货物积载与系固驾驶专业评估规范
20090921 海船船员评估大纲和规范(船长与甲板部分)
中华人民共和国海船船员适任评估大纲和规范第一篇驾驶专业第一部分评估大纲航次计划海上搜救与海事案件分析货物积载与系固（大副）货物积载与系固（二副/三副）气象传真天气图分析海图作业航线设计航海仪器的正确使用备注：《船舶定位》、《测罗经差》两个评估项目的内容纳入到《航海仪器的正确使用》评估项目中。
航海英语听力与会话第二部分评估规范航次计划（适用对象：无限、近洋航区船舶船长）1．评估目的通过评估，检验被评估者在世界航区内是否具有熟练评估航次计划及对航次风险的识别评估和控制的能力，满足STCW公约和中华人民共和国海事局海船船员适任考试评估的有关要求。
2．评估内容2.1 图书资料的配备要求及信息获取2.2 审核计划航线2.3 对预定航次风险的识别、评估和控制能力3．评估要素及标准3．1图书资料的配备要求及信息获取（30分）3．1．1 熟悉世界各主要航海国家对海船船舶应配备航海图书资料的要求。
（15分）（1）评估要素：世界各主要航海国家（美国、加拿大、英国等）对海船船舶应配各航海图书资料的要求。
（2）评估标准：①回答准确、熟练（15分）；②回答准确、比较熟练（12分）；③回答准确、熟练程度一般（9分）；④回答较差（6分）；⑤回答差（3分）；⑥不能回答（0分）。
3．1．2 应用英版《航路指南》、《无线电信号表》和《进港指南》获取预定航次相关信息。
（15分）（1）评估要素：（三项选一）①利用英版《航路指南》获取港口附近水文气象资料；②利用英版《无线电信号表》获取港口VTS或港口通讯资料；③利用英版《进港指南》获取港口资料；（2）评估标准：①查阅准确、熟练（15分）；②查阅准确、比较熟练（12分）；③查阅准确、熟练程度一般（9分）；④查阅较差（6分）；⑤查阅差（3分）；⑥不能查阅（0分）。
3．2 审核计划航线（30分）3.2.1 审核英版航海图书和海图的适用性和改正的完整性（15分）（1）评估要素：应用《英版航海图书总目录》、《航海通告》、《年度摘要》、《航海通告累积表》等检验英版航海图书和海图选取的适用性和改正的完整性。
甲类三副货物积载与系固评估教学课件——1货物标志识读
1. 货物标志识读
1.1 普通货物标志 1.2 危险货物包装及标志 1.3 集装箱标记
货物积载与系固
《货物积载与系固》评估：1.货物标志识读 货物积载与系固》评估：1.货物标志识读
1.1 普通货物标志
一、货物主标志 发货标志、 1、发货标志、货主代号 2、以简单的几何图形配以文字表示 内容：收货人名称、贸易合同编号、 3、内容：收货人名称、贸易合同编号、 信用证编号、 信用证编号、发货符号等
1.3 集装箱标记
"4"位置 被授权的组织标记； "4"位置 —— 被授权的组织标记； "5"位置 CSC安全合格牌照 安全合格牌照； "5"位置 —— CSC安全合格牌照； "6"位置 CCC海关批准牌照 海关批准牌照。 "6"位置 —— CCC海关批准牌照。
货物积载与系固
《货物积载与系固》评估：1.货物标志识读 货物积载与系固》评估：1.货物标志识读
《货物积载与系固》评估：1.货物标志识读 货物积载与系固》评估：1.货物标志识读
1.3 集装箱标记
二、标记实例
货物积载与系固
《货物积载与系固》评估：1.货物标志识读 货物积载与系固》评估：1.货物标志识读
1.3 集装箱标记
二、标记实例
货物积载与系固
1.1 普通货物标志
例如： 例如：
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货物积载与系固
《货物积载与系固》评估：1.货物标志识读 货物积载与系固》评估：1.货物标志识读
货物积载与系固-评估资料
一、货物积载与系固无限/近洋/沿海航区3000总吨及以上船舶二/三副编号： O-gen-1编码：JF211评估时间：180分钟评估方式：实操评分标准：本卡总分50分题目：编制杂货船的配积载计划“Q”轮第V0095W航次货运任务如下列“装货清单”所列。
船舶计划于月日在上海港装货后开航。
全航程中船舶吃水无水深限制，船舶航速17.5 kn,船舶在始发港补足油水，无中途油水补给计划。
船舶各液舱油水等储备量见“答题卷”中表 - 5，“Q”轮其他详细资料见教材。
装货清单Loading List of S.S/M.V "Q"编号： O-gen-2编码：JF212评估时间：180分钟评估方式：实操评分标准：本卡总分50分题目：编制杂货船的配积载计划“Q”轮第V0096W航次货运任务如下列“装货清单”所列。
船舶计划于月日在上海港装货后开航。
全航程中船舶吃水无水深限制，船舶航速17.5 kn,船舶在始发港补足油水，无中途油水补给计划。
船舶各液舱油水等储备量见“答题卷”中表 - 5，“Q”轮其他详细资料见教材。
装货清单Loading List of S.S/M.V "Q"编号： O-gen-3编码：JF213评估时间：180分钟评估方式：实操评分标准：本卡总分50分题目：编制杂货船的配积载计划“Q”轮第V0097W航次货运任务如下列“装货清单”所列。
船舶计划于月日在上海港装货后开航。
全航程中船舶吃水无水深限制，船舶航速17.5 kn,船舶在始发港补足油水，无中途油水补给计划。
船舶各液舱油水等储备量见“答题卷”中表 - 5，“Q”轮其他详细资料见教材。
装货清单Loading List of S.S/M.V "Q"编号： O-gen-4编码：JF214评估时间：180分钟评估方式：实操评分标准：本卡总分50分题目：编制杂货船的配积载计划“Q”轮第V0098W航次货运任务如下列“装货清单”所列。
二三副评估-货物积载与系固
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1. Please keep the vessel upright and keep contact with the duty officer during loading cargo. 2. Please be careful of the ship’s equipments on the deck/ in the holds If caused any damage, please arrange for repairs as quickly as you can. Do not cause the vessel delay. 3. No deviation from above plan without prior approval of chief officer. 4. Please close the hatches before the rain coming. 5. Be careful of the fuel oil tanks under the bottoms of holds No.2,4,5 . 6. Please prevent damage from any ship's gear. 7. Please loading as per stowage plan strickly. 8. Please keep the close touch between foreman & duty Officers. 9. Please put double dunnage in the lower holds and single in the tweendeck and lay mats where necessary. 10. Please use square wood to dunnage the machinery cases. 11. Please put one layer of planks on each tier of drums to prevent them from moving. 12. The cargo for different ports must be separated with nets and the big lots for the same port must be separated with colored tapes. 13. Please cover the frames, ladders, bulkheads, stanchions and shaft tunnel with plastic paper properly. 14. the derrick SWL 3t. 15. PLEASE KEEP SHIP GOOD BALANCE, DO NOT EXCEED 2 DEGREE TO ANY SIDE WHILE DISCHARGING. 16. Implement the requirement of Stowage plan strictly. 17. load evenly as far as possible in the vicinity of hatchway. 18. During loading , care about list and heeling angle do not exceed 3°. 19. Please pay attention to satisfy the requirement of draft difference in trim 0.5~1.0m.
