international maritime organization e...carriers (blu code). attention should be drawn to the...

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For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

INTERNATIONAL MARITIME ORGANIZATION

IMO

E

SUB-COMMITTEE ON DANGEROUS GOODS, SOLID CARGOES AND CONTAINERS 7th session Agenda item 9

DSC 7/9/1 21 June 2002 Original: ENGLISH

DEVELOPMENT OF A MANUAL ON LOADING AND UNLOADING OF SOLID BULK

CARGOES FOR TERMINAL REPRESENTATIVES

Report of the Correspondence Group

Submitted by the United States as the co-ordinator of the Correspondence Group

SUMMARY Executive summary:

This document provides an initial draft of a Manual on loading and unloading of solid bulk cargoes for terminal representatives as prepared by an intersessional correspondence group established during the 29th session of the Facilitation Committee

Action to be taken:

Paragraph 4

Related documents:

FAL 27/19, FAL 28/19, FAL 29/12, FAL 29/18, FAL 30/12, MSC 72/23, MSC 73/21 and DSC 6/10

Background

1 The Ship/Port Interface (SPI) Working Group, meeting in conjunction with the twenty-ninth session of the Facilitation Committee, considered the outline of a Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal Representatives prepared by DSC 6. The SPI Working Group (FAL 30/12, paragraph 3.2) identified a number of points for consideration by DSC 7 when developing the manual. 2 In order to assist DSC 7, certain members of the SPI Working Group at FAL 29 volunteered to provide text on the proposed outline by way of correspondence and the United States agreed to act as coordinator (FAL 30/12, paragraph 3.4). The initial draft manual is attached as an annex. It should be noted that the draft is not considered a complete first draft but rather a compilation of the text prepared by volunteers who contributed text for separate sections. No attempt was made to reach a consensus on the overall text within the correspondence group. In addition, some sections, yet to be developed, remain in outline form.

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3 Member Governments and non-governmental organizations that provided input to this work included:

GERMANY GREECE THE NETHERLANDS INTERNATIONAL ASSOCIATION OF PORTS AND HARBORS (IAPH) INTERNATIONAL BULK TERMINALS ASSOCIATION (IBTA) INTERNATIONAL FEDERATION OF SHIPMASTERS' ASSOCIATIONS (IFSMA)

Action requested of the Sub-Committee 4 The Sub-Committee is invited to consider the annexed first draft of the manual in its work under this agenda item.

***

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ANNEX

MANUAL ON LOADING AND UNLOADING OF SOLID BULK CARGOES FOR TERMINAL REPRESENTATIVES

1 INTRODUCTION The purpose of this manual is primarily to provide added guidance to terminal representatives and assist them in their understanding of their duties and responsibilities contained in the codes and recommendations applicable to the loading and unloading of ships transporting solid bulk cargoes. It will also serve to enhance the understanding of vessel representatives and other parties involved in terminal operations involving the handling of solid bulk cargoes. 2 BACKGROUND 2.1 This paragraph will describe the developments leading up to this manual including: Loss of ships carrying solid bulk cargoes, sometimes without trace, with heavy loss of life; accidents due to improper loading and unloading of bulk carriers may have been a contributory cause; cargo shifting and loss of stability, failure of machinery, structural failure and cargo shifting as contributory causes to sudden losses; adoption of safe loading and unloading practices to prevent such accidents occurring; Establishment of the BLU Code. 2.2 This paragraph will address Contributory factors to structural failure in further detail: Improper planning and execution of loading and unloading and ballasting including the sequence, quantity and rate of pours and distribution of the cargo; corrosive and heavy cargoes; buckling; corrosion and wastage; fatigue cracking; damage caused by drops of heavy loads during loading; local damage in the holds caused by equipment during discharge. 2.3 This paragraph will elaborate on Environmental considerations addressing: Spillage, spillage avoidance, cargo residue, spillage and residue clean up. 3 DEFINITIONS 3.1 General: The definitions should follow those given in the Code of Safe Practice for Solid Bulk Cargoes (BC Code) and the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code). Attention should be drawn to the definition of a bulk carrier in SOLAS Chapter IX, regulation 1.6 and the applicability of the Codes in general to ships carrying solid bulk cargoes.

.1 Basic ship concepts: Dimensions; draught; air draught; angle of heel and stability; hogging, sagging and twisting; hull stresses; deadweight; loadline marks; trimming the ship; bulk carrier; combination carriers (OBO or O/O).

.2 Solid bulk cargoes: Solid bulk cargo; angle of repose; cargoes which may liquefy;

concentrates; moisture content; moisture migration; flow moisture point; flow state; transportable moisture limit; cargo space; representative test sample; stowage factor; bulk density; conveyor system; hot work; list indication lights; pour; trimming cargo (loading); trimming cargo (unloading).

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.3 Interested Parties: Master; ship owner; ship manager; ship�s agent; shipper;

forwarder; stevedore; harbour authority; harbour master; terminal management; terminal representative; maritime safety authorities; dock safety authorities; cargo superintendent; marine surveyors.

4 ROLES AND RESPONSIBILITIES

4.1 Terminal

< NOTE: ALL REFERENCES TO �SECTION XX� OR �APPENDIX XX� IN 4.1--TERMINAL REFER TO THE BLU CODE >

.1 general functions of terminal management, terminal representative. SECTION 4 (4.1.2) (4.2.2) / SECTION 5 (5.3.1) / SECTION 6 (6.3.1) .2 information between terminal and ship prior to arrival/cargo

operation/departure, including depths of the water, tide, currents, weather conditions and special regulations, suitability and safety of berth.

SECTION 3 (3.3) / APPENDIX 1 (Recommended contents of port & terminal information books). All ports are unique. The availability of comprehensive and accurate port/terminal handbooks cannot be overemphasised. Such handbooks are seen as a pre-requisite to ISO accreditation.

.3 preparation for cargo operations. SECTION 4 (4.1.2) (4.2.1) (4.2.2) (4.3) .4 ensure safe mooring of the ship, supervision of mooring. No mention about the liabilities in ship�s mooring. We understood that the

Terminal Operator should ensure only the safety of the berth alongside his installation; clear from obstructions and providing mooring arrangements, adequate fenders and safe access to the pier. The Pilot and the Master should be responsible at all times for the vessel�s mooring.

.5 safe access to the ship. Accommodation ladders should be fitted clear from the cranes� area of influence;

(for example, aft part of the vessel/accommodation area). Ladders should be designed to ensure safe and easy access to the holds and to reduce the retention of cargo, especially non-free flowing material. They should be fitted clear of the reach-area of the grabs to reduce collision damage risk.

Ladder platforms should be installed at regular intervals. Lighting should be adequate and supplemented where necessary. Deck cleanliness should be maintained at all times to prevent slip because of oil,

fuel or cargo spillage. .6 agree and comply with loading/discharging plans; sequence of

loading/discharge. SECTION 4 (4.1.1) (4.1.2) (4.2.1) (4.2.2) (4.3)

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.7 control of cargo operation; loading/discharging rates; supervision of cargo operation.

SECTION 5 (5.1) (5.3) for loading and SECTION 6 (6.1) (6.3) for unloading. .8 capacity of cargo handling equipment. No guidelines about that. The BLU Code requires only that the terminal should

give the ship information about �characteristics of the loading or unloading equipment, including the terminal�s nominal loading or unloading rate and the number of loading or unloading heads used�. SECTION 3 (3.3.1.2).

.9 cargo documents. N/A .10 emergency procedures (personnel and mechanical): readiness of the terminal

in case of emergency � enough personnel, equipment, frequent controls. No guidelines about that. A quality system based on international conventions and

national codes and legislation should be implemented. Audits and exams should be carried out to verify that the terminal maintains the standard required by the appropriate national and audit bodies

.11 agree and comply with deviation from loading/discharging plans. SECTION 4 (4.3.2) .12 certification and maintenance of shore facilities and emergency equipment. The BLU Code establishes that �terminal equipment should be properly certified

and maintained in accordance with the relevant national regulations and or standards, and only operated by duly qualified and, if appropriate, certificated personnel�. SECTION 2 (2.3.2).

.13 co-operation between and co-ordination of terminal personnel. .14 competence, training and ability of personnel. Paragraphs 13 and 14 are linked. A guide of procedures should be established in

the terminal. That guide should contain clear and easy instructions and guidelines. Periodical training drills should be performed to keep the standard of the terminal personnel.

.15 environmental protection, removal of cargo residues, avoidance of noise and

dust. See ICHCA Safety Panel Briefing Pamphlet No. 13, pages 15 to 21. .16 stockpiling of cargo. It is supposed that each terminal has its own procedures about the most efficient

and appropriate way to stockpile cargo. .17 protection of the terminal against unauthorized access. Access to the installation should be restricted to authorized persons only; this

especially to avoid personal injuries and/or damage to the installation resources.


