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A Masters Guide To The Carriage of Steel Cargo 2nd Edition PDF
A Masters Guide To The Carriage of Steel Cargo 2nd Edition PDF
Contents
1 Introduction
2 Steel manufacture
3 Basic advice
6 Steel commonly shipped by sea
9 Steel cargo surveys
12 Bills of lading
13 Steel coils and ships’ strength
17 Principles of stowage
24 Principles of securing
26 Cargo officer’s duties during steel cargo
loading/discharge
27 Ship husbandry and steel cargo
29 Safety when working with steel
Introduction
Steel is a high-value cargo, a When carrying steel products by sea, Cargo damage can occur for a
cargo easily damaged by rough it is essential to ensure that neither number of different reasons in transit
the steel nor the ship suffers damage. or before loading. The Standard Club
handling, water and moisture.
Its weight presents substantial arranges preloading surveys to check
challenges with stowage and the condition of finished steel before
securing. The ship must be fit to loading to ensure that bills of lading
receive the cargo and the cargo are correctly endorsed with full
must be safely stowed and secured. details of any such damage.
Eric Murdoch
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Steel manufacture
Steel is manufactured from iron After leaving the furnace, the hot storage and shipping. Steel that has
during a process in which most steel passes through a secondary been rolled when hot and coiled is
steel-making process to improve its known as a ‘hot-rolled coil’.
of the iron’s carbon is removed,
quality, before it is cast into slabs,
producing a tougher and more ingots, billets or blooms. The process Hot-rolled steel coils may be
ductile material. of casting steel slabs, ingots, billets unwound for further rolling, only this
and blooms is known as continuous time the metal will be cold and the
Steel is smelted from iron ore in casting, because the process never process is called cold rolling. Cold
a process involving heat, coke, stops. If the steel mill has rolling rolling is the final step in steel
equipment, the hot metal may be manufacture – after cold rolling, the
limestone, oxygen and scrap
rolled rather than cast. steel is ready for use. Cold-rolled thin
steel. Manufacture takes place sheet steel could be coiled again to
in a furnace, of which there are Slabs, ingots, billets and blooms are create a ‘cold-rolled coil’.
two types in common use: the often shipped by sea, in transit to a
basic oxygen furnace and the rolling mill where they can be rolled Cold rolling improves the steel’s
electric arc furnace. into long products such as profiles, surface quality in readiness for sale.
beams and channels. Steel slabs are
rolled into plate. Hot and cold-rolled steel coils are
frequently shipped by sea. Even
There are two rolling processes – hot though some, but not all, hot-rolled
and cold rolling. Hot rolling takes coils will undergo a further
place when the steel is red hot and manufacturing process, it is
cold rolling after cooling. During hot important for them to be delivered
rolling, the steel product is formed. free from excessive rust and/or
During cold rolling, the product is physical damage. Cold-rolled steel
improved and made ready for sale. coils will not be further processed and
when unwound can be used to make
Hot metal and reheated steel slabs steel panels, such as car body parts.
can be hot rolled to form strip steel, a Cold-rolled steel coils have to be
thin sheet of steel up to two metres delivered to receivers in pristine
wide. Strip steel can be coiled for condition.
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Basic advice
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
give an even distribution of weight wedging is necessary on either side Semi-finished steel slabs should be
and a point load should be assumed of the centre supporting coil(s). stowed in the same manner as steel
during calculation of loading limits plate. California Steel Industries (CSI)
and tank top strength. To avoid the Coils are secured with steel banding recommends vertical stowage with
risk of point loads, use a thicker to each other in varying forms. tight lashing of top tiers (see page 22
dunnage, see Figure 5 on page 16. Pneumatically tightened steel bands, – California block stowage).
Ship’s officers should ensure the binding the coils to those stowed
correctly sized dunnage is laid immediately below, are preferred. • Arrange a preloading survey of all
properly. When placing dunnage Key coils are positioned so that their finished steel before loading. Do
between flat steel plate, keep the bottom edges are one-third of a coil’s not confuse finished steel with
dunnage in a vertical line to avoid diameter below the top of the coils in project cargo.
plate distortion. Use dunnage sized the tier being locked, in a gap that is • Avoid loading wet steel and wet
60mm by 80mm. not greater than 60% of the key coil’s dunnage. Wet steel has less
• Use wooden wedges to fill gaps diameter. friction. Both give off moisture.
between dunnage and steel and • Ships’ officers should monitor
within the stowage. Wire coils should be stowed stevedores to ensure:
• Use only dunnage certified for ship vertically, with their axes fore and aft, –– they use the correct equipment
use, that is, dunnage with a plant adjacent to each other in a similar and do not damage the cargo.
quarantine stamp. In some ports, configuration to the stowage of Steel wire slings or chains when
officials will want to inspect steel coils. used incorrectly can damage
dunnage certificates. Avoid using bundles of pipe, plate or steel
dunnage which has previously been Plate should be stowed in the fore coils
used with steel products, because and aft direction, with dunnage –– steel is not handled roughly
the dunnage’s cellular structure is running athwartships and between –– forklifts are fitted with proper
likely to have altered. Recycle used each tier. Stowage should be from lifting tines. Damage during
dunnage in an environmentally one side of the ship to the other, lifting by a forklift is very
acceptable way. leaving no voids, and the top layer common
secured with wire or chain bindings. –– stowage and securing is as per
Loading When loading thin plate, stowage in the cargo plan and the ship’s
Coils should be stowed across the subsequent tiers can be in alternate cargo securing manual
ship, on stout dunnage, with their directions. –– cargo is not loaded wet or
axes fore and aft. Use wedges to during periods of rain or left
safely locate coils during loading. exposed in wet conditions
Base coils should be loaded from the Long products, such as pipes,
channels, angles, beams, flats, –– details of cargo damage are
ship’s side inwards to the centre and correctly recorded on the
wedged, with the wedges placed rounds and re-bars, should be stowed
in lower holds in the fore and aft stowage plan and in the cargo
below on their in-board side. Once at log.