国际海事组织货物积载与系固安全实用规则
国际海事组织货物积载与系固安全实用规则1. 引言好吧，今天我们聊聊一个听上去有点枯燥的话题，但其实挺重要的，那就是国际海事组织（IMO）对货物积载和系固的安全规则。
你可能会想，咱们不就是把东西装船、系紧就行了吗？其实不然，事情远比这复杂。
就像人生中的许多事情，如果不小心，后果可就不堪设想了。
所以，让我们一起看看这些实用规则到底是什么，别担心，绝对不会让你打瞌睡！2. 货物积载的基本原则2.1 重量与重心首先，咱们得谈谈货物的重量和重心。
听起来像个物理课的概念对吧？没错，重心的位置就像你站在一个平衡板上，稍微倾斜一点，就可能掉下去。
所以，咱们在装货的时候，必须得把重心放在正确的位置。
把重的货物放在底下，轻的放上面，就像在搭积木，低稳高挑才不容易倒！这样才能确保船只在海上不翻船。
2.2 装载计划接下来，咱们得谈谈装载计划。
就像你出门旅游前要准备行李一样，船上的货物也得好好计划。
不能胡乱堆，得有条理。
这时候就需要一份详细的装载图，把每一件货物的位置都标记清楚。
想象一下，如果你的行李箱里全是鞋子，那简直就是灾难，找个衣服得翻到天荒地老！同样的道理，船上的货物也得整整齐齐，才能减少碰撞和损坏。
3. 系固的重要性3.1 系固的方式然后，我们得说说系固。
俗话说：“不怕一万，就怕万一。
”虽然船在水上漂，但货物不能跟着水流四处游荡！得把它们牢牢地固定住。
一般来说，可以用绳索、链条和支架等方式进行系固。
每一种方式都有自己的“拿手绝活”，比如绳索灵活，但链条更结实。
选择合适的系固方式，就像找对象，合适才是最重要的嘛！3.2 定期检查再来，就是要定期检查系固情况。
谁也不想在航行中突然听到“咔嚓”一声，那可就完蛋了！就像你得时不时检查一下你的汽车轮胎，确保它们没问题。
船长和船员们也得定期检查货物的系固情况，确保一切安好。
毕竟，平安最重要，万一出事了，得不偿失啊！4. 总结最后，咱们再来总结一下。
国际海事组织的货物积载与系固安全规则，看似简单，但里面的学问可不少。
货物积载与系固评估手册
货物积载与系固评估手册航海学院货运教研室2009.11目录评估项目1 杂货船配积载 (1)1、杂货船（Q轮）船舶资料 (1)2、配载步骤及计算过程 (4)3、杂货船配载评估题 (8)评估项目2 固体散货船配积载 (11)1、配载步骤及计算过程 (11)2、固体散货船配载评估题（大副适用） (13)评估项目3 散装谷物船配积载 (14)1、SEASPARKLE轮船舶资料 (14)2、配载步骤及计算过程 (22)3、散装谷物船配载评估题（大副适用） (22)评估项目4 集装箱船舶配积载 (23)1、集装箱船T13船舶资料 (23)2、配载步骤及计算过程 (23)3、集装箱船舶配载评估题（大副适用） (26)评估项目5 货物单元积载与系固 (28)1、货物单元积载与系固资料 (28)2、货物单元积载与系固评估题（大副适用） (29)评估项目6 装载计算机应用（仅适用二/三副） (31)1、配载过程及计算内容 (31)2、装载计算机应用评估题 (33)评估项目1 杂货船配积载1、杂货船（Q轮）船舶资料1.1 船舶主要参数1.2 船舶静水力参数表1.3 油水舱及其它重量重心表1.5 压载舱舱容表1.6 临界稳性高度曲线图1.7 Q轮强度曲线图2、配载步骤及计算过程2.1 装载能力的核算2.2 各舱配货重量上下限表2.3 各货舱所配货物重量核查表2.4 各舱配货体积核查表2.5 船舶重量、重心计算表2.6 数据表T2.7 核算并调整船舶装货后的稳性：GM、2.8 计算并调整船舶装货后：吃水差t、船首吃水d F、船尾吃水d A2.9 校核船舶装货后的纵向强度：利用强度曲线图确定拱垂状态及拱垂范围可编辑 可修改精选模板2.10 绘制配积载图REMARK ：大 副 签 章SIGNATURE OF CHIEF OFFICER (C/O)：3、杂货船配载评估题评估任务及要求评估说明：Q 轮本航次应使用夏季载重线（S ）。
海事局评估 二三副
• 成绩评定：
满分100分，60分及以上及格，但船舶操纵、避碰与驾驶台资 源管理三项各单项评估成绩均须达到及格分，否则视为不及格。
• 评估形式：以大型航海模拟器进行。 • 评估时间：不少于30分钟。
雷达操作与应用评估
项目
雷达基本操作与设臵 雷达定位
评估内容
保持清晰观测目标的雷达操作方法 准确测量目标位臵的操作方法
船舶操纵、避碰与驾驶台资源管理
• 评估标准：
①方法、操作或分析正确、熟练：100%； ②方法、操作或分析正确、比较熟练：80%； ③方法、操作或分析正确、熟练程度一般：60%； ④方法、操作或分析情况较差：40%； ⑤方法、操作或分析情况差：20%； ⑥无法完成0%，如果学员因操作不熟练不能及时完成任务或不 能安全完成任务，均视为实操失败。
航线设计
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5 航次计划表 5 B. 沿海航区500 总吨及以上船舶二 /三副。
航行监控 (共25分） 基本监控 特殊情况应对 航行记录 航海日志 （共20分） 查看航行记录 输出航行记录
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15 10 10 5 5 5
过分依赖电子海图的风险 过分依赖电子海图的风险
ECDIS评估内容
雷达自动标绘
AIS报告目标
AIS目标信息
60
雷达跟踪目标与AIS报告目标融合 C.试操船未满 500总吨船舶二/三副。
雷达操作与应用评估
1、试操船： 2 3 4 5 、雷达定位： 、雷达人工标绘： 、雷达自动标绘： 、 AIS目标：
• • • • • • • • • • • • • • • • • • • • • • CPA/TCPA设臵准则 观测并标绘目标船的相对运动线 在基本操作的基础上，雷达目标识别与定位目 识别 启动试操船的准备 AIS休眠目标、激活目标、被选目标、危 求取目标船的航向、航速、CPA及TCPA 目标捕获的含义，建立初始跟踪的过程，目标运动趋势数据的 获取 判断本船所处的局面 雷达跟踪目标与 AIS报告目标试操船方法及其 标的选择 险目标、丢失目标和轮廓目标 目标手动捕获和自动捕获在不同航行环境中使用的基本原则及 根据规则的规定拟定转向 /变速/停船的避让措施 操作 其优势与局限性 判断本船转向 /变速/停船后来船的相对运动线的变化方向 雷达定位方法的选择 获取 AIS目标信息 自动捕获设臵方法及抑制区的合理使用 判断试操船结果的可行性 通过标绘求出具体转向角/变速幅度并核查是否会导致另一紧 目标稳定跟踪条件判断，获取目标预测运动数据及其精度判断 迫局面 雷达定位目标测量方法与保证雷达定位精度的 AIS 辅助雷达避碰的操作 在可能发生目标丢失和目标交换条件下的雷达观测与操作 操纵船舶进行转向/变速/停船避让 利用试操船确定恢复原航向和 /或航速的时机 判断目标危险的方法及其操作 操作 核查转向避让效果并判断他船行动 雷达跟踪目标与AIS报告目标融合条件的选择 本船机动和目标机动对雷达数据的影响 求取恢复原航向/航速的时机并采取措施 • 分析产生误差的原因
浅谈《货物积载与系固》的教学及评价
２ 《 物积 载与 系 固》 货 教学 中的几 个 问题
２ １杂货船 配积 载 ．
其 过 程 可 分 为 以下 六个 步骤 ： 装 载 能力 的 ① 核算 ， 即核算 船舶 在重 量 、 积 以及 特 殊装 载 能 力 容
体散货和液体散货 及木材 甲板货 以外 的货物 ， 特
别 是 实践 已证 明在积 载 和 系 固上会 造 成 困难 的货
配货重 的原则分配到每个货舱 ； ③拟定初配方案 ， 此 步骤 是核 心 ， 即在 满 足 处 理好 货 物 和 货 物 之 间
的关 系 、 物与船 舶 之 间 的关 系 的条 件下 ， 待装 货 把
收 稿 日期 ：０ ９—０ ０ ２０ ９— ２
第一作者简介 ： 齐绍江 【９７～ ） 男 ． １７ 。 讲师 。 硕士
合 理制定 系 固方 案 的 能 力 ， 满 足 中华 人 民共 和 并
否满足要求 ， 如不满足进行调整 ； 正确编绘积载 ⑥ 图， 即呈现配 积 载 的最终 结果 。
杂货船是最古老 的一种远洋船型 ， 由于所装 货 物种 类繁 杂 、 装各 异 等原 因 ， 包 目前其 配 积载 在
