Transport Guidance for Steel Cargoes - The American · PDF file5.2 Principles of proper...

Transport Guidance for Steel CargoesTHE AMERICAN CLUB

Transport Guidance for Steel Cargoes

American Club: Transport Guidance for Steel Cargoes 3

Table of Contents

Foreword 6

Preface 7

Contributors and Acknowledgments 8

Disclaimer 8

1. Introduction

1.1 Objective 10

1.2 Hazardsandtypesofdamagesandclaimsforsteelcargoes 10

1.3 P&Iclaimsprofileforsteelcargoes(2000to2015) 11

1.4 ObjectivesoftheTransport Guidance for Steel Cargoes 11

2. Condition of the vessel 20

2.1 Objectives 20

2.2 General 20

2.3 Hatchcovers,cranes,ventilationandothersystems 20

2.4 Useofmarinetape 23

2.5 Cleaningofthevesselcargoholds 23

2.6 Safetyofthevesselcargoholdaccessandworkspaces 24

3. Types of steel cargoes 30

3.1 Objectives 30

3.2 Typesofsteelcargoes,descriptionsandgeneralstowageconsiderations 30

4. Dunnage for steel cargoes 38

4.1 Objectives 38

4.2 Purposeofdunnageforsteelcargoes 38

4.3 Dunnageusebycargotype 38

American Club: Transport Guidance for Steel Cargoes4

5. Stowage and securing of steel cargoes 44

5.1 Objectives 44

5.2 Principlesofproperstowageandsecuring 44

5.3 Thestowageplan 44

5.4 Preparationofholdsforstowage 45

5.5 Stowageprinciplesbycargotype 45

5.6 Documentingtheconditionofcargouponarrivalonboardthevessel 51

5.7 Securingandlashingofsteelcargoes 51

5.8 Crewroleinensuringproperstowageandsecuringpriortodeparture 53

5.9 Surveyor’sroleinensuringproperstowageandsecuring 53

6. Ventilation of steel cargoes 63

6.1 Objectives 63

6.2 Purposeofventilation 63

6.3 Condensationdueto“sweat” 63

6.4 Comparisonofdewpoints 64

6.5 Comparisonoftemperatures 66

6.6 Whentoventilate—Rules 66

6.7 Systemsofventilation 66

6.8 Ventilationofsteelcargoes 67

6.9 Cargohumidityandventilationtesting:Exampleofbestpractices 68

7. Precautions during loading, transit and discharge 72

7.1 Objectives 72

7.2 Cargooperationsprocedures 72

8. Cargo surveying 78

8.1 Objectives 78

8.2 General 78


8.3 Conditionofcargouponarrivalonboardthevessel 78

8.4 Vesselandcargosurveyingpriortoandduringloading 79

8.5 Conditionofthecargohold,hatchcoversandventilationsystem 82

8.6 Cargostowageandlashing 81

8.7 Cargocondition:pre-loadandaboardthevessel 82

9. Charter party and bill of lading considerations 83

9.1 Objectives 83

9.2 Charterpartyconsiderations 83

9.3 Billofladingconsiderations 86

9.4 BurdenofproofandtheRetlaclause 88

9.5 FurtherconsiderationsregardingCaliforniaBlockStowage 89

10. Communicate with your P&I club 90

10.1 Objectives 90

10.2 Precautionarypre-loadsurveyarrangements 90

10.3 Dischargeportsurveyarrangements 91

10.4 Cargoclaims 91

10.5 Demandsforsecurity 92

10.6 Sanctionsconsiderations 92

Appendices

Appendix 1: List of definitions 93

Appendix 2: List of important documents to be kept and maintained 94

Appendix 3: Steel cargo reference material 95

Appendix 4: A sample of a bill of lading 96


Foreword

ThehandlingofsteelcargoeshasbeenaperennialfocusofP&Ilosspreventionactivity.Theirsusceptibilitytopre-loading,stowageandpost-dischargedamage,andthedifficultiesofdealingwithattendantclaims,hasbeenaspecialconcernforclubsfromatleastthe1970s.

AsmycolleaguesDr.BillMooreandGeorgeTsimisobserveintheirpreface,thevolumeoffinishedandsemi-finishedsteelproductscarriedbyseahasgrownconsiderablyovertheyears.ClaimsinrespectofsuchcargoeshavelongrepresentedasignificantelementoftheAmericanClub’soverallexposure,circumstancessharedbyothermarineinsurers.

Inearliertimes,initiativestodeflectormitigatelossesarisingfromdamagetosteelweremorerudimentarythantheyaretoday.Manyoftheseprecautionarymeasures–arequirementforpre-loadingsurveys,forproperclausingofbillsofladingandsoon–arestillpartofbestpractice.However,inexpandingontheprincipleofpreventionbeingbetterthancure,thisTransport Guidance for Steel Cargoesseekstoprovideacomprehensiveoverviewofhowtoavoidclaimsarisingfromthecarriageofthesecargoesfromavarietyofrelatedperspectives.

Thanksareduetoallthosewhohavelaboredsodiligently,andtosuchconsiderableeffect,intheproductionofthisguidance.ItaddstothesubstantialbodyoflosspreventionmaterialavailablefromtheAmericanClubaspartofitsoverallmissiontopromotebestindustrypractices.

ItishopedthatitwillbeofassistancenotonlytoMembers,andtotheClub’smanyotherfriendsacrosstheworld,butalsotothelargershippingindustryasavaluablesourceofreferencetoallwhohaveaninterestinthisimportanttrade.

Joseph E. M. HughesChairman & CEOShipowners Claims Bureau, Inc.New York, New York


Preface

Steelproductionhasbeenatthecoreofindustrialsocietiesfromthemid-19thcenturyandintothe21stcentury.Theindustrialrevolutionhasledtoanexponentialgrowthinglobalsteelproductionfrom189milliontonnesin1950,toapeakof1,621milliontonnesin2014.In2015,approximately464milliontonnesoffinishedandsemi-finishedsteelproductsweresentforexport,thehighestvolumeeverexportedrepresenting31%ofallsteelproducedthatyear.

Asthesetradefiguresdemonstrate,steelandsteelproductscontinuetobekeycommoditiesoftoday’sglobaleconomy.Theimportationandexportationofsteelcargoesareneededtofueleconomicgrowth.Theshippingindustry,ofcourse,playsacentralandpivotalroleinsafelyandefficientlytransportingsteelcargoesaroundtheworldtomeettheimportandexportneedsofindustrializednationsandemergingmarketsalike.

Cargoclaimshavecomprised,onaverage,about25%oftheAmericanClub’stotalclaimsexposureand,since2002;steelcargoclaimsmakeupapproximately10%ofthiscategory.In2002,theAmericanClubtookitsfirstmajorstepinthecontextofsteelcargoeswhenitbegansharingthecostsofprecautionarysteelpre-loadcargosurveyswithitsMember-shipandsetforthextensiverecommendationsforconductingprecautionarysurveysofcertainsteelcargoestominimizetheprospectofspurioussteelcargoclaims.

Between2002and2008,theaveragecostpersteelcargoclaimwasUS$31,910perincident.Sincethen,theaveragecosthasdippedbelowUS$17,000perincident.ItwouldappearthattheAmericanClub’sproactiveandcooperativeapproachwithitsMembershipduringthepost-2002periodyieldedfruit,culminatinginfurtherlosspreventioneffortsfortheMembershipatlarge.

In2014,theAmericanClubupdateditsadviceonsteelcargopre-loadsurveysandprovidedadditionalguidanceforthepreventionofsteelcargoandclaims.Withthisbackdrop,theAmericanClubispleasedtopresent,Transport Guidance for Steel Cargoes,whichaddressesthecarriageandshipmentofsteelcargoesbysea.ThisguidancedrawsupontheknowledgeandexperiencethattheAmericanClubhasderivedfromitsownclaims,fromthosewhoareengagedintheoperationand/orcharteringofvesselsforthecarriageofsteelcargoes,andfromsurveyorsregularlyinstructedtoattendsteelcargoloadingsanddischarges.

Itisourobjectiveandhopethatthisguidancewillincreaseawarenessregardingallaspectsofthecarriageandshipmentofsteelcargoes,andthatitwillultimatelybecomeausefulresourceforallinthistrade.MembersarealsoencouragedtorefertotheAmericanClub’swebsiteatwww.american-club.comwhereadditionalpictures,animations,circulars,alerts,andotherrelevantinformationcanbefound.

William H. Moore, Dr. Eng.Senior Vice President -- Loss PreventionShipowners Claims Bureau, Inc.New York, New York

George J. TsimisSenior Vice President -- Claims DirectorShipowners Claims Bureau, Inc.New York, New York


Contributors & Acknowledgments

TheAmericanClubwouldliketothankMessrs.WilliamPallas,Freehill,Hogan&Mahar,LLP;Mssrs.JeroendeHaas,MartijndeVosandThomasHendrikxofBMTSurveys,B.V.;Mssrs.CharlesBliaultandDaveAndersonofBrookesBell,LLP;Mr.TonyHuangandMs.MirjanaKüzma,Ph.D.ofAndrewMoore&Associates,Ltd.fortheirvaluablecomments,reviewandcontributionofmostofthephotographs;andCaptainRobertRaynerandhisdedicatedstaffatIDESSInteractiveTechnologies,Inc.fortheircontributionsofpicturesandanimationsfor Transport Guidance for Steel Cargoes.

WewouldalsoliketothankCaptainSanjiveNanda,JohnPoulson,Chf.Eng.,Ms.DanielleCenteno,Ms.BorianaFarrar,Messrs.JohnWilson,SeanMurphy,RichardSwan,andRichardHamiltonoftheShipownersClaimsBureau,Inc.fortheirdedicationandprofessionalexpertiseandassistanceinbringingtheGuidanceandtheassociatedwebsitetofruition.

Thetitlepageandcoverart:Mr.JohnSteventon


Disclaimer TheinformationpresentedinTransport Guidance for Steel Cargoesisforgeneralguidanceinformationpurposesonly.WhiletheAmericanClubmakeseveryefforttoensurethattheinformationcontainedinthedocumentisaccurate,neithertheAmericanClubnoritsManagerswarrantthattheinformationiscorrectortimelyandnorelianceistobeplacedontheinformation.

NeithertheAmericanClubnoritsManagersshallbeliableforanydamagesarisingoutofaninjury,loss,expense,claim,ordamage,includingbutnotlimitedtoanyindirect,special,incidentalorconsequentialdamagesofanykind,whetherbasedincontract,tort,strictliability,atlaworotherwise,arisingoutoforrelatinginanywaytotheuseof,orinabilitytouse,thisguidance.

Moreover,theinformationintheGuidanceshouldnotbeconstruedasevidenceofanycontractofinsuranceandshouldnotberegardedasevidenceofanyundertaking,financialorotherwise,onthepartoftheAmericanCluboritsManagerstoanyotherparty.Furthermore,nothingintheGuidanceshouldbeconstruedasanindicationthattheAmericanCluboritsManagersherebyconsenteithertoactasaguarantorortobesueddirectlyinanyjurisdictionwhatsoever.TheGuidanceshouldnotbeconstruedasalegaladviceandMembersarestronglyencouragedtoconsultwiththeirlawyersforsuchrecommendations.


1. Introduction

1.1 Objectives: To define and specify the hazards, causes, contributing factors and damages associated with the transportation of steel cargoes by ship.

1.2 Hazards and types of damages and claims for steel cargoes

1.2.1 Theprimaryfocusofattentionofthisguidanceisfromwhenacargoissurveyedbyvesselowner’s interestsattheloadingport,untildischargeintothehandsofcargoreceiversatthedischargeport. Dependingontheapplicablelaworcontractinvolved,theperiodofresponsibilityforavesselowner maycommenceanywherefrom“tackletotackle”(aspertheHagueRulesorU.S.CarriageofGoods BySeaAct(COGSA))toperiodsbeforetheloadingandafterthedischarge(aspercertainbill ofladingclauses).Duringthesetimeperiods,thesteelcargoisexposedtovarioushazardsand hazard‘contributingmechanisms’(e.g.poorconditionofavesselcargohold)thatcanleadto damagestocargoasseenin Figure 1.1.Thisguidanceprovideslosspreventionrecommendations thathavebeenappliedbaseduponbestpracticesfrommanyyearsofindustryexperience.

Loss prevention & best practices

Figure 1.1 |Exposureofsteelcargoestohazardsandhazardouscontributingmechanismsleadstodamages controlledbylosspreventionpractices.

1.2.2 Table 1.1 providesaninventoryofsignificanthazards,causalfactors/mechanismsandconsequential damagestosteelcargoeswhilebeingtransportedinshipsbyseathatareaddressedby thisguidance.

Hazard exposure

Hazard ‘contributor’ mechanisms

Steel cargoes transported by ship

Damage to steel cargo


1.3 P&I claims profile for steel cargoes (2000 to 2015)

1.3.1 ThefrequencyandcostsofsteelcargorelatedclaimsexperiencedbytheAmericanClubbetween 2000and2015havebeensubstantial.Duringthisperiod,steelcargoclaimshaveaccountedfor US$15.4millioninfinanciallossestotheAssociation.

1.3.2 AssummarizedinTable 1.2,shortagesinlandedquantitiesaccountedforthelargestfrequencyof claimsincidents,butweregenerallynotascostly.Wetnessandcontaminationrelateddamages accountedfor23%ofthefrequencyofsteelcargoclaimsand40%ofthecostofsteelcargoclaims. Also,cargoshift,stowageandinclementweatherweresignificantcontributorstodamagestosteel cargowhichledtoclaimsincidentsaccountingforalmost30%ofthefrequencyand32%ofthe costofsteelcargoclaimsduringthissametimeperiod.

1.3.3 Figures 1.2through1.17showexamplesofvarioustypesofdamagessustainedbysteelcargoes whiletransportedbysea.

1.4 Objectives of the Transport Guidance for Steel Cargoes

1.4.1 Transport Guidance for Steel Cargoesprovideslossandclaimspreventionguidancetovessel owners,shipmanagers,seafarers,shippers,charterersandothersengagedinthetradeof transportingsteelcargoesbyship.Thisguidanceexcludesthetransportofsteelcargoescarried ondeck,steelproductscarriedasrequiredbytheInternationalMaritimeSolidBulkCargoes (IMSBC)Codeandsteelcargoescarriedincontainers.

1.4.2 TheGuidancefocusesspecificallyonhazardsandhazardcontributors/mechanismsthatleadto damagestosteelcargoes,andtoothersituationsarising,thataredescribedandsummarized inTable 1.1.


Table 1.1: A summary of hazards, contributing causal factors, and types of damages/claims

Hazards Contributing factors/mechanisms to damage/claim of steel cargoes

Types of damages/claims

Water causing wetting of cargo• Freshwater• Saltwater• Humidity/condensation

Condition of vessel• Hatchcovers• Cargoholdaccesshatchand ventilationhatch• Maindeckandhatchcoaming• Cargoholdcondition• Ballast,bilgeandpipingsystems• Insufficientorexcessiveventilation ofcargoholdsasperexternaland internalenvironmental/humidity conditions

Water damage• Rust• Pitting• Discoloration• Residualodor

“Foreign bodies” in the cargo hold that contaminate or otherwise damage the cargo• Salts• Corrosive,combustiveorradioactive materialsorchemicals• Odors• Incompatiblecargoesinsamehold

Condition of holds, stow and cargo• Cleanlinessofcargohold• Improperstowageorcargoseparation• Impropercargopackagingorprotection

Chemical damage• Rust• Pitting• Discoloration• Residualodor• Contamination

Improper cargo handling leading to damage to vessel and cargo during loading and discharge

Improper or insufficient stowage handling, lashing and/or securing methods• Dunnage• Lackofconsiderationoftanktop strengthandpointloadingweight• Stacking/stowage• Lashing/securing• Roughhandlingincargohold• Spatiallyplacedwith“incompatible” cargoes• Useofimproper/poorcargohandling gears• Neglectthesafeworkingload(SWL) ofthecargogearandcranes• Ignorethecargoliftingpointsand gravitycenterduringlifting

Damage to the vessel• Impactthevessel’sseaworthiness• Thevessel’sstructuresandfittings• Externalstructures(fromdamageby deckcargoes)

Damage to the cargo• Lossofdeckcargooverboard duringvoyage• Collapseofcargostowinholds• Physicaldamagetoothercargoes alreadyinstowage,beinghandled and/orothercargoesinholds


Table 1.1 (cont.): A summary of hazards, contributing causal factors, and types of damages/claims



Cargo moves/shifts during loading, transit or discharge

Improper or insufficient stowage, lash-ing and securing

Insufficient routine checking of the lashings and securing during the voyage

Maneuvering of the vessel

Severe inclement weather and sea conditions

Damage to other cargoes in hold

Damage to the vessel’s structure

Loss of vessel stability

Impact to the vessel’s seaworthiness and delay of the vessel

Large costs to rectify the cargo stow and dispute

Severe inclement weather and sea conditions adversely impacting vessel motions and accelerations• Shiftingofcargoinhold• Shiftingofcargoondeckand waveloads

Insufficient or improper stowage and/or securing• Dunnage• Stacking/stowing• Securing/lashing

Improper passage plan or insufficient inclement weather forecast information

Improper vessel maneuvering

Loosening of cargo securing and lashing

Engine failure

Damage to the vessel• Vessel’sstructures• Lossofvessel’sstability• Impacttothevessel’sseaworthiness anddelaytothevessel

Damage to the cargo • Damageorlossofdeckcargo overboardduringthevoyage• Collapseofcargostowinholds• Physicaldamagetocargoes o Bending o Fracturing o Deformation o Abrasivedamages

Personal injury


Improper and insufficient documentation clausing, dating and/or describing for the cargo quantity and/or condition• Billsoflading(Bs/L)• Mate’sReceipt• Contractualdispute• Retlaclause

Insufficient cargo surveying by crew or third party surveyor• Cargocondition(pre-loading)• Reviewingthestowageplan, monitoringofcargoloadingand/or discharge,lashingandsecuring• Incorrecttallyreport• Improperorincompletewordingon thebillofladingorMate’s Receiptclause

Pressure from charterers to carry excessive cargo due to market/commercial reasons

• Delayofvessel’sdeparturefromport• Potentialarrestofvessel• Exposuretoclaimsthatmayor maynotbecoveredbyP&Iorother insurancecover• Allegedcargodamageand/or shortageclaims• Misdescriptionclaims

Oxygen depletion/gas in hold• Corrosiveorcombustivematerials orchemicals• Wateringress• Humidity/condensation

Safety of access and working in hold

Condition of holds• Cargoholdcondition,cleanliness• Insufficientorexcessiveventilationof cargoholdsasperexternalandinternal environmental/humidityconditions• Failuretofollowenclosed/confined spaceentryprocedures• Unsafecargoholdaccessandlighting

Injury to personnel/crew safety• Injury/deathduetoinappropriate enclosed/confinedspaceentry• Crewinjury/death• Thirdpartypersonnelinjury/death• Riskoffireorexplosion

Pre-shipment damage ashore Mishandling of cargo ashore• Handlingandtransportatpierside

Stowage of cargo at pier side• Exposuretoelements• Improperdunnaging

Damage to the cargo• Physicaldamagetocargoeso Bendingo Fracturingo Deformationo Abrasivedamages

Water damage• Rust• Pitting• Discoloration

Table 1.1 (cont.): A summary of hazards, contributing causal factors, and types of damages/claims




Figure 1.2 | Stowedsteelwireandsmalldiameterpipe.Notethedeformationofthefarleftsteelcoilinthebackgroundasitispressedagainstthesideshellframe.Thisisparticularlyaconcernforhigherstacksofcoilswherelowertiersarepressedouttowardsthevessel’sexternalbulkheads.

Figure 1.3 | Steelcoilpackagingdamageresultingfromcargosweatduringthevoyage.

incident #incidents US$ (million) % frequency % cost

wetdamage-contamination

140 $6.17 23% 40%

shortage 186 $1.08 30% 7%

dispute 28 $1.12 5% 8%

handling 69 $1.76 11% 11%

shift-stowage-heavyweather

178 $4.90 29% 32%

other-unknown 16 $0.26 3% 2%

Table 1.2: Frequency and cost of steel cargo claims (2000 to 2015)


Figure 1.4 | Steelcoilsdamagedbyacylindricalcoilliftingtineofforklift.

Figure 1.5 | Forkliftfittedwithatinespeciallydesignedforcarriageofsteelcoil.

Figure 1.6 | Steelrebarstowedaboardthevesselatdischargeportwithbundlesstowedontopandrustedduetowateringressthroughthehatchcoverswhilethevesselwasintransit.