sea, the ship’s motion will cause the direction, with dunnage placed
athwartships. Avoid mixing products • Ships’ officers should monitor the
coils to settle as the weight of the key surveyor performing the
coils tightens the stow. Wedges of different types and lengths in same
stow. Place dunnage between tiers. preloading survey and be available
placed either side of a coil will prevent to assist.
this. However, when more than one The top tier should be secured to
key coil is used, and to locate their the ship.
position during loading, double
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Cargo securing Additional protection, such as sealing –– Make sure dehumidifier cabling
Lashing arrangements which do not foam and tape, can be applied along does not compromise the
include a vertical component and do hatch cover cross-joints in exposed integrity of the hold or pose a
not connect to the ship’s structure areas of the ship and especially on fire hazard. Dehumidifiers drain
are of little value. However, in No. 1 hold if the ship does not have a directly to hold bilges, which
practice, steel is often lashed to itself forecastle. Avoid loading ballast in should be pumped dry regularly.
with loop lashings. For example, steel wing tanks when holds contain steel Keep records of bilge pumping
coils loaded two tiers or more are except when necessary for stability operations.
secured to each other. Their key coils purposes when load lines permit and –– Take daily dew point
are secured with tight steel bands to ballast tanks including associated temperatures of hold and
the coils immediately below. Coiled filling, ventilation and sounding pipes outside air with a wet and dry
wire has its top layer banded to the are watertight. When testing steel bulb thermometer. Ventilate
next layer down. Plate is held with surfaces for chlorides (salt) with silver when the dew point of the
horizontal wire bands across the top nitrate, a resulting milky solution outside air is less than the dew
layer in an ‘x’ shape. Here, the shows the presence of chlorides. point of the hold air. This will
objective is to create an immovable It does not necessarily show that normally occur when cargo is
cap. sea water entered the hold either loaded in warmer conditions for
through hatch covers or the hull. delivery to a port, or passage
Cargo care through an area, with colder
Steel cargoes are easily damaged by During the voyage, control the dew conditions.
salt water. Before loading, test hatch point in the cargo hold by ventilation –– Keep detailed records of hold
covers for weathertightness and or by dehumidifying the air. and outside air temperature, at
repair the covers if leakage is found. –– Fit dehumidifiers in holds when the load port, during the voyage
Test with ultrasonic hatch cover steel is loaded in winter or in and at the discharge port.
testing equipment. Examine hold and cold conditions for discharge or Record times of hold ventilation
bilge wells and make sure they are passage through areas in and of heating fuel in tanks
dry. After loading and before closing summer/warm conditions. adjacent to holds loaded with
hatch covers, clean drain channels Dehumidify holds as the outside steel.
and check non-return valves are free. air temperature rises. Particular
When closing hatch covers, apply care is needed when loading in
cross-joint wedges before hatch skirt humid tropical conditions
cleats. For further information on the because cargo holds will contain
maintenance of cleats and the closing damp humid air. Dry the air with
of ships’ hatch covers, see the club’s dehumidifiers.
publication ‘A Master’s Guide to
Hatch Cover Maintenance’.
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Hot-rolled coils Sheet steel being Athwartships Coils usually unwound Yes
transported to a rolling – bottom stow and cold rolled
mill in 2 to 30+ tonne
weights
Coiled wire rod Long steel bars formed Fore & aft Can be damaged/ Yes
by hot and cold rolling squashed by high
stows. Can be left on
the quay and loaded in
the rain
Profiles Long steeI bars formed Fore & aft Used to reinforce steel Yes
by hot and cold rolling structures
Channels Long steeI bars formed Fore & aft Used to reinforce steel Yes
by hot and cold rolling structures
Angles/bulbs Long steeI bars formed Fore & aft Used to reinforce steel Yes
by hot and cold rolling structures
Girders Long steeI bars formed Fore & aft Used to reinforce steel Yes
by hot and cold rolling structures
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Survey
Type Description Usual stow Notes required
Plate Thick steel in finished Fore & aft or Used in the Yes
form after cold rolling athwartships manufacture of all
in bundles sorts of steel
structures
Reinforcing bars Hot-rolled steel bar Fore & aft Used to reinforce No
(re-bars) with a rough finish concrete
Small-diameter Finished steel loaded in Fore & aft – Top tier lashed and Yes
pipes bundles often pre- secured
slung
Large-diameter Finished steel loaded Fore & aft Ends prone to contact Yes
pipes singly or in bundles damage
Coated steel Finished steel loaded in Fore & aft High value. Easily Yes
pipes bundles or cradles damaged by rough
handling
Sheet piling Used in construction Fore & aft Not usually further No
industry processed
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Slab Raw steel before rolling Fore & aft or Processed to make No
athwartships steel plate
Bloom Raw steel before rolling Fore & aft Processed to make No
steel bars
Billet Raw steel before rolling Fore & aft Processed to make No
steel bars
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Shipowners have an obligation Finished steel is most problematic Finished steel includes
to cargo receivers to deliver because, at the discharge port, it is • hot or cold-rolled steel coils
difficult to determine whether the • steel wire coils
cargo in the same apparent
damage occurred before loading or • steel plate, bars, profiles, channels,
condition as loaded (shipped). while on board. Consequently, it is angles and joists
essential to examine finished steel for • sheet steel
Finished steel products can defects before loading and to identify • steel pipes.
suffer physical damage or and record any damage or rusting.
