STANDARD CARGO Cellular Container Ships August 2010

8/8/2019 STANDARD CARGO Cellular Container Ships August 2010

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STANDARD CARGOSETTING THE STANDARD FOR SERVICE AND SECURITY

August 2010

GENERAL CARGOON CELLULAR

CONTAINER SHIPS

Chris Spencer: Director o Loss Prevention Telephone: +44 20 3320 8807E-mail: [email protected]

IntroductIonQuestions about the carriage o general cargo (steel pipes,

plates, coils, project cargo, paper pulp, etc.) on ships classed ascontainer ships have been raised by several o the club’s members.

Their questions include whether P&I cargo cover continues as normal. At rst sight, the issue would not appear to be too complex; however,there are sometimes some important issues to consider. This edition o Standard Cargo sets out the steps that the club as a third-party liabilityinsurer believes the shipowner should consider be ore carrying generalcargo on a container ship.

There are various reasons why owners o container ships may wantto load cargo on a ship or which it is not classed or designed. Thereasons could be economic, as an owner may receive a better rate orthe carriage o break bulk cargo on a container ship, or to repositionthe ship.

contaIner shIps and general cargoshIps – the dIfference

The principal di erence between a general cargo ship and acontainer ship lies in ship design. Container ships are designed on theassumption that cargo is carried in containers and loaded in such

a way as to subject the ship’s tank top or hatch covers to pointloading. The design o a general cargo ship or bulk carrier assumescontinuous tank top loading. Consequently, the structural designo a container ship’s tank top and hatch covers are undamentallydi erent to that o a general cargo ship or bulk carrier. Classi cationsocieties accept that the hatch cover arrangements can be di erent

or container ships as opposed to general cargo ships. Di erentstructural concerns have been considered or each di erenttype o ship at the design and build stage.

^ A container ship can be suitable to carry general cargo

Key issues:

ISM code and fag compliance_Class designation_Hatch cover weathertightness_Securing manual_Cargo lashings_Securing points_Ship’s stability_Stowage suitability_

Tank top loading_Dunnage_Crew experience_

Ventilation_Instructions and procedures_Risk assessment_



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Club rule

Club rule 15.1 (5) states that the ship must comply with the ship’sFlag State requirements and maintain the validity o statutorycerti cates, including those in respect o the ISM Code.

The carriage o break bulk or project cargo on a fat rack or in an opencontainer poses no problem as these would be considered to becontainers. The occasional break bulk parcel or item o projectcargo that is not susceptible to water damage, so long as it isbeing carried in compliance with fag and class rules, is also nota problem. However the club would recommend that i any cargosusceptible to water damage is to be carried, the ship should carry outa watertight hatch cover test prior to loading.

The ISM Code requires that the ship has a valid Sa ety ManagementCerti cate (SMC) and that the company has a valid Document o Compliance (DOC). The DOC states what ship type the company is

approved to operate; the ISM sa ety management system is auditedagainst operating the particular ship type/s. The ISM Code requiresthe company to address critical operations, and the loading andcarriage o cargo are considered critical operations. There oreinstructions, procedures and guidance notes are necessary or thecargo carried onboard.

A number o administrations have penalised companies ollowingmajor incidents or not having speci c operations manuals or speci cships. In any event rom a practical and common-sense level, it wouldbe expected that procedures and instructions to be available to themaster.

I a ship did not have an appropriate cargo-securing manual, a suitableship’s stability book and relevant procedures and guidelines, the ISMCode would not be complied with.

The ISM Code states in Section 7 – Shipboard operations that:“The Company should establish procedures, plans and instructions,

including checklists as appropriate or key shipboard operationsconcerning the sa ety o the personnel, ship and protection o theenvironment. The various tasks involved should be defned and

assigned to qualifed personnel.”

The ISM Code re ers to special and critical operations. The carriageo cargo such as steel or project cargo would all into either categoryparticularly in relation to cargo shi t (securing) and/or stability. Forexample, special instructions would be required in relation to a steelcargo be ore the onset o and during heavy weather. The shi ting o steel coil or plate is more likely than container shi t in heavy weather.

