6 - CARGO OPERATIONS MANUAL BULK CARRIERS

Transcription

1 6 - CARGO OPERATIONS MANUAL BULK CARRIERS NORMATIVE REFERENCES 1. International Safety Management Code (ISM Code) 2. Quality Management System (ISO 9001 : 2004) 3. International Maritime Solid Bulk Cargoes (IMSBC Code) 4. International Maritime Dangerous Goods(IMDG) Code 5. IMO guidelines on early assessment of Hull damage (MSC/Circ.1143) 1

2 TABLE OF CONTENTS 6.1 GENERAL PURPOSE SCOPE RESPONSIBILITIES 6.2 CARGO PLANNING AND HANDLING QUANTITY CALLED FOR BY MASTER STABILITY STABILITY AND STRENGTH CALCULATIONS LOADING SEQUENCES SECURING OF CARGO LOADING OF HIGH DENSITY CARGOES - STRUCTURAL LIMITATIONS HIGH DENSITY CARGOES IN BULK CARRIERS CARRIAGE OF CONTAINERS IN GENERAL CARGO VESSELS AND BULK CARRIERS 6.3 TRIMMING CARGO BULK CARGOES WITH AN ANGLE OF REPOSE LESS THAN OR EQUAL TO 35 DEGREES BULK CARGO WITH AN ANGLE OF REPOSE GREATER THAN 35 DEGREES 6.4 ASSESSING ACCEPTABILITY OF CARGOES FOR SAFE SHIPMENT INFORMATION TO MASTERS CERTIFICATES OF TEST PROCEDURES FOR SAMPLING 6.5 LOADING AND UNLOADING HOLD CLEANING - BEFORE LOADING INSPECTION PRIOR TO DISCHARGE HOLD CLEANING AFTER DISCHARGE DISPUTED DELIVERY QUANTITY 6.6 THE SAFE CARRIAGE OF GRAIN IN BULK DOCUMENTS OF AUTHORISATION STOWAGE STABILITY BALLAST GRAIN UNDER IN-TRANSIT FUMIGATION 6.7 CARGOES WHICH MAY LIQUEFY LIST OF CARGOES DANGERS OF LIQUEFACTION PRECAUTIONS SPECIALLY CONSTRUCTED SHIPS SPECIALLY FITTED SHIPS GENERAL REQUIREMENTS TO BE COMPLIED WITH FOR LOADING ANY CARGO THAT MAY LIQUEFY (GROUP A OF THE IMSBC CODE) 2

3 6.7.4 TEST PROCEDURES MASTER S OBLIGATIONS WHEN CARRYING SUCH CARGOES HANDLING OF CARGO DURING THE VOYAGE 6.8 THE SAFE CARRIAGE OF COAL COAL SLURRY COAL DUFF COAL DUFF WITH PARTICLES > 50MM SMALL COAL COKE SAFE FOR SHIPMENT CARGO PROTECTION SOURCES OF MOISTURE DUTIES OF THE MASTER PROVISION OF TEST CERTIFICATES 6.9 PERSONNEL SAFETY ON BULK CARRIERS GENERAL POISONING AND ASPHYXIATION HAZARDS ENTRY INTO ENCLOSED SPACES HEALTH HAZARDS DUE TO DUST FLAMMABLE ATMOSPHERE VENTILATION SYSTEMS CARGO FUMIGATION- PRECAUTIONS 6.10 MATERIALS WITH CHEMICAL HAZARDS GENERAL CLASSES OF HAZARD MHB (MATERIALS HAZARDOUS ONLY IN BULK) THE CARRIAGE OF UNIT LOADS & TIMBER CARGOES 6.11 LOG LOADING PROCEDURE LASHING MATERIAL OTHER ASSOCIATED EQUIPMENT PRIOR ARRIVAL LOADING PORT ON ARRIVAL LOADING PORT ON COMPLETION OF UNDER-DECK CARGO COMMENCING TO LOAD ON DECK HOG WIRES ON COMPLETION OF LOADING FINAL LASHING OF DECK CARGO DURING THE SEA PASSAGE SAFETY OF CREW AND VESSEL 6.12 CARGO VENTILATION DEFINITIONS VENTILATION GENERAL PRECAUTIONS RECORDS OF TEMPERATURES, DEW POINT AND VENTILATION 6.13 CARRIAGE OF STEEL CARGOES INTRODUCTION 3

4 HOLD PREPARATION PRE-LOADING SURVEY STOWAGE AND LOADING STOWAGE AND LASHING OF STEEL COILS DOCUMENTATION DURING THE VOYAGE AT THE DISCHARGE PORT 6.14 CARE WHEN USING SHIP S CRANES / DERRICKS INTRODUCTION USE OF CRANES / DERRICKS AT SEA BYPASSING SAFETY LIMITS PREVENTING DAMAGE TO CRANE CRUTCH PREVENTING DAMAGE TO CRANE WIRES MONITORING OIL LEVELS AND ROUTINE MACHINERY CHECKS USE OF TWO CRANES IN ONE HOLD 6.15 HATCH COVER OPERATION OPENING AND CLOSING HATCH COVERS AT SEA BATTENING AND UNBATTENING OF HATCH COVERS GENERAL PRECAUTIONS SHIP SPECIFIC PROCEDURES FOR HATCH COVER OPERATION 6.16 CARRIAGE OF PAPER CARGOES HANDLING OF PAPER CARGO CLAIMS IN THE FAR EAST CARRIAGE OF BAGGED RICE CARGOES 6.17 CARRIAGE OF SEED CAKE TYPES OF SEED CAKE HAZARDS ASSOCIATED WITH SEED CAKE 6.18 CARRIAGE OF SULPHUR / FERTILISER 6.19 INSPECTION INTERVAL OF CARGO HOLDS, BALLAST TANKS, VOID SPACES & COFFERDAMS INSPECTION GUIDELINES ANNEX BC-6.1 A: GUIDELINES ON EARLY ASSESSMENT OF HULL DAMAGE AND POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS. BC-6.2 A : SHIP STRUCTURE ACCESS MANUAL / TEMPLATE AS PER MSC.133(76) BC-6.3 A : MAINTENANCE AND INSPECTION MANUAL FOR HATCH COVERS ON BUK CARRIERS - TEMPLATE 4

5 6.1 GENERAL The highest standards of cargo-operations planning, monitoring and execution are fundamental to the safety of vessels and crew, and for the protection of the marine Environment PURPOSE To establish and consistently apply planning and operational practices and procedures that support regulatory and company policies SCOPE This section applies to all Bulk Carriers RESPONSIBILITIES Master and Chief officer is responsible for achieving objectives stated above and for compliance with the procedures listed under this section. 6.2 CARGO PLANNING AND HANDLING QUANTITY CALLED FOR BY MASTER It is usual for the governing charter-party to state the quantity to be shipped as a certain amount +/- 5%, at the option of the ship Owner. However it is also possible for a charterparty to require a MIN/MAX quantity to be loaded, in which case the cargo called for and loaded should be as close as practical to the required charter-party amount. Thus the Owners will require the ship to load a maximum possible quantity within the tolerance stated, ideally a full + 5%. The Master must "call" for his intended quantity according to the notices he must give prior to arrival at load-port. Should there be any questions the Master must immediately request clarification from the Office/Owners and, be always aware of and abide by the notification requirements of the charter-party. The Master should be provided with sufficient comprehensive loading information to enable him to arrange the loading aboard his ship so as not to overstress the structure. In general, Masters should be guided by the loading information provided in the ship's stability information booklet and by the results obtained by the use of the loading calculators, if available. At the time of providing the cargo lift the Company s UKC policy should be considered. 5

