CONTAINER SHIP

1.0 Introduction

1.1 Introduction to container

A container is a box made of steel, aluminium or fibre glass. The standard size as
recommended by ISO is TEUs and FEUs.
TEUs (Twenty-foot Equivalent Units); that is a TEU is 8 feet wide, 8 feet high and 20 feet long
and FEUs (Forty-foot Equivalent Units); that is a FEU is 8 feet wide, 8 feet high and 40 feet
long.
Bay: A bay is one container’s length when looking at the ship from the side and counting from
forward. Odd No. e.g., 01, 03 etc., are allocated to 20’ container. Even No. e.g., 02, 04 etc.,
are allocated to 40’ with 02 being the first bay.
Row: A row is the width of a container looking down the hold. 00 is allocated to the row on
the center line with ODD numbers increasing to STARBOARD, and EVEN numbers increasing
to PORT.
Tier: Each tier is one container height looking at the top from the side, and
increasing vertically. Tiers of containers stowed under deck are numbered from 02, 04... 16
etc. Tiers of containers stowed on deck are numbered from 82, 84, 86, 88 etc.

Tare weight/Laden weight: The weights marked on the containers are TARE weight and
LADEN weight. TARE weight is the weight of the empty container and is usually 2200KGS for
a TEU, while the LADEN weight may be anything from 20000KGS to 32000KGS (strengthened
steel construction).

2.0 Ships and containers

2.1 Location of container

Page 1 of 14
The arrangement of containers is made by means of bay, row and tier numbers.
The bay, counted from bow to stern. In particular, each 20 feet container bay is numbered
with an odd number, i.e. bay 01, 03, 05, etc., while two contiguous odd bays conventionally
yield one even bay, for the stowage of 40 feet containers, i.e. bay 02=bay 01 + bay 03,
Consequently, both the first and last bays will have an odd number or bay 04=bay 03+bay 05
.
As for the second index, that is the row, ship locations have an even number if they are located
on the port, i.e. row 02, 04, 06, started from centre to outwards, and an odd number if they
are located on the stbd side, i.e. row 01, 03, 05, etc. started from centre to outwards. But if
there are total numbers of row is odd number, then centre row will be counted as row 00.
Finally, for the third index, that is the tier, the levels are numbered from the bottom of the
hold to the top with even number, i.e. tier 02, 04, 06, etc., while in the upper deck possible
numbers are 82, 84 and 86.
The position of a particular container is designated by its numbering system. In this numbering
system, the bay is specified first, then the tier (vertical layer) and finally the container row,
which runs the length of the ship.
The containers are stacked in tiers and are in general called the stacks.
This way ensures that any container can be located very easily – knowing the bay number and
the row number isolates the location and the stack height give the exact position of the
container.

LOCATION OF CONTAINER

Page 2 of 14
(Example) In the case of 40ft container:
The serial number of BAY is expressed with even ROW number, the loading location of the
container denoted by “F” is set to 10-04-84.

(Example) In the case of 20ft container:

The serial number of BAY is expressed with odd number, the loading location of the container
denoted by “R” is set to 09-04-82, and the loading location of container denoted by “L” is set
to 11-04-82.

2.2 Container handling operation in terminal

1. Normally the stowage plan of container vessel is prepared by shore staff, when considering
acceptability of a container cargo stowage plan, the following procedures/guidelines
concerning hull strength & stability shall be taken into account:
Draft, Trim and Heel Draft restrictions at berth, approaches, passage and next port shall be
taken into consideration and vessels maximum draft must be maintained within the
applicable restriction.
2. On Arrival Port, Prior Commencing Cargo Operation - The composition of cargo watch
personnel shall be decided and duties well understood. All personnel involved in the cargo
watch shall be briefed regarding the expected operations and provided with a Cargo
Discharge Plan.
3. Handling dangerous cargo requires special care due to the inherent hazardous nature of
the cargo and applicable carriage regulations.
4. Reefer containers require special care after they are loaded on board ship. These containers
need to be supplied with power, monitored closely for proper function and repaired as
required in case of malfunction.
5. Break bulk cargo is usually stowed on flat racks and platforms. It is important to confirm
that the break bulk cargo itself is properly secured onto the Flat rack or Platform prior loading
on board.
6.Vessel should be upright at all times during the loading/discharging operations, in this case
auto heel correction system can be applied if fitted.
7. The term 2 in 1 operation is normally used when two 20feet units are loaded in one 40feet
bay underdeck. When such loading operation is being conducted, it must be ensured that the
terminal staff is aware of the vessels lashing system.
8. 20feet containers loaded on deck must be spaced apart in order to leave room for lashing
each container on the fore and aft ends.
9. Hatch cover operations are frequently carried out on board container ships but due care is
necessary to prevent damage by incorrect operation.
10. When containers are carried on deck, the ship is required to be approved for that purpose
and the containers themselves are secured with twist locks and lashings. These usually consist
of steel rods and turnbuckles.
11. Cargo holds of container ships are fitted with two basic types of ventilation systems,
namely natural and mechanical. Mechanical ventilation could be of either the supply or the
exhaust type.
12. Condition of Cargo (Container) Securing / Lashing shall be checked at least once daily and
tightened as required.