The issue o the ISM requirements may be complex in the situationwhere the class designation o the ship has changed and there maybe di erent interpretations as to what is required. However, it wouldbe sa e to assume that or one voyage only, where general cargo isloaded on a cellular container ship, the ollowing would have to becomplied with:

Flag State approval or Class approval on behal o Flag State_Class approval_instructions and procedures issued to the master in respect o _cargo careClass/Flag dispensations may be given in respect o :_

Cargo Securing Manual_stability book/stability requirements_hatch cover suitability in compliance with loadline regulations_

IsM code and flag coMplIance

Steel rails and plate loaded into a cellular container ship^



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Club rule

Club rule 15.1 (1) requires, as a condition o insurance, that everyship must be and remain ully classed by a classi cation societyapproved by the managers.

IsM coMplIanceIn a situation where the loading o general cargo in the

container ship is a ‘one-o ’, ISM compliance may be satis ed by anacknowledgement rom Flag or Class on behal o the Flag State tocon rm that the ISM manuals/procedures have been reviewed and

ound acceptable. However, other requirements may be stipulated.

In the case o a container ship going on time charter or a signi cantperiod o time, the position would require a more permanent approachand the ollowing would be the minimum requirement:

Flag approval or Class approval on behal o Flag_Cargo-Securing Manual (SOLAS)_stability book reviewed/approved by Flag (or Class on behal o Flag)_Class approval in respect o tank top loading_Class approval o cargo hatch cover arrangements_ Flag (and/or Class) approval in respect o ISM compliance, i _appropriate

ISM Code compliance may require a ‘mini audit’ or review that thecompany and ship has the appropriate procedures, documentationand experience in place. The level o audit required would be adecision or Flag (and/or Class on behal o Flag).

15.2 B V 14.8 B V

18.7 B V 31.0 B V

OPEN HATCH VALUE 43.6 dBuV

Typical ultrasonic hatch teston a cellular container-typepontoon lid; note the areasmarked between the individuallids where the results haveexceeded the 10% acceptablevalue. These areas will allowingress o water in heavy weather.

Container ships can be classed as container carriers, container shipsor container/general cargo ships. Each classi cation refects di erentoperational conditions or arrangements on the ship. For example, acontainer ship is likely to load cargo in closed containers carried belowdeck slotted into cell guides, while a container carrier may utilise asystem o guides and buttresses. It is important to understand what isbehind the actual classi cation. It is likely that all three classi cationsare made on the basis o cargo carried in closed boxes with pointloading on the ship’s tank top.

IT IS RECOmmENdEd THAT THE SHIP’S CLASSIfICATIONSOCIETy APPROvES THE SHIP fOR ONE vOyAGE (A LETTEROf dISPENSATION) OR RECLASSIfIES THE SHIP AS A GENERALCARGO SHIP (OR SImILAR) bEfORE A CONTAINER SHIP ISLOAdEd wITH GENERAL OR bREAk bULk CARGO.

This process could involve ship modi cation, and classi cationsocieties are likely to examine a number o issues as outlined inthis bulletin.

Surveyors taking ultrasonic readings on hatch covers^

class desIgnatIon



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fOR A SHIP ENGAGEd ON A LONG-TERm CHARTER, IT ISRECOmmENdEd THAT CLASS bE APPROACHEd TO HAvE THE SHIPRECLASSIfIEd AS A SHIP SUITAbLE TO CARRy THE INTENdEdCARGO; THIS mIGHT REqUIRE RECLASSIfyING THE SHIP AS AGENERAL CARGO SHIP/CONTAINER SHIP OR COmbINATION CARRIERAS CLASS fOUNd APPROPRIATE. THIS wOULd INvOLvE HAvINGCARGO SECURING mANUAL ANd STAbILITy bOOkS REISSUEd/ENdORSEd ANd ImPLEmENTING POSSIbLE ISm AUdITS.

Class may consider that it is not possible to reclassi y some containerships due to the type o hatch covers tted. There ore these shipswould not be suitable or carriage o water-sensitive general cargo.

Typical letter o approval rom Class or a container ship to carrygeneral cargo or one voyage only may look like this:

“For this container ship the XXX classifcation society does accept or one single voyage also the transport o break bulk cargo on the inner

bottom o the cargo holds in accordance with Class Rules XXX.

When carrying break bulk the maximum permissible uni ormly distributed load on the weather deck hatch covers and the maximum

permissible uni ormly distributed load on the tank top may not beexceeded. For the maximum permissible uni ormly distributed load onthe weather deck and tank tops re er to ship’s technical fles.