实 际工 作 中也 不 便 采 用 计 算 机 辅 助 ， 对 于 集 装 相 箱船 、 散粮船 等 由计算 机 辅助 下 进行 配积 载 而言 ， 过 程最 复 杂 ， 杂货船 配 积 载 系统性 强 ， 管 各 种 但 尽 船 型配 积 载方法 有所 不 同 ， 但基 本 思路 是 一样 ， 通
学评价 ， 即货物 积 载与 系 固适 任评 估 ， 采用 测 验 多 法 ， 于 总结性 评 价 。 属
３ ２评 价 的标 准 ．
对于 《 货物 积 载 与 系 固》 程 而 言 ， 学评 价 课 教
中国海船船员《货物积载与系固》适任评估规范
中国海船船员《货物积载与系固》适任评估规范（适用对象：无限、沿海航区船舶二副/三副）驾驶专业评估规范货物积载与系固（二/三副）适用对象：无限航区3000总吨及以上船舶二/三副1.评估目的通过评估，检验被评估者掌握货物积载与系固（二/三副）的相关知识和技能并能正确进行操作和应用的能力，满足STCW公约马尼拉修正案及中华人民共和国海事局海员适任考试评估的有关要求。
2.评估内容2.1 船舶主要标志辨识及应用（8分）2.2 货物包装和标志辨识及应用（15分）2.3 货物积载与系固方法辨识（20分）2.4 货物配载图辨识及应用（27分）2.5 船舶相关性能核算（30分）3.评估要素及标准3.1 船舶主要标志辨识及应用（8分）3.1.1 水尺标志（3分）（1）评估要素①正确读取船舶水尺标志；（1分）②计算船舶平均吃水；（1分）③正确判断船舶拱垂变形。
（1分）（2）评估标准读取/计算/判断正确得分，错误得0分。
3.1.2 载重线标志（4分）（1）评估要素①正确识读船舶载重线标志；（2分）②船舶载重线标志应用。
（2分）（2）评估标准识读/应用判断正确得分，错误得0分。
3.1.3 其他标志（1分）（1）评估要素正确识读船舶分舱标志、球鼻艏和艏侧推器标志、顶推标志、货舱深度标志、船籍港标志、IMO 号标志等其他标志。
（1分）（2）评估标准识读正确得分，错误得0分。
3.2 货物包装和标志辨识及应用（15分）3.2.1 普通货物包装和标志（5分）（1）评估要素①普通货物包装辨识及应用；（1分）②普通货物运输标志辨识及应用；（1分）③普通货物件号标志和目的港标志辨识及应用；（1分）④普通货物注意标志辨识及应用；（1分）⑤普通货物原产国标志辨识及应用。
（1分）（2）评估标准辨识及应用正确得分，错误得0分。
3.2.2 危险货物包装及标志（5分）（1）评估要素①危险货物包装辨识及应用；（2分）②危险货物标志辨识及应用。
（3分）（2）评估标准辨识及应用正确得分，错误得0分。
甲类三副货物积载与系固评估教学课件——2货物积载与系固方法辨识
2.1 普通杂货积载
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
2.1 普通杂货积载
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
2.1 普通杂货积载
货物积载与系固
2.2 危险货物积载与隔离
二、辨别危险货物隔离的正确性
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
2.3 集装箱积载与系固
一、辨别集装箱积载的正确性 1、特殊集装箱 (1)危险货箱 危险货箱： (1)危险货箱： (2)冷藏箱 冷藏箱： (2)冷藏箱： (3)通风箱 通风箱： (3)通风箱： (4)超限箱 超限箱： (4)超限箱： (5)动物箱 动物箱： (5)动物箱：
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
2.4 货物单元积载与系固
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
2.4 货物单元积载与系固
一、识别货物单元积载和系固方法的正确性 2、积载一般原则 1)正确选择舱位和货位 正确选择舱位和货位， 1)正确选择舱位和货位，保证船舶 安 全及便于作业 2)有利于货物的防移防翻 2)有利于货物的防移防翻 3)核查拟装部位的局部强度 3)核查拟装部位的局部强度
货物积载与系固
《货物积载与系固》评估：2.货物积载与系固方法辨识 货物积载与系固》评估：2.货物积载与系固方法辨识
货物积载和系固安全操作规则 中文
货物积载和系固安全操作规则一、背景货物积载和系固是物流运输中非常重要的环节，它关系到货物和人员的安全，也直接影响到运输效率和成本。
建立严格的货物积载和系固安全操作规则，对于保障运输安全和提高运输效率具有重要意义。
二、货物积载安全操作规则1. 确认货物重量和体积在进行货物积载前，需要准确确认货物的重量和体积，以便选择合适的运输工具和设备。
对于超重货物和超大货物，需要进行专门的安全评估和可行性研究，确保货物积载过程中不发生意外。
2. 合理摆放货物将货物摆放在运输工具内时，应按照规定的方式和位置进行摆放，确保货物的重心平稳，不易发生倾斜或滑动。
对于易碎、易燃、易爆的货物，要特别注意摆放方式，避免发生危险情况。
3. 使用合适的系固设备在货物积载过程中，需要使用合适的系固设备对货物进行固定，防止在运输过程中发生移动或脱落。
系固设备的选择应根据货物的特性和运输工具的结构进行合理搭配，确保系固效果和安全性。
4. 定期检查和维护货物积载后，需要定期对系固设备和货物进行检查和维护，发现问题及时进行修复或更换，确保系固装置的稳固性和可靠性。
三、系固安全操作规则1. 系固点的选择在进行系固操作前，需要选择合适的系固点，确保系固设备能够有效地固定货物。
系固点的选择应考虑到固定点的结构可靠性和载荷能力，避免选择损坏或失效的系固点。
2. 系固设备的正确使用进行系固操作时，应按照规定的步骤和方法操作系固设备，确保系固操作的正确性和有效性。
在系固过程中，应注意系固设备的张紧度和稳定性，避免造成系固松动或脱落。
3. 对系固设备的检查对于已安装的系固设备，需要定期进行检查，确保系固设备没有损坏或老化。
发现问题时，应及时更换或修复系固设备，避免在运输过程中产生安全隐患。
4. 遵守安全操作规程在进行系固操作时，要遵守相应的安全操作规程，严禁超载或随意更改系固方式。
要遵循运输工具的载重要求和系固标准，确保系固操作符合规定和标准。
四、结语货物积载和系固操作规则的建立和执行，对于保障物流运输安全和提高运输效率具有重要意义。
船舶系固安全评估文件
“XXX ”轮船舶系固安全评估文件根据IMO 《货物积载与系固安全操作规则》（CSS 规则——Code of safe practice for cargo stowage and securing ）的附则13，对非标准货物系固方案有效性的评估方法分为两种： 1）经验评判法； 2）计算评判法。
1）经验评判法的评判标准为： 以KN 表示的货件重量不大于每一舷系固设备MSL 总和，即 W ≤∑MSL N ≥W ÷MSL 。
2）采用计算评判法，货物单元在装船前，应制定货物积载与系固计划，提出积载的具体要求和系固的具体方案。
在系固方案初拟后，应对其系固效果进行核算，只有经过认真核算并确定系固方案中所设系固设备足以抵御船舶在航行中货件所设外力及外力矩作用，确保货件不致滑动和倾倒后系固方案才能付诸实施。
IMO 推荐的非标准货物系固安全有效性评估计算方法如下：一、货物单元的受力分析 1. 作用在货物单元上的主动力s w i F F F F ++=（2-1）式中：Fi ——船舶运动引起的惯性力，纵、横、垂向；Fw ——甲板货所受的风压力，纵、横向； Fs ——甲板货所受的波溅力，纵、横向。
主动力按船舶坐标系可分解为纵向力Fx 、横向力Fy 和垂直力F z 。
就积载与系固货物而言，纵向与横向的力是主要的，它们是导致货件水平移动和倾覆的主动力。
其中由于船舶运动产生加速度引起的惯性力是主要的。
加速度的大小与装货位置、船舶摇摆周期有关。
惯性力最大的部位是船舶最前部、最后部和船舷的最高堆装位置。
通常情况下，对货件系固的目的在于防止货件的水平移动和横向倾覆，其垂向移动（垂跃）和纵向倾覆的可能性极小而一般不予考虑。
2. 作用在货物单元上的约束力约束力与货件移动方向相反，由系索提供的系固力和货件与甲板间的摩擦力两部分组成。
按船舶坐标系可分解为纵滑约束力[Fx]、横滑约束力[Fy]、垂跃约束力[Fz]。
二、评估计算方法1. 系索强度1)破断强度BS设备在拉伸试验中使其达到破断状态时的拉力（kN）。
评估项目货物积载与系固.
