I/71G5xuypD-L.jpg' alt='Cargo Stowage And Securing Code Free Download' title='Cargo Stowage And Securing Code Free Download' />What is container stowage planning.Simply put, it is the act of allocating space to containers on board of a container ship in the order of the discharge ports.The U. S. Coast Guard today has released the S.S. El Faro Marine Board of Investigation report, which includes a detailed account of the event along with the MBIs.Important Things Deck Officers Must Check During Cargo Watch On Container Ships.Container vessels usually follow a tight schedule of ports of call.They presumably follow one fixed route with certain numbers of ports, which are likely to be changed as per the interest of the company.During the port stay of the vessel, the deck officers are in charge of monitoring the loading and discharging of cargo and numerous other indispensable happenings onboard.Incidentally, this explains why many officers onboard find the port stays more hectic than a normal day at sea.However, with the right knowledge and plan of action, cargo watches can be a lot easier than they seem.The notes and guidelines below on ten important things that need to be checked during your cargo watch will help you to plan and make the best out of your watches when the ship is at port.Credits darn. 13depositphotos.Plan and Monitor Loading and Discharging of Cargo.The most important factor or the ultimate reason of the port stay is loading and discharging of containers, hence the first priority should be the same.Make sure the loadingdischarge plans are ready in hand before u commence your watch.Like its always done, as you go out on deck for rounds mark out on which bays the gantry cranes are working on.It is also good to note the gantry number, as we can track the movement of gantries during the next rounds.If practical, suggest for an even discharging or loading of cargo as it avoids listingheeling of the vessel and avoid continuous running of Auto Heeling system and heeling pumps.Give special attention to under deck cargo operations inside the cargo hold.Ensure safe keeping and safe removal of hatch covers without damage to ships superstructure.If any cargo operation is not complying with the cargo plans, it needs to be checked with the foreman or the planner.Any damage to the ships structure due to rough operation of cranes should also be brought into their attention and a stevedore damage report should be made as well.Have Knowledge of IMDG Containers Loaded Onboard.IMO recognized International Maritime Dangerous Goods are carried in containers onboard the vessels designated to carry them.As the name depicts, IMDG containers should be treated with utmost significance.The paper works and documentation of IMDG cargo including IMDG Spotting Plan is the responsibility of the deck officers, therefore a good familiarization of IMDG Code is strongly recommended.Packing+principles+relating+to+cargo+in+containers.jpg' alt='Cargo Stowage And Securing Code Free Download' title='Cargo Stowage And Securing Code Free Download' />IMDG are normally loaded as away as practical from accommodation, as per compliance with the IMDG Code.However, during the cargo watches duty officers need to reassure the position of each and every DG containers loaded onboard are as per the cargo plan.Any change in the same should be brought into the attention of Chief Officer and the planner.Furthermore, every box containing DG cargo should be having HAZMAT and IMO Class stickers.It is recommended to have the same on all visible sides of the containers.Discharging DG containers with no stickers is a serious offense and the ship can be fined or arrested for the same.Hence, confirm the presence of the IMO Class stickers during the loading time.Any missing stickers should again be brought into the attention of Chief Officer and the ForemanPlanner should be informed and asked to fix it.Handle Reefer Containers With Care.Reefers or the Refrigerated Containers are very sensitive cargo and hence should be handled with care.Onboard container vessels carrying reefers, there should be an electrical engineer dedicated for handling the reefers.All loading and discharging of reefers should be with the knowledge and supervision of the electrician.Ensure that while reefers are loaded and discharged the electrician is informed and readily available.Avoid disconnecting the reefers from the power supply too early prior to discharge.It is recommended to ask the foreman to give a notice of which all reefers are about to be discharged and hence to unplug the same just before it goes out from the ship.Be aware that the electrician is the responsible and qualified person for connecting and disconnecting reefers but in practical while handling too many reefers at once it is a good practice for officers, cadets or deck crew to help him out, however while doing so make sure you have the basic knowledge to do the same, like switching on the reefers and confirming the given set points.If you feel you dont know it, never do it.Any troubleshooting of reefers should be brought into the attention of the foremanplanner as early as possible.Check Lashings Of Out of Gauge Cargo OOGOOG means cargos which are not suitably fitted inside a container.Such cargo can be heavy machinery, spare parts, boats, yachts etc.OOG are usually loaded under deck inside the cargo hold.It can also be loaded on top of flat rack containers, or by using wooden dunnage.Credits Danny Cornelissenwikipedia.The lashings in such cargo are different from normal container lashings.In most of the cases, the stevedores working on lashing the OOG cargo are skilled and know what they are doing, but a thorough check and supervision is to be done by the duty officer. 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Make sure you physically checked the lashings and find them satisfactory and good enough to withstand all rough sea going conditions.It is good to take photographs of the cargo once it is lashed and secured.If you find any defect or lack of quality of the lashing ask the foreman to fix the same.Have Proper Visual Inspection of Ships Draught.It is nothing new that arrival draughts and departure draughts needs to be visually checked and logged down.The significance of draught not only applies during arrival and departure, but also during the whole period of time when the ship is alongside.In certain ports, where the available depth is less, there should be a close watch on the draught and the under keel clearance as it can vary when large number of boxes are to be loaded, or large quantity of ballast water being taken.There should be a visual examination of the draught at least once during every watch as the draught gauges cant be accurate always.A timely check on draught can avoid a lot of dangers while alongside.Check Ships Ballast and List.It is normally the Chief Officer who is responsible for the ballast operations and the stability of the vessel.At the same time duty officers are required to have comprehensive knowledge about ballast operations and will be required to do so, as per chief officers advice.While doing ballast operations, keep a close watch on the inclinometer to monitor the vessels list.In cases, where ballast water is pumped into the same side where the cargo is being loaded the vessel can tend to list.Keep in mind that more than 1 degree of list on any side needs to b corrected in no time.Also as practical as possible, try to minimize the intake of ballast water in ports and to use internal transfer of ballast.All ballast operations should be logged down.Make yourself familiar with the Ballast water management plans.While de ballasting, be aware of the restrictions of certain ports where de ballasting is strictly prohibited.Inform the chief officer if any doubts or uncertainties.Check Lashings Thoroughly.Lashing is another vital factor which needs to be checked during cargo watches.It is the duty officers responsibility to ensure every lashing is found satisfactory.A good understanding of the vessels lashing plans and lashing gears is absolutely necessary.The Cargo Securing Manual of the ship should be read and followed.Lashings are good if they are moderately tight.Slack on the lashing bar turnbuckle unit is not appreciated and such slack should be tightened up with spanners.Excessive force should not be used making the unit too tight and hence immobile and stiff.Any lashings found unsatisfactory or any missing lashings on certain containers should be brought into the attention of foreman.The lashings are to re tighten and checked during the voyage as well, but its normally done by the deck crew.The lashing checks are not limited to the lashing bar turnbuckle units but also the twist locks used in between the containers.The type of twist lock weather its semi automatic or fully automatic depends on the ships lashing plan, but a missing twist lock between any two boxes is not a part of any plan.Therefore, any twist locks found missing should be again informed to the foreman.
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