6 6.2.2 STABILITY Class approved copy of stability information booklet, loading manual, damage stability booklet & Loading instrument as applicable - are provided aboard all ships. Where bulk materials are to be carried, the information supplied to the Master should be sufficient to enable him to calculate the stability for the anticipated worst conditions during the voyage as well as that on departure and show that stability is adequate. When transporting high density materials, careful evaluation should be made to reduce the possibility of sailing with an excessively large GM with resultant violent seaway motion. LOADING COMPUTER (LOADICATOR): Loadicators are considered critical to the vessels cargo operation and hence, it should be periodically tested and record as well as evidence of testing shall be maintained onboard, as mentioned here below:- on a monthly basis the data derived from Loadicator shall be compared against the standard approved TEST conditions provided onboard. shall be checked annually by the attending class surveyor during the annual general survey of the vessel by feeding in the standard data. servicing by the manufacturers service engineer to their stated performance requirement shall be carried out in case of error or malfunction. Should the loading computer fail to operate, only loadings in agreement with the Builder s Trim and Stability data can be undertaken. The Office must be informed and the loading computer repaired as soon as practicable STABILITY AND STRENGTH CALCULATIONS The Master is to ensure that Stability and Longitudinal Strength calculations are carried out to verify that for the entire voyage the vessel satisfies the required stability criteria and that the permissible shear force and bending moments are not exceeded. The calculations should take into account all the cargoes that are intended to be carried during the voyage as well as calls at load and discharge ports. The consumption of and replenishment of bunkers, fresh water and other variables must also be taken into account. The above calculations are to be countersigned by the Master and filed for future reference. In ports, the Chief Officer should write instructions of the procedures to be followed during periods when he is not on duty. In addition, standing instructions should be posted in Ship s Office for duty officer s ready reference. Please refer to a sample copy of Chief Officer s Standing Orders. 6

7 LOADING SEQUENCES As of 1st July 98 all bulk carriers of more than 150m in length are required to be provided with an addendum to the Loading Manual which contains at least two typical Loading Sequences where the vessel is loaded from commencement of cargo loading to reaching full dead-weight capacity wherein for each step of loading it is verified that the still water bending moment and shear force limits are not exceeded. The Master is to ensure that in case of deviation from the above approved loading sequences, a loading sequence in the same format is to be prepared prior loading to ensure that still water bending moments and shear force limits are not exceeded. These are to be countersigned by the Master and filed for future reference SECURING OF CARGO Masters must refer to and comply with the requirements of the Cargo Securing Manual & the IMO code pertaining to that particular cargo as applicable LOADING OF HIGH DENSITY CARGOES - STRUCTURAL LIMITATIONS: When loading high density cargo, extreme precautions must be taken so that Permissible load density (PLD) of the tank top /deck is not exceeded. The class approved PLD of the tank-top or deck is normally available in the vessel s capacity plan and is expressed in tones per square meter HIGH DENSITY CARGOES IN BULK CARRIERS. When discrete items like billets, steel coils, slabs are loaded, to prevent exceeding the PLD, the master must ensure that the cargo is evenly distributed over the tank top or deck The Maximum tonnage that can be loaded = Area of the tank top (Excluding the hopper space are) X Permissible Load Density (PLD) of the tank top or deck The Maximum Volume of cargo = Maximum tonnage / density of cargo The Height of stow = Max volume / Area of tank top In case of homogenous cargoes like iron ore concentrates which can be safely stowed over the hopper area, an additional allowance can be given for cargo intake as shown below. 7

8 Maximum tonnage that can be loaded in the hold = L X B X PLD X l X b X PLD Where L & B = Length and Breadth of the tank top (excluding the hopper tanks) l = the length of the hopper tank b = horizontal width of the tank PLD = Permissible load density of tank top Master must follow and comply with relevant section of BLU code & BLU manual while making these calculations. When loading high density bulk cargo having a stowage factor of about 0.56 m 3 /t or lower, the loaded conditions are different from those found normally and it is particularly important to pay attention to the distribution of weights so as to avoid excessive stresses. A general cargo ship is normally constructed to carry materials of about 1.39 to 1.67 m 3 /t when loaded to full bale weight and deadweight capacity. Because of the high density of some materials, it is possible by improper distribution of loading to stress very highly either the structure locally under the load or the entire hull CARRIAGE OF CONTAINERS IN GENERAL CARGO VESSELS AND BULK CARRIERS When containers are carried in the holds of non purpose built vessels like general cargo vessels and bulk carriers, great care must be taken to use adequate dunnage to spread the point loading at the corner castings, generated by the stack load. WEATHER DECKS & HATCH COVERS 8

9 It is of great importance to consult and confirm the relevant data from the ship s documentation prior loading heavy cargoes on weather deck and hatch covers. When exceptionally heavy cargoes are to be carried; it may be necessary to shore up the weather deck from below, but in such cases care should be taken to ensure that the load on the tween deck plating is properly spread. It is always prudent to load up to the maximum permissible limit on weather decks but to err on the safe side, given that heavy seas may be shipped in these areas. It is good practice to add 5% to the weight to be loaded before calculating the dunnage area. At no time should the deck-loaded containers overstress the hatch cover or the hatchway structure. The containers should be secured as per the approved Cargo Securing Manual. 6.3 TRIMMING CARGO It is not envisaged that a modern bulk carrier will require trimming since they are designed to self-trim. If, however, the vessel is not a self-trimming bulk carrier, then the following Section must be considered carefully. There may be times when a bulker must carry one hold slack and therefore the advice on trimming for that partially filled hold becomes relevant. When load cargoes which are prone to liquefaction, cargo surface must be trimmed level prior departure from loadport. Trimming must be carried out as per IMSBC code section 5 / Grain code as applicable BULK CARGOES WITH AN ANGLE OF REPOSE LESS THAN OR EQUAL TO 35 DEGREES These materials must be trimmed to a reasonable level and the cargo spaces in which they are loaded should be filled as fully as is practicable without resulting in an excessive mass on the supporting bottom structure or deck. When materials which flow freely are to be carried, the same provisions as for the safe stowage of grain should be followed BULK CARGO WITH AN ANGLE OF REPOSE GREATER THAN 35 DEGREES When cargo is loaded only in the lower cargo spaces, it must be trimmed sufficiently to cover all of the tank top out to the ship's side and otherwise as necessary to reduce the pile peak height and equalize the mass distribution on the bottom structure. 9

10 The necessary trimming may generally be achieved by leveling within the hatch square with the remaining material sloped approximately uniformly to the lower cargo space sides and to the end bulkheads. The importance of trimming as an effective means of reducing the possibility of a cargo shift can never be overstressed. 6.4 ASSESSING ACCEPTABILITY OF CARGOES FOR SAFE SHIPMENT INFORMATION TO MASTERS In accordance with IMSBC Code Section4, Prior to shipment the shipper should provide details regarding the nature of the material. Before loading, the shipper or his agent should provide the Master with appropriate details of the characteristics and properties, e.g. chemical hazards, flow moisture point, stowage factor, moisture content, angle of repose etc., of any material constituting bulk cargo, so that necessary safety precautions can be put into effect. For this to be done, the shipper needs to arrange for the material to be properly sampled and tested. The shipper should provide the Master with appropriate certificates of test as applicable to a given material CERTIFICATES OF TEST A certificate or certificates stating the relevant characteristics of the material to be loaded should be provided to the Master at the loading point. Certificate stating the transportable moisture limits should contain, or be accompanied by, a statement by the shipper that the moisture content specified in the certificate of moisture content is, to the best of his knowledge and belief, the average moisture content of the material at the time the certificate is presented to the Master. When cargo is to be loaded into more than one cargo space, the certificate of moisture content should certify the moisture content of each type of finely grained material loaded into each cargo space. If proper sampling indicates that the moisture content is uniform throughout the consignment, then one certificate of average moisture content for all cargo spaces should be acceptable. Where certificate is required for materials with chemical hazards - See IMSBC Code section 9 - the certificate should contain a statement from the shipper that the chemical characteristics of the material are to the best of his knowledge, those existing at the time of 10