Page 3 of 14
13. On board containerships there are several potential safety hazards in the cargo working
area and these will have to be identified, made safe and monitored to ensure continued
safety.

2.3 Types and dimension of container

We refer to the container system expressed in terms of TEUs (Twenty-foot Equivalent Units);
that is a TEU is 8 feet wide, 8 feet high and 20 feet long, and FEUs (Forty-foot Equivalent
Units); that is a FEU is 8 feet wide, 8 feet high and 40 feet long, a 40 feet container is
equivalent to two TEUs.

Containers are standardized cargo units. They are manufactured in a large variety of sizes and
types, each designed to meet specific cargo and transportation requirements. Their length is
usually 20 or 40 feet, although longer containers are used, these containers are 45, 48 and 53
feet long. Their width is always 8 feet although their height can vary. The term High cube
container usually refers to a standard-sized container that has a height of 9 feet 6 inches.
Container heights can be 8 feet, 8 feet 6 inches, 9 feet 6 inches or 10 feet 6 inches.
20-foot containers are actually a little shorter than 20 feet, so that two 20-foot containers can
be stowed in a 40-foot bay. The actual dimensions are 12192 mm for a 40-foot container and
6058 mm for a 20-foot container. Thus, two 20-foot containers are 76mm shorter than a 40-
foot container.

Types of containers:
1.Close box container-used for general purpose for various types of cargo.
2.Open sided containers-can be loaded from either side.
3.Dry bulk containers-loading hatches in the roof and one or more discharge hatches on the
sides.

Page 4 of 14
4.Tank containers-are used for carrying bulk liquids.
5.Half height containers-are normally used for high density cargo.
6.Reefer containers-have a compartment for the compressor and used to carry refrigerated
cargoes.
7.Other special types of open containers for livestock, tilt able containers for grain. open top
containers, collapsible containers etc.

THE MAIN KINDS OF FREIGHT CONTAINER

It is the most common container stuffing the dry cargo and is non-opening type container.

2.4 Securing Containers

Cellular Container ships – cell guides below.

On Deck – twistlocks, locating cones, bridging pieces, lashing rods and wires, chains and
tensioners (penguins and pelicans).
Stow on deck as a block.
Corner castings used to secure container.

2.5 Container securing materials

TWIST LOCK … Between containers, and container and hatch cover are fixed.
MANUAL TWIST LOCK - Container and hatch cover are fixed and it locks.
SEMI-AUTO TWIST LOCK – Between containers are fixed. Lock is performed automatically and
removes lock by release-bar.
HEIGHT ADJUSTER ……When loading high cube container etc., the height to lashing point is
adjusted with lashing bar, turnbuckle.

Single stacking cones

Often used on general cargo vessels with no welded footlock guides.

2.6 Cargo Securing Manual

In accordance with the International Convention for the Safety of Life at Sea, 1974 (SOLAS)
chapters VI, VII and the Code of Safe Practice for Cargo Stowage and Securing, cargo units,
including containers shall be stowed and secured throughout the voyage in accordance with
a Cargo Securing Manual, approved by the Administration.
The Cargo Securing Manual is required on all types of ships engaged in the carriage of all
cargoes other than solid and liquid bulk cargoes.
The purpose of these guidelines is to ensure that Cargo Securing Manuals cover all relevant
aspects of cargo stowage and securing and to provide a uniform approach to the preparation
of Cargo Securing Manuals, their layout and content.
The guidance given herein should by no means rule out the principles of good seamanship,
neither can it replace experience in stowage and securing practice.