的行箱位图；
3.在行箱位图的箱位上单击（拖曳）鼠标 ，以完成装箱操作。
第六步：对集装箱清单进行排序
1.在菜单上“订舱单/设置排序要求...” 项单击，打开一对话框； 2.该对话框上，主排序码取：卸箱港， 次排序码取：20’/40’箱，次次排序码取 ：箱重，按OK按钮关闭该对话框；
1.先按此键
第十步：制定压载方案，满足各项要求
1.在“油水输入”窗口上选择适当压载 水舱打入适量的压载水以调整船舶稳性 、强度和吃水差等计算结果； 2.打开“稳性、强度和吃水差等计算结 果”窗口，核查各项计算结果是否符合 题卡要求。 3.若满足要求，则填写“答题卷”内要 求的数据；
1.填入答题卷第一个表
第三步：输入港口属性
1.选择菜单“订舱单/港名和港序输入 ..”项，以打开“港名港序输入” 对话 框；
2.该对话框上，按题卡上要求输入一个 新增卸货港的靠港属性、港序港名输入 、港名对应颜色,并按“增加港口”按钮 ，当确认无误后按OK按钮关闭该对话框 ；
3.输入如“E”字母
2.输入大于3的整数
评估项目操作基本步骤
第一步：启动Cstow2.2系统
双击桌面上系统图标。
第二步：新建装载文件登记
选菜单“文件/航次装载文件新建...”项 ，打开“Z轮新建航次装载文件”对话框 ；
在对话框上，按题卡上要求，输入装载 文件名、航次、始发港、目的港、编制 者（自己名字）、编制地点、编制日期 （默认即可），并选定集装箱清单、液 舱方案和储备品方案后按OK按钮关闭该 对话框；即：
第八步：检查集装箱的装载情况
1. 集装箱总体分布合理？ 2. 危险品箱与冷藏箱是否横向不在同一 行上，纵向隔离一个40‘箱长度？ 3. 40‘箱是否有一半腾空现象？ 4. 不宜被压箱（如平台箱）是否被压？ 5. 各行箱位横倾力矩是否小于要求值？ 6. 先卸港箱是否被后卸港箱所压？
船舶特殊货物运输—系固和CSS规则
MSLi P
若MSLi都相等，则系固道数为：
Ny
P MSL
《货物积载与系固安全操作规则》简介
二、系固索具选取与系固道数的估算 3.最大系固负荷MSL的确定： 对于垂直于木纹方向的木材，MSL＝0.3kN/cm2； 对集装箱专用系固件，可用其SWL作为MSL； SWL—许用工作负荷 多个设备串连时MSL取其中最小者。
《货物积载与系固安全操作规则》简介
二、系固索具选取与系固道数的估算 4.经验方法的设定条件 假定横向加速度为1.0g，适用于任何尺度的船舶，而忽略货件装
载位置、船舶稳性、装载状况及航行季节和区域。不考虑系固角的 大小、系固设备中系固力不均匀分布的不利影响，也不考虑摩擦力 的有利影响。 因此，系固角不应大于60度。大于60度的为防止货件倾覆，不 计入约束力。
非标准货物1.系固松Fra bibliotek要适宜并及时检查调整。
2.采用合适的系固角度，提高系固效果
系固角应尽量小(最好不大于45o)，防货件倒塌的系固角可大些（不大于60o），并应使各道 系索受力均衡。
在6级风左右时应对货件的系固进行一次检查和调整。
3.采用正确的系固工艺：
不能一索系多道，每个地令不超过三根，不能同向；用衬垫，撑材等。
任务一： CSS规则
《货物积载与系固安全操作规则》简介
《货物积载与系固安全操作规则》 （Code of Safe Practice for Cargo Stowage and Securing）
（简称《CSS规则》）， 列入了经修改的《SOLAS 1974》，作为对其适用范围内船舶的
强制性要求。
1.甲类三副货物积载与系固评估教学课件——1船舶水尺标志及载重线标志识读
17
2015/9/8
18
2015/9/8
12
2015/9/8
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2015/9/8
14
1.3其他标志
1)船名和船籍港标志：船尾船名字高比船首小10%～20%， 船籍港字高为尾船名字高的60%～70%。有的船舶尚在驾 驶台顶罗经甲板的两舷舷侧勘划船名。 2)烟囱标志：用以表示船舶所属公司的标志，该标志勘划于烟 囱左右两侧的高处。烟囱标志由各航运公司自行规定其颜色 和图案，以便识别。 3)分舱与顶推位置标志：位于两舷舷侧。 4)引航员登、离船位置标志 确保引航员登、离船安全，大型船舶在其平行船体长度范围内 (一般在船中半船长范围内)的两舷舷侧满载水线附近或稍低 位置处勘划引航员登、离船位置标志。该标志颜色与国际信 号规则规定相同，为上白下红。
1.1 船舶水尺标志识读
一、船舶水尺标志的读取
货物积载与系固
《货物积载与系固》评估：1.船舶水尺标志及载重线标志识读
1.1 船舶水尺标志识读
一、船舶水尺标志的读取
A．8.52 B．4.83 C．8.03 D．4.93
货物积载与系固
《货物积载与系固》评估：1.船舶水尺标志及载重线标志识读
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《货物积载与系固》评估：1.船舶水尺标志及载重线标志识读
1.1 船舶水尺标志识读
三、正确判断船舶拱垂变形
dF d A dM 2
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货物积载与系固
《货物积载与系固》评估：1.船舶水尺标志及载重线标志识读
《货物积载与系固》评估
1.船舶水尺标志及载重线标志识读
1.1 船舶水尺标志识读 1.2 船舶载重线标志识读 1.3 其他标志
MSCCirc6641994年货物积载与系固安全操作规则（CSS规则）修正案
MSC/Circ.664(1994年12月22日)货物积载与系固安全操作规则(CSS规则)修正案海上安全委员会在其64次会议上(1994年12月5日至9日)，按照大会决议A.714(17)的执行条款3，通过了所附的《货物积载与系固安全操作规则》(CSS规则)的修正案。
要求各成员国政府将上述修正案通知船东、船舶经营人、船长和船员及所有其他有关人员。
附件《货物积载与系固安全操作规则》修正案1. 第1章1.9.1条款的第1句由下述文字取代：“装货前货主应提供货物的所有必要资料以使船东或船舶经营人能保证”。
2. 第2章2.9.1条款由下述文字取代：“2.9.1 当有理由怀疑装载了危险品的集装箱或车辆不符合修正的1974年SOLAS公约第Ⅶ章5.2或5.3条款，或国际危规总则第12章或第17章的条款，或者当集装箱或车辆无装箱证书时，该宗货物件不得接受装船。
”3. 附则6的3.2条款由如下文字取代：“3.2 绑扎可为采用钢丝绳、钢带或任何等效措施的常规型绑扎。
”4. 增加新的附则13，如附录所示。
附录附则13对非标准货物绑扎装置有效性的评估方法1. 适用范围本附则介绍的方法适用于非标准货物，不适用于集装箱船上的集装箱。
按照《货物积载与系固安全操作规则》(以下简称“规则”)第1.8章条款载运的非常沉重的货件和规则附则已给出关于装载和绑扎的详尽建议的其他货物，不包括在本附则范围内。
如果计算机软机输出的设计参数满足本附则的最小安全系数要求时，则允许使用该软件。
使用本附则介绍的方法是对良好航海技术的基本原理的有益补充，不得取代积载和系固方面的经验。
2. 方法的目的该方法将：.1 给出了起草《货物系固手册》的指南和其中的例子；.2 辅助船员对《货物系固手册》范围以外的货物件进行系固的评估；.3 协助有资历的岸上人员对《货物系固手册》范围以外的货物件进行系固的评估；和.4 为海运和港务有关的教育和培训提供参考。
3. 方法的展示本方法以普遍适用且灵活的方式给出。
货物积载与系固讲解
三、散装谷物船配载
（1）确定航次货运量ΣQ； （2）编制合理的配载方案； （3）计算船舶装载后的吃水差（-1.5m≤t≤0m）
及首、尾吃水； （4）填制美国/澳大利亚/加拿大散装谷物船稳
性计算表。
航海学院 田佰军
四、集装箱船舶配载
（1）根据所给出的装箱清单,核算该轮该航 次的载箱能力
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航海学院 田佰军
5.2 强度计算
纵强度计算 利用强度曲线图核算。保证船舶的
拱垂范围处于有利范围和允许范围。 局部强度计算
航海学院 田佰军
5.3 吃水差计算
t
( xg xb ) 100 MTC
REMARK SIGNATURE OF C/O
航海学院 田佰军
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航海学院 田佰军
航海学院 田佰军
航海学院 田佰军
The End THANK YOU!