Figure 1.7 | Heavilyrustedsteelslabs. Figure 1.8 | Collapsedcastironpipeduetocrushingfromothercargoesaboardthevessel.

Figure 1.9 | Deformedsteelplatesduetonon-verticallyaligneddunnage.

Figure 1.10 | Damagetocoilsduetocargoshifting.


Figure 1.11 | Deformationtocoldrolledcoilsduetoexcessiveweightofloadsontop.

Figure 1.12 | Pipecutduetocontactwithsteelprojectcargo.

Figure 1.13 | Damagetosteelcoilsduetoroughhandlingbystevedores.

Figure 1.14 | Stowageofheavycargoontopofsteelcasecausingthecargostowfailureanddamagetosteelcasecargo.


Figure 1.15 | Damagetosteelproductsduetoimproperstowageanddunnage.

Figure 1.16 | Collapseofacargostowofcoiledwirerodsduetoimproperstowageandlashing.

Figure 1.17 | Anassortmentofsteelcargoesthathasbeenimproperlystowedandcancausedelaysinthevessel’sdischarge.


2. Condition of the vessel

2.1 Objectives: To ensure clean, dry, water and condensation free cargo holds aboard the vessel for steel cargoes to be loaded, transported and discharged in an undamaged condition.

2.2 General

2.2.1 Thereareanumberoftypesofdamagesthatsteelcargoescanexperienceasspecifiedin Table 1.1.Thehatchcovers,holdstructures,ventilationsystems,bilgesystemsandrelevantpiping systemsthatmayaffecttheintegrityofthecargoholdsasawholeshouldbeinasatisfactory condition,asappropriate.

2.3 Hatch covers, cranes, ventilation and other systems

2.3.1 Theconditionofthehatchcoversandothersystemsshouldbecheckedinadvanceofloading.In thisregard,specificitemsshouldbecheckedtoensuretheirgoodworkingorderasfollowsbelow.

2.3.1.1 Hatch cover rubber sealing. Allsealings(gasketpacking)shouldbeingoodcondition. Anyreplacementsorrenewalsshouldbemadeincompletelengthsonly.Sealingsshould notberepairedinshortlengths,andthereshouldbenogaps.Sealingsshouldnotbe permanentlyorunevenlyimprintedbymorethan0.4inches(10mm),andshouldnotbe hardened,worn,ordelaminatedasseeninFigure 2.1.

2.3.1.2 Hatch cover compression bars. Compressionbarsshouldhaveanevensurface,and shouldbefreeofdamageandsignificantdeformationasseeninFigure 2.2.

2.3.1.3 Hatch cover sealing channels. Sealingchannelsshouldbeclearofcorrosionandfreeof damageanddeformation.

2.3.1.4 Alignment of hatch covers.Cargohatchcoversshouldbecorrectlyaligned.

2.3.1.5 Hatch cover wheels, rollers, hinges, etc. Wheels,rollers,hingesandotheroperational partsandmechanismsshouldbeinafullyoperationalcondition,freeofrust,freeof damageanddeformation,andproperlyadjustedandgreased.

2.3.1.6Coaming non-return valves. Coamingnon-returnvalvesshouldbecheckedtobe operational,ensuringtheyarenotblocked,arefreeofcorrosionand,whereappropriate, havecapsavailableforuse(seeFigure 2.3).


2.3.1.7Cargo hatch cover wedges, clamps and quick acting cleats. Allhatchcoverwedges, clampsandquickactingcleats(seeFigure 2.4)shouldallbepresent,wellmaintainedand greased,properlyadjustedwithgoodwashersandresilientpackingrings,andfreeof damageanddeformation.Therubberwashersofcleatsshouldbesound,flexible,not driedoutandfreefrompaint.Ifdifferenttensionsareappliedwhenclosingcleats,itisan indicationthatthehatchpanelsmaybemisaligned.

2.3.1.8Hatch cover landing pads.Hatchcoverlandingpadsshouldhaveminimalwearto avoidover-compressionofthesealings.

2.3.1.9Hatch covers and coamings.Hatchcoversandcoamingsshouldbefreefromholes,cracks, unsealedpenetrationsorsignificantdamage(seeFigure 2.5).Samplingpoints(ifany)are tobeclearlymarked,withcapsinplaceandoperational.Theimportanceofensuringthe properworkingconditionofhatchcoverstopreventwaterorcondensationdamage cannotbeoverstated.Anyrepairstohatchcoversandcoamingsshouldbeconductedin accordancewiththemanufacturer’sinstructions.

2.3.1.10Hatch cover hydraulics.Hatchcoverhydraulicsshouldbeclearofcorrosion,andfreeof damage,deformationandleakage.Theyshouldbefullyoperationalandadjusted. Specialattentionshouldbepaidtotheconditionofhatchcovercontrolhydraulicsystems (e.g.pipes,valves,controlboxes,etc.).Thesystemsshouldbeinasoundandleak-tight conditiontopreventanyspillageorsprayofoilintothecargoholdandpossibly damaginganycargowithin.

2.3.1.11 Drainage channels. Alldrainagechannelsshouldbefreefrompreviouscargoresidue, rustscale,significantcorrosionordamage.

2.3.1.12Vents.Fittedventsshouldbeclearofcorrosionandfreeofdamageanddeformation. Thehatchlidsaretobeingoodconditionandareabletomovefreely.

2.3.1.13Mechanical ventilator flaps and ventilation hatches. Ventilatorflapsandhatchesshould beingoodworkingconditionsotheycanbeproperlysealedandsecuredwhenclosedas seeninFigures 2.6 and2.7.

2.3.1.14Ballast, top side and other tanks.Thedoublebottomballasttanks,hoppertanks,side tanksandtop-sidetanks(ifany)shouldbehydrostaticallypresseduppriortoloadingto ascertaintheirwatertightintegrityasseeninFigure 2.8.Duringthepressuretest, attentionshouldbegiventoanywaterenteringintothebilgewellsasthismayindicate damagedbilgewellplatingorbilgepiping.Ifpressuretestingisunfeasibleatberth,the internalsofthecargohold,includingpiping,shouldbecheckedforsignsofwateringress.


2.3.1.15Bilge suctions and tank top openings.Theseitems,includingthenon-returnvalve functionofthebilgewells,shouldbethoroughlyexamined,testedandprovedfully operational.Bilgewellsshouldbeopened,theircleanlinessascertainedandthestrainer plateshouldbecoveredoverwithburlap.Anyopeningstothetanktopshouldbe examinedtoascertaintheirwatertightintegrityandshouldbeproperlysecured.

2.3.1.16 Sounding pipes and other pipes passing through the cargo holds. Pipingsystemsshould beexaminedandascertainedtobeclearofanydebris.Anypipeswithintheholds, includingballastpipes,soundingpipesandtankairpipesshouldalsobeclosely examinedtoensuretheyarefreefromholes,significantrustscaleandproperlyprotected. Inaddition,soundingpipeclosuresshouldbecheckedtoensurethattheyarewatertight.

2.3.1.17Shipboard cranes. Shipboardcranestobeengagedincargooperationsshouldbeina satisfactorystructuralconditionwiththesafeworkingloadclearlymarked.Thecranes shouldbetested/examinedtoensurecranewires,hooksandsheavesareinasatisfactory conditionandsafetydevicesarefullyoperational.

2.3.1.18Manholes.Manholegasketsshouldbecleanandfreefromdebrisanddirtwhichcan causeleakswhenmanholecoversarerefitted.Inaddition,allmanholecoversshouldbe checkedtoensuretheyaretightenedevenly.

2.3.1.19Tank tops.Tanktopsshouldbecheckedforstructuralintegritythatmaybeduetosimple wearandtearorcracksinthewelds.AlsorefertoSections 5.3.3and5.3.4forcomments onrequiringtanktopstrengthandpointloading.

2.3.2 Maintaining reports on the condition of the hatch covers.Theownershouldmaintainuptodate writtenreportsontheconditionofthehatchcoverarrangementonboardthatincludedetailsof:

(1) scheduledmaintenanceandtestsconductedaspartofthevessel’splannedmaintenance systemandanyadditionalunscheduledmaintenanceandrepairsperformed;

(2) inspectionandtestingoftheoperabilityofthehatchcoverarrangements,asspecifiedin Section 2.3.1atbothloadanddischargeports;

(3) conditionsurveys;and

(4) hoseand/orultrasonicweathertightnesstestingasseeninFigures 2.9and2.10.

2.3.3 Itisprudentforthevesselownertomaintaincargohatchcoversingoodoperableconditionand toestablishaneffectiveinspectionandmaintenanceprogram.Sucheffortswillassistwith establishingduediligenceintheeventofanycargoclaim.


2.3.4 Otherreportsandinspectionsregardingtheconditionofthehatchcoverscanalsobeusedto assistwithand/orcomplementthevesselowner’sinspectionandmaintenanceprogram.Reports fromclassificationsocietyinspections,shipyardsurveys,conditionsurveysperformedbythird parties,includingultrasonicandhosetesting,canpotentiallyassistwithascertainingtheactual conditionofthecargoholdsandhatchcovers.Similarly,charterer’sinspectionsand“on-hire” surveysmayalsoyieldadditionalinformationbutshouldonlybeconsideredinconjunctionwith thevesselowner'soverallhatchcovermaintenanceprogram.

2.4 Use of marine tape

2.4.1 Theuseofmarinetape(e.g.Ram-Nek®),oncargoholdhatchcoversshouldbeavoided.

2.4.2 Therearegenerallytwosituationswherebycharterersrequestthatmarinetapemaybe applied,when:

(1) thesupercargoorthecharterer’srepresentativenoticesthatthehatchcoversareinapoor conditionandthatrepairsmightinterferewiththevessel’sintendedsailingschedule;or

(2) itismentionedinthecharterpartythatthehatchcoversneedtobesealedwithmarine tapeuponcompletionofloadingoperations.Thisshouldonlybeconsideredasanextra levelofprotection.

2.4.3 Itisimportanttonotethatifandwhencharterersrequesttousemarinetape,sucharequestmay notrelievethevesselownerfromitsdutyunderthecharterpartytopresentthevesselin seaworthyandcargoworthycondition.

2.5 Cleaning of the vessel cargo holds

2.5.1 Theconditionsofthecargoholdscanbeadverselyaffectedbyanumberofcontributingfactors thatmaymaketheholdsunsuitableforthecarriageofsteelcargoes.Dependinguponthecargo holdconditions,andifrequestedbythechartererorcharterpartyrequirements,holdsshouldalso bedisinfected,deodorizedand/orventilated.

2.5.2 Damagecanalsobecausedbycontaminationfromforeignbodiesorsubstances,orwhenthereis inadequatesegregationbetweencargoconsignments.Withthisinmind,thefollowingprecautions shouldbetakeninpreparationofthecargoholdbeforetheloadingofsteelcargoes.

2.5.2.1 Cargoholdsshouldbeproperlyswept,cleaned,washed,mopped,wellventilatedand dried,includingsides,stringers,pockets,brackets,etc.tominimizeoravertthe prospectofhavingresiduesfrompreviouscargoes,otherdebrisandwaterormoisture anywhereintheholds.


2.5.2.2 Rust,rustscale,andlooseandflakingpaintthatcancontaminatethecargoshould beremoved.

2.5.2.3 Allresidualgasesshouldbethoroughlyventilatedastheirodormaytaintthe consignmentsofsteelcargoand,ofcourse,forcrewand/orstevedoresafety (seeSections 2.6.2and2.6.3).

2.5.2.4 Ifthereisanysignofinsectorrodentinfestation,theuseofinsecticidesmaybe consideredbysealingtheholdsandfumigating.Suchoperationshouldbeperformed byanapprovedprofessionalinasafemanner.Itshouldbenotedthat,ifthevesselis toloadin,orfor,certaincountriessuchasAustralia,alltracesandevidenceofinsect/ larvaeshouldberemoved.

2.5.2.5 Duringthecleaningprocess,closeattentionshouldbepaidtotanktopplating,ceiling boxes,beams,frames,sparceiling,hatchbeams,pipework,ladders,etc.

2.5.2.6 Doubleburlapwrappingshouldbeappliedonthebilgecoverplatesandadhered withtape.

2.5.2.7 Hatchcoversshouldbefullyweathertighttoavoidanychanceofwateringress.The backsidesofhatchcoversshouldbecarefullyinspectedtoensurethattheyarefreeof cargoresidue,rust,rustscale,orothercontaminants.

2.5.2.8 Certificate of cleanliness. Itishighlyrecommendedthataqualifiedthirdparty inspectionshouldbeperformedafterthecargoholdshavebeencleanedbefore acceptinganysteelcargoes.Theinspectionshouldalsoresultintheissuanceofa certificateconfirmingfitnessforloading.

2.6 Safety of vessel cargo hold access and workspaces

2.6.1 Thesafeaccessforpersonnelwithinacargoholdisessentialtopreventinjurytothecrew, stevedores,surveyors,etc.Thecompany’ssafetymanagementsystem(SMS),asrequiredunder theInternationalSafetyManagement(ISM)Code,shouldbefollowedforthesafeentry requirementsforthecargospaces.

2.6.2 Safety first.Safeaccesswithinthecargoholdsisimportanttoensurepreventionofinjurytothe crew,stevedoresandanyotherthirdparties(e.g.portStatecontrolinspectors,surveyors,customs officials,etc.).Thecrewshouldbefamiliarwiththecompany’sshipboardSMSproceduresbefore entryintocargospaces.However,somebasicrulesshouldbeconsideredasfollows:


(1) priortoentryintothecargohold(seeFigure2.11),thecrewshouldcheckif thereareanyreportsofdamagestoladdersandanypermanentortemporary railings(seeSection 2.6.3);

(2) atleastonecrewmembershouldbepositionedatthecargoholdaccesspoint withahandheldtransceivertomaintaindirectcontactwithanycrewmembers enteringthecargospacewhoshouldalsobeinpossessionofhandheld transceiverstomaintaincommunicationsatalltimes;

(3) ensurethesafetyoftheatmosphereofthecargospacebeingenteredasset forthinchapter2,Reg.2.7oftheCSSCode,asamended.AsofJuly1,2016, assetforthinSOLASchapter11,regulation1/7–AtmosphericTesting Instrument, allcargovesselsover500GTarerequiredtocarryatmospheric testinginstrumentscapableofmeasuringconcentrationsofoxygen,flammable gasesandvapors,hydrogensulfide(H2S)andcarbonmonoxide(CO).The instrumentshouldbeusedbeforeanypersonisallowedtoenterthecargo space;and

(4) ensurethatforthoseaccessingtheholds,theyhavesufficienthandheldand/or temporarylightingequipmentriggedinordertoinspectthecargo,aswellas toensurethecrewmembers’safetywhileworkingwithinthecargoholdspace.

2.6.3 Ladders, standing platforms, grip bars, rungs/treads and railings.Ataminimum,allladdersand anypermanent/temporaryrailingsinallcargoholdsshouldberegularlyinspectedtoensurethat theyareinsatisfactorycondition.Suchinspectionsshouldbeconductedpriortoloadingand dischargingwhereaccessisnothinderedbycargoplacementoroperationsandshouldbe properlyrecordedtoensurethatanyidentifiedconditionstothesestructuresorapparatusesare addressedandthatanypersonsaccessingthesespacesaremadeawareoftheirpotentialrisksto safety.Inparticular:

(1) thecrewshouldinspectcargoholdaccessareaspriortocargooperationsand onlypresentthevesselinareasonablysafecondition.Ladder’sstanding platforms,gripbars,rungs/treads,andrailingsshouldbefreeofdust,cargo debris,oilyorgreasysurfacesoranyotherconditionthatcancausea slipperycondition;

(2) thecrewshouldcorrectanypotentiallyunsafeconditionsandshouldmake repairspriortocommencementofcargooperations.Ifanyoftheladder’s standingplatforms,gripbars,rungs/treads,railings,etc.arefoundindisrepair, theladdershouldnotbeuseduntilitisfullyrepaired;


(3) ifthehazardsarenotadequatelyrepairedatthecommencementofcargo operations,thenthecrewshouldmarkandidentifytheseareaswithproper signage,andtheseareasbepointedouttoallstevedoresbythemateorhatch bossonduty;and

(4) thecrewshouldendeavortoensureadequatelightingisinplaceintheaccess areastocargoholdladdersandintheladderwell.Portablelightsshouldbe properlysuspendedandsecuredbyseparatelinesandnotbythelighting powercord.Thelightsshouldberiggedsothattheydonothindertheclimber whenusingtheladder.


Figure 2.1 | Rubbersealingwithexcessivepermanentgroovingistoberenewed.

Figure 2.2 | Waterdrainagechannel,compressionbarandtheland-ingpadsasshowningoodcondition.

Figure 2.3 | Firecapforthewaterdrainingnon-returnpipeismissing.

Figure 2.4 | Hatchcoversecuringcleat.


Figure 2.5 | Hatchcoaminganddeckpipinginpoorcondition. Figure 2.6 | Cargoholdmechanicalventilator.

Figure 2.7 | Ventilationhatchonthesideofhatchcoverpanel. Figure 2.8 | Ballasttankhydro-testing.


Figure 2.9 | Hosetesting. Figure 2.10 | Ultrasonictesting.

Figure 2.11 | Cargoholdaccesshatchinpoorcondition.


3. Types of steel cargoes

3.1 Objectives: To identify and describe steel and metal products commonly transported by ship.

3.2 Types of steel cargoes, descriptions and general stowage considerations

3.2.1 Steelproductsarepresentedforshipmentinavarietyofwaysincludingsingle,looseindividual items,bundled,packagedinpaperormetalprotectivecovers,unpackaged,cratedandparceled. Inaddition,somesteelproductsarecoatedinoil(e.g.hotrolledandpickledsteel)whileothers maybepaintcoated(e.g.sometypesofpipe)toprotectthecargofrommoistureandother corrosivematerials.

3.2.2 Table 3.1providesasummaryofsteelproductscommonlytransportedbyship.Thebestpractices appliedtothestowageoftheseproductsaregovernedbyanumberoffactorsasdetailed inSection 5.5.

3.2.3 Productssuchassteelscrapmetal,pigironandswarfarenotincludedinTable 3.1asthe mandatoryrequirementsforcarriageofthesecargoesisgovernedby,andsetforthinAppendix1 oftheIMSBCCode.

3.2.4 ExamplesofvariousstowagearrangementsassetforthinTable 3.1areseeninFigures 3.1 through3.15.

Table 3.1 | Common steel products transported by ship, descriptions and general stowage considerations

Product Description Additional comments Stowage

Finishedsteelproducts

Cold-rolledsteelcoil Steelforgedorrolledintocoilandpackaged.Weightsofthisproductvaryuptoa

maximumof40tons.1

Cold-rolledsteelisafinishedproductthatis

unwoundforimmediateuse.

Hotandcoldrolledsteelcoilisaproductthatisstowedatthebottomofthecargoholdwiththe

‘eye’pointinginaforeandaftdirection.Rowsofsteel

coilsshouldbestowedatleast4to6inches(10to15cm)aparttoensurethesidesofcoilsarenotdamagedduringloading,

transitordischarge.

Hotrolledsteelcoil Semi-finishedsteelforgedandrolledintocoil.Weightsofthisproductcanvaryup

toamaximumof40tons.

Hot-rolledsteelisnormallyunwoundandprocessed

intocold-rolledsteel.


Steelwirerods(coiled) Long,thinsteelrodsproducedbyeitherhot

orcoldrolling.

Coiledwirerodscanbedamagedthroughcompression,e.g.duetohighstowageor

compressionagainsttanktopandvesselsidesor

bulkheads.

Coiledsteelwirerodsarenormallystowedinathwartshipsrowswith

theaxisforeandaft.Coilsshouldbestowedupright

sothateachcoilrestsagainstanadjacentcoil.

Thecoilsinsuccessivetiersshouldbestowedsothat

eachcoiloverlapsthecoilbelow.

Steelplate Elongated,thickflatcoldrolledsteelplategenerallyofupto2inches(5cm)

inthickness.

Steelplateisofmultipurposeuseforavarietyofsteelbased

productsandstructures.

Steelplateisusuallystowedwiththelongeraxisstowedforeandaftbutissometimesstowed

athwartshipswhenbundled.

Steel/castironpipe(largediameter)

Largediametersteelorcastironpipewherebyendsmaybe,forexample,threaded,

beveled,swagedorflanged.

Theendsoflargediameterpipesarepronetodamage(e.g.swagedends).Pipe

endsmaybeshippedwithprotectivecoveringsor

insertstopreventhandlingdamage.

