Describe the preparations to be made prior to loading cargoes
Hold Cleaning
Following the discharge of any bulk cargo after a voyage, the holds are to be properly swept before any water washing takes place. This process avoids any prior residue building up and also avoids any contamination, which includes cleaning the hatch coamings, drains and frames.
After the sweeping and sea-water hold washing, the surfaces must then be washed with fresh-water . The reason this is carried out is to rid the hold of salt deposits which may rust the steelwork and fittings and ultimately ruin any cargo.
Drying time
After the water washing, the hold must be dried thoroughly before the introduction of any bulk cargo. To speed-up this drying time, the ships own ventilation system should be used.
Fumigation of holds
In relation to the carriage of grain, the holds may need to be fumigated to kill any insect/pest problem that may have been present.
Hold inspection
Finally, to ensure the hold preparation process is to a satisfactory standard, the Chief Officer will inspect the holds before loading.
Hold Integrity Testing
It’s important to ensure the weathertight integrity of hatch-covers to avoid leakages enroute, which could potentially destroy cargoes. Testing methods as below :
Chalk Testing
The hatch cover runs are initially chalked before the hatches are closed and then reopened. The compressed rubber seals are then checked to ensure the chalk mark is present, which should run continuously but any gaps in the chalk marking indicates a weakness of compression.
Hose Testing
Apply a powerful jet of water around a closed hatch cover joint. Afterwards, it can be seen if any water ingress took place, noting the location, as this indicates the area of weakness.
Ultrasonic testing
The test involves placing an electronic signal generator inside a closed cargo hold. A sensor is then passed around the outside of the closed hold cover. Readings taken by the sensor indicate points of low compression or potential points of leakage. Ultrasonic testing is the most accurate method.
6.2 Describe the equipment used for loading and discharging cargoes
The loading and discharging operations of bulk materials like coal, Iron ore, grains and cement are almost completely mechanised.
Discharge is by grabs or suction pipes, and loading is via a conveyor belt.
As a result of the mechanisation and automation of the loading and discharging process, bulk cargo handling requires a minimal workforce to load/discharge vessels.
Below are some equipment used:
• Hoppers:
This is a funnel-shaped container used to collect materials such as grain or coal, to be stored in readiness for dispensation. A door/hatch is located in the floor through which materials are unloaded.
• Grab:
A hydraulic or motorized lifting device used to pick up, transport and dump loads of bulk materials, enabling it to be stacked.
• Cranes:
A machine which is generally equipped with a hoist, wire ropes or chains, that can be used both to lift/lower materials and move them horizontally. It is mainly used for lifting and transporting objects.
• Suction pipe – unloader:
A pipe or tubing collects and transfers heavy material on land, through the process of exerting a force upon the bulk material by reason of reduced air pressure (compressor) over part of its surface consequently under suction. It’s also used for handling commodities such as grains.
• Terminal Conveyor belt – loading
Equipment used to transport industrial and agricultural materials, such as grain, coal, ores, fines, and lumps material. Conveyor belt systems generate less dust. The dust may damage ship’s machinery as well as the health of personnel.
6.3 Describe the procedures to follow when loading and discharging cargoes
Cleanliness and dryness
For loading and stowage, all spaces to be loaded with grain must be thoroughly cleaned and dry, free of odour, gas or fumes to be fit to receive grain cargo.
In particular:
• The holds and compartments, including the hatch covers coaming, deck beams, frame knees, brackets and pipe casings shall be free of all residues of previous cargoes which could contaminate the grain.
• Fumigation should be carried out if necessary to avoid any cargo contamination by insects.
Grain Tightness
When loading grain, all tank-top and fuel tank covers should be grain tight .
‘Tween deck and other scuppers must be covered with a permeable material in such a manner as to prevent the entry of grain but to permit the entry of any drainage water.
During Loading
The ship structure, including ladder rails, stanchions, rungs and pipe protection fittings, can become damaged during loading. Any such damage should be noted and repaired on a continuing basis so that steel fittings such as lighting, ladders, tank tops, brackets torn from the ship’s structure by grabs or bulldozers do not contribute to cargo contamination. This can also result in damage claims to shoreside loading/discharging and conveyor machinery and equipment.
