A charterer wants to load unusually heavy project cargo (a 45-tonne transformer) on the open deck. What are your obligations under the CSS Code?

A. HEAVY PROJECT CARGO — CSS CODE OBLIGATIONS: CSS CODE (Code of Safe Practice for Cargo Stowage and Securing): mandatory under SOLAS VI/5-VI/6. SPECIFIC OBLIGATIONS FOR HEAVY PROJECT CARGO: (1) CARGO SECURING MANUAL (CSM): the vessel must have an approved CSM. For unusual heavy lifts not covered by standard CSM — a specific lashing calculation must be prepared; (2) WEIGHT EXCEEDS STANDARD: a 45-tonne item on deck requires: calculation of the deck load (tonnes per m²) — verify the deck structure can carry this weight without exceeding the deck strength rating shown in the ship's drawings; point loading — if the transformer sits on a small footprint, load concentration may exceed local deck strength; (3) LASHING CALCULATION: calculate required lashing strength using CSS Code Annex 13 — computer-optimised lashing (or Annex 7 for simplified calculation). Result shows number, type, and angle of lashings required; (4) SPECIALIST STOWAGE PLAN: prepare or obtain an approved stowage plan specifically for this cargo item; (5) CHIEF OFFICER / NAVAL ARCHITECT APPROVAL: unusual heavy lifts should be approved by the chief officer and potentially a naval architect — this may be beyond standard OOW competence to calculate alone; (6) STABILITY IMPACT: 45 tonnes on deck raises the centre of gravity — calculate the effect on GM; (7) SHIPPERS RESPONSIBILITY: the shipper should provide a lashing plan from a qualified cargo surveyor.

B. Standard container lashings are sufficient for any deck cargo up to 50 tonnes. Container lashings are rated for 20-tonne containers and two lashings per anchor point are adequate for 45 tonnes.

C. Project cargo on deck does not require securing because its weight keeps it in place. Lashings are only required for lighter cargo that might blow away in heavy weather.

D. Deck cargo of any weight can be accepted without lashing calculations as long as the shipper provides a "clean cargo declaration" stating the cargo is safely loaded.

A. UN 1203 — MOTOR SPIRIT (PETROL/GASOLINE): UN 1203 is Class 3 — Flammable Liquids. Packing Group II (medium danger). Proper shipping name: MOTOR SPIRIT or PETROL. WHAT THE OOW MUST KNOW: (1) CLASS 3 STOWAGE: "on deck or under deck" — typically stowed on deck or in a cargo space with mechanical ventilation; must not be stowed in accommodation spaces or engine room; (2) SEGREGATION: Class 3 must be segregated from: Class 1 (explosives) — "separated from"; Classes 2.1 (flammable gas), 4.1, 4.3 — "away from"; ignition sources; (3) IMDG CODE SPECIAL PROVISION: check the IMDG individual schedule for UN 1203 for special provisions, limited quantities, emergency procedures; (4) FLASHPOINT: motor spirit has a flashpoint below 23°C — extremely flammable vapour at normal temperatures; (5) BCSF (BC Safety of Flammable): vapour can accumulate in enclosed spaces — ventilation essential; (6) EMS (EMERGENCY SCHEDULES): EMS for UN 1203 provides fire and spillage procedures — F-E (fire) and S-E (spillage). These must be available on board; (7) DANGEROUS GOODS DECLARATION: the shipper must provide a Dangerous Goods Declaration. The OOW must check it is received and matches the container marking; (8) CONTAINER TRANSPORT DOCUMENT: all Class 3 containers must be correctly marked, labelled, and placarded (Class 3 flame label).

B. UN 1203 is a Class 8 corrosive liquid. It must be stowed away from foodstuffs and cannot be loaded in the same hold as Class 3 materials.

C. UN numbers are only required for air cargo. For sea transport, the cargo class number (e.g., "Class 3") is sufficient and UN numbers need not be declared.

D. Class 3 flammable liquids can be stowed in any cargo hold provided they are in sealed containers. No special ventilation or segregation requirements apply.

A. SOLAS VGM REQUIREMENT — MANDATORY CONTAINER WEIGHT VERIFICATION: SOLAS VI/2 Amendment (in force July 2016): it is PROHIBITED to load a packed container onto a vessel unless a Verified Gross Mass (VGM) has been provided by the shipper. THE VGM MUST BE: (1) Verified by the shipper (not estimated) — either by: METHOD 1: weighing the packed container; or METHOD 2: weighing all contents and adding tare weight; (2) Submitted to the master or agent before vessel departure; (3) Documented in the Shipping Document or a separate VGM document. OOW / MASTER ACTION IF VGM NOT PROVIDED: (1) The container CANNOT be loaded — SOLAS is absolute on this; (2) Inform the chief officer and master; (3) Container must be kept aside until VGM is provided by the shipper; (4) No exception — the vessel cannot accept the container without VGM regardless of commercial pressure; WHY VGM: misdeclared container weights (understated) have been a major factor in stack collapses and vessel losses. The MSC Napoli (2007) — container weight misdeclarations contributed to structural failure. The Deneb (1998) — fatal accident attributable in part to misdeclared container weights. VGM protects the vessel's stability calculations and cargo securing plans which depend on accurate weights.

B. The VGM is a shipper's administrative requirement only. The vessel can load the container and the master can estimate the weight from the container type for stability purposes.

C. The VGM may be provided up to 24 hours after the container is loaded. For port turnaround purposes, load the container and request VGM before the vessel departs.

D. VGM is only required for containers exceeding 14 tonnes gross weight. Containers below 14 tonnes may be loaded without a VGM under the SOLAS light freight exemption.