Steelandcastironpipeshouldbestowedforeandaft.Theshipper/manufacturersshouldbeconsultedastothe

maximumallowabletiersforstackinglargediameter

pipes.

Steelpipe(smalldiameter) Finishedsteelproduct.Endsmaybebeveled,swagedorflangedandmayhave

protectivecovering.

Smalldiameterpipesinsingleunitorbundledingroups.Endsofpipesaresusceptibletodamage.

Smalldiametersteelpipeisusuallypackedinbundlesandshouldbestowedina

foreandaftdirection.

Steelpilingandcolumn Long,finishedcoldrolledmoldedsteelsheet

products.

Primarilyusedforconstructionpurposes.

Steelpilingsandcolumnareusuallypackedinbundlesandshouldbestowedina

foreandaftdirection.

1Atonisaunitofmeasurementequaling2,000pounds.Innon-U.S.measurements,atonequals2,240pounds.Atonne,alsoknownasametricton,isaunitofmassequaling1,000kilograms.

Table 3.1 (cont.) | Common steel products transported by ship, descriptions and general stowage considerations


Finishedsteelproducts(cont.)




Steelgirderandbeam Long,finished,coldrolled“I”and“T”girdersand

beams.

Primarilyusedforconstructionpurposes.

Somebeamsandgirdershavefinishedendsforease

ofassembly.

Steelbeamsandgirdersshouldbestowedfore

andaft.Thebeamsshouldbestowedwithflanges

arrangedinan“inandout”positionandusuallypackedinbundlesasseenbelow

(alsoseeFigure 3.1).

Steelprofile Long,coldorhotrolled,shapedsteelbars.

Primarilyusedforreinforcementintheconstructionofsteel

structures.

Steelprofileareusuallypackedinbundlesandstowedforeandaft.

Steelangleandbulb Long,coldorhotrolled,shapedsteelbars.

Productismulti-purposeforuseinconstruction

forreinforcementofsteelstructures.

Steelangleandbulbareusuallypackedinbundlesandstowedforeandaft.

Steelmesh Finishedsteelmeshproductsthatareeitherrolledorinsheetform.

Productisnormallyinformforfinaluseandisprimarilyusedforfencingorgrating

purposes.

Wiremeshrollsshouldbestowedathwartships.Gratingsheetscanbestowedforeandaftorathwartships.Usually

stowedonthetopofothercargoes.

Steelreinforcementstraightorfoldedbar(i.e.rebar)

Long,roughlyfinishedhotrolledsteelbarsofsmall

diameter.

Productisusedforreinforcingconcretestructures.Rebaris

transportedinsingleunitsorbundledingroupswith1inch(2.5cm)widthsteel

bandsortiewire.

Stowageisusuallydependentuponthe

geometryofthecargohold.However,theproductis

usuallystowedforeandaftorathwartships.



Steelchannel Long,coldorhotrolled,shapedsteelbarorplate.

Productismulti-purposeandcanbeused,for

example,inconstruction,equipment,furnitureand

manufacturing.

Steelchannelisusuallypackedinbundlesandstowedforeandaft.

Steelforgings Varyingsizeandshapesofsteelproducts.

Variousindustrialpurposesforforgings,forexample,enginepartsandotherin-

dustrialmechanicaldevices.

Steelforgingscanbestowedathwartshipsorforeandaft.However,longsteelforgingsshouldbestowed

foreandaft.

Steelstripsandsections Varyingsizeandshapesofsteelproducts.

Productismulti-purposewithusesinassemblyofsteelstructuresand

manufacturing.

Stowageisdependentuponshapeandsize.Longsteelstripsandsectionsshouldbestowedforeandaft.

Dependinguponthegeome-tryofsmallerstripsandsections,theproductcanbestowedforeandaftor

athwartships.

Steelprefabricatedstructure Pre-assembledsteelstructuresassembledfor

immediateuse.Theproductmaybepaintedorcoated.

Productisnormallypartofaprojectcargoalongwithitemssuchasgenerators,

engines,refrigerationunits,oilandgasproductionequipment,etc.This

productispronetocontactdamages.

Stowageshouldbetocharterer’sspecification.

Unfinishedsteelproducts

Steelslab Heavyandthickpre-rolledsteelblocks.

Initialsteelproductbeforerolling.

Steelslabcanbestowedforeandaftorinan

athwartshipsdirection.

Steelbilletandbloom Long,pre-rolledsteelbarsinrectangularandcircular

crosssectionform.

Initialsteelproducttobeusedtoprocessandformsteelbars,channels,etc.

Steelbilletandbloomshouldbestowedinafore

andaftdirection.





Figure 3.1 | Steel“I”barstowedinan“inandout”positionandsecuredwithsteelband.

Figure 3.2 | Combinationofsteelcargoesbeingstowed,securedandlashedbystevedores.

Figure 3.3 | Largediametersteelpipewithswagedendsstowedinaforeandaftdirection.Notethepipesarestowedsuchthateachtierislaidintheoppositedirectiontoensuretheswagedendsarenotloadedontopofeachother.

Figure 3.4 | Packagedandbandedlargediametersteelpipesbeingloweredintocargohold.


Figure 3.5 | Coiledsteelwirerodbeingdischarged.Althoughnotanormaldunnagingpractice,notethecanvastarpontanktopwithwoodendunnageplacedontopofthetarp.

Figure 3.6 | Coldrolledsteelcoilsbeingstowedandlashedwith1inch(2.5cm)wideflatsteelbandsinacargohold.

Figure 3.7 | Rolledsteelmeshonaflatbedtruckflatbedtobeloadedaboardavessel.

Figure 3.8 | Steelplatesandothersteelproductsbeingloaded.


Figure 3.9 | Amixedconsignmentofre-bar,smalldiametersteelpipesandothersteelproductsinacargohold.

Figure 3.10 | Packagedsmalldiametersteelpipesarestowedinforeandaftdirection.

Figure 3.11 | Bundledsteelchannelarestowedinforeandaftdirectioninsidecargohold.

Figure 3.12 | Steelangleandsteelpipesarestowedinforeandaftdirectioninsidecargohold.


Figure 3.13 | Steelplatesareplacedonthetopofbaggedcargotosupportvehiclesandmachineryadjacenttolargediametersteelpipethathavebeenloadedinaforeandaftdirection.

Figure 3.14 | Acargoholdfullofprefabricatedsteelproducts.

Figure 3.15 | Steelproductsstowedinthelowerhold.


4. Dunnage for steel cargoes

4.1 Objectives: To ensure that steel cargoes are properly protected during transport by ship by the use of fit-for-purpose dunnage materials.

4.2 Purpose of dunnage for steel cargoes

4.2.1 Dunnageshouldalwaysbeusedtoprovideaprotective‘buffer’betweensteelcargoes,vesseltank tops,bulkheadsand/orothercargoesforthepurposesof:

(1) protectingagainstdamagebymoisture(ingressedwaterorsweat)orbyresidual chemicalsorsaltsthatmayhaveaccumulatedwithinthevessel’sstructureorupon othercargoes;

(2) providingfrictionalresistancewithinthestowtopreventcargomovementsorshifting duringcargostowage,transitanddischargethatmayleadtocargodamage,personnel injuryand/ordamagetothevessel’sstructure;

(3) achievingatightfitforthecargobyfillingupvoidspacesinthecargohold;and

(4) providingameanstodistributeloads/forcesacrossthetanktopsand/orothervessel’s structurebetweenindividualunitsofsteelcargoes(e.g.rolledsteelcoils).Alsosee Section 5.3regardingthebasicprinciplesforloaddistributionacrosstanktopsfor steelcargoes.

4.3 Dunnage use by cargo type

4.3.1 Theprimarydunnagematerialusedinthetransportofsteelcargoesiswoodwhichisusedin variousdimensionsandgeometriesdependinguponthecargotypeandstowageconfigurations. However,dunnagewoodshould,ifpossible,be:

• ofgoodquality,withoutdamageorsplintersideallyofhardwoodtype;

• drytopreventmoisturetransfertothecargo;

• ofsufficientthicknessanddimensionstobefitforthepurposeoftheparticularsteel cargoesbeingtransported;and

• phytosanitarycertifiedandapprovedtoensurethewoodisfreeofpests.


Thefollowingsectionsprovidesomebasicdunnagingprinciplesforvarioussteelcargoestaking intoaccountthegeneralstowageconsiderationsassetforthinTable 3.1.

4.3.2 Steel coil.Thebottomtierofsteelcoilsisnormallystowed(unlesspalleted,seeSection 5.5.2.1(14)) withthe“eye”ofthecoilfacingintheforeandaftdirectionontopofatleasttworowsof dunnagewoodboardslaidathwartships.Thenumbersanddimensionsofthewoodendunnage isdependentupontheweightanddimensionsofthecoilandtiersofcoilsstowed.Wooden chocks(wedges)shouldbeinsertedontopoftherowsofwoodendunnageonthelowertierand nailsecuredintopositiontopreventmovementofthosecoils.Dunnagetimbershouldbeinserted betweencoilsalongthesametiersifsmallvoidspacesoccurasshowninFigure 4.1.

Forheavierandlargersteelcoils(15tonsormore),vesselownersandcharterersshouldconsider suitabledimensionsofthedunnagewoodboardfortheweightofthecoilsinadvanceofloading thecargo.Inanyevent,woodendunnagewiththicknessoflessthan2inches(5cm)shouldnot beusedasdunnageforheavycoils.Theimportanceoftheneedtohavedunnageofsufficient thicknessandquantitywhencarryingheavysteelcoilstohelpavoidspotoverloadingofthetank topandadjacentstructurecannotbeoveremphasized.Thevessel’sclassificationsocietycanbe consultedforguidance.

Dunnagewoodboardsshouldalsobeplacedagainstthevessel’ssidesandhoppertankstructures topreventcontactbetweenthecoilsandthevessel’sstructuresandtopreventmovementof thecoils.

4.3.3 Coiled steel wire rods.Thebottomtierofcoiledwirerodsisnormallystowedwiththe“eye” ofthecoilintheforeandaftdirection.Coiledrodsdonotnormallyrequireadditionaldunnage astheyarenotveryheavy,assteelcoilmightbe,suchthattheywouldposeathreatof damagetoothercargoesorthevessel’scargoholdstructure(see Figure 4.2).Ifpossible,alayer ofsoftdunnagematerialshouldbeplacedontopofthetanktoptoavoidsteelonsteelcontact (seeFigure 3.5),andavoidpotentialdamagetothecoiledwirerodsandthetanktopplating.

Dunnagewoodboardsshouldalsobeplacedagainstthevessel’ssidesandhoppertankstructures topreventcontactbetweenthecoilsandthevessel’sstructures.

4.3.4 Steel plate and bundled steel sheets, steel slabs, billets and blooms.Flatsteelplatescanweigh upto20tons(20tonnes)andbundledsteelsheetsmaybeofuptoabout10tons(10tonnes) each.Steelslabs,billetsandbloomscanweighupto40tons(40tonnes).AsseeninFigures 4.3 and4.4,dunnagewoodisusedonthebetweenthetierstoverticallyseparatestackedindividual orbundledsteelplatesforeaseofloadinganddischarging.Itisrecommendedthatadistance apartbetweenthedunnagebenotmorethan10feet(3meters).

Dunnagewoodboardsshouldalsobeplacedagainstvessel’ssidesandhoppertankstructuresto preventcontactbetweentheplates/bundlesandthevessel’sstructures,andalsotopreventmovement.


4.3.5 Structural steel.Thiscategoryincludesalltypesofgirders,beams,profiles,etc.allofwhich shouldbestowedinaforeandaftdirection.Dunnageisplacedunderneaththestructuralsteel tokeepthecargooffthetanktopandincreasethefrictionalcoefficienttopreventmovement. Numbers,dimensionsandarrangementofthedunnageislargelydependentupontheweight, dimensionandcontactareaofthecargowhichshouldbediscussedandmutuallyagreedbythe Masterandcharterer/shipperpriortoloadingthecargo.

Dunnagewoodboardsshouldalsobeplacedagainstvessel’ssidesandhoppertankstructuresto preventcontactbetweenthestructuralsteelandthevessel’sstructures,andalsotopreventmovement.

4.3.6 Large diameter steel/cast iron pipe.Dunnageforlargediametersteelandcastironpipeare usuallylaidathwartshipsonthetanktop,approximately10feet(3meters)distanceapart. Numbers,dimensionsandarrangementsofdunnageislargelydependentupontheweightand numberoftiersofthecargo.Dunnagebetweenthetiersisnotalwaysrequired.Ifthepipeis wrappedinspecialexternalprotectionmaterials,suitabledunnagematerialsshouldbeconsidered foruse.

Dunnagewoodboardsshouldalsobeplacedagainstvessel’ssidesandhoppertankstructuresto preventcontactbetweenthepipesandthevessel’sstructures,andalsotopreventmovement.

4.3.7 Small diameter steel pipe.Normallysmalldiameterpipesarebundledforefficiencyoftransport. Dunnageisnotnormallyplacedbetweenadjacentindividualpipesorbundles.Dunnagewooden boardsforsmalldiameterpipesandbundlesarenormallylaidoutinrowsandlaidathwartships onthetanktopapproximately10feet(3meters)distanceapart.

Dunnagewoodboardsshouldalsobeplacedagainstvessel’ssidesandhoppertankstructuresto preventcontactbetweenthepipesandthevessel’sstructures,andalsotopreventmovement.

4.3.8 Dunnage structures.Woodendunnagestructuresusedtosupportstowagecanbeconstructed againstthevessel’sstructuresassideshells,hoppertanksandbulkheads,forexampleasseenin Figures 4.1and4.5,toensuresteelcargoesremaininplaceduringseatransit.Dunnagestructures shouldbeofsufficientstrengthtosupportthecargobeingplacedinthestowage.

4.3.9 Dunnage for cargo holds with non-rectangular cargo spaces.Astheforwardandafterendcargo holdspacesarenormallynon-rectangularandtaperinginward,forwardandaftrespectively,these spacesmayrequireadditionaldunnagestructuresconstructedtosupportsteelcargoes,suchas coilsandlargediametersteelpipes(see Figures 4.5).Similarly,dunnageusedinwayof non-rectangularcargospacesshouldbeofsufficientstrengthtosupportthecargobeingplaced intothestowage.

4.3.10 Figures 4.6through4.12providefurtherexamplesoftheplacementofdunnage,anddamagesto dunnageandcargoesasaresultofimproperdunnaging.


Figure 4.1 | Crosssectionofsteelcoilsstackedwithdunnagematerialsincargohold.

Figure 4.2 | Singleanddoubletiersofcoiledwirerodstackedontoppackagedsteelpipe.

Figure 4.3 | Steelplatesashoreawaitingshipment.Notethedunnageproperlyverticallyalignedandhorizontallyspacedtopreventdeformationofthestackedsteelplates.Thesamestowagephilosophyappliesaboardthevesselforverticallystackedsteelplatesandsteelplatebundles.

Figure 4.4 | Stevedoresplacingdunnageblocksforelongatedsteelplatesinfurthermostaftcargospacewithirregulargeometry.


Figure 4.5 | Dunnagestructuresconstructedonslopinghoppertanktoholdlargesteeldiameterpipesinplace.

Figure 4.6 | Dunnagebeingpreparedforcarryingheavycargo.

Figure 4.7 | Crusheddunnagecausedthecargostowfailure. Figure 4.8 | Crusheddunnageduetoimproperarrangement.


Figure 4.9 |Improperarrangementofdunnagethathasbeenplacedontoproundshapedcargo.

Figure 4.10 | Improperarrangementofdunnagethatcollapsedundertheweightofthecargo.

Figure 4.11 | Placementofcargoonthetopofroundshapecargowithoutproperdunnage.

Figure 4.12 | Woodendunnagethathasbeenbentandcrushedundertheweightofsteelcoils.


5. Stowage and securing of steel cargoes

5.1 Objective: To ensure the proper stowage and securing of steel cargoes to prevent movement and/or damage to the cargo and/or the vessel during transport by sea.

5.2 Principles of proper stowage and securing

5.2.1 Thebasicobjectivesofproperstowageandsecuringaretopreventthemovementorshiftingof thecargowithintheholdoncethecargoisloadedonboard,duringtransitatsea,throughtothe finaltimeofdischarge.Therisksassociatedwiththeforcesduetomovementorshiftingofthe cargoincludepossibledamageofthecargo,injurytohumanlife,damagetothestructureofthe cargoholds,negativeimpactonthevessel’sstabilityandseaworthiness,delaythevoyageand/or incuradditionalcostsassociatedwithre-stowingthecargoonboard.

5.2.2 ThegeneralprinciplesforcargostowageandsecuringaresetforthintheInternationalMaritime Organization’s(IMO’s)AssemblyResolutionA.714(17),1991CodeofSafePracticeforCargo StowageandSecuring(CSSCode),asamended.TheCodeismandatoryandappliestocargoes otherthansolidandliquidbulkcargoes.Asitrelatestosteelcargoes,theCodesetsforthspecific safepracticesforthecarriageofsteelcoils(Annex6),andothercargotypesnotcoveredinthis guide.TheCSSCodetogetherwiththeCargoSecuringManualrepresentsthevessel’sstandardset ofpracticesforlashingandsecuring.

5.3 The stowage plan

5.3.1 Thestowageplanisusuallypreparedbyarepresentativeofeitherthevesselownerorcharterer, e.g.,thepartywhichunderthegoverningcontract(s)ofcarriageisresponsibleforcargostowage, lashingandsecuring.TheMastershouldconsiderthevariousfactorsregardingthestowageplan fromasafetyperspective,includingbutnotlimitedtoensuring:

(1) thecargotobeloadedonboarddoesnotexceedanymaximumallowablestrengthofthe tanktoptakingintoaccounttheindividualweightsofcargounitsandcumulativeweights oftieredcargo,suchassteelcoils;

(2) theamountofcargoloadedonboarddoesnotmakethevesselexceedherallowances undertheInternationalConventiononLoadLines,1966;

(3) thestowageplanningshouldtakeintoaccountthepermissibletweendeckloadandthe vessel’slongitudinalstrength(bendingmomentandstress);

(4) thevessel’sstabilityisnotcompromisedwhenloading,duringtransitatseaordischarging;


(5) thecargoconsignmentsareproperlydistributedamongstcargoholdstoensurethatno individualcargoholdisheavilyloadedincomparisontoothercargoholds;

(6) considerationforvesselsthatcalltomultipleportsthatloadanddischargecargoesin intermediateports.Anysuchoperationsshouldnotresultinpoorcargodistributionthat mayadverselyaffectthevessel’sstresses,strength,stabilityorseaworthinessduringthe remainderofthevoyage;and

(7) whetherthereisanyincompatibilitybetweenthecargoesand/ordifficultyonlashingand securingofthecargoesonthecompletionofloading,forexample,containersorrollbase cargo(trucks)onthetopofothercargoinsidecargohold,equipmentorboxshapedcargo onthetopofroundshapedcargo(suchasrolledsteelcoils),etc.Ifsuchasituation presentsitself,thestowageplanshouldberejectedandadjustmentsshouldbemade.

5.3.2 Cargoshouldbeloadedonlywhendetailsofthecargotobeloadedisfullyunderstood,the stowage,dunnaging,lashingandsecuringplanhavebeenreviewedandagreedbetweenthe vessel’sMasterandthepartyresponsibleforthesetaskssuchasthechartererofthevessel and/orshippersofthecargo.

5.3.3 Tank top strength for cargo stowage.Theoverallweight(load)ofastowageofcargoislimitedby themaximumpermissibletanktopload.Themaximumpermissibleloadpersquaremeterof surfaceareaissuppliedbytheshipbuilderandapprovedbythevessel’sclassificationsociety.The detailsforeachindividualcargoholdareusuallyprovidedinthevessel’sTrimandStability Booklet,LoadingManualand/orCargoSecuringManual.

However,unlessstatedotherwise,thepermissibleloadreferredtoassumesauniformweight distributionwhichisencounteredforhomogenousbulkcargoessuchasgrain,coalorironore. Itdoesnotapplytothecarriageofsteelcoils,whichexertaspotloadforceconcentratedatthe pointwherethecoilmeetsthedunnage/tanktop.Itshouldberememberedthattheweightofthe pieceorpiecesofcargoshouldbesufficientlyandappropriatelyspreadbytheuseofdunnage materialsoverthetanktopareausedinthecalculation.Ifthereisanydoubt,theclassification societyshouldbeimmediatelyconsulted.Thetheoreticalmaximumpermissibletonnageof homogeneousbulkcargoallowedtobestowedinanindividualcargoholdiscalculatedasfollows:

Area of the tank top (ft2 or m2) * Tons per ft2 or m2 tank top load limitation.