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4.2 Ships 4.2.1 General functions of master and ship personnel

4.2.1.1 International regulations (SOLAS Vl/7) stipulate that:

.1 before a solid bulk cargo is loaded or unloaded, the master and the terminal

representative must agree on a loading/unloading and a ballasting/deballasting plan. This plan must ensure that the permissible forces and moments on the ship are not exceeded during the cargo operation and include the sequence, quantity and rate of loading or unloading, taking into consideration the speed of loading or unloading, the number of pours and the deballasting or ballasting capability of the ship. The plan, and any amendments to it, must be lodged with the appropriate authority of the port State;

.2 the master and terminal representative must ensure that loading and unloading

operations are undertaken in accordance with the agreed plan; .3 if, during loading or unloading, any of the specified stress limits of the ship are

exceeded, or are likely to become so if the loading or unloading continues, the master has the right to suspend operation and the obligation to bring this to the attention of the appropriate authority of the port State with which the plan has been lodged. The master and the terminal representative must ensure that corrective action is taken.

.4 when unloading cargo, the master and terminal representative must ensure that

the unloading method does not damage the ship's structure; and .5 the master must ensure that ship's personnel monitor cargo operations at all

times.

4.2.1.2 The master is responsible for the safe loading and unloading of the ship, the details of which should be agreed with the terminal representative in the form of a loading or unloading plan. In addition, the master should ensure that:

.1 appropriate information about the cargo to be loaded has been received to

enable arrangements to be made for safe storage and carriage; .2 the loading or unloading plans have been passed to and agreed with the terminal

representative; .3 the checklist given in the Code of Practice for the Loading and Unloading of

Dry Bulk Carriers (BLU Code) is completed in consultation with the terminal representative before loading or unloading is commenced;

.4 there is agreement between ship and the terminal representative as to the action

to be taken in the event of rain, or other change in the weather, when the nature of the cargo is such that that would pose a hazard to the ship;

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.5 the terminal representative is aware of the requirements for harmonisation

between deballasting and cargo loading rates for his ship; .6 the terminal representative is aware of the cargo trimming requirements; .7 the loading and unloading of cargo and the discharge or intake of ballast water

is under the control of a responsible ship's officer; .8 the disposition of cargo and ballast water is monitored throughout the loading

or unloading process to ensure that the ship's structure is not overstressed; .9 ballast water is discharged at rates which conform to the agreed loading plan

and do not result in the flooding of the quay or of adjacent craft; and .10 there are on board sufficient officers and crew to attend to the adjustment of

mooring lines or to deal with any normal or emergency situation, having regard to the need of the crew to have sufficient rest periods to avoid fatigue.

4.2.1.3 The ship's cargo handling equipment should be properly certified and maintained and

used only under the supervision of suitably qualified ship's personnel. 4.2.2 Loading/discharging plans; sequence of loading/discharge; cargo calculations;

trim, draft, freeboard stress; loading/discharge rates; ballast plans Preparatory procedures 4.2.2.1 International regulations (SOLAS Vl/2) require the master to obtain from the shipper

information on the nature of the cargo sufficiently in advance of loading to enable, if necessary, precautions for proper stowage and safe carriage to be put into effect. This information includes stowage factors, trimming procedures and, where applicable, moisture content and transportable moisture limits. When measures such as trimming or continuous measurement of the water in the cargo are required, the master should inform the terminal representative accordingly.

4.2.2.2 The ship should inform the terminal representative as soon as possible that all holds

into which cargo is to be loaded are clean, and free from previous residues which in combination with the cargo to be loaded could create a hazard.

4.2.2.3 The number of loaders or unloaders to be used should be agreed and their capabilities

understood. And the maximum agreed transfer rate for each loader/unloader should be recorded.

4.2.2.4 In order to allow the terminal to organise its own arrangements to meet the ship's

loading plan the ship should provide the loading terminal with the following information as early as possible:

.1 a loading plan giving the quantity of cargo required, stowage by hatches,

loading order and the quantity to be loaded in each pour; .2 arrival and sailing draughts;


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.3 the ship's length overall, beam, and length of the cargo area from the forward

coaming of the forward-most hatch to the after coaming of the aft-most hatch into which cargo is to be loaded or from which cargo is to be removed;

.4 distance from the waterline to the first hatch to be loaded or unloaded and the

distance from the ship's side to the hatch coaming; .5 air draught; .6 time required for deballasting; .7 the location of the ship's accommodation ladder; .8 details and capacities of the ship's cargo handling gear; .9 number and type of mooring lines; and .10 any other items related to the ship requested by the terminal.

4.2.2.5 The master of a ship arriving in a part loaded condition should provide the loading or unloading terminal with the following additional information:

.1 berthing displacement and draughts; .2 the name of the previous loading or unloading port; .3 the nature and stowage of cargo already on board and, when dangerous goods in

bulk are on board, the name of the material, IMO Class and UN Number or BC number; and

.4 the distribution of cargo on board, making clear what cargo is to be unloaded

and what is to remain on board.

4.2.2.6 Additionally the master of a combination carrier (OBO or 0/0) should provide the terminal with the following information:

.1 the nature of the three preceding cargoes; .2 the date and place at which the last oil cargo was discharged; .3 advice as to content of slop tanks and whether fully inerted and sealed; and .4 the date, place and name of the authority that issued the last gas free certificate

which included pipelines and pumps.

4.2.2.7 The preparation and adherence to a full loading/deballasting or an unloading/ballasting plan is essential for the safety of the ship. This is to ensure that at each stage the permitted longitudinal bending stress and shear force limits are not exceeded.

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4.2.2.8 Bulk carrier can also be twisted whilst loading or changing ballast if two loaders do not

operate exactly in tandem, or if a single loader distributes cargo unevenly between port and starboard sides. Uneven changing of ballast too can cause this damage.

Loading/unloading plans 4.2.2.9 Where possible, the ship should prepare the loading or unloading plan before arrival.

To permit this the terminal should provide whatever information the ship requests for planning purposes. The plan should be agreed with the terminal and a copy passed over for use by the terminal staff. There should be no deviation from the plan without the agreement of the master.

4.2.2.10 The information in the loading or unloading plan should be set out in a clear,

methodical and orderly manner. It should be prepared in a form such as that provided for in the BLU Code. A different form may be used provided that it contains the essential information to meet the requirements of the Code.

4.2.2.11 In the process of agreeing the cargo loading or unloading plan the master and terminal

representative should make sure that the operation does not cause excessive stresses on the hull, tank top and associated structures, and any structural damage to the ship by cargo handling equipment is avoided.

4.2.2.12 Before loading commences there should be agreement between the master and the

terminal representative as to the rate of loading and the order in which the cargo is to be distributed so as to achieve the final loading plan. In general, this agreement should be based on one or more of the following options:

.1 the limitations or restrictions on loading procedures, specified in the ship's

Loading Manual or Trim and Stability Booklet, or both; and .2 if there are no such limitations or restrictions, the loading plan should be

prepared on an approved loading instrument and there should be a protocol in place so that the loading remains, at all times, within the approved stress limits of the ship.

4.2.2.13 The following procedures are particularly important in respect of cargo loading:

.1 the master and terminal representative should indicate agreement to the loading plan before commencement of loading by signing the plan in the spaces provided;

.2 the master should state on the agreed loading plan, the order in which the holds

are to be loaded, the weight of each pour, the total weight in each hold and the amount of cargo for vessel trimming purpose, if required;

.3 the terminal representative, on receipt of the ship's initial loading plan, should

advise the master of the nominal loading rate at which the ship may expect to receive the cargo and the estimated time required to complete each pour;


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.4 where it is not practical for the ship to completely discharge its ballast water

prior to reaching the trimming stage in the loading process, the master and the terminal representative should agree on the times at which loading may need to be suspended and the duration of such suspensions;

.5 the loading plan should be prepared so as to ensure that all ballast pumping

rates and loading rates are considered carefully to avoid overstressing the hull; .6 the quantities of cargo required to achieve the departure draught and trim

should allow for all cargo on the terminal's conveyor systems to be run off and empty on completion of a loading. The terminal representative should advise the master of the nominal tonnage contained on its conveyor system and any requirements for clearing the conveyor system on completion of loading; and

.7 communication arrangements between the ship and terminal should be capable

of responding to requests for information on the loading process and of prompt compliance in the event that the master or terminal representative orders loading to be suspended. Consideration should be given to the disposition of cargo on the conveyor systems and to the response time in the event of an emergency stop.

4.2.2.14 The following procedures are particularly important in respect of cargo loading:

.1 the terminal representative, when proposing or accepting the initial unloading

plan, should advise the master of the nominal unloading rate and the estimated time required for each stage of the discharge;

.2 the master should advise the hold order and the weight to be unloaded in each

stage of the discharge; .3 the terminal representative should give the ship the maximum warning when it

is intended to increase, or to reduce, the number of unloading heads used; and .4 communication arrangements between ship and terminal should be capable of

responding to requests for information on the unloading process, and of prompt compliance in the event that the master orders unloading to be suspended.