rusting during transit from the This information is needed to prove Finished steel excludes
to cargo receivers that such damage • steel billets, ingots, blooms and ore
steel mill to the port, or during
occurred prior to shipment and not • semi-finished steel slabs
storage at the port. on board the ship. • scrap steel
• steel re-bars and D-bars*
P&I clubs arrange preloading surveys • project cargo and/or flat-packed
of finished steel as a means of steel structures.
preventing shipowners facing
* Although reinforcing bars are ‘finished’ and do not
damage claims where damage
undergo further processing at a mill, the club does
occurred before loading. The club’s not generally survey them.
rules require the survey as a
condition of cover: Survey procedure
Preloading steel surveys are usually
‘unless the board otherwise undertaken by surveyors appointed
determines, there shall be no recovery by the P&I club. The surveyor has a
in respect of liabilities arising out of the number of duties, the most
carriage of finished steel products, important is to examine cargo for
unless the member has arranged for a damage and to advise the master on
preloading survey to be carried out by a suitable clauses to endorse on the
club-approved surveyor at each port of mate’s receipts and bills of lading.
shipment, and the bills of lading have However, surveyors should also
been claused in accordance with the examine the ship’s hatch covers,
findings of the surveyor as to the cargo holds and observe stowage,
condition of cargo at the time of pointing out to the master any hatch
loading’ cover defect that could give rise to
leakage and any aspect of stowage
Generally, clubs will only want to that appears incorrect.
survey finished steel, that is,
products that will not be processed in
a steel mill before being used in a
manufacturing process. For the
purpose of a P&I club preloading
survey:
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
There will be occasions when an Positive results show that chlorides At the start of the voyage, it is
independent tally of coils will be are present on the steel. It does not important to ensure that hatch
required. Ask the surveyor who is show that sea water entered the hold covers are weathertight, that the
conducting the preloading survey either through hatch covers or the bilge system is tight, that holds are
whether he can assist. hull. Chlorides can be present for free from salt water residue or dry
other reasons: salt, and that any salt contamination
Silver nitrate testing • the hold was washed with salt found on the steel prior to loading is
Silver nitrate tests are performed as a water and not finally rinsed with accurately recorded on the bill of
means of detecting chlorides, in this fresh water lading.
case salt (sodium chloride). Silver • wind-blown salt has accumulated in
nitrate is a clear solution, which goes the hold and condensation caused If chlorides are found, it is important
milky white when mixed with salty water to drip onto the cargo to advise the shippers as soon as
chlorides. • salt was deposited on the steel possible. The bills of lading and
before loading. Surveyors mate’s receipts will need to be
This test is made whenever there is undertaking a preloading survey endorsed, and shippers may wish to
an allegation that steel has been should check for salt separate the affected cargo.
damaged because of contact with contamination.
salt water. If the test is positive,
claimants are likely to pursue a cargo
damage claim.
Test procedure:
• the silver nitrate solution should be
kept in a dark bottle fitted with a
dropper
• before testing, check the area
being tested for contamination
• squeeze a few drops of the silver
nitrate solution onto the wet or
rusty area, ensuring that the fluid
does not come into contact with
hands
• observe the result. The solution will
change colour quickly and markedly
when there is a strong presence of
chlorides
• ensure that the dropper does not
touch the wet or rusty steel or
hands. This may affect future
results.
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Bills of lading
The bill of lading represents the The description of cargo on the piece with, for example, one side
cargo itself, and possession of bill has to accurately reflect the of a beam being totally rusty and
condition and quantity of cargo the other side not rusty at all. The
the original bill indicates who is
loaded. Any cargo defect or damage International Group of P&l Clubs
entitled to receive the cargo that may exist prior to loading needs standard clauses for steel can be
at the discharge port. A bill of to be accurately endorsed on the bills broadly broken down into three
lading is a record of the quantity before they are signed. If the bills are categories:
of cargo on board and of its not seen on board, a description of • rust spotted – up to 15% of the
apparent order and condition the damage should be endorsed on visible surfaces affected by rust
the mate’s receipt. • partly rusty – 15%-75% of the
at the time of shipment.
visible surfaces affected by rust
As such, it is a vitally important Rusting is often described by • rusty – over 75% of the visible
document. Cargo damage or reference to a percentage of the surfaces affected by rust.
shortage claims can arise as a surface affected. This can be very
result of errors on a bill of lading. difficult to quantify in practice. Rust Use these if unable to estimate a
percentages can vary from piece to percentage.
Clauses
The following or similar clauses should be used to describe damaged steel on bills of lading:
Description Description
Flat bound steel plate Plate/bar/channel/profile/
reference number xxxx coil – reference number
rusted xx% of its surface xxxx – loaded in wet/damp/
and buckled along its edge rain/snow/ice conditions
before shipment
Plate/bar/channel/profile
reference number xxxx
– dented/pitted in xx places
and along xxxx% of its
edge
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
15.58t t
15.58 17.25
17.25 t t 24.6724.67
t t 15.45 t 15.45 t 16.85 t 16.85 t
Figure 3: Load distribution in irregular coil stack
area
distributionarea
soft wood
soft wood
distribution
hard wood
Load
hard wood
Load
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
15
The Standard Club | A master’s guide to the Carriage of Steel Cargo
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
Principles of stowage
Steel is shipped in a variety key coil in subsequent rows placed in chafing pieces should be inserted
of shapes, sizes and weights. a different position. Key coils take up between the lashing and the steel’s
any gap that may occur between coils edge. Insert dunnage between the
Consequently, it is difficult to
during ship movement. lashing and steel’s sharp edges.
stow in classic block stowage. Standing faces of coils are lashed
Careful preparation of the hold Wedges are always placed on (banded) back to the second row.
is essential. dunnage and never directly on
the tank top. To allow access for lashing, coils
When loaded in a ship’s hold, steel are usually stowed with a 20cm to
is placed on dunnage. Dunnage is Coils are stowed in rows or tiers. 30cm gap between rows and/or a
placed between successive tiers During loading, they are generally transverse bulkhead.
of cargo and the side shell or lower placed in the hatch square before
hopper. Dunnage has two functions. stacking with a forklift. As each The lashing procedure for coils
To spread the steel’s load uniformly successive row or tier is completed, involves securing the top coiI to the
in relation to the ship’s structure the coils are lashed before the next coiI immediately below, rather than
and to provide frictional resistance. row or tier is loaded. A small gap is left securing the entire stow to the ship.