11 the ship's loading PROCEDURES FOR SAMPLING As per section 4 of IMSBC Code. 6.5 LOADING AND UNLOADING HOLD CLEANING - BEFORE LOADING Prior to loading, the cargo spaces should be inspected and prepared for the particular commodity which is intended for load. The Master should ensure that bilge lines, sounding pipes and other service lines within the cargo space are in good order. Due to the speed of loading some high density bulk materials, special care may be necessary to protect cargo space fittings from damage. For the same reason, it is prudent to sound bilges after the completion of loading. Bilge wells and strainer plates should be specially prepared to facilitate drainage and prevent entry of cargo into the bilge system. Precautions should be taken to minimise the extent to which dust may come in contact with the moving parts of deck machinery and external navigational aids. Where possible, ventilation systems should be screened and air conditioning systems, if any, placed on recirculation during loading or discharge to prevent entry of dust into living quarters or other interior spaces INSPECTION PRIOR TO DISCHARGE Some cargoes, particularly foodstuffs, require to pass stringent inspection prior to discharging being permitted. It is not uncommon for a foodstuff cargo to be inspected to determine whether the cargo requires to be fumigated prior to discharge HOLD CLEANING AFTER DISCHARGE Hold cleaning in preparation for next cargo is usually the obligation of the ship by the terms of a time charter, the Charterers paying a hold-cleaning bonus. However, if the ship is not performing under a time charter party, then the hold cleaning is part of the routine duties of the ship staff. It is impossible to be specific as to the degree of cleanliness which will be necessary since this will be determined by the cargo discharged and the subsequent cargo. Some cargoes will only need the holds to be clean-swept, whereas others will need sweeping 11

12 and washing and may even need coating to protect the hold from corrosive properties. Hold preparation for a shipment of foodstuffs will usually require meticulously clean and dry holds before the Charterer's surveyors pass the ship as "ready in all respects to receive the cargo" and consequently before loading can commence. The Master should be guided by the nature of the cargo to be loaded and also should request from the Charterers or shippers, any particular requirements for a specific cargo of which the Master has no previous experience DISPUTED DELIVERY QUANTITY There will arise occasions when the quantity delivered to the consignee is disputed by the consignees who will proceed to claim for short delivery from the time Charterers/owners. Some charter-parties accept that there can be a difference in discharged weight from that loaded due to natural drainage or other causes. In any event, should the receivers claim that the ship has failed to deliver the bill of lading quantity, the Master must PROTEST that the ship is not responsible for any alleged shortage. It is a fact that in some ports a claim for shortage is prepared before the ship ever arrives and irrespective of the false nature of the claim, it is difficult to refute under the laws of the particular nation. The Owners/Office must be advised immediately of the situation. In this respect the Owners will appoint beforehand (through the P & I club) an independent Surveyor who will observe and certify that "all cargo has been discharged with none remaining". Sealing/unsealing hatches in the presence of an independent Surveyor is additionally recommended as a precaution against short delivery claims. 6.6 THE SAFE CARRIAGE OF GRAIN IN BULK DOCUMENTS OF AUTHORISATION Every ship intending to carry grain in bulk must have a document of authorisation which must contain stability information including the grain loading conditions and other information showing that the ship is capable of meeting the SOLAS requirements relating to the carriage of grain in bulk. The document must be stamped by either the flag-state administration or an approved classification society, certifying that the requirements can be met and authorising the ship to be loaded with bulk grain as per those requirements. If a document of authorisation cannot be produced, the ship will not be permitted to load 12

13 grain or depart until it can be demonstrated that the ship in the loaded condition and throughout the voyage complies with the SOLAS requirements in terms of both cargo stowage and stability. If the authority is satisfied it will permit a single voyage permit. Master must ensure that the grain is adequately trimmed throughout the ship and that the grain in any slack hold is properly secured against movement in accordance with the Document of Authorisation STOWAGE Masters must check that the apparent volume occupied by the grain is approximately the same as the volume obtained by multiplying the weight of the grain loaded by the stowage factor for the type of grain. If the apparent volume is appreciably greater than the volume calculated from the stowage factor, it must be assumed that there are voids in the hold and steps must be taken to eliminate them. The shipper must provide the Master with an accurate stowage factor for the grain before it is loaded into the ship. CARRIAGE: Prior arrival Load Port in cold weather, bunker consumption to be planned in such a manner so that the bunker tank(s) to be used when in cold weather are the ones located closest to the Engine Room. After arrival Load Port, steam heating lines to all bunker tanks adjacent to the cargo holds to be blanked and office informed after same has been completed. Thereafter if any heating is required to the abovementioned bunker tanks, same to be only done with consent of the office. At no stage should any bunker tanks adjacent to the cargo holds to be heated to a temperature above 30 degrees C. Vessel to advise office the means available on board for measuring bunker tank temperature(such as remote temp gauges, thermometers etc). During the voyage, vessel to send a daily record of Bunker Tank Temperatures to the office STABILITY The Master must ensure that during all stages of every voyage, the stability of the ship complies with the LOAD LINE requirements. The Master should make sure that the stability complies with requirements appropriate to the method of grain loading approved for the ship. If the stowage factor of the grain to be loaded differs from the typical grain stowage factors, the Master must verify that the ship has adequate stability to meet the above requirements. 13

14 6.6.4 BALLAST Masters must pay particular attention to any advice given in the stability booklet about the need to have certain tanks filled in order to maintain adequate stability. Variations between actual departure condition and the loading conditions shown in the stability booklet may occur due to variations in cargo density, weights of fuel, stores etc. This may mean additional ballast must be taken in order to meet the required standard of stability which would in turn require that the cargo deadweight may have to be reduced to avoid overloading. Whenever ballasting is carried out with cargo onboard, the following precautions are to be taken: 1. Ballasting of topside tanks in holds with cargo in them is to be avoided. 2. When ballasting DB tanks, care should be taken not to press up the tanks. A minimum of 10cm ullage free surface is to be left. Water should not be allowed to rise into hopper / topside tanks. 3. Special attention is to be paid to manhole doors, air pipes, sounding pipes and welds around tank top penetrations. 4. If absolutely necessary to ballast topside tanks with cargo in the hold, great care is to be exercised. Minimum number of tanks are to be ballasted and ballasting is to be done slowly. Hold to be closely monitored for any possible leaks/ingress of water. Tanks must not be pressed up. 5. During the voyage holds with cargo in them and also having their topside tanks ballasted must be closely monitored by frequent regular internal visual inspections to ensure that there are no leaks. 6. Once cargo discharge is complete tanks can be fully pressed up and checks for water tightness carried out at the same time. 1. Ballast Water Exchange: A. Risks associated during Ballast Water Exchange : 1) Ballast tank over/ under pressurization 2) Increased sloshing loads in partially filled tanks 3) Increase in bending/ Shear/ Torsional stresses during the operation. 4) Reduced Bridge Visibility Range due to changes of trim 5) Inadequate propeller immersion 6) Vessel not meeting with Forward/ Aft draft requirement to prevent slamming damages and Emergency Fire Pump suction respectively. 7) Possibility of Wave induced Hull vibration 8) Safety concerns of crew members engaged in 'Ballast Water Exchange Operation in the prevailing weather conditions. 9) Additional Risk factors associated with SEQUENTIAL METHOD: a. Possibility of Hull Girder deformation due to excessive stress b. Loss of Stability due to free surface effect c. Structural damage due to sloshing caused as a result of resonance with ship s motion and due to adjacent tanks being empty. 14

15 10) Additional Risk factors associated with FLOW THROUGH METHOD a. Safety hazard for the crew due to water accumulation on deck. b. Over pressurization of tanks due to insufficient outflow. c. Possibility of losing tank manhole cover/ securing arrangement due to accumulation of water on deck. B. Checks prior commencing Ballast Water Exchange : 1) Master must ensure that Ballast Water Exchange is carried out in strict accordance with approved Ballast Water Management Plan. 2) An assessment to be made taking into consideration the Prevailing/ expected weather conditions, traffic density and other operational constraints if any. 3) The Chief Officer and Second Engineer should confirm ballast Line/ valves are properly set. C. Procedures to be followed during Ballast Water Exchange : 1) A responsible person should be designated to monitor progress of Ballast Water Exchange and soundings should be recorded at regular interval. 2) Soundings of the ballast tanks in progress should be checked regularly to confirm that they are being ballasted/ de-ballasted as per plan. 3) The Engine Staff should monitor Ballast Pump discharge/suction pressures and ballast pump casing temperatures regularly. 4) The navigating officer should monitor weather conditions for signs of approaching adverse weather. 5) Proper communication is to be maintained between deck, engine room and the bridge. 6) Avoid large and sudden course alterations. D. Criteria for aborting Ballast Water Exchange : 1) The vessel should abort Ballast Water Exchange plan upon experiencing any of the following criteria and inform office immediately with the applicable reasons. 2) Deterioration of weather or if vessel starts rolling/pitching excessively. 3) Upon receiving approaching heavy weather forecast 4) In case of breakdown of equipment and or loss of power 5) Lack of adequate crew members or if the work schedule does not permit same. 6) If abnormal vibrations are experienced at any stage of ballast water exchange in progress. 2. Ballasting/ De-ballasting Cargo Hold: Taking-in ballast in cargo holds and pumping out of same are CRITICAL operations which require detailed planning, Risk Assessment and prior office approval. A. Risks associated with Ballasting/ De-ballasting Cargo Hold: 1) Possibility of Structural damages due to sloshing 2) Over/ Under Pressurization of Cargo Holds 3) Possibility of bilge line getting choked during de-ballasting of cargo hold. 4) Water ingress into adjacent holds. 15

