
ATHWARTSHIPS At right angles to the centreline of the ship
ATUTC Actual Times Used to Count
AWB Air waybill
Where a seller/shipper issues a 'letter of indemnity' in favour of the
BACKLETTER
carrier in exchange for a clean bill of lading
Bunker Adjustment Factor. A Fuel Surcharge expressed as a
BAF percentage added or subtracted from the freight amount, reflecting
the movement in the marketplace price for bunkers.
Cubic capacity of a vessel’s holds to carry packaged dry cargo such as
BALE CAP.
bales/pallets
Heavy weight, often sea water, necessary for the stability and safety of
BALLAST
a ship which is not carrying cargo
BALLAST BONUS Compensation for a relatively long ballast voyage
Bareboat Charter - Owners lease a specific ship and control its
technical management and commercial operations only. Charterers
BAREBOAT CHTR.
take over all responsibility for the operation of the vessel and
expenses for the duration.
Before Breaking Bulk. This refers to freight payments that must be
BBB
received before the discharge of a vessel commences
BDI Both Dates Inclusive
BEAM The maximum breadth or the greatest width of a ship
BELOW Beneath the deck
BENDS Both Ends (Load & Discharge Ports)
BI Both Inclusive
BIMCO The Baltic and International Maritime Council
BL Bale
(Bill of Lading) A document signed by the carrier which acts as a
B/L
Contract of Affreightment, a receipt and evidence of title to the cargo.
BM Beam
BN Booking Note
Rev No. : 0
Page :
BOB Bunker on Board
BOFFER Best Offer
BOW The forward part of a ship
BROB Bunkers Remaining on Board
Percentage of freight payable to broker (by owners in c/p's) or
BROKERAGE
applicable to sale or purchase
BSS Basis
BSS 1/1 Basis 1 Port to 1 Port
BT Berth Terms
BULKHEAD A vertical partition separating compartments
This is the assembly of pieces of cargo, secured into one manageable
unit. This is relevant to items such as Structural Steel, Handrails,
BUNDLING Stairways, etc. Whilst this is a very flexible description, a rule of thumb
is to present cargo at a size easily handled by a large (20 tonne) fork
lift.
Name given for vessel’s Fuel and Diesel Oil supplies (Originates from
BUNKERS
coal bunkers)
An anchored float used for marking a position on the water or a
BUOY
hazard or a shoal and for mooring
BWAD Brackish Water Arrival Draft
Currency Adjustment Factor. A fee applied to the shipping costs to
CAF
compensate for exchange rate fluctuations.
CBM Cubic Metres
CBFT (or CFT) Cubic Feet
CFR (or C&F) Cost and Freight
CHART A map used by navigators
CHOPT Charterers Option
CHTRS Charterers
Cost, Insurance & Freight. The seller pays all these costs to a
CIF
nominated port or place of discharge.
CKD Completely Knocked Down
Contract of Affreightment - Owners agree to accept a cost per revenue
COA
tonne for cargo carried on a specific number of voyages.
CIP Carriage and Insurance paid to...
Rev No. : 0
Page :
Certificate of Origin - a signed statement from a semi-official
C.O. organization certifying the origin of an export item, required by certain
nations.
COACP Contract of Affreightment Charter Party
COB Closing of Business
COBLDN Closing of Business London
COD Cash On Delivery
COGSA Carriage of Goods by Sea Act
CONGESTION Port/berth delays
CONS Consumption
CONSIGNEE. Name of agent, company or the person receiving
CNEE
consignment
COP Custom of Port
CP (or C/P) Charter Party
CPD Charterers Pay Dues
CPT Carriage Paid To
CQD Customary Quick Despatch
CR Current Rate
CROB Cargo Remaining on Board
CRN Crane
Cargo Retention Clauses, introduced by charterers based on the
CRT
shortage of delivered cargo because of increased oil prices
CST Centistoke
CTR Container Fitted
DA Disbursement Account
DAF Deliver at Frontier
DAPS Days All Purposes (Total days for loading & discharging)
Damages for Detention. Penalty if cargo is not ready when the ship
arrives for working (1st day of Laycan). This is not a detention which is
DAMFORDET
charged for ships time on delay. If the cargo is ready, there is no
DAMFORDET.
DDU Delivered Duty unpaid
DDP Delivered Duty Paid
DECK A permanent covering over a compartment, hull, or any part thereof.
Rev No. : 0
Page :
Demurrage (Quay Rent). Money paid by the shipper for the occupying
DEM
port space beyond a specified "Free Time" period.
DEQ Delivered Ex Quay
DES Delivered Ex Ship
DESP Despatch. Time saved, reward for quick turnaround- in dry cargo only
DET Detention (See DAMFORDET)
DEV Deviation. Vessel’s departure from specified voyage course
Dead freight. Space booked by shipper or charterer on a vessel but not
DFRT
used
DHDATSBE Despatch Half Demurrage on All Time Saved Both Ends
DHDWTSBE Despatch Half Demurrage on Working Time Saved Both Ends
DISCH Discharge
DK Deck
DLOSP Dropping Last Outwards Sea Pilot (Norway)
DO Diesel Oil
DOLSP Dropping Off Last Sea Pilot (Norway)
DOP Dropping Outward Pilot
DOT Department of Transport
DNRCAOSLONL Discount less and Non-Returnable Cargo and/or Ship Lost or Not Lost