Insufficient or incorrectly applied between each successive row. The By this method, the top coils act as a
dunnage can result in high point hold area used for landing coils has to cap holding the remainder in place.
loads on the ship’s tank top, possibly be free from debris and/or raised
deforming it. It is important to use objects. Landing a coil on a bulldog Profiles and plate are secured by a
dunnage of the correct thickness, grip, ring bolt or shackle will cause variety of methods with the objective
see Figure 5, page 16. When possible, considerable damage to the coil. of preventing initial movement. With
lay dunnage on strong points. In the exception of coils, lashings that
Europe, dunnage can be a mixture of When lifting coils with a forklift, only do not ultimately connect to the
imperial and metric measurements, forklifts with a coil-friendly tine, ship’s structure will be of little value.
with 8 inch by 1 inch planks used with ie those fitted with a single central When assessing the value of lashings,
steel coils. 60mm by 80mm is used lifting arm, should be used. Even with it is necessary to consider how the
with steel plate and bars, and 6 inch this lifting arrangement, coils can be cargo has been stowed, the potential
by 4 inch is used with heavy steel. damaged. for movement and how movement is
Elsewhere, dimensions will be either prevented. Frictional resistance is the
imperial or metric. A forklift carrying a large heavy coil principal means by which movement
will put a significant load on the tank is suppressed.
Steel is generally loaded in the fore top, so check and make sure the
and aft direction, with part cargoes tanktop strength is not exceeded. During loading, the ship’s cargo
loaded forward from aft. When A forklift capable of lifting a 20-tonne officers must maintain a diligent
loading coils, wedges are used below coil will itself weigh much more than watch and record cargo activities
the coils, placed long side down on 20 tonnes. during the watch. Good records can
the coils in-board side (see page 27). prevent and reduce certain claims,
They locate a coil as it is stowed and Steel is lashed using wires, chains and and support any clauses made in the
prevent in-board athwartships steel bands. Pneumatically tightened mate’s receipts and bills of lading.
movement. A key coil will always be steel bands are preferred for coils.
used to lock a row of coils, with the When using wire lashings, suitable
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
The watch officer should report to Photographs of cargo should always key coils placed in subsequent rows
the master and note in the cargo be taken. are staggered. Great care needs to
record book: be exercised when placing key coils.
• any cargo damage or broken bands Ports that specialise in steel have Diagrams 6–7 demonstrate how key
on packaged cargo skilled stevedores and specialist coils should be placed.
• any stevedore damage to the ship equipment for stowage and securing.
• the cargo conditions Greater vigilance is needed if loading Key coils are placed so that the coil’s
• departures from the stowage plan or discharging in non-specialist ports. bottom edge is one-third of its
• size and type of dunnage and how diameter below the top of the coil(s)
it was laid Round products – coils being locked. This corresponds to the
• instructions given to stevedores When coils are loaded horizontally in gap between the coils being locked
and/or lashing gangs athwartship rows, locking the tier is of about half the key coil’s diameter.
• times when hatches were opened essential. This is done by placing a However, if the gap is greater than
or closed coil to force those beneath it into a 60% of the key coil’s diameter,
• stoppages due to weather tighter stow. This coil is known as a then the key coil could be damaged
• movement of forklifts and other key or locking coil. A key coil is most or crushed. In which case, the
loading equipment in and out of effective when placed at the centre stowage will need to be altered by
the hold. of a row. However, it is important to repositioning coils and placing timber
avoid a continuous line of weight on between the ship’s side and first coil
the ship’s tank top and, consequently, – as shown in figure 8. Although it is
Figure 6: Single-tier key coil. 150% means 1.5 times the coil’s weight Coils correctly stowed with dunnage, wedges and a key coil.
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
D
} W/2 W/2
}1/3 D
W/2 W/2
W W
Figure 9: Single-tier one-key coil with different-sized coils. When This key coil appears to exceed the 60% rule.
different sized coils are loaded and keyed together, the majority of
weight is on the smaller coil
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
In Figure 10 showing pyramid loading, A 50% rule can be applied when need to touch. However, gaps will be
it is seen that 2.5 times the centre calculating weight passed down, present between the coils and
coil’s weight is passed to the tank top. through a stow of similar-sized coils, scattered throughout the stowage. It
In non-pyramid loading, only twice to the tank top. This process is is necessary to remove these gaps by
the coil’s weight is passed to the demonstrated in Figure 13 below. It hammering softwood wedges into
tank top. also shows why pyramid loading can them. There may also be standing
give rise to excessive force on the faces/gaps at the end of the stowage,
When coils are loaded against the ship’s tank top. because the coils do not reach the
ship’s shell, they exert force. This ship’s side or because the stowage is
force can be estimated by multiplying Small coils can be loaded vertically, in stepped. Use strong wooden shoring
40% of the weight of the coils, which tight block stowage, with each coil on or dunnage bags to secure these
place a force on the shell (see Figure top of another, but placed and secured gaps or anywhere that there is a risk
12), by the sine of the stowage angle. on a strong pallet. This method of of movement.