航海学院 田佰军
Vi .ch Vi .ch
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Pi Pi Pi Pi (1 10%)
航海学院 田佰军
《货物积载与系固安全操作规则》【IMO原文版】
CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURINGIMO LONDON 1992PrefaceUpon instructions by the Maritime Safety Committee (MSC) the SubCommittee on Containers and Cargoes developed the Code of Safe Practice for Cargo Stowage and Securing. The Code was approved by theCommittee at its fifty-eighth session (May 1990) and adopted by the Assembly at its seventeenth regular session (November 1991) by resolution A.714(17).The Assembly recommended that Governments implement the Code at the earliest possible opportunity and requested the MSC to keep it under review and amend it, as necessary.The present edition of the Code includes, as appendices, various texts which have been issued by the Organization and are considered relevant to cargo stowage and securing. Any amendments or revisions which may be made in future will be included in subsequent editions of the Code.Resolution A.714(17)(adopted 6 November 1991)THE ASSEMBLY,RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety,RECALLING ALSO resolution A.489(Xll) on safe stowage and securing of cargo units and other entities in ships other than cellular containerships and MSC/Circ.385 of January 1985 containing the provisions to be included in a cargo securing manual to be carried on board ships,RECALLING FURTHER resolution A.533(13) on elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships,CONSIDERING the revised IMO/lLO Guidelines for Packing Cargo in Freight Containers or Vehicles,CONSIDERING ALSO resolution A.581(14) on guidelines for securing arrangements for the transport of road vehicles on ro—ro ships,BEARING IN MIND that a number of serious accidents have occurred as a result of inadequate securing arrangements on board and deficient stowage and securing of cargoes in vehicles and containers, and that only proper stowage and securing of cargo on adeqately designed and properly equipped ships can prevent the occurrence of such accidents in the future,RECOGNIZING the need to improve the stowage and securing of cargoes shown by experience to create specific hazards to the safety of ships, and the stowage and securing of road vehicles transported on board ro—ro ships,RECOGNIZING FURTHER that such improvement could be achieved by the establishment of a composite code of safe practice for cargo stowage and securing on board ships, including packing or loading cargo in road vehicles and freight containers,BELIEVING that the application of such a code of safe practice would enhance maritime safety,HA VING CONSIDERED the recommendations made by the Maritime Safety Committee at its fifty-eighth session,1. ADOPTS the Code of Safe Practice for Cargo Stowage and Securing set out in the annex to the present resolution;2. URGES Governments to implement this Code at the earliest possible opportu nity;3. REQUESTS the Maritime Safety Committee to keep this Code under review and to amend it, as necessary;4. REVOKES resolution A.288(VIll).AnnexCode of Safe Practice forCargo Stowage and SecuringFOREWORDThe proper stowage and securing of cargoes is of the utmost importance for the safety of life at sea. Improper stowage and securing of cargoes has resulted in numerous serious ship casualties and caused injury and loss of life, not only at sea but also during loading and discharge.In order to deal with the problems and hazards arising from improper stowage and securing of certain cargoes on ships, the International Maritime Organization (IMO) has issued guidelines in the form of either Assembly resolutions or circulars adopted by the Maritime Safety Committee (MSC); these are listed hereunder:• Safe stowage and securing of cargo units and other entities in ships other than cellular containerships, resolution A.489(Xll) [see appendix 1];• Provisions to be included in the Cargo Securing Manual to be carried on board ships, MSC/Circ.385 [see appendix 2];• Elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships, resolution A.533(13) [see appendix 3];• Guidelines for Securing Arrangements for the Transport of Road Vehicles on Ro—Ro Ships, resolution A.581(14) [see appendix 4];• IMO/lLO Guidelines for Packing Cargo in Freight Containers or Vehicles [see lMO publication sales number lMO-28.4E (same title) or the Supplement to the IMDG Code (sales number lMO-210E)];• Entry into enclosed spaces, MSC/Circ.487 [see appendix 5].The accelerations acting on a ship in a seaway result from a combination of longitudinal, vertical and predominantly transverse motions. The forces created by these accelerations give rise to the majority of securing problems.The hazards arising from these forces should be dealt with by taking measures both to ensure proper stowage and securing of cargoes on board and to reduce the amplitude and frequency of ship motions.The purpose of this Code is to provide an international standard to promote the safe stowage and securing of cargoes by:• drawing the attention of shipowners and ship operators to the need to ensure that the ship is suitable for its intended purpose;• providing advice to ensure that the ship is equipped with proper cargo securing means;• providing general advice concerning the proper stowage and securing of cargoes to minimize the risks to the ship and personnel;• providing specific advice on those cargoes which are known to create difficulties and hazards with regard to their stowage and securing;• advising on actions which may be taken in heavy sea conditions; and• advising on actions which may be taken to remedy the effects of cargo shifting.In providing such advice, it should be borne in mind that the master is responsible for the safe conduct of the voyage and the safety of the ship, its crew and its cargo.GENERAL PRINCIPLESAll cargoes should be stowed and secured in such a way that the ship and persons on board are not put at risk.The safe stowage and securing of cargoes depend on proper planning, execution and supervision.Personnel commissioned to tasks of cargo stowage and securing should be properly qualified and experienced.Personnel planning and supervising the stowage and securing of cargo should have a sound practical knowledge of the application and content of the Cargo Securing Manual, if provided.In all cases, improper stowage and securing of cargo will be potentially hazardous to the securing of other cargoes and to the ship itself.Decisions taken for measures of stowage and securing cargo should be based on the most severe weather conditions which may be expected by experience for the intended voyage.Ship-handling decisions taken by the master, especially in bad weather conditions, should take into account the type and stowage position of the cargo and the securing arrangements.CHAPTER 1 - GENERAL1.1 A pplicationThis Code applies to cargoes carried on board ships (other than solid and liquid bulk cargoes and timber stowed on deck) and, in particular, to those cargoes whose stowage and securing have proved in practice to create difficulties.1.2 D efinitions of the terms used For the purposes of this Code:Cargo unit means a vehicle, container, flat, pallet, portable tank, packaged unit, or any other entity, etc., and loading equipment, or any part thereof, which belongs to the ship but is not fixed to the ship as defined in Assembly resolution A.489(Xlt). Intermediate bulk container (1BC) means a rigid, semi-rigid or flexible portable bulk container packaging of a capacity of not more than 3 m3 (3,000 1), designed for mechanical handling and tested for its satisfactory resistance to handling andtransport stresses.Portable tank means a tank which is not permanently secured on board a ship, and has a capacity of more than 450 1 and a shell fitted with external stabilizing members and items of service equipment and structural equipment necessary for the transport of gases, liquids or solids.Road tank-vehicle means a vehicle with wheels and fitted with a tank or tanks intended for the transport of gases, liquids or solids by