Depth to which a ship is immersed in water. The depth varies
DRAUGHT (or according to the design of the ship and will be greater or lesser
DRAFT) depending not only on the weight of the ship and everything on board,
but also on the density of the water in which the ship is lying.
DRK Derrick
Materials of various types, often timber or matting, placed among the
cargo for separation, and hence protection from damage, for
DUNNAGE
ventilation and, in the case of certain cargoes, to provide space in
which the tynes of a fork lift truck may be inserted.
Deadweight. Weight of cargo, stores, and water, i.e. the difference
DWAT (or DWT)
between lightship and loaded displacement.
EBB A receding current
EC East Coast
EIU Even If Used
ELVENT Electric Ventilation
Rev No. : 0
Page :
Estimated Time of Arrival - the projected date and time a shipment is
ETA
scheduled to arrive at its destination.
ETC Estimated Time of Completion
Estimated Time of Departure - the projected date and time a shipment
ETD
is scheduled to depart from the port/airport of origin.
ETS Estimated Time of Sailing
EXW Ex Works
FAC Fast as can
Free Alongside Ship. The seller delivers goods to the appropriate dock
FAS or terminal at the port of embarkation and buyer covers costs and
risks of loading
Free to Carrier. A modern equivalent of FAS used in intermodal
FCA transport where goods are transferred at a nominated forwarders
premises, depot, or terminal but not actually on-board a vessel.
Full Container Load - a container that is fully loaded by cargo,
occupying all space, or loaded to the maximum permissible weight. It
FCL can contain cargo from multiple shippers, but normally is consigned to
the same consignee. The shipment is expected to be delivered to the
consignee with the shipper's seal intact.
FD (FDIS) Free Discharge
FDD Freight Demurrage Dead freight
FDESP Free Despatch
Freight Deemed Earned, Discount-less And Non-Returnable
FDEDANRSAOCLONL
(Refundable) Ship and or Cargo Lost or Not Lost
A cushion, placed between ships, or between a ship and a pier, to
FENDER
prevent damage
Standard 40" Container, forty-foot equivalent unit, a standard size
FEU
intermodal container.
FHEX Fridays/Holidays Excluded
FHINC Fridays/Holidays Included
Free In/Liner Out. Sea freight with which the shipper pays load costs,
FILO
and the carrier pays for discharge costs.
Free In/Out. Freight booked FIO includes the sea freight, but no
FIO loading/discharging costs, i.e. the charterer pays for the cost of
loading/discharging cargo.
Rev No. : 0
Page :
FIOS Free In/Out Stowed. As per FIO but excludes stowage costs.
Free In/Out and Trimmed. The Charterer pays for the cost of
FIOST
loading/discharging cargo, including stowage, and trimming.
Free In/Out and Trimmed. As per FIOS but includes trimming, e.g., the
FIOT levelling of bulk cargoes. FIOS includes sea freight but excludes
loading/discharging and stowage costs.
FIT Free in Trimmed
FIW Free in Wagon
FIXING Chartering a Vessel
Conclusion of shipbrokers negotiations to charter a ship - an
FIXTURE
agreement
FLATPACKING Cargo to be presented stacked and secured as an integral unit.
FLT Full Liner Terms
FMC Federal Maritime Commission
FME Force Majeure Excepted
FMS Fathoms
FO For Orders
FO (IFO) Fuel Oil/Intermediate FO
FO Free Out
Free on Board. The seller sees the goods "over the ship's rail" on to
FOB
the ship which is arranged and paid for by the buyer
FOFFER Firm Offer
FOG For Our Guidance
FOQ Free on Quay
FOR Free on Rail
Clause limiting responsibilities of the charterers, shippers, and
FORCE MAJEURE
receivers of cargo.
FORE-AND-AFT In a line parallel to the keel
FORWARD Toward the bow of the ship
FOT Free on Truck
FOW First Open Water
FOW Free on Wharf
FP Free Pratique. Clearance by the Health Authorities
FR First Refusal. First attempt at best offer that can be matched
Rev No. : 0
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The minimum vertical distance from the surface of the water to the
FREEBOARD
gunwale
Freight. Money payable on the delivery of cargo in a mercantile
FRT
condition
If loading/discharging achieved sooner than agreed, there will be no
FREE DESPATCH
freight money returned.
FREE EXINS Free of any Extra Insurance (Owners)
FREE OUT Free of discharge costs to owners. Includes sea-freight only.
Charterers when cancelling agreement sometimes quote 'doctrine of
FRUSTRATION
frustration' i.e. vessel is lost, extensive delays.
FWAD Fresh Water Arrival Draft
FWDD Fresh Water Departure Draft
FYG For Your Guidance
FYI For Your Information
GA General Average
GEAR A general term for ropes, blocks, tackle, and other equipment.
GLS (GLESS) Gearless
GNCN Gencon (GENERAL CONDITIONS)
GN (or GR) Grain (Capacity)
GO Gas Oil
GP Grain Capacity. Cubic capacity in 'grain'
GR Geographical Rotation. Ports in order of calling
GRD Geared
General Rate Increase. Used to describe an across-the-board tariff rate
increase implemented by conference members and applied to base
GRI rates.
GRT Gross Registered Tonnage