4.2.2.15 A copy of the agreed loading or unloading plan and any subsequent amendments to it

should be lodged with the appropriate authority of the port State. 4.2.2.16 The master should advise the terminal representative of any deviation from the de-

ballasting plan or any other matter that may affect cargo loading or unloading. 4.2.2.17 On completion of loading or unloading the master and the terminal representative

should agree in writing that the ship has been loaded in accordance with the loading plan.

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General precautions 4.2.2.18 The holds to be worked should be clearly identified in the loading or unloading plan,

together with the sequence of work, and the grade and tonnage to be transferred each time the hold is worked.

4.2.2.19 At commencement and during all stages of unloading cargo, the master should ensure

that frequent checks are made so that:

.1 cargo spaces and other enclosed spaces are well ventilated, and persons are allowed to enter them only after they have been declared safe for entry.

.2 the cargo is being unloaded from each hold in accordance with the agreed

unloading plan; .3 the ballasting operation is proceeding in accordance with the agreed unloading

plan; .4 the ship's draught is read regularly to monitor progress of the unloading; .5 the terminal representative is warned immediately if the unloading process has

caused damage, has created a hazardous situation, or is likely to do so; .6 the unloading of the port side closely matches that of the starboard side in the

same hold to avoid twisting the ship. 4.2.2.20 The ship should be kept upright or, if a list is required for operational reasons, it should

be kept as small as possible. 4.2.2.21 The master should ensure close supervision of the final stages of the unloading to

ensure that all cargo is unloaded. 4.2.2.22 The use of bulldozers, front end loaders or pneumatic/hydraulic hammers to shake

materials loose, should be undertaken with care as wrong procedures can damage or distort ship's steel work. Prior agreement to the need and method intended, together with adequate supervision of operators, will avoid subsequent claims or weakening of the ship's structure.

Trim, draught, freeboard, stress 4.2.2.23 International regulations (SOLAS Vl/7) requires that bulk cargoes must be loaded and

trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimise the risk of cargo shifting and to ensure that adequate stability will be maintained throughout the voyage.

4.2.2.24 Any requirement for cargo trimming should be in accordance should be in accordance

the procedures of the BC Code.


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4.2.2.25 The need for trimming of cargo in the holds should be discussed with the terminal

representative and the method and extent be agreed. Cargo must be trimmed to a reasonable level to the boundaries of the cargo space as required by the BC Code.

4.2.2.26 The master should advise the terminal representative when final trimming of the ship

has to commence in order to allow for the conveyor system run-off. 4.2.2.27 Any tonnages proposed at the commencement of loading for adjusting the trim of the

ship can only be provisional, and too much importance should not be attached to them. The significance lies in ensuring that the requirement is not overlooked or ignored. The actual quantities and positions to be used to achieve final ship's trim will depend upon the draft readings taken immediately beforehand. The ship should be informed of the tonnage on the conveyor system since that quantity may be large and must still be loaded when the "stop loading" is given. This figure should be recorded in the checklist.

Loading/unloading rates 4.2.2.28 In order to effectively monitor the progress of the cargo loading or unloading operation

it is essential for both the master and terminal representative to have readily accessible information on the total quantity loaded, as well as the quantities per pour.

4.2.2.29 The loading rate should be reduced when cargo is being poured directly on to the tank

top. Cargoes which can cause damage require special care. 4.2.2.30 The terminal representative should alert the master when the cargo is heavy, when

individual grab loads are large or when the cargo could cause high, localised impact loads on the ship's structure, especially when high free-fall drops are being used. As such impacts have the potential for causing structural damage, special care should be taken at the start of the loading operation in each cargo hold.

Ballast plans 4.2.2.31 Ballasting and deballasting operations must be planned and executed with care. This is

because high values of longitudinal bending stresses and shear forces can be set up in the hull structure of the bulk carrier by unplanned or careless ballasting or unballasting operations.

4.2.2.32 If the cargo and the ballast programmes are out of step the Master will have to stop to

the cargo operation to avoid the possibility of inadvertently overstressing the ship's structure. If the maximum rate at which the ship can safely accept the cargo is less than the cargo handling capacity of the terminal, it may be necessary to negotiate pauses in the cargo transfer programme or for the terminal to operate equipment at less than the maximum capacity.

4.2.2.33 When ballasting a cargo hold, the master and terminal operator should take into

account of the possibility of the presence of flammable vapours on deck. Suitable precautions should be taken before any hot work is permitted adjacent to or above that space.


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4.2.2.34 During the discharge of dry bulk cargo it may be necessary to ballast one or more holds to reduce the air draught of the ship. This is unlikely to introduce hazards if the pipeline system has been well washed. However, if a pump or pipeline has not been adequately washed, the ballasting operation may discharge residual oil into the hold. Atmospheric tests in the hold (in accordance with Section 2.8.4) should therefore be made before any hot work is carried out in, or adjacent to, or above a ballasted hold.

4.2.3 Safe mooring of the ship, maintenance of mooring equipment, supervision of

mooring 4.2.3.1 The Master should ensure that the ship is securely moored, that the weather conditions

are being monitored and that weather forecasts are being obtained. 4.2.3.2 A bulk carrier's hull can be damaged by heavy contact with the quayside. For that

reason caution is required in berthing and unberthing operations. 4.2.3.3 Ships should remain well secured in their moorings. The ranging of a ship alongside

piers or quays should be prevented by keeping mooring lines taut; attention needs to be given to the movement of the ship caused by tides, currents or passing ships and by the operation in progress.

4.2.3.4 Mooring equipment must be in good condition and capable of meeting the

requirements placed upon it. 4.2.4 Safe access to the ship 4.2.4.1 The means of access between the ship and the wharf must be safe and in accordance

with legal requirements. It may be provided by either the ship or terminal. In general, it should consist of an appropriate gangway or accommodation ladder with a properly fastened safety net underneath it. The access should be conspicuously marked with the maximum number of people who can use it at one time. Access equipment must be tended, since it can be damaged as a result of changing heights and draughts.

4.2.5 Supervision of cargo operation and relevant documentation 4.2.5.1 Cargoes with excessively high moisture content can endanger the ship. A certificate of

transportable moisture limit must be provided in accordance with the Code of Safe Practice for Solid Bulk Cargoes.

4.2.5.2 Monitoring of the cargo handling operation, and effective communication between the

terminal and ship, must be maintained at all times, and especially during the final trimming of the ship.

4.2.5.3 Loading must be carefully monitored to prevent the delivery of excess tonnage to a

hold. It is important that maximum permissible hold tonnages are not exceeded and the tank top overloaded.


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4.2.6 Deviation from loading/unloading plans 4.2.6.1 The loading or unloading plan should only be changed when a revised plan has been

prepared, accepted and signed by both parties. The ship and terminal should keep loading plans for a period of six months.

4.2.6.2 Any changes to a loading or unloading plan must be fully calculated and found to be

safe. Amendments to the plan have to be lodged with the appropriate authority of the port

4.2.7 Maintenance of the ship 4.2.7.1 Structural damage can occur from the loading/unloading operation. It may be severe

enough to endanger the ship unless rectified rapidly. Sometimes undetected minor cracks have developed into serious defects. From a safety point of view it is desirable the ship's crew and terminal representative should make an inspection of cargo holds before loading and after unloading operations.

4.2.7.2 All hatches, hatch operating systems and safety devices must be in good functional

order, and used only for their intended purpose. 4.2.7.3 All deck openings should be in sound condition. 4.2.7.4 The terminal representative should ensure that cargo operations are carried out without

damage to ship's structures but when damage is caused, it is reported without delay to the responsible ship's officer. To avoid conflict, a procedure must be agreed, before cargo operations, to record such damage. An accumulation of small items of damage to steel work can cause significant loss of strength to the ship, so it is essential that damage be noted, to allow prompt repair.

4.2.7.5 The presence of flammable or explosive gases in holds and pipelines on board OBO

carriers when used as combination carriers is a very real risk. The ship must follow strict procedures to avoid the possibility of gas explosions. When carrying dry bulk cargoes all compartments, including void spaces, empty ballast tanks, duct keels, pump rooms, pumps and pipelines must be scrupulously gas freed. Thereafter they must be regularly rechecked to detect any unsuspected gradual build-up.

4.2.8 Non-cargo related activities (relevant to loading and unloading activities)

maintenance, repairs, hot work

. 1 Hot work, involving welding, burning or the use of naked flame, whether on the ship or the wharf may require a hot work permit. No hot work should be carried out on board the ship while the ship is alongside the berth except with the permission of the ship and of the terminal representative and in accordance with the requirements of the port administration.

.2 Work on deck which could interfere with cargo work needs to be cleared with

the ship and with the terminal representative.