both road and sea modes of transport, the tank or tanks of which are rigidly and permanently attached to the vehicle during all normal operations of loading, transport and discharge and are neither filled nor emptied on board.Road vehicle means a commercial vehicle, semi-trailer, road train, articulated road train or a combination of vehicles, as defined in Assembly resolution A.581(14).Roll-trailer means a low vehicle for the carriage of cargo with one or more wheel axles on the rear and a support on the front end, which is towed or pushed in the port to and from its stowage on board the ship by a special tow-vehicle.Ro-ro ship means a ship which has one or more decks either closed or open, not normally subdivided in any way and generally running the entire length of the ship, carrying goods which are loaded and unloaded normally in a horizontal manner.Unit load means that a number of packages are either:.1 placed or stacked, and secured by strapping, shrink-wrapping or other suitable means, on to a load board such as a pallet; or.2 placed in a protective outer packaging such as a pallet box; or.3 permanently secured together in a sling.1.3 F orces1.3.1 Forces, which have to be absorbed by suitable arrangements for stowage and securing to prevent cargo shifting, are generally composed of components acting relative to the axes of the ship:• longitudinal;• transverse; and• vertical.Remark: For the purpose of stowage and securing cargo, longitudinal and transverse forces are considered predominant.1.3.2 Transverse forces alone, or the resultant of transverse, longitudinal and vertical forces, normally increase with the height of the stow and the longitudinal distance of the stow from the ship’s centre of motion in a seaway. The most severeforces can be expected in the furthest forward, the furthest aft and the highest stowage position on each side of the ship.1.3.3 The transverse forces exerted increase directly with the metacentric height of the ship. An undue metacentric height may be caused by:• improper design of the ship;• unsuitable cargo distribution; and• unsuitable bunker and ballast distribution.1.3.4 Cargo should be so distributed that the ship has a metacentric height in excess of the required minimum and, whenever practicable, within an acceptable upper limit to minimize the forces acting on the cargo.1.3.5 In addition to the forces referred to above, cargo carried on deck may be subjected to forces arising from the effects of wind and green seas.1.3.6 Improper shiphandling (course or speed) may create adverse forces acting on the ship and the cargo.1.3.7 The magnitude of the forces may be estimated by using the appropriate calculation methods as contained in the Cargo Securing Manual, if provided.1.3.8 Although the operation of anti-roll devices may improve the behaviour of the ship in a seaway, the effect of such devices should not be taken into account when planning the stowage and securing of cargoes.1.4 B ehaviour of cargoes1.4.1 Some cargoes have a tendency to deform or to compact themselves during the voyage, which will result in a slackening of their securing gear.1.4.2 Cargoes with low friction coefficients, when stowed without proper friction-increasing devices such as dunnage, soft boards, rubber mats, etc., are difficult to secure unless tightly stowed across the ship.1.5 C riteria for estimating the risk of cargo shifting1.5.1 When estimating the risk of cargo shifting, the following should be considered:• dimensional and physical properties of the cargo;• location of the cargo and its stowage on board;• suitability of the ship for the particular cargo;• suitability of the securing arrangements for the particular cargo;• expected seasonal weather and sea conditions;• expected ship behaviour during the intended voyage;• stability of the ship;• geographical area of the voyage; and• duration of the voyage.1.5.2 These criteria should be taken into account when selecting suitable stowage and securing methods and whenever reviewing the forces to be absorbed by the securing equipment.1.5.3 Bearing in mind the above criteria, the master should accept the cargo on board his ship only if he is satisfied that it can be safely transported.1.6 C argo Securing Manual1.6.1 Ships carrying cargo units and other entities covered in this Code and as outlined in resolution A.489(XIl) (appendix) should carry a Cargo Securing Manual as detailed in MSC/Circ.385.*1.6.2 The cargo securing arrangements detailed in the ship’s Cargo Securing Manual, if provided, should be based on the forces expected to affect the cargo carried by the ship, calculated in accordance with a method accepted by the Administration or approved by a classification society acceptable to the Administration.1.7 E quipmentThe ship’s cargo securing equipment should be:• available in sufficient quantity;• suitable for its intended purpose, taking into account the recom-mendations of the Cargo Securing Manual, if provided;• of adequate strength;• easy to use; and• well maintained.1.8 S pecial cargo transport unitsThe shipowner and the ship operator should, where necessary, make use of relevant expertise when considering the shipment of a cargo with unusual characteristics which may require special attention to be given to its location on board vis-а-vis the structural strength of the ship, its stowage and securing, and the weather conditions which may be expected during the intended voyage.1.9 C argo information1.9.1 Before accepting a cargo for shipment, the shipowner or ship operator should obtain all necessary information about the cargo and ensure that:• the different commodities to be carried are compatible with each other or suitably separated;• the cargo is suitable for the ship;• the ship is suitable for the cargo; and• the cargo can be safely stowed and secured on board the ship and transported under all expected conditions during the intended voyage.1.9.2 The master should be provided with adequate information regarding the cargo to be carried so that its stowage may be properly planned for handling and transport.CHAPTER 2 - PRINCIPLES OF SAFE STOWAGEAND SECURING OF CARGOES2.1 S uitability of cargo for transportCargo carried in containers, road vehicles, shipborne barges, railway wagons and other cargo transport units should be packed and secured within these units so as to prevent, throughout the voyage, damage or hazard to the ship, to the persons on board and to the marine environment.2.2 C argo distribution2.2.1 It is of utmost importance that the master takes great care in planning and supervising the stowage and securing of cargoes in order to prevent cargo sliding, tipping, racking, collapsing, etc.2.2.2 The cargo should be distributed so as to ensure that the stability of the ship throughout the entire voyage remains within acceptable limits so that the hazards of excessive accelerations are reduced as far as practicable.2.2.3 Cargo distribution should be such that the structural strength of the ship is not adversely affected.2.3 C argo securing arrangements2.3.1 Particular care should be taken to distribute forces as evenly as practicable between the cargo securing devices. If this is not feasible, the arrangements should be upgraded accordingly.2.3.2 If, due to the complex structure of a securing arrangement or other circumstances, the person in charge is unable to assess the suitability of the arrangement from experience and knowledge of good seamanship, the arrangement should be verified by using an acceptable calculation method.2.4 R esidual strength after wear and tearCargo securing arrangements and equipment should have sufficient residual strength to allow for normal wear and tear during their lifetime.2.5 F riction forcesWhere friction between the cargo and the ship’s deck or structure or between cargo transport units is insufficient to avoid the risk of sliding, suitable material such as soft boards or dunnage should be used to increase friction.2.6 S hipboard supervision2.6.1 The principal means of preventing the improper stowage and securing of cargoes