CONTENT OF CSM
CHAPTER 1 – GENERAL
CHAPTER 2 -SECURING DEVICES AND ARRANGEMENTS.

Page 5 of 14
CHAPTER 3-STOWAGE AND SECURING OF NON-STANDARDIZED AND SEMI STANDARDIZED
CARGO.
CHAPTER 4 -STOWAGE AND SECURING OF CONTAINERS AND OTHER STANDARDIZED CARGO.

The information contained in the Cargo Securing Manual should include the following items
as appropriate:
• Details of fixed securing arrangements and their locations (pad-eye, eyebolts,
elephant-feet, etc.);
• Location and stowage of portable securing gear;
• Details of portable securing gear including an inventory of items provided and their
strengths;
• Examples of correct application of portable securing gear on various cargo units,
vehicles and other entities carried on the ship;
• Indication of the variation of transverse, longitudinal and vertical accelerations to be
expected in various positions on board the ship
• Cargo Securing Devices are all fixed and portable devices used to secure and support
cargo units.

DEFINITIONS:
Maximum Securing Load (MSL) is a term used to define the allowable load capacity for a
device used to secure cargo to a ship. Safe Working Load (SWL) may be substituted for MSL
for securing purposes, provided this is equal to or exceeds the strength defined by MSL.
Standardized Cargo means cargo for which the ship is provided with an approved securing
system based upon cargo units of specific types.
Semi-standardized Cargo means cargo for which the ship is provided with a securing system
capable of accommodating a limited variety of cargo units, such as vehicles, trailers, etc.
Non-standardized Cargo means cargo which requires individual stowage and securing
arrangements

3.0 Safe working with containers

3.1 SAFE WORKING PRACTICES

• When working on deck, always wear high visibility clothing, safety shoes and a hard
hat.
• Never allow fittings to be thrown onto the ship’s deck from a height.
• Check that sliding sockets and stacking cones are removed from hatch covers before
opening.
• Check the hatch cover clearance before closing the cargo hold. “Keep Clear” mark
should be visible.

• When working in the vicinity of moving containers, never work with your back towards
a container or stand where a swinging container could strike you.

• Never stand under a raised container.

Page 6 of 14
 • When working on the top or side of a container, use safe access equipment and never
climb containers.
• If working from a ladder, secure the ladder properly and wear a safety harness. Attach
the line from the harness to a secure point.

• Take care climbing onto a lashing bridge. There could be loose items of equipment
that can fall or the safety bar could be across the opening.
• Never climb up the side of a stack of containers. Use an access cradle.

• Tidy loose equipment that is lying on decks, hatch covers and coamings. These are trip
hazards.
• Take care when fixing penguin hooks or lashing rods as these can slip and strike
someone.
• Close access gratings after passing through. They are there to protect you.
• Switch on all working lights on deck, cross deck, lashing bridge and cargo hold to
provide sufficient lightings at night and during darkness.
• Check walk ways and deck to be clear of oil or grease. Check for any floating oil around
the vessel at port.

4.0 Dangerous goods

4.1 Definition of Dangerous goods

Dangerous goods are any substances or articles carried onboard that may:
– kill or injure people
– damage ships or transport equipment
– damage cargo
– damage the environment (marine pollutants)
Failure to comply with dangerous goods rules causes severe maritime incidents and heavy
losses. Handling dangerous cargo requires special care due to the inherent hazardous nature
of the cargo.

4.2 Carriage of Dangerous goods

The handling and carriage of dangerous goods must be carried out in full compliance with the
laws of the country:
• from which the dangerous goods are being shipped,
• in whose vehicle or ships it is moved,
• through which the goods will transit, and of course
• of destination.

So the classification, packaging and stowage of dangerous goods must be in accordance with
any legislation which may be enforced in:
• the country of origin
• the country of destination
• any country which it has entered

Page 7 of 14
 • the country under whose flag the carrying vessel operates.

4.3 IMDG code and content

A complete instruction manual for documentation, packaging and carriage of dangerous

goods by sea produce by International Maritime Organization (IMO) and is based on the UN
inter-modal dangerous goods system and is used world-wide.
The objective of the International Maritime Dangerous Goods (IMDG) Code is to:
• Enhance the safe transport of dangerous goods
• Protect the marine environment
• Facilitate the free unrestricted movement of dangerous goods

What's in it

The IMDG Code lays down basic principles;

Detailed recommendations for individual substances, materials and articles,
and a number of recommendations for good operational practice including advice on:
terminology, packing, labelling, stowage, segregation and handling, and emergency response
action.

