1.1 DEFINITIONS
MSMS - MyriadSea Management System
“The Company” - Refers to MyriadSea
Corrective Action - Actions taken to correct non-compliances.
DTF -Document Transmittal Form.
Non-compliance - A deviation from a procedure
Other
He - The use of the term “he” is to be interpreted as meaning “he” or “she”.
S.O.P.E.P. - Shipboard Oil Pollution Emergency Plan.
OOW – Officer of the Watch
LEL – Lower Explosive Limit
IMO -International Maritime Organisation
BC – Bulk Carrier
IBC/BCH – International Code for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IMO)
MFAG – Medical First Aid Guide
IMGS – International Medical Guide for Ships
SWL – safe Working Load
1.2 INTRODUCTION
These operating instructions are issued as part of MSMS and contains specific instructions etc. to ensure safe cargo operations.
The subject matter was selected where the Company considered that emphasis had to be placed on the relevant operational procedures, precautions, instructions etc.
Adoptions of other unapproved procedures may lead to a breach of the Company's Instructions and could result in disciplinary action being taken against the individual.
These operating instructions are controlled under NVOS and will be revised as required. Copying of the relevant sections of these procedures is permitted, for operational purposes, but all printed copies are to be considered “uncontrolled”.
1.3 DEPARTURE FROM THESE PROCEDURES
The first consideration of the Master and every Officer must be the safety of the lives on board and that of the ship, her cargo and the environment.
Where a deviation from the Company's Instructions/procedures is found to be necessary the Master will report this to the Company at the first opportunity.
1.4 MSMS
Reference is to be made to other sections of MSMS wherever appropriate
1.5 CHECKLISTS
The Company recognises the importance of operational checklists to assist the Master, Chief Engineer and all Officers in the routine operation of the ships concerned. The Operations checklists fully embrace the Company's Instructions, Procedures and Documentation for the safe technical operation of the vessel, the safety of the crew, the cargo and the environment. These checklists are to be used when required, and whenever completed, a log entry is to be made which must include the checklist number, description and completing officer’s signature.
It is emphasised that the checklists are to assist the relevant Officer, and do not detract from his responsibility towards the safety of the vessel, her crew, her cargo and the environment.
NO CHECKLIST WILL EVER REPLACE GOOD SEAMANSHIP AND COMMON SENSE!
1.6 REFERENCE PUBLICATIONS
The Company recognises the importance of certain reference publications and these are listed as appropriate. These publications are to be made available to all on board.
The recommendations of these publications are to be adopted as standard procedures, and are to be read in conjunction with these procedures.
Reference publications will be updated as they are released.
1.7 COMPANY FORMS
The Company requires certain records and documentation to be maintained both on board the ship and within the Ship Management Team. References to the Company Forms are contained within the applicable sections of these procedures, and the full details etc can be found in the Ship Forms.
2.1 GENERAL
In the operation of any vessel it is essential that good co-operation exists between all ranks on board. The following are some of the responsibilities associated with safe cargo operations. These responsibilities supplement the job descriptions found elsewhere in MSMS.
2.2 MASTER
The Master is responsible for:
Ensuring that the voyage orders are fully understood and complied with.
Advising the Chief Engineer and Chief Officer of the relevant details of the intended voyage.
Providing the Company and Charterers with accurate information regarding the cargo operations.
Advising the Company when instructions cannot be complied with or he is unsure of the intended voyage instructions.
Checking and Verification of Cargo Plans prepared by the Chief Officer.
Supervision of all Cargo and Ballast Operations onboard.
Completion, checking and signing as applicable of Cargo Documents.
2.3 CHIEF OFFICER
Under the authority and direction of the Master the Chief Officer is responsible for:
Preparation of the Cargo Plan in compliance with the Voyage Orders.
Checking of the Cargo System to ensure that the intended plan will be followed.
Preparation of the ship’s Cargo and Ballast Operations onboard and personal supervision of the commencement and completion of these operations.
Operation and control of all Cargo Equipment.
Producing his own written Standing Orders concerning the Cargo Operations which are to be well understood and signed by each Deck Officer.
Monitoring of the vessel’s stress and stability throughout the Cargo and Ballast Operations and during the voyage to ensure that they remain within the required limits.
Maintaining Cargo Records as required by the Company, Charterers and International Regulations.
Calculation of the Cargo Quantity on board and preparation of Cargo Documentation as required.
Checking of all compartments on a daily basis and recording the sounding in the Deck Log Book.
For monitoring of Toxic Gases Vapours Concentration in ship’s compartments as required.
Maintaining the records required in conjunction with the Chief Engineer as required.
Applying the Ballast Water Management Practices required and maintaining records.
Supervision of Cargo System and Spaces Preparation including cleaning requirements.
Ensuring all cargoes, whether on deck or in holds is properly secure for sea in line with the requirements of the Cargo Securing Manual.
2.4 OFFICER OF THE WATCH (DECK)/ DUTY DECK OFFICER
The duty Deck Officer/ OOW Deck is responsible for:
Assisting in all Cargo, Ballast and Cargo Spaces preparation.
Monitoring of Cargo and Ballast Operations as instructed by the Chief Officer.
Ensuring that a proper Deck and Security Watch is maintained.
Ensuring that the vessel remains securely moored at all times.
2.5 CHIEF ENGINEER
The Chief Engineer is responsible for the maintenance and repair of all the ship’s Cargo and Ballast related equipment. He is to assist the Chief Officer in the operation of the ship’s cargo equipment. He is to keep the Chief Officer advised of any bunker, lubricating oils or sludge transfers which may affect the ship’s trim, stress and/or stability.
2.6 RATINGS
The Deck Ratings are responsible to the Deck Officers for maintaining a safe Deck Watch and ensuring that the vessel remains securely moored. They are to assist in Cargo Operations as required by the responsible officer.
2.7 BOSUN
The Bosun is to assist in Cargo Operations as required by the Chief Officer.
2.8 RESPONSIBILITY FOR STEVEDORES
While the primary responsibility for stevedores rests with the stevedoring company, the shipowner may be held liable should due care not be exercised and any accident subsequently occur on the vessel. Accordingly, the Master and deck officers have a responsibility to ensure that the following points are always addressed:
Duty of Condition: The vessel must exercise ordinary care under the circumstances to have the ship and its equipment in such a condition that an expert and experienced stevedore will be able, by the exercise of reasonable care, to carry on its cargo operations with reasonable safety to persons and property.
Duty to Warn: The vessel must warn the stevedore of any hazards on the ship, or with respect to that ships equipment, that are known to the vessel or should have been known in the exercise of reasonable care, that would likely be encountered by the stevedore in the course of his cargo operations and that are not known by the stevedore and would not be obvious to or anticipated by him if reasonably competent in the performance of his work.
Active Involvement Duty: The vessel may be liable if it actively involves itself in the cargo operations and negligently injures a stevedore.
Active Control Duty: The vessel may be liable if it fails to actively exercise due care to avoid exposing stevedores to harm from hazards that they may encounter in areas, or from equipment, under the active control of the vessel during the stevedore operation, such as the gangway.
Duty to Intervene: If a stevedore’s judgment is obviously improvident, if the ship knew of the defect in the equipment, and the stevedore continues to use the defective equipment, and the ship should have realized that the use of the defective equipment presented an unreasonable risk of harm, the vessel has a duty to intervene ad have the equipment repaired.
The above points are extracted in part from United States law, however are equally valid for all countries and should be adopted as good practice regardless of where the vessel is trading. It should also be noted that in many jurisdictions, if it would be deemed unsafe for a stevedore to carry out a particular operation, it could be an offence for a crew member to be asked or to actually carry out that operation instead.
In addition, the following points are to be considered as best practice and are also to be followed:
Inspect and test any equipment that is to be used by stevedores prior to use and make a log entry.
The Chief Officer is to have a walk-through with the stevedore foreman before operation commences and at the end of operations. Any problems or unsafe situations under the vessel’s control are to be promptly addressed. A critical operations checklist could be utilized for such an act.
Try and obtain the stevedore foreman’s written agreement to state that he is satisfied with the vessel prior to handover.
The officer of the watch must perform frequent rounds of the vessel during cargo operations looking out for any new hazards or unsafe operations. Notes should be taken and recorded in the deck log where applicable. A digital camera should be carried in order to take any photographic evidence of anything amiss.
As per the procedures contained in the Ship Security Plan, an alert and well-trained gangway watch must be maintained and notes made of any unusual activity as well as reporting the occurrence to the officer of the watch. The gangway log must be properly maintained that records all names and company of persons coming onboard and leaving the vessel.
If any dangerous working practices by the stevedores are noticed, then the stevedoring c company must be notified, if possible in writing.
In any circumstances where a stevedore suffers or allegedly suffers an accident or injury while onboard, the incident must be reported immediately to the company and to the local P&I representative so that steps can be taken to protect the interests of the vessel and her crew and mitigate any potential losses. This should certainly be done prior to the ship sailing and before any crew change takes place.
3.1 REFERENCE PUBLICATIONS
MARPOL 73/78
IMO Resolution A.868(20) – “Guidelines for Preventing the Introduction of Unwanted Aquatic Organisms and Pathogens from Ship’s Ballast Water and Sediment Discharged”
Ship’s “Cargo Securing Manual” (Approved by Class)
Masters Guide to Port Entry
3.2 COMPANY FORMS
The following Company Forms may be used to comply with the requirements of this section:
Form No Title
C01 Cargo Operations
C06 Container Operations
C07 Ship/Shore Safety
S01 Risk Assessment Form
S02 Enclosed Space Entry Form
3.3 EMERGENCY PROCEDURES
3.3.1 Fire in Cargo Hold
The initial action for dealing with a fire in a cargo hold will be the same regardless of whether a ship is at sea or in port.
Upon discovering such a fire, either visually or through the smoke detector, the Emergency Alarm must be sounded at once and the emergency response plan put into place. If personnel are, or have been, working in the affected hold a search must be made whilst commencing remedial action. The investigation is to determine if the fire can be dealt with using hoses, or if the fixed fire extinguishing system will be required.
When such a fire occurs in port the local Fire Service must be called without delay. In most major ports, the Senior Fire Service Officer from the shore brigade will normally assume control of the operation, however in some smaller ports, such as some of those in the Pacific Islands, the local brigade may be unable or unwilling to take command of the situation. Given the nature of our trade the Master should consider the following:
If the local brigade is unwilling to take command of the situation, the ship must continue to fight the fire to the best of its ability
If the local brigade is willing but, in the Masters opinion, unable to tackle the situation, the Master should consider offering all available assistance up to and including maintaining control of the emergency response.
If the Master determines that ship staff should assist, extreme caution must be exercised when working with shore-based fire crews who may have different operating methods and safety standards.
The following are further guidelines should the fixed fire extinguishing system be required:
The hold must be sealed and ventilation stopped and sealed.
When preparing the fixed fire extinguishing system for use, it is vital for all members of the Emergency Organisation to follow the instructions of the Chief Officer (or his deputy) to avoid the danger of CO2 being released before personnel are clear and the hatch is sealed.
Whenever possible, a check must be made of the temperature in the hold on fire and the surrounding spaces.
Hatches must only be reopened when the Local Fire Service is in attendance, and never at sea.
It must be remembered that the concentration of CO2 in the hold must be maintained to compensate for leakage.
Re-ignition is likely to occur if the hatch is opened too soon and this may well be uncontrollable. Should entry be essential, every precaution must be taken to prevent reignition and the temperature of the hold carefully monitored.
3.3.2 Fire in Deck Cargo
In the event of a fire occurring in a deck cargo, it may be necessary for the Master to take the way of the vessel or alter course to put the wind astern in order to reduce the airflow over the deck.
Whilst it is impossible to lay down specific guidelines for dealing with such a fire, the Chief Officer should direct the Emergency Party to bring as many hoses as possible into action from an upwind position.
With fires involving chemical cargoes, it is important for the Emergency Party to remain well upwind. The same applies to a spillage (not resulting in a fire) of a chemical cargo on deck. In port, the Oil Spill Contingency Plan must be put into action and the Port Authorities informed. Action here will depend on firstly, the danger to life on board and secondly, environmental considerations. If it is to be washed overboard, the spillage is to be washed overboard using copious quantities of water applied in the form of a spray only. Breathing apparatus and protective clothing must be worn.