16 B. Procedures to be followed for ballasting Cargo Hold : 1) Office must be informed prior commencing Ballasting of Cargo Hold. The message should be sent preferably 24 hours in advance and should include prevailing and expected weather conditions. 2) The ship staff should carry out stability calculations at various stages of ballasting/ deballasting to ensure that the stress levels are within acceptable limits. 3) The changeover from DRY to WET mode inside the cargo hold must be checked and verified by chief Officer. 4) Fixed fire fighting inlet line if fitted is to be blanked prior commencement. 5) Cargo hold should be free of cargo residues to prevent choking of the strainer while deballasting. 6) At sea, this operation should not be attempted if the vessel is rolling/ pitching. 7) Prior commencement, the Chief officer should ensure that the hold vents are OPEN and the hatch cover is battened down fully & heavy weather cleats are in place. 8) The Chief Officer and Second Engineer should confirm ballast Line/ valves are properly set. 9) Start the ballasting operation by Gravity and the pumps should be put in use only after confirming the correct flow. 10) The cargo hold is to be ballasted till water overflows from the vents. 11) Carry out hold inspection of the adjacent holds to ensure there is no water ingress from the ballasted cargo hold. C. Procedures to be followed for de-ballasting Cargo Hold : 1) Office must be informed prior commencing De-ballasting of Cargo Hold. The message should be sent preferably 24 hours in advance and should include prevailing and expected weather conditions. 2) The ship staff should carry out stability calculations at various stages of deballasting to ensure that the stress levels are within acceptable limits. 3) At sea, this operation should not be attempted if the vessel is rolling/pitching. 4) Prior commencement, the Chief Officer should ensure that hold vents are fully OPEN. 5) The Chief Officer and Second Engineer should confirm ballast line/ valves are properly set. 6) Commence de-ballasting operation by Gravity and the pumps should be put in use only after confirming the increase in sounding. 7) After completion of de-ballasting operation, the Chief Officer should check change over from WET to DRY mode. 8) Fixed fire fighting inlet line if fitted must be blown through with air to confirm same is free of water GRAIN UNDER IN-TRANSIT FUMIGATION Fumigation must only be performed in accordance with the latest IMSBC Code supplement. 16

17 Training of at least 2 crew members (including 1 officer) as required by the recommendations MUST be carried out well before the fumigation is planned, and they will in turn brief rest of the crew regarding safe conditions in accommodation, engine room and other work spaces. Model checklist for in-transit fumigation is in IMSBC Code supplement. Copy of these recommendations are included in International Maritime Solid Bulk Cargoes (Standard Library). 6.7 CARGOES WHICH MAY LIQUEFY Cargoes which may liquefy include concentrates, certain coals and other materials having similar physical properties. Such cargoes generally consist of a mixture of small particles as contrasted with natural ores which include a considerable percentage of large particles or lumps LIST OF CARGOES Cargoes which may liquefy are listed as Group A cargoes in Appendix 4 of the IMSBC Code (International Maritime Solid Bulk Cargoes Code) DANGERS OF LIQUEFACTION At a moisture content above that of the transportable moisture limit, shift of cargo may occur as a result of liquefaction. The attention of Masters and Owners is drawn to the latent risk of cargo shift and to the precautions deemed necessary to minimise that risk. Such cargoes may appear to be in a relatively dry granular state when loaded and yet may contain enough moisture to become fluid under the stimulus of compaction and the vibration which occurs during a voyage. In the fluid state that results, cargo may flow to one side of the ship with a roll in one direction but not completely return with a roll the other way. The ship may then progressively reach a dangerous heel and capsize. To prevent shifting and also to reduce the effects of oxidation (if the material has this characteristic), these cargoes should be trimmed to a reasonable level on completion of loading irrespective of the angle of repose. Dangers of carrying Iron Ore Fines & Nickel Ore: Lateritic nickel ore is known to liquefy. The normal vibration of a ship can cause apparently dry nickel ore to transform into fluid form, with potentially serious consequences for the ship s stability. The problem is particularly acute with cargo from ports that stockpile the ore in open conditions, such as those in 17

18 Indonesia, New Caledonia and the Philippines. Shippers of nickel ore have often issued certificates based on sampling and testing carried out by the mine s own laboratory which renders the values certified by shippers as questionable. Cargo documentation provided for nickel ore cargo is often deficient and does not alert the crew to the potential danger of the cargo liquefying. It is essential for the safe operation of the ship that the Officers on board fully understand the characteristics of the cargo to be loaded. Many of the load ports in the countries specified are in remote areas and this means a cargo surveyor will require plenty of time to travel to the port and carry out the required investigations and tests. The nonhomogenous nature of nickel ore is known to cause significant difficulties when experts try to determine its suitability for carriage. Liquified Iron Ore Fines Liquified Lateritic Nickle Ore Please refer to P & I Bulletin Carriage of Nickel Ore (Annex 5) PRECAUTIONS SPECIALLY CONSTRUCTED SHIPS Materials with a moisture content in excess of the transportable moisture limit may be carried in specially constructed ships which have permanent structural boundaries, so arranged as to confine any shift of cargo to an acceptable limit. Such a ship must carry evidence of its approval by its flag-state administration SPECIALLY FITTED SHIPS Materials with a moisture content in excess of the transportable moisture limit may also be carried in ships which are fitted with specially designed portable divisions to confine any shift of cargo to an acceptable limit. It may also be necessary for elements of the ship's structure bounding such cargo to be strengthened. The plan of any special arrangements and details of the stability conditions on which the design is based must have been approved by the flag-state Administration and the ship must 18

19 have evidence of the approval GENERAL REQUIREMENTS TO BE COMPLIED WITH FOR LOADING ANY CARGO THAT MAY LIQUEFY (GROUP A OF THE IMSBC CODE) 1) Strict compliance with the provisions of the IMSBC Code. Specifically sections 4, 7 & 8. The Individual schedules of cargoes are given in Appendix 1 (examples are coal and concentrates such as nickel ore, iron ore etc) 2) The information provided by the shipper SHALL be accompanied by a declaration containing all the information listed in the IMSBC code section ) The Shipper SHALL provide the vessel with a signed certificate of The Moisture content (MC) and Transportable Moisture Limit (TML) which must be established by a laboratory recognized by a Competent Authority of the Port of Loading for EACH shipment of the cargo. 4) The Flow Moisture Point (FMP) must be identified by an approved laboratory. 5) The Cargo must only be accepted for loading if the Moisture Content (MC) is less than the TML. 6) The On board Test procedure for determining the possibility of Liquefaction SHALL be carried out on each shipment of cargo PRIOR being loaded. IMPORTANT NOTES: While loading iron ore fines the crew should remain vigilant for the presence of iron ore fines splattered onto the bulkheads, sloping lower side plating and shell plating during the course of loading. If such splatter marks are observed they should be taken very seriously as they are an indicator that the moisture content of portions of the ore already loaded/being loaded is well above the Transportable Moisture Limit (TML) and in excess of the Flow Moisture Point (FMP). These marks can only be produced by liquefaction of the ore as it is being dropped from the loading conveyor or grab onto the developing cargo stow in the hold. The P&I Club Insurance cover will be NULL & VOID in case the requirements of the IMSBC Code are not complied with TEST PROCEDURES There exist recommended laboratory test procedures for concentrates and similar materials, and also for coals. If the moisture content is above or near the transportable moisture limit, rigorous laboratory 19

