List during voyage

  A.4.16 If a list occurs that cannot be attributed to normal use of consumables the matter should be immediately investigated. This should consider that the cause may be due to one or more of the following:

• .1 cargo shift;

• .2 water ingresses; and

• .3 an angle of loll (inadequate GM).

  A.4.17 Even if no major shift of the deck cargo is apparent, it should be examined whether the deck cargo has shifted slightly or if there has been a shift of cargo below deck. However, prior to entering any closed hold that contains timber the atmosphere should be checked to make sure that the hold atmosphere has not been oxygen depleted by the timber.

  A.4.18 It should be considered whether the weather conditions are such that sending the crew to release or tighten the lashings on a moving or shifted cargo present a greater hazard than retaining an overhanging load.

  A.4.19 The possibility of water ingress should be determined by sounding throughout the vessel. In the event that unexplained water is detected, all available pumps, as appropriate, should be used to bring the situation under control.

  A.4.20 An approximation of the current metacentric height should be determined by timing the rolling period.

  A.4.21 If the list is corrected by ballasting and deballasting operations, the order in which tanks are filled and emptied should be decided with consideration to the following factors:

• .1 when the draft of the vessel increases, water ingress may occur through openings and ventilation pipes;

• .2 if ballast has been shifted to counteract a cargo shift or water ingress, a far greater list may rapidly develop to the opposite side;

• .3 if the list is due to the ship lolling, and if empty divided double bottom space is available, the tank on the lower side should be ballasted first in order to immediately provide additional metacentric height – after which the tank on the high side should also be ballasted; and

• .4 free surface moments should be kept at a minimum by operating only one tank at a time.

  A.4.22 As a final resort when all other options have been exhausted if the list is to be corrected by jettisoning deck cargo, the following aspects should be noted:

• .1 jettisoning is unlikely to improve the situation entirely as the whole stack would probably not fall at once;

• .2 severe damage may be sustained by the propeller if it is still turning when the timber is jettisoned;

• .3 it will be inherently dangerous to anyone involved in the actual jettison procedure; and

• .4 the position of the jettisoning procedure and estimated navigational hazard must be immediately reported to coastal authorities.

  A.4.23 If the whole or partial timber deck load is either jettisoned or accidentally lost overboard, the information on a direct danger to navigation⁽²⁸⁾ should be communicated by the master by all means at his disposal to the following parties:

• .1 ships in the vicinity; and

• .2 competent authorities at the first point on the coast with which he can communicate directly.

 Such information is to include the following:

• .3 the kind of danger;

• .4 the position of the danger when last observed; and

• .5 the time and date (coordinated universal time) when the danger was last observed.