Special instructions to deal with a leakage of, or fire in, dangerous chemicals carried, as deck cargo must always be available before sailing from the loading port. In special cases, additional protective clothing will also be required.
3.3.3 FIRES IN CONTAINERS
The difficulties of fighting fires in containers must be well understood by all personnel. Frequent and realistic drills must take place, and contingency plans are to be drawn up for fighting fires in the most inaccessible container.
The details of all hazardous containers, together with the firefighting instructions for each hazardous container, must be kept on the bridge.
3.3.4 GUIDANCE ON EARLY ASSESSMENT OF HULL DAMAGE AND POSSIBLE ABANDONMENT There have been cases in the past where ships carrying bulk cargoes have been lost due to a loss in hull integrity. This, combined with the lack of prompt action, has resulted in lives being lost. Early assessment of the situation is therefore imperative, combined with alerting a maritime rescue coordination centre, alerting all personnel onboard and making preparations for evacuation. This is of particular importance for single skin bulk carriers which may not be capable of withstanding flooding of any cargo hold.
Heavy cargoes such as iron ore or heavy break bulk cargoes, such as steel, make a ship particularly vulnerable. This is due to the relatively small volume of cargo compared to the large volume of unoccupied space that provides the potential for large volumes of water to destroy the ship’s buoyancy, stability or structural integrity.
a) Assessment
Where flooding occurs, or is likely to occur, the master must rapidly assess the damage by being alert to water ingress and its consequences. Such an assessment may be carried out by the following:
i) Unusual Motion or Attitude:
If a ship takes on an unusual trim or heel, or if her motions become changed, breach of the hull envelope should be suspected immediately. Signs may include:
Unusual collections of water on decks maybe indicating trim or heel abnormality.
Sudden changes of heel or trim will indicate flooding or in smaller ships with lighter cargoes, it may indicate cargo shift.
Jerky lateral motions can be indicative of large scale sloshing as would be the case if a hold were flooded.
On smaller ships, slowing of the ship’s roll period may indicate excessive water within the hull – a serious threat to stability. Ships fitted with GM meters should be able to identify any unexpected changes in GM.
Increases of water boarding forward decks may indicate flooding of a forward compartment. Trim and freeboard changes are notoriously difficult to assess from an after bridge.
ii) Methods of Detection
Hatch covers may be dislodged by pressure and/or sloshing from within a hold if flooding occurs through side shell or bulkhead.
Sudden pressurisation of compartments adjoining those that are damaged or flooded, will indicate failure of internal subdivision, most notably bulkheads.
Spaces may be monitored, either using gauging or water ingress alarms. Forward store spaces can also be monitored audibly using “talkback” telephones that may be fitted in forward spaces. Anchor impacts and water in the space can be detected using telephones of the type that remain active until switched off from the bridge.
Hull Stress Monitors, where fitted, may be able to detect unexpected longitudinal hull girder bending. Torsional stresses may also be detected through differential changes between port and starboard strain gauges.
Visual monitoring from the bridge using binoculars, where fitted, by closed circuit television, can give indication of abnormal water on deck and local damage. However, assessment of trim or freeboard using this method is difficult.
Assessment of trim changes can, in certain conditions, be detected by noting the level of the horizon, when visible, against a known reference point on the foremast.
Draught and trim can be assessed using draught gauges. Changes are much more discernible using this method than by visual means from above decks.
b) Early readiness for evacuation
Contact with a Maritime Rescue Co-ordination Centre (MRCC) and the management office should be made early if the Master has any suspicion that the ship is damaged. An URGENCY (Pan-Pan) signal is justified and this should be upgraded to DISTRESS (Mayday) if the ship is confirmed as damaged.
Masters may wish to investigate any suspected water ingress more closely but preparations for evacuating the ship should be made WITHOUT DELAY and concurrent with any investigation. Remote methods of observation are preferable to sending personnel onto decks, particularly in bad weather and / or at night. Deck floodlights should be used if necessary to try and identify abnormalities. Detrimental effects on watchkeeper’s night vision are of secondary importance in such circumstances.
3.4 MINIMUM SAFETY REQUIREMENTS FOR DECK CARGOES
3.4.1 General
This is to be read in conjunction with the relevant publications listed in the Reference Publications Index.
Deck cargo is to be stowed to provide safe access to and from working areas from necessary working areas.
If access to working areas is necessary over a deck load, as with lumber, a catwalk will normally be required, unless a level, continuous surface free of encumbrances such as lashings is already provided. When catwalks are required they are to be at least 1 metre in width and provided with adequate guard rails. Where the deck cargo is sufficiently level for gangway purposes without a catwalk, guard rails, or life lines, spaced not more than 300mm apart vertically, must be provided on each side of the deck cargo to a height of at least 1.2 metres above the cargo.
If deck access is provided on deck adjacent to the deck cargo a level continuous passage at least 1 metre in width must be provided. This access is to be unencumbered by shoring, lashings or other obstacles deemed hazardous to normal passage.
When personnel are required to traverse over deck cargo, ladders adequate for safe access must be provided between the top of deck cargo and the deck. Such ladders must be provided with guard rails or safety lines as previously described for catwalks.
An adequate bulwark or railing is to be provided between the deck cargo and the ship's side.
All sharp edges and projections on deck cargo adjacent to normal accesses must be adequately protected to prevent injury to personnel.
Sufficient lighting must be provided by the vessel to illuminate deck access and working spaces during the hours of darkness.
3.5 MISCELLANEOUS
3.5.1 Coal Cargoes
The carriage at sea of coal of all types can produce potential flammability hazards.
All grades of coal emit methane, which is odourless, lighter than air, and has a flammability range of approximately 5% to 15% by volume. It can be detected with an explosimeter. Particular attention must be paid to providing effective surface ventilation to circumvent the build up of methane gas, especially during times of following wind and in the period immediately subsequent to an enforced shut-down of surface ventilation due to adverse weather.
Some types of coal are susceptible to spontaneous combustion, where the presence of oxygen assists the temperature of the coal to rise to a point at which self-ignition occurs.
The following precautions must be observed when carrying any coal cargo:
Cargo temperatures in any hold containing coal are to be monitored and recorded daily.
A sustained increase in cargo temperature or any cargo temperature exceeding 40C is to be reported to the Company.
The methane content of any hold containing coal is to be monitored and recorded daily.
Any recordings of methane content in excess of 10% of the lower explosive limit (LEL) are to be reported immediately to the Company.
Surface ventilation is to be effected at all times when carrying coal, weather permitting, unless heating is detected, when you should be guided by the provisions of the IMO code for Category C cargoes.
Strict attention must be paid to ensuring that methane build-up does not take place during period of following wind, when surface ventilation may prove ineffectual. If methane emission has been detected, the monitoring frequency is to be increased during such periods. Under no circumstances is ventilation to be attempted within the bulk of the cargo.
Particular care is to be exercised in respect of any work being conducted on deck when methane concentrations have been detected in any hold. Following periods of enforced suspension of surface ventilation due to adverse weather, no work whatsoever is to take place adjacent to hatches save that strictly necessary to reopen the vents until the methane concentrations in all holds has been established and, where necessary, reduced below 10% of the lower explosive limit.
Entries are to be made in the Deck Log when any change in surface ventilation procedures is effected and the reasons for such changes.
No sources of ignition must be present outside the accommodation when coal is being carried or handled.
Smoking Regulations are to be complied with, and the use of naked lights are forbidden forward of the accommodation.
Electrical leads and non gas-tight lighting and torches are not permitted in or near coal holds during passage.
Care must be taken to see that methane is not allowed to enter accommodation or store spaces.
3.5.2 Tapioca Cargoes
Fire through Ignition Source:
A number of minor fires in bulk cargoes have been caused by external sources of ignition such as cigarette ends and hot bulldozer exhausts. Particular attention should be paid to prevent such incidents occurring.
No smoking notices must always be prominently displayed and every effort made to curb smoking by stevedore labour. In some less developed ports it may also be necessary to take active measures to prevent the lighting of random cooking fires by shore labour.
In all cases, it is particularly important to check the holds after cessation of cargo work and also after sailing from a port with cargo on board.
Spotaneous Combustion:
Tapioca is susceptible to spontaneous combustion when damp, and surface ventilation should be carried out whenever weather conditions permit.
Oxygen Deficiency:
As with all vegetable matter, Tapioca creates an oxygen deficiency in an enclosed space. Under certain conditions, damp Tapioca can also generate toxic vapours.
While good ventilation may largely alleviate the problems on the surface of the cargo, a danger will continue to exist in the hold access trunkings where oxygen levels as low as 2% have been detected.
3.5.3 Carriage of Sulphur
Sulphur has certain properties; corrosion and the emission of certain gases. This makes it essential that proper precautions are taken regarding the safe handling and carriage of this cargo.
All cargo holds must be suitably prepared prior to loading as follows:
All holds to be in a “grain clean” condition.
All residues of previous cargoes to be removed including from the undersides of the hatches. All loose rust and scale are to be removed from all metal surfaces in the holds, including the undersides of hatch covers.
All holds are to be washed down with fresh water and thoroughly dried before loading.
The Code of Safe Working Practices for Solid Bulk Cargoes states that materials which present corrosive hazards of such intensity as to affect either human tissue or the ship’s structure should only be loaded after adequate precautions and protecting measures have been taken. Many stockpiles of sulphur can contain a significant amount of moisture, particularly those stock piles that are left in the open air. The reaction between sulphur, water and steel can be minimised by a physical barrier such as lime washing. Therefore an additional precaution should be to lime-wash the holds after the preparation of the holds has been carried out as per the above. This may be carried out by the ship’s crew, or by contractors, depending on the terms of the charter party. In any case the charterers should be asked for guidance. If no guidance is received, a general recommendation is that 60Kg of lime is used in 200litres of water and the solution should be sprayed to all surfaces that are going to be in contact with the sulphur. Seawater should not be used for cleaning as the presence of sodium chloride will increase the reaction between sulphur and steel.
As mentioned above, some sulphur cargoes can have a large moisture content and it is therefore important that the bilge system is fully functioning, soundings regularly taken and bilges pumped as required.
After the cargo has been discharged, fresh water should be used to clean the holds in preparation for the next cargo and to flush through the bilge system.
There is a possibility that during carriage and after discharge that sulphur can emit small but measurable quantities of hydrogen sulphide gas. This gas is dangerous to personnel and it is therefore important to ensure that cargo holds are vented whenever possible. Before entry into a space containing or having contained sulphur, the space must be thoroughly vented and the atmosphere tested prior to entry.
A copy of the Material Safety Data Sheet (MSDS) should be requested from the shipper prior to loading the cargo. This will outline the characteristics of the cargo as well as any specific precautions to be followed during handling and carriage.
PPE must be used as appropriate and kept dry at all times when handling sulphur or using equipment used for handling sulphur.
3.6 DANGEROUS CARGOES
The Master must ensure that the vessel has all the relevant Reference Publications onboard and that these are kept corrected and up-to-date by a competent Deck Officer. These publications must be readily available, and all officers aware of them, and of their importance.
3.6.1 Pre-stowage of Hazardous Cargo
The Master is to ensure that he receives the details of all hazardous cargo to be loaded and that a pre- stowage plan is presented, and agreed before any hazardous containers are loaded. Care must be taken that any hazardous containers being loaded do not broach the segregation limits of hazardous containers already onboard.
3.6.2 Hazardous Cargo Manifests
Copies of all hazardous cable manifests and hazardous cargo plans are to be kept up-to-date and readily available on the bridge.
3.6.3 Awareness of Hazardous Cargo to be Loaded
All relevant personnel must be kept well aware of all hazardous containers/cargoes to be loaded, the prestowage plan, segregation and any special requirements.
3.6.4 Special Requirements
All special requirements such as fire hoses being rigged, fire extinguishers in attendance, no smoking boards, fire wires being in place at bow and stern, B flag etc must be fully observed.
3.6.5 IMO Rules/Regulations
All IMO Rules and Regulations for the carriage of Dangerous Goods must be strictly complied with.