GSB Good, Safe Berth
GSP Good, Safe Port
GTEE Guarantee
GUNWALE The upper edge of a ship's sides
2H Second Half
HA Hatch
Rev No. : 0
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Code of minimum conditions for the carriage of cargo under a Bill of
HAGUE RULES
Lading
HATCH An opening in a ship's deck fitted with a watertight cover
HBF Harmless Bulk Fertilizer
HDLTSBENDS Half Despatch Lay Time Saved Both Ends
HDWTS Half Despatch Working (or Weather) Time Saved
HHDW Handy Heavy d.w. (Scrap)
HIRE T/C Remuneration
HMS Heavy Metal Scraps
HO Hold
A compartment below the deck in a large vessel, used solely for
HOLD
carrying cargo
HULL The main body of a ship
HW High Water
Inter-coastal Waterway: bays, rivers, and canals along the coasts (such
ICW as the Atlantic and Gulf of Mexico coasts), connected so that vessels
may travel without going into the sea
IMDG International Maritime Dangerous Goods Code
IMO International Maritime Organisation
IN &/OR OVER Goods carried below and/or on deck
INCOTERMS (Refer to comments in covering statement on front page A-F)
IND Indication
Carriage of a commodity by different modes of transport, i.e. sea,
INTERMODAL
road, rail, and air within a single journey
International Transport Workers Federation (Trade Unions). Complies
ITF
on crewing
ISPS International Ships and Port Security System
ITINERARY Route. Schedule
IU If Used
IUHTAUTC If Used, Half Time Actually to Count
IWL Institute Warranty Limits
KEEL The centreline of a ship running fore and aft; the backbone of a vessel
A measurement of speed equal to one nautical mile (6,076 feet) per
KNOT
hour
Rev No. : 0
Page :
A method of measuring the space capacity of Ro/Ro ships whereby
LANE METER each unit of space (Linear Meter) is represented by an area of deck 1.0
meter in length x 2.0 meters in width.
LASH To hold goods in position by use of Ropes, Wires, Chains, or Straps etc.
Latitude. The distance north or south of the equator measured and
LAT
expressed in degrees.
LAYCAN Laycan (Lay day Cancelling Date)
LAYTIME Time at Charterers disposal for the purpose of loading/discharging
Letter of Credit
L/C
Less than Container Load - a shipment that takes up only a portion of a