The two-volume Code is divided into seven parts:

Volume 1 - (parts 1, 2 and 4-7)

The Code contains sections on:
Part 1 - General provisions, definitions, training
Part 2 - Classification
Part 4 - Packing and tank provisions
Part 5 - Consignment procedures
Part 6 - Construction and testing of packaging, IBCs, large packaging, portable tanks and road
tank vehicles
Part 7 - Transport operations

Volume 2
contains:
Part 3 - The Dangerous Goods List & Limited quantities exceptions
Chap 1 - General
Chap 2 - DG List
Chap 3 - Special provision to certain substances, materials or articles
Chap 4 - Limited quantities

The Supplement
Contains the following texts related to the IMDG Code:
EMS Guide
Medical First Aid Guide
Reporting Procedures
Packing Cargo Transport Units
Safe Use of Pesticides

Page 8 of 14
INF Code

IMDG Code
Volume 1 - (parts 1, 2 and 4-7)
Part 1
1.1 GENERAL PROVISIONS
1.2 DEFINITIONS, UNITS OF MEASUREMENT AND ABBREVIATIONS
1.3 TRAINING
1.4 SECURITY PROVISIONS

PART 2
CLASSIFICATION
CHAPTER 2.0 INTRODUCTION
CHAPTER 2.1 CLASS 1 - EXPLOSIVES
CHAPTER 2.2 CLASS 2 - GASES
CHAPTER 2.3 CLASS 3 - FLAMMABLE LIQUIDS
CHAPTER 2.4 CLASS 4 - FLAMMABLE SOLIDS; SUBSTANCES LIABLE TO SPONTANEOUS
COMBUSTION; SUBSTANCES WHICH, IN CONTACT WITH WATER, EMIT FLAMMABLE GASES
CHAPTER 2.5 CLASS 5 - OXIDIZING SUBSTANCES AND ORGANIC PEROXIDES
CHAPTER 2.6 CLASS 6 - TOXIC AND INFECTIOUS SUBSTANCES
CHAPTER 2.7 CLASS 7 - RADIOACTIVE MATERIAL
CHAPTER 2.8 CLASS 8 - CORROSIVE SUBSTANCES
CHAPTER 2.9 CLASS 9 - MISCELLANEOUS DANGEROUS SUBSTANCES AND ARTICLES
CHAPTER 2.10 MARINE POLLUTANTS

PART 3 (Vol 2)
DANGEROUS GOODS LIST AND LIMITED QUANTITIES EXCEPTIONS
CHAPTER 3.1 GENERAL
CHAPTER 3.2 DANGEROUS GOODS LIST
CHAPTER 3.3 SPECIAL PROVISIONS APPLICABLE TO CERTAIN SUBSTANCES, MATERIALS OR
ARTICLES
CHAPTER 3.4 LIMITED QUANTITIES

PART 4
PACKING AND TANK PROVISIONS
CHAPTER 4.1 USE OF PACKAGINGS, INCLUDING INTERMEDIATE BULK CONTAINERS (IBCs) AND
LARGE PACKAGINGS
CHAPTER 4.2 USE OF PORTABLE TANKS AND MULTIPLE-ELEMENT GAS CONTAINERS (MEGCS)
CHAPTER 4.3 USE OF BULK CONTAINERS

PART 5
CONSIGNMENT PROCEDURES
CHAPTER 5.1 GENERAL PROVISIONS
CHAPTER 5.2 MARKING AND LABELLING OF PACKAGES INCLUDING IBCs
CHAPTER 5.3 PLAYCARDING AND MARKINGS OF CARGO TRANSPORT UNITS
CHAPTER 5.4 DOCUMENTATION