3.6.6 Hazardous Cargo / Deck Repairs
Special attention must be paid to the position of hazardous cargoes when planning or undertaking deck repairs. Except in emergency situations, no deck repairs that have the potential to generate heat should be carried out in the vicinity of hazardous cargoes.
If emergency repairs are required, then the ship should consult with the Ship Management Team if possible or take all available means to protect the cargo from exposure to the repairs.
3.6.7 Safety / Protective Equipment
The Master must be satisfied that adequate safety equipment and protective clothing is on board for use in the event of leakage, spillage or other mishap of any hazardous commodity and that key personnel are familiar with its use.
3.6.8 Hazardous Container Labels
The OOW must check the labels of all hazardous containers against the hazardous cargo manifest and ensure the correct labels are displayed. Any deficiencies in the labels must be corrected immediately.
3.7 CARGO GEAR AND EQUIPMENT
3.7.1 Securing of Gear
Derricks, cranes or other cargo handling gear must be lashed or otherwise secured whenever they are placed in their stowage positions.
3.7.2 Maintenance and Operation of Derricks, Cranes and Winches
It is essential that nobody is permitted to use defective equipment, that operating instructions are clearly visible and not obscured by paint or rust and that the winch controller thoroughly understands its operation. Safe Working Loads must be clearly marked on all lifting equipment.
If defects are noted in any equipment, this must be reported to the Chief Officer or Master. These officers must ensure such reports are passed to the Ship Management Team.
3.7.3 Hold Lighting
In ships, which are fitted with fixed hold lighting systems, the lighting must be switched off in cargo spaces, which are not being worked, or where loading is complete.
In vessels carrying bulk cargoes it is essential that any fixed hold lighting systems are isolated, or the fuses removed when the holds contain cargo.
Portable lights must always be removed from a hold when cargo operations cease, and must be kept in good condition, including protective guards.
3.7.4 Certification
The regulations governing the annual and five-yearly certification of lifting equipment must be fully complied with on board the Company's vessels at all times.
3.7.5 Training
Personnel delegated to operate cranes and derricks on board the Company's vessel must receive adequate training prior to being allowed to carry out their duties.
4.1 REFERENCE PUBLICATIONS
Bulk Carrier Practice
BC Code
4.2 COMPANY FORMS
The following Company Forms are to be used in conjunction with this section.
Form No Title
C09 Hold Condition Report
C02 Cargo Operations
4.3 MAINTENANCE AND CONDITION
It is of the utmost importance that all the vessel's cargo holds are maintained to the highest possible standard.
Although it is the Chief Officer's duty to ensure that work is carried out in the cargo holds whenever possible to maintain and improve their condition, it is the Master's overall responsibility to inspect the cargo holds on a regular basis, to report their condition using Form C09 and relay any defects to the Ship Management Team.
The report must be unbiased, and no attempt is to be made to falsely declare holds to be in good condition as this information will frequently be used to fix the vessel on future charters, and may be checked from time to time during visits to the vessel by Company representatives.
Under no circumstances is any upgrading work to be carried out in a hold which contains a bulk cargo of any type. Many claims have been made against Owners for cargo damage due to contamination by rust, paint and grease, even though there appeared to be no damage at the time.
In addition, any paint applied prior to loading a cargo must be applied in ample time to allow sufficient drying and hardening periods before the commencement of loading.
4.4 STEVEDORE DAMAGE
Stevedore damage must be documented on the relevant company form, and in accordance with the relevant clauses in the charter party. This is to be carried out within the stated time limits, but preferably as soon as damage is caused/discovered. All parties concerned must be notified immediately, i.e. charterers, stevedores, agents, Managers etc. As much information as is available is to be included in this type of report to assist in any claims which may have to be made against a third party.
It is the Master's responsibility to impress upon the Officer on cargo watch, the importance of being diligent with respect to damages caused by stevedores and/or cargo, and to report such damages immediately to the Chief Officer, who is to initiate the appropriate damage reports. It is the Master's responsibility to notify the parties concerned, and to obtain an acknowledgement of receipt of damage report from these parties.
4.5 SAFETY
During routine inspections of cargo holds by the Master and Chief Officer, special attention is to be given to safety aspects such as, conditions of hold ladders, hand rails and platforms. Many injuries have been caused through defects in items such as these, and inevitably delays to the vessel will result from the refusal of dock workers and port officials to enter these spaces due to such defects. Attention must also be given to observation positions around the hatch coamings and hold accesses which are always to be kept in good condition, and free from obstructions.
Due regard must be given at all times to personal safety when carrying out cleaning, maintenance and inspection work within the holds. Reference is to be made to the Company's Safety and Environmental Manual.
4.6 PERSONNEL PROTECTION All ships carrying dangerous cargoes must have on board medical first-aid equipment, including oxygen resuscitation equipment and antidotes for cargo carried in compliance with the recommendations listed in IMO – MFAG (Medical First Aid Guide) and WHO –IMGS (International Medical Guide for Ships).
4.7 INSPECTION FOR FRACTURES / CRACKS / CORROSION
Particular attention is drawn to the ship staff serving on ships that routinely carry cargoes in bulk, and especially on older vessels, for the need to check carefully for signs of any fractures, cracks or corrosion in the plating or frames of the cargo holds. Masters must be aware of the contents of these guidelines, and bring them to the notice of the ships staff.
4.8 HATCH COVERS
4.8.1 General
Types of hatch covers will vary depending upon the construction of the vessels, and they form a major part of the vessel's watertight integrity and therefore, require a lot of attention. The following are guidance notes which apply to most types of hatch covers, and are to be used in conjunction with manufacturer's instruction manuals and any additional information held on board specific to the type of hatch covers fitted.
Hatch covers are to be inspected prior to loading.
4.8.2 Undersides of Hatches
Whilst it is fully appreciated that access to the underside of hatch covers for maintenance purposes is difficult, you are requested to carry out such maintenance to the best of your abilities, with consideration to the type of hatch covers fitted to your vessel. Any scale or flaking paint on the undersides will inevitably end up on top of the cargo, especially during opening and closing operations when such scale and paint flakes are liable to be vibrated free of the hatch cover.
4.8.3 Sealing Rubbers
Sealing rubbers are to be inspected for damage, distortion, cracking and over compression, which can result in deterioration of elasticity and poor sealing. At the points where the rubber sections are joined, gaps may begin to appear. If this occurs it is to be remedied as soon as it is discovered. The rubbers must be smooth and free from rust particles and paint flakes, possibly picked up from hatch coamings. If the rubbers have deteriorated due to age, the relevant Management Office is to be notified with a report on the extent of such deterioration. Poor sealing can often be remedied by insertion of an extra rubber lining underneath the main sealing rubber to increase the compression and provide a better seal.
4.8.4 Compression Bars
Compression bars must always be kept smooth, free from rust and paint, and any damages must be repaired immediately. The areas immediately surrounding the compression bars are to be swept clean of any cargo residues after loading/discharging operations, to ensure that no distortion of rubbers, and retainer channels takes place when the hatch cover is closed.
4.8.5 Securing Dogs
Securing dogs must always be used while the vessel is at sea. They must be well maintained and greased, and are to be checked on a regular basis.
Port authorities may detain ships if securing dogs are found not to have been secured, and the company will take serious disciplinary action against senior officers on ships found with securing dogs not properly secured.
4.8.6 Drain Channels
Drain Channels are normally inaccessible after the hatch cover has been closed, and are therefore to be attended and checked immediately after loading/discharging operations have been completed. If any obstructions are present, water will be permitted to build up and overflow into the cargo hold. The channels must be swept clean of any cargo residues, and are always to be free of rust, scale and flaking paint. Loose items, such as these, will be washed into the coaming drains and causes blockages which result in accumulation of water and eventual overflow into the cargo hold.
4.8.7 Coaming Drains
The non-return drain facilities on the hatch coamings must always be kept clear. They are most susceptible to blockage during loading/discharging operations, and must be checked and cleared after completion of such operations. The condition of the non-return facility must be checked frequently to ensure optimum operation, and prevention of water ingress during heavy weather.
4.8.8 Hatch Cover Openings
The following type of hatch cover openings are common:
natural vents,
forced draft fan cowlings,
inspection hatches.
All these types of openings involve some kind of seal and securing devices which must be checked on a regular basis. Securing dogs/bolts must always be free and greased, ready for immediate operation. Some openings, such as cement feeder lids, which have not been brought back into use after a long period of time may best be left undisturbed if reliably known to be fully watertight following a hose test. However, if the seal has perished due to age, it must be renewed immediately. This also applies to hold access hatches.
4.8.9 Hatch Sealing Tape
It is the Masters responsibility to maintain an adequate supply of Hatch sealing tape on board if required, and to requisition for supply as required.
4.8.10 Opening/Closing Systems
The machinery and associated equipment required for the opening and closing of hatch covers, must be kept in good working order at all times and any defects which may hinder the operation and cannot be rectified immediately by ship's Officers and Crew, must be notified to the relevant Management Office immediately. Damage has been caused to cargoes in the past due to defects which delayed the closing of hatches during rain. Claims from Charterers have also been common place for time lost, due to an unacceptable time being required to open/close hatches as the result of opening and closing systems not operating correctly.
Where hydraulic systems are employed, care must be taken to avoid leakage of hydraulic fluid which would cause hazardous conditions on the vessel's deck and possible injury to ship and shore personnel. Many delays and resultant loss of hire have been caused through shore personnel and port officials refusing to board the vessel due to hydraulic fluid on the vessel's deck. It has also been the cause of fines for pollution when such fluid has escaped over the ship's side.
5.1 REFERENCE PUBLICATIONS
The following reference publications are to be read in conjunction with this section:
Bulk Carrier Practice
BC Code
5.2 COMPANY FORMS
The following Company Forms may be used to assist in complying with this section:
Form No Title
C09 Hold Condition Report
S01 Risk Assessment Form
S02 Enclosed Space Entry Permit
5.3 GENERAL
There are many different types of cargoes which are commonly carried in bulk in today's market, and they all require different methods of hold cleaning, although one basic rule always applies, and that is that the vessel's cargo holds must always be cleaned to the highest standards possible, regardless of the next commodity to be carried.
A comprehensive hold washing plan approved by the master is to be produced. The plan must include but is not limited to the following:
Extent of washing required.
Removal of bulk cargo residues
Hand washing requirements
Cleaning of cargo hold bilge vessels
Identity of blanks to be opened / closed
5.4 HOLD SWEEPING/WASHING
After carriage of the bulk cargoes, the holds must always be swept before any attempt is made to wash. This will reduce the effects of unwanted cargo residues building up in hold bilges and hindering the process of pumping away the washing water.
Old dunnage is not to be retained on board unless specifically requested for by the Charterers.
When disposing of waste materials, attention must be drawn to the International Regulations concerning the disposal of garbage at sea. It must be stressed that on no account are plastics to be thrown overboard into the sea at any time.
Consideration must also be given to the type of residues involved; some heavy cargoes may lie in bilge lines and may not be pumped away. There is also the possibility of damage to pumps, valves and valve seals. Washing after carriage of this type of cargo should involve the use of a portable salvage pump to remove washing water rather than using the hold bilge pump. For cement cargoes, the bilge pumping system must not be used as any water left lying in the pipeline will hold cement in suspension and will eventually harden in the pipelines, valves and pumps.
If there is no other facility available to you other than the hold bilge pumping system when dealing with cargoes such as the above, a constant and plentiful supply of clean seawater must be supplied to the bilges during pumping to dilute the washing water as much as possible and prevent a build up of residues. Even when using this method it may be necessary to frequently stop washing and pump clean sea water through the system to reduce build up of residues before resuming the washing operation. Bilge strainers must never be removed during washing of holds and pumping of waste water. If the strainers are blocked, the washing and pumping operations must be stopped and the strainers thoroughly cleaned before resuming the operation. This must be done as frequently as necessary to ensure as little solids as possible are passing through the bilge lines.
