1-418 The tonnage of general cargo being shipped worldwide has increased by an average of 3.5% over the last 25 years. However, the average growth in containerisation during the period 1980–2001 has grown by 8.5 %. What is even more dramatic is that containerisation as a percentage of non-bulk cargo has risen from 46.7% in 1980 to 83% in 2001. So we can see the method of transportation has changed dramatically with the growth of container operations. To some extent this has changed the pattern of general cargo surveys, and much of the cargo is now not seen at the ports through which it is exported and imported.
1-419 Containerisation has also had a dramatic effect on refrigerated and chilled cargoes which are carried in large quantities in specially built vessels. The term general cargo applies to a very wide variety of items, much of it manufactured or processed in some form and almost certainly of diverse sizes and weights.
The term is used largely to differentiate this type of cargo from cargo consisting of a homogeneous mass of material, all of which is similar in nature.
12.5.1 Container Surveys
1-420 Some ports have a Container Service Facility (CSF) where containers may be stuffed or unstuffed within the security of a port facility. Usually competent cargo handlers are available who can see that this work is properly carried out.
However the vast majority of containers are stuffed at some distance from the marine terminals that will load them on to the ship. What has been loaded and how it has been loaded is not always clear, and ports and ships rely on the documents accompanying the container. This does cause concern.
Types of Survey – Cargo-related Surveys Module 1
1-421 Furthermore containers are susceptible to handling damage and to damage from cargoes loaded into them. There may be a need in the case of leased containers for a survey when the containers go “on-hire” and survey again when they come “off-hire”. Marine surveyors will often be called upon to carry out these surveys, although this has become something of an area of specialisation and many containers are surveyed by those with an engineering background, not necessarily marine, and who have often been employed in firms carrying out container manufacture or repair work.
1-422 Generally only one container surveyor will be involved as the values at stake will usually leave each party prepared to accept the findings of one surveyor acting independently. Where both parties have confidence in an agreed repair firm and the extent of damage is not high it is not uncommon for them to dispense with the services of an independent surveyor and accept the repair firm’s quote after having made it quite clear that only “recent” damage, and no wear and tear, is to be covered. It has now become common practice for container surveyors to have passed the examinations of the Institute of International Container Lessors (IICL).
1-423 Containers are used for a large number of commodities in addition to the normal general dry cargo such as edible oils and small parcels of special oils and chemicals etc. Some of these commodities require containers to be cleaned and approved before loading. When used for general cargo there is not usually the same requirement but as they are often carried on deck and, in any event, are likely to be exposed to rain in the terminals, watertight integrity is important.
From time to time surveyors are required to survey them before stuffing and the following points require attention:
(a) Rubber door seals present, intact and watertight.
(b) Door securing devices in good order.
(c) Free of holes or other damage (particularly on top, adjacent to the corner posts where spreader twistlocks commonly puncture them).
(d) Insulation in good condition (reefer containers).
1-424 Watertightness can usually be checked satisfactorily by the surveyor entering the container and having it closed behind him. Light will penetrate most holes but a further check can be made by hose testing. Surveyors will generally be expected to check that reefer containers have been pre-cooled before stuffing and then, on completion, that they are tightly closed, possibly sealed for security and that the correct settings have been applied to the refrigeration equipment, with recorder charts in place and correctly lined up.
1-425 It should also be noted that containers are now frequently used for the carriage of small quantities of industrial gases and bulk liquids. They have tended to replace deep tanks for this purpose as they have the obvious benefits of portability and ease of access for cleanliness.
12.5.2 Container Stuffing Surveys
1-426 As has been mentioned containers are normally stuffed inland, then conveyed to the port of shipment, carried by the ship from port to port and then dispatched inland
Module 1 Types of Survey – Cargo-related Surveys
to the final destination. From the point of view of the cargo owners this is intended to reduce time, eliminate much of the handling of individual items and, as a consequence, reduce both the handling time/cost involved and the potential for damage.
1-427 The term FCL, the abbreviation for “full container load”, is used to describe a method of conveyance in which a container is stuffed with the cargo of one shipper, often directly from its own premises and then delivered into a consignee’s premises at destination.
1-428 A considerable amount of cargo is also delivered to and from depots operated by shipping companies or freight forwarders. They may be inland, or in the vicinity of the port areas, and here the cargo is consolidated/deconsolidated and the containers stuffed/unstuffed with cargo offered by a number of shippers before/after being conveyed to and from the ships. It is then known as LCL –
“less than container load”.
1-429 The obvious benefits to cargo handling arising out of container transport have been effective and they have also changed the pattern of surveys considerably.
Although a surveyor may attend at the shipping companies’ request when the containers are handled on board the ships there is frequently little opportunity to sight the contents. Ship’s surveyors rarely attend at the point where container s are stuffed or unstuffed of cargo unless there is reason to expect stowage difficulties or cargo damage. However P&I clubs have been taking a stronger interest in this in recent years.
1-430 Cargo surveyors acting for underwriters may sometimes be requested to attend at the shippers’ premises or loading depots to sight the cargo’s condition and securing within the container. When damage has been discovered at destination surveys are very likely to be required and, as a consequence, it is not uncommon for insurance loss adjusters, many of whom have very limited marine cargo knowledge, to be appointed if there is no recognised surveyor within reasonable travelling distance.
1-431 Much of the world’s general cargo is today handled in containers and the “break bulk” carriage in conventional cargo ships is very much reduced. However, there are some marked exceptions to this where specialised cargoes, such as refrigerated meat and fruit, will often be carried in specialised ships fitted for the purpose. Although containers are also used extensively for refrigerated cargo there is still a place for the purpose-built ’tween deck vessel employed worldwide in these trades. Car and livestock carriers are also special types of vessels designed or converted for their specialised trades.
1-432 A number of containers are frequently stowed on deck in general cargo ships and almost always in dedicated containerships. These containers must be very carefully secured in place and this is achieved almost invariably by means of special securing hooks, rods and rigging screws in addition to relying upon the twist-locks. A manual covering this should be provided in each such ship and must be carefully adhered to.
Types of Survey – Cargo-related Surveys Module 1