Page 9 of 14
PART 6
CONSTRUCTION AND TESTING OF PACKAGINGS, INTERMEDIATE BULK CONTAINERS (IBCs),
LARGE PACKAGINGS, PORTABLE TANKS, MULTIPLE-ELEMENT GAS CONTAINERS (MEGCs) AND
ROAD TANK VEHICLES
CHAPTER 6.1 PROVISIONS FOR THE CONSTRUCTION AND TESTING OF PACKAGINGS (OTHER
THAN FOR CLASS 6.2 SUBSTANCES)
CHAPTER 6.2 PROVISIONS FOR THE CONSTRUCTION AND TESTING OF PRESSURE
RECEPTACLES, AEROSOL DISPENSERS AND SMALL RECEPTACLES CONTAINING GAS (GAS
CARTRIDGES)
CHAPTER 6.3 PROVISIONS FOR THE CONSTRUCTION AND TESTING OF PACKAGINGS FOR CLASS
6.2 SUBSTANCES
CHAPTER 6.4 PROVISIONS FOR THE CONSTRUCTION, TESTING AND APPROVAL OF PACKAGES
AND MATERIAL OF CLASS 7
CHAPTER 6.5 PROVISIONS FOR THE CONSTRUCTION AND TESTING OF INTERMEDIATE BULK
CONTAINERS (IBCS)
CHAPTER 6.6 PROVISIONS FOR THE CONSTRUCTION AND TESTING OF LARGE PACKAGINGS
CHAPTER 6.7 PROVISIONS FOR THE DESIGN, CONSTRUCTION, INSPECTION AND TESTING OF
PORTABLE TANKS AND MULTIPLE-ELEMENT GAS CONTAINERS (MEGCS)
CHAPTER 6.8 PROVISIONS FOR ROAD TANK VEHICLES
CHAPTER 6.9 PROVISIONS FOR THE DESIGN, CONSTRUCTION, INSPECTION AND TESTING OF
BULK CONTAINERS

PART 7
REQUIREMENTS CONCERNING TRANSPORT OPERATIONS
CHAPTER 7.1 STOWAGE
CHAPTER 7.2 SEGREGATION
CHAPTER 7.3 SPECIAL REQUIREMENTS IN THE EVENT OF AN
INCIDENT AND FIRE PRECAUTIONS INVOLVING DANGEROUS GOODS
CHAPTER 7.4 TRANSPORT OF CARGO TRANSPORT UNITS ON BOARD SHIPS
CHAPTER 7.5 PACKING OF CARGO TRANSPORT UNITS
CHAPTER 7.6 TRANSPORT OF DANGEROUS GOODS IN SHIPBORNE BARGES ON BARGE-
CARRYING SHIPS

4.4 Packaging of Dangerous goods

• Well made and in good condition.

• Interior not dangerously affected by contact with contents.
• Strong enough to withstand normal handling- by sea.

Where absorbent or cushioning material is used, it shall be:

• Capable of minimising the dangers to which the liquid may give rise.
• So disposed as to prevent movement and that the receptacle remains surrounded.
Where reasonably possible, of sufficient quantity to absorb the liquid in the event of breakage
of the receptacle.
Receptacles to have an ullage (space) to allow for the highest temperature during normal
carriage.

Page 10 of 14
Receptacles for gases under pressure shall be adequately constructed, tested, maintained and
correctly filled.
Empty receptacles used previously for carriage of dangerous goods, to be treated as full, until
thoroughly cleaned.

4.5 Marking, Labelling and Placarding

• Packages shall be durably marked with the correct technical name.

• Trade name alone shall not be used.
• Have distinctive labels or placards to indicate dangerous properties.
• Markings of technical name, labels or placards shall remain identifiable on packages
surviving at least three months' immersion in the sea except the followings which may
be exempted from labelling requirements.
• Low degree of hazard or packed in limited quantity; and
• When special circumstances permit, packages that are stowed and handled in units
that are identified by labels or placards

4.6 Documents

• The correct technical name and description of the goods shall be used (trade names
alone shall not be used)
• A signed certificate or declaration that the shipment offered for carriage is properly
packaged and marked, labelled or placarded, and in proper condition for carriage.

• Shall have a special list or manifest setting forth, in accordance with the classification
set out in the regulation, the dangerous goods on board and the location thereof.
• A detailed stowage plan which identifies by class and sets out the location of all
dangerous goods on board may be used in place of such special list or manifest.

4.7 Stowage Requirements

• Stowed safely and appropriately according to the nature of goods.