On completion of sea water washing of holds, a fresh water rinse must always be carried out. Salt deposits may contaminate cargo, and due to the corrosive nature of salt, will damage coating, fittings and steelwork. An ample supply of fresh water must always be obtained in anticipation of this operation, although it is often surprising how little fresh water is required to perform this task. Ideally it can be carried out before the hold is allowed to dry, after sea water washing, thus preventing salt deposits to accumulating and so making the job much simpler.
5.5 WASHING OF HATCH COVER UNDERSIDES
Hold washing operations are often carried out with the vessel's hatch covers open, such as when the vessel is lying at anchor. On these occasions, it is important to ensure that the hatch cover undersides are not forgotten. Frames and drain channels are to be well swept and washed out. Any small spaces which are missed may well contain cargo residues which would then contaminate a clean hold while closing the hatch. Similar attention is to be given to the hold accesses and ventilation hatches.
5.6 FRESH WATER RINSING In certain circumstances it will be necessary to rinse the cargo hold with fresh water to remove any salt deposits. If there is any doubt the Master is to seek advice from the relevant Management Office.
5.7 DRYING TIME
In the final preparation of the cargo holds, it must be remembered that drying time may be greatly reduced by the use of the vessel's forced draught ventilation system, if fitted. In all cases, ventilation for drying purposes must be altered according to the prevailing weather conditions, sea temperature and the temperature of ballast water in adjacent ballast tanks, all of which may cause either condensation or sweat.
5.8 CLEANING OF HOLD FIXED FIREFIGHTING INSTALLATION
The fixed firefighting installation in the hold is to be inspected for damage. The system is to be blown through with air to ensure that all nozzles are clear.
5.9 CLEANING OF HOLD BILGES
Hold bilges must always be cleaned out thoroughly and bilge suctions tested before loading another bulk cargo. Bilge covers are to be wrapped in burlap, replaced in position and secured.
6.1 REFERENCE PUBLICATIONS
The following reference publications are to be read in conjunction with this section:
International Code for the Safe Carriage of Grain in Bulk Code of Safe Practice for Solid Bulk Cargoes (BC Code) Thomas Stowage: The Properties of Stowage of Cargoes IMDG Code + Supplement to the Code Approved Cargo Securing Manual
6.2 COMPANY FORMS
The following Company Forms may be used to assist in compliance with this section:
Form No Title
All C Forms
6.3 PRECAUTIONS BEFORE AND DURING LOADING
Before loading commences the following precautions must be taken and must remain in force whilst the vessel is loading bulk cargoes:
The Master must ensure that he has as much information as possible concerning the nominated cargoes. All appropriate publications are to be consulted in this respect. The Master must also ensure that he is fully aware of the dangers, precautions and peculiarities, any ventilation and instrumentation requirements associated with the cargoes to monitor temperatures, gas and oxygen levels, moisture content etc. Where there is any doubt, the master is to contact the relevant Management Office for advice.
When declaring the amount of cargo the vessel can load, due attention must be paid to limitations and draft restrictions at the ports of discharge, bunkers to be taken and trim required for adequate manoeuvrability of the vessel during the voyage.
A Pre-Loading Meeting with the Shore facility is to be held to discuss the Chief Officer’s Cargo/Ballast Load Plan, communications and any relevant Port Regulations applicable to the vessel.
It is of the utmost importance that Loading Operations are carried out with careful regard to the ship’s stability, as well as bending moments and shear force limitations.
The OOW is fully aware of the times of high and low water at the berth.
The ship’s moorings are to be closely monitored and adjusted as necessary to ensure that they have the correct tension.
The OOW must closely monitor the condition of the cargoes being loaded and report any defect immediately.
Where appropriate a gas free certificate is to be issued by a marine chemist.
Where slops have been retained on board these are to be isolated in the appropriate slop tank and inerted.
The Master is responsible for ensuring that all cargo is secured in compliance with the requirements of the manual. This responsibility cannot be delegated to stevedores or other external parties!
6.4 CARGO HOLD CONDITION
The Master must ensure that the standard of cleanliness in the cargo holds for the carriage of the proposed cargo is fully understood by the officers involved in cargo hold cleaning operations, he must also ensure that the required standard has been achieved before presenting the vessel for loading.
6.5 DISCHARGING
As with loading, the discharge of cargo must be carefully planned, taking into account all the previously mentioned factors and a discharge plan made out well before operations commence.
During the discharge operation, the condition of the cargo is to be closely monitored and any cargo damage must be noted. The Company should be informed immediately with as much information in the circumstances as possible. The relevant Management Office must arrange for a P& I representative to attend if appropriate. In the event that you cannot get in contact with the Company and you have damaged cargo on board or the cargo has been or is being, damaged by stevedores or by method of discharge, the Master is to call in local P & I representative and, if necessary to prevent further damage, discharging must be stopped. A full report must be sent to the company as soon as possible.
It is of the utmost importance that both loading and discharging operations are carried out with careful regard to the ship’s stability, as well as bending moments and sheer force limitations. On no account are these limits ever to be exceeded, and Masters must not be pressed into a situation by shippers or receivers where this may be the case.
6.6 DRAFT SURVEY
A Draft Survey is to be carried out before and after Loading and Discharging and must be properly documented and forwarded to the relevant Management Office. Draft Readings are to be taken from the Draft Marks on the vessel’s Hull. Draft Gauges are provided only as a source for approximate quick reference and must not be used for the purposes of Draft Surveys. Experience has frequently shown that differences will always occur between the vessel’s figures obtained through Draft Surveys and Shore figures obtained from Shore Facility Weighing Machines.
6.7 STEVEDORE DAMAGE
It is essential that during Cargo Operations a careful watch is kept for any damage caused to the vessel and her equipment by stevedoring operations i.e. damage to Cargo Holds by grabs and bulldozers or damage caused by the nature of the cargo itself such as steel. A report of stevedore damage must be completed in every case giving fully comprehensive details of the damage. Notice of any damage must be brought to the attention of the stevedore representative as soon as possible after any incident involving damage.
The stevedores representative must sign the stevedore damage form and be given a copy. Refusal by the stevedore to sign must be stated on the report and brought to the attention of the charterers and/or charterers agent as per the relevant clause in the charter party.
If possible the ship is to obtain photographs of the damage and forward with the form to the Ship Management Team.
6.8 CONDITION OF CARGO
The condition of the cargo to be loaded must be noted and if the Master suspects that the actual condition of the cargo is not as described by the Shippers/Charterers or their Agents he must instruct the Chief Officer to endorse the Mate’s receipts accordingly and ensure that Bills of Lading are similarly endorsed.
If the Master suspects that the condition of the cargo has changed during the voyage, for whatever reason, he must advise the relevant Management Office immediately providing as much information as possible on the affected cargo and reasons for the change in condition.
The relevant Management Office must be informed of any such situation, and they will arrange for a P & I representative to attend. If contact with the relevant Management Office is not possible then the Master is to call in the local P & I representative.
6.9 LOG ENTRIES
The Master must ensure that entries are made correctly in the Deck Log Book concerning items which may affect the condition of the cargo and will later assist the Owners in documenting their case in the event of a claim, e.g. the weather conditions during Loading/Discharging and on passage. Deck Log Book Entries must also include information on cargo left on the quay during rain, wet or otherwise contaminated/damaged cargo being placed on board, or rough handling by stevedores.
7.1 REFERENCE PUBLICATIONS
MARPOL 73/78
International Convention for the Control and Management of Ships’ Ballast Water and Sediments
7.2 COMPANY FORMS
The following Company Forms are to be used in conjunction with this section:
Form No Title
S01 Risk Assessment Form
S02 Enclosed Space Entry Form Forms included in the approved Ballast Water Management Plan Forms required by the relevant local authorities
7.3 GENERAL
When the ship is not carrying cargo or is lightly loaded, sufficient ballast must be carried to ensure that the ship’s stress, stability, draft, trim and propeller immersion is within permissible limits to guarantee the safe handling of the vessel in the prevailing or expected conditions.
In meeting these parameters the vessel must comply, at least, with the requirements of the IMO, Class (especially appendix to Class Certificate) and Port State Authorities.
Ballast water must always be managed within the requirements of the approved ships Ballast Water Management Plan, the BWm Convention, and any requirements imposed by local port and coastal state administrations.
Ballast operations must always be carried out within the capabilities of the vessel and its systems and if the vessel is unable to follow any of the procedures described below the Company is to be advised.
7.4 DESIGNATED OFFICER
Every ship will have a designated Ballast Water Management Officer. Normally this will be the Chief Officer, but the BWM Officer will be identified in the approved Ballast Water Management Plan.
The Master is to ensure the BWM Officer is familiar with the requirements of this section including IMO Guidelines. The Master must also ensure that all crew members who may be involved in ballasting are given the instruction and are aware of the need for ballast water control procedures and the procedures being adopted on board.
7.5 PLANNING OF THE BALLAST OPERATIONS
All ballast water management operations must be fully planned and executed in accordance with the requirements of the ships approved Ballast Water Management Plan.
7.6 RECORDS AND REPORTING
Records are to be kept and reports made as required by the approved Ballast Water Management Plan and the requirements of the port and coastal state administrations. Early advise is to be sought from local agents as to the specific requirements of those authorities.
7.7 CONTROLS APPLIED BY PORT STATE AUTHORITIES
The Master is to check in advance with the local agent, and the latest Port Guide, for any information on ballast water sediment discharge procedures, being applied by the State Authorities at an expected port of call. These procedures may include, but are not limited, the following control actions:
The non-release of ballast water;
Ballast water exchange and sediment removal at sea or in acceptable areas;
Ballast water management practices aimed at minimising the uptake of contaminated water in ballasting and deballasting operations;
Discharge of ballast water into shore-facilities.
Failure to comply with national requirements may lead to unnecessary delays for the ship. In some cases penalties may be applied by Ports State Authorities. The vessel may be required to proceed to an approved location to carry out the necessary exchange, seal the ballast tanks against discharge in the Port State’s waters, pump the ballast water to shore reception facilities, or prove, by laboratory analysis, that the ballast water is acceptable.
7.8 LOADING OF BALLAST WATER
When loading ballast every effort is to be made to ensure only clean ballast is being taken onboard and the intake of sediment is minimised. Where practicable vessels are to avoid taking on ballast water in shallow water areas or in the vicinity of dredging operations.
Vessels must not ballast if at all practicable in areas where there is a known outbreak of water communicable diseases or where phytoplankton blooms are occurring. It is recognised however, that when vessels trade to river or estuary ports, intake of some silts and sediment is unavoidable. In such situations, the amount of silt taken on board can often be substantially reduced by planning to ballast on the flood tide when the suspended silt levels are normally lower.
7.9 BALLAST WATER EXCHANGE AND SEDIMENT REMOVAL
Refer to the ships approved Ballast Water Management Plan for guidance in this area.
7.10 DISCHARGE OF BALLAST WATER
Refer to the ships approved Ballast Water Management Plan for guidance in this area.
7.11 SAMPLE ANALYSIS CERTIFICATE
Refer to the ships approved Ballast Water Management Plan for guidance in this area.
7.12 MANUAL REMOVAL OF SOLID ELEMENTS
Refer to the ships approved Ballast Water Management Plan for guidance in this area.
7.13 BALLAST OPERATION PRECAUTIONS
7.13.1 Personnel Safety
If tank entry is required to affect the taking of samples, carrying out a ballast tank inspection, or for manually removing solid sediments, then all the safety precautions associated with the entry into an enclosed space must be taken.
7.13.2 Ship’s Safety
When planning and carrying out operations with ballast water the following factors must be taken into account:
Shear Force and Bending Moment
Stability and Free Surface Effect
Slack Tanks
Torsion Loads
Draft and Trim of the Vessel
Pumping Limitations. Ballasting must always be carried out at a safe rate, determined by the vessels design.
The Ship’s course and speed is to be properly set depending on the prevailing weather conditions. Sufficient personnel must be available to allow the safe monitoring of the operation.
7.13.3 Ballast Tank’s Venting System It is of paramount importance that all segregated and permanent ballast tank vents are properly set up and in good condition prior to any ballast operation. All vent closures that are capable of manual operation must be in the open position. The original design venting capability must be available at all times.