The maximum permissible stowage o break bulk is two container heights.

The ship’s stability or the specifed intended voyage has to be su fcient and the respective loaded departure/arrival stability condition shall be sent to the Class society a ter each port.

The master shall ensure that the hatch covers will be e fciently sealed or the intended cargo.

The cargo securing measures have to be appropriate or the intended cargo and shall be in accordance the Code o Sa e Practice or CargoStowage and Securing/IMO res A.714 (17).”

If A dISPENSATION LETTER fROm CLASS wAS ISSUEd THISwOULd NOT NECESSARILy mEAN THAT THE HATCH COvERSwERE SUITAbLE fOR THE CARRIAGE Of GENERAL CARGOES ANdTHE CLUb wOULd RECOmmENd THAT THE HATCH COvERS wILLNEEd AN ULTRASONIC TEST OR A HOSE TEST If AN ULTRASONICTEST IS NOT POSSIbLE.

hatch coVer weathertIghtnessContainer ships are generally tted with li t-on/li t-o hatch

cover pontoons that are designed or fexibility. Less importance isgiven to weathertightness on container ships than on bulk or generalcargo ships. As a result, hatch covers on modern container ships maynot have compression bars, gaskets and double drainage channels.

Very o ten, the only compression to the hatch cover rubbers on acontainer ship pontoon lid is on the sides o the lids where they landon the hatch coaming. At the edges where the hatch cover pontoonsadjoin the adjacent lid, there is no interlocking compression. Instead,they could be tted with protruding gaskets, Omega seals or faparrangements. There are two types o Omega seal in common use:infatable seals and solid domed rubber seals (known as Omega-lites), which compress against the vertical ace o adjacent pontoons.General cargo ships are tted with hatch covers designed to preventwater rom entering the cargo hold and are likely to be tted withgaskets, compression bars, a double drainage system, landing padsand cleats.

The club’s experience has been that container ship hatch coversare unlikely to be weathertight, that Omega seals are easilydamaged during the li ting on or o o pontoon covers and that poorcompression will result in water entering the cargo hold. Wet damageis a signi cant cause o cargo damage claims, particularly to nishedsteel, wood pulp or other water-sensitive cargo.

Ultrasonic gauge reading^



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Damaged container ship hatch corner rubbers would allow water ingress^

Damaged hatch cover edges would allow water ingress – su cient to^cause water damage to water-sensitive cargo

Damaged packing channels and seals – su cient to allow water ingress^

Hatch cover longitudinal joints such as these would have to be in good^condition to prevent water ingress

Damaged packing rubber seals^

Damaged channel bars – potentially allowing water ingress^



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View o area where CAT seal acts on the coaming table^

A damaged seal, which will allow water ingress^ I the faps or the drain channel lip is damaged, the weathertightnesswill be impaired. As noted previously, Class may consider these types o hatches to be unsuitable or a general cargo ship notation

This sealing arrangement may be acceptable to Class; however, when^subjected to an ultrasound test, it is likely to ail and there ore it is notrecommended by the club or water-sensitive cargo. The only seal is arubber seal/fap and a drain channel



552

115

S-PANELP-PANEL

101

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^ The use o oam is not a primary means o preventing water ingress

^

This picture and diagram shows a pontoon hatch cover arrangement^that would most likely ail an ultrasound hatch cover test. Even with

oam and tape, this arrangement is likely to allow water ingress intoa hold su cient to damage water-sensitive cargo when the ship isexperiencing heavy weather

end of JoInt



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The use o oam and tape is not a primary means o preventing^water ingress

^ The use o tape is not a primary means o preventing water ingress

^

wHEN CARRyING wATER-SENSITIvE CARGO, THE HATCH COvERSSHOULd bE SECUREd ANd wEATHERTIGHT SUffICIENTLy TO PASSAN ULTRASOUNd TEST (OR A HOSE TEST).

The ultrasonic hatch cover test would have to be carried out be oreany ‘ram-nek’ or equivalent tape was applied and/or any ‘ oam’ usedas additional protection against water ingress.

Experience shows that tape and/or oam are not su ciently robust tobe a primary means o preventing water ingress. However, it can be anadditional precaution as a secondary barrier.