LCL consolidated container. LCL shpts are to be picked up at a CFS only,
whereas FCL are to be picked up at a container yard/terminal.
LCR Lowest Current Rate
LEE The side sheltered from the wind
LEEWARD The direction away from the wind. Opposite of windward
LEEWAY The sideways movement of the ship caused by either wind or current
Load Factor. Percentage of cargo or passengers carries e.g. 4,000 tons
LF
carried on a vessel of 10,000 capacity has a load factor of 40%
LIEN Retention of property until the outstanding debt is paid.
LNG Liquefied Natural Gas
LOA Length Overall of the vessel
LOAD LINE See PLIMSOLL LINE
LOF Lloyds Open Form
LOG A record of courses or operation. Also, a device to measure speed
LOI Letter of Indemnity
The distance in degrees east or west of the meridian at Greenwich,
LONGITUDE
England
LOW Last Open Water
Lumpsum Freight. Money paid to Shipper for a charter of a ship (or
LS (or LUMPS)
portion) up to stated limit irrespective of quantity of cargo
LSD Lashed Secured Dunnaged
LT Liner Terms
LT Long Ton = 1,016.05 kilogram (2,240 lbs)
LTHH Liner Terms Hook/Hook
Rev No. : 0
Page :
LW Low Water
LYCN Laycan (Layday Cancelling Date)
MANIFEST Inventory of cargo on board
MB Merchant Broker
MDO (DO) Marine Diesel Oil
MIDSHIP Approximately in the location equally distant from the bow and stern
MIN/MAX Minimum/Maximum (cargo quantity)
MOA Memorandum of Agreement
MOLCHOPT More or Less Charterers Option
MOLOO More or Less Owners Option
MOORING An arrangement for securing a ship to a mooring buoy or pier
MT Metric Tonne (i.e. 1,000 kilos)
M/V Motor Vessel/Merchant Vessel
NAABSA Not Always Afloat But Safely Aground
Nautical Mile. One minute of latitude; approximately 6,076 feet -
NM
about 1/8 longer than the statute mile of 5,280 feet
The art and science of conducting a ship safely from one point to
NAVIGATION
another
NCB National Cargo Bureau
Implies that cargo is presented stacked in the contour of similarly
NESTING shaped cargo, it may be likened to a stack of plates. This is particularly
relevant in the presentation of tankage strakes for transport
(Detention). If loading completed sooner than expected, then saved
NON-REVERSIBLE
days will not be added to discharge time allowed.
NOR Notice of Readiness
NRT Net Restricted Tonnage
NYPE New York Produce Exchange
OO Owners Option
OBO Ore/Bulk/Oil Vessel
OSH Open Shelter Deck
OVERBOARD Over the side or out of the ship
OWS Owners
P&I Protection and Indemnity Insurance
PASTUS Past Us
PC Period of Charter
Rev No. : 0
Page :
PCGO Part Cargo
PCT Percent
PDPR Per Day Pro Rata
PERDIEM By the Day
PER SE By Itself
PHPD Per Hatch Per Day
An internationally recognised line painted on the side of merchant