The vents are to be further checked soon after starting the operation to confirm that the tanks are venting freely. Improperly set ballast vents can result in severe structural damage to the vessel.
Vent screens are to be kept free from paint as this can seriously reduce their volumetric capacity.
7.14 CATHODIC PROTECTION
Uncoated clean ballast tanks have a sacrificial zinc anode system fitted to protect the entire tank structure. If loading ballast into tanks fitted with cathodic protection in a freshwater river or estuary, it is important to change the ballast at sea as soon as is practical, in order to achieve the full effect of the cathodic protection system.
7.15 INSPECTIONS
Ballast tanks must be inspected on a six-monthly basis and a report on the condition of the tank sent to the Ship Management Team. More frequent inspections may be carried out if the tanks are in poor condition or if work has been carried out within the tank.
If it has been necessary to weld securing arrangements, such as pad eyes, onto the side plating of a cargo hold for the lashing of cargo, then the area behind the plating within the tank must be inspected and touched up with a suitable coating.
8.1 REFERENCE PUBLICATIONS
Publication
Crane Operating Manuals
8.2 COMPANY FORMS
The following Company Forms are to be used in conjunction with this section:
Form No Title
S01 Risk Assessment Form
8.3 GENERAL
Vessels fitted with cargo cranes will always be described accordingly in charter parties and will, on most occasions be required to load/discharge using this equipment. Any breakdown or sub standard operation of the ship's cranes will inevitably result in a claim for off-hire time from the Charterers. This always proves to be very expensive for the Owners and, if regular breakdowns of cargo cranes occur, the vessel's reputation will become tarnished, and may eventually be reflected in the vessel's future earnings
8.4 RESPONSIBILITIES
The Master has the overall responsibility for ensuring that the vessel's cargo cranes are being adequately maintained and that he receives regular updates from the Chief Engineer and Chief Officer on their condition. Any defects which affect their operation or efficiency are to be reported to the Ship Management Team immediately, who will decide what course of action is to be taken. In most cases however, repairs and maintenance are to be carried out by the ship's Officers and crew.
The Chief Engineer is directly responsible for all crane maintenance and under his supervision and assistance, the ship's Engineer Officers are to carry out all necessary repairs and maintenance to ensure that the vessel's cranes are always in good working order during the loading and discharging operations with due regard to safety.
It is the joint responsibility of the Chief Engineer and the Chief Officer to ensure that all moving parts are adequately greased, machinery being the Chief Engineer's responsibility, and wires, sheaves etc the Chief Officer's responsibility, although they must liaise closely to determine a proper and suitable greasing programme, always taking into account the amount of use the cranes have been or will be subjected to. General maintenance of the crane exteriors and fittings is the responsibility of the Chief Officer.
Routine crane maintenance must never be deferred without the Ship Management Team having been consulted.
8.5 WIRES - GREASING - PROTECTION
Apart from the mechanical stresses placed on crane wires during operation, the factors most affecting their working life are:
Weather Protection
Lubrication
Regular application of a good quality wire rope grease will fulfil both purposes. It is the responsibility of the Chief Officer to ensure that sufficient stocks of suitable grease are held on board.
Because most wire greasing will be done with the jibs in the stowed position, there are certain parts of each wire that will be less accessible. These are those parts of the hoist and luff wires, which lie on a sheave, and those parts which lie inside the crane structure. Attention must be paid to the ends of the wires where they are secured, as this part of the wire is often very inaccessible and overlooked. It is essential that any extra time required is taken to ensure adequate protection in this area.
There are no circumstances which can excuse a vessel arriving in port, where the deck cranes are to be used, with the wires in a dry condition. However, it must be remembered that, especially in very warm weather, that if the crane wires have been over greased it is possible that the grease may begin to run and drop onto the cargo. This must also be avoided as it may result in cargo damage claims.
8.6 WIRES - MECHANICAL DAMAGE
Provided that the grooves in the sheaves are in good order and that the wire is allowed to run free and not be dragged over coamings, the crane wire should not suffer mechanical damage. The Duty Officer must always be on the lookout for bad practices by crane operators, and stop any abuse of the ship's equipment. The Chief Officer must be informed immediately if such bad practices have been witnessed in order that an appropriate claim can be made.
Standard regulations dictate that a wire must be replaced when 10% of the visible strands are broken within a length of nineteen times the diameter. This is a fair guideline and is to be the worst condition into which the wire is allowed to fall, before replacing it. Before arrival at loading/discharging ports, the wires must be checked for broken strands, by sighting along the length of the wire in both directions. It is inexcusable for any vessel to arrive in port and suffer a failure of port/inspection due to a faulty wire. This must be discovered early enough to change the wire in time to commence cargo operations without delay to the vessel, and is the responsibility of the Chief Officer.
8.7 CRANE WINDOWS/ACCESSES
Time has been lost in the past through vessels arriving in a port where cargo is to be worked, using ship's cranes, and the stevedores have refused to drive them due to dirty windows, untidy and dirty cabs, broken seats and operating levers, faulty ventilation and/or heating, slippery oily accesses and ladders and hand rails in poor or unsafe condition. It is the duty of the Chief Officer to inspect the cranes prior to arrival with respect to the above items, and it is also his responsibility to ensure that any such defects are rectified before the stevedores come on board. During cargo operations it is the responsibility of the Duty Officer to ensure that the cranes remain in good condition throughout the load/discharge and any subsequent defects are brought to the attention of the Chief Officer.
8.8 MARKS
The S.W.L. of the cranes must be clearly marked in a conspicuous position on the crane jib, and it must be ascertained by the Chief Officer that all parties concerned with the load/discharge operation are aware of the maximum capacity of cranes, and that this is not exceeded. The weight of grabs, spotters, or other cargo handling equipment attached to the hook must always be taken into account.
The date that the wires were last changed should also be marked prominently in some location either in the operating cab or in the crane housing.
8.9 DOCUMENTATION
All crane wires are supplied along with a test certificate which pertains only to that wire. The certificate must be kept on file, and ready for inspection by the appropriate authorities at all times. The certificates must be marked with the position of the wire, i.e. on which crane the wire is situated and its use, e.g. luffing or hoist wire. If the wire is held on board as a spare, the certificate must be marked along with the stowage position of the wire. The wire itself is to be tagged and marked with the applicable certificate number. It is the responsibility of the Chief Officer to ensure that this is done correctly, but the Master must keep the file of certificates in his possession along with the chain register. A certificate must be held on board for every wire on board whether in use or as a spare. If two wires appear on the same certificate, the supplier is to be notified, and asked to supply separate certificates. This is perhaps easier carried out by the Company, therefore, on receipt of a crane wire, which has no separate certificate, the Master must inform the relevant Management Office who will arrange to have separate certificates issued as soon as possible.
8.10 TESTS AND STATUTORY INSPECTIONS
The Master must ensure that these are always carried out as required by notifying the relevant Management Office well in advance of when such an inspection, test or survey is required to be carried out. The attendance of the appropriate surveyor will then be arranged in a suitable port in ample time. When reviewing survey status on cargo lifting gear, due attention must be paid to the local government regulations of the vessel's destination; many countries require the cranes to have been tested during a certain time limit prior to arrival in their ports. The age of the vessel is often a factor in determining whether the cranes require such extra tests and the agent and or Charterers representative should always be consulted to determine if any special regulations are in existence.
An example is the regulations imposed by the Saudi Arabian authorities which require all cranes to be inspected by a class surveyor within the previous six months prior to the vessel's arrival at a Saudi Arabian port, if the vessel is over ten years old. If such an inspection is required, the Master must inform the relevant Management Office in ample time to arrange this. These inspections often require the issuance of a special certificate on behalf of the authorities involved. This must be confirmed before hand to ensure that the correct paper work is organised in advance.
All statutory inspections, tests and surveys of cargo handling equipment must be entered in the chain register and duly stamped and signed by the attending surveyor. These surveys are to include all permanently attached hooks, swivels etc. It is the responsibility of the Chief Officer, under the direct supervision of the Master, to ensure that all the permanently attached equipment is always in accordance with that stated on the test certificates, and they are to be clearly marked as such.
8.11 5-YEARLY THOROUGH EXAMINATION
Normally the 5-yearly thorough examination will be carried out at the drydocking immediately prior to the expiry date of the quadrennial period. The following is a guide to what will be involved, with the actual scope being governed by the regulations in force at the time and the requirements of the attending surveyor:
A visual examination of the crane cargo gear and its associated structure, wires etc, for signs of fracture, wear, etc.
A load test of the gear, usually using static weights. The test weight will be S.W.L. plus 25% for cranes less than 20 metric tonnes S.W.L. For cranes with S.W.L. between 20 and 50 metric tonnes the test weight shall be the S.W.L. plus 5 metric tonnes. Cranes with S.W.L. greater than 50 metric tonnes will be subject to weight test of S.W.L. plus 10%.
In some cases the yard will insist on drawing the shafts and examining 25% of the working sheaves.
On completion of the examination, the Cargo Gear Register will be endorsed and entry stamped. This will always be countersigned and stamped by the appropriate class surveyor who attended the examination/test.
Where hooks, swivels, chains etc have been re-stamped, it must be ensured that:
Where a new test number is used, a new certificate bearing the new number is issued.
Where the existing marks are used, they must be re-stamped and the numbers verified.
On completion of the survey, the Cargo Gear Register must be properly endorsed on the page reserved for quadrennial surveys, and the marks on the relative crane cargo gear matches the certificates. To this end, it is the responsibility of the Chief Officer to ensure that these requirements are met.
8.12 CHAIN REGISTER The Chain Register is a legal document of similar standing to the official log book or oil record book and must be treated accordingly. It is a declaration on the ship's part that her cargo gear complies with the regulations.
The book must always be ready for inspection by surveyors who may wish to inspect it prior to taking the ship's gear into use and the Master shall be responsible for ensuring that this is always the case.
In the event of an accidence caused through failure of the ship's gear, it would almost certainly be called in evidence.
8.13 INSPECTIONS BY SHIP'S PERSONNEL
In addition to the above statutory inspections, tests and surveys, it is the Company's policy that the cargo gear is subject to more frequent inspections by a responsible member of the ship's staff, which, for the purpose of these inspections, is to be the Chief Officer for wires, shackles, hooks, swivels, ponder balls etc, and the Chief Engineer for the lifting machinery and plant. It is of paramount importance that the numbers on all shackles, hooks, chains etc be cleaned up and made legible. Any faults found during such inspections must be rectified and defective parts replaced. The period between these inspections must not exceed six months, and should be more frequent if deemed necessary. The inspecting Officers are to make a report on their findings and pass this to the Master who will keep them on file in his possession as a record of ship's staff crane inspections. The Master is responsible for ensuring that these inspections are carried out to his satisfaction and with the appropriate frequency.
8.14 LIFTING GEAR PLAN
It is an International requirement that the location of each piece of equipment used for lifting is indicated on a plan which must be available for inspection by a competent authority at any time. One copy is to be kept on the bulkhead of the ship's office and another working copy is to be maintained. It is the responsibility of the Chief Officer to ensure that these are kept up-to-date and are accurate. The plan must contain details of the location, safe working load and certificate numbers of each crane, grab, wire, hook and swivel on the vessel.
8.15 GRABS AND OTHER HANDLING EQUIPMENT
If the vessel is required to carry grabs or other cargo handling equipment on board, these are the responsibility of the Chief Engineer, who is to ensure that all repairs, maintenance and tests are carried out as appropriate to maintain the equipment in good working order. The Chief officer is responsible for ensuring that the equipment is kept clean and free of previous cargo residues, and that all markings, such as S.W.L. etc are clearly displayed. This type of equipment must be tested at intervals not exceeding three months whether it has recently been in use or not.
8.16 PRIOR TO ARRIVAL IN PORT
Topping up of deck cranes or removal of the jibs from their crutches prior to arrival in port is strictly prohibited.
8.17 CRANE CHECKS PRIOR TO USE
In addition to maintaining the cargo gear to the highest standards, the following items must be specifically checked on each occasion on which the vessel arrives from sea and when cargo is to be discharged or loaded.
Limits - The hoisting and luffing limits are to be tested and, if necessary, must be set in strict accordance with the manufacturers instructions.
