Dr. Konstantinos Galanis

Transcription

1 Dr. Konstantinos Galanis Operations & Technical Senior Manager Seanergy Maritime Holdings Corp.

2 Vessel must be in proper condition to carry any cargo The ship manager: must be aware of the needs and requirements properly instruct the Master, so that the cargo is safely loaded, carried and discharged

3 Data source: Clarksons, 2013

4 Holds to be dry and clean (degree of cleanliness depends on the cargo to be loaded, i.e. mineral sand & bulk grains vs. iron ore & coal) Pass the hold cleanliness survey before loading (stevedores & crew) Specialized equipment may be needed Safe Trim: loading/ocean voyage/discharging

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7 Data source: FAO & Clarksons, 2013

8 IMSBC (International Maritime Solid Bulk Cargoes) Code requirements should be met For sensitive cargoes an independent surveyor to be employed In modern bulk terminal cargoes: loading via chute and grabs in a way that no actual trimming of the cargo is necessary ( spouttrimmed free of expense ) Natural angle of repose: leads to a peaked pyramid shape in the centre of the hold

9 iron ore

10 Data source: GTIS, US Geological Survey & Clarksons, 2013

11 coal

12 Data source: GTIS, BP & Clarksons, 2013

13 Bulk Grain Grain clean: holds have to be clean to a high standard, dry & free from loose rust scale Free flowing: risk of the cargo shifting when vessel rolls in bad weather that can lead to a list and/or capsizing Stability calculations based on grain book that has to be approved by the flag state. Grain book states how many holds can be part loaded or slack Total quantity of bulk cargo: shore weighing (Master by draft survey)

14 Ores and Concentrates Usually fairly innocuous cargoes Some grades of ore have the tendency to liquefaction that can lead to capsizing Treatment of ores before shipment can leave the cargo prone to oxidation that can result in chemical reaction leading to large amounts of heat causing fires

15 Coal Some coal is subject to spontaneous heating, markedly so if the coal is extracted from a methane rich seam Almost all coal cargoes give off flammable gas and so ventilation of the holds is important although natural ventilation is usually sufficient

16 Scrap Metal scrap that can include heavy or jagged pieces that are loaded carelessly and damage vessel s frames Some is steel turnings, the residue from drilling and turning steel: such material is drenched in cutting oil that is generally of vegetable origin and if decomposed generates much heat

17 machinery Should be well drained Motor blocks, second hand engines &

18 Sulphur Can damage a vessel s steelwork unless it is coated with lime wash before loading commences

19 Fishmeal Liable to spontaneous combustion and infestation

20 Much more complex, labour intensive and slower operation Wider range of cargoes and problems can be met Cannot be just poured into the vessel s holds like bulk cargo Carefully stowed, lashed and secured Quantity is usually established by shore tally (Master to attend)

21 Bagged cargoes Clean holds and battens to be in place (horizontal ones placed at regular intervals up to the vessel frames, designed to keep the cargo away from the vessel s sides

22 Bagged rice Fully cargo batten and ventilation channels have to be built

23 Bagged Ammonium Nitrate Subject to spontaneous combustion, especially if the nitrogen content is above 27%

24 Bagged Fishmeal Subject to spontaneous combustion and infestation

25 Unit Loads Carefully loaded and lashed to prevent movement

26 Steel Weight of each piece to be watched to ensure maximum permissible loading on the vessel s tank top is not exceeded (especially with steel coils) When unprotected can lead to problems

27 Steel (bad stowage)

28 Logs Can be loaded at deck Vessel has to erect stanchions on deck and provide chains Care when loading logs direct from the water as opposed to being loaded from a jetty or wharf (wet) Weight and size of logs Wood cargoes also give off CO 2 that can kill in confined spaces