20 testing should be undertaken. If the Master has doubts about the appearance or condition of the material for safe shipment, a check test to determine the possibility of flow may be carried out on board ship or at the dockside by the following method. 1. On board Test procedure for determining the possibility of Liquefaction: A ship s master shall carry out a check test for approximately determining the possibility of flow on board ship or at the dockside by the following auxiliary method: Half fill a cylindrical can or similar container (0.5 to 1 litre capacity) with a sample of the material. Take the can in one hand and bring it down sharply to strike a hard surface such as a solid table from a height of about 0.2 m. Repeat the procedure 25 times at one or two second intervals. Examine the surface for free moisture or fluid conditions. If free moisture or a fluid condition appears, arrangements should be made to have additional laboratory tests conducted on the material before it is accepted for loading. Note: This check is to be carried out prior commencement of loading for each shipment (for each barge if loading by barge) as well as intermittently during the entire loading operation. 2. Laboratory Tests The laboratory tests should be recent and in particular those for Moisture Content (MC) no more than 7 days before shipment. In the event that the stockpiles are exposed to further rain between the time of this sampling/analysis and being presented for loading, then the IMSBC Code makes clear that the moisture content of the shipment should be re-assessed by further sampling and analysis to ensure it is still below the TML MASTER S OBLIGATIONS WHEN CARRYING SUCH CARGOES Attention of all Masters of cargo vessels is drawn to the specific precautions to be taken while loading such cargoes in bulk, which tend to liquefy under certain conditions. Kindly refer to the International Maritime Solid Bulk Cargoes Code (IMSBC Code) Section 7, 8, Appendix 1 and Appendix 3 where details and list of such cargoes are given. Whenever these cargoes are to be loaded Master must obtain from the charters following information: 1. Transportable Moisture Limit (TML) 2. Actual Moisture Content 3. Angle of Repose 20

21 4. Flow Moisture Point It is the responsibility of the Master to ensure that actual moisture content is less than TML. If the cargo had been stored on the jetty for sometime in rainy conditions the moisture content is likely to be higher and Master should accordingly be more cautions. If in doubt as regards the appearance or condition of the material for safe shipment you should carry out a check test for possibility of cargo flow as explained in Section above. In case a vessel is required to carry cargo that may liquefy (eg: Iron Ore Fines from India; Nickel Ore from Indonesia; New Caledonia and the Philippines) the following parties are to be notified immediately upon receipt of the voyage orders: 1) Charterers To ask for details of the cargo to be loaded such as the shipper s declaration, laboratory test certificates for Moisture content, Transportable Moisture Limit, Flow Moisture Point etc. 2) Local agents at the port of loading - To ask for details of the cargo to be loaded such as the shipper s declaration, laboratory test certificates for Moisture content, Transportable Moisture Limit, Flow Moisture Point and try to obtain as much information as possibly about the cargo to be loaded such as whether loading by barge, number of barges, laboratory test certificates of the individual barges / each shipment etc. 3) Company Technical, Insurance & Dry Operations Department. IN NO CASE IS THE VESSEL TO LOAD UNLESS PERMISSION IS GIVEN BY THE OFFICE HANDLING OF CARGO DURING THE VOYAGE When carrying cargoes which are liable to liquefy, following specific procedures must be observer during the voyage :- Inspect holds on a daily basis to check the cargo surface movement. Have due regard to weather conditions and take evasive action to avoid severe rolling moments. Port(s) of refugee for the intended passage (Load Port to Discharge Port) is to be ascertained when preparing the passage plan. Weather permitting, Cargo hold bilges shall be sounded twice a day and pumped out in compliance with MARPOL regulations and records maintained on board. If there is a List developing at any time during the voyage, then it should be verified if the list is due to presence of water / liquefaction and sounding of all the Cargo Hold Bilges is to be immediately taken to ascertain presence of water. If it is ascertained (from cargo hold bilge soundings or due to list) that there is a large amount of water accumulation in any of the Cargo Hold Bilges and or if in any doubt, office is to be contacted immediately for further advice. 6.8 THE SAFE CARRIAGE OF COAL Under the stimulus of ship motion and vibration, a coal cargo is liable to liquefy and can cause 21

22 progressive listing and eventual capsizing. The following list of coal cargoes can liquefy under certain circumstances: - coal slurry - coal duff - coal duffs with particles greater than 50mm - small coal - coke The above cargoes must be sampled and tested prior to carriage. If the cargo is liable to self-heat or an analysis of the atmosphere in the cargo space indicates an increasing concentration of carbon monoxide, then additional precautions should be taken. The absorption of oxygen from the air by the coal leads to oxidation and the evolution of more methane and heat generation. The cargo must therefore not receive through ventillation. Surface ventilation may be provided to quickly remove any evolved gas and keep the cargo cool. At the time of loading, cargo temperatures to be monitored and no cargo exceeding 55 degrees to be loaded. A carefull lookout should also be maintained for smoke or glowing ambers, which would indicate spontaneous combustion. When man entry is required to be carried out into the air pipe duct of ventilation fan for any reason, due precautions must be taken of possible leakage of carbon monoxide / methane gases into the air duct. The Ventillation Pipe Duct must be treated as an Enclosed Space and all precautions as per S 9.2 C Checklist for entry into enclosed space and Cargo Operation Manual - Non Tanker ENTRY INTO ENCLOSED SPACES. When carrying Coal cargoes, the IMSBC Code must be referred to especially General requirements for all types of Coal Cargoes. During the loaded sea passage, Form S BC-6.6F (pertaining to Cargo Hold Gas measurements, Hold Bilge sounding & pumping records and Temperature & Ventilation records) must be kept updated on a daily basis COAL SLURRY Consists entirely of fine particles (below 1mm). It has always been saturated with at some stage in the course of its preparation for the market. It loses very little water by drainage and will sometimes contain sufficient moisture to liquefy under the vibration and motion of the ship. Arrangement must be made for the cargo to be sampled and tested for both flow moisture point and average moisture content. The cargo should be considered safe for shipment if the average moisture content in each hold is lower than the transportable moisture limit of the coal. 22

23 6.8.2 COAL DUFF In addition to containing particles below 1mm in size it also contains particles in the size 1 to 7mm. They have often been saturated with water at some stage in the course of preparation for the market. Some duffs drain freely, others lose little water by drainage. Duff is potentially less dangerous than slurry but if not properly monitored for moisture content and flow moisture point, circumstances may arise when cargo will liquefy and shift. Again, coals in this category should be tested for flow moisture point COAL DUFF WITH PARTICLES > 50MM Some duff contain a certain amount of large particles. Usually, with particles size between 7mm and 50mm, it is possible to obtain a flow moisture point. However, if the cargo contains particles above 50mm it is necessary to screen off large particles and carry out test for flow moisture point and average moisture content on the remaining part SMALL COAL Small coal contains particles above 7mm with no lower size limit. It is very unusual for such a coal to contain a major proportion of material below 1mm in size. It may or may not have been totally or partially washed with water during preparation for the market. Small coal generally loses surplus water very readily by drainage. Usually these cargoes comprise coals from more than one source and it is established that some of these individual coals are liable to develop a flow state if the moisture level exceeds the flow moisture point. Careful recording of tests are recommended to monitor the cargo behaviour COKE There is less risk of an adverse effect due to a shift of a cargo of coke because: - In general cokes do not exhibit a flow state when under test, - holds are more likely to be filled since cokes have a lower bulk density than coals. Even so, the cargo should be tested to confirm that if does not exhibit a flow state. If it does, it should be treated for safe shipment as one of the preceding coal types SAFE FOR SHIPMENT The cargo should be deemed to be safe for shipment if the average moisture content is less than the appropriate transportable moisture limit. 23