A similar calculation can be made for stowage does not require a key coil.
roll, where the weight is multiplied by Imperfect and damaged coils
the sine of the heel. When carrying coils loaded vertically, Damaged coils being returned to a
extreme care is required to reduce steel mill are shipped as steel cargo
Side dunnage can be used to protect the risk of cargo movement. To rather than as scrap. Special care is
the side shell or lower hopper and to minimise gaps between coils, pallets necessary when loading and stowing
reduce point loads. them. Badly damaged coils should be
stowed in the second or top tier and
independently lashed or shored. Do
10t 10t
5t 5t 50% 50%
10t 10t
10t
W 7.5t 7.5t 75% 75%
7.5t 75%
10t 10t 10t 10t
Figure 13: 50% of the weight of a coil in an Coiled wire rod correctly stowed in a
Figure 12: Weight from cargo can be
upper tier is assumed to pass to the coils square hold.
transferred to the ship’s shell
below and to the tank top
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
not load cargo on top. Extra securing is loaded from the hold’s side to its
and additional chocking may be centre. Dunnage is placed between
required to secure the stowage. adjacent plates to provide frictional
resistance because the coefficient of
Damaged coils carried as cargo friction between two flat steel plates
should have the damage accurately is effectively zero.
described on bills of lading and mates’
receipts. Long plate is susceptible to waviness.
Sufficient rows of 60mm by 80mm
Coiled wire rod dunnage, placed vertically in line,
Coils of wire rod are stowed in a tight are needed to prevent distortion. Steel plate is stowed fore and aft on arthwart-
ship laid dunnage in a square-sided hold.
block stow, with their cores fore and The higher or heavier the stow,
aft on plywood sheets placed on wide the greater the number of pieces
dunnage. Direct contact between the of dunnage required to support
coils and the ship’s tank top should the plate and prevent buckling.
be avoided. Wire coils are wedged to In addition, dunnage has to be
avoid movement. Standing faces sufficiently thick to facilitate cargo
should be avoided, but if not, lash the handling and lashing.
coils back to a bulkhead by passing a
wire through their core. Gaps between parcels of steel plate
have to be chocked with strong
Care should be taken when lashing timber. Any wooden structure built
with chain because chain can damage to support steel has to be self- Plate on athwartships dunnage.
steel. This can be prevented by supporting; otherwise, the structure
placing dunnage at the point where could collapse if the cargo moves.
the chain contacts the steel.
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The Standard Club | A master’s guide to the Carriage of Steel Cargo
California block stowage if the holds have deep wings, then Long products – bars, profiles,
This is used to stow semi-finished stowage may remain in the hatch angles, channels, beams and girders
steel slabs. square. Each slab weighs about Steel profiles should be loaded
10 tonnes. ‘winged out’ and stowed so that the
Mariners have learned by experience ship’s side provides support. When
that a tight stow, without spaces, is a California block stowage relies on this is not possible, tightly stow the
good stow; a stow that is unlikely to the high coefficient of friction of profiles and secure them with
shift; a stow that is safe. So they are semi-finished steel slabs to prevent chains or wires leading to the ship’s
extremely sceptical about the movement. Indeed, static tests by structure. Unlike coils, profiles should
California Steel Industry (CSI) method CSI on a single unsecured steel plate not be lashed to themselves but
for stowage of semi-finished steel found that it would not move until lashed to the ship’s structure. During
slabs, because the slabs are stowed tilted to an angle of more than 32 stowage, profiles can be interlocked
vertically, without interlocking plates, degrees from the horizontal. Detailed with each other.
without restraint to the ship’s theoretical study by CSI found that
structure and with gaps between roll angles in excess of 50 degrees At times, long products are secured
the ship’s side and the cargo. would be needed to move the stow. together with banding in an ‘Olympic’
Since it is friction that prevents each style of lashing, with wires and bottle
This method of stowage relies on plate from shifting, the method is screws designed to lock the top tiers
frictional resistance and can be used only suitable for cargoes with a very and prevent longitudinal movement.
only for semi-finished slabs – steel rough dry surface. The bands are applied as the stow
with a very rough surface. When progresses and cargo is bundled
loaded, the slabs do not follow the Take extreme care when using this together and interconnected.
hold’s shape but are stacked flat in a method of stowage. Avoid using it
vertical stow, one on top of the other, unless absolutely necessary. Never Lay dunnage athwartships, not only
interspaced with dunnage. It is use it for smooth-surfaced steel to spread the load but to provide a
extremely important to keep the plate, wet plate or in holds that are friction pad and to aid drainage of
stack vertical. Dunnage is used at not box-shaped, except when the any moisture.
the sides and between columns to hold has been ‘squared off’.
facilitate stacking. Typically, the slabs
are loaded eight high, with the top High values of GM can lead to violent
three slabs lashed together to form ship rolling and very high dynamic
a cap, which secures the top plates. forces on cargo. Avoid high values
There are no lashings to the ship’s of GM.
structure. It is normal to load the
wings of a hold first, with slabs placed Passage plan to ensure storms and
in the fore and aft direction. However, high swells are avoided.
22
The Standard Club | A master’s guide to the Carriage of Steel Cargo
First tier of nested I-Beams stowed in the hatch square. Tightly stowed Bundles of coated pipes are stowed with vertical chocking.
I-Beams are secured with chains to deck fittings.
23
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Principles of securing
Steel is prevented from shifting • The purpose of lashing cargo is to • Lashings placed across the top of
by friction between the steel prevent initial movement. The the stow are of no value. Lashings
majority of restraint comes from around a stow serve only to hold
and dunnage. Lashings prevent
frictional resistance between the the steel in a block.
initial movement. steel and dunnage. • Loosely fitted lashings serve no
• Smooth-surfaced steel and wet useful purpose.
A variety of methods are used to steel have almost no frictional • Steel wires and chain can cause
secure steel. Here is some general resistance. damage if applied directly and
guidance: • It is only slabs stowed using the touch the steel being lashed.
