Onderwerp: Bezoek-historie

Nr. 30 Guidelines for assessment of Cargo Securing Manuals (CSM)
Geldigheid:30-04-2000 t/m 31-12-2004Status: Was geldig

Dit onderwerp bevat de volgende rubrieken.

Prior to the introduction of the Cargo Securing Manual (CSM) in January 1998, the Ministry of Transport Public Works and Water Management, Directorate General Shipping and Maritime Affairs (DGSM), now DGG, and the Royal Association of Netherlands Shipowners(KVNR) drafted in close co-operation a Framework for the CSM. The Framework was based on the guidelines laid down in MSC Circ.745 and provided, where needed, a uniform interpretation.
The purpose of the Framework was to help the shipsowners in drafting a CSM which was likely to be approved by the Shipping Inspectorate (NSI).
As experience was gained in assessingthe CSM's an addendum to this Framework has been published. Furthermore examples of a CSM for a cellular containership, a multipurposeship and a sea-river ship have now been included.

NSI requires that the CSM is drawn up in accordance with the Frarnework. However, this does not imply that the CSM becomes an exact copy of the Framework. It is very important thaat the operational experience accummulated within the various ship managing / operating and owning offices are integrated into the manuals. Company policy and procedures are of course important ingredients.
It is NSI's experience that quite a few shipowners tend to submit CSM's which are almost an exact copy of the Framework.

Other accepted CSM models
The DNV "Model manual" (Version 2.0 date: 04.01.97) has been accepted by NSI as well. However, DGG Framework Chapter 5" ( a brief layoutof the Container Securing Plan) is not included in the DNV Model Manual, but it is a NSI requirement and has to be incorporated as well.
Furthermore the CSM drawn up by TOP ( a professional consultancy bureau), which has a different structure from the DGG Framework, but in general does meet the required standard, has been accepted by NSi as well.

Points of attention
Some general and specific points of attention in relation to ChaptersI through v of the Cargo SecuringManual arementioned in the following paragraphs.

Chapter I
General information - NSI advises shipowners, especially shipowners of smaller cargo ships, to include a paragraph stating the cargo which is generally transported.

As shown in the Frameworks " A List of Amendments" as well as an Index, Preamble and the Front Page are to be inserted in the CSM before Chapter I.
It is recommended to include the statement " structural changes of the CSM are to be verified by the Approving Authority" in the Preamble.

On board of many smaller cargo ships the stowage and securing plan is made up by the shipper or stevedore on condition that the used stowage and securing method is accompanied by a "Letter of Acceptance" issued by a Marine Competent Authority or other authorised body.
In sucb cases the CSM does not have tobe revised.
Where applicable this should be added to par. 1.2 of the CSM. Please nota that par. also refers to the Leatter of Acceptance.

Chapter II It often occursthat the information and documentation on the fixed and portable securing devices is not complete. The shipowner should however always state the Maximum Securing Load (MSL)or Safe Working Load (SWL) of the securing devices.
Reference is made to page 4 of the "Addendum to DGG Framework" and to Chapter2 of the DNV "Model Manual".
If there are no existing drawings showing the position of the fixed securing points, simple drawings or sketches showing the Iocation of the securing points must be made.
It is recommended to contact the manufacturer and ask for the MSL for the specific securing devices. If the manufacturer is unknown, or is not able to give an answer, an estimate could be made based on experience.
To what Ioads have the securing devices been exposed to in the past?
For some types of securing devices the MSL may be calculated by the simplified method, as mentioned in the Frameworks.

Cargo Securing Equipment is only to be replaced by certified equipment.
Certificates for new components should be inserted in the CSM.
When cargo securing devices of a different year of manufacture are on board, it will, in some cases, be difficult to distinguish newer material from older material.
This means that during an inspection on board it will not be possible to find the relevant securing device belonging to a certain certificate.
A solution for new securing devices could be to mark them in a certain way, making them clearly distinguishable.

Chapter III
Based on SOLAS vi/5.6 the transport of timberdeck cargoes should be described in the CSM. However, under Dutch Legislation the following is applicable:

a. As required by Dutch Notice to Shipping No. 235/1988, par.8.1.5, vessels equipped for the transport of timber deck cargoes shall submit for approval stability particulars for the transport of timber deck cargoes as well as the lashing arrangement.
b. As required by Dutch Notice to ShippingNo. 316/1997, art.3b, the timberdeck lashing arrangement shall be approved.

In connection with the approval of the CSM for Dutch Flag vessels three different situations can occur.

1. The vessel has approved stability particulars (for timber deck cargo) as well as an approved timberdeck lashing arrangement.
2. The vessel has only approved stability particulars(for timber deck cargo).
3. The vessel has neither approved stability particulars (for timber deckcargo) nor an approved timberdeck lashing arrangement.

The following procedures should be adhered to:

Ad. 1 A reference in the CSM to the approved documents. It is recommended to add the approved documents (or copies) to the CSM.

Ad.2. Drawings of the timberdeck lashing arrangement (may be integrated in the CSM) have to be submitted for approval.

Ad.3. Drawings of the timberdeck lashing arrangement as well as the stability particulars have to be submitted for approval.

Where applicablevthe usevof timber chocking and welding techniques for the securing of cargo should be clearly described.

Chapter III shouldcontain at least two elaborated examples using the advanced calculation method as described in the CSM Framework. In the event of a CSM rnade up in accordance with the DNV Model Manual, the DNV LASHCON method may be used. In both cases the examples should be based on the vessels own particulars, using two different GM values for a cargo unit, preferably stowed on deck.

Most full container vessels transport oversized and/or heavy cargo units on flatracks. This means that the cargo requires individual stowage and securing arrangements. Special attenion during Ioading-discharging and lashing operations and during the voyage is necessary for these types of cargo. For this reason Chapter3 is relevant for a full container vessel as well

Chapter IV
NSI requires to use a class-approved calculation method for determining the lashing arrangement in ships carrying containers. This means that Chapter IV of the CSM of a ship intended for the carriage of containers shall include a class approved container lashing arrangement.

The stowage of containers on deck shall be in accordance with the NSI-approved "Lines of Visibility from the Wheelhouse." ChapterIV should at least contain a reference to this drawing.
Furthermore the stowage of containers on deck shall be in accordance with the approved stability particulars.

Chapter V
For vessels equipped for the carriage of containers a seperate "Brief Layout" of the Container Securing Plan should always be included.

Applications for exemptions for having on board an approved CSM shall be dealt with by NSI.

Conclusion This guideline should be strictly adhered to by the Classification Societys authorized by NSI to approve the Cargo Securing mManuals.
When a Classification Society wishes to use a "Framework" or "Model Manual" other than the DGG Framework or the DNV Model Manual for the approval of the Cargo Securing Manuals, this Frameworker Model Manual shall be submitted to NSI for approval.
In the event of innovative lashing systems these shall be separately approved by class.

As can be concluded from reports of the NSI surveyors it frequently occurs that vessels transport cargoes which are not described in the Cargo Securing Manual and for which a "Letter of Accepttance" is not available, in some instances this may involve cargoes which require a lashing method which is structurally completely different from the methods described in the Cargo Securing Manual. In these cases the toaster must ensure that a relevant addition to the Cargo Securing Manual is submitted for approval.

  • DGG/KVNR Framework for Cargo Securing Manuals
  • Addendum to Framework
  • MSC Circ. 745- Guidelines for the preparation of the Cargo Securing Manual
  • DNV Framework
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