24 6.8.7 CARGO PROTECTION Between sampling of the cargo and loading, precautions must be taken to ensure that additional moisture is not taken up by the cargo rendering it unsafe SOURCES OF MOISTURE There are three main sources of moisture in bulk cargoes: 1. Associated water with the raw mined materials or from the manufacturing or preparation process. 2. Exposure to rain, snow or ice. 3. Stockpiling on wet ground. 1. and 2. above are the main dangers against which shippers must guard and of which Masters must be aware DUTIES OF THE MASTER The Master must ensure that: - After loading, the cargo has been trimmed into the wings as far as is reasonable and practicable and where necessary into the ends of the compartment. - During wet weather hatchway openings should be closed weather-tight immediately on completion of loading. - The cargo hold bilges are regularly pumped to remove any water which may collect PROVISION OF TEST CERTIFICATES The IMO requires that the shipper provides the Master with written information relating to the characteristics and conditions of the cargo. The certificate should state: - flow moisture point and transportable moisture limit, - average moisture content of the complete cargo or that in each cargo hold. 6.9 PERSONNEL SAFETY ON BULK CARRIERS GENERAL Prior to and during loading, transport and discharge of bulk materials, all necessary safety measures, including any appropriate national regulations or requirements, must be observed POISONING AND ASPHYXIATION HAZARDS Some bulk materials are liable to oxidation which may lead to oxygen deficiency, emission of toxic fumes and self-heating. Others may not oxidize but may give off toxic fumes, especially 24

25 when wet. It is therefore important that the shipper advise the Master prior to loading as to whether chemical hazard exists. Master must then take the appropriate precautions, especially those relating to ventilation. Master must be aware at all times that cargo and adjacent spaces may be depleted in oxygen or may contain toxic or asphyxiating gases. An empty cargo space or tank which has remained closed for some time may have insufficient oxygen to support life. Many materials frequently carried in bulk are liable to cause oxygen deficiency. These include most vegetable products, grains, timber logs and forest products, ferrous metals, metal sulfide concentrates and coal cargoes ENTRY INTO ENCLOSED SPACES All loaded Cargo holds shall be treated as Enclosed Spaces and precautions listed under section 9 for Enclosed spaces shall be strictly complied with. It is obviously essential therefore that entry of personnel into enclosed spaces not be permitted until tests have been carried out and it is established that oxygen content has been restored to a normal level throughout the space and that no toxic gas is present, unless adequate ventilation and air circulation throughout the free space above the material has been undertaken. It must be remembered that after a cargo space or tank has been tested and generally found to be safe for entry, small areas may exist where oxygen is deficient or toxic fumes are still present. If a cargo is carried which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo space, an appropriate measuring device should be provided. Emergency entry into a cargo space should be undertaken only by trained personnel wearing self-contained breathing apparatus, protective clothing if necessary, and always under the supervision of a responsible officer HEALTH HAZARDS DUE TO DUST There is a need for the highest standard of personal hygiene for those exposed to dust of certain materials. Precautions should include not only the use of protective clothing and barrier creams when needed, but also adequate personal washing and laundering of outer clothing. These precaution are good practice and are particularly relevant to materials identified as toxic. 25

26 6.9.5 FLAMMABLE ATMOSPHERE Dust created by some cargoes may constitute an explosion hazard, especially while loading, unloading and cleaning. The risk can be minimised by ensuring that ventilation is sufficient to prevent the formation of a dust-laden atmosphere and by hosing down rather than sweeping. Some cargoes give off flammable gases in quantities which constitute a fire/explosion risk. If this is indicated, then the cargo spaces and adjacent enclosed spaces must be effectively ventilated at all times VENTILATION SYSTEMS Where cargoes give off toxic or flammable gases, the cargo spaces should be provided with effective ventilation CARGO FUMIGATION- PRECAUTIONS The fumigator-in-charge should provide the MSDS (material safety data sheets) of the fumigating agents prior the fumigation process is carried out. The MSDS must contain Type of fumigant Associated hazards Threshold limit Value of the fumigating agent Any special precautions to be undertaken The fumigating agents normally used for ship board fumigation are Methyl Bromide Phosphine (Hydrogen phosphide) Hydrogen cyanide ( occasionally used) It is customary to disembark the crew prior fumigation. But if essential crew members are required to attend the vessel before the fumigant has been fully dispersed, the fumigator in charge should notify the master in writing of the spaces deemed safe for re-occupation and should continue monitoring dispersant of the residual fumigants. Following notices must be placed at the gangway prior commencing fumigation No Unauthorized access Fumigation in progress No Naked Lights No Smoking Please ensure following checks are carried out 26

27 BEFORE FUMIGATION 1. Pre-loading checks or the cargo hold has been carried out. 2. All the cargo spaces to be fumigated are satisfactory for fumigation. 3. Spaces, where found not to be satisfactory, have been sealed. 4. The master or his trained representatives has been made aware of the specific areas to be checked for gas concentrations throughout the fumigation period. 5. The master or his trained representatives have been made familiar with the fumigant label, detection methods, safety procedures and emergency procedures. 6. The gas detection and respiratory protection equipment carried on the ship is in good order, and that adequate fresh supplies of consumables items for this equipment are available to allow sampling are required. 7. The master has been notified in writing of: a) the spaces containing cargo to be fumigatedany other spaces that are considered unsafe to enter during the fumigation. AFTER FUMIGATION 8. Pre-loading checks or the cargo hold has been carried out. 9. Each hold had been checked for leakage and sealed properly 10. Spaces, adjacent to the treated cargo spaces have been checked and found gas-free. 11. The responsible crew members have been shown how to take gas readings properly when gas is present and they are fully conversant with the use of gas-detection equipment provided. 12. Methods of application used. a) Surface application method Initial rapid build-up of the gas in the upper regions of hold airspace with subsequent penetration downward of the gas over a longer period or b) Deep probing More rapid dispersion of gas than in (a) with lower concentrations in upper regions of airspace in the hold or c) Recirculation Rapid dispersion of gas throughout hold but a lower initial gas levels with subsequent build-up of gas levels which, however, may be lower due to even distribution or d) Other 13. The master or trained representatives have been briefed fully on the method of application and the spread of the gas throughout the hold. 14. The Master and the crew are aware: a.) that even though the initial check may not indicate any leaks, it is essential that monitoring is to be continued in the accommodation, engine-room, etc. because gas concentrations may reach their highest levels after several days 27

28 b.) of the responsibility of the spreading of gas throughout the duct keel and/or ballast tanks MATERIALS WITH CHEMICAL HAZARDS GENERAL Solid materials transported in bulk which can present a hazard during transportation because of their chemical nature or properties are listed in Section 9, Appendix 1 and appendix 3 of IMSBC code. Some of these are classed as dangerous goods in the IMDG CODE (INTERNATIONAL DANGEROUS GOODS CODE). Others are materials which may cause hazards when transported in bulk. NOTE: The list is not exhaustive so it is essential to obtain up-to-date information about the physical and chemical properties of the materials to be shipped in bulk prior to loading whenever such a shipment is being considered. If materials not listed and which fall within the category (SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION), the ship must have evidence of the approval of the flag-state Administration for their transport. It is equally important to consult authorities at the loading and discharging ports about requirements which may be in force CLASSES OF HAZARD For bulk carrier operations these classes have been designated in accordance with the IMDG CODE and the materials which fall into these categories are hereby defined in greater detail. CLASS 4.1 CLASS 4.2 CLASS 4.3 CLASS 5.1 CLASS 6.1 CLASS 6.2 CLASS 7 CLASS 8 CLASS 9 : FLAMMABLE SOLIDS : SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION : SUBSTANCES WHICH, WHEN IN CONTACT WITH WATER EMIT FLAMMABLE GASES : OXIDISING SUBSTANCES (AGENTS) : POISONOUS (TOXIC) SUBSTANCES : INFECTIOUS SUBSTANCES : RADIOACTIVE MATERIALS : CORROSIVES : MISCELLANEOUS DANGEROUS SUBSTANCES MHB (MATERIALS HAZARDOUS ONLY IN BULK) These materials when carried in bulk, present enough hazards to require special precautions. 28