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This ship may be suitable to stow the cargo^

Pipes stowed correctly^

This container hold may be suitable or general cargo. It would depend^on the cargo and the hatch cover condition

The act that the ship is trading with a high reeboard and in benignwaters is also not a justi cation alone or the carriage o general cargoon container ships. Heavy spray and/or heavy driving rain are ableto penetrate container ship hatch lids at the cover joints, particularlywhen the ship is moving in a seaway. Unexpected heavy weatherhas also led to claims. I t is prudent to ensure that weather routingis considered or certain voyages, particularly areas where deepdepressions, cyclones, typhoons and hurricanes are prevalent.

The hatch covers or general and bulk carriers have compression barsand rubber jointing that is compressed by the weight o the hatchlids and compression cleats or wedges. These lids when in a goodcondition and dogged down properly will prevent water ingress intothe holds.

securIng Manual The Cargo Securing Manual or a cellular container ship will not

be t or purpose or a ship carrying general cargo. A new or revisedCargo Securing Manual should be submitted by owners to Class orapproval. It is a Flag State requirement that the ship is issued with aCargo Securing Manual in accordance with SOLAS Reg 5, Ch VI/VII.

The manual should be in accordance with the provisions as describedin IMO circ 745.

cargo lashIngs

A cellular container ship would not normally be providedwith cargo lashings suitable or general cargo. The normal containerlashings are not suitable or the majority o general or project cargo.

Additional pad-eyes and D rings may have to be welded into position.D rings with adequate strength that t into ISO sockets are available.Cell guides and their brackets are not designed to have lashingsa xed to them.

Appropriate cargo-lashing material should be provided with sa eworking loads and in good condition.

securIng poIntsSecuring points should be:

t or purpose (that is, not container recess points)_welded to suitable secure strong positions (hot work permits_required)

welded using pro essional welders_ checked by non-destructive testing (NDT) to ensure welds are o _good qualityapproved by Class_



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shIp’s staBIlItyI the ship is to be used or a purpose or which it was not

designed or classed, the ship’s stability book/in ormation should bereapproved by Flag or Class on behal o Flag.

I the ship is to be used or one voyage only, a dispensation can besought rom Class; but its views and requirements would dependupon the circumstances. It may be that the dispensation will bein the orm o a letter which may or may not demand compliancewith certain requirements. For example, Class may require that thecompany submit to Class a departure and arrival stability condition orits approval.

I , or example, the ship was to load a signi cant amount o heavy steelplate or coil on the tank top and combine the load with containerson deck, Class must be approached and approval sought. The verydi erent loading and hence rolling characteristics may have an adverseimpact on deck-loaded containers.

stowage suItaBIlItyStowage suitability is also an issue which owners need to

think about even i Class and Flag may consider this to be o lesssigni cance. The proximity o the cell guides and the container ttingson the tank top are all possible causes o physical damage to thecargo during loading/discharging or whilst stowed.

Cell guides and container ttings may become damaged as a result o carrying non-container cargo.

The use o good dunnage o an appropriate size to raise the stow o the tank top would be necessary. The issue o protection rom the cellguides or the stowage o pulp cargo or example would need to beaddressed.

tank top loadIngContainer ships are designed to take point loadings at the

hatch shoes or twist-lock ttings. These loads may be completelydi erent and inadequate or loading heavy cargo. For example, 25 mtsteel coils or ingots have considerable point loading weights.

The maximum allowable tank top weight per square metre must notbe exceeded in any circumstance. Class should be consulted oradvice i necessary.

dunnage Ample dunnage needs to be utilised throughout as necessary.

Not only does dunnage need to be placed on the tank top to preventphysical damage rom the container ttings, but dunnage also needsto be used or ‘chocking o ’ or ‘squaring o ’ cargo by means o wedges and braces.

Use suitable dunnage that is strong enough and o suitable height.