Thethicknessofthesteelscantlingswithinacargoholdtanktopstructurecanreduceovertime. Thetheoreticallimitsfortanktoppermissibleloadsaresetwhenthevesselisbuilt.Therefore,for oldervesselsitisprudenttoallowasafetymarginwhenconsideringmaximumpermissibletank toploads.


5.3.4 Consideration of tank top strength of hopper tanks.Whencarryingsteelproductsinconventional bulkcarriers,thestrengthandloadbearingcapacityofthelowerhoppertankshastobeconsidered. Anadditionalconcernistheslopinghoppertankplates.AsseeninFigure 5.1,theforceloadon thehoppertanktop,“R”,iscalculatedasafunctionoftheverticalforceload“M”calculatedasfollows:

R = M * cos ɑ

where“ɑ”representstheanglebetweentheverticalloadandtheperpendicularloadonthe hoppertank.Itisimportanttoalsonotethatasthevesselrollswhileatsea,thedynamicload “R”canincreasebyasmuchas50%.Therefore,carefulconsiderationoftheloadsuponthe hoppertanktopshouldbetakenintoaccountpriortothevesselloadingheavycargoessuchas steelcoils.Whenloadingthesteelcoils,thevessel’sLoadingManualandCargoSecuringManual shouldbeconsultedtodeterminewhetheritisallowedtoloadcoilsonthehoppertanks.Ifitis not,theclassificationsocietyshouldbeconsulted.

5.4 Preparation of holds for stowage

SeeSection 2.3,Hatch covers, cranes, ventilation and other systems andSection 2.5,Cleaning of the vessel cargo holds.

5.5 Stowage principles by cargo type

5.5.1 SeeTable 3.1,Common steel products transported by ship, descriptions and general stowage considerations.

5.5.2 Additional stowage measures for particular types of steel cargoes.

5.5.2.1 Steel coil2.Coilsarenormallyloadedandstowedfrom“outboardtoinboard”,i.e.starting fromthevessel’ssideshellmovinginwardtowardsthecenteroftheholdwitheachcoil beingplacedagainstthenextoutboardcoilalreadyinplace,withthe“eye”ofthecoil pointinginaforeandaftdirection.Whenstowingsteelcoils,thefollowingconsiderations shouldbetakenintoaccount:

(1) theheaviest,longestandlargestcoilsshouldbeloadedonthelowertierto preventdamagetoanysmallercoilsthatmaybestowedontiersbelow.Usuallythe coilswiththesamelengthshouldbestowedinthesamerow,ifpossible;

(2) thenumberoftiersofsteelcoiltobeloadedisdependentuponanumberoffactors includingthevessel’slongitudinalstrength,doublebottomstrength,localinnerbottom2Thestowage,lashingandsecuringofsteelcargoesincontainersisnotaddressedinthisguidance.Forfurtherinformationregardingthestowageofsteelcoilsincontainers,pleaserefertoTransport of Steel Materials in Containers.TTClub,StopLoss13-2016.


strengthandtheweightsanddimensionsofindividualcoils.Thenumberoftiersfor variouscoilweightsmaybesetoutinthevessel’sLoadingManual;

(3) athwartshipsrowsofcoilsshouldbespacedinthelongitudinal,foreandaftdirection anywherebetween4inches(10cm)to6inches(15cm)apart;

(4) withregardtothedistancesbetweenthecargohold’slongitudinalstiffeners,ensure thatthedistributionofthecoils,asseeninFigure 4.1,ensuresthatasmanyofthe contactpointsofthebottomtiercoilsarestowedoverlongitudinalsaspossible(so thelongitudinalsbecome“loaded”)andlimit,asmuchaspossible,thenumberof coilsstowedbetweenlongitudinals(“unloaded”);

(5) ifitisintendedtostackheavycoils,inexcessof15tons(15tonnes),inmorethana singletier,thevessel’sLoadingManualortheclassificationsocietyshouldbe consultedtoensurethevesselhassufficienttanktopstrengthtocarrysuchheavy coilsinmorethanonetier;

(6) ifonlyasingletierofcoilisloaded,a“key”or“locking”coilshouldbeplacedin thespacebetweennon-adjacentcoilsasshowninFigure 5.2thatlocksthetierin position.Thekey/lockingcoilismosteffectivelyplacedatthecenteroftherow unlessotherwiseunabletodoso,butshouldnotbeplacedontheslopingsurfaceof thehopper/slopingwingtanks;

(7) asaruleofthumb,ifthegapbetweenthetwocoilstobelockedisgreaterthan 60%ofthediameterofthelockingcoil,itisrecommendedthattwolockingcoils areusedasshowninFigure 5.3.Ifthewidthofthegapistoogreatandthelocking coilwillsinklower,thenwoodendunnagecanbeplacedbetweenthecoilstoreduce thegapandraisethepositionofthelockingcoil.Thelockingcoil’sdiametershould notbemorethanone-third(1/3)ofitsdiameterintothegapofthetwoadjacent coilsbelowasshowninFigure 5.4;

(8) anysmallgapsfoundbetweenstackedcoilsshouldbefilledwithwoodenchocks (wedges)asshowninFigure 4.1;

(9) ifadditionalcargoistobestowedontopofsteelcoils,considerationshouldbe giventotheweightsofthatcargosoastonotdeformthecoilsbeneathorexceed theallowableweightlimitatthatpoint.Also,anyadditionalcargostowedontop shouldbestableandnecessarylashingandsecuringtothecargoproperlyarranged. Figures 5.5and5.6showexamplesofimproperlystowedcargoontopofsteelcoils;


(10) iftheconsignmentofsteelcoilsisnotlargeenoughtofilltheentirecargohold,coils shouldbeloadedattheafterpartofthecargoholdadjacenttotheaftbulkheadto minimizetherisksofmovementorshiftingforwardandaftduringtransit.Incomplete rowsthatdonotcovertheentireholdwidthfromsidetosideshouldbeavoided. Uponcomingtocompletionoftheloadingoperation,considerationshouldbemade ofthenumbersandsizesofcoilsstillyettobeloaded.Thiswillenablethecrew andstevedorestoplanandstowthecargosoincompleterowscanbeavoided;

(11) cargoholdgeometrycanhaveasignificantimpactuponcoilstowagearrangements andthevolumeofcargothatcanbecarriedintheseholds.Thisisparticularlytrue fortheforwardandaftcargoholdswhichtendtohaveirregulargeometries.Insuch cases,itisalsoimportanttoconsidertheloadsonslopinghoppertanks,asseenin Figure 5.1,ifcargoislikelytobeloadeduponthem;

(12) similarly,coilweightanddimensionscanhaveanimpactuponstowageandsecuring arrangementsinthecargospace.Figures 5.7to5.20showexamplesofvarious practicalconfigurationsdependinguponvariouscoilsizesandothercontributingfactors;

(13) theclassificationsocietymaybeabletoofferassistancetocalculatethepermissible steelcoilloadforthevessel.Oneclassificationsocietysuggeststhatasaruleof thumb,whenloadingsteelcoilsthetotalcargoweightintheholdshouldnotexceed halfofthemaximumpermissibleloadsforevenlydistributedweightinthatcargo hold.;and

(14) palleted steel coils.Steelcoilsthatarepalletedarenormallystowedwiththe“eye tothesky”asseeninFigure 5.21.Thesecoilsareusuallyhighvaluecargowhen comparedtousualcoldrolledsteelcoils.Thepalletedcoilsarestoweddirectlyonto thetanktop,oneagainsttheother.Chockingbytimberdunnagemaybenecessary betweensomecoilsandbetweenoutboardcoilsandthevessel’ssidestructures.

Whenpalletedcoilsarestowedinmorethanonetier,dunnageisplacedontopof thesteelcoils,inordernottodamagecoilsstowedunderneathandnailedtogether, notjustplacedasindividualpiecesofdunnage.Thisisbecauseindividualpieces arepronetomovement,andifthedunnagemoves,thecoilsunderneatharelikely tosustaindamagetotheiredges.Inaddition,anycargostowedontopshouldnot besoheavythatthecoilsstowedunderneathcouldbedamaged.

5.5.2.2 Coiled steel wire rods.Coiledrodsarenormallystowedinathwartshipsrowswiththe “eye”ofthecoilinaforeandaftdirection.Themaximumnumberoftiersthatcoiled wirerodscanbestackedissubjecttomanyfactors,suchastheweightofthecoils,


rigidityofthepacking,andstowageofthecoils.Theshipperand/ormanufacturershould beconsultedifthereisanydoubt.

Careshouldbetakentoensurethatoutercoils,particularlyonlowertiersareproperly protectedfromthevessel’ssideshellframesascoilspressedagainstthesideshellframes cancausedeformationdamageasseeninFigure 1.2.

CoiledwirerodscanalsobestackedontopofothersteelproductsasseeninFigure 4.2, butothercargoitemsshouldnotbestowedontopofastowageofcoilwirerodbecause thecoilsarelikelytobedeformedbythesuperimposedweight.

5.5.2.3 Steel plates and bundled steel sheets, steel slabs, billets and blooms.Steelplates, sheets,slabs,etc.haveatendencytoshiftifnotproperlydunnaged(seeSection 4.2.1(2)). Therefore,thefollowingshouldbeconsideredfordunnagingthesecargoes.

(1) Wooddunnageofsufficientlengthtoreachacrossthewidthofthesteelpieces,ora numberofpieces,shouldbeplacedathwartshipsonthetanktopandthenbetween eachtiersothatthedunnagingisinaverticallineasseeninFigure 5.22.This dunnagingshouldbeproperlyspacedhorizontallybetweenthesteelpiecesto preventdeformationasseeninFigure 5.23.

(2) Ifdunnageisnotverticallyalignedandproperlyhorizontallyspacedthepossibilityof permanentplatedeformationduringtransitascanoccurasseeninFigures 1.9and 5.23.Steelslab,duetoitsthickness,isnotnormallyatriskofdeformationassteel plate,butthesamepracticefordunnageplacementisrecommendedasbestpractice.

(3) Particularcareshouldbetakenwhenstowingsteelplateorslabinanon-vertically alignedstack,suchasonslopinghoppertanks.Thisisparticularlythecasewhen stowingelongatedplatesorslabsalongslopinghoppertanksasseeninFigures 5.24 and5.25.Dunnageshouldbearrangedalongthehoppertanksfortheirprotection takingintoaccountthefollowingconsiderations:

(i) woodendunnageplacedforeandaftforplatesorslabswillnotnecessarilybe verticallyaligned,althoughwoodendunnageplacedathwartshipsisa recommendedpracticeasnotedaboveinSection 5.5.2.3(1)alongthelengthof theelongatedplate;

(ii) forsteelplatesstowedinaforeandaftdirectionwhenstowingsteelplate adjacenttohoppertanks,dunnagerunningforeandaftwillberequired. However,thatdunnagemaynotnecessarilybealignedverticallyasseenin Figure 5.26;


(iii) chocks(wedges)shouldbelaidbetweenslabsasanadditionalmeasureto preventslidingofsteelslabcargoinsuchinstancesasseeninFigure 5.27and 5.28;and

(iv) anywoodendunnagelaidathwartshipsatintervalsalongthelengthofthe steelplateshouldbealignedverticallyasshowninFigure 5.22.

(4) dunnageshouldbeofsufficientheightdimensionstoallowforeaseofload anddischarge;and

(5) Shorterplatesshouldbeplacedontopoflongerplatessothereisnosignificant overhangofplatesstackedontopthatwouldneedadditionaldunnage.Asaruleof thumbforheavysteelplate,thehorizontalspacingofthedunnageshouldbeno morethan10feet(3meters)apart.

5.5.2.4 Structural steel.Thistypeofsteelcargomaybelooseorinbundles.Thepiecesorbundles shouldbestowedforeandaftwithtimberdunnagebetweeneachtier.Thedunnage shouldbeplacedinanumberoflinesathwartshipsonthetanktopandthenbetween eachtiersothatthedunnageisalignedvertically.Thisdunnagingshouldalsobe properlyspacedhorizontallytopreventdeformationduringtransit.Timberchocks (wedges)mayalsoberequiredingapsbetweenadjacentitemstopreventshiftingor movementofthecargo.

5.5.2.5 Small and large diameter pipes.Pipes,almostinvariably,shouldbestowedinaforeand aftdirectionwithouttimberbetweeneachtierbutatthecantelinesofthepipesbeing stowedbelow.Sometypesofpipeorbundlesofpipesmightneedparticularstowage arrangements.Forexample,pipeswithonebellendorthosewithasurfacecoating whichmightnotbeabraded.Insuchcircumstances,appropriatedunnagingarrangements shouldbeprovidedbythecharterer/shipperpriortoloading.

5.5.2.6 California Block Stowage (CBS).TheCBSmethodofstowingsteelslabcargoeswas developedsomeyearsagofortheCaliforniasteelindustries’tradebetweenSouthand NorthAmerica.Itwasintendedtolowercoststhroughthereductionofcargohandlingby stevedores.However,thissystemofstowageshouldbecarriedoutunderthesupervision ofthosewithspecialistknowledgeofthetechniquesinvolved.Themethodinvolves loadingsemi-finishedsteelslabstoformafree-standingstow.Theslabsareloadedfore andaftwithminimaldunnageunderandbetweentheslabs.TheAmericanClub,likemany otherInternationalGroupofP&IClubs,doesnotrecommendtheCBSmethodofstowage.

However,shouldvesselownersfindthemselvesunderpressuretoagreetotheCBS


method,theAmericanClubhasissuedguidanceassetforthinClub Circular No. 15/11, The California Block Stowage (CBS) Method,datedApril4,2011.Insummary,itstatesthat vesselownersshouldensurethat:

(1) theycontacttheManagersbeforeagreeingtocarrysteelcargoesusingtheCBSmethod;

(2) theCBSmethodisonlyusedforloadingcargointo“box”shapedholds;

(3) thestowisloadedouttothesidesoftheholdtopreventshiftingof cargoathwartships;

(4) thestowisusedonlyforthetraderouteforwhichitwasoriginallyintended,andfor steelslabcargoesonly;

(5) thestowisapprovedbyanexperiencedthirdpartyinspectorwhohasbeenapproved inwritingbytheManagers;and

(6) theManagersareconsultedinadvanceastowordingsoramendmentstoanydraft billoflading,charterparty,letterofindemnity,orotherrelevantdocument,inorder tobestprotectthevesselowner’sinterests.

5.6 Preparation of holds for stowage

SeeSections 7.2.2.4, 8.3.2(7)andAppendix 2,List of important documents to be kept and maintained.

5.7 Securing and lashing of steel cargoes

5.7.1 Basic principles.InaccordancewithchaptersVIandVIIoftheSOLASConventionandthe1991 CodeofSafePracticeforCargoStowageandSecuring(CSSCode),asamended,cargounits(other thansolidandliquidbulkcargoes)shallbestowedandsecuredthroughoutthevoyagein accordancewithaCargoSecuringManual(CSM)thatisapprovedbythevessel’sflagState administrationortheclassificationsocietyofthevessel.

5.7.2 Cargo securing devices.Charterers–intheirresponsibilitiestoload,discharge,dunnage,provide thematerialsforsecuringandlashingcargo–usuallywishtominimizethecostsofdunnage materialsandlashingandsecuringmaterials.Therefore,chartererslooktousecosteffective securingandlashingmaterialsthatareeasilyobtainable.TheMasterandthesurveyorsare encouragedtoobtaincertificatesofthelashingandsecuringmaterialsfromthechartererortheir lashingserviceprovider.Someofthestandardmaterialsusedforsecuringandlashinginclude, butarenotlimitedto:


• flatsteelbandtolashtogethersuchsteelproductsassteelcoils(seeFigure 5.29);

• steelwireropecableincombinationwith“Bulldog”or“Crosby”clips,turnbuckles andshackles.Foreaseofuse,normally0.6inch(16mm)(6x12)wireropeiswhat iscommonlyusedforlashing(seeFigure 5.30);

• removable“weld-on”padeyesusedforsecuringlashings;

• steelchains(seeFigure 5.31)andquickactingclamps;

• steelstoppers(seeFigure 5.3.1);and

• nylonstrippingbandandratchettightener(seeFigure 5.3.2).

5.7.3 Securing and lashing: general principles.

5.7.3.1 Thesecuringandlashingofawidevarietyofsteelcargoesisnormallylefttothe well-qualifiedcargosuperintendent,orportcaptain,and/orstevedoreforemenwithmany yearsofknowledgeandexperience.VesselownersandtheirMastersshouldverify whetherthemethodstobeusedtosecureanysteelcargoesareinaccordancewiththe relevantregulations,theCSSCodeandtheirCargoSecuringManual.

5.7.3.2 Althoughdifferentsecuringmethodsareinuseindifferentports,thesemethodsmaybe recognizedandapprovedas“beingincompliance”withtheCSSCode.Mastersare encouragedtoobtainwrittenevidenceofsuchapprovalfromthestevedoresandlashing gangrepresentatives.

5.7.3.3 Inanyinstance,anddependinguponthecontractualresponsibilitiesforloading,stowing, dunnaging,securing,lashingand/ordischargingcargo,attachinganylashingtothe vessel’ssideframedirectlyasseeninFigures 5.33and5.34,shouldbeavoidedasit coulddamagethevessel’sstructure.

5.7.4 Securing and lashing by cargo type: some basic principles.Forcertainsteelcargoesthereare somebasicpracticesthatshouldbeconsideredasfollows:

5.7.4.1 Steel coil.Normallashingmaterialforsteelcoilis1inch(2.5cm)flatsteelband.In dependentofthenumberoftiers,thegeneralprincipleappliedisthatthelashingsshould secureeachofthetoptiercoilstothetwocoilsinthetierjustbeneaththetoptier. Lashingsshouldberunthroughthecenterofthecoils.Ataminimum,andincommon practice,coilsarelashedtogetheringroupsofthreesasseeninFigure 5.29,anexample ofabasic5coil,two-tierconfiguration.


Ifcoilsarestowedinasingletier,coilsarestilltobelashedtogetheringroupsofthrees butonlytohorizontallyadjacentcoilsexceptifakey/orlockingcoil.Pleasesee combinationsofstowage,securingandlashingconfigurationsmeetingthesecriteriain Figures 5.7through5.20.

Itisrecommendedthattheoutercoilsofthelowertieraretobesecuredagainstthe adjacentinnercoilstokeepthestowstableduringrolling.Forexample,see Figures 5.14and5.19.

5.7.4.2 Steel plates and bundled steel sheets, steel slabs, billets and blooms.Whenstowed,any gapsbetweenindividualpiecesshouldbechocked/wedgedwithstrongtimberasseenin Figure 5.27.Consignmentsofsteelplate,slab,etc.arenormallylashedwithsteelwire ropeorbandsasseeninFigures 5.25and5.28.

5.7.4.3 Large diameter steel pipes.SeecommentstoFigures 3.35.

5.7.4.4 Structural steel.SeecommentstoFigure 5.24.

5.7.4.5 California Block Stowage.Thesecuringisonlyappliedtothetoptier(s)andtherestof theslabsareloose,withtheassumptionthattheywillstayinpositionandwillnotdrift/ shiftduringthevoyage.Thetoptiersofthestowarethenboundusingsteelstrapping andmetalclips,ratherthantraditionalwireropesandturnbuckles.Theslabsinsidethe stacksessentiallyremainfree-standing(seealsoSection 5.5.2.6).

5.8 Crew role ensuring proper stowage and securing

SeeSection 7,Precautions during loading, transit and discharge.

5.9 Surveyor’s role in ensuring proper stowage and securing

Shouldthesurveyorhaveconcernsregardingthesafetyofthevesselorthestowage,securingand/or lashingofthecargo,thesurveyorshouldbringthoseconcernstotheattentionofthevessel’sMaster;the chartererand/orshipperand/orthesupercargoassignedbythemforconsiderationand/orsuitableaction.


Figure 5.1 | Steelcoilforceloadsonslopinghoppertankplate. Figure 5.2 | Asinglelayeredstowagewiththecenterelevatedcoilasthe“key”or“locking”coil.

Figure 5.3 | Inordertobeeffective,asaruleofthumb,thegapwherethe“key”or“locking”coilisplaced,shouldnotexceed60%ofthecoil’sdiameter.

Figure 5.4 | Diameteroflockingcoil.