PLIMSOLL MARK
ships.
alt.
When a ship is loaded, the water level is not supposed to go above the
PLIMSOLL LINE
line. Water can reach different parts of the line as its temperature and
alt.
saltiness varies with the season and location. From where Plimsoll.
LOAD LINE Shipping derived its name.

PORT The left side of a ship looking forward. A harbour.
PRATIQUE Licence or permission to use a port
PREAMBLE Introduction to a charter party
PROFORMA Estimated Account
PUS Plus Us
PWWD Per Weather Working Day
RCVR Receiver
RECAP Recapitulation of the terms and conditions agreed
(Detention). If loading completed sooner than expected at load port,
REVERSIBLE
then days saved can be added to discharge operations.
ROB Remaining On Board
Revenue Tonne (i.e. 1.0 metric tonne or 1.0 cubic meter, whichever
greater). The overall RT is calculated on a line by line basis of the
RT
Packing List using the largest amount. The overall freight liability is
calculated on the total RT amount, multiplied by the freight rate.
SATPM Saturday P.M.
SB Safe Berth
SD (or SID) Single Decker
Costs charged for transporting goods over the sea. This does not cover
SEAFREIGHT
haulage or loading/discharging costs but the sea transport only
Statement of condition of the vessel (valid certificates, fully equipped
SEAWORTHINESS
and manned, etc.)
Rev No. : 0
Page :
SELFD Self-Discharging
SEMI-TRAILERS Are usually 12.0-meter flatbed road trailers
Stowage Factor. Cubic space (measurement tonne) occupied by one
SF
tonne (2,240 lbs/1,000 kgs) of cargo
SHINC Sundays/Holidays Included
Sundays/Holidays Excluded
SHEX
Shipper - the party in whose name a contract of carriage of goods has

been concluded with a carrier or any party by whom, in whose name
SHPR
or on whose behalf the goods are actually delivered to the carrier in
relation to the contract of carriage.
Are bearers (timber or steel) positioned under the cargo to enable
SKIDS forklift handling at port, and for ease of rigging and lashing on board
ship.
Satellite Navigation - A form of position finding using radio
SN transmissions from satellites with sophisticated on-board automatic
equipment
SOC Shipper Owned Container
SOF Statement of Facts
SP Safe Port
Is the strengthening of circular tanks for transport, this prevents the
SPIDERING tanks from becoming warped. The tanks are strengthened with steel
or wood crossbeams giving a "spider" appearance
SRBL Signing and Releasing Bill of Lading
SSHEX Saturdays, Sundays, Holidays Excluded
SSHINC (or
Saturdays, Sundays, Holidays Included
SATSHINC)
It is paramount that a vessel is stable in all aspects at all times. When
cargo is loaded/discharged, the stability is monitored by a computer,
STABILITY
which takes into account the weight and position of cargo within the
vessel.
STARBOARD Right side of a ship when facing the front or forward end.
Subject to Enough Merchandise (Availability of cargo). Also, the
STEM
forward most part of the bow.
STERN The aformost or after part of a ship
Rev No. : 0
Page :
SUB Subject (to). Depending upon as a condition
Person employed by a ship owner, shipping company, charterer of a
SUPERCARGO ship or shipper of goods to supervise cargo handling operations. Often
called a port captain.
SWAD Salt Water Arrival Draft
SWDD Salt Water Departure Draft
THWARTSHIPS At right angles to the centreline of the ship
TIDE The periodic rise and fall of water level in the oceans
TIME BAR Time after which legal claims will not be entered
TBN To Be Named/To Be Nominated
Time Charter - Owners agree to hire a particular ship for a set length of
TC
time and provide technical management, crewing etc.
TCP Time Charter Party
Standard 20' Container, twenty-foot equivalent unit, a standard size
TEU
intermodal container.
The sides of a ship between the waterline and the deck; sometimes
TOPSIDES
referring to onto or above the deck
Transhipment - a shipping arrangement in which a shipment is
discharged of the vessel at an intermediate port enroute and
T/S
subsequently reloaded to another vessel for carriage to its final
destination
TRIM Fore and aft balance of a ship
TTL Total
TW Tween Decker
USC Unless Sooner Commenced
UU Unless Used
UUIWCTAUTC Unless Used in Which Case Time Actually Used to Count
VPD Vessel Pays Dues
A line painted on a hull which shows the point to which a ship sinks
WATERLINE
when it is properly trimmed
Movement of a ship through water such as headway, sternway, or
WAY
leeway
WCCON Whether Customs Cleared or Not
WIBON Whether in Berth or Not
WIFPON Whether In Free Pratique or Not
Rev No. : 0
Page :
WINDWARD Toward the direction from which the wind is coming
WIPON Whether in Port or Not
WLTOHC Water Line-To-Hatch Coaming
WOG Without Guarantee
Weather Permitting. That time during which weather prevents
WP
working shall not count as lay time
WPD Weather Permitting Day
WWD Weather Working Day
WRIC Wire Rods in Collis
WWR When, Where Ready
WWWW Wibon, Wccon, Wifpon, Wipon
YAR York Antwerp Rules
YAW To swing or steer off course, as when running with a quartering sea
Z UTC = GMT