Crane Oil Levels - Check the oil levels in all the relevant header tanks, servo tanks, etc.
Crane Floodlights - These must be tested, as are the interior lights in the driver's cabin and in the machinery space.
Crane Windows - These are to be washed clean and cracked or broken windows must be replaced, and the seals checked. Hinges and locking clamps are also to be checked that they are free.
Machinery Spaces - Must be kept clean, tidy and free from oil and water on the deck plates, and the drains must be proven clean and clear.
Cooling Fans - These must be tested and proven in good working order. All ventilator flaps/cowlings which require to be open during crane operation, together with associated locking devices are to be free.
Ladderways and Platforms - These must be inspected and kept clear of any oil, grease or water on the foot treads, and the handrails must be intact and safe.
Crane and Machinery Space Watertight Doors - Sealing rubbers to be intact and all hinges and closing handles must be oiled and kept free.
Chain, Hook and Ponder Ball - This assembly is to be kept painted with a highly visible or fluorescent paint, most commonly dayglow orange, and must be maintained in this condition. Ponder ball swivels are to be maintained free and must be marked with the safe working load of the rig. With continual slight movement taking place between the mating faces of the chain links, it is inevitable that some wear will occur, and these areas are to be periodically checked.
Oil Cooling Ducts and Grills - Make sure watertight access doors are open, and all trunking/cooling fins/grills are clear of residual cargo dust and obstructions.
Slip Rings - Electrician to megger test prior to operation.
Electric Cable Lead Pulleys - Must be checked and maintained free. Failure to maintain these in a free condition will result in the electric cable abrading/chaffing with consequent damage. Before commencement of cargo operations, the electric cable is to be manually pulled to check the free operation of the cable guide pulleys. If the guide pulleys do not move then they may be adjusted too tightly or may be seized, and steps must be taken to ensure free turning.
Electric Power Cable/Plug and Socket - Electrician carry out a megger test prior to them being connected. On taking off the watertight covers, any residual water/moisture must be completely dried out.
8.18 PROCEEDING TO SEA
It is mandatory that, on every occasion, and without exception, crane jibs are lowered into the jib crutches and secured before putting to sea. The electric plugs and sockets are to be covered against entry of water, and the electric cable is to be hove sufficiently tight to prevent chaffing when the vessel is working in a seaway. All crane windows, doors and ventilation hatches are to be closed and any portable guardrails and/or chains to be replaced. If your vessel carried grabs or other cargo handling equipment, they shall be well secured on every occasion before the vessel proceeds to sea. Under no circumstances should they be left unsecured, even during short coastwise sea passage.
8.19 CRANE REPORTS
A Crane Report (Form C10) is to be made at least quarterly. These are very important and have many uses, in particular they will highlight recurring crane faults and problems which may be easily remedied. They also detail running hours, amount of cargo handled by each crane and each crane wire, and are therefore useful in forecasting a failure by comparing the actual amount of usage with the expected life of a particular component, and so prevent down-time by taking preventative action before a failure occurs.
8.20 OPERATION OF LIFTING EQUIPMENT
No person is to be allowed to operate lifting equipment without adequate training and familiarisation with the operating instructions. No appliance is to be operated in a manner other than described in the operating instructions. Persons who are permitted to operate equipment or assist in the operation of lifting equipment are to be fully conversant with the appropriate sections of the CODE OF SAFE WORKING PRACTICES.
Lifting appliances must not be operated outside their design limits regarding safe working load, wire speed, list, trim or dynamic movement of the vessel. All these limitations are to be clearly marked on the appliance.
Controls are to be permanently and clearly marked with their function and operating directions and instructions. Where special instructions are applicable to securing and unsecuring of the equipment these shall be separately detailed in a clear manner. Controls must not be modified in any way from their original specification.
All fitted safety devices limit switches, cut-offs or pawls are to be kept in good working order and tested regularly. Safety devices must never be isolated or overridden.
Lifting appliances must always be attended when in the ‘on’ position. When work is completed the appliance is to be secured as applicable and the power turned off.
Personnel who are operating lifting equipment shall have no other duties and must have a clear view of the operation. Where this is not possible a trained signaller is to be used to give directional instructions to the operator. The signals used are to comply with these detailed in the CODE OF SAFE WORKING PRACTICES.
Personnel and signallers must not allow loads to pass over themselves.
8.20.1 Transfer by Personnel Basket
Under certain circumstances the use of personnel baskets lifted by the ship’s cranes presents less risk than the use of gangways or pilot ladders for access to the ship.
Transfer by personnel basket is only permitted subject to the following conditions:
That the local regulations in force permit the use of personnel transfer by basket. That the personnel basket has the appropriate certification.
That the crane has been load tested in the presence of classification or flag within 5 years and appropriate annual examinations have been carried out.
In addition, prior to arrival in any area where the use of baskets is probable, then the crane is to be thoroughly checked both mechanically and operationally by the Chief Engineer and the Chief Officer. This is to be verified by a log entry to the effect that this examination has been carried out.
That a risk assessment is carried out and that this method if transfer presents the option with the least risk.
That the operating procedure is documented including parameters such as weather etc.
That where the transfer is over water, lifejackets are worn by all personnel being transferred. That all personnel, including those being transferred, are briefed in the transfer procedure.
That transfer of the personnel is voluntary and at the discretion of the Master or Master’s dependant whether it is ship to ship or ship to shore transfer.
9.1 REFERENCE PUBLICATIONS
MARPOL 73/78
IMO Resolution A.774(18) – “Guidelines for Preventing the Introduction of Unwanted Aquatic Organisms and Pathogens from Ship’s Ballast Water and Sediment Discharged”
Guide to Port Entry
9.2 GENERAL
Different types of bulk cargoes require a wide variety of care and attention. This section does not attempt to cover individual cases but will cover general rules which apply to most cases. Individual cargo care information can be obtained from the publications referred to in this manual. In all cases, however, you are expected to obtain all available information concerning the cargo you are about to load, and if any doubt exists as to the requirements for the carriage of any commodity you must direct your queries to the relevant Management Office who are always on hand to assist you.
9.3 STABILITY/STRESS
Your priority must always be to ensure that the proposed cargo can be safely loaded, always ensuring that your vessel has adequate stability for all stages of the intended voyage This is particularly important for grain cargoes in the event of multiple port discharging, to ensure that grain moments are within acceptable limits when proceeding between ports with partially filled cargo compartments.
The distribution of the cargo must always be such that the vessel's stress or bending limits are never exceeded as defined by the builder's manual. Again you must ensure that this is the case for all stages of your intended voyage. The most critical times are during loading and discharging operations when it must be ensured that the shore installation personnel are adhering to the predetermined loading or discharging programme to ensure that stress and bending limits are not exceeded. Caution must also be exercised when loading or discharging in such a manner which requires any compartment to remain empty for any stage of the voyage, such as multiple port loading/discharging or carriage of heavy cargoes which require one or more of the vessel's holds to be empty. If there is any doubt that the vessel may be over stressed during loading or discharging, operations must be ceased immediately. Operations must not be recommenced until such time as the situation has been re-checked, and you are satisfied that operations can continue without danger to the vessel.
It is the Chief Officer's responsibility to carry out the necessary calculations to ascertain the vessel's stability and stress/bending moments. It is the responsibility of the Master to check and approve or amend these as he sees fit.
9.4 CARGO/HOLD CONDITION
It is the responsibility of the Master to ensure that the standard of cleanliness required in the cargo holds for the carriage of the proposed cargo is fully understood by the Officers involved in hold cleaning operations, and to ensure that the required standard has been achieved before presenting the vessel for loading.
The condition of the cargo itself must be noted, and if the Master suspects that the actual condition is not as described by the shippers/charterers or their agents, he is to instruct the Chief Officer to make comments on the mates receipts as appropriate, and to also ensure that these comments are copied into the Bills of Lading. If there is any objection to these actions, the Master must inform the relevant Management Office immediately. A P&I representative will be requested to attend on behalf of the Owners and the Master is requested to give him every assistance in documenting the proceedings. In many cases, a P&I representative will be requested to attend for the purpose of conducting a pre- shipment inspection of the cargo, the vessel being advised of this in advance. The need for a pre- shipment inspection will very much depend on the type of commodity involved and the decision to carry out such an inspection will usually be made by the Company although the Master may make a direct request to the appropriate P&I Club for a representative to attend in the case of great urgency. This will also apply to out-turn inspections at discharging ports. If the Master suspects that the condition of the cargo has changed during the voyage for whatever reason, he must inform the Managers immediately along with as much information as possible on the affected cargo and the reasons for the change of condition. The Company will then arrange an out-turn inspection by the appropriate P&I representative. Once again, the Master is requested to give every assistance in the documentation of the situation.
9.5 PRECAUTIONS
For the duration of the voyage, the cargo is to be monitored closely, this responsibility remaining with the Chief Officer who is to regularly report his findings to the Master.
The Master must ensure that all appropriate publications and sources have been consulted, and he is to satisfy himself that all available information is fully understood by all Officers with regard to the specific precautions to be taken during carriage of a particular commodity. He must also ensure that they are being observed and any abnormalities reported directly to him.
9.6 VENTILATION
Proper ventilation is extremely important for all cargoes, although the types of ventilation for different cargoes are widely varied, and you should be guided accordingly by the reference publications, with advice available from the Company on request.
It is the responsibility of the Master to ensure that entries are made correctly in the deck logbook concerning items which could affect the condition of cargo, and this will later assist the Owners in documenting their case in the event of a claim. For example, weather conditions during loading, discharging and during sea passages. In addition, cargo left standing on dockside during rain, wet or otherwise contaminated/damaged cargo being placed on board or rough handling by stevedores. The correct logbook entries are extremely important and you are to instruct the Deck Officers accordingly.
An appropriate starting point for those faced with decisions as to when to ventilate a particular cargo, is to consider what is the objective of any such ventilation. In this respect cargo type is important, and can be broadly classified into several basic categories.
For example:
Cargoes in bulk or in permeable packages which are liable to evolve toxic or otherwise hazardous gases.
Cargoes of fresh vegetables and fruit.
Cargoes in bulk or in permeable packages which do not possess the characteristics of those in categories 1 and 2 but which are liable to be damaged by wetting, or absorption of water vapour.
9.7 HAZARDOUS CARGOES
The objective of ventilating cargoes in category a) is to minimise the concentration of hazardous gases within the atmosphere of a ship's hold. Some of these cargoes - for instance certain types of ferrosilicon and coal - are listed in the IMDG code and/or in the IMO Code of Safe Practice for Solid Bulk Cargoes, with specific recommendations concerning ventilation.
It is, however, outside the scope of this brief article to discuss the appropriate ventilation regime for the various cargoes in this category. When readily available information on any particular cargo is lacking and doubts exist, specialist advice should be sought.
9.8 FRESH VEGETABLES AND FRUIT
The same applies to cargoes in this category where the different objective of ventilation is to remove heat and other products of active cargo metabolism and where aspects of stowage are importantly inter-related.
Attention will therefore be focused in this article on the appropriate ventilation regimes for the wide range of cargoes of radically different nature which fall into the above mentioned category c).
9.9 STANDARD BULK AND BAGGED CARGOES
These can be further sub-classified into the following broad categories:
cargoes which contain no inherent moisture such as unpackaged steel products. Some cargoes of very low moisture content which are in impermeable, and non-moisturecontaining (e.g. plastics) can also be conveniently placed in this category.
cargoes which contain very low levels of inherent moisture or alternatively no inherent moisture, but where the packaging (e.g. jute bags or fibreboard cartons) may naturally contain comparatively low levels of moisture. Examples are refined sugar in plastic-lined jute bags, and canned goods in fibreboard cartons.
cargoes in bulk or in permeable packages which contain appreciable amounts of inherent moisture. Examples are grains, cocoa beans etc and processed products derived therefrom such as flour, soya bean meal etc.
These three categories can conveniently be referred to respectively as zero, low and high moisture- content cargoes.
9.10 DISTINGUISHING SHIP'S AND CARGO SWEAT
In the context of ventilation there are two important phenomena to consider. These are commonly referred to as ship's sweat and cargo sweat.