Figure 5.5 | Notethatthewoodencaseisloadedonthetopofsteelcoils.

Figure 5.6 | Notethatthewoodencaseisrestingonthesteellashingbandsforthesteelcoils.

Figure 5.7 | Asinglelayeredstowagewithtwosymmetricallyplacedlockingcoils.

Figure 5.8 | Atwo-layeredstowagewithsecondtierloadedwithcoilstothevessel’ssideshell.


Figure 5.9 | Atwo-layeredstowagewithsecondtierloadedwithcoilsintwosemi-pyramidfashion.Notethattheoutercoilsofthesecondtierhaveadditionallashing/securingincomparisonwiththoseinFigure 5.8topreventmovementofthesecoilstowardsthesideshellwhileintransit.

Figure 5.10 | Apartialtwo-layeredstowagewithtwolockingcoilssymmetricallyplacedwiththepartialsecondtierlashedina“capped”arrangementoverthetwocentralfirsttiercoils.

Figure 5.11 | Apartialtwo-layeredstowagewithtwolockingcoilssymmetricallyplaced.Notethatthetopcentercoiliswellsecured/lashedtothefouradjacentcoilsgiventhesignificantgapbetweenthesecondtiercoils.

Figure 5.12 | Acompletethree-layeredstowage.Notethereisnosecuring/lashingtothelowertierwhereonlythetoptierissecuredtothetierimmediatelybelow.


Figure 5.13 | Acompletethree-layerstowagetothesideshell.Notesecuring/lashingoftoptwotiersonly.

Figure 5.14 | Acompletethree-layerstowagetothesideshell.Noteadditionalsecuring/lashingoftwooutermostcoilsonthethirdtier.

Figure 5.15 | Apartialthree-layerstowage. Figure 5.16 | Asingle-layerstowageofheavyorultra-heavycoil.Noteadditionalsecuring/lashingofthe“key”or“locking”coilincomparisonforultra-heavycoilscomparedtothoseseeninFigure 5.7.


Figure 5.17 | Asingle-layerstowageofheavyorultra-heavycoilwithtwosymmetricallyplacedlockingcoils.Noteadditionalsecuring/lashingofthe“key”or“locking”coilsincomparisonforultra-heavycoilscomparedtothoseseeninFigure 5.7.

Figure 5.18 | Atwo-layerstowageofheavycoilwiththesecondtierloadedwithcoilstothevessel’ssideshell.NotetheadditionallashingofthetwooutercoilsonthesecondtierincomparisontothoseshowninFigure 5.8.

Figure 5.19 | Atwo-layerstowageofheavycoilwiththesecondtierloadedwithcoilsinsemi-pyramidarrangementwithoutoutercoilsstackedtothevessel’ssideshell.Notetheadditionalsecuring/lashingofthetwooutercoilsonthesecondtierincomparisontothoseshowninFigure 5.9.

Figure 5.20 | Apartialtwo-layerstowageofheavyorultra-heavycoil.Notetheadditionalsecuring/lashingofthe“key”or“locking”coilswiththetwocenterlowertiercoils.


Figure 5.21 | Palletedsteelcoilstowedwith“eyetothesky”.

Figure 5.22 | Properpracticefordunnagingofverticallystowedsteelplatesandslabs.

Figure 5.23 | Deformedsteelplates.Notethedunnagenotplacedproperlyverticallyandtoofaraparthorizontally.


Figure 5.24 | Elongatedsteelplatesstowedandlashedwithsteelwireintheaftcargohold.Notethecargoisloadedonthehoppertankstakingfulladvantageofvolumeofcargotobecarriedbystowageontopofthehoppertanks.

Figure 5.25 | Stowedandlashedbundledsteelplateincargoholdontanktopandhoppertanks.Notedunnagewoodforlongplateinforegroundofpicturewithdunnageproperlydistancedhorizontallytopreventdeformationofplateduringtransit.

Figure 5.26 | Steelplateorslabstackedwithlongerlengthinaforeandaftorienteddirectionalonghoppertank.Notethenon-verticallyalignedwoodendunnageandchocksbetweenupperplatesorslabstopreventslippageduringtransit.

Figure 5.27 | Gapsbetweensteelplatesshouldbeproperlychockedbeforethevesselsails.


Figure 5.28 | Steelplatesstackedathwartshipsagainstthebulkheadwithproperdunnageandlashed/securedwithsteelbandstrapping.

Figure 5.29 | Securing/lashingthroughcentersofcoilswith1inch(2.5cm)wideflatsteelband.Notethattop-tiercoilsarebandedingroupsofthreestoloweroradjacentcoilsdependinguponthestowageconfiguration.

Figure 5.30 | Stevedorespreparingtolashsteelbarinforegroundandchannels.Steelchannelsinthebackgroundhavebeenlashedwithsteelwirerope,clipsandturnbuckles.

Figure 5.31 | Steelchainandstopperforsecuringsteelcargoes.


Figure 5.32 | Nylonstrippingbandsandratchettightenersusedonsteel“I”beams.

Figure 5.33 | Attachinglashingstothevessel’ssideframesasseenhereshouldbeavoided.

Figure 5.34 | Attachinglashingstothevessel’sstructures,includingladders,asseenhereshouldbeavoided.

Figure 5.35 | Secured/lashedlargediameterpipe.Notethedunnagewoodinsertedintothepipesintheforegroundusedforthelashingandsecuringofthetoptierofstowedpipe.


6. Ventilation of steel cargoes

6.1 Objective: To properly ventilate the cargo holds to reduce the likelihood of condensation damage to steel cargoes.

6.2 Purpose of ventilation

6.2.1 Thepurposeofventilatingsteelcargoesistoremoveanyrelativelywarmmoistairsurroundingthe cargoandreplaceitwithcooleranddrierairtominimizecondensationontothecoldsteelworkof theholdanddripdownontothesteelcargo.Ventilationshouldnotbeusedasameanstocoolthe cargo.Thetemperatureofthebulkofthecargowillremainessentiallyconstantthroughoutthevoyage.

6.2.2 Topreventcondensation,thecargoholdsshouldbeventilatedwhenthevesseltransitsfromwarmer tocoolerclimateswhereasimultaneousreductioninseawatertemperaturemaycausethe accumulationofmoisturefromthesurroundingairontothecoldersurfaces.

6.3 Condensation due to “sweat”

6.3.1 Definition of sweat.“Sweat”istheformationofcondensationwithinavessel’shold.Thereare twotypesofsweat.

(1) Ship sweat.Moisture(condensation)thatformsonthevessel’sstructureisknown as“shipsweat”.

(2) Cargo sweat.Moisture(condensation)thatformsonthecargoitselfisknown as“cargosweat”.

6.3.2 Ship sweat.Shipsweattraditionallyoccurswhenavesselloadscargoinawarm,moistatmosphere, andthensailsintolocationswithmuchcoolerclimates.Asthevessel’ssteelworkcools,moisture fromthehumidatmosphereintheholdswillcondenseonthecoldersteelsurfaceofthehold.

6.3.2.1 Ingeneral,shipsweatonlyformsinsignificantquantitieswhenavesseliscarryinga hygroscopic cargo(i.e.,acargowhichhasitsowninherentmoisturecontent–suchasrice). Steelisanon-hygroscopicmaterialasithasnoinherentmoisture.However,steelproducts arenormallytransportedusingtimberdunnage,whichisahygroscopicmaterialormaybe stowedinholdstogetherwithhygroscopiccargoes.


6.3.2.2 Shipsweatappearsastinybeadsofmoisturecondensingontothevessel’smetalwork. Thisphenomenontypicallyoccursonthesidesoftheholdwhentheseatemperatureis lowerthantheambienttemperatureinthecargohold,ontheundersidesofthehatch coversandontheweatherdeckwhentheoutsideairtemperatureislowerthantheambient temperatureinthecargohold.Theresultisareductionofthetemperatureoftheship’s structurestoavaluebelowthe“dewpoint”ofthesurroundingair.

6.3.2.3 Whenshipsweatformsonsteelstructures,thecondensationwaterrunsdowntothetank toplevelcausingwettingofcargoitemsinitspath.Whenship’ssweatformsonhatch coversandtheundersideofweatherdeckplatingandstiffeners,thewaterthatisformed dripsdowncausingthewettingofthetoplayerofthecargostow.

6.3.3 Cargo sweat.Cargosweatformsunderpreciselytheoppositecircumstancesthanthatofshipsweat. Cargosweatformsonthesurfaceofthecargowhenitstemperatureisbelowthedewpointoftheair adjacenttoit.

6.3.3.1 An example of cargo sweat. Avesselloadsacargoincoolweatherandthecargoisitself coolintemperature.Thereafter,thevesseltransitsintowarmerclimateswithhigher humidity.Ifanattemptismadetoventilateatthattime,thenmoisturefromthewarmer humidairintroducedintothecargospacecondensesontotherelativelycoldercargo.

6.3.3.2 Cargo sweat on steel cargoes.Cargosweatcanalsoaffectnon-hygroscopiccargoessuch assteel.Whileshipsweatisamorefrequentproblemandcontrolledbyproperventilation. Cargosweat,incontrast,isgenerallycausedbyventilatingwhenitisinappropriatetodoso.

6.4 Comparison of dew points

6.4.1 Ifthedewpointoftheoutsideair(theairusedforventilation)islowerthanthatinthehold,then itisappropriatetoventilate.Iftheambientdewpointisnotlowerthanthatofthecargohold,it maybenecessarytoventilateforotherreasons,suchaswhenthecargohasbeenfumigated,and timelyventilationofthefumigantisrequired.Steelisnotacargothatneedstobefumigated.How ever,thevesselmaybecarryingothercargoesinthesameholdsthatmayrequirefumigation whenappropriate.

6.4.2 Acomparisonofthedewpointsbetweenthecargoholdairandtheexternalenvironmentis commonlymadebytakingreadingsfromwetanddry-bulbthermometersondeckandinthehold. Obtainingtheambientreadingsissimple.Mostvesselshaveaboxcontainingapairofthermometers, suitableformeasuringwetanddry-bulbtemperatures.Thesethermometersshouldbehungina shadedspotonthewindwardsideofthebridge.


6.4.3 Duringthevoyage,itmaynotbesafeforthevessel’screwtoentertheholdtoobtaintemperature readings(seeSection 2.6).Ifacargoholdhasbeenfumigatedafterloading,itcertainlywillnotbe safe,evenifthecompartmenthasbeenventilated.Ifthewet-bulbthermometerissimplylowered intotheholdfromoutside,therewillbedifficultyobtainingasufficientair-flowacrossthe thermometer’swick.Somevesselsareequippedwithtemperaturemeasuringpipeforthecargohold. Ifnot,itmaybefeasibletomeasurethetemperaturethroughthecargoholdaccess,ratherthan enterthecargohold.

6.4.4 Intheeventthatthecrewisabletosafelyentercargoholdstoobtainmeaningfulreadings,itmay benecessarytostopventilatingtoallowthein-holdatmospheretostabilize.Ifthisisnotdone,the crewwillbemeasuringtheparametersoftheventilatingairratherthanthoseofthetruein-hold atmosphere.Unfortunately,suspendingventilationinthiswaynegatesthepurposeofventilating,but maybetheonlymeanstoobtainthereadingsatthetime.Ifthisisdone,itshouldbeproperly notedinthe“Remarks”sectionoftheHumidity-Temperature-CargoVentilationRecordBook (seeSection 6.9.1(3)).

6.4.5 Inpractice,measuringthedewpointtemperatureinsideacargoholdcanbeproblematic.Oneofthe simplestmethodsistousea“whirlingpsychrometer”,whichinvolvesswingingtheinstrumentinside theholduntilthewet-bulbtemperaturehasstoppedfallingandremainssteady.

6.4.6 Allreadingsshouldbetakenwellawayfromanyairinletstoensurethatonlyholdairistested.As animportantsafetyprecaution,enclosedspaceentryproceduresshouldalwaysbeobserved (seeSection 2.6).

6.4.7 Ifthevesselistakingsprayacrosstheventilatoropeningsorontothehatchcoversorcoamings, ventilationshouldbepostponeduntilweatherconditionsimprove.Also,henseaspraysand seawatercomesondeck,thereisasignificantriskthatthewaterandspraywillenterthecargohold andwetthecargo.

6.4.8 Ifaccesstotheholdsisimpossibleorundesirable,theholddewpointcanbedeterminedfrom traditionalwetanddry-bulbthermometersplacedinsidethetrunkingofanexhaustventilatoror similarpipe-workleadingfromthecompartment.Ifdone,itshouldbeproperlynotedinthe “Remarks”sectionoftheHumidity-Temperature-CargoVentilationRecordBook(seeSection 6.9.1(3)).


6.5 Comparison of temperatures

6.5.1 Inmanyinstances,itisimpracticabletomeasureholddewpointtemperaturesaccurately,oratall. Therefore,itisrecommendedthatthe“3ºCelsiusRule”shouldbeappliedasdescribedin Sections 6.5.3, 6.6.2and6.8.6.

6.5.2 Thetemperatureofthebulkofastowedcargowillremainthesame,orwillchangelittlethroughout thevoyage.Conversely,thetemperatureoftheambientairatthevessel’spositionwillchange duringeachday,andprogressivelyoverthecourseofthevoyage.Experiencehasshownthat ventilationcanbeeffectiveinremovingmoisturefromacargoholdiftheoutsideairisatleast 3ºCelsius(C)belowthetemperatureofthecargostowage.

6.5.3 Inordertousethe3ºCelsiusRule,thetemperatureofthecargoshouldbeobtainedaccurately duringloading.Thisprocessmightinvolvetakinganumberoftemperaturereadingswithincargo loadedintoeachholdinordertoestablishanaccuratetemperatureforthecargoineachhold. Duringthevoyage,areadingfromthedry-bulbthermometerintheboxonthebridgeshouldbe takenbythecrewduringeachwatchandthencomparedwiththecargotemperaturesforeachhold establishedduringloading.Therefore:

(1) ifthetemperatureoftheoutsideairis3ºCbelowthecargotemperatureforanyhold,that holdshouldbeventilated;conversely;and

(2) iftheoutsideairisnot3ºCbelowthecargotemperatureintheparticularhold,thathold shouldnotbeventilated.

6.6 When to ventilate—Rules

6.6.1 Dew Point Rule.Ventilatewhenthedew-pointoftheoutsideairislowerthanthedewpointof theairinthehold.

6.6.2 3º Celsius Rule.Ventilatewhenthedew-pointoftheoutsideairisatleast3ºCbelowthe temperatureofthecargotakenduringloading.

6.7 Systems of ventilation

6.7.1 Ingeneral,therearethreemeansofventilationforshipboardcargoes:

(1) Natural ventilation.Thenaturalairventilationofcargoholdisthemostbasicmeans.This canbesupplementedbymodifiedmechanizedaircirculationsystems.


(2) Temperature control system.Atemperaturecontrolsystemofcirculatingairwithin insulatedcargohold.

(3) Mechanical ventilation.Theprincipleofmosttypesofshipboardmechanicalventilationisto replacethewarmairinthecargoholdwithcolderambientair.

6.7.2 Forvoyagesfromwarmertocolderclimaticregions,naturalventilationmaybeinsufficientforthe carriageofsteel.Vesselscarryingsteelcargoesshouldbeequippedwithaproperfunctioning mechanicalventilationsystemwithsufficientcapacityofbetween15–25airchangesperhour (calculatedundertheassumptionthatthecargoholdisempty).Furthermore,allfansneedtobechecked toensurethattheyrunproperlyinthecorrectdirection.Wherethevesselisnotfittedwithfixed mechanicalventilation,thevesselownermaythenconsidersupplyingandusingportableblowers, ifnecessary.

6.8 Ventilation of steel cargoes

6.8.1 Itisimportanttonoteagainthatthegoalofventilationisnottocoolorheatthecargo.Ventilating dissipatesthenaturalbuildupofwatervaportominimizethedifferencesintemperaturebetweenthe airintheholdandvessel’ssteelstructuretopreventcondensationbuilduponthevessel’ssteel partsinthecargohold.

6.8.2 Theperipheryofthecargostowedisdirectlyinfluencedbythepassingofthecoolerventilationair, willbecomecooleraswell.Thisprocessalsoreducesthedifferenceintemperaturebetweenthe cargoandvessel’ssteelstructure.Consequently,theperipheryofthestowedcargobecomesdryer andcoolerresultinginmoisturemigrationfromthecentertowardstheboundaryofthestowedcargo. Itshouldbenotedthattheefficiencyofmechanicalventilationdoesnotalwaysconsistentlyventilate throughoutaloadedcargohold.Thisshouldbetakenintoconsideration,particularlyifmechanical ventilationisapplied.

6.8.3 Whentheweatherconditionsandthedewpointarewithinacceptableparameterstoventilate,the hatchescanbeopenedduringthevoyagetoallowappropriatesurfacecoolingbutonlywhensea conditionsaresufficientlybenign.Ifpossible,thistypeofventilationshouldalsobecarriedoutin portuntilcompletionofcargoloadingordischarging.

6.8.4 Duringperiodsofinclementweather,stepsshouldbetakentopreventrainandsprayfromentering thecargospaces.Thismayinclude,ifnecessary,suspendingventilationuntilconditionsimprove. However,duringrainorfog,ventilationcanbecontinuedaslongasthedewpointtemperatureof theambientairislowerthanthedewpointtemperatureoftheairinsidethehold.Anysuch conditionsandactionstakenshouldberecordedintheDeckLogBookandinthe“Remarks”section oftheHumidity-Temperature-CargoVentilationRecordBook(seeSection 6.9.1(2)).


6.8.5 Ventilationcanbedoneatnightifthereadingsindicatethatventilationisappropriatebearingin mindthatambienttemperaturesareusuallyloweratnight.Therefore,theriskofdevelopingship sweatismorelikelyduringthehoursofdarknesssoventilationmaybecontinuedifconditions permit.Ifventilatingatnight,thecrewshouldbeparticularlydiligentatmonitoringtheweather conditionsassetforthinSection 7.2.1.

6.8.6 Inadditiontoventilatingthecargoholds,itisimportantthatcargoholdsinspectionsareregularly made,preferablyasoftenasonceaday.Thisneednotnecessarilyinvolvedirectentryintothecargo holds.Forexample,shipsweatmaybeseenformingontheundersideofmanholecovers.Insuch instances,andespeciallyatnight,thecargoshouldbeventilatedirrespectiveofthe”DewPointRule” or“3ºCelsiusRule”(seeSection 6.6),weatherpermitting.

6.8.7 Vesselswithnaturalventilationsystemsshouldbeequippedwitheitherpermanentorportablecargo holddehumidificationsystemsthatareabletoremovethemoisturefromtheholdsbeforeany condensationshouldoccur.Additionaldehumidifiersshouldbeconsideredifthevesseliscarryinga highvaluesteelcargosuchassteelcoilsorotherfinishedsteelcargoes.

6.9 Cargo humidity and ventilation testing: Example of best practices

6.9.1 Duringthevessel’svoyage,thecrewshouldobtainregularventilationreportsusingthefollowing basicprinciplestodetermineifventilationisrequiredandfavorable.Applyingthegoodpracticeof takingrecordsinadailylogduringcarriageisaneffectivemeasuretohelpestablishthatthevessel ownerhasappliedprudentpracticestoprotectthecargofromunnecessarydamage.Someexamples ofbestpracticesare:

(1) Temperature readings.Wet-bulbanddry-bulbtemperaturereadingsofeachholdandthe outsideairshouldbetakenatleastonceawatch.Whenthewetanddry-bulbtemperatures areknown,thedewpointisascertainedfromthescaleasshowninTable 6.1.Itis importantthat:

(i) theoutsideaircontrolpositionthermometershouldreadnearthebridge.Itshouldbe exposedtotheweatherinopenair,butoutofcontactwithdirectsunlight,reflected heat,exhaustventilatorsoranyotherheatsource;

(ii) thethermometersintheholdshouldbewavedintheairvigorouslyforafewmoments untilthetemperatureofthewet-bulbremainssteady.Falsetemperaturereadingsmay beobservedifthisapproachisnotfollowed;

(iii) itisalsogoodpracticetotakeoriginaltemperaturereadingspriortocommencement ofthevoyageasabenchmarktomakingfurtherreadingsduringthevoyage;and


(iv) readingsoftherelativehumidity/dewpointshouldberecordedpriortoloading whentheholdisemptyandthenagainwhenthecargoholdisfullpriorto departure.Therelativehumidityshouldbekeptbelow40%.Ifthatisnot possible,therelativehumidityshouldbemaintainedbetween40-60%.However, therelativehumidityshouldbenomorethan60%,thepointwheretherisksof heavyoxidationandcargocorrosionaremorelikelytooccur.