Consider the tank top loading and stability. Tank top loading strengths^should always be complied with

Dunnage used should be adequate depth^

Loading pipes into container ship^



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Use o ample dunnage protects the cargo^

Dunnage keeping the cargo clear o tank top obstructions^

O cers should be aware o the ventilation requirements o the cargo^

crew experIenceNOTwITHSTANdING THE REqUIREmENTS Of fLAG TO

COmPLy wITH THE ISm COdE, THE mEmbER SHOULd HAvE IN PLACEPROvISIONS TO PROvE THE CREw ARE ExPERIENCEd ANd TRAINEd,ANd THAT AdEqUATE INSTRUCTIONS ANd PROCEdURES fOR THECREw IN RESPECT TO THE LOAdING/CARRIAGE Of THE CARGO AREIN PLACE.

fOR TImE-CHARTEREd SHIPS, THE mEmbER SHOULd CONSIdER THEExPERIENCE NECESSARy TO OPERATE THE SHIP SAfELy bEARING IN

mINd THE TyPE Of CARGO TO bE CARRIEd. A GUIdE COULd bE THATTHE COmbINEd GENERAL CARGO SEA SERvICE Of THE mASTERANd CHIEf OffICER IS AT LEAST THREE yEARS. THIS REqUIREmENTwOULd bE bASEd ON THE ExPERIENCE Of THE mEmbER IN THETRAdE bEING CONSIdEREd.

THE mEmbER COULd CONSIdER PROvIdING AN ExPERIENCEd‘SUPERCARGO’ TO OvERSEE THE LOAdING (ANd dISCHARGING) ANdTHIS COULd OffSET THE LACk Of ExPERIENCEd GENERAL CARGOPERSONNEL ONbOARd. INSTRUCTIONS ON THE CARRIAGE Of THECARGO wOULd, NEvERTHELESS, HAvE TO bE SUPPLIEd TO THE CREw.

VentIlatIon

In ormation must be given to the master about the cargoventilation or dehumidi cation requirements or the voyage. This mayinclude keeping a ventilation log and temperature recordings.

Instructions should be given to the master on the ventilationrequirements or the intended cargo.

InstructIons and proceduresIn line with ISM Code requirements, appropriate procedures

should be available or the o cers and crew in relation to:

loading/discharge_stowage_lashing and securing_

cargo care/ventilation during the voyage_ commercial issues (e.g. clausing bills o lading/mates receipts)_survey ( or example, steel-securing procedures and pre-load surveys_o nished steel)



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If A SHIP IS TO bE USEd fOR A PURPOSE fORwHICH IT IS NOT CLASSEd ANd/OR dESIGNEd,THEN CERTAIN STEPS HAvE TO bE TAkEN TOENSURE THAT THE RISkS TO THE SAfETy Of THECREw ANd SHIP, ANd THE INTEGRITy Of THECARGO, HAvE bEEN APPROPRIATELy mANAGEd.

s c i b i b m ’ l :

Charles Taylor & Co. Limited

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t : +44 20 3320 8888f : +44 20 3320 8800emm bi : +44 7932 113573e-m i : &i. @ . m

p mm i –Chris Spencer

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rIsk assessMentI the member is considering using a ship to load a cargo or

which it is not designed or classed, then the above issues must beadequately addressed. It would be prudent in these situations thata ‘risk assessment’ is completed; it is not just the carriage o cargo

issues that have to be highlighted, signi cant sa ety issues also needconsideration. The risk assessment should con rm that these issueshave been addressed and the assessment should include:

compliance with Flag and/or Class_compliance with ISM Code_compliance with SOLAS/Cargo Securing Manuals and_stability calculationscompliance with industry codes and guides_cargo securing/stowage issues_crew experience_

Club cover

It is a condition o club cover that the ship remains:

ully classed with a society approved by the club managers_ compliant with statutory requirements o the ships Flag State,_including the ISM code

I not, club cover may be prejudiced. Non-compliance may make theship unseaworthy and deny the operation o usual de ences to cargoclaims. Bills o lading should always be suitably claused to refect theapparent order and condition o the cargo on loading. Pre-load surveysshould always be conducted or nished steel cargos. We also makere erence to this in the Standard Cargo Steel edition which you can ndin the publication section o the club website, www.standard-club.com.We also cover some o these issues in a Master’s Guide to Hatch Cover Maintenance which can additionally be ound on our website.

Acknowledgement:Frank Wilhelm HeidrichManaging DirectorOcean Shipmanagement GmbHEmail: [email protected]: www.schulteship.de

Ship classed as a general cargo ship suitable or containers and^general cargo

STANDARD CARGO Cellular Container Ships August 2010

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