Ship's sweat is the condensation on internal structures of a hold from the atmosphere within a hold.
Cargo sweat is the condensation of moisture from the external ventilating atmosphere directly on cargo surfaces; absorption of water vapour from the external atmosphere by absorption cargoes such as grain is essentially a similar phenomenon.
9.11 SHIP'S SWEAT
Ship's sweat can only occur when external temperatures result in internal metal surfaces of a hold becoming cooled to a temperature below, the so-called dewpoint of the atmosphere in association with a cargo within a hold.
The sole rationale behind ventilating any of the types of cargo under consideration, is in fact to prevent or minimise ship's sweat formation, when conditions are conducive to the occurrence of this phenomenon, and possible associated cargo damage.
However, the extent of potential ship's sweat formation and whether this will be sufficient to drip back onto a cargo depends on the amount of available moisture in the atmosphere within a hold, which in turn is related to the amount of moisture in the cargo being carried. Hence, decisions on if it is necessary to ventilate, depends on consideration of the specific nature of the cargo being carried.
9.12 CARGO SWEAT
Cargo sweat will occur when a hold contains cargo at a lower temperature than the dewpoint of the external atmosphere, and the hold is then inappropriately ventilated.
Any understanding of the basic logic of when and when not to apply ventilation to a particular cargo requires an appreciation of the meaning of dewpoint and relative humidity, and therefore brief reference to the definition of these terms, may be helpful.
9.13 DEWPOINT AND RELATIVE HUMIDITY DEFINED
A given volume of air at a particular temperature can hold a certain defined maximum amount of moisture in the form of water vapour. The higher the temperature of air, the greater the maximum amount of water vapour which a given volume can hold. When a volume of air at a certain temperature is said to have a relative humidity of, for example, 75%, this means that it is holding 75% of the maximum amount of water vapour, which it can hold at that particular temperature.
If the temperature of that air is progressively increased, its relative humidity will correspondingly decrease even though the absolute amount of water vapour which it is holding remains constant.
Conversely if the temperature of that air is progressively decreased its relative humidity will increase (but again with the absolute amount of moisture it is holding remaining constant), until a relative humidity of 100 per cent is attained. At that point the air is fully saturated with water vapour, and the precise temperature at which this situation occurs is the co-called dewpoint. Further progressive cooling of that air to temperatures below the dewpoint, will lead to deposition of progressively increasing amounts of liquid water from that air.
9.14 RISK OF SHIP'S SWEAT: CONSIDERING THE TYPE OF CARGO
In general, therefore, it will be apparent that the risk of ship's sweat formation exists only when cargoes which have been loaded in comparatively warm conditions are being carried through regions where external temperatures are cooler. If ventilation is not, or cannot then be applied, the extent of the ship's sweat formation will be dependent on the extent to which internal hold structures become cooled below the dewpoint of the atmosphere within the hold, the time period over which such circumstances prevail and, importantly, the amount of moisture available within the hold, which, as already mentioned, depends on the type of cargo being carried.
9.15 LOW INHERENT MOISTURE CONTENT CARGOES
For a hold loaded exclusively with cargoes containing no inherent moisture the only moisture available for condensation as ship's sweat will be the comparatively minute amount in the small mass of the volume of air within the hold. It is therefore highly unlikely that ship's sweat formation sufficient to drip back onto a cargo will ever occur under any voyage circumstances; the safest option for these types of cargoes is not to ventilate.
9.16 HIGH MOISTURE CONTENT CARGOES
Cargoes in the high moisture content category are usually hygroscopic - that is they can absorb or release moisture into their immediate surrounding atmosphere depending on the moisture content of the cargo and the concentration of moisture in the immediate surrounding atmosphere. Thus, the relative humidity and also the temperature of the atmosphere in a hold containing these cargoes is principally controlled by the moisture content and temperature of the cargo as loaded. (A proviso here is that these latter parameters are numerically suitably low for the cargo to be inherently stable, hence precluding the possibility of any significant self-heating in transit due to microbiological activity).
It will be appreciated that the substantial amounts of inherent moisture even in stable cargoes of this type provide an enormous "reservoir" of moisture for potential release into the associated atmosphere within a ship's hold. This applies to a much lesser extent to cargoes in the low moisture category where the risk of any substantial ship's sweat formation is therefore correspondingly much lower.
Usually, however, the same principles of ventilation apply to cargoes in the high and low moisture categories, although in the latter category there can be some exceptions.
These include some organic and inorganic fertilisers in bulk or in permeable packaging where, for special reasons which are outside the scope of discussion in this article, the normal criteria of ventilation may not apply and it may be appropriate to seek specialist advice.
9.17 MINIMISING THE RISK OF SHIP'S SWEAT
Apart from such exceptions, the underlying logic of the desirability of ventilating cargoes in the high and low moisture content categories only when external temperatures are lower than the temperature of the cargo, in order to minimise ship's sweat formation, is perhaps most easily understood by considering some of the basic physical parameters involved. In this respect it is important to bear in mind the point referred to earlier that the higher the temperature of a given volume of air, the greater is the maximum amount of water vapour which it can hold. Thus it is a fact that, for example, a defined volume of air at a temperature of 10°C and having a relative humidity of 99.9% contains appreciably less water vapour than an identical volume of air at 20°C and having a relative humidity of 70% despite the relative humidity of the former volume being substantially higher than the latter. It follows, therefore, that if a volume of air at 20°C and 70% relative humidity (which would have a dewpoint of about 14.5°C) in association with a cargo within the headspace of a ship's hold is displaced, by ventilation, by the same volume of external air at 10°C and 99.9% relatively humidity, the effect will be net removal of moisture from the hold. Hence there will be a decrease in the dewpoint of the headspace air within the hold and consequently prevention or minimisation of the risk of ship's sweat formation.
Furthermore, because the cooler air entering the hold will be warmed during its passage through the hold by the warmer cargo, its relative humidity will be decreased and it will have the capacity to absorb moisture from the cargo - thus, the same beneficial effect of net removal of moisture will be achieved by repetition of the basic cycle of displacement of this air by the cooler outside air of comparatively lower moisture content.
9.18 MAINTAINING ACCURATE RECORDS WHEN VENTILATION NOT POSSIBLE
The need to ventilate especially high moisture content cargoes (stowage and sea conditions permitting), whenever external temperatures are significantly lower than cargo temperatures - and then not only in daytime but importantly also at night - will be evident from the above example. If ventilation is then impossible because of prevailing sea condition, it is of utmost importance that all relevant aspects of weather and sea conditions are fully logged. The only other circumstances where surface ventilation, when desirable, may not be feasible is when stowage considerations in relation to the design of a ship's ventilation system preclude effective ventilation. For instance, for cargoes of grain and some allied products in bulk, it is essential for stability reasons that at least some holds are fully loaded to the tops of hatch coamings, which may render surface ventilation difficult or impossible.
In all other circumstances the text book rule concerning ventilation of the most hygroscopic cargoes containing significant amounts of moisture is to ventilate when the dewpoint of the external atmosphere is lower than the dewpoint of the atmosphere in association with a cargo within a ship's hold and, conversely, not to ventilate when the relative situation as regards external and internal atmosphere dewpoints is reversed.
In theory this rule is entirely correct, since dewpoints of different atmospheres have a directly proportional relationship, to the absolute amounts of moisture which they contain.
9.19 DEWPOINT: A 3°C RULE OF THUMB
It is, however, difficult to accurately measure dewpoints within the loaded holds. A more practicable and satisfactory rule of thumb if the average temperature of a cargo can be determined during loading is to apply ventilation during a voyage only if and when external air temperatures are 3°C or more below the loaded temperature of the cargo. This can be safely applied to all hygroscopic cargoes in the low moisture category (including some packaged low and zero-moisture content cargoes where it is essentially only the hygroscopic packaging which naturally contains any releasable moisture), when such cargoes are stowed singly in a particular hold. However, different rules may be applicable when, for example, mixed hygroscopic and non-hygroscopic cargoes are stowed in the same hold - appropriate recommendations concerning ventilation may then vary according to specific circumstances.
9.20 INSTABILITY OF STOW
When single hygroscopic cargoes in the high moisture category are being carried in a particular hold, and during routine inspections ship's sweat is noted on the undersides of access hatches when external air temperatures are similar to or higher than the loaded temperature of the cargo, this is an indication of instability and self-heating within the cargo. Continuous surface ventilation, if feasible, would then be appropriate in order to minimise ship's sweat formation, although ventilation will have no significant effect in controlling the self-heating itself.
9.21 THERMAL CAPACITY OF LARGE STOWS
Under no circumstances are any of the high, low and zero moisture content categories of cargoes under consideration to be ventilated when the external air temperature is similar to or higher than the loaded temperature of the cargo. Large stows of these cargoes generally have enormous thermal capacity.
Hence, only peripheral regions of stows will usually warm or cool significantly from the loaded temperature following changes in external temperatures during a voyage. The remaining interiors of stows change in temperature from their loaded temperature much more slowly or often remain at or very close to the loaded temperature throughout a voyage, regardless of changing external air temperatures.
9.22 VENTILATION: SUMMARY
If ventilation with air which is similar in temperature to or warmer than the loaded temperature of stable cargo is applied, at best it will serve no useful purpose; at worst there will be a risk of wetting damage due to condensation of moisture from the ventilating atmosphere (cargo sweat) on cold cargo surfaces possessing no or low moisture-absorptive capacity in the interiors of stows, or there will be a risk of undesirable absorption of moisture from the ventilating atmosphere by cargoes with substantial moisture-absorption properties.
9.23 STEEL CARGOES
Whenever the vessel is scheduled to load finished steel products (e.g. coils, slabs etc), the Master is to contact the office with regards to the appointment of a P&I surveyor.
The Master is to ensure that a pr-loading survey is carried out of the cargo by the P&I surveyor. This is done to establish the condition of the steel at the time of loading to ensure that the Owner’s position is protected in case there are any claims at the discharge port or after discharge.
Particular attention is to be paid to the following:
Ensure that hatch covers, packing, compression bars, ventilators, access hatches etc are all checked for watertight integrity. Tests carried out (e.g. hose or chalk) are to be recorded in the deck log book.
Silver nitrate tests are to be conducted at loading, especially on steel which appears rusty and/or wet or where there is any suspicion that the cargo may have been in contact with salt water. If this test is not done, then there is a risk that any test carried out later at the discharge port will be used against the ship for salt water contamination.
The Master/Chief Officer are to monitor the progress of the surveyor and will report any adverse finding back to the office.
Mate’s Receipts and Bills of Lading must be claused with remarks that accurately reflect the cargo’s condition, including any rusty appearance or positive result from a silver nitrate test. The surveyor may assist the Master in the clausing of these documents, however this does not release the Master of his responsibility. If the Master is in any doubt he is to contact the office for further guidance and advice
If the above precautions are carried out, this will assist the ship owner to reject any claims should they arise at a later stage. Accurate records greatly assist the Owner to defend claims and photography plays a vital role in supporting documentary evidence. Photographs are to be taken of any damage or rusting of the cargo at both the loading and discharge ports.
Seawater has a devastating effect on steel products. It is therefore essential that hatch covers and other openings are absolutely water-tight and that holds are cleaned in advance of loading with fresh water.
Good ventilation is also essential and a record of air and hold temperatures along with dew points are to be recorded as well as times of ventilation and by what method.
Finally, steel cargo can be potentially a dangerous cargo in relation to the ship’s structure with cargo shift and handling during loading and discharging operations. Also it is important that tank tops are not over-loaded in order to avoid the buckling and damage to plates. Should any mishandling or damage by stevedores be noted by ship’s staff then a note of protest is to be issued or a stevedore damage report as applicable. Extra securing points may be required to be welded to the hold. Where this is carried out it is important that the correct hotwork procedures are followed as well as the need to recoat the space (e.g. ballast tank) on the opposite side of where the securing point has been welded. The vessel must not proceed to sea until the Master is satisfied that the securing arrangements are suitable for the voyage.