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.3 In the case of an OBO or O/O carrier a gas free certificate (including pipelines

and pumps) is necessary, issued by a shore chemist approved by the terminal or port authority.

Bunkering

.4 The person on board in charge of bunkering must be clearly designated,

together with the time, method of delivery (hose from shore, bunker barge etc.) and the location of the bunker point on board. Loading of bunkers should be co-ordinated with the cargo operation. The terminal should confirm agreement to the procedure.

4.2.9 Emergency procedures for personnel and equipment; readiness of the ship in case

of emergency 4.2.9.1 Personnel on the ship and in the terminal actually controlling the loading or unloading

operation must maintain effective communication with each other and with their respective supervisors. The general aim is to prevent the development of a hazardous situation, but if such a situation does arise, good communication and knowing who has proper authority can be instrumental in dealing with it.

4.2.9.2 The ship's main propulsion and its essential auxiliary machinery should be fully

functional and deck equipment relating to mooring and berthing, including anchors, cables mooring lines, hawsers and winches must be in good working order.

4.2.9.3 The master should inform the terminal of any necessary repairs to the ship which may

delay berthing, the commencement of loading or unloading, or delay the ship sailing in emergency or on completion of loading or unloading.

4.2.10 Environmental protection 4.2.10.1 A hazardous atmosphere may develop in a ship's hold. Consideration should therefore

be given to encountering such dangers as oxygen depletion; the effect of fumigation and leakage of gas, whether poisonous or explosive, from adjacent holds or space.

4.2.10.2 Under guidelines issued by the International Maritime Organisation cargo residues are

classed as operational waste and, as such, are required to be treated as garbage under Annex V of the 1973 MARPOL Convention. That implies that the discharge of cargo residues is prohibited within 12 miles from the nearest land. Cargo residues in these circumstances are defined as remnants of any cargo material on board that cannot be placed in proper cargo holds (loading excess and spillage) or which remain in cargo holds and else where after unloading procedures are completed (unloading residual and spillage).

4.2.10.3 Spillage of cargo during transfer operations should be carefully controlled both on

board and from the dockside. It should be completely cleaned up prior to sailing and either delivered into the intended cargo space or into the port reception facility.


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4.3 Roles and Responsibilities of Port Authorities The primary role of a port authority is to facilitate the smooth and efficient movement of trade (both imports and exports). This role is multi-faceted as it involves the planning and provision of adequate port facilities, infrastructure and necessary services such as pilotage, towage and navigational aids as well as multi-modal facilities to meet sea/land transport interfaces. The port authority may also implement marine safety regulations on behalf of a Government authority. The organisation of the port authority and the services that it provides directly varies from country to country. In some countries the port authority itself provides the full range of �port� services such as pilotage, towage navigational aids, loading and unloading facilities etc. In other countries these services are provided by independent operators, or by a mixture of the port authority and independent operators. In broad terms the port authority has a derived responsibility to ensure that these services are available and meet required legislative or regulatory safety and environmental standards. The harbour master within the port has a key role in the provision of a number of these services. In general terms the harbour master will be a master mariner with extensive experience in the direct handling and navigation of ships. The harbour master has an intricate knowledge of the specific port environment in which he works and the factors that will affect the handling of ships within it. The harbour master will, in association with pilots, typically issue guidelines on the number of tugs that will be required in manoeuvring a ship within the port. However, the harbour master, also in consultation with the pilot, will continually reassess these guidelines taking into account a large number of factors to ensure that the port operates efficiently and safely at all times. Such factors that the harbour master would consider would include

• The type of ship and the cargo it is carrying • The weather conditions affecting the handling of the ship • Other traffic in the harbour • Any other factors which may be relevant from time to time and on an individual

circumstances basis. An arriving or departing ship also has responsibilities to advise other regulatory authorities such as customs, immigration, health, quarantine/environmental authorities on a number of issues relevant to the arrival or departure of that vessel. In general, these requirements are beyond those required or administered by the port authority. The information provided to these authorities and to the port authority in relation to the arrival and departure of the ship is primarily communicated through the vessel�s agent who takes full responsibility on behalf of the ship for ensuring that not only the ship�s needs are met but also that required information is passed to the relevant authorities. This agent is generally represented within the port to which the ship is arriving or from which it is departing, or from a near by port. Typical information given by a port authority or other statutory authority to an arriving or departing ship would include:

• Water depth in the channel and at the berth • Terminal/berth where the ship is to moor/discharge/load cargo • Loading/unloading terms in relation to the cargo handling terminal (where the port

authority controls this terminal)


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• Environmental requirements such as waste discharge, ballast water management, fumigation requirements, dangerous goods requirements, cargo residues etc

• Information on pilot boarding ground • Information on tug pick up or release • Information on VTS channels/navigation aids

As mentioned above, this information will be made available to the ship through the ship�s agent in the port. In some cases some of this information may come from a Government authority other than the port authority depending on the local organisational structure of the port and regulators. Other information required by the ship which represents the requirements of the regulatory authorities such as customs, quarantine, immigration, health etc will also be conveyed by those regulatory authorities through the ship�s agent to and from the ship. Note: The following text may be added, subject to discussion/agreement in the

working/correspondence group. Safety and Environmental concerns In view of its responsibility for the safety and environmental protection in the port, the port authority may issue regulations aimed at addressing the risks of the following issues:

- the presence of flammable gasses in the ship�s hold - ventilation, gas freeing, measuring of atmosphere - product release during cargo handling (dust, health hazard, environmental damage

due to deposition on land or water - bunker spills - waste disposal - proper loading/unloading procedures to prevent structural damage to the ship - repairs of damage on board the ship

Note: the recently published EU Directive authorizes the competent authority to stop cargo handling operations when these are considered unsafe for ship or crew. 4.4 Shipper A shipper means any person by whom or in whose name or in whose behalf a contract of carriage of goods by sea has been concluded with a carrier (ship owner), or any person by whom or in whose name or on whose behalf the goods are actually delivered to the carrier (ship owner) in relation to the contract of carriage by sea. A carrier means any person by whom or in whose name a contract of carriage of goods by sea has been concluded with a shipper. In relation to the cargo operation the shipper is responsible to provide adequate information well in advance in a written form about the cargo to the ship before starting loading operations. The information has to be confirmed by transport documents and in case of bulk cargo it shall contain:

- information on the stowage factor of the cargo - the trimming procedures - likelihood of shifting including angle of repose, if applicable


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- any other relevant special properties - in the case of a concentrate or other cargo which may liquefy, additional information

in the form of a certificate on the moisture content of the cargo and its transportable moisture limit

- if the cargo has chemical properties bearing a risk or danger but does not come under

IMDG-classes 1-9, additional information about the chemical properties - declaration about the density of the cargo.

(See SOLAS Chapter VI, regulation 2 and Chapter XII, regulation 10) 4.5 Cargo Surveyors The main role of cargo surveyors may be described by control, report and/or testify the condition of the cargo on it�s way from the place of origin to the receiver. They may perform the following tasks:

- examine loading, including a survey of ship�s holds - examine discharging - inspect lashing - examine damage of cargo - write reports for insurance purpose - inspect stability of ships - calculate quantities of cargo loaded or unloaded.

If the weight or quantity of cargo is not established otherwise, cargo surveyors complete a so-called draft report after loading, which means calculating the cargo loaded on board the ship by using the draft of the ship. The result may be used for freight payments. Cargo surveyors are independent experts and private persons. They often work in other fields, i.e. as marine surveyors. Depending on the contract of carriage by sea and the business relations between the different involved parties they work on a private contract base for the owner, charterer, shipper, consignee of the cargo or banks. In case of damage of cargo they may also work for insurances. Their reports are used as base or evidence for the interests and/or claims of the different parties engaged in freight business. For this reason it is necessary that cargo surveyors keep a certain level of neutrality, even if they work for one of the parties. Therefore most of them are sworn or appointed by a competent authority or body. 4.6 Other Interests 4.6.1 Classification societies Classification societies supervise and control the construction, the material, the equipment and the work during the new building of a ship. They were established to act as neutral third parties for the main reason to undertake ships survey in support of insurers. The class of a ship is the representation that a ship complies with rules developed by the classification society. The rules themselves give an interpretation of the different international convention and codes. A ship built in accordance with the rules and fulfilling the requirements will be assigned a class in the register


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book of the society. This is testified by certificates issued to the ship. The rules are developed on the base of experience and research. When the ship is in service the society carries out frequent surveys, as defined in the rules and regulations and in some cases repairs are supervised. A ship is said to be in class when the rules and/or regulations which pertain to it have, in the opinion of the society concerned, been complied with. A ship may loose her class after collision, grounding or other incidents causing damage to the ship. In these cases a survey is necessary in the next port of call and the class has to be confirmed. Classification societies are private companies. They work for the ship owner on a private contract base and he is free in choosing a classification society. Because of their technical capability and expertise the societies may also undertake so called statuary surveys on behalf of the flag state administration, for many flag states don�t have the personnel or experience. Important classification societies are:

- LR, Lloyd�s Register of Shipping, London - ABS, American Bureau of Shipping, New York - BV, Bureau Veritas, Paris - GL. Germanischer Lloyd, Hamburg - NV, Det Norske Veritas, Oslo - RI, Registro Italiano Navale, Genoa

They operate offices or have representatives in the main ports around the world. 4.6.2 P & I Clubs The P & I Clubs are insurance mutuals and provide self insurance to their members. The membership is comprised of a common interest group of ship owners who wish to pool their risks together in order to obtain at cost insurance cover. P & I stands for �protection and indemnity�. P & I is insurance in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. It does not include ship�s hull, war risk, loss of profit/freight, detention, strike or uninsured legal expenses covers. The covers are given if the ship is responsible under legal terms. They may vary depending on the relevant P & I Club, the most important are generally:

- Loss or damage to property other than cargo : damage caused by contact between the ship and property belonging to other persons, including docks, wharves, locks etc, as far as this is not included in the ship�s hull insurance. The cover may also extend to damage to other ships and their cargoes without any actual contact, for example, by causing damage to a moored ship by high speed.