29 For example, materials liable to reduce the oxygen content of a cargo space and those materials liable to self-heating or which become hazardous when wet, are regarded as belonging to this group. NOTE: These materials may not be listed in the IMDG CODE THE CARRIAGE OF UNIT LOADS & TIMBER CARGOES When carrying unit loads and timber cargoes, the vessel s cargo securing manual is to be referred to and complied with LOG LOADING PROCEDURE Loading of logs in the holds of a bulk carrier can pose few problems. But when deck loads are carried, which is more frequent than not, tremendous patience and expertise is required to ensure that the entire operation, loading as well as securing the deck load, is done safely and correctly. This section briefly describe a typical log loading operation on a bulk carrier equipped and designed for such a load LASHING MATERIAL It is very important that an updated inventory of all lashing material available on board is maintained at all times. The total quantity of such lashing material must be in accordance with the ship s Log Lashing Plan. The material includes: 1. Wires of various lengths and sizes, 2. Chains, 3. Snatch blocks, 4. Roller shackles, 5. Shackles of different sizes and SWL, 6. Turnbuckles, and 7. Wire clips / bulldog grips. All above lashing gear must be maintained in complete readiness at all times. Regular maintenance should be carried out on items like turnbuckles, snatch blocks, shackles, etc. which are liable to getting frozen due to neglect. All such maintenance must be documented and recorded in appropriate pages of the Cargo Securing Manual. Some charterers insist on sighting certificates of test/swl for the lashing material, same should be kept ready at hand. Besides the fixed side timber-stanchions, you will find that your vessel is either fitted with collapsible steel timber-stanchions or square sockets on main deck for placing portable wooden stanchions 29

30 OTHER ASSOCIATED EQUIPMENT In addition to the lashing material mentioned above, the following tools would be required to efficiently carry out the lashing: 1. Chain blocks, 2. Chain and wire pullers, 3. Ratchet spanners for use on the bulldog grip nuts, and 4. Short rods for turning/tightening turnbuckles PRIOR ARRIVAL LOADING PORT 1. The Master and Chief Officer must thoroughly study the Lashing Plan and the Cargo Securing Manual and be absolutely familiar with the final lashing configuration. 2. All the lashing equipment like chains and wires must be laid out on deck and segregated for each hatch, as per the Lashing Plan. It is advisable to stow all small gear like turnbuckles, snatch blocks, shackles, etc. on top of the masthouse as this will facilitate and expedite final lashing operations. 3. The steel collapsible stanchions must be erected and tried out. 4. If the ship is not fitted with collapsible stanchions, then preparations must be made to receive and secure the portable stanchions. Short lengths of wire rope, along with sufficient bulldog clips, may be required to secure these stanchions to the upper part of the bulwark. At the bottom, these stanchions are placed inside the square socket and securely wedged in place. These wooden wedges are usually supplied with the stanchions but it would be prudent to clarify same with the charterer. 5. All holds must be clean for receiving the cargo ON ARRIVAL LOADING PORT 1. As per the proposed stowage plan, the weight-factor (W/F) and the stowage-factor (S/F) should once again be ascertained from the shippers. 2. All efforts must be made to load the maximum quantity under-deck in the lower holds. 3. While under-deck loading is underway, all the chains and foot-wires can be shackled to the pad-eyes on main deck. Care should be taken to ensure that these chains and wires are stowed well clear of the log loading area and do not get caught under the deck load once the loading commences. 4. The seaward collapsible stanchions can be erected now. Before lifting these collapsible stanchions, the foot-wires should be placed over the upper stopper wire (of the stanchions). This will save lot of time and effort. 5. The wiggle-wires (two per hatch) should be kept ready in the cross-decks ON COMPLETION OF UNDER-DECK CARGO It is important to ensure that loading of all under-deck cargo is completed before commencing loading on the upper deck. A good draught survey should be conducted to verify the exact weight of the cargo on board by which a more accurate weight-factor and stowage-factor can 30

31 be established. Depending upon these results, the deck cargo quantity can be declared. It is of utmost importance to ensure that all stability criteria, draught restrictions and Load-line regulations are complied with, not only when departing from port but during the entire stretch of the voyage COMMENCING TO LOAD ON DECK While loading on deck, always ensure that: 1. All sounding pipes are kept clear, accessible and protected from the cargo. 2. Pilot boarding area and associated walkway is kept clear of any obstruction. 3. Deck Crane hook-lashing point is kept clear. 4. Lashing chains are clear and do not get caught under the deck load HOG WIRES The basic function of the hog wire is to provide lateral strength to the timber stanchions. It is usually rigged after the second tier (at around 2 mtrs above deck level) and then again after the fourth tier (around 4 to 5 mtrs above deck level). It is very important that these wires are not rigged too tightly, as they will part once the cargo is loaded on top of them. At the same time, they should not be too slack as they then would serve no purpose. Ideally, they should be rigged in such a way that when the cargo is loaded on top of these wires, they should tighten sufficiently and provide strengthening to the side-stanchions ON COMPLETION OF LOADING A good draught survey should be conducted to ascertain that the manifested and declared quantity is loaded on board. A heeling test should be conducted to establish and verify the final corrected metacentric height. (Refer to Section for details) FINAL LASHING OF DECK CARGO 1. All lashing / unlashing of deck cargo is usually the ship s responsibility and is done by the ship s crew. 2. It is an extremely critical and a serious matter. The configuration of the lashings must conform with the Lashing Plan on board. The Master must ensure that the lashing is done correctly and effectively. 3. With the available resources on board, it is important that the Master and Chief Officer prepare teams and a work-plan well in advance. Routine work on board in other departments (engine / saloon) should be altered, if possible, in order to divert all these hands on deck too. 4. It is equally important that the loading be planned in such a phased manner that all the hatches do not complete at the same time. The lashing must start as loading completes at each hatch and continue in that manner. 31

32 5. The final lashing of deck timber is carried out using wiggle-wires (in a shoe-lace fashion) and lastly chains DURING THE SEA PASSAGE During the sea passage, regular checks must be carried out on the lashing. All loose lashings must immediately be attended to SAFETY OF CREW AND VESSEL 1. Walking on timber can be extremely dangerous and tricky. All persons doing so must wear specially studded shoes which prevent slipping. Fractured ankles are a common result of accidents involving slipping over timber. Remember that when wet, the surface of timber becomes even more slippery. 2. Crew must be advised to only use the walkways specially constructed / provided for safe access over the cargo. 3. All persons should don proper protective gear like hard hats and leather-palm gloves when handling timber and their lashing. 4. Depending upon their size/length, lot of damage to vessel and her fittings is usually associated during the loading / discharging operations. The Officers on watch must be extremely vigilant and immediately report such matters to Chief Officer and/or Master. 5. On some of our grab-fitted vessels, stowage of grabs on deck poses a problem with the deck cargo. In our past experience, we have found that stowage of grabs on top of the cargo in the lower holds is a better alternative than to leave them on deck. However, we leave this option to the Master to best decide keeping in mind that the grabs do not get damaged during the loading/discharging operations or during the sea passage CARGO VENTILATION On Bulk carriers and General cargo vessels, ventilation is one of the most important aspects of cargo care during the voyage. Before we deal with the proper procedures for ventilation let us look at some of the important definitions DEFINITIONS 1. Cargo sweat Cargo sweat is the condensation that may form on exposed surfaces of the cargo due to large amounts of warm, moist air being introduced into a hold containing substantially cooler cargo. 2. Ships sweat Ship s sweat is the condensation that forms directly on a vessel s structure when the air within a hold which has become warm and moist due to the cargo, comes into contact with cold ship sides, deck head and other steel structures as the vessel moves into cooler climates. Cargo 32

33 may be damaged by overhead drips, by contact with sweat which has formed on the ship s sides or by condensed water which may accumulate at the bottom of the hold. 3. Saturation A given volume of air is said to be saturated when no more water can be absorbed. If the air temperature then falls. Condensation will occur. As the air rises in temperature so does its saturation moisture content; its capacity to retain water climbs by ever-increasing amounts. When hot air is cooled, its potential for releasing water in the form of condensation is far greater when it is cooling from higher temperatures than when cooling from lower temperatures. Apart from periods of fog or rain, ambient air is rarely saturated. It will also never be totally dry. Within these two extremes the amount of water retained by the air will vary according to the prevailing conditions. 4. Relative humidity Relative humidity is the actual amount of water vapour in the air compared with the saturation amount of water vapour in the air at the same temperature and pressure expressed as a percentage. Saturated air has a relative humidity of 100%. At main deck level, ambient sea air over the open oceans will normally have a relative humidity in excess of 80%. 5. Dew point temperature When an isolated volume of air cools, relative humidity increases as the temperature falls. The temperature at which saturation occurs and water begins to condense is known as the dew point. On ships the traditional wet and dry bulb arrangement is the most commonly used instrument for measuring the dew point. This consists of two identical mercury thermometers, one of which has a damp wick covering the bulb. These are normally housed in a protective marine screen. The dew point temperature may then be determined by using a Dew point Table which is provided in Mariners Handbook / Almanac carried onboard. The dew point is an important parameter for cargo hold ventilation. 6. Wet and dry bulb thermometers When using traditional wet and dry bulb thermometers, the accuracy of the dew point temperature will depend on the condition of the equipment. The muslin covering the wet bulb should be clean, the water in the reservoir should be distilled and the bulb itself should be wet. 33