is through proper supervision of the loading operation and inspections of the stow.2.6.2 As far as practicable, cargo spaces should be regularly inspected throughout the voyage to ensure that the cargo, vehicles and cargo transport units remain safely secured.2.7 E ntering enclosed spacesThe atmosphere in any enclosed space may be incapable of supporting human life through lack of oxygen or it may contain flammable or toxic gases. The master should ensure that it is safe to enter any enclosed space.2.8 G eneral elements to be considered by the masterHaving evaluated the risk of cargo-shifting, taking into account the criteria set out in1.5, the master should ensure, prior to loading of any cargo, cargo transport unit or vehicle that:.1 the deck area for their stowage is, as far as practicable, clean, dry and free from oil and grease;.2 the cargo, cargo transport unit or vehicle appears to be in suitable condition for transport, and can be effectively secured;.3 all necessary cargo securing equipment is on board and in good working condition; and.4 cargo in or on cargo transport units and vehicles is, to the extent practicable, properly stowed and secured on to the unit or vehicle.2.9 C argo stowage and securing declaration2.9.1 Where there is reason to suspect that a container or vehicle into which dangerous goods have been packed or loaded is not in compliance with the provisions of section 12 or 17, as appropriate, of the General Introduction to the IMDG Code, or where a container packing certificate! vehicle packing declaration is not available, the unit should not be accepted for shipment.2.9.2 Where practicable and feasible, road vehicles should be provided with a cargo stowage and securing declaration, stating that the cargo on the road vehicle has been properly stowed and secured for the intended sea voyage, taking into account the IMO/ILO Guidelines for Packing Cargo in Freight Containers or Vehicles. An example of such a declaration is given hereunder. The vehicle packing declaration, recommended by the IMDG Code (see 2.9.1), may be acceptable for this purpose.CHAPTER 3 - STANDARDIZED STOWAGE AND SECURING SYSTEMS 3.1 R ecommendationsShips intended for the carriage of cargoes in a standardized stowage and securing system (e.g. containers, railway wagons, shipborne barges, etc.) should be:.1 so designed and equipped that the standardized cargoes concerned can be safely stowed and secured on board under all conditions expected during the intended voyage;.2 of a design and so equipped as to be accepted by the Administration or approved by a classification society acceptable to the Administration; and.3 provided with adequate information, for use by the master, on the arrangements provided for the safe stowage and securing of the specific cargoes for which the ship is designed or adapted.CHAPTER 4- SEMI-STANDARDIZED STOWAGE AND SECURING4.1 S ecuring arrangements4.1.1 Ships intended for the carriage of certain specific cargoes such as road vehicles, systemized cargo-carrying roll-trailers and automobiles on ro-ro ships, etc., should be provided with securing points spaced sufficiently close to each other for the intended operation of the ship and in accordance with section 4 of the guidelines for securing arrangements for the transport of road vehicles on ro—ro ships (resolution A.581(14)).4.1.2 Road vehicles intended for transport by sea should be provided with arrangements for their safe stowage and securing, as detailed in section 5 of the annex to resolution A.581(14).4.1.3 Roll-trailers carrying systemized cargo should be provided with arrangements for the safe stowage and securing of the vehicle and its cargo. Special consideration should be given to the height of the stow, the compactness of the stow and the effects of a high centre of gravity of the cargo.4.2 S towage and securing of vehicles4.2.1 Vehicles, including roll-trailers not provided with adequate securing arrangements, should be stowed and secured in accordance with chapter 5 of this Code.4.2.2 Ro-ro ships which do not comply with the requirements of section 4 of the annex to resolution A.581 (14) or are not provided with equivalent stowage andsecuring means providing for an equivalent degree of safety during transport by sea should be dealt with in accordance with chapter 5 of this Code.4.2.3 Vehicles should be stowed and secured in accordance with sections 6 and 7 of the annex to resolution A.581 (14). Special consideration should be given to the stowage and securing of roll-trailers carrying systemized cargo, road tank-vehicles and portable tanks on wheels, taking into account the effects of a tank’s high centre of gravity and free surface.4.3 A cceptance of road vehicles for transport by sea on ro—ro ships4.3.1 The master should not accept a road vehicle for transport on board his ship unless satisfied that the road vehicle is apparently suitable for the intended voyage and is provided with at least the securing points specified in section 5 of the annex to resolution A.581(14).4.3.2 In exceptional circumstanceS, where there is some doubt that the recommendations of 4.3.1 can or need to be fulfilled, the master may accept the vehicle for shipment, after taking into account the condition of the vehicle and the expected nature of the intended voyage.CHAPTER 5 - NON-STANDARDIZED STOWAGE AND SECURING5.1 R ecommendations5.1.1 This chapter and the annexes provide advice of a general nature for the stowage and securing of cargoes not covered by chapters 3 and 4 of this Code and particularly specific advice for the stowage and securing of cargoes which have proved to be difficult to stow and secure on board ships.5.1.2 The list of cargoes given in 5.3 should not be regarded as exhaustive, as there may be other cargoes which could create hazards if not properly stowed and secured.5.2 E quivalent stowage and securingThe guidance given in the annexes provides for certain safeguards against the problems inherent in the cargoes covered. Alternative methods of stowage and securing may afford the same degree of safety. It is imperative that any alternative method chosen should provide a level of securing safety at least equivalent to that described in the resolutions, circulars and guidelines listed in the foreword to this Code.5.3 C argoes which have proved to be a potential source of dangerSuch cargoes include:.1 containers when carried on deck of ships which are not specially designed and fitted for the purpose of carrying containers (annex 1);.2 portable tanks (tank-containers) (annex 2);.3 portable receptacles (annex 3);.4 special wheel-based (rolling) cargoes (annex 4);.5 heavy cargo items such as locomotives, transformers, etc. (annex 5);.6 coiled sheet steel (annex 6);.7 heavy metal products (annex 7);.8 anchor chains (annex 8);.9 metal scrap in bulk (annex 9);.10 f lexible intermediate bulk containers (FIBCs) (annex 10);.11 logs in under-deck stow (annex 11); and.12 u nit loads (annex 12).CHAPTER 6- ACTIONS WHICH MAY BE TAKEN IN HEAVY WEATHER 6.1 G eneralThe purpose of this chapter is not to usurp the responsibilities of the master, but rather to offer some advice on how stresses induced by excessive accelerations caused by bad weather conditions could be avoided.6.2 Excessive accelerationsMeasures to avoid excessive accelerations are:.1 alteration of course or speed or a combination of both;.2 heaving to;.3 early avoidance of areas of adverse weather and sea conditions; and.4 timely ballasting or deballasting to improve the behaviour of the ship, taking into account the actual stability conditions (see also 7.2).6.3 Voyage planningOne way of reducing excessive accelerations is for the master, as far as possible and practicable, to plan the voyage of the ship carefully so as to avoid areas with severe weather and sea conditions. The master should always consult the latest available weather information.CHAPTER 7- ACTIONS WHICH MAY BE TAKEN ONCE CARGO HAS SHIFTED7.1 T he following actions may be considered:.1 alterations of course to reduce accelerations;.2 reductions of speed