29 Density & Stowage factor (cubic capacity of holds) Light cargo: full vessel s holds Heavy cargo: unused space in holds Example: a vessel of 25,000 dwcc with grain cubic capacity of 34,000 cm (1,200,000 cf) will be able to load 25,000 tonnes of bulk phosphates stowing abt m 3 /t (32 cf/t). The vessel has actually space for 34,000 [0.90=37,780 tonnes or 1,200,000 (32=37,500 tons)] but it can only take 25,000 tonnes in weight before its loadline is submerged. 23,129 tonnes of bulk barley stowing abt m 3 /t (52 cf/t). The vessel has actually space for 34,000 [1.47=23,129 tonnes or 1,200,000 (52=23,077 tons)] it will have spare dwcc and could load more cargo but there is no more space in vessel s holds they are full. Higher freight rate per tonne is negotiated for a lighter cargo Loading sequence to be arranged by the Master

30 IMO is the part of UN responsible for formulating International Maritime Law especially for safety, pollution, environmental protection and exploitation IMDG (International Maritime Dangerous Goods) code

31 Five volumes Local additions or modifications to the Maritime Rules are often made by individual governments and published as Notice to Mariners

32 Every known dangerous commodity is listed and is allocated a Class and a UN number Listing describes in detail the nature of the hazard and the type and amount of packing that is required Declaration: DGN (Dangerous Goods Shipping Note)

33 UN requirement to prevent catastrophic results caused from leakage and fires Classes Class 1: Explosives Class 2: Gases Class 3: Flammable liquids Class 4: Flammable solids Class 5: Oxidising agents Class 6: Poisonous (toxic) substances Class 7: Radioactive substances Class 8: Corrosives Class 9: Miscellaneous dangerous substances

34 Purpose is to ensure that: The goods are packed safely and properly labelled by the manufacturer They receive the correct stowage requirements during land transportation and on board ship Personnel involved with the transportation of these goods know how to deal with spillage and what action to take if fire breaks out in the same compartment Personnel know whom to contact for advice

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36 If carry dangerous goods, then a Dangerous Goods Manifest and a copy of the dangerous goods declaration for each item of cargo should be onboard Before accepting dangerous cargo, the ship manager must check: 1. If the ship can meet with the onboard stowage conditions. 2. If either the vessel s Hull Underwriters or P&I Club have to be advised 3. If the vessel s articles call for additional payment to the crew

37 As each consignment is loaded the Mate s Receipt is used (notes the nature of the consignment, its weight, marks and condition). From these receipts the BoL is drawn up. The Master s formal receipt for the goods and when released to the shipper becomes the document of title to the goods Evidence of the contract of carriage Endorsement Freight Prepaid or Freight Paid (in this case it also becomes a receipt for the freight) Clean on board BoL: negotiable document Upon completion of loading: Cargo Manifest Stowage Plan

38 Defects found during loading should be noted on the BoL Some countries demand cash deposit against cargo claims before the vessel sails Ship manager should ensure Bad weather: Master should always tender a Note Protest on arrival Steel cargoes: pre shipment survey at loading and an independent survey at the discharge port Homogeneous cargo (bagged or bulk): Master to arrange with Customs to seal the hatches at the loading port, carry out a draft survey before discharge starts and upon completion of discharge. In case of non bulk cargo, a check tally to be arranged Doubt: consult the P&I Club and follow its recommendations

39 Oil & Petroleum products: Black oils (would be solid at ambient temperature, and gasses only made liquid under pressure or at a very low temperature) Spiked crudes (light fractions such as butane have been added) Topped Crudes Feedstokes Chemicals Gasoline Kerosene Gas oil Diesel

40 Data source: EIA & Clarksons, 2013

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44 Vary in appearance, consistency and characteristics Two main classes: Paraffin based crudes (contain varying quantities of paraffin wax & little asphaltic material) Naphthenic crudes (contain little or no wax with high proportion of asphaltic material) Volatile depending on temperature All regulations and precautions must be strictly observed Most crude oils are in varying degrees acidic, with sulphur compounds occurring in widely varying amounts (obnoxious smell) Handling based on its characteristics Tank cleaning One or more types and quality of crude oil may be carried