General Segregation & Stowage
The cargo must be spaced evenly within the hold, in order to ensure the stability of the vessel remains positive with the center of gravity in an efficient position as to produce a positive metacentric height.
Safety whilst loading/discharging
When loading/discharging, the hold should be free from personnel as a safety precaution, in case any cargo detaches from the lifting plant and impacts the personnel, perhaps fatally.
6.4 Describe the procedures for securing cargoes once loaded
When bulk cargo (or any cargo) is not properly secured, then there is a chance that the adverse sea-state and high winds can have a negative effect on the security and position of the cargo, meaning that the cargo or ships structure can become damaged. Ultimately, a lack of proper securing methods & techniques puts life, the ship and environment in danger.
To avoid getting into situations like these the responsible personnel on board should be competent enough to plan and uphold safe carriage of the cargo at all times. This is done by proper planning of cargo lashing and securing.
Basic Reasons of Loss or Damage to the Cargo
1. Poor weather conditions and inadequate knowledge of the consequences of these conditions on the cargo
2. Lack of proper knowledge and training of the correct procedures for securing
3. Due to limited turn-around duration, there is insufficient time and workforce to carry out the required securing tasks prior to departure.
Points to remember while securing cargo
When securing the cargo within the hold, the strongest allocated lashing points should be used on the ships structure, ensuring the lashings are as taut as possible, thus reducing the probability of any movement during the passage. On this note, these lashings must be able to be maintained and tensioned enroute, in the event that adverse weather is encountered.
If poor weather is encountered, the lashings must also have the strength to stop the loads from shifting as the ship rolls through 30 degrees. Again, to avoid this, the method of securing should be correctly positioned and re-checked continuously. Furthermore, any broken stowage areas should be filled with rubber tires, dunnage/pallets or bagged grain (if the cargo is loose grain).
6.5 Describe the documentation required for the carriage of cargoes
Pre & Post-Loading Documentation
If a client would like to send a specific cargo on a voyage from A to B, a ‘Shipping Note’ for the cargo is completed by the client and sent to the shipping company or its agent. After a booking list of all the cargoes for the shipment is compiled, it is sent to the vessel so that the chief officer can plan the stowage and arrange the safest loading plan .
Once the cargo is finally delivered to the vessel, a receipt is to be attained by the client. When the cargo is loaded onto the ship, this is called a ‘Mate’s Receipt’. The purpose of this receipt is to confirm that the cargo has been loaded and stowed properly within the hold.
A duplicate of the ‘Mates Receipt’ is returned to the shipping company/agent, so that a ‘Bill of Lading’ can be issued to the client . The purpose of the Bill of Lading is to confirm that the cargo is in good condition based on the remarks on the mate’s receipt. From there, an invoice is created and given to the client before being settled with the shipping company.
There are two important documents that are required before loading packaged dangerous goods onto the vessel, which are:
• Document of Compliance
o Informing that the ship has been suitably constructed to carry dangerous goods.
• Dangerous Goods Declaration
o Information that the specified dangerous good cargos have been identified, packaged, labelled and classified correctly.
It should be noted that for bulk grain cargoes, the vessel must carry the Grain Code as per regulation.
Officers should satisfy themselves that the conditions of the cargo agree with the description of the goods in the accompanying documents given to the vessel. This also ensures that the cargo manifest, mate’s receipt and bill of lading is correct .
6.6 Describe the procedures for the safe carriage of dangerous goods
The primary purpose of the IMDG Code is to enhance the safe transportation of dangerous goods, whilst assisting and enabling the free movement of these dangerous materials.
The code itself contains information relating to the dangerous cargos which can be carried, which includes gaseous, liquid and solid substances. Additionally, radioactive, flammable and explosive materials are included along with the suggested methods of packing amongst other product details.
Shipping Dangerous Cargo
This is why in order to avoid complications and problems while categorising the aspect and level of danger, there is a set of classification of the dangerous goods. There are nine categories in which the dangerous goods are classified:
• Classification I
o Explosives.
• Classification II
o Gases
• Classification III
o Liquids
• Classification IV
o Solids
• Classification V
o Oxidisation substances
• Classification VI
o Toxic substances
• Classification VII
o Radioactive materials
• Classification VIII
o Corrosive materials
• Classification IX
o Miscellaneous dangerous goods
The IMDG code consists of two volumes and the IMDG code supplement.