• Incompatible goods shall be segregated from one another.
• Explosives (except ammunition) stowed in a magazine and segregated from
detonators. Electrical apparatus and cables in this compartment designed and used so
as to minimise the risk fire and explosion.
• Goods which give off dangerous vapours shall be stowed in a well-ventilated space or
on deck.
• Where inflammable liquids or gases are carried, special precautions to be taken where
necessary against fire or explosion.
• Substances liable to spontaneous combustion or heating shall not be carried unless
adequate precautions have been taken to prevent outbreak of fire.
• Precautions for Loading / Discharging Dangerous Goods
• Packages inspected for signs of damage, leakage prior to being stowed in the
compartment or container.
• Keep combustible materials away from source of ignition.

Page 11 of 14
 • Stow in places not liable to damage or heating
• Segregate from substances liable to start or spread fire.
• Ensure accessibility so that dangerous goods may be removed to safety.
• Naked lights and smoking prohibited in or near DG areas at all times.
• Safeguard electrical appliances against short circuit and sparking to avoid risk of
ignition.
• Ensure fire-fighting appliances in constant state of readiness.
• Protective clothing and self-contained breathing apparatus should be available if cargo
is liable of emitting dangerous fumes.
• If loading explosives, avoid bunkering, hot work and working of radar and radio.

5.0 Reefer container

5.1 Refrigerated Cargoes

Fresh Fruits & Vegetables

Fresh and frozen meats, poultry and fish
Dairy products and eggs
Frozen prepared food
Fresh juices and frozen concentrates
Chemicals and biological products

5.2 Frozen cargoes

Mainly frozen meat, fish, poultry,

concentrated juice in drums, etc.
Do not generate heat
Do not produce CO2
Do not require Oxygen
Do not require ventilation
Loaded pre-cooled
Carrying temp -12°C to -22°C

5.3 Chilled or Living Cargoes

Fresh Fruits, vegetables, eggs, cheese, etc

Require Oxygen – to continue ripening
Give off CO2 – Removal of CO2 is essential
Ventilation is must
Reduction of temperature slows down the ripening process
Carrying at temperature just above freezing
temperature for the cargo

5.4 Carriage instructions

Provided by the Shipper

To be provided prior to loading

Page 12 of 14
To be followed at all stages of the voyage

5.5 PROCEDURE OF HANDLING

• Reefer Cargoes are Perishable in Nature

• Safe carriage of cargo requires refrigeration
• Cargoes to be carried by controlling the
• Cargoes to be carried by controlling the temperature and atmosphere of the loaded
compartment
• All cargoes to be handled with special care

Reefer containers shall be plugged in and supplied with ships power as soon as practicable
after loading. In case it is to be done by shore hands, ship’s crew shall still closely monitor the
operation and confirm that all reefer containers are supplied with power earliest after
loading.
Where applicable, cooling water shall be connected and valves opened. This is usually in case
of water cooled reefer container units loaded under deck.
Ventilator percentage open or closed, compare with manifest
Container seal record seal number (e.g.: JJJ 345821 etc.)
Any alarms displayed on the digital indicator
Control box door firmly tightened to prevent any water damage
Any abnormal noise or vibration from the refrigerating equipment

In case of any discrepancy in temperature or ventilator settings, the local agent / booking line
shall be informed and clarifications sought.

Clarification will be given by the booking line (directly or via agent) and only upon written
instruction from them, the vessel shall adjust any settings of temperature or ventilation. No
temperature or ventilation settings may be tampered with in absence of such written
instructions.

In case of a malfunctioning unit, the local agent must be informed and reefer technician
arranged for inspection and repair. If the unit cannot be satisfactorily repaired within the
duration of port stay, it must be off loaded.
Reefer remote monitoring cables shall also be connected whenever equipped and
compatible.
Once power supply to the reefer container is confirmed, its condition shall be checked for the
following:
a) Set temperature compare with manifest temperature
b) Present actual temperature on partlow chart and digital indicator
c) Correct date/hour indication on Partlow chart (if applicable)
Reefer containers being discharged shall be unplugged from power source only just prior
discharge. They shall not be unplugged and left on board awaiting discharge for a long time.
The power cables and monitoring cables shall be neatly secured so as to avoid any damage
during cargo operations.

Page 13 of 14
Particular care must be taken in operations involving restow of reefer containers in port.
When placed back on board and plugged in, their parameters must be rechecked.
All reefer containers on board shall be monitored by checking physically at least Twice daily
(am & pm) during vessels stay in port.

The probability of a reefer container being inadvertently switched off or unplugged while
vessel is in port does exist. Also a reefer remote monitor alarm may go unnoticed while vessel
is in port.

--------xxxxxxx--------

Page 14 of 14