45 Very few of the present generation VLCCs are in fact equipped to heat cargo (under 100,000tons heating is required) Cargo loss or damage might take place if proper heating is not applied Overheating: boil off valuable light fractions Underheating: increase precipication of some of the heavier components Solidification Minimum temperature to maintain is usually 10 o C above its pour point Discharge at low ambient temperatures might need circulation through the deck lines to prevent solidifying and blockage

46 Crude carriers over 20,000dwt & most product carriers over 20,000dwt are not permitted to load/discharge unless their inert gas systems are in operation Quality of inert gas & oxygen content of the gas in the tanks to be regularly monitored Discharge is more demanding as air can be sucked into the tanks Cargo surveyors and inspectors may require reduction in inert gas pressure in order to ullage, dip or inspect tanks

47 Inert gas reduces visibility in the tanks Further cleaning prior to loading, then in addition to de inerting and cleaning, up to 48 hours may be needed for re inerting Inert gas passes through scrubber to remove solid particles Sooty deposits in the tanks can cause discoloration of clean cargoes Contamination of different parcels of cargo may happen via the inert gas venting system Collision leads to rapid lost of inert gas and the atmosphere in the tank will become potentially explosive

48 Prior to COW (Crude Oil Washing) sea water delivered under high pressure to the tanks via rotating nozzles Water at ambient temperature (before the dry dock the water may be heated)

49 Drain after discharge Pump crude oil through the tank washing machines during discharge Shift the solids and semi solids Stripping to a collecting tank from where will be sent ashore Venting of gas 1/3 of the tanks is usually crude oil washed (every three voyages each tank is washed) Crude oil washing increases discharge time

50 Division between crude oils and products and between clean & dirty products is not so easy Cargo described as feedstock may be a product (such as dirty naphtha) or a topped crude oil Light colored gas oil is a clean cargo A product carrier with good segregation can carry both clean and dirty products (rare) Bitumen: black product that requires very high heating Heating is a major factor for black products White products require: degree of cleanliness of the tanks, pumps and lines Most common size of clean product carrier is abt. 45,000dwt while average size dirty product carrier is abt. 112,000dwt Cargo history is important

51 Very specialized trade carrying a wide range of chemicals and also a variety of other petroleum products (aromatics & unleaded gasoline) Charterer to advise of any special requirements Terminals staff to be experts and well equipped The average size of chemical carrier is small with suitable size tanks and good segregation capability Stainless tanks, expensive coating, separate pumps & lines, extra safety features

52 If the cargo and coatings are not compatible the cargo may damage the coatings or the coatings contaminate or discolor the cargo Failure of coating does not protect the surface and cleaning problems increase

53 Liquefied Natural Gas (LNG) & Liquid Petroleum Gas (LPG) carriers Moss Rosenberg spherical tank system Technigas and Gaz Transport integral tank systems

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55 Deadfreight: the charterer does not supply the full agreed quantity To measure and ensure content, the Deck Officer should check that all tanks are ullaged (the free space above the cargo is measured) Before discharge and after discharge measurements Seaworthiness & slack tanks

56 Pros & cons Details for every berth printed in editions (yearly) Size of port Reputable agent Charter Party: safe berth

57 May have an impact on the safety of the berth Some charters allow for a Not Always Afloat But Safe Aground Situation (NAABSA) Ensure that time counts while waiting for the tide, then the owner incurs the cost of that delay (could be several days) Neap tide Spring tide In short voyages the knowledge of tides is of major importance There is no point in ordering overtime to discharge more quickly or rushing at full speed to loading port if the ship has to wait for the tide to rise

58 During winter months North America: it is far more economical for the farmers in the Canadian prairies to deliver the grain for export to Churchill in the Hudson Bay St. Lawrence Seaway: links the Atlantic to the Great Lakes (ice closes the route of entering the heart of N.American continent by mid Dec to beg May) [early freeze up might happen] Baltic Sea (N.Europe): becomes ice bound Nov to Mar despite the ice breakers, including a few that are nuclear powered