10.1 CHARTER PARTY
A copy of the charter party applicable to your vessel will be put on board as soon as possible, either by the Managers, Owners, Charterers or their agents and you are requested to confirm receipt of this. If it is not immediately available, all the necessary information will be sent to you in brief by telex or telefax to enable you to commence your voyage. If you require clarification or advice on any aspect of the charter party you must contact the relevant Management Office. The Master is responsible for ensuring that the vessel performs as described in the charter party at all times. If there is any inability to comply with any requirements under the charter party, the Company will advise the Owners and enter into discussions with the charterers. Similarly, the Master must ensure that any instruction or requests from the charterers come within the requirements of the vessel, Master and crew as defined in the charter party, otherwise advice must be obtained from the Company before complying with such instructions or requests.
10.2 BILLS OF LADING
If charterers require cargo to be discharged at ports other than those stated on the Bills of Lading, or if they require cargo to be discharged without production of original Bills of Lading, you must inform the relevant Management Office immediately. The Company will obtain a Letter of Indemnity from the charterers and will instruct the Master on what action to take. Permission to change destination to discharge port other than that stated on the Bills of Lading and permission to discharge cargo without production of original Bills of Lading can only come from Owners or Managers. The Master must not accept any Letters of Indemnity, Letters of Credit or Letters of Guarantee; these will only be accepted by the Owners or Managers and you will be advised accordingly.
11.1 REFERENCE PUBLICATIONS
11.2 COMPANY FORMS / REFERENCE PUBLICATIONS
DRY 01 Pre Arrival and Loading Checklist
DRY 02 Loading Operation Checklist
DRY 03 Completion of Loading Checklist
DRY 04 Pre Arrival and Discharge Checklist
DRY 05 Discharge Operation Checklist
DRY 06 Completion of Discharge Checklist
DRY 07 Container Vessel Supplementary Checklist International Convention for Safe Containers (CSC)
Code of Safe Practice for Cargo Stowage and Securing IMO Dangerous Goods Code
11.3 STABILITY
The Master is to be satisfied that the vessel has sufficient stability and remains within the bending moment limitations for all stages of the voyage including during all phases of the loading and discharging operation.
11.4 STABILITY CALCULATIONS
Stability calculations to obtain the GM and bending moments must be made for all sailing and arrival conditions and also for the worst possible condition to be experienced during the passage. The GM (fluid) must always be above the IMO minimum GM for that condition and the bending moments within the required limits.
11.5 DEPARTURE / ARRIVAL GM
The Departure GM (fluid) and the estimated GM (fluid) for arrival must be included in the vessel departure report from each port.
11.6 STABILITY MONITORING
Stability monitoring is to be carried out throughout cargo operations to ensure that the stability criteria and bending moment limitations are always met.
11.7 TRIMMING TANKS FREE SURFACE
The free surface effect of trimming tanks and other ballast tanks in use must be taken into consideration when planning the loading/discharging operations.
11.8 BRIDGE COPY OF STABILITY CALCULATION
A copy of the stability calculations must be posted on the bridge and all deck and officers made aware of the stability situation.
11.9 DEPARTURE STABILITY
A copy of the departure stability condition for each port is to be filed onboard. The Ship Management Team may request a copy to be forwarded to the Office.
11.10 EFFECT OF STRONG WINDS
Masters and officers must bear in mind the effects of strong winds and/or ice accretion on highsided vessels, especially with three or four tiers of containers on deck.
11.12 OFFICER OF THE WATCH (OOW)
The Officer of the Watch is to be in attendance at all times when the vessel is working cargo and must take an active role in all the cargo operations. He is to pay close attention to the safe stowage of all containers as per the Chief Officer's instructions. At the change of each watch, all relevant information must be handed over to the new OOW and if he is in any doubt whatsoever the Chief Officer should be contacted. Use is to be made of the walkie-talkies to maintain contact between the deck rating, the OOW and the Chief Officer. The OOW is to ensure that the proper lifting equipment is being used by the Stevedores.
11.13 STACK WEIGHT LIMITATION
The Master must ensure that all Deck Officers are aware of the stack weight limitations for tank top, hatch covers and deck loading. Constant monitoring of the loading must be made to prevent these weight limitations being exceeded.
11.14 LAYERING OF CONTAINERS BY WEIGHT Whenever possible and especially with deck containers, all efforts are to be made to layer the containers with the heaviest ones on the lower tiers. This assists in stability and reduces the strain on lashings.
11.15 SPECIALISED CONTAINERS
The Chief Officer must ensure that all Deck Officers are aware of any specialised containers due to be worked, such as reefers, vents, overheights, overwides, flats etc and their special requirements.
In the case of reefer containers, the Master is to ensure that he receives written carrying instructions for the cargo. He is also responsible for ensuring that all officers are fully aware of these instructions and the ability of the vessel’s equipment to meet the carrying requirements. The carrying instructions will include all requirements such as temperatures to be maintained and any ventilation required. The temperature recording chart on the reefer container is to be sighted to ensure it is in working condition and regularly monitored during passage. Other reefer container equipment including plugs and plug sockets must also be maintained in good working order.
11.16 HAZARDOUS CONTAINERS
The OOW must be made aware of any hazardous containers to be loaded, the stowage and segregation required. All hazardous containers must be checked against the hazardous cargo manifest and that the correct labels are displayed. Any deficiencies in labels must be corrected immediately. The Officer of the Watch must ensure that all special requirements, such as firehoses rigged, etc, are being observed.
11.17 DANGERS TO PERSONNEL
All personnel and particularly new personnel, visitors, superintendents and passengers must be made aware of the dangers of passing under containers and moving in the cargo working areas. The dangers from lashing equipment being released or removed are to be stressed. Attention to the relevant sections of the Code of Safe Working Practices for Merchant Seamen.
11.18 HAZARD-FREE WALKWAYS The OOW should ensure that the deck side walkways are kept free from oil, grease and lashing equipment and maintained clear of these hazards.
11.19 HATCH COVER REMOVAL/REPLACING
An efficient watch must be maintained whenever hatch covers are being removed or replaced. A responsible member of the ship's staff must check that all hatch securing cleats are released before any cover is removed and that any hatch cover is properly secured with all the cleats before containers are loaded on it. All hatchways must be checked before any cover is replaced to ensure the hatch trackway is free from lashing equipment.
11.20 MONITORING OF STEVEDORING OPERATION FOR DAMAGE
Constant monitoring of the stevedore operations must be maintained and any damage dealt with.
11.21 PROJECTIONS ON THE VESSEL
The Master and Officers should be well aware of any projections on their vessel which may come into contact with gantries being moved during cargo operations. Care must be taken to keep the vessel upright so that a list does not increase the risk of contact. Close attention must be paid to the gangway or accommodation ladder to prevent damage by moving gantries.
11.22 CONTAINER STOWAGE (DOORS AFT)
Containers are whenever possible to be stowed with the doors aft. However, with high value cargoes consideration is to be given to door-to-door stowage if this prevents access.
11.23 CONTAINER STOWAGE (OPEN TOPS) Whenever possible open top containers on deck are to be stowed in such a position that for all sea passages a standard container is stowed on top of them. If this is not possible, due to overheights etc, consideration is to be given to stowing them with the maximum shelter and all tarpaulin lashings checked and tightened.
11.24 EMPTY CONTAINERS
11.24.1 Use of Wire Slings
Wire slings may be used for lifting of empty containers only.
11.24.2 Stowaways in empty containers
Personnel must always be aware of the use of empty containers by stowaways. Every effort is to be made to ensure all empty containers are checked and sealed prior to loading. The details of action taken to prevent stowaways boarding in empty containers must be recorded in the official log book.
11.24.3 Damaged Empties
Whenever damaged empty containers are to be loaded, care must be taken to ensure that the damage details are agreed with the Stevedore, Charterers Agent and recorded on the Bills of Lading.
11.25 CONTAINER SECURING
On cellular container vessels, containers are put down cell guides and landed one on top of the other. No further securing is generally required. Similar cells may also exist on deck but containers stacked on top of each other without the benefit of cell guides must be secured one to the other with twist locks and/or a combination of locating cones, bridging pieces, lashing rod, wires and turnbuckles. A securing manual will be available onboard which must be followed to ensure correct lashing and securing of the container cargo. An inventory is to be maintained onboard of all lashing equipment and stocks replaced without delay in cases of loss or damage.
On non-cellular ships other arrangements will be required. At all times the requirements of the Cargo Securing Manual are to be complied with.
It is incumbent on the Master to ensure that steps are taken to have all cargo properly secured before the vessel proceeds to sea, every time.
11.26 CONTAINER DAMAGE
11.26.1 Stevedore Damage
It is essential that, during all cargo operations, a careful watch is kept for any damage caused to the vessel, her equipment or to containers. Notice of any damage must be immediately brought to the attention of the Stevedore's representative, the Port Captain/Supercargo and Charterers Agent. Damage reports must be completed in all cases giving the full and comprehensive details of damage caused.
The Stevedores representative is to sign all damage reports and be given a copy. Refusal by the Stevedores to sign must be stated on the report and they are to be given a copy.
These damage reports must be copied to Stevedoring Company, Charterers Agent, Charterers and Managers.
The Charterers must be informed by telex of any such Stevedore damage.
11.26.2 Cargo Damage on Passage
In the case of suspected or actual damage to cargo whilst on passage, remedial action must be taken immediately and noted in the deck log book. The Charterers and the Managers must be advised of the damage and the Master is to note protest on arrival at the next port.
11.26.3 Cargo Damage Observed in Port Whenever containers/cargo are found to be damaged in the port, the Master must immediately inform the Port Captain, Charterers Agent, the Charterers and the Managers and note protest.
11.26.4 Damaged Containers Presented for Shipment
An efficient deck watch must be maintained, and any damaged containers presented for shipment brought to the charterers Agent's attention.
11.26.5 Broken Customs Seals
In the event of broken seals being discovered on containers:
On being presented for shipment the Port Captain and Charterers Agent must be informed immediately;
At sea the container must be resealed and the details noted in the official log book; In the stow port, the Charterers agent must be informed.
In all cases of broken seals being discovered, the Master must inform the Charterers and the Company giving full details including new seal numbers, if fitted.
11.27 CONTAINER SPREADERS
11.27.1 Use of Spreaders
Container spreaders are always to be used for lifting full, or loaded containers. The use of wire slings must not be used to lift loaded containers as this places excessive stress on the container.
11.27.2 SWL of Spreaders
All portable spreaders must have their SWL, and weight clearly marked and must have a valid test certificate.
11.27.3 Inspection before use
Before any portable spreader is taken into use it must be inspected and approved by a responsible Officer.
11.27.4 Container's Gross Weight
The gross weight of the container must never exceed the SWL of the spreader.
11.27.5 Spreader Weight
The weight of the spreader, and the gross weight of the container must both be taken into account when calculating the SWL of the derrick or crane.
11.27.6 Damaged Spreaders
Damaged or substandard spreaders must never be used.
If the vessel's own portable spreader is damaged, it must be clearly marked as not for use and the relevant Management Office informed that repairs and retesting are required.
11.27.7 Landing of Spreaders
Container spreaders can suffer damage if landed on their lifting lugs.
Spreaders are to be landed with the lifting lugs either in the sockets of a container, or in the deck sockets. If this is not possible, they must be landed across timber bearers that keep the lifting lugs above the deck.
The ships draft and load line marking are safety critical. They are there to ensure the ship is safely loaded and it can be verified that she is in a fit condition to proceed to sea.
The marks are permanently welded on, and must be painted in white. They must be clearly visible at all times, and inspected by the Master at least quarterly.
There are conditions alongside where the markings can be damaged, by other vessels or barges coming alongside, or by the wharf. Therefore, when taking the drafts during and after cargo operations, the Chief Officer (and any duty officers) must check the condition of these marks and if necessary arrange for them to be repainted without delay, preferably before departure or on the voyage.
If for any reason it is not possible to repaint damaged marks, the Company is to be informed immediately. The Company will then advise the ships Flag State of the situation and seek approval to proceed for the shortest possible time until the marks can be properly painted.
| DATE | DETAILS |
|---|---|
| 21.01.2024 | Section 12 Draft and Load Lines added. This section includes a requirement to ensure that draft and load line marks are clearly visible and maintained. |