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CONTAINER CARGO OPERATION MANUAL

CONTAINER CARGO OPERATION MANUAL

Synergy Maritime Private Limited

This publication is the property of Synergy Group. No part of this publication is to be

1 Purpose, Scope, and Responsibilities 0 15-Dec-22

3 Cargo Watchkeeping 1 30-Nov-23

4 Cargo Securing Arrangements 0 15-Dec-22

5 Dangerous Cargo 1 30-Nov-23

6 Reefer Cargo 1 30-Nov-23

7 OOG and Other Special Cargo 0 15-Dec-22

8 Leaking Containers 0 15-Dec-22

9 Third Party Damages 0 15-Dec-22

12 Guidelines Related to Cargo Securing Devices 0 15-Dec-22

Appendix 1 Flow Chart for Reefer Operations 0 15-Dec-22

Appendix 4 A Master’s Guide for Container Securing 0 15-Dec-22

Appendix 5 A Master’s Guide to Hatch Cover Maintenance 0 15-Dec-22

Appendix 6 Letters of Indemnity, A Guide to Good Practice 0 15-Dec-22

Appendix 10 Chartering Terms and Abbreviations 0 15-Dec-22

1.5 CARRIAGE OF CONTAINERS

2.4.1 No naked lights shall be used in hatches or in the vicinity.

2.5 MOORINGS AND ACCESS

2.8 ACCESSING CARGO HOLD SPACE ON CONTAINER VESSELS

Uncontrolled document when printed

3.1 PERSONNEL AND RESPONSIBILITIES

3.2.4 Duty officers shall be aware of:

3.3 SAFETY OF THE VESSEL AND PERSONNEL DURING CARGO WATCH

3.4.10 In case of any stevedore damage, malfunction of ballast/heeling pumps/cargo lifting

3.5 CARGO LASHING

3.7 WEIGHT DISCREPANCIES

 Minimum bow height in prevailing weather conditions

3.9 DURING BUNKERING

3.12.1 To avoid pumping out bilges in ports or in coastal waters.

3.13 CARGO OPERATIONS WHILE THE VESSEL IS AT ANCHORAGE

4.1 ROLES AND RESPONSIBILITIES

5.3.1 An inspection of all accessible dangerous goods shall be made:

5.4 MULTI GAS DETECTOR AND GAS DETECTOR TUBES

6.1 PERSONNEL AND RESPONSIBILITIES

6.1.4 The chief engineer is responsible for:

6.1.5 The chief officer is responsible for:

6.1.6 The duty officer is responsible for:

6.2 REEFER MONITORING

6.4 CHECKS TO BE DONE AFTER LOADING

6.5 REEFER CONTAINER SPARES

8.3 REPORTING LEAKING CONTAINERS ONBOARD

9.1 PERSONNEL AND RESPONSIBILITIES

9.3 DAMAGE TO VESSEL’S STRUCTURE OR EQUIPMENT DUE TO CONTAINER CARRIAGE

10.1 PERSONNEL AND RESPONSIBILITIES:

11.1 PERSONNEL AND RESPONSIBILITIES:

11.2.1 The problem of incorrect container weights is commonly experienced on container

Over Panamax About 40.0m (on deck container: 16 rows) 90 cm

12.1 PERSONNEL AND RESPONSIBILITIES

12.2.16 Dovetail Base Sockets and Base Twist locks:

12.2.17 Lashing eyes and D-rings:

12.2.17.1 Check for wear down of the rings and eyes.

12.2.19 Twist Locks:

12.2.19.4 Semi-automatic twist locks must be lubricated.

12.2.20 Fully Automatic Twist locks:

12.2.21 Mid locks:

12.2.22 Stacking Cones:

12.2.23 Bridge fittings: