Bulk Carriers - Handle With Care (Edition 2)

BULK CARRIERS HANDLE WITH CARE EDITION 2

WARNING Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of this video and accompanying workbook training package is strictly prohibited and may result in prosecution. COPYRIGHT © VIDEOTEL 2011 This video and accompanying workbook training package is intended to reflect the best available techniques and practices at the time of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video for accuracy of any information given hereon or for any omission herefrom.

BULK CARRIERS HANDLE WITH CARE EDITION 2

A VIDEOTEL PRODUCTION The producers would like to acknowledge the assistance of The Masters, officers and crews of MV E.R. Buenos Aires, MV Arklow Wave, MV Ocean Exporter Anglo-Eastern Ship Management Ltd Arklow Shipping Ltd E.R. SCHIFFAHRT GmbH & Cie. KG Holt Maritime Ltd Intercargo International Maritime Organization (IMO) Pacific Basin Shipping Limited RUSAL Aughinish The Steamship Mutual Underwriting Association (Bermuda) Ltd Thoresen Thai Agencies Public Company Limited (TTA)

Consultant: Roger Holt Print Author: Sheila Brownlee Producer: Kathrein Günther Director: Keith Purkis

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > CONTENTS

CONTENTS

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ABOUT THE TRAINING

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INTRODUCTION

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1 : THE CAUSES OF STRUCTURAL FAILURE

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2 : FORCES THAT ACT UPON THE HULL

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3 : TOOLS AND PUBLICATIONS

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4 : BEFORE ARRIVAL

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5 : WHEN THE SHIP IS ALONGSIDE

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6 : LOADING/DISCHARGE

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7 : CARGO COMPLETION

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8 : CONCLUSION

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9 : REFERENCE SECTION

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10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS

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11 : GLOSSARY

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12 : ASSESSMENT QUESTIONS

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13 : ASSESSMENT ANSWERS

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > ABOUT THE TRAINING

ABOUT THE TRAINING What is it about? BULK CARRIERS – HANDLE WITH CARE EDITION 2 shows why it is so important to prevent damage to a bulk carrier’s structure, and explains how to carry out loading and discharge operations correctly in order to keep the ship safe.

Who is it for? The programme is aimed at all crew, and especially ships’ officers, on bulk carriers, and shore side staff involved in the loading and discharge of bulk carriers.

HOW TO USE THE PROGRAMME The programme is intended for individual use or for group sessions with trainers.

The video The video has six main sections. You may wish either to watch it all the way through or section by section. If you are in a group, the trainer can open up a general discussion after showing the video. On second viewing, there could be pauses for questions and more detailed discussion.

The workbook This supporting workbook can be used as a reference guide. As well as the key learning points, it contains case studies, a glossary of terms, a reference section with pointers to relevant legislation and websites, sample forms and checklists, and assessment questions to reinforce the learning.

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > INTRODUCTION

INTRODUCTION WHAT CAN GO WRONG, AND WHY Bulk carriers present very specific safety concerns. Their vast size tends to give the impression that nothing could damage them, but the reality is that they are more vulnerable than they look. If the integrity of the ship’s hull is damaged and there is ingress of water, the ship’s structure may become over-stressed and the vessel could sink so fast – often in a matter of minutes – that there is no time to evacuate. This is more likely when the ship has a heavy cargo like iron or steel products. Problems occur when ships are poorly maintained, and/or when cargo operations are carried out incorrectly.

BULK CARRIER SAFETY IN CONTEXT The modern type of bulk carrier, with hatches above deck level giving access to the large cargo holds below, was developed in the 1950s. There are now well over 8,000 bulk carriers trading around the world. In 1980, the MV Derbyshire, carrying a cargo of iron ore concentrates, went down in severe weather during Typhoon Orchid in the Pacific Ocean south of Japan. All 44 people on board were lost. In the 1990s there were many other bulk carrier losses.

How bulk carriers have sunk The sequence of events leading to the sinking of most bulk carriers has been as follows: Water enters a hold as a result of faulty hatch covers, a collision, shell plate failure due to frame wastage or damage, or for other reasons. Hatch covers can easily lift, if they have not been well secured or if the

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hull structure distorts in heavy weather. Flooding spreads rapidly through the length of the ship, if the bulkhead between one hold and the next collapses. The ship sinks rapidly.

Impact of the losses The sinking of the Derbyshire and the other bulk carrier losses in the 1990s prompted research into the causes of the accidents. The findings led to improvements in vessel construction, inspection and operation, and to the development of the IACS (International Association of Classification Societies) Common Structural Rules for Tankers and Bulk Carriers (adopted on 1 April 2006), and to new IMO (International Maritime Organization) regulations.

International regulations for the safety of bulk carriers: SOLAS Chapter XII Regulations specific to bulk carrier safety were included in SOLAS (the International Convention for the Safety of Life at Sea), as Chapter XII Additional

Safety Measures for Bulk Carriers, which entered into force in 1997. This was further revised in 2004, and the amendments entered into force on 1 July 2006. The amendments include:

Structural strength (Regulation XII/5) This states that all new bulk carriers 150 metres or more in length (built after 1 July 1999) carrying cargoes with a density of 1,000 kg/m3 and above should have sufficient strength to withstand flooding of any one cargo hold, taking into account the dynamic effects that result from the presence of water in the hold. For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780 kg/m3 and above, the transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold should have sufficient strength to withstand flooding and the related dynamic effects in the foremost cargo hold.

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Cargo Density Cargoes with a density of 1,780 kg/m3 and above (heavy cargoes) include iron ore, pig iron, steel, bauxite and cement. Lighter cargoes, but with a density of more than 1,000 kg/m3, include grains such as wheat and rice, and timber.

Compliance (Regulation XII/8) When restrictions on cargoes are imposed, the bulk carrier should be permanently marked with a solid equilateral triangle on its side shell at midships, port and starboard, in a contrasting colour to that of the hull.

Hold, ballast and dry space water ingress alarms (Regulation XII/12) Hold, ballast and dry space water ingress detectors, known as WIDS (water ingress detection systems) are required on all bulk carriers regardless of their date of construction. WIDs must be fitted: in each cargo hold in any ballast tank forward of the collision bulkhead in any dry or void space, forward of the collision bulkhead, other than a chain cable locker

WIDS (Water Ingress Detection Systems) WIDS provide continuous information on whether water is present in the cargo hold spaces. Normally they work in two stages, with one detector low down in the hold, and a second one a short distance above it. The alarm is activated automatically at levels of 0.5m and 2m.

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Availability of pumping systems (Regulation XII/13) This regulation requires that the means for draining and pumping dry space bilges and ballast tanks, any part of which is located forward of the collision bulkhead, should be capable of being operated from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks.

Restrictions from sailing with any hold empty (Regulation XII/14) Bulk carriers must not sail with any hold loaded to less than 10% of the hold’s maximum allowable cargo weight in the full load condition when carrying cargoes with a density of 1,780 kg/m3 or more, if the vessels are: 150m or more in length 10 or more years of age not built to the latest standards If applicable, this will be indicated in the loading manual.

Other recent SOLAS regulations relating to bulk carriers Immersion suits All cargo ships must carry an immersion suit of the appropriate size for every person on board the ship.

Free fall lifeboats Since 2006, all new build bulk carriers are required to be fitted with free fall lifeboats.

Access to spaces in cargo areas Regulation II-1/3-6 specifies suitable means of access to holds so that vessels can be properly inspected throughout their lifespan.

How safe are bulk carriers? As indicated above, the new SOLAS rules have improved the safety on bulk carriers: new ships have stronger bulkheads and double bottoms

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in existing ships, the bulkhead between holds 1 and 2 and the double bottom of hold 1 must be strengthened there is a programme of enhanced independent inspections to detect potential structural weakness and areas of corrosion When bulk carriers are designed and built to IMO standards and classification rules and are properly inspected, maintained and operated, they are safe and reliable, as long as they remain undamaged. However, bulk carriers must be handled with care! The cargo loading, discharge and stowage must all be rigorously planned and performed. And to carry out the procedures correctly, it is essential that the crew are thoroughly trained in the handling of difficult and dangerous cargoes, and that they have a good understanding of the forces that act upon the ship’s structure.

CASE STUDY: NEED FOR WIDS On 18 March 2002, the Lake Carling loaded a cargo of iron ore pellets at berth No. 2, Sept-Îles, Quebec, and departed the same day bound for Point Lisas, Trinidad. The next morning during scheduled rounds it was discovered that No. 4 hold was taking on water. Further inspection revealed that a six-metre fracture had developed on the port side shell. Sea ice thwarted attempts to keep a collision mat in place to stem water ingress and the bilge pumps were unable to keep up. Additional pumps were brought on board from a Canadian Coast Guard vessel tasked to the area and these were sufficient to stabilise the situation. On 21 March 2002, the salvage tug Ryan Leet arrived on the scene. With the help of more powerful pumps and with the fracture partially plugged from the exterior, No. 4 hold was pumped dry. The vessel made its way to the protected waters of the Baie de Gaspé where more caulking work was done in way of the fracture. On 26 March 2002, the vessel weighed anchor for Québec, Quebec, for permanent repairs. Source: Transportation Safety Board of Canada

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 1 : THE CAUSES OF STRUCTURAL FAILURE

1 : THE CAUSES OF STRUCTURAL FAILURE 1.1 STRUCTURAL AND STABILITY FAILURE DUE TO CARGOES A bulk carrier’s structural integrity can depend on the way it has been operated during loading and discharge. The most frequent reasons for structural and stability failure are:

a) Damage caused by equipment used during cargo operations The problems The manner in which equipment is used during loading and unloading can be aggressive: Huge grabs (up to 36 tons) may be dropped on to or may scrape against the tank top Cargo may be dropped from a large height Mechanical means (caterpillars or excavators) may be used to extract cargo from areas of the hold which are hard to reach, with the potential to cause damage to plating or frames Mechanical damage can induce stress, causing fractures which result in structural weakness. Failure of the cargo equipment could also result in injuries, fatalities and damage to the ship, making it unseaworthy. Failure of the crane jib or slewing bearing would result in prolonged off hire and loss of earnings with long delivery time of parts to restore operational status.

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How to address the problem Careful supervision Loading and discharging operations should be carefully planned and supervised and monitored by the deck officers and crew to prevent damage and mishandling. Thorough watch keeping and post operations inspection Once the cargo has been discharged, the ship’s officers and deck crew should carefully inspect the holds – paying particular attention to frames, tank-top plating, wing tank plating, and air and sounding pipes. Hatch covers and deck plating should also be checked for any signs of damage. Report and repair Any damage must immediately be logged and reported to the company. The charterer/stevedores must be notified in writing that they are to be held responsible, and invited to attend a joint survey. Depending upon the nature and extent of the damage, the owner’s classification society should also be notified, particularly if the integrity of the hull structure is affected. Failure to notify class could affect the vessel’s insurance cover. Class requirements may result in the ship not being allowed to sail until an approved repair has been carried out.

b) Problems relating to the properties of the cargo The problems Over time, certain cargoes can corrode or wear away the hold coatings, and if remedial action is not taken steel wastage through corrosion may occur Some cargoes such as steel scrap or products, blocks of stone and logs can damage tank-tops and tank plating, frames, sounding pipes and air pipes in holds Free-flowing cargoes can affect the ship’s stability Liquefaction of cargo can be an issue in connection with (a) its moisture content, (b) excitation, and (c) loading in sub-zero temperatures Certain cargoes have chemical hazards

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How to address the problems Inspection If a high level of wastage is apparent from a physical inspection, the classification society should be notified and part of the inspection process will probably be localised UST® (Universal Surface Tester) measurement, performed using advanced optics technology Inspect the holds carefully during ballast voyages for leaks caused by damage from cargoes such as steel scrap or logs Comply with legislation Bulk carriers carrying grain (wheat, maize, oats, rye, barley, rice, pulses, seeds) must comply with the requirements of the International Grain Code and national regulations. Check moisture content Any commodity that could liquefy should have its Transportable Moisture Limit (TML) certified in the shipper’s declaration, and the Master should check that the actual moisture content is below the TML, in accordance with the procedures in the IMSBC Code.

The Hazards of Wet Iron Ore Fines Cargoes such as iron ore fines that are prone to liquefaction can shift due to excess moisture content, and if the Transportable Moisture Limit (TML) is exceeded the bulk carrier can experience dangerous instability. This can happen either in port or weeks into a voyage – even in calm seas. The cargo must be properly tested, and Masters should refuse to take on board any cargo where the moisture level exceeds the TML. Extra caution should be exercised when cargoes are loaded during periods of high rainfall.

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Regular maintenance Regular maintenance and protective barrier coatings for the handling of certain cargoes will help to delay the long-term effects of corrosion.

c) Deviations from the agreed loading plan It is extremely important that global loading (in terms of shear forces and bending moments) and local loading (tank top) are kept within their permissible limits.

The problems Overloading in any of the holds may cause stresses on the cross decks, bulkheads and other parts of the hull Cargo poured into one end of a hold (‘asymmetric loading’) can put excessive pressure on the transverse bulkheads Uneven distribution away from the centre line can cause the hull structure to twist and warp

How to address the problems Stow correctly The agreed loading sequence should be followed precisely. The cargo must be stowed and trimmed appropriately and within the limits specified in the ship’s loading manual (see Section 6: Loading/Discharge)

1.2 WHAT TO DO IN THE EVENT OF STRUCTURAL FAILURE Records of bulk carrier losses have indicated, in a large proportion of cases, that the ship’s Master appeared to be unaware of the imminent danger posed by structural failure. Many lost their lives together with the other seafarers on board as a consequence. Ship losses have frequently been so rapid that the ship did not have time to send a distress signal.

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MSC/Circ.1143 Guidelines on Early Assessment of Hull Damage and Possible

Need for Abandonment of Bulk Carriers emphasises that in the event of loss of hull integrity in way of the cargo holds, bulk carriers should be evacuated as quickly as possible. Early assessment of the situation is therefore imperative, combined with alerting a Maritime Rescue Co-ordination Centre (MRCC), alerting all personnel onboard and making preparations for evacuation. This is of particular importance for single skin bulk carriers which may not be capable of withstanding flooding of any cargo hold.

Early readiness for evacuation If the Master identifies or even suspects that the ship may have sustained damage, the ship’s personnel should immediately be called to their emergency stations. A high priority should be placed on preparing equipment for evacuation. The ship should only be abandoned on the orders of the Master, following assessment of the risk. Contact with a MRCC/owners should be made early if the Master has any suspicion that the ship is damaged. An URGENCY signal is justified and this should be upgraded to DISTRESS if the ship is confirmed as damaged.

Collision In the event of a collision, the Master should call the ship’s personnel to emergency stations and prepare to evacuate the ship. This is particularly urgent in cases where a ship is loaded with bulk cargo of high density and if the integrity of any of the cargo holds has been compromised.

Training The Master should place a strong emphasis on evacuation training so that donning of protective suits and lifejackets, launching of survival craft, and operation of EPIRBs and SARTs are all familiar processes to the whole crew. Also included should be shutdown procedures for main and auxiliary machinery, which can, if left running, hinder the launching of survival craft.

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CASE STUDY: CORROSION In September 2000, EUROBULKER X broke apart while loading cement at Lefkandi, in Greece. A fifteen month inquiry pointed to a variety of causes, one of the largest being severe corrosion. Lower deck plating was wasted 30-40% and upper ballast tanks ranged from 50% to completely wasted in some areas. In addition, the loading sequence allowed cargo to be loaded amidships with the fore and aft holds empty. Source: United States Coast Guard Ship Structure Committee

CASE STUDY: DAMAGE DURING LOADING A handysize vessel loaded steel scrap from Portland, USA to Penang on her second voyage after delivery from the yard. The loading rate was 8000 mt per day. Upon discharge at Penang, the crew found several instances of structural damage in the holds including a breach of watertight integrity of the transverse bulkhead between holds 1 and 2, rendering the vessel unseaworthy to resume its voyage without class approved repair and survey. Source: Pacific Basin Shipping (HK) Limited

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 2 : FORCES THAT ACT UPON THE HULL

2 : FORCES THAT ACT UPON THE HULL 2.1 THE STRUCTURE OF A BULK CARRIER

Typically, a bulk carrier is a single deck ship with topside tanks, a double bottom, hopper tanks, a side shell with vertical frames, corrugated bulkheads, and hatchways above. The holds are a series of large spaces separated by transverse bulkheads. It is not a rigid structure, as it must have the capacity to flex. Loading and discharging cargo puts the structure under stress, and there are other forces that affect the hull while the ship is at sea.

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2.2 THE DIFFERENT FORCES TO WHICH THE SHIP IS SUBJECTED From the point of loading, the bulk carrier comes under hydrodynamic pressure, ‘shear force’ and ‘bending moments’.

Hydrodynamic pressure Hydrodynamic pressures are the forces exerted on the hull by ocean waves, which could act on any weakness in the shell plating or framing.

Shear Force

Shear force Shear force is caused when two opposite forces act against each other. In this case the forces are: the downward vertical force that comes from the weight of the hull and cargo the opposing upward action, which is the vessel’s buoyancy and hydrostatic pressure Shear forces occur when these two opposing forces are not in balance at every point along the length of the vessel.

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Bending moments

Sagging

Hogging

A bending moment is a force that bends the vessel along its length. If the weight is concentrated in the middle of the ship, bending of its structure will cause ‘sagging’. If the weight is concentrated at opposite ends of the ship, the bending is called ‘hogging’.

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2.3 HOW MUCH FORCE THE SHIP CAN WITHSTAND The ship’s Loading and Stability Manuals set out the maximum permissible shear forces and bending moments. There are ‘Harbour’ limits, when the ship is in port, and ‘At Sea’ limits, that take into account the extra forces that act when the ship is in a seaway. If the maximum limits are exceeded, the ship will be at serious risk of structural failure. That is why it is of the utmost importance to calculate shear force and bending moments accurately at each stage of any loading or unloading sequence. If there is a deviation from the plan, the figures must be verified before acceptance.

2.4 THE EFFECTS OF WEATHER, TEMPERATURE AND MOVEMENT In extreme weather, green seas may come onboard and strike hatch covers, coamings and other weather deck fittings with the potential to cause physical damage. The vessel’s passage should be planned to avoid extremes of weather and sea conditions. If bad weather is encountered, speed and course should be adjusted to minimise the effects of the prevailing conditions. Weather conditions must be carefully monitored when in port and at sea, to avoid the possibility of water ingress. Any cargo where moisture content or chemical reaction to water is a critical factor, as may be described in the cargo’s IMSBC schedules, should not be loaded when it is raining or snowing. While at sea, chemical reactions could take place in the hold unseen. Any increases in moisture, temperature, or the build-up of gases will need to be monitored and controlled. Depending on the cargo, the hold may either have to be: not ventilated at all made gastight

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ventilated by opening the ventilators or by operating mechanical ventilation if fitted, or placed under inert conditions Some cargoes will require the means of measuring the temperature while on passage. Accurate records must be kept, in order to monitor any variations or increases in temperature as the voyage progresses.

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 3 : TOOLS AND PUBLICATIONS

3 : TOOLS AND PUBLICATIONS 3.1 TOOLS FOR MANAGING CARGO HANDLING OPERATIONS SAFELY The ship’s officers must be able to produce an accurate loading or discharge plan, and to take into account water ballast management and stability. They must be capable of accurately calculating the shear force and bending moments for all loading and discharge conditions, and must be aware of the permitted Harbour and At Sea limits. For this purpose, they have the ship’s loading manual, and a loading computer.

The loading manual On board ship, the approved loading manual will specify: the ship’s designed cargo loading condition and distribution its allowable local loading limits the structural operational limits

The loading computer The ship should be equipped with a designated Class approved loading computer and appropriate software, and officers must be familiar with, and competent in, using this equipment.

3.2 NUMBERING OF HATCH COVERS The hatch covers should be marked with identification numbers that correspond with the loading manual, loading software and loading or discharge plan.

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The identification numbers must be visible to terminal personnel operating loading or discharge equipment.

3.3 CODES OF PRACTICE The International Maritime Solid Bulk Cargo (IMSBC) Code Many solid bulk cargoes have serious risks associated with them that can affect ship stability, cause structural damage, pose health hazards to those on board or lead to dangerous situations as a result of chemical reactions taking place in the hold. Sometimes the gases generated are odourless and colourless. Other cargo risks (liquefying or self-igniting cargoes, for example) are difficult or impossible to control once they have become a real hazard. Prevention is always better than cure, and the mandatory IMSBC Code enables ship’s personnel to identify and handle many different types of cargo, and to assess the acceptability of particular goods. It replaces the Code of Safe Practice for Solid Bulk Cargoes (the BC Code). At the heart of the Code are the individual schedules of solid bulk cargoes found in Appendix 1. The cargoes are listed in alphabetical order using their Bulk Cargo Shipping Name. Each schedule follows the same format describing the cargo’s characteristics, hazards, stowage and segregation requirements, as well as any precautions to be taken during loading, carriage and discharge along with any necessary clean-up or emergency procedures.

Classification of cargo Under ‘Characteristics’, each cargo is classified into one of three groups: Group A are cargoes which can liquefy in the hold while on passage if the moisture content is too high, with the consequent threat to ship stability. Of particular significance is the Mineral Concentrates group. Any one of these dense cargoes has the potential to liquefy if shipped with a moisture content in excess of its TML.

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Group B cargoes have chemical properties, which, unless handled correctly, could lead to a hazard onboard ship, such as a gas that is toxic or explosive. Many of these cargoes also have a Dangerous Goods classification. Group C cargoes are ones which are neither liable to liquefy (Group A) nor to possess chemical hazards (Group B). Regardless of group, stability must always be considered. The schedules provide figures for bulk densities, stowage factors and, where applicable, the ‘angle of repose’.

Angle of Repose Free-flowing cargoes are liable to shift if not correctly distributed. The angle of repose is the maximum slope angle of non-cohesive (i.e. free-flowing) granular material between a horizontal plane and the cone slope of the material.

The BLU Code In 1997, the IMO recognised that a number of bulk carrier accidents had occurred as a result of improper loading and discharge of bulk carriers, and adopted the ‘BLU Code’ – the Code of Practice for the Safe Unloading and Loading of Bulk Carriers (resolution A.862(20)). The BLU Code provides guidance to Masters of bulk carriers, terminal operators and other parties concerned with the safe handling, loading and discharge of solid bulk cargoes. Its main focus is on procedures between ship and shore: before the ship arrives before cargo handling commences during cargo loading and handling of ballast

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during cargo discharge and handling of ballast It includes a sample loading or discharge plan, a ship/shore safety checklist, guidelines for completing the ship/shore checklist, and a form for cargo information. The BLU Code is in the supplement section of the IMSBC Code and provides guidance to ships' Masters and terminal operators on the safe handling, loading and discharge of solid bulk cargoes.

The BLU Manual The BLU Manual supplements the BLU Code by providing more detailed guidance to terminal personnel.

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 4 : BEFORE ARRIVAL

4 : BEFORE ARRIVAL 4.1 SHORE OFFICE/SHIP COMMUNICATION As soon as possible after arranging a charter or commercial voyage, the shore office must provide the ship with information about the prospective cargo, so that loading or discharge can be planned. In the case of bulk cargo, the information should include: the stowage factor trimming procedures likelihood of shifting any other relevant special properties See Appendix 5 of the BLU Code (or Section 10 Appendix of this workbook) for a form for cargo information.

4.2 CARGO DOCUMENTATION The ship requires a cargo declaration for all types of cargo. Cargo information must be provided as required under SOLAS Chapter VI, Part A, Regulation 2 and the IMSBC Code Section 4, including shipper’s declaration. For Dangerous Goods further documentation is required under SOLAS Chapter VII, Part A-1, Regulation 7-2. For cargo that may liquefy, the information must specify the moisture content and its TML.

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4.3 LOADING/DISCHARGE PLAN An accurate loading or discharge plan must be produced, and it is mandatory under SOLAS regulation VI/7.3 that it is understood and agreed by both the terminal representative and the Master. The plan should take into consideration: loading sequences, bearing in mind the requirements of the IMSBC Code, e.g. segregating dangerous cargoes where appropriate total time to load (to include enough time for ensuring the cargo in each hold is trimmed) appropriate loading and discharge rates for solid bulk cargoes to prevent over-stressing of the ship’s structure, and to allow synchronisation of ballasting operations local loading criteria in the loading manual See Appendix 2 of the BLU Code (or Section 10 Appendix of this workbook) for a sample loading/discharge plan. When planning the arrival condition, the ship’s manoeuvrability should also be considered. See MSC.1/Circ.1357 ‘Additional considerations for the safe loading of bulk carriers’.

4.4 SHIP/TERMINAL COMMUNICATION The ship will have to communicate with the terminal in good time so that terminal personnel can make preparations for cargo operations. There must be at least one officer on board who is proficient in the common language used at both the loading and discharge ports. The Master should let the terminal know the ship’s ETA (Estimated Time of Arrival) as early as possible, and should email through the preliminary loading or discharge plan.

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The ship should also provide details of: its mooring arrangements location, number and position of holds requirements for any special treatments or coatings to protect the holds If loading, the ship should confirm as soon as possible that all holds into which cargo is to be loaded are clean, dry and free from any previous cargo residues that might create a hazard when combined with the cargo to be loaded. (The IMSBC Code provides guidance in relation to specific cargoes, for example, whether some may require special hold treatment involving the use of protective barrier coatings to guard against damage from corrosive substances.)

Timing Ship and terminal must also agree on the estimated times for the completion of loading or discharge, as well as any characteristics of the cargo handling equipment and expected loading or unloading rates. It is a SOLAS requirement that, although a terminal may have a high nominal loading rate, the time taken for loading should also be influenced by the steps required to load the ship safely so that structural stresses are kept within permissible limits.

4.5 TERMINAL/SHIP COMMUNICATION The terminal should communicate to the ship: the name of the berth the berth’s availability the estimated times for berthing the name of the nominated terminal representative, who will oversee the operation and act as the main contact ashore information on tides water depth at the approach and departure channels

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water depth at the berth the availability of tugs mooring and fendering arrangements air draught In addition to which, the Master should obtain the name and position of authority of the terminal representative who will sign the ship/shore safety checklist (Appendix 3 of the BLU Code).

4.6 MINIMUM BALLAST CONDITION Lightly ballasted ships are vulnerable to the risk of collision or grounding, as the result of manoeuvring difficulties, especially in high winds and strong currents. This is because the efficiency of the rudder and the propeller is decreased and windage is increased. The proposed arrival or departure draughts, as well as any restrictions or time requirements relating to deballasting operations, must therefore be closely checked and agreed by ship and terminal. Any conditions applied must take into account the capabilities and safe working limits of the ship and terminal.

CASE STUDY: INSUFFICIENT BALLAST FOR HEAVY WEATHER On 23 May 2007, the Panamanian registered bulk carrier Pasha Bulker anchored 2.4 miles off the coast near Newcastle, New South Wales. The ship had sufficient water ballast on board for the good weather at the time, and was not expected to load its coal cargo for about three weeks. At midday on 7 June, Pasha Bulker’s Master veered more anchor cable after a gale warning was issued. The weather deteriorated and shortly after midnight, the wind had reached gale force. At 0500 on 8 June, the wind had increased to strong gale force and the weather

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was severe. At 0625, Pasha Bulker started to drag its anchor. The Master decided to put to sea and at 0748, the anchor was aweigh. The ship was now 1.2 miles from the shore and, with the southeast wind fine on the starboard bow, it made good a north-easterly course. At 0906, the Master altered the ship’s course to starboard to put the wind on the port bow in an attempt to make good a southerly course on a south-southeasterly heading. However, its heading became south-westerly and, with the wind on the port beam, the ship started to rapidly approach the coast. At 0931, with Nobbys Beach 0.8 of a mile away, the Master attempted a starboard turn. The manoeuvre did not succeed and at 0946, with grounding imminent, he requested assistance from authorities ashore. At 0951, Pasha Bulker grounded on Nobbys Beach and the ship’s momentum carried it further onto the beach. The crew were evacuated by helicopter during the afternoon. On 2 July, Pasha Bulker was successfully refloated. The ship was temporarily repaired in Newcastle and on 26 July, taken in tow to Vietnam to undergo permanent repairs. The ATSB investigation found that Pasha Bulker’s master did not appropriately ballast the ship and did not weigh anchor until it dragged in severe weather. The unwise decision to not ballast the ship for heavy weather and remain at anchor were the result of his inadequate knowledge of issues related to ballast, anchor holding power and local weather. Furthermore, the Master incorrectly assumed that Newcastle VTIC would, if necessary, instruct ships to put to sea and the fact that most other ships also remained at anchor reinforced, in his mind, the initial unwise decision to remain at anchor. Consequently, he ignored signs of the dangerous situation developing. After the ship got underway, the Master became increasingly overloaded and affected by fatigue and anxiety and his inappropriate control of the ship at critical times inevitably led to its grounding. Source: Australian Transport Safety Bureau

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 5 : WHEN THE SHIP IS ALONGSIDE

5 : WHEN THE SHIP IS ALONGSIDE 5.1 SHIP/TERMINAL MEETING BEFORE THE START OF CARGO OPERATIONS Once alongside, the Master or Chief Officer and the terminal’s nominated representative must meet to discuss and approve the final cargo plan. During the meeting, the joint checklist must be completed and countersigned by both parties. This checklist must cover: an agreed system of communication between designated liaison contacts aboard and ashore confirmation that the atmosphere is safe in the holds that may require access whether the shipper has provided the Master with information on the properties of the cargo whether any testing certification relating to cargo characteristics is complete and accurate See Appendix 3 of the BLU Code (or Section 10 Appendix of this workbook) for a sample checklist form.

5.2 AGREEING THE PLAN The Master is ultimately responsible at all times for the safe loading and discharge of the ship. This includes controlling the safe and efficient synchronisation of cargo operations and ballast operations. Cargo should be appropriately trimmed so as to avoid problems such as asymmetric loading (i.e. more cargo on one side than the other) that could lead to the ship’s hull twisting. The ship must ensure that the cargo loading or discharge plan has been

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calculated for all stages of the operation, including ballasting or deballasting. Both parties should make sure that the sequence of holds to be worked has been clearly identified and agreed in the plan. The loading or discharge plan must be agreed and countersigned by both the ship and the terminal. Communication and agreement between the two parties must be maintained throughout the operation.

5.3 EXTRA SAFEGUARDS The procedures agreed by terminal and ship before loading should include specific extra safeguards relating to certain cargoes, such as the stopping of all hot work on deck and in adjacent areas, and the placing of restrictions on smoking. If there are dust hazards, sensitive equipment will need to be protected, and those involved in loading will need to wear the appropriate personal protective equipment (PPE) including masks.

CASE STUDY: DEVIATION FROM THE LOADING AND DEBALLASTING PLAN At about 2345 local time, 01 June 2000, while loading a cargo of aggregates at Bruce Mines, Ontario, the hull of the Canadian bulk carrier Algowood buckled in way of hold No. 3. The vessel flooded, sat on the bottom alongside the dock, and was later salvaged and towed to dry dock for repairs. According to the loading plan, the after draught of the vessel was near the maximum allowable of 6.858 metres (22 feet 6 inches). At this time, the duty officer deviated from the loading sequence and directed the shore rig loader to load cargo into hatch No. 9 instead of hatch No. 13. The shore rig loader, who was provided with a copy of the intended loading plan for clarification, questioned and acknowledged the sudden change to the loading plan.

32


Loading into hatch No. 9 commenced at 2044. Pumping of No. 2 and No. 1 P & S ballast tanks started at 2111 and 2130 respectively. By 2126, 1756 tons of cargo had been loaded into cargo hold No. 3. Starboard ballast tank No. 3 was completely pumped out between 2032 and 2145. At this time, the vessel had reached the maximum draught aft and shifting of the vessel aft began. The vessel came to a sudden and abrupt stop, indicating that the after end of the vessel might have touched bottom near the end of the slip. The loading rig was just able to reach into hatch No. 2 of cargo hold No. 1, in which loading commenced at 2132. While loading hatch No. 2, the vessel trimmed forward and the draught aft was reduced. The duty officer shifted the vessel further aft so that the loading rig could begin loading into hatch No. 1. At approximately 2145, the Master returned to the ship and inquired briefly about the vessel’s condition of loading with the duty officer, after which he proceeded to his cabin. At 2202, pumping of P & S ballast tanks Nos. 1 and 2 were stopped. Ballast tanks No. 1 P & S were pumped again from 2240 to 2242. Pumping of No. 2 P & S ballast tanks resumed at 2242 and finished at 2315. Reading draughts in the dark was difficult at this time because visibility was further reduced by rain showers. The after draught was 6.477 metres at this time and was decreasing as loading forward continued. At 2242, pumping of P & S ballast tanks No. 2 resumed. The loading of cargo hold No. 1 was almost completed, with an additional 1800 tons loaded through hatches Nos. 1, 2, and 3 at 2322. Draughts at this point were 6.096 metres aft, 4.801 metres at midship, and 3.962 metres forward. According to the duty officer, the vessel was hogged by approximately 0.229 metre. The rig operator indicated that there would be a shut down for minor repairs. At 2315, P & S ballast tanks No. 2 were pumped out. At 2345, while continuing to load into hatch No. 3 of cargo hold No. 1, the ship made a very loud wrenching sound and buckled between hatches Nos. 13 and 14, in way of the transverse bulkhead, between frames 117

33


and 119. Loading was stopped and the general alarm sounded. At 0010, all crew members were evacuated to shore with the exception of the Master and the Chief Engineer.

Conclusions The intended loading and deballasting sequence was not adhered to and the vessel was subjected to excessive bending stress which resulted in structural failure of the hull. The disposition of the cargo and ballast at the time of the failure caused a harbour bending moment about 2.3 times the maximum permissible. A lack of feedback communication, after deballasting instructions had been given, resulted in the duty officer not being kept current with the progress of deballasting. The frequency and accuracy with which the draught marks were read during loading were insufficient to closely monitor the hogging of the hull. Draught mark readings became estimates as the weather deteriorated, and not all the means available to assist in accurately reading draughts were utilised. The magnitude of the stresses imposed on the Algowood, as a result of deviating from the intended loading sequence, were not known nor appreciated by shipboard personnel. Source: Transportation Safety Board of Canada, Report No. M00C0026, 01 June 2000.

34

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 6 : LOADING/DISCHARGE

6 : LOADING/DISCHARGE 6.1 LOADING CONDITIONS Loading conditions vary, depending on the type of cargo to be carried and classification society approval.

Homogeneous Loading

Homogeneous loading This is where cargoes are evenly distributed in all holds.

Alternate Loading

Alternate loading

35


Large bulk carriers often stow high-density cargoes, such as mineral ores, in every other hold. When high-density cargoes are stowed using alternate loading, the weight of the cargo in each hold is approximately double that carried in a homogeneous load distribution, and so the vessel must be strengthened and classified for this loading configuration. Under SOLAS Chapter XII Regulation 14, vessels over 150m and older than 10 years are forbidden to use alternate loading unless certain conditions are met.

Block Loading

Block loading Block loading is where cargo is loaded in two or more adjacent holds with the neighbouring holds remaining empty. This arrangement is often used when the ship is only part loaded or carrying more than one commodity. It requires classification society approved conditions as specified in the loading manual. To avoid over-stressing the hull structure, careful consideration should be given to the amount of cargo loaded in each hold and to the sailing draught.

6.2 MONITORING THE OPERATION Whatever loading method is used, the hull stress limits must always be kept at or below permissible limits throughout the operation.

36


At the end of each sequence, the observed draft must be checked to confirm that the cargo loaded in each pour is as per the plan. The plan must be closely followed at all times! Loading and deballasting rates must also be monitored throughout to ensure that the ship’s structure is not overstressed and that shear force and bending moment limits are not being exceeded. To verify whether the ballasting/ deballasting rate is constant, the ballast tanks must be sounded.

Draught surveys Ship’s personnel must carry out draught surveys at regular intervals to check the calculated ship’s loading condition, the cargo weight and its distribution. The recorded readings should be checked against the loading plan.

Cargo weight The weight of the cargo must be frequently monitored and compared with the cargo plan and the ship’s calculations and draught marks. The safety limits must not be exceeded.

Using the information to maintain the ship’s watertight integrity The above information together with loading rates, ballast synchronisation, stress and displacement calculations all help to balance the forces acting on the hull and maintain the integrity of the ship structure.

6.3 WHAT HAPPENS IF THERE IS A DEVIATION FROM THE PLAN If ship’s officers are not satisfied with the cargo handling activity or there is a sudden deviation from the agreed plan, the Master should be informed immediately. The Master must stop the loading or discharging at any time if the cargo distribution is likely to adversely affect either the ship’s stability or cause stress to the ship’s structure.

37


Corrective action should be taken and the plan modified to ensure that the stress and operational limits of the ship are not exceeded. For example, conveyor belts offer a very efficient method of loading, with standard loading rates varying between 1,000 and 16,000+ tons per hour. At these high rates, it is difficult to control synchronisation of the loading and deballasting, and if the operations become unsynchronised the ship and terminal must suspend loading until the deballasting has caught up, as set out in the loading plan..

6.4 REDUCING THE RISK OF DAMAGE DURING LOADING OR DISCHARGE Particular care should be taken at the start of any loading operation into empty holds, especially when loading steel and scrap steel cargoes. Grabs and hydraulic excavators used in the final stages of unloading can cause damage to the hold or its protective coatings. It is the terminal’s responsibility to alert the Master to any individual grab loads or pours that are large or heavy where there could be the risk of a high impact drop. Officers and crew members should be on the lookout for damage during cargo operations at all times, and report any damage to the ship’s structure caused by terminal handling equipment immediately to the Master. Detailed guidance on damage reporting procedures is contained in the BLU Manual Annex 3.

38

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 7 : CARGO COMPLETION

7 : CARGO COMPLETION 7.1 SHIP/TERMINAL COMMUNICATION It is the Master’s responsibility to let the terminal know when final trimming has to start, so that there is enough time for conveyor run off. Loading equipment and conveyor designs vary, so the time taken to halt the operation must be taken into account to avoid overloading the ship.

7.2 TRIMMING Trimming is the partial or total levelling off of cargo within a cargo space. Trimming a cargo reduces the likelihood of the cargo shifting (e.g. if the cargo is free-flowing or ‘non-cohesive). A further reason for trimming is, in the case of certain cargoes such as coal, to minimise the surface area of the cargo that is exposed to air, which could lead to spontaneous self-heating and possible fire. Cargo spaces should be filled as full as practicable without resulting in excessive loading on the bottom structure. Cargo should be spread as widely as possible to the boundary of the cargo space. It should be trimmed level by the most effective means, e.g. loading spouts or chutes, portable machinery, equipment or manual labour. Trimming must be closely supervised and carried out in line with the IMSBC Code requirements.

Non-cohesive bulk cargoes with an angle of repose less than or equal to 30º These cargoes, such as grain, which flow freely should be carried according to the IMSBC Code provisions that apply to the stowage of grain cargoes. Refer

39


also to chapter VI of SOLAS, and the International Code for the Safe Carriage of Grain in Bulk (MSC.23(59)), as amended.

Non-cohesive bulk cargoes with an angle of repose from 30° to 35° inclusive These cargoes should be trimmed according to the following criteria: the unevenness of the cargo surface measured as the vertical distance (Dh) between the highest and lowest levels of the cargo surface should not exceed B/10, where B is the beam of the ship in metres, with a maximum allowable Dh = 1.5 m where Dh cannot be measured, bulk shipment can also be accepted if loading is carried out with trimming equipment approved by the competent authority

Cargoes with an angle of repose greater than 35° The aim is to distribute the cargo in a manner which eliminates the formation of wide, steeply sloped voids beyond the trimmed surface within the boundaries of the cargo space. The cargo should be trimmed to an angle significantly less than the angle of repose.

7.3 HOW TO CALCULATE THE ANGLE OF REPOSE There are various methods in use to determine the angle of repose for noncohesive bulk materials. Two common ones are: The tilting box method. This laboratory test method is suitable for noncohesive granular materials having a grain size not greater than 10 mm. It is not appropriate for cohesive materials (all damp and some dry materials). In this test, a box containing a level quantity of the commodity is inclined. The angle of repose is represented by the angle between the top of the box and the horizontal at the point where the commodity just begins to slide in bulk. See

40


IMSBC Code sub-section 2.1 of Appendix 2. The shipboard test method. If the ship does not have a tilting box apparatus, an alternative procedure for determining the approximate angle of repose is given in IMSBC Code sub-section 2.2 of Appendix 2. In this test, samples of the commodity are carefully poured into a conical shape and the slope angle measured half way up the cone slope.

7.4 THE FINAL STAGES The terminal representative should advise the Master when unloading has been completed from each hold. The Master should make sure that the final stages of the unloading operation are closely supervised to ensure that all cargo has been discharged and holds cleaned, as appropriate.

7.5 CLEANING THE HOLDS/DECKS When cargo is discharged from a hold, it leaves behind a residue. This has to be removed in order to prevent it contaminating the next cargo/damaging the hold itself. It is the ship’s responsibility to ensure that holds are clean and ready for loading when it arrives in port. The carrier has an obligation to ensure that the ship’s holds are fit to receive and carry any particular cargo. MARPOL (International Convention for the Prevention of Pollution from Ships) Annex V regulates the disposal of cargo residue from holds to be cleaned and from deck sweepings and wash water.

41


7.6 CARE WHEN ENTERING CARGO SPACES (OR SPACES ADJACENT TO CARGO) Bulk cargoes can give off toxic gases as a result of chemical reactions taking place, others (such as iron ore, coal, wood and grain) absorb oxygen; others can create a dust hazard, and some cargoes may be flammable. Every enclosed space should be treated with caution and considered at risk of oxygen depletion or toxic atmosphere. And that includes recently opened holds that may not have been well ventilated. Every ship should have clear procedures for entering an enclosed space (including testing the atmosphere), and personnel must wear the appropriate PPE. Make sure you refer to the IMSBC Code and any Material Safety Data Sheets for information about the hazards of the cargoes you will be handling. For more information, see Resolution A.864(20) Recommendations for Entering Enclosed Spaces.

7.7 INSPECTING THE WIDS When cargo has been discharged, the WIDS alarms must be inspected, and recalibrated as required, as there is a risk that they may have been damaged.

7.8 ON COMPLETION When the operation is over, the Master and terminal representative should agree in writing that the ship has been loaded or discharged in accordance with the plan, including any agreed variations. Any damage that has been caused to the ship during the discharge operation should also be recorded and noted by both parties.

42

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 8 : CONCLUSION

8 : CONCLUSION On bulk carriers, the number one hazard is structural damage that could lead to flooding and catastrophic failure. It is vital to maintain the ship’s watertight integrity - your life, and the life of everyone else on the ship, could depend on it. Keeping the ship’s structure safe means: Understanding the effect of different forces on the ship Knowledge of the cargo’s properties and characteristics Maintaining the holds, bulkheads and other parts of the hull in good condition Watching out for cracks, corrosion and wastage of steel structures Planning the cargo operations carefully and keeping to the plan Good communication between ship and terminal before, during, and at the end of the cargo operation

43

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 9 : REFERENCE SECTION

9 : REFERENCE SECTION Regulations and publications IMSBC Code, 2009 Edition SOLAS, especially Chapters VI, VII and XII, amendments entered into force 1 July 2006 MSC/Circ.947, 1 June 2000. Safe Loading and Unloading of Bulk Carriers MSC.1/Circ.1357, 19 June 2010 Additional Considerations for the Safe Loading of Bulk Carriers MSC/Circ.1143, 13 December 2004. Guidelines on Early Assessment of Hull Damage and Possible Need for Abandonment of Bulk Carriers MSC/Circ.995, 11 June 2001. Advice on the Dangers of Flooding of Forward Compartments Common Structural Rules for Bulk Carriers, IACS July 2009 IACS Recommendation 46 Guidance and Information on Bulk Cargo Loading and Discharging to Reduce the Likelihood of Over-stressing the Hull Structure Bulk Carrier Practice by Captain Jack Isbester ExC FNI, 2nd Edition, published by The Nautical Institute Videotel programmes Dangerous and Difficult Bulk Cargoes: Best Practice and the IMSBC Code (Code 1101) The Claim Game – Dry Cargo, Legal Responsibility and Loss Prevention. Part 1: Rights, Duties and their Understanding (Code 535) The Claim Game – Dry Cargo, Legal Responsibility and Loss Prevention. Part 2: The Master Under Pressure (Code 536) Hatch Covers – A Practical Guide (Code 938) Safe Mooring Practice (Code 1105) Entering into Enclosed Spaces (Code 682) Useful websites IMO (International Maritime Organization) – www.imo.org Intercargo (International Association of Dry Cargo Shipowners) – www.intercargo.org IACS (International Association of Classification Societies) – www.iacs.org.uk ICHCA International (International Cargo Handling and Co-ordination Association) www.ichcainternational.co.uk

44

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS

10 : APPENDIX: SAMPLE FORMS AND CHECKLISTS 1. Loading/Unloading Plan (Appendix 2 BLU Code, or p.363 of IMSBC Code) The loading or unloading plan should be prepared in a form such as shown on page 49. A different form may be used, provided it contains the essential information enclosed in the heavy line box.

2. Ship/Shore Safety Checklist (Appendix 3 BLU Code) Ship/Shore Safety Checklist for Loading or Unloading Dry Bulk Cargo Carriers Date: ___________________ Port: ____________________ Terminal/Quay: ______________________ Available depth of water in berth: _______ Minimum air draught*: ______ Ship’s name: _________________________________ Arrival draught (read/calculated): _______ Air draught: _______________ Calculated departure draught: __________ Air draught: _______________ The Master and terminal manager, or their representatives, should complete the checklist jointly. Advice on points to be considered is given in the accompanying guidelines. The safety of operations requires that all questions should be answered affirmatively and the boxes ticked. If this is not possible, the reason should be given, and agreement reached upon precautions to be taken between ship and terminal. If a question is considered to be not applicable write “N/A”, explaining why if appropriate.

45


CHECKLIST

SHIP

TERMINAL

1.

Is the depth of water at the berth, and the air draught, adequate for the cargo operations to be completed?

❑

❑

2.

Are mooring arrangements adequate for all local effects of tide, current, weather, traffic and craft alongside?

❑

❑

3.

In emergency, is the ship able to leave the berth at any time?

❑

❑

4.

Is there safe access between the ship and the wharf? Tended by ship/terminal: __________________________ (cross out as appropriate)

❑

❑

5.

Is the agreed ship/terminal communications system operative? Communication method: ________________________ Language: ___________________________________ Radio channels/phone numbers: ___________________

❑

❑

Are the liaison contact persons during operations positively identified? Ship contact persons: ____________________________ Shore contact person(s): __________________________ Location: ____________________________________

❑

❑

7.

Are adequate crew on board, and adequate staff in the terminal, for emergency?

❑

❑

8.

Have any bunkering operations been advised and agreed?

❑

❑

9.

Have any intended repairs to wharf or ship whilst alongside been advised and agreed?

❑

❑

10.

Has a procedure for reporting and recording damage from cargo operations been agreed?

❑

❑

11.

Has the ship been provided with copies of port and terminal regulations, including safety and pollution requirements and details of emergency services?

❑

❑

12.

Has the shipper provided the master with the properties of the cargo in accordance with the requirements of chapter VI of SOLAS?

❑

❑

13.

Is the atmosphere safe in holds and enclosed spaces to which access may be required, have fumigated cargoes been identified, and has the need for monitoring of atmosphere been agreed by ship and terminal?

❑

❑

6.

46


14.

Have the cargo handling capacity and any limits of travel for each loader/unloader been passed to the ship/terminal? Loader: _____________________________________ Loader: _____________________________________ Loader: _____________________________________

❑

❑

Has a cargo loading or unloading plan been calculated for all stages of loading/deballasting or unloading/ballasting? Copy lodged with: ______________________________

❑

❑

Have the holds to be worked been clearly identified in the loading or unloading plan, showing the sequence of work, and the grade and tonnage of cargo to be transferred each time the hold is worked?

❑

❑

17.

Has the need for trimming of cargo in the holds been discussed, and have the method and extent been agreed?

❑

❑

18.

Do both ship and terminal understand and accept that if the ballast programme becomes out of step with the cargo operation, it will be necessary to suspend cargo operation until the ballast operation has caught up?

❑

❑

19.

Have the intended procedures for removing cargo residues lodged in the holds while unloading, been explained to the ship and accepted?

❑

❑

20.

Have the procedures to adjust the final trim of the loading ship been decided and agreed? Tonnage held by the terminal conveyor system: _________________________

❑

❑

Has the terminal been advised of the time required for the ship to prepare for sea, on completion of cargo work?

❑

❑

15.

16.

21.

THE ABOVE HAS BEEN AGREED:

Time: _______________________ Date: ____________________________ For ship: ____________________ For terminal: _____________________ Rank: _______________________ Position/Title: _____________________

47


3. FORM FOR CARGO INFORMATION (Appendix 5 BLU Code) Form for Cargo Information (Recommended layout) Note: This form is not applicable if the cargo to be loaded requires a declaration under the requirements of SOLAS 1974, chapter VII, regulation 5; MARPOL 73/78, Annex III, regulation 4; and the IMDG Code, General Introduction, section 9. Shipper:

Reference number(s):

Consignee:

Carrier:

Name/means of transport:

Port/place of departure:

Instructions or other matters:

Port/place of destination: General description of the cargo: (Type of material/particle size)* *For solid bulk cargo

Gross mass (kg/tonnes): ❑ General cargo ❑ Cargo unit(s) ❑ Bulk cargo

Specification of bulk cargo*: Stowage factor Angle of repose Trimming procedures Chemical properties† if potential hazard * If applicable. † e.g., IMO class, UN No. or BC No. and EmS No.

Relevant special properties of the cargo:

Additional certificate(s)*: ❑ Certificate of moisture content and transportable moisture limit ❑ Weathering certificate ❑ Exemption certificate ❑ Other (specify) * if required

DECLARATION I hereby declare that the consignment is fully and accurately described and that the given test results and other specifications are correct to the best of my knowledge and belief and can be considered as representative for the cargo to be loaded.

Name/status, company/organisation of signatory: Place and date: Signature on behalf of shipper:

As an aid to paper documentation, Electronic Data Processing (EDP) or Electronic Data Interchange (EDI) techniques may be used. This form meets the requirements of SOLAS 1974, chapter VI, regulation 2; the BC Code and the CSS Code

48


Example Loading/Unloading Plan:

49

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 11 : GLOSSARY

11 : GLOSSARY Angle of repose - The maximum slope angle of non-cohesive (i.e. free-flowing) granular material. It is the angle between a horizontal plane and the cone slope of the material. Bending moment - A force that bends the vessel along its length. BLU Code - The IMO Code of Practice for the Safe Loading and Unloading of Bulk Carriers. BLU Manual - The IMO Manual on loading and unloading of solid bulk cargoes for terminal representatives. Cargoes that may liquefy - Cargoes that contain at least some fine particles and some moisture, usually water, although they need not be visibly wet in appearance. They may liquefy if shipped with a moisture content in excess of their TML. Excitation - Movement, when caused by vibration of the ship’s engine. Hogging - If the weight is concentrated at opposite ends of the ship, the bending moment is called ‘hogging’. Hydrodynamic pressure - Pressure on the ship’s hull caused by waves. IMSBC Code - International Maritime Solid Bulk Cargoes Code. Sagging - If the weight of the cargo is concentrated in the middle of the ship, the bending of its structure will cause ‘sagging’. Shear force - Caused by two opposing forces acting against each other. Solid bulk cargo - Any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment. TML (Transportable Moisture Limit) - The maximum moisture content considered safe for carriage. Trimming - Any levelling of the cargo within a cargo space, either partial or total. UST® (Universal Surface Tester) measurement - An instrument that determines the micromechanical properties of materials and surfaces.

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BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 12 : ASSESSMENT QUESTIONS

12 : ASSESSMENT QUESTIONS 1. When restrictions on the carriage of cargoes are imposed, the ship should be permanently marked with: a) A solid square on its side shell aft b) A solid triangle on its side shell at midships c) A hollow triangle on its side shell forward d) A hollow square on its side shell at midships 2. SOLAS Chapter XII Regulation 14 Restrictions from Sailing with Any Hold Empty defines an ‘empty hold’ as one that is loaded to: a) Less than 10% of the hold’s maximum allowable cargo weight b) Less than 25% of the hold’s maximum allowable cargo weight c) More than 10% of the hold’s maximum allowable cargo weight d) There is no minimum or maximum allowable cargo weight for a hold 3. What is the result of overloading of the holds? a) b) c) d)

Liquefaction of the cargo Oxygen depletion Stress on the hull structure A build-up of toxic gases

4. The angle of repose of a free-flowing bulk cargo in the hold is: a) The angle formed by the cone at the top

b) The angle between the vertical plane and the slope down from the cone c) The angle between the horizontal plane and the slope up to the cone d) The angle between the vertical plane and the slope up to the cone 5. The TML is: a) The maximum moisture level allowed for carriage b) The average moisture content of the cargo c) The difference between the average moisture content and the maximum allowed for carriage d) The extra moisture that is sweated out of the cargo in hot weather conditions 6. ‘Shear force’ is when: a) b) c) d)

The hold is overloaded The angle of repose is exceeded The ship bends or twists The upward and downward forces are not in balance along the length of the vessel

7. ‘Sagging’ is when: a) The weight is concentrated at the ends of the ship, bending its structure b) The weight is concentrated in the middle of the ship, bending its structure c) A hold is overloaded d) Liquefaction of the cargo causes it to increase in weight

51


8. ‘Hogging’ is when: a) The weight is concentrated at the ends of the ship, bending its structure b) The weight is concentrated in the middle of the ship, bending its structure c) A hold is overloaded d) Liquefaction of the cargo causes it to increase in weight 9. In the event of loss of hull integrity in way of the cargo holds, bulk carriers should be evacuated as quickly as possible. TRUE OR FALSE? 10. Trimming (of cargo) is: a) Loading the cargo slowly and at a steady rate b) The partial or total levelling of the cargo c) Stowing the cargo in accordance with the loading plan d) Cleaning the hold of cargo residue after discharge

d) Security on ships longer than 150m 13. The BLU Code relates to: a) Security on ships longer than 150m b) The carriage of grain c) The safety of life at sea d) The safe loading and unloading of bulk carriers 14. Which of the following does NOT need to be included in the loading plan? a) Loading sequences, segregating dangerous cargoes where appropriate b) Distance between conveyor belt and the holds c) Total time to load d) Appropriate loading and unloading rates for solid bulk cargoes e) Local loading criteria in the loading manual 15. The ship requires a cargo declaration for all types of cargo. TRUE OR FALSE?

11. The ship’s hatch covers must be marked with: a) A solid equilateral triangle b) The ship’s IMO number c) Hold identification numbers that correspond with the loading manual and loading/discharge plan d) Hold identification numbers that correspond with the relevant cargo numbers as set out in the IMSBC Code 12. The IMSBC Code relates to: a) The carriage of solid bulk cargo b) The handling of grain c) The safety of life at sea

52

16. The loading or discharge plan must be: a) Agreed and countersigned by the ship and the terminal b) Signed by the ship only c) Signed by the terminal only d) Agreed and countersigned by the ship, the terminal and the charterer 17. Homogeneous loading is where cargo is: a) Stowed in every other hold b) Evenly trimmed c) Loaded in two or more adjoining holds with neighbouring holds remaining empty d) Loaded in every hold


18. Block loading is where cargo is: a) Stowed in every other hold b) Evenly distributed c) Loaded in two or more adjoining holds with neighbouring holds remaining empty d) Loaded in every hold 19. While loading, what should happen if the loading and deballasting no longer synchronise? a) The loading must be speeded up b) The deballasting must be slowed down c) The ship and terminal must hold a meeting to discuss how best to proceed d) The ship and terminal must agree to suspend cargo operations until the ballasting has caught up 20. How should cargoes with an angle of repose greater than 35° be loaded? a) Trimmed so that the angle of repose is significantly less than 35°. b) Trimmed so that the angle of repose is significantly more than 35°. c) Loaded asymmetrically d) Cargoes with an angle of repose greater than 35° should never be loaded 21. The terminal representative should advise the Master when unloading has been completed from each hold. TRUE OR FALSE?

53

BULK CARRIERS - HANDLE WITH CARE EDITION 2 > 13 : ASSESSMENT ANSWERS

13 : ASSESSMENT ANSWERS 1:

b

2:

a

3:

c

4:

c

5:

a

6:

d

7:

b

8:

a

9:

True

10:

b

11:

c

12:

a

13:

d

14:

b

15:

True

16:

a

17:

d

18:

c

19:

d

20:

a

21:

True

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Bulk Carriers - Handle With Care (Edition 2)

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