Volume 1
• Part 1 – Definitions and Provisions
• Part 2 – Classifications
• Part 4 – Packing & tank provisions
• Part 5 – Procedures for consignment
• Part 6 – Testing & construction of dispensers, receptacles containing gas and fuel cartridges
• Part 7 – Transportation operation requirements
Volume 2
• Part 3 – Special provisions, Dangerous goods list and exceptions
• Appendix A List of generic and N.O.S. (not other wise specified) proper shipping names
• Appendix B Glossary
The IMDG code supplement
• Emergency response procedures for ships carrying dangerous goods
• Medical first aid guide
• Reporting procedures
• IMO/ILO/ECE guidelines for packing cargo transport units .
6.7 Describe the procedures to be followed to ensure protection of the marine environment
The ships Environment Policy aims to eliminate the possibility of pollution at the source by ensuring that high standards of crew training and awareness are maintained, and that all relevant legislation and conventions are followed, such as with MARPOL for the use of Oil Filtering Equipment in machinery spaces.
Environmental Protection during Bunkering Operations
When Bunkering operations are carried out, the Chief Engineer enhances monitoring capability for the prevention of marine pollution including an increase in watchmen on deck, to monitor the sea surface for oil leakages.
Should any abnormality be felt or reported, the Chief Engineer shall stop the oil transfer immediately, investigate the possible causes, and shall not restart the oil transfer again until the causes have been removed completely.
If oil is actually observed and confirmed on the water around the vessel, and is originating from the vessel itself, the following procedure is carried out .
Ships Operation – Oil Pollution Accident Handling Check List
(1) Notifying Everybody on Board:
Notifying the Master immediately
Making a station announcement for Oil Spillage Decontamination action.
(2) Measures to Prevent Oil Overboard Discharge:
Confirming complete closure of scuppers.
Use of materials for oil removal (oil absorbent pads, sawdust, etc.)
(4) Confirming Conditions at the Scene:
The source of oil spill and damage
Type and quantity of oil outflow.
The direction, speed and extent of the oil that has flowed outboard.
(5) Control the Discharge of Oil:
Carry out according to the “Shipboard Oil Pollution Emergency Plan,”
(6) Preparation of Necessary Documents
(7) Recording
Record in a time series.
Take pictures of the process of oil removal
The direction, speed, extent and quantity of the oil that has flowed outboard.
Actions taken for oil removal and materials used for removal and their quantity.
6.8 Describe the general duties of the OOW performing a deck cargo watch
The OOW must have good situational awareness whilst assuming the watch during cargo operations. He/she must have solid knowledge of the status of the vessel in terms of cargo progress, ballast condition and manpower levels amongst many other factors, to include:
– Relevant local and IMO rules, regulations and laws must be observed at all times when moored at a facility. The OOW shall ensure that all lights, shapes and flags are displayed in accordance with COLREGS.
– The OOW must observe the weather and report any changes to the Master.
– Efficient Gangway watch where no-one embarks or disembarks the vessel without providing ID details to the gangway watchman.
Additionally, the OOW must ensure that patrols are carried out in accordance with the vessels ship security plan and fire-patrol plan. All restricted areas must remain secured or manned as shoreside personnel are used in cargo operations.
– Ensure a good line of communication is established between those involved in the operation, on a pre-specified radio channel.
– The OOW and ratings shall periodically monitor the water surrounding the vessel for pollution, especially during de-ballasting and oil transfer operations.
– While alongside, the OOW shall periodically check gangway and moorings, and take any action necessary to ensure the continued safe mooring of the vessel, considering local changes in weather and tide. Additionally, changes in draft due to cargo transfer operations, ballast operations or bunker fuel transfer operations must be taken into account. The vessel must always provide safe access that is well illuminated and has a gangway net.
– OOW must keep the vessel in a stable and positive condition at all times during the operation. This will include the use of ballast tanks and heeling tanks to fix the list and trim of the vessel.
– OOW to ensure that deck scuppers remain plugged at all times.
– Ultimately, the OOW must ensure the continued safety of the crew and vessel during the operation.