• Always consult the ship’s cargo method known as California block • Insert dunnage between steel and
securing manual before applying stowage or steel coils that are the lashings to increase friction and
lashings. secured to themselves; otherwise to prevent damage.
• Lashings are not designed for the lashings should be secured to the
most violent storms encountered ship’s structure. The disadvantage of lashing with wire
at sea. • Long products and plate may be and steel bands is that they cannot
intermediately lashed to subsequently be tightened to
themselves in order to bundle the compensate for dunnage compression,
steel together and produce a shrinkage or movement. However,
tighter stow. this risk is minimised when bands are
tightened pneumatically.
24
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Slippage
Slipping angle in degrees
51
41
31
21
11
1
1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1
Coefficient of friction
Figure 14: Graph to show the angle required for slippage at different coefficients of friction.
25
The Standard Club | A master’s guide to the Carriage of Steel Cargo
A diligent cargo watch is important • stevedores are not handling cargo • assistance is provided to the
for prevention of cargo damage and roughly or stowing it badly and appointed steel surveyor during a
shortage claims, and structural that dunnage of the correct type preloading survey and the survey
damage to the ship. Watch officers and size is applied correctly. is carried out in a diligent manner,
should ensure that: A significant proportion of steel with discrepancies reported to the
• the hold is ready to receive cargo cargo damage can be attributed to master
and stevedores understand the the manner in which stevedores • lashing and stowage are carried out
loading plan handle and stow cargo as per the cargo plan. It is vitally
• stevedores are using the right • forklifts do not overload the tank important for safe carriage of cargo
equipment so as not to damage top and are fitted with proper lifting and ship safety that steel is loaded
cargo. Steel wire slings or chains or protective tines. Steel coils are in the proper manner. If it is not, it
when used incorrectly can damage frequently damaged by forklift should be reported to the master
bundles of pipe, plate or steel coils. tines and owner/charterer immediately
Steel lifting rods, for example, are • all damage to finished steel cargo is • a log is kept of all activities,
often used for safe lifting of heavy noted and presented by the master including:
steel coils to the shipper’s or receiver’s –– details of any cargo damage
agents, as quickly as possible. If the –– where and how the cargo was
P&I club steel surveyor is attending, stored, in the port and on the
pass details of the damage to him quay, ie was it stored raised
as well from the ground on dunnage
and protected from rain?
–– how cargo arrived at the berth.
Did it arrive by rail/truck/
directly from the warehouse or
was it shifted by a forklift truck?
–– weather: was it raining during
loading/discharge? Was the
steel wet?
–– whether stevedores were using
the correct lifting equipment
so as not to damage the cargo
–– whether stevedores used the
correct dunnage correctly
–– the times when hatches were
opened and closed, and the
times of cargo operations
–– the condition of the cargo (take
photographs).
26
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Stability Any source of water such as wet It is the ship’s responsibility to ventilate
The ship’s stability will need to be dunnage, or water on the tank top or properly or to dehumidify hold air.
calculated for the proposed loading in bilges, must be removed prior to If steel is damaged by atmospheric
to make sure the GM is acceptable. closing and securing hatch covers. corrosion, the receivers will claim
When at sea, carefully monitor damages. Making sure that cargo
Large quantities of steel stowed in the hold humidity and ventilate when holds are clean and dry, and correctly
bottom of a hold will cause the ship’s the conditions dictate. In certain following the ventilation procedure
centre of gravity (KG) to reduce conditions, dehumidifying is essential may not be sufficient to avoid
considerably, resulting in a high GM. to prevent cargo sweat. Moisture may atmospheric corrosion. Dehumidifying
This can make the ship ‘stiff’ and be present in other cargo loaded in the hold air will also be necessary.
cause violent rolling in bad weather, hold. In which case, care is needed to
something that can cause cargo to make sure steel is not loaded adjacent If loading in wet humid conditions
shift. If loading does result in an to hydroscopic cargo and, if such cannot be avoided, avoid stowing
unacceptably high GM, and this cannot loading is unavoidable, that additional wet steel adjacent to, or in the same
be corrected by ballast or moving attention is paid to the hold’s relative compartment as, dry steel. Endorse
weights, then an alternative stowage humidity and ventilation. the bills ‘wet before shipment’.
arrangement will be necessary.
To prevent atmospheric-induced
corrosion, it is essential for holds to
be dry and hold air to have a RH below
40%. Other forms of corrosion can be
prevented by thorough hold cleaning,
freshwater washing and drying.
Coils prior to stowage correctly wedged.
27
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Hatch covers Include hatch covers in the ship’s The club’s survey programme has
Hatches leak for a variety of reasons, system for planned maintenance and shown that the principal cause of
but mainly because of poor complete repairs if any of the above hatch cover leakage is poor panel
maintenance or failure to close them are found damaged or deficient. alignment and, consequently,
properly. Hatch covers are designed incorrect pressure on sealing gaskets.
to a weathertight rather than to a In exposed locations, hatch covers This usually occurs because of wear
watertight standard. This means can be further sealed by placing on metal-to-metal contact surfaces.
water that passes the sealing gasket expanding foam in cross-joints and
should not enter the hold. Drainage along the hatch skirt. Cross-joints See the club’s publication
channels are arranged to prevent can also be protected with bitumen- ‘A Master’s Guide to Hatch Cover
water from entering the hold, by based tape. Maintenance’, which is available on
allowing it to drain away. the club’s website.