(2) Entry of cargo hold temperature into the Cargo Record Book.Oncethetemperatures havebeenmeasuredandthedewpointofallcargoholdsandthecontrolpositionhas beenascertained,theinformationshouldbeenteredintothevessel’sHumidity- Temperature-CargoVentilationRecordBookasshowninTable 6.2.

(3) Entries into the Humidity-Temperature-Cargo Ventilation Record Book.Underthe heading“VENTING”,indicate“Yes”or“No”asthecasemaybe.Under“GENERAL REMARKS”,itisimportanttoindicateeventssuchasanyreasonsfornotventilating, timesofopeningandclosingofhatches,timesofoperatingmechanicalventilation systemsifthevesselisfittedwithsuchequipment,orusingportableventilation equipment.Under“WEATHERCONDITIONS”,briefremarksshouldbeprovidedon weatherconditionsovera24-hourtimeperiodparticularlyifthereareperiodsofrain, fog,heavyseas,waterorsprayonthedeckand/orhatches,etc.

6.9.2 Assteelisanon-hygroscopiccargo,thefollowingshouldbeconsideredwhentransitingbetween warmerandcolderclimates.

(1) When transiting from warmer to colder climates.Thelikelihoodofthedevelopmentofship sweatishigh,thereforeventilationwilllikelybeneeded.

(2) When transiting from colder to warmer climates.Ventilationwillnotnormallyberequired. However,cargosweatcouldoccurifwarmaircomesintocontactwithacoldersteelcargo. Therefore,cargoholdscontainingsteelcargoesshouldbesealedattheloadportand remainsealedduringthecourseofthevoyageuntildischarge.


Dry-BulbTemperatures(°C) Difference Between Wet-Bulb and Dry-Bulb Temperatures (°C)

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

-20 -20 -33

-18 -18 -28

-16 -16 -24

-14 -14 -21 -36

-12 -12 -18 -28

-10 -10 -14 -22

-8 -8 -12 -18 -29

-6 -6 -10 -14 -22

-4 -4 -7 -12 -17 -29

-2 -2 -5 -8 -13 -20

0 0 -3 -6 -9 -15 -24

2 2 -1 -3 -6 -11 -17

4 4 1 -1 -4 -7 -11 -19

6 6 4 1 -1 -4 -7 -13 -21

8 8 6 3 1 -2 -5 -9 -14

10 10 8 6 4 1 -2 -5 -9 -14 -28

12 12 10 8 6 4 1 -2 -5 -9 -16

14 12 12 11 9 6 4 1 -2 -5 -10 -17

16 16 14 13 11 9 7 4 1 -1 -6 -10 -17

18 18 16 15 13 11 9 7 4 2 -2 -5 -10 -19

20 20 19 17 15 14 12 10 7 4 2 -2 -5 -10 -19

22 22 21 19 17 16 14 12 10 8 5 3 -1 -5 -10 -19

24 24 23 21 20 18 16 14 12 10 8 6 2 -1 -5 -10 -18

26 26 25 23 22 20 18 17 15 13 11 9 6 3 0 -4 -9

28 28 27 25 24 22 21 19 17 16 14 11 9 7 4 1 -3

30 30 28 27 26 24 23 21 19 18 16 14 12 10 8 5 1

Table 6.1: Dew Point Table


Table 6.2: Humidity-Temperature-Cargo Ventilation Record Book

VesselName:M/V__________________________

Date Time Outside Air Hold No.: __________________ Hold No.: __________________ Venting(Y or N)

Sea Temp Remarks

Wet-Bulb Dry-Bulb Dew Point Wet-Bulb Dry-Bulb Dew Point Wet-Bulb Dry-Bulb Dew Point

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

0000

0400

0800

1200

1600

2000

Averagecargotemperatureatloading:________C/FMaster’sSignature/Date:_______________________ChiefOfficer’sSignature/Date:_____________________________


7. Precautions during loading, transit and discharge

7.1 Objectives: To ensure that proper precautions and protective actions are taken during: (1) the loading of steel cargoes onto the vessel; (2) the carriage of steel cargoes by the vessel; and (3) the discharging of steel cargoes from the vessel.

7.2 Cargo operations procedures

7.2.1 Weather monitoring (load port, transit and discharge port).

7.2.1.1 Inclement weather during cargo operations. Vesselownersshouldbemindfulofthetasks tobeperformedifinclementweatherisexperiencedduringcargooperations.Such preparationsshouldincludeallowingforsufficienttimetofullyclosethecargohatchcovers beforetheonsetofprecipitation,topreventdamagetothesteelcargoes.

7.2.1.2 Weather watch keeping prior to and during cargo operations. Whenthecargohatchcovers areopen,thecargomaybeexposedtopotentialinclementweatherconditions.During loadinganddischargingoperations,theMasterandcrewmembersondutyshouldmonitor weatherconditionsthatmayrequiretheclosingofthecargohatchcovers.Meansof monitoringincludevisualobservation,shipboardradarandviatheinternetonlocal meteorologicalsitesthatshowshoweractivityonactualradar/satellitepictures.“Rain letters”alone,issuedatthedischargeport,maynotbesufficientandshouldbe supplementedwithadditionalsources.

7.2.1.3 Hatch cover and crane are operation. Priortoloadinganddischargingoperationsforsteel cargoes,theMasterandcrewshoulddeterminewhetherthehatchcoversandcranesarein goodworkingorder,ifthelatteraretobeusedincargooperations(asspecifiedin Section2.3).Thecrewshouldbefullyawareoftherequiredclosingtimeforeveryhatch coverpriortothecommencementofcargooperations.

7.2.1.4 Use of tarpaulins.Tarpaulins(raintents)canbeconsideredasanadditionalmeasureof cargoprotection.Ifused,tarpaulinsshouldbeproperlyshapedandsizedfortheirspecified useotherwisetheireffectivenessmaybelimited.

7.2.1.5 Weather monitoring during the voyage. Ifhatchcoversareopenedduringthevoyageto ventilatethecargo,changesintheatmosphericweatherconditionsaswellasseastate conditions,mayleadtotheingressofseawatersprayintothecargoholdsorthroughthe


vessel’scargoventilators.Seastateandweatherconditionsshouldberegularlymonitored toensurethathatchcoversareclosedandventilationissuspendedifnecessaryuntil weatherandseastateconditionspermit.

7.2.1.6 Whencargoesareloadedduringwetorhumidconditions,itshouldbeanticipatedthatthe cargoescanbemoistorwet,therebyincreasingthemoisturelevelinthecargoholdand riskofcondensationduringthevoyage.

7.2.2 Stevedore monitoring (load port and discharge port).

7.2.2.1 Duringloadinganddischargeoperations,theMasterandcrewshouldbeawareofthe particularrisksassociatedwithstevedores’loadinganddischargingofsteelcargoes,such as,butnotlimitedto:

(1) roughorimproperhandlingofsteelcargoproductsthatcanleadtophysicaldamages;

(2) theloweringandliftingofheavyslingsofsteelcargoshouldbemonitoredtoensure thatcargoisproperlyhandled;and

(3) improperplacementofconsignmentsofsteelcargoassociatedwiththecargoholdand dunnageconfigurationsbynottakingintoaccountproperdunnage,stowageand lashingprinciplesassetforthinSections 4and 5.

7.2.2.2 TheMastershouldconsiderholdingapre-load/pre-dischargemeetingwiththestevedore’s foremanand/orthesupercargoassignedbythechartererorshipperinthepresenceofany inspectorsandsurveyorsto:

(1) agreeonaproceduretobeadoptedifthereisathreatofrain.Ifthevessel’scranes arebeingusedtoloadordischargecargo,itisimportanttopreventstevedoresfrom abandoningtheirstationsandleavingbundledcargohangingonacranewireorwithin aholdthuspreventingthecrewfromclosingthehatchcovers;

(2) ensurethatstevedoresload/dischargecargoinauniformmannerthroughoutthehold andnotleavehighpilesofcargointhewingsandholdcornerswhichmaythen collapse,whichnotonlydamagesthecargo,butwouldalsopresentariskofinjuryto peopleworkingintheholds;

(3) communicatethatinthecaseoframpantpilferageincertainportsbystevedoresand/ orotherunauthorizedpersonsinthevessel’sholds,theMasterwillbeobligedto suspenddischargeandclosethehatchcovers;


(4) obtainacopyofthecargomanifesttofamiliarizethecrewwiththedetailsofthe cargoestobeloaded.Thisshouldbediscussedwithsupercargoandthestevedore foremanregardingtheirplansforcargostowage,dunnage,lashingand/orsecuring,as wellasthevessel’srequirements,safetyregulationsandanyadditionalconcerns,if applicable;and

(5) toensuretherearesufficientmeansofcommunicationbetweentherelevantport authority,thesupercargo,stevedores,thetallymanandsurveyorsasneeded.

7.2.2.3 TheMastershouldconsiderstationingcrewmembersatkeylocationsduringcargoloading ordischargeoperationstovisuallymonitorthestevedores’activities.Crewmemberson cargooperationdutiesshouldbestationedatthefollowingareas:

(1) embarkationanddisembarkationpointsforstevedoresandsurveyorstoprevent againsttheftandpilferageofcargo;

(2) aboveeachandeverycargoholdwherecargoloadingordischargeoperationsare underwaywherebybeingabletovisuallyscanandobservetheactivitiesofall stevedoresandsurveyorsworkinginthecargoholds;and

(3) anyotherlocationswherecargomaybeloadedontoordischargedfromthevessel, wherestevedoresareengagedincargooperations,orwhereanyothervisiting non-crewpersonnelareallowedaccess.

7.2.2.4 TheMasterandcrewshouldhaveprocedures,recordanddocumentanyincidents,suchas thosespecifiedinSection 7.2.2.1.Intheeventofsuchincidents:

(1) thecrewshouldnotifytheMasterand/orofficeronwatchofanyandallobserved activitiesofconcernbythirdpartiesaboardvessel;

(2) theMasterorofficeronwatchshouldlogthedetailsoftheincidentsinthevessel’s CargoLogBookand/orinsomeothercontemporaneouswrittenrecord;

(3) theMasterand/orofficeronwatchshouldcollectallrelevantevidenceaspracticableto bekeptasarecordoftheincidentsuchasfilm,pictures,statementsfromwitnesses andphysicalevidenceoftheincident;

(4) theMastershouldensurethattheMate’sReceiptclearlystatesthedetailsofthe apparentconditionofthecargo,includingdetailsofanydefectsordamagestothe steelcargouponloading(i.e.priortoarrivingaboardthevessel),etc.;and


(5) theMastershouldissueprotestletterstothechartererand/orcargoreceiverif stevedoresdonotload,stowordischargethecargoasinstructed.

7.2.3 Surveyor monitoring and interaction (load port and discharge port).

7.2.3.1 Itisrecommendedthatvesselownersarrangeforindependentsurveyorstoensureproper careofthecargopriortoloading,duringloading,stowageanddischargeofthecargoand conductproperprecautionarysurveys,asappropriate,toprotectthevesselowner’sinterests (seeSections 10.2 through10.5).

Vesselownersarestronglyencouragedtoconductsteelpre-loadsurveys asperClub Circular No. 23/14,Steel cargo pre-load surveys: An updatedatedAugust11,2014.TheAmerican Clubwill,inallcases,makea50%contributiontowardthecostofsuchsteelpre-load surveys.Furthermoreshouldacargoclaimariseinconnectionwiththevoyageinquestion, thecostofthesteelpre-loadsurveywillbeappliedtowardstheclaimsfilecostforthat matter,subjecttoanyapplicabledeductible.

7.2.3.2 Thecredentialsandidentificationofanycargosurveyorwhoarrivestoperformthesteel cargosurveysshouldbecheckedandverifiedbeforetheirworkisallowedtocommence. Identificationcardsandthegangwaylog,aspertherequirementsofregulationA.7.2.3of theInternationalShipandPortFacilitySecurity(ISPS)Code,canbeusedtoidentifythose personswhohavebeenaboardonbehalfofcargooperationsifacargoincidentorclaim shouldarise,shouldthisinformationbenecessary.

7.2.3.3 Thevessel’sMaster,chiefofficerandanyothercrewresponsibleformonitoringcargo operationsshouldbeawareofthespecifictaskstobeperformedbytheindividual surveyor(e.g.tally,stowage,etc.).Thescopeofworktobeperformedbythesurveyor shouldbecommunicatedinwritinganddiscussedpriortotakingonhisdutieswiththe vessel’sMasterand/orofficeronwatch.

7.2.3.4 Thecrewshouldregularlymonitorandensurethatforeachsurveyor,thattheyperform onlythosetasksthatstaywithinthescopeoftheirsurveyor’sattendancethatmayinclude, butnotnecessarilylimitedto:

(1) thepre-loadsurveyofsteelcargoassetforthinSection 8.4;

(2) thepropertallyingofthenumberofsteelcargoconsignmentscomingaboardthevessel;

(3) avisualsurveyofallsteelconsignmentscomingaboardthevesseltoensurethey areundamaged;


(4) checkingthatcargoisproperlystowedastocharterer’sorshipper’sinstructions,aswell astheconditionandhandlingbystevedoresofindividualconsignmentsofcargowhile beingstowed;

(5) monitoringandattendanceofanyothersurveyorinstructedbycargointerests, charterersorthirdparties;and

(6) conducingadraftsurveybeforeandaftercargooperations.Itisimportanttonotethat draftsurveysarenotallowedincertainports.Vesselownersshouldcheckwiththe localagentinadvanceofarrivaltotheloadordischargecargotoascertainwhether draftsurveysareallowed.

7.2.3.5 Thecrewshouldrefrainfromengagingindiscussionsorconversationswithanyattending surveyoronbehalfofcargointerestsorcharterersifacargoclaimhasbeenalleged.Any suchcommunicationsshouldberestrictedthroughonedesignatedindividual,preferablythe attendingsurveyorforthevessel.

7.2.4 Hatch covers and cranes operability (load port, transit and discharge port).

SeeSections 2.3, Hatch covers, cranes, and ventilation and other systems and 7.2.1.3.

7.2.5 Pre-arrival of cargo to the vessel (load port).

SeeSection 8.3, Condition of cargo upon arrival onboard the vessel.

7.2.6 Cargo monitoring (load port, transit and discharge port).

7.2.6.1 Duringthevoyage,regular,periodicinspectionofthecargoholdsandcargoshouldbe carriedoutwhenpossibletakingintoconsiderationthefollowing:

(1) performchecksthatfocusupontheconditionofthestow,iflashingsremaintight,the holdaircondition(shiporcargosweat)andpossiblesignsofwateringressthrough hatches,bilgewellsorpipeworkthatpassesthroughthehold.

(2) checkthestowedsteelcargoeswithinand/orat24hoursafterdeparturefromtheload porttoensurethecargoeshavenotshiftedorlashingshaveloosened.Asaruleof thumb,mostsettlingofthecargowillhaveoccurredwithinthistimeperiod;

(3) checktoensurethatthecargoisproperlysecuredandlashedpriortoanyencounters withinclementweatherand,whendeemedsafebytheMaster,afterclearingfromthe inclementweather;and


(4) rememberthatsafetyisalwaysthefirstpriorityincludingthesafetyconsiderationsas setforthinthecompany’sSMSandfurtherconsiderationsassetforthinSection 2.6.

7.2.6.2 Thecrewshouldcheck,assafelyandreasonablypracticable,thatthecargoremains securedandthatlashingshavenotloosenedduringtransit.Iflashingshaveloosened,they shouldbesecuredaspercharterer’srequirementsifitcanbedonesosafely.

7.2.6.3 Whilethevesselisintransit,thecrewshouldtakedailysoundingsofthebilgetanks,pump thebilgetanksasnecessary,andrecordtheweatherandseaconditionsforthedurationof timethatthecargoremainsonboardthevessel.


8. Cargo surveying

8.1 Objectives: To utilize qualified third party surveyors to properly, efficiently and effectively represent the interests of the vessel owner in the performance of survey duties prior to loading, during loading, stowing and discharging of steel cargo consignments.

8.2 General

8.2.1 Vesselownersshouldensurethatthesurveyorshiredontheirbehalfareproperlyqualifiedandare givenspecificdetailedinstructionsregardingthedutiestheyaretoperform.SeeSection 7.2.3for additionalguidanceoninteractingwithandmonitoringtheactivitiesofthecargosurveyor(s)while onboardthevessel.

8.2.2 Responsibilityforproperlyloading,stowing,dunnagingand/ordischargingthecargoisdependent uponthetermsoftherelevantcontract(s)ofcarriage,suchasthegoverningcharterpartyand/or bill(s)oflading.Accordingly,thescopeofappointmentandattendanceofthesurveyoris dependentuponwhethersuchresponsibilitiesliewiththevesselowner,thechartererorthe shipper.Thefollowingprovisionsshouldbereadinthiscontext.

8.3 Condition of cargo upon arrival onboard the vessel

8.3.1 Theconditionofthecargo,whenpresentedforloadingonboardthevessel,shouldbethoroughly inspectedanddocumentedcontemporaneously.Steelcargoesfrequentlyexhibitsomerustingor physicaldamageanditisstronglyrecommendedthatapre-loadsurveyisperformedonthecargo priortoitsbeingloadedonboardinordertoestablishtheactualloadedconditionofthecargoand protectagainstanypotentialcargoclaimsbroughtbycargointerestsagainstvesselinterests.

8.3.2 Itisrecommendedthatthefollowingstepsshouldbetakenbythevessel’sofficersandcrewbefore thecargoisloadedonboard:

(1) conductapre-shipmentinspectionofthecargopriortoandafterloadingtocheckforany pre-shipmentdamages;

(2) makeanoteofthelocationandtypeofstorageareaprovidedforthecargo,andthe weatherconditionstowhichthecargohasbeensubjectedwhileinstorage;

(3) makenoteofthecargopackagingandpackagingdefects,ifany;

(4) ifthecargoisloadedinverylowtemperaturesandtobeshippedtowarmerclimates,the Mastershouldmakeanoteofthispointandoftheambienttemperaturesduringloading (seeSection 6.9.1(1)).Itis,inanycase,prudenttorecordambienttemperaturesduringloading;


(5) noteanyatmosphericcorrosionobservedonthecargo;

(6) continuouslymonitortheloadingofcargo;

(7) ensurethatanyremarksregardingphysicalcondition,quantity,typeand/ormisdescription ofthesteelcargoisproperlyreflectedonanyMate’sReceiptsand/orbillsoflading;

(8) inadvanceoftheirarrival,ascertainpreciselywhichpersons/thirdparties,suchas surveyors,supercargo,etc.,willbeattendingthevesselduringloadingoperationsand thatappropriateprotocolsregardingtheirattendancesbeagreedtoensuresafetyand securityofthevessel;and

(9) continuouslymonitorthepre-loadsurvey.

8.4 Vessel and cargo surveying prior to and during loading

8.4.1 AsperClub Circular No. 23/14,Steel cargo pre-load surveys: An updatedatedAugust11,2014,the AmericanClubhassetforthrequirementsforthetypesofsteelcargoessubjecttothemandatory pre-loadsurvey.Thiscircularwasissuedtominimizetheriskofexposuretosuchclaimsby requestingMemberstoappointanexperiencedsurveyorattheport(s)ofloadingandtoconducta precautionarypre-loadsurveyinorderto:

(1) assisttheMasterinrecordingtheapparentconditionofthecargopriortoloadingsothat, whereappropriate,Mate’sReceiptsandbillsofladingcanbeclausedaccuratelyand correctlyasnecessary;and

(2) verifytheconditionofthevessel’scargohatchcoversandotheropeningsinwayofthe holdspaces.