- Pollution: specially oil - Personal injury to or loss of life of stevedores

- Wreck liabilities: liability which a ship owner may incur in respect of the raising,

removal, destruction, lighting or marking of the wreck of his ship


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- Cargo liabilities: depending on the contract of carriage a cover for the ship owner�s

liability to pay for loss or damage of cargo is provided - Fines: most fines are covered by the clubs

There are representatives of the different P & I Clubs in most ports of the world or nearby. In case of insurance events they will be informed by the ship (owner, captain or agent). 4.6.3 Marine surveyors The main role of marine surveyors is to control, report and/or testify the condition of the ship, including engine and equipment. Marine surveyors may be divided into official surveyors and independent surveyors. Official surveyors work for a authority or any other body carrying out official tasks on a law base, i.e., flag state or port state control. In most cases they are employed by the authority or other body. Independent surveyors work on a private contract base in most cases for ships owners, charterers, insurance companies, and banks. They are independent experts and private persons. Many marine surveyors work also as cargo surveyors. Their reports are used as evidence or for claims. For this reason it is necessary that marine surveyors keep a certain level of neutrality, even if they work for one of the parties. Therefore most of them are sworn or appointed by a competent authority or body. They may carry out the following types of surveys:

- Damage inspection: this is performed to assess the extent of damage, recommended

repairs, estimate repair cost and if required, possible cause. - Insurance survey: this inspection is performed that the insurance company can

determine whether or not the vessel is an acceptable risk. - Appraisal inspection: survey to gather information to justify or determine the market

value of the vessel - Pre-purchase survey: inspection of the vessel before buying. It covers structural

integrity, electrical, propulsion and fuel systems, other machinery, navigation equipment, appearance, overall maintenance and out-of-water inspection.

- On-hire/off-hire survey

- Bunker-survey

5 CARGO OPERATIONS ON SHIP

< NOTE: INSERTS FOR SECTION 5 TO BE PROVIDED AT LATER DATE, IF DEEMED APPROPRIATE >

5.1 Opening/Closing Hatches The openings of the ship�s hatches to the cargo holds for loading and unloading the bulk cargoes are of high importance.


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The hatches should facilitate the cargo operations but on the other hand the hatch covers should primarily fulfill the design criteria regarding the safety, strength and integrity of the ship. Leakage of water in the cargo holds would not only damage the cargo but also have a serious effect on the ships stability and strength. Small old coasters used to have hatch coamings closed by portable wooden covers supported by steel portable beams. Those covers were made weather tight by two layers of tarpaulin and batten down securing devices. New bulk carriers have steel hatch covers of adequate strength fitted with watertight seals and clamping arrangements. The hatch coamings are of specific height above the main deck and of substantial construction. The weather tightness must be maintained in all sea conditions. Those are very briefly the requirements of the International Convention on Load Lines 1966. The freeboard of the ship and its loading capacity depend on them. During the periodical inspections of every bulk carrier by its class society it is ensured that the structure and the equipment comply with those regulations. There are many types of hatch covers, the most common of which are:

1) Single pull. (photo 1) They are made of steel panels linked together by chains. It is necessary to raise them before opening them and when opened they are stowed vertically at one end of the hatch. When closed they are lowered and cleated to the coaming. All operations can be manual or automatic, by wires, chains or hydraulic means.

INSERT Photo 1 Photo 2 2) Folding. (photo 2) Usually one or two pairs of panels per hatch are used. There are hinges

both between the two panels and at the hatch end. The two pairs when opened remain folded vertically at the fore and aft end of the hatch. The system is operated by mechanical or hydraulic means.

3) Rolling (photo 3) this system is used on larger bulk carriers. The covers, usually two

panels per hatch, remain horizontal and roll transversely on rails extended from the coamings. The panels are raised, lowered, secured and maneuvered hydraulically.

INSERT Photo 3 Generally, a rubber seal that is pressed against a steel compression bar achieves water tightness. Two methods of testing the hatch cover water tightness are usually used:

1) Hose test, carried out when the hold is empty. A jet of water is taken by a hose from the fire main line and directed to every part of the hatch cover. A person in the hold makes a note of any leakage.


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2) Ultrasonic test. A transmitter that emits ultrasonic waves is placed in the hold. A person on deck using a hand-held detector close to the joints can detect the location of any leak.

In every case it is important to note:

1) The operation of the hatch covers, because of the heavy construction of the moving parts and the means used (chains, wires, securing devices, cleats etc) may impose a risk, therefore, this task should be carried out by well-trained crewmember,

2) When covers are open, their panels need to be secured to avoid accidental closure,

and

3) The hatch covers have to be closed and secured before the ship leaves the port. This procedure may take some time to be completed.

5.2 Ventilation of Cargo Holds, Entry Procedure Solid materials transported in bulk can present a hazard during transport because of their physical or chemical properties. Many bulk materials such as most vegetable products, grains, coal cargoes etc are liable to cause oxygen depletion in a cargo hold. Other materials may emit flammable gases or toxic fumes particularly when wet. Certain cargoes such as some coals, copra, swarf, charcoal etc are liable to spontaneous combustion if conditions allow. The standards to be applied during the stowage and shipment of the solid bulk cargoes are included in the IMO �Code of Safe Practice for Solid Bulk Cargoes.� In some cases ventilation of cargo holds is required and therefore bulk carriers are provided with a system of ventilation, natural or mechanical, for the cargo holds. Ventilating the headspace will dispel heat, moisture and vapours produced by the cargo. Some loaded bulk cargoes will benefit from this surface ventilation. Personnel involved in cargo handling are warned that cargo holds and adjacent spaces may be depleted in oxygen or may contain toxic or asphyxiating gases. Moreover an empty space closed for some time may have insufficient oxygen. The rusting of the steel hull of the ship itself is a cause of reduced oxygen. Therefore spaces used for the carriage of bulk cargoes and adjacent enclosed spaces should be treated as confined or dangerous spaces. Such spaces should not be entered unless authorized by the master or the responsible officer and after all appropriate safety checks are carried out. The space must be thoroughly ventilated by natural or mechanical means. The atmosphere of the space must be tested at all levels by suitable instruments before entry. Continuous ventilation must be maintained to ensure safe environment. Whilst the space is occupied the atmosphere should be tested periodically and all persons in the space should leave it if the conditions are deteriorated. Rescue equipment must be available for immediate use. A person should not enter an enclosed space to attempt a rescue without first having called for assistance and then having donned a breathing apparatus. Even then entry should not be attempted until assistance arrives. Only trained personnel using appropriate protective equipment should undertake emergency entry for assistance into such a space.


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5.3 Fumigation Insect pests of bulk cargoes, mainly plant and animal products, may:

1) Be carried into the cargo holds with the cargoes, 2) Move from one kind of product to another, and 3) Remain and develop onboard the ship and attack subsequent cargoes.

Their control is necessary in order to prevent spread of pests and infestation and damage to cargoes. Cleanliness is an important means of controlling pests on a ship. Removing of all cargo is essential because insect pests multiply in debris and therefore cargo residues can become a source of infestation. Areas like longitudinal deck girders and transverse beams need to be cleaned during discharge when the cargo level is still high. Other areas of concern are dirty bilges, hidden corners, damaged boxes around pipes and electrical conduit. Apart from minor infestations, which can be eliminated by the ships crew using contact insecticides, the principal method for the control of insects in cargo holds or cargoes is by fumigation. Fumigation should be carried out in accordance with IMO�s �Safe Use of Pesticides in Ships� either:

1) In port by qualified operators. The crew should not handle fumigants and remain ashore until the ship is certified �gas-free� by the fumigator-in-charge. During this period a watchman is posted and special warning signs are displayed. If crewmembers are required to assist they should use appropriate protective equipment. Entry into a space is not allowed until a clearance certificate is issued, or

2) In transit, at the discretion of the master taking into account local or national regulations

and the instructions of the fumigator-in-charge. The master should inform the port authorities at least 24 hours before arrival that fumigation is in progress and local regulations will be implemented. Unloading should be carried out by mechanical means that does not necessitate entry of personnel into the cargo holds. If however entry of personnel in the fumigated spaces is required then monitoring of the spaces should be carried out and the results should be recorded.

