Cargo safety in New Zealand ports
If issues are found, these will have to be rectified before the affected crane can be used in cargo operations.
To prevent delays, you should ensure on-board cranes and related cargo gear like wire, hooks and shackles are well maintained and in good working order, with all required surveys and certificates up to date.
Ship to shore plans
Maritime Rules Part 24C.9(5) requires where a solid bulk cargo is being loaded onto or unloaded from a ship, the master and a port representative must ensure the ship has a loading and unloading plan (also referred to as a loading / unloading sequence) complying with SOLAS Chapter VI, Regulation 7 and the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (the BLU Code). This plan must be submitted to Maritime NZ prior in advance of loading or unloading.
Stowage and securing of cargo
All cargoes, other than solid and liquid bulk cargoes, must be loaded, stowed and secured throughout the voyage in accordance with the requirements SOLAS Ch VI and VII, Code of Safe Practice for Cargo Stowage and Securing (the CSS Code), and the Loading Manual and Cargo Securing Manual approved by the vessel’s flag State administration.
Requirements for the stowage and securing of all cargoes other than liquid, gas or solid bulk cargoes, grain, timber deck cargoes and livestock are set out in Maritime Rules Part 24B.
Maritime Rule 24C, Section 3 makes the requirements of IMO Code of Safe Practice for Ships Carrying Timber Deck Cargoes (the Timber Code) mandatory in New Zealand. Owners and Masters must ensure timber deck cargo is stowed and secured in accordance with the applicable requirements of the Timber Code for timber deck cargoes.
Investigation insight
This investigation insight highlights the importance of following safe lashing practices when lashing timber deck cargoes to reduce the risk of injury or death and prevent cargo being lost overboard.