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5 Cargo

was wrong. He ran over to the other side and saw that the AB rolling in the heavy weather. This may also be attributed to

was drenched in heavy fuel oil and that oil was pouring onto poor lashing arrangement. When the vessel was rolling 30°
the deck in the cargo hold, contaminating the containers. The the wires parted and the machinery shifted.

Bosun helped the AB to close the manhole and reported the

accident to the Chief Oficer.
5.3.4 New weight veriication
requirements for containers
Causes:

The AB had not read the markings properly, which were The IMO (International Maritime Organization) will be
welded into the manhole and clearly stated that the manhole adopting new requirements from 1 July 2016, requiring every

lead to a fuel tank. The AB removed all the bolts for the packed export container to have a veriied container weight

manhole and then removed the manhole. When oil started as a condition for being loaded.
pouring out of the tank it was impossible for the AB toThe IMO’s Maritime Safety Committee (MSC), at its 93rd

close the manhole himself. The AB did not verify that he was session (May 2014), approved changes to the Safety of Life

opening the correct tank.at Sea (SOLAS) convention regarding a mandatory container
weight veriication requirement on shippers.

As stated, these requirements apply to shippers, but
Heavy weather
will also require all parties such as freight forwarders and
Heavy weather case study 1shipowners to also prepare for these new requirements.

The container vessel received reports of anticipatedIt is important to prepare for this as soon as possible and

heavy weather but was unable to avoid it. The vessel was to update the ISM (International Safety Management) code
maintaining 15 knots with 4m waves in a force 8, causing where applicable.

the vessel to roll 30° at times. 11 containers came loose and This should improve safety for container vessels and

were lost overboard, with another 12 containers suffering reduce cargo claims.
damage, but not lost overboard. The Chief Oficer said the The World Shipping Council has excellent information if

containers were secured as per the cargo securing manual you want to read more on this subject.

and that they were also checked every day.

5.3.5 Design
Causes:

It was not determined, but it is likely that rolls of more than The wide beam of many container vessels usually results
30° caused some of the cargo in the containers to shift. It in large metacentric heights (GM values). In some cases,

is also possible that the lashing rods lost tension due to the where the vessel was partly laden, the GM values appear

vessel’s movement, causing containers to move in the same to have been excessive. This can become very problematic
sequence as the vessel and making the twist locks to crack. if the vessel is caught in heavy weather causing securing

The vessel did not slow down in time and 15 knots of speed arrangements to break and containers to fall overboard. It
in heavy weather can cause serious damage.is essential to monitor the weather during the entire voyage

and if the vessel cannot avoid severe weather it is necessary

to take action, such as reducing speed and/or altering course.
Heavy weather case study 2

The container vessel encountered heavy weather conditions

with force 9 storms and more than 4m of swell. The vessel
was rolling and pitching heavily and sea water covered

the deck and cargo hatches. The vessel altered course as a

matter of precaution and reduced speed in an attempt to
minimise the rolling and pitching. When the hatch covers

were removed at the discharge port it was found that some

heavy lifting machinery on a lat rack trailer had shifted and
damaged other containers and the cargo hold.

Causes:
The securing wires for the machinery were chafing against

the lashing points on the unit itself when the vessel was

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