8.4.2 Wheninstructingasurveyortoconductapre-loadsurvey,thevesselownershouldconsiderthe following,bothpriortoandaftertheloadingofcargo:

(1) beforeloading,surveyorsshouldnotethelocationandtypeofstorageareaprovidedfor thecargoandtheweatherconditionstowhichthecargohasbeensubjectedwhileinstorage;

(2) surveyorsshoulddescribethecargopackagingandanypackagingdefects,ifany;

(3) ifcargoistobeloadedinverylowtemperaturesandtobeshippedtowarmerclimates, thesurveyorshouldmakeanoteofthispointandrecordtheambienttemperatures duringloading(seeSection 6.9.1(1));

(4) thesurveyorshouldnoteanyatmosphericcorrosion;


(5) thesurveyorshouldassisttheMasterandchiefofficertoreviewthecargomanifest, stowageplan,dunnage,lashingandsecuringasproposedbythechartererorshipper,and attendanymeetingwiththesupercargo,chartering,shippingagentandstevedoreforeman, ifpossibleandasnecessary;

(6) thesurveyorshouldassisttheMasterandchiefofficertoensureeffectivecommunications withtheportauthority,supercargo,charterers,shippersand/orstevedorestoaddressany problemsastheymayarise;

(7) thesurveyorshouldcontinuouslymonitortheloadingofcargo;

(8) thesurveyorshouldconfirm/witnessthattherearenodefectsinsecuringandlashingof cargo.Shoulddefectsbefound,theyshouldbebroughttotheattentionofthevessel’s Master,thechartererand/orshipper,andsupercargoforconsiderationand/orsuitable action;and

(9) shouldcargobefoundtobedamaged,thesurveyorshouldbringthedetailsandevidence ofthedamagestotheattentionof:(1)theMaster;(2)thechartererand/orshipper; and(3)thetallymansoastoagreetoacceptrelevantlyclausedMate’sReceipt(s)and bill(s)oflading(seeSections 7.2.2.4(4) and 9.2.3);

(10) silvernitratesolutiontestingshouldbeperformedbysurveyorsonthecargopriortoand duringloadingasshowninFigure 8.1.Particularattentionshouldbemadetotestingof cargoesthataretransportedintothestoragefacilitiesfromdifferentlocationsandif transportedduringtimesofinclementweather;

(11) thesurveyorshouldinspectthePhytosanitaryCertificate/InternationalStandardsFor PhytosanitaryMeasures(ISPM)markingsonthedunnagematerialstobeusedforthe cargotoensureallisinorder;

(12) thesurveyorshouldchecktoensurethatthevesselhasthecorrectequipmentandfittings onboardandthatproceduresareinplaceformonitoringandrecordingthestatusofthe atmosphereinthecargoholds;

(13) allsurveyorsshouldtakenumerousphotographs,bothwideviews,andcloseupviews, ofanyitemofinterestofthevessel’scargoholds,hatchcovers,ventsandrelatedfittings, etc.Photographsshouldbetakenofeachtypeofsteelcargotobeloaded,includingthe labelsandmarkingsofeachtypeofsteel,incloseupsothatthewordingcanberead, andalsoinwideviewsothemethodofsecuringthelabeltothecargo,canbeseen;


(14) photosshouldbedateandtimestamped.Forcloseupphotos,theholdnumbershould bewritteninchalkoronasmallpieceofpaperwithinthephotoframe,sothatthe locationofthecargoshowninthephotocanbeeasilyidentified;and

(15) whenphotosareprovidedwiththereport,eachoneshouldcontainanarrativeexplaining whatisshowninthephoto.

8.5 Condition of the cargo hold, hatch covers and ventilation system

8.5.1 Thesteelpre-loadsurveyisonlyoneofseveralprotectivemeasurestobeimplementedtoprevent steelcargoclaims.

8.5.2 Thewatertightintegrityofthevessel’shatchcoverstoprotectagainstwateringressintothecargo holds,andaproperlyfunctioningventilationsystemtocontrolthecargoholdhumidityduringthe voyagearealsoessentialtoavertorminimizetheriskofcargoclaimscausedbyseawateringress wetnessand/orcondensationdamage.

8.5.3 Withthisinmind,thevesselownershouldrefertotheattachmenttoClub Circular No. 23/14,Hatch cover, ventilation, ballast and bilge system checklist for steel pre-load surveys prior to loading steel cargoes.

8.6 Cargo stowage and lashing

8.6.1 Theattendingsurveyorshouldmonitorcargoloadingoperationstoensurethatthecargois properlystowedwithdueconsiderationtoadequate/sufficientdunnaging.Thestowshouldhave unobstructedventilationchannelsifandasinstructedbythechartererorshipper.

8.6.2 Thesurveyorshouldalsoconfirmthatthecargo:

(1) isnotindirectcontactwithvessel’ssteelstructure;

(2) isstowedwithsufficientoverheadspacetoavoidanyrestrictionofventilationair;

(3) hasbeenproperlyloadedanddunnaged;

(4) isstackedinstableconditiontopreventshiftingorcollapsingduringthevoyage;and

(5) islashedandsecuredinaccordancewiththevessel’sCargoSecuringManualasrequired bytheCSSCode.

8.6.3 Thesurveyorshouldmonitorandensurethatthecargoisproperlyhandledbystevedoresaccording totheapprovedstowageplanandsecuringandlashingarrangements.


8.7 Cargo condition: pre-load and aboard the vessel

8.7.1 Theattendingsurveyorand/ortheirdesignatedrepresentativesshouldcontinuetomonitorand recordtheconditionofthecargoasitcomesonboardandduringitshandlingbystevedoresin ordertoreject,onbehalfofthevesselowner,anyconsignmentsthatarevisiblydamaged.

8.7.2 Thesurveyorshouldissuehisobservationsandrecommendationsconcerningthecargo’scondition forinclusionintotheMate’sReceipttotheowner’ssurveyor.

8.7.3 Ifanysuchobservationofdamagedcargobeingloadedoranyrecommendationsconcerningcargo conditionareignoredbycargointerestsortheirservants/representatives,thevesselowner,in coordinationwiththeattendingsurveyorshouldprepareandissueaLetterofProtesttodocument theseeventsandcircumstances.Thesurveyorshouldalsoincludesucheventsandcircumstancesin anypre-loadsurveyrequesttobeissued.

Figure 8.1 | Silvernitratetestingofsteelrebarbundledwithsteelwire.


9. Charter party and bill of lading considerations 9.1 Objectives: To ensure that the relevant transport documentation is prepared in a manner that either averts or minimizes the vessel owner’s potential exposures and risks associated with the carriage of steel cargoes.

9.2 Charter party considerations

9.2.1 General.ThemostprevalentsteelcargodamageclaimshavebeenpresentedinTable 1.2that includerust/condensationdamage,shortages,roughhandlingandshiftingofcargoduringthe voyage.Improperlashing,securing,dunnagingand/orstowingsteelcargoesarealsocommon causesofcargoclaims.

9.2.1.1 Inordertobestprotectitsinterests,thevesselownershould,asamatterofgenerally acceptedbestpractices,ensurethatthegoverningfixtureorcharterpartyisappropriately wordedtoallocatetherisksandresponsibilitiesofproperlyloading,stowing,dunnaging and/ordischargingthecargouponthecharterer,andthatthefixtureincludessufficient wordingstoprotectandpreserveanyrightsofindemnityorcontributionfromcharterer forthebreachofanysuchresponsibilities.Inthecaseofasub-charter,thedisponent ownershouldalsomakebesteffortstodoso.

9.2.1.2 Forexample,Clause8ofastandardNewYorkProduceExchangeForm(NYPE)formcharter partyprovidesforandallocatestheriskandresponsibilityofloading,stowing,dunnaging anddischarginguponthecharterer.However,ifClause8isamendedwiththewords“and responsibility”,theriskandresponsibilityforthesetasksmayshifttothevesselowner. Suchanamendmentwouldhavesignificantimpactuponthevesselowner’sriskexposure whencarryingsteelcargoesoranyothercargodestinedforjurisdictionswherecargo claimsareprevalent.

Itshouldbenotedthattheremaybesomedistinctionastojusthowmuchsignificance attachestothisamendmentinEnglandversustheUnitedStates,wherecourts/arbitrators inthelatteraremoreinclinedtorequiresomethingmorethanjusttheadditional language“andresponsibility”inordertoshiftliabilitytothevesselowner. AlsoseeSection 9.2.1.5regardingtheInter-ClubAgreement.

9.2.1.3 Ifthevesselisvoyagechartered,thewords“FreeInOutStowedandTrimmed”, abbreviatedto“F.I.O.S.T”--wherebythevesselownerisnotresponsibleforthecosts ofloading,unloading,stowageand/or,trimming--shouldbeused,ifpossible.


9.2.1.4 Wheneverpossible,especiallyinthecontextofbulkcarriersbeingusedtocarrysteel cargoesalongwithgeneralorothermixedcargoes(e.g.baggedcargoes,containers,etc.), itisrecommendedthatthevesselownerdothefollowing:

(1) askthecharterertoidentifythespecifictypesofcargotobecarriedbefore concludingthecharterparty;

(2) stateinthecharterpartythatthevessel’sLoadingManual,CargoSecuring Manualandclassificationsocietyrequirementsaretobestrictlyadheredtoby thecharterer;and

(3) requestthecharterertoprovideafulllistofcargoes,thestowageplan,and thelashingandsecuringplanforreviewpriortothevessel’sarrivalatthe loadingport.

9.2.1.5 Inter-Club Agreement.Anotherconsiderationduringthecharterpartydraftingand negotiationphaseistheincorporationoftheInter-ClubNewYorkProduceExchange Agreement(ICA)wordingtothefixture.TheICAhasprovidedarelativelysimple mechanismforpromptlyandfairlyapportioningliabilityforcargoclaimsarisingundera NYPEFormtimecharteragreement.Anyamendmentsthatalterthevesselowner’srisk andresponsibility,suchasadding“andresponsibility”toClause8oftheNYPEForm charterparty,canincreaseavesselowner’scargoclaimsexposureevenundertheICA. ThefollowingisabriefsummaryofthekeycomponentsoftheICAasitrelatesto allocationofliabilityforcargoloss/damageasbetweenthevesselownerandcharterer.

(1) Claims arising out of unseaworthiness, and errors in navigation or management of the vessel.Theseclaimswillgenerallybeallocated100%for theaccountofthevesselownerunlessthevesselownerprovesthatthe unseaworthinesswascausedbyloading,stowage,lashing,dischargeorother handlingofthecargo,inwhichcaseliabilitywillbeallocatedasper(b)below.

(2) Claims arising out of loading, stowage, lashing, discharge, storage or other handling of cargo.Theseclaimswillgenerallybe100%fortheaccountof chartererunlessthewords“andresponsibility”orsimilarlanguagehasbeen addedtoClause8,inwhichcaseliabilitywillbeallocated50%-50%as betweenvesselownersandcharterer,exceptwherethechartererprovesthat thefailuretoproperlyload,stow,lash,dischargeorhandlethecargowas causedbyunseaworthinessofthevessel,inwhichcaseallocationwillagain beallocated100%tothevesselowner.


TheICA,byitsterms,doesnotapplywherethecargoresponsibilityclausesin thecharterpartyhavebeen“materiallyamended.”Forpurposesofthis provision,theadditionof“andresponsibility”toClause8oftheNYPEisnot deemedtobea“materialamendment.”However,theadditionofthewords “cargoclaims”atClause26oftheNYPEForm(1946or1993)orClause25of theAsbatimeForm(1981)willrendertheICAallocationofliabilityinapplicable.

(3) Claims for shortage/over-carriage.Suchclaimsaretobeallocated50%-50% asbetweenthevesselownerandchartererunlessthereis“clearand irrefutableevidence”thattheclaimarosefrompilferageoractorneglectof oneoftheparties(includingtheirservantsandsubcontractors),inwhichcase liabilitywillbeallocated100%tothatparty.

(4) All other claims.Liabilityforallotherclaimswilllikewisebeallocated50%-50% asbetweenthevesselownerandchartererunlessthereis“clearand irrefutableevidence”thattheclaimarosefrompilferageoractorneglectof oneoftheparties(includingtheirservantsandsubcontractors),inwhichcase liabilitywillbeallocated100%tothatparty.

(5) Additional points for consideration regarding application of the ICA.

• TheclaimundertheICAmayincludelegalandexperts’feesincurred indefendingthecargoclaiminthefirstinstance,butnotcosts incurredinmakingtheclaimundertheICAorseekingindemnityunder thecharterparty.

• Theunderlyingcargoclaimhasbeen“properlysettledorcompromised andpaid.”

• NoticeofClaimshallbemadewithin24months(36monthswherethe HamburgRulesarecompulsoryapplicable.)

• ThelatestversionoftheICAprovidesforthepostingofreciprocal securitybetweenthepartiestothecharterparty.

9.2.2 Jurisdiction and choice of law provisions.Mostcharterpartiesprovideforaspecificandexclusive disputeresolutionvenue,suchasarbitrationinLondonorNewYork.Suchprovisionsalsospecify theapplicablelawthatwillgovernsuchdisputes.Thedecisiontoarbitrateshouldnotbetaken lightlyanditshouldbedoneinaclearandunambiguousmanner,notjustinthecharterparty itself,butalsoinanybillsofladingtobeissuedinconnectionwiththeperformanceofthe charterparty.


9.2.2.1 Vessel owners should always remember to:

(1) ensurethatthebillsofladingmakeexplicitreferencetoandincorporatethe relevantcharterparty;

(2) obtainacopyofthecharterpartyincorporatedinthebillsofladingandplace itonfileassoonaspossibleafterloading;

(3) makeitarequirementthattimecharterersprovideacopyofanysub-fixture within7daysofbeingconcludedasotherwiseacopymaynotbeobtained laterifneeded;and

(4) physicallyattachacopyoftheincorporatedcharterpartytoeachoriginaland eachcopyofthebilloflading.

9.2.3 Delegation of the Master’s duty to issue bills of lading.Suchprovisionsmaybeapitfallforvessel ownersbecausewhensuchdutiesareassignedtothechartereroritsagent,acleanbilloflading maybeissuedbythechartererdespitetheexistenceofremarksintheMate’sReceiptswhichare inconsistentwithrespecttotheconditions,qualityand/orquantityofcargo.

9.2.3.1 Wheneverpossible,thevesselownershouldnotdelegatethisdutytobestprotectits interestsandavoidunnecessaryexposuretoapapercargoclaimthat,inessence,may accruebeforethevesselevendepartstheloadportlimits.Ifavesselownerordisponent ownerchoosestomakethecommercialdecisiontoincludesuchaterminitscharter partyagreement,itrunstheriskofprejudicingitsP&Icoverforcargoclaimsthatmay ariseinconnectionwiththatvoyage(seeSection 9.3.4).

9.3 Bill of lading considerations

9.3.1 Incorporation of charter party jurisdiction: Choice of law provision.Incorporateintothebillof ladingthedisputeresolutionand/orjurisdictionand/orapplicablelawprovisionsofthegoverning charterpartytopreservetheparties’consciousanddeliberatedecisiontoarbitrateand/orhaveall disputesunderthecharterpartyand/orunderthebillofladingsubjecttothesamelawand jurisdiction.Bydoingso,thevesselownerordisponentownercanpreservejurisdictional argumentswhichmayhaveaconsiderablebearingandinfluenceasto:

(1) howaparticularcargoclaimispresentedorprosecuted;

(2) theforuminwhichsuchclaimsaredefended,includinganyvesselarrestproceedings;and

(3) thesubstantivelawtogovernallsuchdisputes.


9.3.2 Bills of lading form.Wheneverpossible,billsofladingsshouldbeissuedontheCongenbill1994or 2007formorsimilar.ItisstronglyrecommendedthattheCongenbill1978formorsimilarshould NOTbeused.Otherwisethearbitrationclausemaynotbevalidlyincorporatedintothebillsoflading.

9.3.2.1 Wheneverpossibleanddependingonthearbitration/lawssetforthinthegoverning charterparty,billsofladingshouldhavethewords“LONDON/NEWYORK*ARBITRATION ENGLISH/U.S.LAW*APPLICABLEasperthecharterpartydated[dateinsertedhere],copy attached.F.I.O.S.T”typedonthefront,asrelevant.

9.3.2.2 AnexampleofanidealbillofladingisprovidedinAppendix 4.

9.3.2.3 Insomecivillawcountries,onlyphysicallyattachingacopyoftheincorporatedcharter partytoalloriginalandtoallcopiesofbillsofladingbeforetheirreleasewillensurevalid incorporationofthecharterpartyclausesincludingthelawandjurisdictionclauses.

9.3.3 U.S. Trade Clause – Incorporation of U.S. COGSA.Forshipmentsto/fromtheU.S.,vesselowners shouldconsidertheincorporationofaU.S.tradeclauseprovidingforapplicationoftheU.S. CarriageofGoodsbySeaAct(“COGSA”).COGSAcontainsapackagelimitationdefensethatis particularlywellsuitedforsteelcargoclaims.Manyofthecommonpackagingmethodologiesused forsteelshipmentsmaybedeemedCOGSA“packages,”e.g.,suchassteelcoils,bundlesofpipeor wire,etc.Bycontrastforthosesameshipments,othercargoreliabilityregimes,suchasHague-Visby, mayresultinlimitationvaluesthataresignificantlyhigher,oftenfarinexcessoftheamountofthe claim,duetotheweightofthecargo.Forshipmentsto/fromtheU.S.whereaU.S.TradeClause hasbeenincorporated,vesselownersmayfurtherconsiderincorporationofaU.S.jurisdiction clauseasU.S.courtsandarbitratorswillbemorefamiliarwiththeCOGSApackagelimitation defenseandarguablymoreinclinedtoenforcesame.

9.3.4 Potential prejudice to P&I coverage for cargo claims.Wheneverpossible,thevesselownershould ensurethatanydecisionsmadeinconnectionwiththecarriageofsteelcargoesdonotunnecessarily prejudiceavesselowner’sprotectionundertheP&Iinsurancepolicy.AllInternationalGroupofP&I ClubscontainprovisionsintheirP&Icontracttermswhichprovidethatcoverageforcargoclaims maybeprejudicedunderthefollowingcircumstances:

9.3.4.1 deliveryofcargotoaportorplaceotherthantheportorplacelistedinthegoverning billsofladingorcontractofcarriage;

9.3.4.2 deliveryofcargowithoutproductionoforiginalbillsoflading;

9.3.4.3 theissueofantedatedorpostdatedbillsoflading;

9.3.4.4 theissuanceofabillofladingwiththeknowledgeofthevesselownerortheMasterof theinsuredvesselwithanincorrectdescriptionofthecargooritsquantityoritscondition;or


9.3.4.5 thefailuretoarriveorthelatearrivaloftheinsuredvesselataportofloading,orthe failuretoloadanyparticularcargoinaninsuredvesselotherthanliabilities,lossand expensesarisingunderabillofladingalreadyissued.

9.3.5 Someconsiderationfordeckcargoes.

9.3.5.1 Shipper’s Risks Clauses—Generally.Theresponsibilityforcargodamageinthecontext ofon-deckcarriagecanbesomewhatcomplexandwilllikelyvarydependingonthe applicablecarriagecontractterms,jurisdictionandgoverninglaw.Forexample,"shipper's risk"clausesprintedonthefaceofabillofladingcanexculpateacarrierfromliability fordamagethatisnormallyincidenttodeckcarriage(i.e.,damageduetoexposureto theelements).A“shipper'srisk”clauseplacesontheshipper"thecustomaryand predictablerisksofdeckcarriage.").However,“shipper'srisk”clausesgenerallywillnot exonerateacarrierfromdamagecausedbynegligentorimproperstowage.Itis recommendedthatavesselownershouldconsultwithitsP&Icluboraqualifiedmaritime lawyerforspecificadviceconcerningthesubjectvoyageorscenarioinquestion.

9.3.5.2 Exclusions under COGSA.COGSAdoesnotapplyofitsownforce-i.e.asamatterof law-tocarriageofcargoondeck.Thus,wherecargoisbeingcarriedtoorfromthe UnitedStates,inorderavailitselfofCOGSA'sdefenses,includingthe$500package limitationdefense,thecarriershouldconsidercontractuallyextendingCOGSAtodeck cargobyincludinganexpressprovisioninthebilloflading.WhenextendingCOGSA contractually,thecarriershouldbeverycarefuldosoasexplicitlyaspossible.

Thebillofladingshouldemploy"sufficientlyexpresslanguage"thattheon-deckcargois subjecttoCOGSA.Intheabsenceofsuchanexpressincorporationclause-specifically coveringdeckcargo-thecarrierrunstheriskthatacourtwillfindthatCOGSAhasnot beencontractuallyextendedbytheparties,therebydeprivingthecarrierofits$500 packagelimitationdefense.Totheextentavesselownerhasaquestionastowhether theirbillofladingaffordsadequateprotectiontodeckcargo,itshouldconferwithitsP&I cluband/orcounsel.