34 In order to ensure that the readings are correct, the device should always be positioned clear of any exhaust vents, other draughts and all sources of heat. 7. Dew point measurement Most ships are normally equipped with wet and dry bulb thermometers on the bridge wings, determining the dew point temperature of the ambient air is therefore relatively straight forward. Ascertaining the dew point inside a cargo space is more difficult. One of the simplest methods is to use a whirling psychrometer, swinging the instrument inside the hold until the wet bulb temperature has stopped falling and remains steady. All readings should be taken well away from any air inlets, ensuring that only hold air is tested. Enclosed space entry procedures should always be observed. If access to the holds is impossible or undesirable, and provided there is no significant air flow, wet and dry bulb thermometers may be placed in the trunking of an exhaust ventilator or similar pipe work leading from the compartment, allowing the device to be drawn out and read from above deck VENTILATION Once the above information has been obtained, the rules are simple; 1. Dew point Rule This rule applies if dew point in the hold can be ascertained. If the dew point of the air inside the hold is higher than the dew point of the air outside the hold - VENTILATE. If the dew point of the air inside the hold is lower than the dew point of the air outside the hold - DO NOT VENTILATE 2. Three Degree Rule In many instances it is not possible to measure hold dew point temperatures accurately, or not at all. In such cases the following guidelines should be complied with: Ventilation requirements may be estimated by comparing the average cargo temperature at the time of loading with the outside air temperature several times a day. Ventilation may then be carried out on the following basis; If the dry bulb temperature of the outside air is at least 3 o C cooler than the average cargo temperature at the time of loading VENTILATE 34

35 If the dry bulb temperature of the outside air is less than 3 o C cooler than the average cargo temperature at the time of loading, or warmer - DO NOT VENTILATE In order to apply the Three Degree Rule, it will be necessary for the ship s staff to take a number of cargo temperature readings during loading GENERAL PRECAUTIONS During periods of heavy weather, steps should be taken to prevent rain and spray from entering the cargo spaces. This may mean suspending ventilation until conditions improve. If so, the circumstances should be logged. It is important that ventilation should also be carried out during the night if the readings indicated that ventilation is appropriate. Ambient temperatures are usually lower at night, therefore the risk of ship s sweat developing is more likely during the hours of darkness. In addition to ventilating the holds according to the above regimes, it is important that regular inspections of each compartment are carried out where possible. This need not involve entry into the cargo space itself for example ship s sweat may be seen forming on the underside of man hole or booby hatch covers. In such instances, and especially at night, the cargo should be ventilated irrespective of the Dew point or Three Degree Rules, weather permitting RECORDS OF TEMPERATURES, DEW POINT AND VENTILATION When carrying General cargoes like steel, paper etc which are extremely sensitive to cargo hold moisture, records of cargo hold temperatures, outside air temperature, dew points and ventilation carried out are to be maintained in Company form S BC-6.1 F 6.13 CARRIAGE OF STEEL CARGOES INTRODUCTION Steel cargoes constitute a large proportion of break bulk cargoes at sea today and as such are loaded on most of our vessels at one time or another. Steel cargoes come in various shapes and types but primarily can be divided into finished and unfinished products. While damage to both types of cargo lead to claims from the receivers, and are of great concern to the ship owner, it is the claims for damage to the finished products which are huge, running at times into millions of dollars. In the vast majority of cases the cargo delivered to the receivers is inherently in the same condition as at the load port, but the ship owner gets hit by a claim from the receivers for the following reasons: 35

36 1. The description of the cargo in the Mate s Receipt or Bill of Lading does not reflect the actual condition of the cargo. 2. Insufficient documentary evidence such as photographs to substantiate the Master s remarks on the Mate s Receipts or Bills of Lading. 3. Cargo is in sound condition on the quay side but gets damaged while loading or when stowing other cargo on top. All too often such damage goes unnoticed and does not get claused on the Mate s Receipt or Bill of Lading. 4. The presence of salt on bulkheads and frames in the holds and on the undersides of hatch covers as a result of insufficient / improper fresh water rinsing prior loading. This salt dissolves in cargo sweat causing cargo damage and leaves the vessel wide open to a claim of salt water ingress. In order to protect owners interest and provide adequate defence in the event of claims being put up by receivers, we recommend the following measures: HOLD PREPARATION 1. Ensure that hatch covers are hose tested to test watertightness and all leaks are rectified. Hose test to be done after repairs. Log entry to the effect that Hose test carried out on each hatch cover and no leaks found is to be made. 2. Holds must be thoroughly rinsed with fresh water prior loading to remove all residual salts. Brushing while rinsing is very effective on vessels that do not have high pressure fresh water machines. 3. Hold bilges to be tried out and proper operation of non-return valves to be checked by pressurising the lines. Log entry to the effect that pumping out of hold bilges and operation of non return valves is satisfactory is to be made for each hold PRE-LOADING SURVEY 1. Even the slightest traces of rust or damage should be recorded. A certain amount of exaggeration will ensure that owners interests are fully protected. 2. When taking photographs you are to highlight any defects in the cargo, including closeups to indicate rust and damage. 3. If the cargo is stowed in the open prior shipment, it must be indicated in the Mate s Receipt. It is particularly useful if it were possible to state that the cargo was stowed in the open prior shipment exposed to weather with the possibility of salt water spray. 4. When the Surveyor attends the vessel for pre-loading survey please discuss with him in detail regarding the cargo condition and the necessary measures to be taken to protect owners interests STOWAGE AND LOADING 1. Cold rolled steel products should never be over stowed by hot rolled steel products as cargo sweat will flow down on to the cold rolled products causing stains. 36

37 2. If cargo is being damaged during loading or when loading other cargo on top of it, ensure that the charterers / stevedores are put on notice and that the Mate s Receipts are claused accordingly. 3. Cargo should be properly stowed such that it is inherently stable and possibility of shifting is minimised. Due consideration should be given to sequence of load and discharge ports. There should not be any large gaps in the cargo as this can result in the cargo falling / toppling in heavy weather. 4. The stowage plan should be prepared prior loading in consultation with shippers / charterers representative and a copy should be given to them and their signature should be obtained. A copy of this stowage plan and any subsequent changes are to be faxed to us prior vessel s departure load port. When loading steel coils due consideration must be given to point loads on the tanktop and the loading manual should be consulted for the weight/tier limitations. Effective use of dunnage must be made to spread the weight on the tanktop. 5. If there is any deviation from the stowage plan which can result in improper stow, such as shifting of cargo from one hold to another, increase in cargo or short loading due to unavailability of cargo, the charterers, owners and managers must be informed at once. Necessary notice to be issued holding concerned parties responsible for all delays, costs and consequences whatsoever arising out of the above. 6. In consultation with charterers, shippers, owners and managers as applicable the stow has to be put right prior departure. 7. Many Charter parties require that only clean Bills of Lading be signed and that any damaged / off spec cargo should be rejected / off loaded. In such cases it is very important that no damaged or off spec cargo is loaded. Clausing the Mate s Receipt or B/L for damage is not acceptable in such cases STOWAGE AND LASHING OF STEEL COILS 37

38 DOCUMENTATION 1. Mate s Receipts must reflect the actual condition of the cargo. 2. When signing Bills of Lading, Master must ensure that all remarks on the Mate s Receipts are included in the B/L. On no account are clean Bills of Lading to be signed when Mate s Receipts are claused. 3. When giving letter of authority to the Agents to sign Bills of Lading on Master s behalf, ensure that the following clause is included. All clauses and remarks on the Mate s Receipts are to be included in the Bills of Lading DURING THE VOYAGE 1. Ensure that daily hold inspection is carried out to check for leaks / water ingress or excessive cargo sweat. Hold bilges are to be sounded daily and results recorded. If unable 38