28
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Always
29
The Standard Club | A master’s guide to the Carriage of Steel Cargo
This case study is based on a in the ship’s hold with a forklift. clausing the mate’s receipts and bills
claim presented by cargo Dunnage was laid on the ship’s tank of lading. During the survey, the
top. It rained during loading and the surveyor also completed:
insurers.
cargo on the quay became wet. • a silver nitrate test in the ship’s
The cargo During prolonged periods of rain, holds, which did not find evidence
A cargo of steel products was loaded exposed cargo on the quay and in of chlorides
for the Arabian Gulf. The cargo trailers was covered with tarpaulins. • a visual examination of the ship’s
consisted of 600 bundles of black However, wet cargo was eventually hatch covers, coamings,
steel pipe and 2,000 steel coils. loaded with dry cargo. compression bars, gaskets,
drainage channels and cleats, and
The steel was delivered to the port by The coils were surface rusted and found them in good order
road and rail, and stored in a covered bound with steel binding, some of • a visual examination of access
warehouse. When delivered to the which was bent, broken, rusted or hatches and ventilation pipes,
ship, the steel was placed on open missing. Some of the pipes were which were found in good order.
trailers. scratched.
At the end of the survey, the surveyor
Dunnage was placed between The preloading survey issued a report and recommended
successive tiers of pipe and between The P&I club arranged a preloading that bills were endorsed with details
the pipe and the ship’s side. The coils survey and instructed a surveyor to of the damaged cargo and that
were moved by forklift trucks, slung examine the steel for damage before loading had occurred during rain and
with wire ribbon slings and positioned loading and to assist the master with that the steel was wet on shipment.
Steel coils arrive at the berth. Coils are loaded with ribbon slings.
30
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Pipes secured in the hold, but lashings are of Pipes loaded on top of steel coils. Coils wedged in position
little value.
Coils being stowed by a forklift fitted with a Coils stowed and lashed together with steel Coils dropped straight into the hatch square.
single round tine. bands. Note use of wire ribbon slings.
Clauses and endorsements – steel bands and wire ties were • all remarks endorsed on the mate’s
wording for the bills of lading surface rusted, with 5% broken. receipts must be endorsed in full on
Details of the damaged cargo needed 20% of the steel coils (no markings the bills of lading issued at this or
to be endorsed on the mate’s available) arrived on the quayside in any other transport bill of lading.
receipts/bills of lading and the the rain and were wet prior to
surveyor attending for the club’s loading. The master further made clear that
preloading survey suggested that the the letter of authorisation was
master incorporate the following The standard recommendations and intended to complement the
wording: wording for the clauses that charterparty and must be applied in
• 10% of the pipes nicked, dented accurately describe the damage and conjunction with the relevant
and scored along the body of the the damaged article (see page 12) provisions contained therein and that
pipe. A small number, less than 2%, were not used. bills of lading signed by charterer’s
end caps missing. All steel agents without the above conditions
strapping bands showing signs of The master authorised the being fulfilled would be considered to
rust in varying degrees. About 2% charterer’s agent to sign bills on his have been signed without the
of strapping bands missing, loose behalf subject to: authority to do so.
or adrift. Pipes pre-assembled in • all bills of lading signed by the
open hold square were wetted prior charterer’s agents conformed with The master further requested the
to loading the quantities and description of charterer’s agent to sign for receipt
• 8% of coils showing signs of surface the cargo actually loaded on board of the letter of authorisation and
rust to varying degrees and extent. the vessel at this loading port and acknowledgement of its contents.
Approximately 10% of the coils’ during her present call only
31
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Bills of lading and endorsements Letters of indemnity – LOIs entangled, bent or crushed, were
Bills of lading were issued clean by the In commercial reality, the considered unsuitable for their
charterer’s agent even though the charterparty often contains an LOI intended purpose and were rejected.
authority to sign bills granted by the clause – depending upon the type of The receiver alleged that as part of
master was subject to the bills being charter. The shippers require clean the next manufacturing process, the
correctly endorsed with details of the bills for their sales contracts or coils would be placed in an acid bath
cargo. The charterer’s agent simply letters of credit, and so there is and then drawn out. However, due to
did not include the surveyor’s considerable commercial pressure to the damage, the coils would be
remarks on the bills. The ship had have clean bills issued. In return for difficult to unwind.
sailed and the master was unaware the issuance of a clean bill, a letter of
that clean bills had been issued. indemnity is offered or agreed. On The damage to the coils seen at the
the face of it, the letter appears to discharge port was in part caused by
It is normal practice for the master to indemnify the owner (or charterer) their poor condition, noted at the
allow agents to sign and issue the bills against the possible consequences of load port. At the load port, the club’s
of lading on his behalf, but more often issuing a clean bill for damaged cargo. surveyor had noted that some of the
than not, the appointed agent is the However, there are a number of coils were distorted and sprung, and
charterer’s agent rather than the pitfalls with this approach: that retaining bands and ties were
shipowner’s agent. Consequently, • issuing a bill of lading that does not broken, adrift and rusting, but the
the agent is inclined to act in the reflect the true condition of the bills were not claused to reflect the
interest of the charterer rather than cargo is a crime in some countries cargo’s condition.
the shipowner. Bills are normally as it could be construed as an act to
issued after the ship has sailed. When defraud the receiver The claim
authority has been given to the • such a letter of indemnity is almost The receivers submitted a claim
charterer’s agent to sign the bills, always legally unenforceable. against the shipowner for 60
there is very little a ship’s master can Therefore, the value of the LOI is damaged coils, all of which were
subsequently do to check that the very much dependent upon the considered a total loss. Cargo
cargo’s description in the bills probity and reputation of the entity interests demanded $80,000 in
accurately reflects its condition. giving the LOI. For example, in a settlement for their loss.