59 North Atlantic (winter), Cape Horn, southern tip of Africa (occasionally) Extreme low atmospheric pressure produces violent revolving storms (anticlockwise in the northern hemisphere, clockwise south of the equator), developed over the sea with speeds averaging around 75 knots and gusts reaching twice that speed (heavy rain and tidal waves) Worst occur along the tropics of Cancer and Capricorn (23.5 degrees north and south of the equator) Can affect port installations too Indian Ocean: known as cyclones (between Nov to May) Monsoons (between Jun Aug) bring occasionally gales & heavy rains Gulf of Mexico & West Indies: storms are called hurricanes (Aug Oct) Far East: big wind tai fung typhoon (Jul Oct) Australia (Jan Apr): Willy willies

60 Sea fog is different to inland (at sea fresh winds may be involved) Essential ingredient is warm moist air over a cold sea Areas of the world that are particularly prevalent with maximum likelihood: Off Newfoundland Off California Bering Sea Baltic Sea Hudson Sea May to Sep Jun to Dec Jun to Aug Nov to Jan Jun to Sep

61 Labrador Current that is responsible for the Newfoundland fogs brings icebergs broken off the Polar icecap ( Titanic )

62 Weather routeing services Technology

63 The greatest depth to which it may be loaded: varies depending upon the density of the water, the time of the year and the part of the world in which the vessel is trading

64 General agreement among marine underwriters incorporated into Hull & Machinery insurance policies Attention: Clause 34 of IHC (Appendix 7) for imposing an undertaking upon the ship not to trade into icy regions during cold weather (application to be filed and premium to be paid if need to break the conditions) ECDIS (Electronic Chart Display & Information System) VDR (Voyage Data Recorder)

65 Case Study Your vessel is loading in the Arabian Gulf in July for discharge in Wellington, New Zealand. What weather would you expect to encounter on the voyage which will route you south of Australia? Fully explain what benefits you would expect from using a weather routeing service. What other concerns will have to address for the early part of the voyage?

66 Case Study The least popular question and one that was not generally well answered although there were some notable exceptions. Part (a) asked for the weather likely to be experienced on the voyage and at the time of year this would firstly be the SW monsoon and cyclonic storms in the Indian Ocean north of the equator. After this fog could be a problem rounding the Western Australian coast but then the vessel would be in the violent sea, wind and swells of the roaring forties. Several candidates mentioned Willy Willys but these are not a feature of a southern hemisphere winter! Candidates should be aware that the seasons are reversed when changing hemispheres. Part (b) looked for the benefits of weather routeing and while many identified cost savings in time and fuel, many missed the safety benefits for the ship, cargo and crew. Read the question, you were asked for the benefits, not an essay on the service! Part (c) primarily was looking for anti piracy precautions although some also identified the change in load line zones which gained extra marks.

67 Attempt the following and check your answers from the text: 1. Explain the main possible issues you might encounter with the following cargoes a) Sulphur, b) Steel Scrap, c) Coal, d) Fishmeal 2. Identify five of the classes of dangerous cargo listed in the IMDG Code. 3. What types of oil cargoes require heating during the voyage and how is this achieved? 4. What is the method used to reduce the risk of explosive gases accumulating in tanks and how does it work? 5. Name three areas in the world affected by ice with dates when navigation is likely to be impossible. 6. In which areas would you expect the following, when are they most likely to occur and in which direction will the storms be rotating: a) Hurricanes, b) Willy willies, c) Typhoons 7. How would you express the size of the following: a) Dry bulk carriers, b) Reefers, c) Container ships 8. What is a dirty cargo? How would a Master of a modern ship clean the tanks at the discharge port? 9. Name three areas where sea fog is likely with dates of when for occurs most often. Essay A ship under your management has been chartered to load a cargo of steel coils and you are about to send instructions to your agents at loading and discharging ports. Draft the messages to each agent that specifically covers what you want them to do/arrange in connection with the cargo.