INSERT A specimen of a warning sign Sometimes a contact insecticide is applied to grain during the loading of a ship. The grain contractors should provide the master with written instructions on the type and amount of insecticide used and on the precautions to be taken. Personnel unloading this cargo should not enter holds containing treated grains without taking all safety precautions.


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Fumigation is a hazardous operation because pesticides can kill. Unfortunately many accidents have happened in the past. Manufacturer�s instructions should be strictly followed, all safety measures should be taken and protective equipment should be used. Otherwise both ship�s and terminal�s personnel involved in cargo handling expose themselves to serious danger. 5.4 Use of Mechanical Means for Discharge The mechanical means used to load and discharge bulk cargoes depends primarily on the type of cargo, the parcel (and therefore the vessel) size and the location and facilities of the port where the cargo is being shipped from, or imported to. The most common types of cargoes and usual ways of loading and discharging them in various ports around the world are: 1. Iron ore and coal - are normally loaded in South Africa, South America, Australia and

China, from terminals equipped with conveyor systems loading (dropping) straight into the vessel's cargo holds. Coal is also exported from Indonesia where the cargo is often loaded onto barges, which are sent to an anchorage to meet the vessel, which often loads using ship's cranes and grabs. Parcel sizes vary from 30,000 MT to 180,000 MT.

Discharge usually requires the use of cranes and grabs (photo 4), which will either be shore based, or fitted on the vessel itself. Importing countries such as Europe, USA and Japan, have ports with the infrastructure capable of discharging the cargo. Other importing countries depend on the vessel being equipped with gear, which will unload the cargo onto the pier, or a conveyor belt, or into a hopper, which is emptied into trucks passing beneath it, or even into barges if the vessel is discharging at anchorage. Collection of the residues at the bottom of the cargo holds requires the use of bulldozers (photo 5), which gather the cargo from the sides of the cargo holds and place it in the middle of the hold, so that it can be collected by the grab.

INSERT Photo 4 Photo 5 2. Grain is usually loaded in the USA, South America and India, from grain silos, which

�pour� the cargo into the cargo, holds. Parcel sizes vary from 20,000 MT to 55,000 MT. Occasionally, cape size vessels carry this cargo but this is rare.

Grain is usually discharged by shore-based vacuvators (photo 6), which suck the grain out of the cargo holds into grain storage silos. Modern discharging installations can be equipped with augurs which are "helical, continuous, screw" type automatic discharging systems, whereby the grain is carried up a pipe and onto a conveyor belt. In other countries grain may be discharged by shore/ship side grabs into hoppers, so that the cargo is bagged and then placed on trucks to be taken away. Sometimes, cargoes are bagged onboard and the bags are placed on pallets or hand carried off the vessel.

3. Cement is usually loaded through purpose made holes in the hatch covers through pipes,

in order to minimise the releasable cement dust into the environment. Some orts lead this cargo from barges using ship's cranes and grabs. The cement is lowered into the vessel's


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cargo holds through open hatch covers. This inevitably has the result of covering the vessel in cement dust, which will solidify if not removed promptly. Discharge of cement is usually affected either via vacuvators, or via ship, or shore crane/grab operation. Cement is carried in parcel sizes, which usually vary from 25,000-45,000 metric tonnes.

4. Phosphates, limestone and sugar are loaded and discharged in much the same way as

cement, without the necessity of loading through holes in the hatch covers. 5. Scrap is usually loaded in USA and Europe and discharged in India and China. Magnets

and/or orange peel grabs are usually used in conjunction with cranes for loading and discharging this cargo. Such equipment will not usually be fitted to a vessel and equipment may have to be added or connected to the ship's cranes if shore cranes do not exist.

Loading and discharging this cargo, is quite dangerous by virtue of the nature of the cargo itself. Large components of metal can drop from the magnet or the grab, while cargo is being loaded or discharged, causing injury to personnel and damage to the ship's structure. Special care should be taken when loading this cargo to create a layer of cargo on the tank top before dropping the cargo from a large height, which will inevitably lead to damages.

Port terminals with modern facilities are sometimes equipped with automatic discharging bucket systems fitted onto a wheel, emptying the cargo into a horizontal conveyor belt, speeding the rate of discharge significantly. Other equipment used by the port terminals, to dislodge bulk cargoes, which may be stuck high up on the sides between shell frames, due to moisture or compactness of the cargo, are hydraulic or pneumatic hammers (photo 7), which knock the lower parts of the side shell frames, helping to remove the cargo from inaccessible locations. This equipment replaced manual labourers, who used to literally dig out the cargo. Use of bulldozers for this job sometimes occurs, which occasionally leads to damages of the vessel's structure. INSERT Photo 6 photo 7 5.5 Cleaning of Holds Inspecting the hold after discharge is carried out either from top or from the bottom of the hold looking for rust, stains and cargo residues. It is normal procedure that the ship�s staff cleans the cargo hold and removes all remains of the previous cargo in order to prepare the ship for loading the next cargo. The standard requirement is for the hold to be �Clean and Dry� and a hold inspection is carried out before loading. As a rule the cargo hold cleaning includes: Sweeping the holds from the bottom reachable by the crew using brooms and scrapers. In order to reduce the amount of the sweepings it is necessary that stevedores remove all the cargo during discharge. However in some cases the receivers leave a considerable amount of cargo because it is not economical to delay the ship for all cargo to be discharged, especially if another ship is waiting to discharge.


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Disposal of the sweepings. Sweepings gathered before ship�s departure is often discharged with the rest of the cargo. Sweepings remaining after departure in the hold are stowed in drums, sacks or heavy-duty paper bags ready for removal. The sweepings are lifted from the holds by the ships cargo gear during the voyage and stowed on deck covered and protected against and season rain. Residues might be disposed at open sea during the voyage, in accordance to pertinent regulations, or otherwise can be removed to shore facilities upon arrival at the subsequent port. Use of separation cloth, lashings, etc. Sometimes, because of the nature or the quantity of the cargo, various techniques or additional equipment can be used by the shippers. The most common ones are: Separation Cloth: Sometimes it is necessary to load in the same hold two or more types of grades of cargo and a need of separation is required. For the majority of cargoes such as agricultural products, this is achieved by the use of a Hessian or plastic sheeting. The procedure is for the shippers when they lay one grade of cargo in the hold to spread a cloth on top before they pour the next grade. This could be repeated sometimes more than once in the same hold depending on the number of grades to be carried. After discharge of the top layer of cargo, the Hessian cloth is removed and in most cases is left on board for the ship to dispose. While there are some advantageous uses for the crew to employ this material such as deck machinery covers, awnings and suitcases wrappings, the majority of times it becomes very difficult due to the large quantity of separation cloth left on board for the ship to dispose of it without threat to the environment. Lashing: This is a very broad term for securing many kinds of cargo. Normally as far as Bulk Carriers are concerned, lashing is used when steel plates or slabs are carried when it is required for temporary posts and struts to be fitted in the holds for the cargo to be secured against. Those are fitted by shippers and removed by the receivers. The problem is the method of attaching temporary material on to the ship. This involves welding and hot work cutting which can damage vessel's internal painting (ballast tanks, double bottoms, dry stools) which are very difficult to be repaired. To a lesser extent, welding and oxygen cutting can be detrimental to the steel properties if used by unqualified and inexperienced operators. Another way of lashing is by covering heavy material that is in danger of shifting under certain conditions and then use wooden boards to keep the cargo secured during sea passage. Special attention should in every case be paid by the ship�s crew to the disposal of all those materials in accordance to marine pollution prevention regulations. Washing down of holds using seawater. This is the normal method of cleaning holds. This is done by using handheld hoses or water cannons (on larger bulk carriers) operated by the crew and directing the jet at each part of the hold. Most cargo residues can be washed from the holds by a high-pressure water jet. The washing starts at the top of the hold and works to the bottom paying particular attention to non-vertical surfaces and shadow areas (photo 8). After particularly dirty cargoes the washing time is extended in an attempt to achieve required cleanliness. On the contrary there are certain cargoes that must not be washed at all and instead must be cleaned only by sweeping. If washed they form a hard layer on the holds that can be removed only by mechanical means.