to reduce accelerations and vibration;.3 monitoring the integrity of the ship;.4 restowing or resecuring the cargo and, where possible,increasing the friction; and.5 diversion of route in order to seek shelter or improved weather and sea conditions.7.2 T ank ballasting or deballasting operations should be considered only if the ship has adequate stability.Annex 1Safe stowage and securing of containers on deck ofships which are not specially designed and fittedfor the purpose of carrying containers1 STOWAGE1.1 C ontainers carried on deck or on hatches of such ships should preferably be stowed in the fore-and-aft direction.1.2 C ontainers should not extend over the ship’s sides. Adequate supports should be provided when containers overhang hatches or deck structures.1.3 C ontainers should be stowed and secured so as to permit safe access for personnel in the necessary operation of the ship.1.4 C ontainers should at no time overstress the deck or hatches on which they are stowed.1.5 B ottom-tier containers, when not resting on stacking devices, should be stowed on timber of sufficient thickness, arranged in such a way as to transfer the stack load evenly on to the structure of the stowage area.1.6 W hen stacking containers, use should be made of locking devices, cones, or similar stacking aids, as appropriate, between them.1.7 W hen stowing containers on deck or hatches, the position and strength of the securing points should be taken into consideration.2 SECURING2.1 A ll containers should be effectively secured in such a way as to protect them from sliding and tipping. Hatch covers carrying containers should be adequately secured to the sFip.2.2 C ontainers should be secured using one of the three methods recommended in figure 1 or methods equivalent thereto.2.3 L ashings should preferably consist of wire ropes or chains or material with equivalent strength and elongation characteristics.2.4 T imber shoring should not exceed 2 m in length.2.5 W ire clips should be adequately greased, and tightened so that the dead end of the wire is visibly compressed (figure 2).2.6 L ashings should be kept, when possible, under equal tension.Annex 2Safe stowage and securing of portable tanks1 INTRODUCTION1.1 T he provisions of this annex apply to a portable tank, which in the context of this annex, means a tank which is not permanently secured on board the vessel and has a capacity of more than 450 / and a shell fitted with external stabilizing members and items of service equipment and structural equipment necessary for the transport of liquids, solids or gases.1.2 T hese provisions do not apply to tanks intended for the transport of liquids, solids or gases having a capacity of 450 1 or less.Note: The capacity for portable tanks for gases is 1,000 1 or more.2 GENERAL PROVISIONS FOR PORTABLE TANKS2.1 P ortable tanks should be capable of being loaded and discharged without the need of removal of their structural equipment and be capable of being lifted onto and off the ship when loaded.2.2 T he applicable requirements of the International Convention for Safe Containers, 1972, as amended, should be fulfilled by any tank-container which meets the definition of a container within the terms of that Convention. Additionally, the provisions of section 13 of the General Introduction to the IMDG Code should be met when the tank will be used for the transport of dangerous goods.2.3 P ortable tanks should not be offered for shipment in an ullage condition liable to produce an unacceptable hydraulic force due to surge within the tank.。
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驾驶专业评估规范货物积载与系固（适用对象：无限、近洋、沿海航区3000总吨及以上船舶大副）1．评估目的通过评估，检验被评估者正确进行货物积载、合理制定系固方案的能力，满足中华人民共和国海事局海员适任考试和评估大纲的有关要求。
2．评估内容2．1杂货船积载2．2固体散货船积载2．3散装谷物船积载2．4集装箱船舶积载2．5非标准货物系固3．评估要素及标准3.1 杂货船配载（50分/150分钟）3.1.1 载货能力的核算（5分）3.1.1.1核算船舶的载重能力（2分）（1）评估要素：①根据航线所经海区确定可使用的载重线；②计算航次净载重量并核算船舶的载重能力。
（2）评估标准：计算完全正确得该项满分，否则不得分。
3.1.1.2核算船舶的容量能力（2分）（1）评估要素：由装货清单所列货物总体积及船舶货舱资料核算船舶的容量能力。
（2）评估标准：核算正确者得该项满分，否则不得分。
3.1.1.3核算特殊载货能力（1分）（1）评估要素：根据船舶条件和航次特殊货物的种类，核算船舶的特殊载货能力。
（2）评估标准：核算正确者得该项满分，否则不得分。
3.1.2分配各舱货物重量（3分）（1）评估要素：按舱容比分配各舱货物重量，并计算出相应各舱装货重量的上下限。
（2）评估标准：计算完全正确者得该项满分，每错一个计算数据扣1分，直至0分。
3.1.3向各舱配装货物（17分）（1）评估要素：向各舱配装货物时应考虑以下因素：①各目的港货物顺利卸出;②不同种类货物的舱位合理选择；③不同种类货物间的隔离；④货物装卸及安全作业的考虑；⑤各货舱配货重量和体积的考虑；⑥船舶性能的考虑。
（2）评估标准：①完全符合以上原则得17分；②较小错误每一处扣1分；③一般性错误每一处扣2分；④较严重性错误每处扣5分；⑤货物整体配装较差者，以本项目评估成绩不及格论。
3.1.4全面检查初配方案（5分）（1）评估要素：①按上述货物配装所考虑的因素对初配方案进行核查；②填写重量、体积核查表，核查其各货舱配货重量及体积的可靠性、准确性；③校核实际负荷较大处的甲板局部强度。
（2）评估标准：①重量、体积及局部强度核算完全正确者得满分，错一处扣1分，直至扣完；②有关其他方面的核查，其分值已包含在3）中。
3.1.5校核船舶稳性、吃水差和总纵强度（15分）3.1.5.1校核始发港离港时船舶稳性（6分）（1）评估要素：①船舶稳性计算首先根据初配方案算出船舶重心高度，然后求得装载状态下的初稳性高度。
②船舶稳性核算利用临界初稳性高度曲线图或其他相应资料，核算船舶出港状态的稳性。
若不满足要求，应通过移货或加压载水予以调整。
③计算船舶摇摆周期并使其满足摇摆性的要求。
（2）评估标准：①上述每项计算正确者各得2分，否则不得分；②计算方法未掌握者，以本项目评估成绩不及格论。
3.1.5.2 计算船舶吃水差及首、尾吃水（5分）（1）评估要素：①计算船舶重心纵标，求取装载状态下的船舶吃水差及首、尾吃水。
②判断吃水差是否满足要求；若不满足要求，应通过移货或加压载水予以调整。
（2）评估标准：船舶重心纵标计算正确者得2.5分，船舶吃水差及首、尾吃水计算正确者得2.5分；吃水差不满足要求且未调整者不得分。
3.1.5.3校核船舶总纵强度（4分）（1）评估要素：①利用舶强度曲线图进行核算；②若不满足要求，应通过移货或加压载水予以调整。
（2）评估标准：①载荷对中弯矩之和计算正确者得2分，利用舶强度曲线图进行核算正确者得2分；②总纵强度不满足要求且未调整者以本项目评估成绩不及格论。
3.1.6绘制正式配载图（5分）（1）评估要素：①充分考虑货物包装、衬垫、隔票通风等方面的要求，合理确定具体货位；②图示清楚，标识全面正确；③备注合理全面。
（2）评估标准：符合以上三项要求得5分，每一处错误扣1分，直至0分。
3.2固体散货船配载及装卸计划制定（50分/60分钟）在装载计算机上完成本项目评估。
3.2.1计算航次货运量（5分）（1）评估要素：根据所使用的载重线、限制吃水及货物的积载因数确定航次货运量。
（2）评估标准：方法及结果正确得5分，否则不得分。
3.2.2分配各货舱货物重量（5分）（1）评估要素：按舱容比适当分配各货舱货物重量,或隔舱装载并满足最大装货重量、最大装货高度的限制及总纵强度的要求。
（2）评估标准：货物分配合理，计算结果正确者得5分，否则得0分。
3.2.3校核船舶稳性、吃水差和纵强度（5分）（1）评估要素：货物装载重量输入后，①判断船舶稳性、吃水和强度的各项指标的含义（2.5分）；②如不满足要求，进行调整（2.5分）。
（2）评估标准：①对船舶稳性、吃水差和纵强度的各项指标的含义判断错误者按每项扣1分；②如不满足要求而未进行调整，或调整方法不正确者，视为本项目评估不通过。
3.2.4绘制货物配载图（5分）（1）评估要素：①图示清楚，标识全面正确；②备注合理全面。
（2）评估标准：符合以上两项要求者得5分，每一处错误扣1分，直至0分。
3.2.5编制货物装舱顺序表（30分）3.2.5.1确定装载期间所允许的船舶最大吃水和最小吃水（5分）（1）评估要素：船舶允许最大吃水按计及潮高的泊位水深为准，船舶允许最小吃水由装船机高度及船舶尺度算出。
（2）评估标准：以上两项结果计算正确者得5分，每错一项扣1.5分直至扣完。
3.2.5.2编制货物装舱顺序和压载水排放计划表（25分）（1）评估要素①合理确定货物装舱顺序；②满足船舶最大吃水及最小吃水要求；③满足所限定船舶吃水差；④满足船舶总纵强度要求；⑤适当减少各舱装载轮回数。
（2）评估标准：①每轮计算方法及结果正确者得5分，最多得25分；②凡下列情况之一者应视为评估不及格：ⅰ货物装舱顺序不合理；ⅱ船舶最大吃水及最小吃水要求不满足；ⅲ船舶总纵强度不满足。
3.3散装谷物船舶配载与稳性计算（50分/90分钟）3.3.1编制谷物配载图（15分）3.3.1.1计算航次货运量（5分）（1）评估要素：根据所使用的载重线及货物的积载因数确定航次货运量。
（2）评估标准：方法及结果正确者得5分，否则不得分；3.3.1.2编制谷物配载方案（10分）（1）评估要素：①按除留有1-2个部分装载舱外其他货舱装满并适当考虑船舶总纵强度的原则，初步确定各舱谷物重量。
②计算船舶吃水差及首尾吃水；若吃水差不满足要求，应予以调整。
（2）评估标准：方法及结果正确者上述每项得5分，否则不得分；3.3.2填制散装谷物船稳性计算表（35分）（1）评估要素：正确填写加拿大/澳大利亚/美国专用散装谷物船稳性计算表：（2）评估标准：①方法及结果均正确者得满分；②方法正确但结果误差较小者，每错一处扣2.5分，否则每一处扣5分；③填表方法不正确者，应视为本项目评估不通过。
3.4集装箱船配载（50分/120 分钟）在装载计算机上完成本项目评估。
3.4.1核算船舶载箱能力（10分）3.4.1.1核算船舶的载重能力（4分）（1）评估要素：①根据航线所经海区确定可使用的载重线；②计算航次净载重量并核算船舶的载重能力。
（2）评估标准：计算完全正确得该项满分，否则不得分。
3.4.1.2核算船舶箱容量（4分）（1）评估要素：由集装箱清单所列各类货箱总量及船舶箱容量资料核算船舶箱容量。
（2）评估标准：核算正确者得该项满分，否则不得分。
3.4.1.3核算船舶特殊载箱能力（2分）（1）评估要素：根据船舶载箱条件和航次特殊货箱的种类及数量，核算船舶的特殊载箱能力。
（2）评估标准：核算正确正确者得该项满分，否则不得分。
3.4.2编制集装箱预配图（28分）（1）评估要素：①保证卸货港序，避免倒箱；②合理安排轻重箱位置，保持良好稳性，保证甲板局部强度；③合理配装各类特殊集装箱并满足隔离要求；④保证中途港船舶总纵强度；⑤正确填制集装箱重量箱位总图及港序箱位总图。
（2）评估标准：①上述中各项要素正确者均按6分计,但总分不超过28分；②上述各项中每错一处扣2分，直至扣完；③若不满足上述中的1）项或3）项的要求，应视为本项目评估成绩不及格；④集装箱箱位总图整体填制不正确者，应视为本项目评估成绩不及格。
3.4.3校核船舶稳性、吃水差和总纵强度（12分）（1）评估要素：集装箱装载重量输入后，①判断船舶稳性、吃水和强度的各项指标的含义（6分）；②如不满足要求，进行调整（6分）；（2）评估标准：①对船舶稳性、吃水和强度的各项指标的含义判断按每项扣分；②如不满足要求而未进行调整，或调整方法不正确者，视为本项目评估不通过。
3.5非标准货物系固（50分/60分钟）3.5.1制定货物系固方案（20分）（1）评估要素：根据船舶系固设备资料、货物资料及货物配装舱位，制定出合理可行的非标准货物系固方案，系固方案包括：选用系固设备、确定系索道数及系固位置、提出系固操作要求等；（2）评估标准：①系固方案合理可行得满分；②选用的系固设备不恰当、确定的系索道数不合理、系固位置不可行或未提出适当的系固操作要求者，每项扣5分；③系固方案整体不合理者，应视为本项目评估成绩不及格。
3.5.2评判非标准货物系固方案（30分）（1）评估要素：①根据货件资料及配装位置计算货件移动力及货件倾覆力矩；②根据系固方案计算货件约束力及货件约束力矩；③依据CSS CODE 2002修正案,对所制定的系固方案进行评判；④根据评判结果，若需要应对系固方案进行修改。
（2）评估标准：①计算及评判方法和结果正确、方案修改合理者得满分；②上述中，1）项、2）项错误者各扣10分，3）项、4）项错误者各扣5分；③经评判系固方案不合理且未修改者，应视为本项目评估成绩不及格。
4. 评估办法4.1评估形式对于以上5个评估项目，随机抽测其中2个项目，但评估员也可根据具体情况加测其他项目。
4.2成绩评定每个项目满分为50分，其中任一项目的成绩均在30分以上者，其总成绩方为及格。
4.3评估时间见评估要素及标准。
驾驶专业评估规范货物积载与系固（适用对象：无限、近洋、沿海航区3000总吨及以上船舶二副/三副）1.评估目的通过评估，检验被评估者掌握货物积载与系固基础知识的能力，满足中华人民共和国海事局海员适任考试和评估大纲的有关要求。
2.评估内容2.1杂货船积载2.2非标准货物积载与系固3.评估要素及标准3.1 杂货船配载（70分/120分钟）3.1.1 载货能力的核算（8分）3.1.1.1核算船舶的载重能力（3分）（1）评估要素：①根据航线所经海区确定可使用的载重线；②计算航次净载重量并核算船舶的载重能力。
（2）评估标准：计算完全正确得该项满分，否则不得分。
3.1.1.2核算船舶的容量能力（3分）（1）评估要素：由装货清单所列货物总体积及船舶货舱资料核算船舶的容量能力。
（2）评估标准：核算正确者得该项满分，否则不得分。