9.4 Burden of proof and the Retla clause

9.4.1 Burden of proof: An overview.Asinanycargoclaim,claimantsbeartheinitialburdenofproofto establishgoodorderandconditionofthesteelcargoatthetimeitwasturnedovertothevessel owner/carrierandthatthesteelcargowasdischargedandinadamagedconditionupondelivery. Thus,vesselownersshouldbemindfulofthecriticalimportanceoffullyinspectinganddocumenting anypre-carriagedefectsinthecargo,includingphysicalandrustdamage,aswellasdamagetoany


packaging,suchaswrappers,securingbandsand/orotherpackaging.Again,thisillustratesthe importanceofconductingaproperanddetailedpre-loadsurveyofthecargoasnotedin Section 8.3.1.

9.4.2 The Retla clause.

9.4.2.1 TheRetlaclausedrawsitsnamefromthecaseofTokio Marine & Fire Insurance Co. v. Retla S.S. Co.,426F.2d1372(9thCir.1970).Inthatcase,thecourtupheldaclausewhich providedthatthecarrier’s“apparentgoodorderandcondition”notationonthebillof lading“doesnotmeanthatthegoods,whenreceived,werefreeofvisiblerustor moisture.”Theclausefurtherprovidedthatifrequestedbytheshipper,thecarrierwill issueasubstitutebillofladingomittingthesubjectclauseandsettingforthanynotations astorustormoistureconsistentwiththemates’ortallyclerks’receipts.

9.4.2.2 Ineffect,theRetlaclauseseekstomodifythepresumptionofgoodorder/condition evidencedbya“clean”billofladingtoexcluderust/moisturedamage.TheRetlaclause hasnotbeenwithoutcriticismbybothcourtsandlegalcommentatorsintheUnited States.Thosecourtswhichhaveenforcedtheclausehavegenerallydonesoonarather narrowbasis,oftenfollowingstrictlythefactspresentedintheRetlaS.S.Co.holdingand thusrequiringthattheclause:

(1) beprintedonthefaceofthebilloflading,and

(2) provideforissuanceofasubstitutebillofladingifrequestedbytheshipper.

Notwithstandingthecriticismofthecase,theclausecertainlyprovidesa benefittovesselownersandshouldbeincludedinbillsofladingforcarriage ofsteelcargoes.

9.4.2.3 TheuseandvalidityoftheRetlaclausehasalsocomeundercriticismbythecourtsin England.InTheSAGAEXPLORER,[2012]EWHC3124(Comm),thatdecisiontheCourt refusedtogivefulleffecttotheRetlaclause,ratherconstruingitsuchthatany qualificationastothegoodorder/conditionofthecargobythecarrierislimitedasto what“maybeexpectedtoappearonanycargoofsteel:superficialoxidationcausedby atmosphericconditions.”Again,avesselownershouldcontactitsP&Icluborcounsel withanyquestionsregardingthepotentialuseofaRetlaclause.

9.5 Further considerations regarding California Block Stowage

9.5.1 IfownersalreadyhaveacharterpartythatdoesnotexplicitlystateanexclusionforCaliforniaBlock Stowage(CBS),thevesselownermaynothavesufficientprotectionofitsinterestsundertheir charterparty.Thechoicesavailableforthevesselownerthenwouldbe:


(1) toensurethatitnotifythechartererforliabilityassociatedwiththisriskycarriageand CBSstowageasthisisnotacommonwaytocarryslabsonvessels;

(2) thattheMate’sReceiptandbillsofladingcanbemarkedas“F.I.O.S.T.”terms,i.e.freein andout,stowed,lashed,securedallbeingthecharterer’sliability;

(3) thattheMasterand/orvesselownershouldnotacceptresponsibilityforstowageand securing,becauseCBSofstowagehasahighriskofshiftingduringtransit;and/or

(4) thatthevesselownershouldcontactitsP&Icluband/orlegalcounseltoseekadviceon howtobestprotectitsinterestsinthecontextofpreparinganywordingoramendments toanydraftbillsoflading,charterparty,letterofindemnityoranyotherrelevant document(seeSection 5.5.2.6(6)).


10. Communicate with your P&I club 10.1 Objectives: To ensure prompt and timely communication between the vessel owner and its P&I club to prevent or minimize the risk of potential claims associated with steel cargoes, and if such a claim is asserted against the owner and/or its vessel, to best coordinate their respective efforts to defend against any such claims.

10.2 Precautionary pre-load survey arrangements

10.2.1 InorderfortheP&Iclubtocontactitscorrespondentinaparticularportandtomakethe necessaryarrangementsfortheprecautionaryloadportsurvey,thefollowingbasicinformation shouldbeprovidedbythevesselownertoitsP&Iclubatleastseven(7)dayspriortothevessel’s estimatedarrivalattheloadport:

(1) fulldetailsofthevessel;

(2) theloadportand/orterminalinquestion;

(3) thetypeandquantityofcargotobeloaded;

(4) thecontactdetailsofthevessel’slocalagent,charterer,shipperorcargoforwarder;

(5) theestimatedtimeofarrivalofthevesselattheloadport;

(6) thetype(s)ofsurvey(s)beingrequested;and

(7) anyotherrelevantinformation.

10.2.3 Copiesofallloadportsurveys(pre-loadsurvey,tallysurvey,draftsurveyand/orotherrelevant survey)shouldbeforwardedimmediatelytotheP&Iclub,andshouldbemaintainedbythevessel owneruntilthelimitationsperiodforcargoclaimslapses.

10.2.4 IftheMasterconsidersthatthemethodofstowageandsecuringgivescauseforconcernregarding thesafetyofthevesseland/orintegrityofthecargo,he/shemustbringittotheattentionofthe chartererand/oritssurveyorand/orsupercargo.IftheMaster’sconcernsarenotdealtwith satisfactorily,he/sheshouldadvisethevesselowner’sprotectivesurveyorand,ifnotalready appointed,recommendappointmentofthesame.

10.2.5 Vesselownersareremindedthatincaseswheresurveyorsrepresentingotherinterestedparties wishtoboardthevessel,theyshouldonlybepermittedaccesstothecargoand/orthevessel’s documentswhileinthepresenceoftheP&Iclub’sattendingsurveyor.


10.3 Discharge port survey arrangements

10.3.1 ThevesselownerorthecharterershouldalsocontactitsP&Iclubinadvanceofanyestimatedtime ofarrivalatthedischargeportwherethesteelcargoconsignmentswillbedischarged.Thevessel ownershouldprovidetheP&Iclubwiththesameinformationassetforthin Section 10.2.2above.

10.3.2 TheP&Iclubshouldbeadvisedofproposeddischargeportsasearlyaspossibletoaddressor mitigateanyspecificlocalconcernsorproblemsrelatedtothedischargeofsteelcargoes.

10.4 Cargo claims

10.4.1 Ifheavyweatherhasbeenencounteredduringthevessel’spassage,orifdamagewasobserved atthetimeofloading,theP&Iclubshouldbegiventimelynotificationofthevessel’sestimated timeofarrivalatitsintendedport(s)ofdischargesincetheappointmentofanexperiencedsurveyor atthatpointishighlyadvisable.

10.4.2 Ifacargoclaimispresentedbycargointerests,theMasterorthevesselownershouldimmediately contactitsP&Iclubandadviseitoftheallegationsofcargoloss,damageorshortage.TheP&I clubmaytheninstructitslocalcorrespondentand/orlawyerstoattendthematterandprotectthe vesselowner’sinterestsasbestaspossible.

10.4.3 Promptandtimelycommunication,combinedwithclosecooperationbetweenthevesselowneror disponentowneranditsP&Iclub,willcontributegreatlytoaneffectivedefenseofanysuch assertedcargoclaims,andpreserveallavenuesforpotentialindemnityclaimsagainstthecharterer and/oranyotherresponsiblethirdparties.

10.5 Demands for security

Ifademandforsecurityismadetothevesselownerorifthevesselisthreatenedwitharrestoractually arrested,thevesselownershouldimmediatelycontactitsP&Iclubforassistance.Thevesselownershould alsorefrainfromcommunicatingwithcargointereststoensurethatitdoesnotinadvertentlywaiveany jurisdictionalargumentsorotherwisepotentiallyprejudiceitsrightsordefenses.

10.6 Sanctions considerations

Vesselownersmustalsoconsideranypotentialsanctionsissuesastheyrelatetosteelcargoes. Significantly,andparticularlywithrespecttosteelcargoshipmentstoIran,thecarriageoffinishedorother steelproductsmaypotentiallyviolateexistingU.S.,EuropeanUnionorotherapplicablesanctionslawsif suchproductsintendtobeusedforprohibitedpurposes.Vesselownersareurgedtoconducttherequired duediligenceinvestigationintoitscontractpartnersandtheenduseofthesubjectsteelcargotoavoid anyunnecessaryexposuretosanctionsrelatedliabilitiesorpenalties.Foradditionalguidanceregarding sanctionsrelatedconsiderations,pleaserefertotheAmericanClub’swebsiteatwww.american-club.com.


APPENDIX 1: LIST OF DEFINITIONS

• Dew point:Thetemperatureatwhichairbecomessaturatedandcannotholdallofthemoistureinitand condensationbeginstoform.

• Dry-bulb thermometer: Athermometerusedtomeasuretheambienttemperature.Thedry-bulbthermometeris exposedtotheairbutshieldfromradiationandmoisture.Thedry-bulbthermometerisoneofthetwothermometers thatmakeupapsychrometer.

• Dunnage:Loosematerialsusedtosupportandprotectcargoinavessel’shold.Examplesofsuchmaterialsinclude plywood,plastic/polythenesheets,cardboard,Styrofoam,airbags,rubberpadding,kraftpaper,bamboo,bamboo mats,timber,etc.

• Mate’s Receipt:Areceiptdocumentsignedbythevessel’sMasterorchiefofficer,acknowledgingtheconditionand receiptofcargobythevessel.TheindividualinpossessionoftheMate’sReceiptisentitledtothebilloflading, whichinduecourseisissuedinexchangeforthatreceipt.

• Steel:Agenerallyhard,strong,durable,malleablealloyofironandcarbon,usuallycontainingbetween0.2and1.5 percentcarbon,oftenwithotherconstituentssuchasmanganese,chromium,nickel,molybdenum,copper,tungsten, cobalt,orsilicon,dependingonthedesiredalloyproperties,andwidelyusedasastructuralmaterial.Examplesof thetypesofsteelthatarecommonlytransportedbyseacanbefoundinSection3.

• Sweat:Theformationofcondensationwithinavessel’shold.Sweatcanbecategorizedintotwotypes:shipsweat andcargosweat.

• Ship sweat.Condensationthataccumulatesonavessel’ssteelstructureinthecargohold’ssideordeckheadwhen avesselsailsfromawarmertocoolerplaceandwarmairinthecargoholdscomeintocontactwiththecooler vessel’sstructure.

• Cargo sweat.Condensationthataccumulatesonthesurfaceofacargowhenitstemperatureisbelowthedewpoint oftheairadjacenttoit.

• “3º Celsius Rule”:Ruleofthumbforventilating.Ifthetemperatureoftheoutsideairisatleast3ºCelsiuscooler thantheairinthehold,thenthecargoshouldbeventilated.

• Wet-bulb thermometer:Athermometerwithabulbthatiscoveredwithmoistmuslinandisusedinapsychrometer tomeasurehumidity.

• Whirling psychrometer:Apsychrometerwithahandle,whichallowsrapidrotationofmountedwet-anddry-bulb thermometerstoensureairflowaroundthebulbs.


APPENDIX 2: LIST OF IMPORTANT DOCUMENTS TO BE KEPT AND MAINTAINED

1. Billoflading(seeSections 8.3, 9.2.3, 9.3, 9.4, 10.3andAppendix 4)

2. Mate’sReceipt(seeSection 7.2.2.4(4),Sections 8.3.2(7), 8.4.1(1), 8.4.2(9), 8.7.2and9.2.3and9.5.1(2))

3. CargoHumidity-Temperature-VentilationRecordBook(seeSection 6.9.1, Table 6.1andTable 6.2)

4. Bilgesoundingrecords

5. Stowageplanwithexactstowagepositionofeachconsignment(seeSections 5.3, 8.6.3, 8.4.1(1),and9.2.1(3))

6. Hatchcovertestreport(seeSection 2.3)

7. Certificationofcleanlinessofthecargohold(seeSection 2.5.2.8)

8. Certificateofphytosanitary(seeSections 4.3.1and8.3.2(11))

9. Draftsurveyrecords(seeSections 7.2.3.4(6)and10.2.3)

10.Pre-loadsurveyreportandthesurveyor’srecommendations(seeSections 7.2.2.4, 7.2.3.1, 8.3.1, 8.4.1, 8.5.2, 8.5.3, and10.2)

11. Documentationofconditionofcargouponarrivalonboardvessel(seeSections 9.3.4.4, 9.4.1, and9.4.2)

12.LetterofProtest(e.g.insufficientdunnageprovided,damagetocargo,pilferageortheftofcargo) (seeSections 7.2.2.4(5) and8.7.3)

13.Letterofindemnity(seeSections 5.5.2.6(6)and9.5.1(4)

14.Portlogrecords

15.Cargomanifest/cargolist(seeSections 7.2.2.2(4) and8.4.2(5))

16.Allcorrespondences,includingemails,shouldadisputearise


APPENDIX 3: STEEL CARGO REFERENCE MATERIAL

InternationalMaritimeOrganization.Code of Safe Practice for Cargo Stowage and Securing, Resolution A714(17).London:IMOPublication,1991.

Isbester,CaptainJ.Bulk Carrier Practice.2ndEdition.London:TheNauticalInstitute,2010.

Knott,CaptainJ.R.Lashing and Securing of Deck Cargoes. 3rdEdition.London:TheNauticalInstitute,2002.

Sparks,A.andCoopers,F.Steel: Carriage by Sea.London:Informa,2009.

Thomas,CaptainR.E.Thomas’ Stowage: The Properties of Stowage of Cargoes.Rev.ed.CaptainG.M.Pepper,MasterMari-ner.(Ed.)Glasgow:Brown,Son&FergusonLtd;2016.


APPENDIX 4: AN EXAMPLE OF A BILL OF LADING

BILL OF LADINGTOBEUSEDWITHCHARTER-PARTIESCODENAME:“CONGENBILL”EDITION1994ADOPTEDBYTHEBALTICANDINTERNATIONALMARITIMECOUNCIL(BIMCO)

Conditions of Carriage

(1) Alltermsandconditions,libertiesandexceptionsoftheCharterParty,datedasoverleaf,includingtheLawand ArbitrationClause/DisputeResolutionClause,areherewithincorporated.

(2) GeneralParamountClause

(a) TheHagueRulescontainedintheInternationalConventionfortheUnificationofcertainrulesrelatingtoBills ofLading,datedBrusselsthe25thAugust1924asenactedinthecountryofshipment,shallapplytothisBill ofLading.Wherenosuchenactmentisinforceinthecountryofshipment,thecorrespondinglegislationof thecountryofdestinationshallapply,butinrespectofshipmentstowhichnosuchenactmentsare compulsorilyapplicable,thetermsofthesaidConventionshallapply.

(b) TradeswhereHague-VisbyRulesapply.

IntradeswheretheInternationalBrusselsConvention1924asamendedbytheProtocolsignedatBrusselson February23rd1968–theHague-VisbyRules–applycompulsorily,theprovisionsoftherespectivelegislation shallapplytothisBillofLading.

(c) TradeswhereHague-VisbyRulesapply.

TheCarriershallinnocaseberesponsibleforlossofordamagetothecargo,howsoeverarisingpriorto loadingintoandafterdischargefromtheVesselorwhilethecargoisinthechargeofanotherCarrier,norin respectofdeckcargoorliveanimals.

(3) GeneralAverage

GeneralAverageshallbeadjusted,statedandsettledaccordingtoYork-AntwerpRules1994,oranysubsequent modificationthereof,inLondonunlessanotherplaceisagreedintheCharterParty.


Cargo’scontributiontoGeneralAverageshallbepaidtotheCarrierevenwhensuchaverageistheresultofafault, neglectorerroroftheMaster,PilotorCrew.TheCharterers,ShippersandConsigneesexpresslyrenouncethe BelgianCommercialCode,PartII,Art.148.

(4) NewJasonClause

Intheeventofaccident,danger,damageordisasterbeforeorafterthecommencementofthevoyage,resulting fromanycausewhatsoever,whetherduetonegligenceornot,forwhich,orfortheconsequenceofwhich,the Carrierisnotresponsible,bystatute,contractorotherwise,thecargo,shippers,consigneesortheownersofthe cargoshallcontributewiththeCarrierinGeneralAveragetothepaymentofanysacrifices,lossesorexpensesofa GeneralAveragenaturethatmaybemadeorincurredandshallpaysalvageandspecialchargesincurredinrespect ofthecargo.IfasalvingvesselisownedoroperatedbytheCarrier,salvageshallbepaidforasfullyasifthesaid sailingvesselorvesselsbelongedtostrangers.SuchdepositastheCarrier,orhisagent,maydeemsufficientto covertheestimatedcontributionofthegoodsandanysalvageandspecialchargesthereonshall,ifrequired,be madebythecargo,shippers,consigneesorownersofthegoodstotheCarrierbeforedelivery.

(5) Both-to-BlameCollisionClause

IftheVesselcomesintocollisionwithanothervesselasaresultofthenegligenceoftheothervesselandany act,neglectordefaultoftheMaster,Mariner,PilotortheservantsoftheCarrierinthenavigationorinthe managementoftheVessel,theownersofthecargocarriedhereunderwillindemnifytheCarrieragainstalllossor liabilitytotheotherornon-carryingvesselorherownersinsofarassuchlossorliabilityrepresentslossor,or damageto,oranyclaimwhatsoeveroftheownersofsaidcargo,paidorpayablebytheotherornon-carrying vesselorherownerstotheownersofsaidcargoandset-off,recoupedorrecoveredbytheotherornon-carrying vesselorherownersaspartoftheirclaimagainstthecarryingVesselortheCarrier.

Theforegoingprovisionsshallalsoapplywheretheowners,operatorsorthoseinchargeofanyvesselorvessels orobjectsotherthan,orinadditionto,thecollidingvesselsorobjectsareatfaultinrespectofacollision orcontact.

Forparticularsofcargo,freight,destination,etc.,seeoverleaf.


CODENAME:“CONGENBILL”EDITION1994

Shipper

Consignee

Notifyaddress

Vessel Portofloading

Portofdischarge

Shipper’sdescriptionofgoods Grossweight

(ofwhich ondeckatShipper’srisk: theCarriernotbeingresponsibleforlossor damagehowsoeverarising)

FreightpayableasperCHARTER-PARTYdated(copyattached)

ARBITRATIONLONDON,ENGLISHLAWTOAPPLY,FIOST

FREIGHTADVANCEReceivedonaccountoffreight

Timeusedforloading days hours

BILLOFLADING

TOBEUSEDWITHCHARTER-PARTIES

B/LNo.

ReferenceNo.

SHIPPEDatthePortofLoadinginapparentgoodorderandconditiononboardtheVesselforcarriagetothePortofDischargeorsoneartheretoasshemaysafelygetthegoodsspecifiedabove.

Weight,measure,quality,quantity,condition,contentsandvalueunknown.

ITWITNESSwhereoftheMasterorAgentofthesaidVesselhassignedthenumberofBillsofLadingindicatedbelowallofthistenoranddate,anyoneorwhichbeingaccomplishedtheothersshallbevoid.

FORCONDITIONSOFCARRIAGESEEOVERLEAF

Freightpayableat Placeanddateofissue

NumberoforiginalBs/L Signature

AMERICAN STEAMSHIP OWNERS MUTUAL PROTECTION & INDEMNITY ASSOCIATION, INC.

SHIPOWNERS CLAIMS BUREAU, INC., MANAGER

One Battery Park Plaza, 31st Floor

New York, New York 10004 USA

tel +1 212 847 4500

fax +1 212 847 4599

web www.american-club.com

2100 West Loop South, Suite 1525

Houston, TX 77027 USA

tel +1 346 223 9900

SHIPOWNERS CLAIMS BUREAU (UK) LTD.

29-30 Cornhill

London EC3V 3ND UK

tel +44 20 7709 1390

fax +44 20 7709 1399

SHIPOWNERS CLAIMS BUREAU (HELLAS), INC.

51 Akti Miaouli – 4th Floor

Piraeus 185 36 Greece

tel +30 210 429 4990 1 2 3

fax +30 210 429 4187 8

email [email protected]

SCB MANAGEMENT CONSULTING (SHANGHAI) CO., LTD.

Room 1803 – Hongyi Plaza

288 Jiujiang Road

Shanghai 200001 People’s Republic of China

tel +86 21 3366 5000

fax +86 21 3366 6100

email [email protected]

SCB MANAGEMENT CONSULTING SERVICES, LTD.

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