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Fresh water rinse. After holds are fully washed with seawater it is often necessary to rinse them with fresh water. The reason is that remaining traces of salt on the surfaces encourage corrosion of the holds and can contaminate cargoes such as steel. Although fresh water washing is recommended it is not done often enough because the benefits are not always apparent. Disposal of dirty water. The washings must be removed from the cargo hold. In every hold of any bulk carrier a water removal system is installed primarily. This system consists of bilge wells and suctions, one on each side of the hold. The water is drawn through the bilge line to the engine room and then discharged overboard. Most bulk cargoes can be washed and the holds can be drained by this direct overboard discharge system. This operation is usually not permitted in many ports by local port authorities. In this case the washings can be either discharged to reception facilities or collected in a ship�s ballast tank. The cargo holds bilge system should be kept in good working condition and tested regularly. The testing of the suctions is often combined with the testing of the sounding pipes. Water is put from the deck through the sounding pipes to the bilge wells and then pumped out overboard through the bilge line. Care against clogging. Washings containing cargo residues in larger volumes cannot be discharged because the bilge line may clog. Mainly sweeping of holds and removal of the sweepings before washing can avoid clogging. In every case during all cleaning and washing operations the bilge wells should be kept sealed by the crew so that only water from the hold can enter them. One way is to use temporarily portable bilge baskets in the bilge wells to collect larger pieces of the residues. They must however be regularly emptied during washing. Alternatively the bilge cover plates can be wrapped with burlap. Special attention is given to the sealing of the edges with cement or tape so that the cover plate is not removed accidentally by the bulldozer. If the tank top of the hold becomes flooded because of a choked suction the washing should be stopped. The first step to clear the suction would be to direct a high-pressure hose into the bilge well. If one suction is blocked it might be necessary to give the ship a slight list so the water can be pumped by the other clear suction. If both suctions are blocked portable pumps can be used instead. The water from the well should also be removed, with portable pumps or even buckets, before the well is entered and the suction cleared (photo 9). INSERT Photo 8 Photo 9 Washing of the holds is not necessary if same cargo is to be loaded again. Ships taking the same type of cargo should however periodically be cleaned to prevent excessive build up of difficult-to-remove deposits. Washing of cargo holds must be carried out when a clean cargo (grain) is to be loaded after a dirty cargo (coal). In this case cleaning of the hold requires a lot of work from the crew. Apart from sweeping and washing of the holds, cargo stains (photo 10) are difficult to clean and might be removed by using chemicals. INSERT Photo 10 Time is then required for the drying of the holds depending on the weather conditions. This is achieved by ventilation and opening of the hatch covers if the weather and the sea state permits.


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5.6 Damages During Loading and Discharge Unfortunately during both loading and discharge structural damages can occur to the holds. The mechanical means used to load and discharge vessels aim to complete the operation as quickly as possible and can all cause damages to the ship's structure if they are not carefully monitored and operated. Bulk carriers must be handled with care in port. Heavy cargoes dropped from a large height can damage the tank top. Researches have shown that improper handling of heavy, high density cargo and high loading rates can cause excessive unacceptable stresses to the hull and even significant overloading within a very short time. Moreover there should be synchronisation between the rate of cargo loading and ballast discharge. The terminal should be prepared to stop cargo operations if there is deviation from the agreed Loading Plan. The results, sometimes not apparent, can be catastrophic because over time the structural safety margins of the ship are reduced. During loading the cargo should be stowed symmetrically in the longitudinal direction and trimmed as far as practical. Asymmetrical cargo distribution can cause stresses to the hull. High density cargo should be stowed uniformly over the cargo space so that the risk of cargo shift in heavy weather is minimised. During discharging operation cargo handling equipment can damage the ship�s structure both through impact loads and by damaging coatings protecting cargo holds. Cranes and grabs should be lowered into the middle of the cargo hold, otherwise the hatch coaming, the hatch cover and the compression bar will be damaged. The grabs should not hit the tank top, otherwise the plating will become indented and in extreme circumstances, the double bottom tank stiffeners located immediately below will become bent. There are ports where the grab is too large to pass easily through the hatches. The operator, regardless how careful he is, frequently causes damages. Bulldozers should operate at least half a metre away from the hold side shell frames, ladders, platforms, sounding and ventilation pipes, as they are more than likely to damage the vessel's structure, fittings and coating. Bulldozers introduced into the holds at an early stage are frequently damaging upper frame brackets, which are difficult to repair prior to ships sailing. Various vibrating devices are used in some ports to dislodge cargo that happens to be left on high places of the holds. Those vibrators are sometimes so powerful that the whole ship can feel the effects when they operate against holds sides. Even computer controlled automatic bucket type discharging systems can damage a vessel's tank top plating, if the scoops impact onto the tank top, instead of working at least 300 mm above it. Careful cargo handling helps maintain bulk carrier safety. Lack of attention to these points and bad practice can have disastrous effects. The cost to rectify the damages that directly affect the ships structural integrity can sometimes be high. It is therefore of high importance to report the damage as early as possible so that all corrective actions are taken without delay. 5.7 Protection of the Environment The International Convention that governs the prevention of pollution from ships is the MARPOL 73/78. These regulations apply to bulk carriers of 400 gross tonnage and above. The main sources of operational sea pollution from bulk carriers that MARPOL deals with are oily residues from the engine room, sewage and garbage. In general the sea areas are divided


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into two categories. The Special areas, like Mediterranean, Baltic, Black Sea, etc, where stricter requirements apply and the rest of the sea areas outside them. According to Annex I of MARPOL the ships are provided with oil water separators, suitable holding tanks and incinerators for the disposal of all oily mixtures and sludge generated in the engine room. Overboard discharge of the oily residues is prohibited. These residues should be delivered to suitable port reception facilities or incinerated onboard. Annexes II and III deal with Regulations for the control of pollution by noxious liquid substances in bulk and for the prevention of pollution by harmful substances carried by sea in packaged form respectively. Annex IV of MARPOL deals with the disposal of Sewage from ships and again either approved sewage treatment plants or holding tanks are required. Annex V deals with the disposal of garbage within and outside special areas. The garbage is to be grouped into the following categories:

Plastics, including but not limited to synthetic ropes, fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, that are strictly prohibited to dispose into any sea area. Floating dunnage, lining or packing material which will float, that can be disposed only outside special areas and at least 25 nautical miles from the nearest land. Ground-down paper products, rags, glass, metal, bottles, crockery, that can be disposed only outside special areas and at least 12 nautical miles from nearest land and food wastes, that can be disposed under conditions in all sea areas.

On a bulk carrier cargo residues become available in two forms, as solid residues and as washings. According to the Guidelines for the implementation of Annex V of MARPOL, cargo residues (i.e. small quantities of cargo spilt on deck and cargo remaining in the holds after discharge) and cargo associated wastes (i.e. separation materials, dunnage and lashing materials) are to be treated as garbage. That means they are not put overboard in special areas. Plastic materials should only be delivered to port facilities. According to the amended same Guidelines, cargo material contained in the cargo hold bilge water is not treated as cargo residues provided that the cargo material is not classified as a marine pollutant in the IMDG Code (International Maritime Dangerous Goods Code) and the bilge water is solely from a loaded hold. In conclusion garbage, cargo residues and waste should be treated in open sea according to International Conventions or otherwise delivered to port reception facilities whenever possible. Apart from these regulations there are local national regulations in every port and every ship entering this port should be aware of them and operate in full accordance to them. 6 CARGO OPERATIONS ON TERMINAL 6.1 Planning, control and monitoring of cargoes: Refer to BLU Code, especially Sections

2 and 3 6.2 Relevant cargo properties: Matter for the Shipper/Charterer in conjunction with the

Owner/Master


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6.3 Solid bulk cargo declaration: Matter for the Shipper/Charterer in conjunction with the Owner/Master

6.4 Testing of cargo properties: Matter for the Shipper/Charterer in conjunction with the

Owner/Master 6.5 Terminal considerations on completion of loading/unloading: Refer to BLU Code,

especially Sections 4, 5, and 6 6.6 Health and safety: Terminals operate under rigidly enforced national health and safety

regimes 7 COMMUNICATION Effective communication between ship and terminal is one of the most important matters that may affect the safety of the ship, the terminal and the cargo handling operations. In this paragraph the different aspects of communication are highlighted. In paragraph 7.1 a more detailed look at the bulk checklist is presented. In paragraph 7.2 to 7.4 the aspect of information exchange prior to arrival, alongside and on departure are considered. 7.1 Checklists and information exchange The code requires that before loading or unloading a checklist, as defined in appendix 3 to the code, should be completed jointly by the master and the terminal representative. The checklist is accompanied by guidelines for its completion in appendix 4 to the code. These guidelines have been developed to encourage communication between the ship and the terminal. The checklist will help both ship and terminal to identify problems, so that the can prevent or reduce any problems in advance The mutual examination and the completion of the checklist will formally confirm that appropriate considerations have been given to the most important matters affecting the operations. To avoid the checklist to become a paper tiger it is essential that the completion of the checklist is a joint operation by ship and terminal staff. Only in this way full advantage of the checklist is obtained. The checklist addresses the following topics:

< To be included the topics of the checklist or refer to an annex where checklist and guidelines are covered?>

When all questions on the checklist have been successfully completed, the checklist should be signed by authorised representatives of the ship and shore and copies should be retained by both parties. 7.2 Pre-arrival exchange The provisions on information exchange are considered to be a necessary requisite for the preparation and elaboration of the loading or unloading plan and should reflect the topics listed in


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paragraph 3.2 and 3.3. in the BLU code, in which the information mutually to be provided between ship and terminal is listed. Of key importance is the need to ensure an effective communication between ship and terminal is established prior to arrival of the ship It is particularly emphasized that the information to be exchanged in sufficient time to allow preparations to be made. The recommended way to inform the ship is the use of port and terminal information books. These books should contain the type of information listed in appendix 1 to the BLU code The following topics could be included �if relevant to the port and/or terminal particulars- in the port information booklet: Locations aspects of port and terminal Details of the port requirements like

- Administration - Radio communication procedures and frequencies - Port, immigration and custom requirements - Health and quarantine requirements - Port emergency procedures

Details of nautical requirements

- Pilotage requirements - Towage and tug assistance - Berthing and anchorage facilities - Maximum ship sizes to be accepted in the port - Relevant charts and nautical publications - Maximum air draught

Hydro-Meteo information

- Water density - Tidal and current information - Weather information

Environmental information

- Ballast water restrictions - Waste reception facilities - Dust prevention procedures

The terminal information booklet should provide specific information for the terminal the equipment and berths of the facility. The following topics could be included: Terminal procedures

- Contact details - Combination carrier requirements


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- Terminal access procedures - Terminal emergency requirements - Repair procedures - Terminal waste reception facilities

Berth information

- Technical data of berths - Water depth at berths - Water density at berth - Mooring arrangements - Gangway arrangements

Equipment information

- Loading and unloading rates - Cargo transfer procedures - Cargo weight determinations and draught survey

From an operational viewpoint it is necessary that the static or semi static information in the booklets is accompanied by up to date operational information from both the ship and the terminal. In order to plan and adjust the terminal operations the ship should provide the terminal with the following operational information: Estimated time of arrival Ships particulars

- Name - Call sign - IMO number - Length - Beam - Length of cargo area - Distance from water line to the first hatch to be loaded or unloaded and the distance

from the ships side to hatch opening - Location of accommodation ladder

Particulars on ships gear A pre-loading plan

- Quantities loaded - Stowage by hatches - Quantity in each pour


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Nautical information

- Arrival and proposed departure draughts - Ballast and deballast requirements - Air draught

The terminal should provide the ship with the following information

- Assigned berth - Estimated times for berthing and completion of operations - Which side is to be alongside the berth - Allowed approach speed to berth - Proposed loading or unloading sequence - Equipment limitations - Nautical restrictions

<complete list of information in an annex or refer to BLU-code?> The information supplied by both parties should be mutually reviewed when the ship is alongside the terminal. The proposed loading or unloading arrangement should be agreed on before any cargo operations commence. 7.3 Alongside exchange Before loading or unloading commences information on the cargo should be supplied to the master of the vessel, it should be confirmed that the ship is suitable for the intended cargo and an agreement between the master and the terminal should be established. Before a ship is loaded with a solid bulk cargo, information about the cargo and properties will be needed as required by regulation VI/7.2 of SOLAS. This will include its relevant chemical or other special properties and may include its density, stowage factor, angle of repose, trimming procedures and any additional certificates that may be required. A recommended layout of a form for cargo information is included in the BLU code as appendix 5. Special consideration should be given to the requirement for verification of the density of the cargo by an accredited testing organisation if the declared density is in the range from 1250 kg/m2 to 1750 kg/m2 and the cargo is to be carried in a bulk carrier which was built before 1 July 1999 and does not fully comply with the new chapter XII of SOLAS. (The cargo density declaration) Before the ship is loaded it should be confirmed that the ship is suitable for the intended cargo and holds the necessary certificates and complies with all the relevant requirements of chapter XII of SOLAS. The certificates should remain valid for the expected duration of the voyage and the discharge of the ship at his destination. If the cargo is to be solid dangerous goods in bulk and the ship was built on or after 1 September 1984 (or 1 February 1992 if the ship is of less than 500 gross tonnes) the certificates should include a document of compliance.


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Before cargo operations commence both the checklist as prescribed in paragraph 7.1 and the loading or unloading plan in accordance with the provisions of regulation VI/7.3 of the SOLAS convention should be completed and agreed on by the master of the ship and the terminal representative on. The ship should prepare the loading or unloading plan that covers all stages of the loading, unloading, ballasting and deballasting. In many cases this will involve calculation of bending moments and shear forces to ensure that any permissible maxima are not exceeded at any stage of the operations. The terminal should provide the ship with all the necessary information to enable the plan to be prepared. Appendix 2 of the BLU code specifies the form of the plan; although other forms may be used provided it contains all the essential information required by the code. The essential information is all the information that is enclosed by the heavy line box in the standard form in appendix 2 of the code. Appendix 2 also includes worked examples of completed forms. The completed plan should be agreed and signed by both parties. Once the plan has been agreed, any changes to the plan can only be made in the form of a revised plan. This revised plan should again be agreed on and signed by both parties. Both parties should keep the completed plan or plans for at least six moths. In addition a copy of the plan (s) should be lodged with the appropriate authority of the port state. 7.4 Departure exchange On completion of the loading or unloading, the master and the terminal representative shall agree in writing that the loading or unloading has been done in accordance with the loading or unloading plan, including agreed variations. In the case of unloading, such agreement should include a record that cargo holds have been emptied and cleaned to the masters requirements, as well recording any damage suffered by the ships and any repairs carried out. Damage reports should be signed by both the master of the ship and the terminal representative. Before departure any changes in relevant nautical information as provided during the entering of the port should be provided to the master by either the terminal or port.


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APPENDIX GUIDING PRINCIPLES 1 Background: IMO resolutions A.713(17) and A.797(19) on Safety of Ships Carrying Solid Bulk Cargoes and BC Code leading to SOLAS chapter VI Part B: Special provisions for bulk cargoes other than grain, chapter XII � Additional Safety Measures for Bulk Carriers, resolution A.862(20) � Code of Practice for the Safe Loading and Unloading of Bulk Carriers and resolution A.866(20) � Guidance to Ship�s Crews and Terminal Personnel for Bulk Carrier Inspections. 2 BC Code: Contents. Cargo distribution, loading and unloading, personnel safety, acceptability of consignments for safe shipment, trimming the cargo in the holds, cargoes which may liquefy, dangerous goods classified as such under SOLAS chapter VII, materials hazardous only when carried in bulk 9MHB), material lists and schedules in appendices A, B and C, laboratory test procedures to determine cargo properties, emergency schedules for materials in appaendix B, safe procedures for entering enclosed spaces. 3 SOLAS chapter VI � Carriage of cargoes: Cargo information; acceptability for shipment; loading, unloading and stowage; oxygen analysis and gas detection equipment; use of pesticides; carriage of grain; provisions of SOLAS chapter VII Part A; classification of dangerous goods; cargo manifest. RELEVANT PUBLICATIONS AND INSTRUMENTS 4 Related booklets: IACS booklet � Bulk carriers, Guidance and Information on Bulk Cargo Loading and Discharging to Reduce the Likelihood of Over-stressing the Hull Structure and the smaller brochure � Bulk Carriers, Handle with Care: ICHCA booklet � The Loading and Unloading of Solid Bulk Cargoes. 5 BLU Code: Suitability of the ships for the intended cargo terminals and vice versa; exchange of information between the ship and the terminal before the ship�s arrival at the berth; terminal representative; ship/shore safety checklist; loading/unloading plan based on the cargo information and the ship�s loading manual; ship duties and terminal duties; inspections by ship�s crews and terminal personnel before commencement and after completion of cargo work (resolution A.866(20)). 6 Code of Safe Practice For Bulk Cargoes (BC Code): contents of BC Code, general scope; effectS of BC Code on ship and port operations. 7 SOLAS: SOLAS chapter VI; SOLAS chapter VII; SOLAS chapter XII:

.1 general appreciation (as overview) of the Amendments to the Annex to the International Convention for the Safety of Life at Sea � chapter XII � Additional Safety Measures for Bulk Carriers � Regulations.

.2 understanding (working knowledge) of regulations 8 and 10.

8 International Code for the Safe Carriage of grain in Bulk (ICSCGB)


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9 Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code). Appendices 1, 3 and 4 to be reproduced and appended to manual. 10 SOLAS Chapter VI, Part A, regulation 2 to be reproduced and appended to manual 11 SOLAS Chapter VI, Part B, regulation 7, sections 2, 3, 4, 5, 6 and 7 to be reproduced and appended to manual. 12 SOLAS Chapter XII, regulation 10, paragraph 1 to be reproduced and appended to manual.

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