long-term charter, it would be
The charterers came under reasonable to assume that the LOI Liability
commercial pressure from the given by the charterer may be Where the consignee is different
shippers to issue clean bills, because honoured. In a contract of carriage from the shipper, a clean bill is
of the terms of the letters of credit. or short voyage charter, this may irrefutable evidence of the apparent
However, this is not in the interests of not always be the case condition of the cargo at the time of
the shipowner, because clean bills • the shipowner may lose its P&I loading. Since the bills issued here
issued for damaged cargo render the cover if it or the master knowingly were owner’s bills of lading, cargo
shipowner liable for any cargo issues or authorises issuance of a interests had a direct action against
damage regardless of whether the clean bill for damaged cargo. the shipowner for breach of the
damage occurred before or after contract of carriage. The shipowner
loading (see page 12). On a more At the discharge port can claim against charterers for
serious note, issuing clean bills for At the discharge port, joint surveys reimbursement of any settlement
damaged cargo may be a fraud were carried out to assess the reached with cargo interests but
against the receivers, which can condition of the cargo. After detailed such recovery action is not always
invalidate P&I cover. examination, the consignee successful because legal costs can
concluded that the majority of coils be greater than the resulting award.
were damaged. Many were
32
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Comments and analysis • deck cargo officers should be • members should take a diligent
A clean bill is one that describes the diligent in their duties to observe interest in who issues bills of lading
cargo as being ‘in apparent good and note damages to the cargo and on their behalf and when they are
order and condition’, without make sure these are recorded in issued. Procedures relating to
containing adverse remarks. It can be the cargo log and mate’s receipts. issuance of bills of lading should
evidence that the cargo was loaded in They should not rely solely on form part of the ship’s cargo
a good condition. If the bills are not cargo surveyors. All cargo damage procedures.
claused with remarks indicating the seen should be brought to the
true condition of the cargo, then the master’s and surveyor’s attention The mistakes made during loading
carrier is usually held liable to the • wet cargo should not be loaded resulted in a claim against the
receiver for the damage or with dry cargo. Such cargo should shipowner even though the ship had
impairment of the cargo. stay on the quay until it is dry or, not caused the damage. Had the
alternatively, bills should be cargo correct procedures been followed, as
As a consequence of the charterer’s claused ‘wet when loaded’ set out in this guide, the claim would
failure to endorse the bills of lading to • always ensure that bills are claused have been avoided.
record the cargo damage, the carrier to reflect the true description of
(shipowner) was liable to cargo the cargo, using descriptions
interests for the damage, even similar to those set out in this guide
though the damage existed prior to • when agents are authorised to
loading. issue bills on the master’s behalf,
this authorisation should be
To prevent claims arising from followed up by an email
incorrect issue of clean bills, the acknowledgement directly from
following advice is given: the master to the agents with the
• masters should always be provided wording agreed for the clausing to
with a copy of the charterparty so be included in the bills of Iading
that they are aware of the • masters should foIIow up after
commercial agreement between departure from the port and
the owners and charterers with request confirmation that bills have
respect to the issuance of bills of been issued as per the master’s
lading and letters of indemnity instructions
Condition of coils at discharge port – unwound. Condition of coils at discharge port – rusted.
33
The Standard Club | A master’s guide to the Carriage of Steel Cargo
This study is based on a claim At the discharge port, the outturn experience in construction of timber
presented to the shipowner by surveyor remarked that 10% of the shoring, they should check that the
pipes had one or both ends bent or construction appears correct. Flimsy
cargo receivers.
flattened. Their end covers were timber is unlikely to be sufficiently
A consignment of 2,400 steel pipes missing. strong to withstand the forces
and 1,500 pipe casings was loaded at associated with heavy ship pitching
various Chinese ports for discharge Comments and analysis and rolling during a storm. If in doubt,
in Antwerp. Each pipe weighed The principal cause of the damage advice should be sought.
approximately 3.5 tonnes and each was poor preparation of the hold
casing weighed between 0.5 and 1.2 prior to loading cargo and poor Dunnage should always be placed
tonnes. Wooden bulkheads were built stowage during loading. In particular, vertically between the ship and
in No. 2 hold to correct the ship’s insufficiently strong timbers had cargo to prevent cargo movement
shape and to enable block stowage. been used to square off the hull’s and to protect the ship and cargo
Flat dunnage was laid athwartships shape in No. 2 lower hold and the from damage.
over hold strong points for the pipes wooden bulkhead was weak. In
to sit on, but dunnage was not placed addition, during loading, dunnage Receivers were able to claim against
between the pipe ends and the hold’s had not been placed between the the ship even though the damage
transverse bulkhead. ends of the pipes and the hold’s occurred during bad weather. Had
transverse bulkhead. the wooden bulkheads been more
The P&I club’s surveyor who attended robust, it is probable the damage, and
for the preloading steel survey Stout dunnage should always be used the claim, would have been avoided.
examined the cargo and suggested to square off a hold’s shape. Deck
that bills be endorsed to reflect that: officers should supervise the
• cargo had lain in the open without construction of timber shoring to
protection or covering make sure it is correctly built and
• cargo was rusty along its edges and sufficiently strong. Although
surfaces mariners may not always have
• cargo was slightly scratched along
its edges and on its surfaces
• 89 pipes had their protecting end
covers missing.
Pipes loaded on top of coils need to be Pipes are stowed fore & aft and athwartships.
securely lashed to prevent movement. Dunnage has not been placed between the
Dunnage has been placed between the pipes pipes stowed athwartships and the ship’s side
and the longitudinal bulkhead. bulkhead.
34
The Standard Club | A master’s guide to the Carriage of Steel Cargo
Loading checklist
35
The Standard Club | A master’s guide to the Carriage of Steel Cargo
36
The Standard Club | A master’s guide to the Carriage of Steel Cargo
For further information on this guide and other master’s The Standard Club Ltd is regulated by the Bermuda Monetary Authority.
guides published by The Standard Club, contact: The Standard Club Ltd is the holding company of the Standard Club UK
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This master’s guide is published on behalf of Singapore.
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Charles Taylor & Co. Limited.
The purpose of this publication is to provide a source of information which
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Version 1, September 2018
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